03-844Council File #
Presented By
Referred to
Committee: Date
WHEREAS, off-road pathways and trails and on-road bicycle lanes are an integral part of the City of Saint
Paul's transportation and recrearional systems; and
WHEREAS, it is critically important to have an adopted systematic plan to provide these facilities; and
WHEREAS, the amended Saint Paul Grand Round Master Plan is a framework for continued implementation of
a 30 mile greenway for bicycling, walking, running and in-line skating; and
WHEREAS, the amended Saint Paul Grand Round Master Plan connects neighborhoods, regional parks and the
Mississippi River through a system of parkways, boulevards and trail facilities; and
WHEREAS, the amended Saint Paul Grand Round Master Plan includes recommendations for state of the art
safety and user amenities; and
WHEREAS, the amended Saint Paul Grand Round Master Plan has had significant public input over the past
several years and has been amended to reflect the interests and concerns of citizens; and
WHEREAS, the amended Saint Paul Grand Round Master Plan has been unanimously recommended by the
Saint Paul Bicycle Advisory Board, and approved by the Saint Paul Parks and Recreation Commission;
NOW, THEREFORE BE IT RESOLVED that the Saint Paul City Council supports and recommends adoption
of the amended Saint Paul Grand Round Master Plan.
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II Yeasll Nays�� Absent ��
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RESOLUTION
CITY OF SAINT PAUL, MINNESOTA
Green Sheet
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Form Annroved bv Citv
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� Green Sheet Green Sheet Green Sheet Green Sheet Green Sheet Green Sheet �
DepartmenUofficelcouncil: Date Initiated:
P -���dR�;� 04SEP-03 Green Sheet NO: 3004995
Contact Person & Phone: �oa�� Sent To Person , �InRiaVD�ate" ``
Eric Thompson � 0 ks and Recreation INdeJ �J
632-2475 Assign 1 azks Recreation az�entD'uector
Must Be on Council Agenda by (Date): Number 2 • A rne
Fof 3 or's Office Ma or/Assistant
Routing
Order 4 �
5 ' C erk (S Clerk
6 arks Recreati a Bo Bierscheid
Total # of Signature Pages _(Clip All Locations for Signature)
� Action Requested: � y "'� ��;� ��; �^„u ��;
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Adoption of the amanded Saint Paul Grand Round Mastar Plan ��� w� �';y� •s �
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Recommendations: Approve (A) or Reject (R): Personal Service Contrects Must Answ�FOl�bwio�e's�� �,'�
�eo g
Planning Commission t. Has this persoNfirm ever worked under a contract for this department?
I CIB Committee Yes No
I Civil Service Commission 2. Has this persoNfirm ever been a city employee?
I Yes No
3. Does this person/firm possess a skill not normally possessed by any
current ciry employee?
Yes No
Eupiain all yes answers on separete sheet and attach to green sheef
Initiating Problem, Issues, Opportunity(Who, What, Whe�, Where, Why):
The amended Saint Paul Grand Round Master Plan provides the framework for conflnued implementafion of a 30 mile greenway for
bicycling, walking, running and in-line skating which connects City neighborhoods with regional pazks and the Mississippi River
through a system of pazkways, boulevazds and trail facilities.
AdvantageslfApproved: �
The City would have an adopted and designated bicycle and pedestrian route, which highlights the recreational aspects of Saint Paul. I
The City would be eligible to apply for grants to promote, upgrade and maintain the system. The designarion will also attract riders and
promote the health and recreational benefits of an active lifestyle.
oisadvantaqes If Muroved:
Additional maintenance and signage costs for the Division of Pazks and Recreation.
Disativantages If Not Approved:
The City would not benefit from the additional funding oppommities, and would not have a designated route for promotional
I opportm�ities.
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Total Amount of � CostlRevenue Budgeted; ,�
I Transaction: �.����„;,rt.;�ce�ev.^. ^_�`,`?:;`�
Fundin5t Source: Activity Number; ' ��✓ u
Financial Information: �(� 0 d\ �
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Ee6raary 2002 �
CTTY OF SAlNT PAUL
Randy C. Kelly, Mayor
Saint Paul Grand Round Master Plan
Following are the recommended changes:
DIVISION OF PARKS AND RECREATION
300 City Hall Annex
25 WestFourth Sheet
SaintPaul, Vlinnesota 55102
www.cistpaul.�.us/depVpazks
Page 4- 2.1.1 Metro-wide Park and Trail System
* Samuel H. Morean Regional Trail
Page 9- 2.0 Regional and Community Contegt
*�' Samuel H. MorQan Regional Trail
Page 24 - 4.2.1 Shepard Road - Existing Condition
Telephone:651-266-6400
Facsitxule: 651-292-7405
TTY: 651-266-6378
. Newlv conshucted Shepard Road east of
Randol�h �rovides off-road paths for pedestrians and bicyclists.
Page 25 - 4.2.2 Design Opportunities
*?'- - �-ainc Samuel H. Morean Regional Trail
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Page 49 - 6.2 Proposed Phasing (We are recommending changing the proposed order
of phasing for the purposes of filling in the gaps for the trails and our concern about
keeping maintenance costs as low as possible. It will be necessary to revise the charts
containing the estimated conshuction costs).
On an annual basis, projects should be reevaluated and prioritized to respond to
emerging safety issues and collaborative with other projects to capitalize on available
funding.
Phase I of the Saint Paul Grand Round includes the following:
� Desi� and installation of direcrional signage that includes providing connecrions to
county, regional and state trails, and which identifies the Saint Paul Grand Round.
* Design and installation of direcrional signage for established restrooms.
AA-ADA-EEO Employer
* Shiping of on-road facilities (wide curb lanes) from Como Pazk to the Mississippi
River (Horton/Como Avenue, Raymond Avenue, Myrtle and Pelham Boulevard) to
improve safety and usability. This is currently the only segment of the Grand Round
without bike lanes or off-road trails.
'` Develop trail segments in conjunction with the reconstruction of roadways to
maximize safery along the route of the Grand Round.
'�`-Desi� and consirucrion of a halfmile segment of combined trail adjacenf to Como
Avenue where roadway widths and other constraints do not allow striping for on-road
facilities. This segnent will provide a safe and well mazked option for trail users.
* Design and construction of a separated trail segment between Chestnut Street and
James Avenue in conjunction with the relocation and reconstruction of Shepazd Road
and Warner Road through this area. (In process).
* Construcrion of a trail underpass at I-35E to eliininate conflicts with vehicular traffic
at the intersection with Shepazd Road. (In process).
Phase II
Phase II of the Saint Paul Grand Round includes the development of trail segments in
conjunction with the reconstruction of roadways to maximize safety along the route of
the Grand Round.
* Design and installation of additional user amenities, including rest areas, rest rooms;
bicycle pazlang facilities, public art, lighting, native plants, community garden, drinldng
fountains, recycling bins, and benches along the entire route as needed.
* Design and installation of informational kiosks and interpretive site markers. These
kiosks and markers will complement the character and will educate participants on the
historic, natural and cultural features located along the route of the Saint Paul Grand
Round.
* Construct off-road facilities, where possible, along segments with the on-road
facilities only.
* Construct separated multi use trails in high use azeas currently served by combined
trails.
* Construct separated multi use trails off the roadway along Shepard Road between the
Highway 5/West 7�' Street bridge and I35E.
* Construct seamless connection for bicycles where the Gateway State Trail and
WheelockPkwy. intersect. **
AA-ADA-EEO Employer
Phase III
� Desiga and installation of landscaping that extends the efforts of Great River Greening
along the route and around in�ormation l�osks/markers.
" Install pazkin� bays and bump outs on roadways along various se�nents of the route
to calm traffic and improve safety for users of the route.
'�` Include appropriate bicycle and pedestrian facilities where the Wamer Road bridge
over the railroad is reconsiructed.
* Widen and reconstruct a narrow combined trail se�nent along Wheelock Parkway east
of Arcade Street.
* Add on-road and off-road facilities for pedestrians and bicyclists along Wheelock
Pkwy. when it is reconstructed. **
Page 51 - 6.0 Funding Sources
Other funding sources.
Concerted efforts should be made to secure private funding such as corporate
contributions or memorial gifts, for some of the amenities such as the benches kiosks
*'� BAB additions.
AA-ADA-EEO Employer
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SAINT P�tlit fiRANR HQtLNO MASTER PLAN
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TABLE OF CONTENTS
ACKNOWLEDGEMENTS
EXECUTIYE SUMMARY
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1.2
I .3
INTRODUtTION
Project Purpose
Project History
Project Process/Community involvement
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Z.O RE&IONAL AND COMMUNiTY CONTEXT
2.1 Regional Context
2.2 Community Context
3.O DEVELOPMENT CONCEPTS
3.1 Historic Concepts
3.2 Interpretive Themes
3.3 Existing Facilities
3.4 Connections — Present and Future
�}.O DESCRIPTION OF ROUTE SEGMENTS AND
PROPOSED IMPROVEMENTS
4. I Mississippi River 8oulevard
4.2 Shepard Road
4.3 Warner Road
4.4 Johnson Parkway
4.5 Indian Mounds Boulevard and
Bruce �/ento Regional Trail (Alternate Route)
4.6 Wheelock Parkway
4.7 Como Park
4.8 Como Avenue
4.9 Midway Parkway/Dan Patch Avenue {Alternate Route)
4. I 0 Raymond Avenue
4.1 I Pelham Boulevard
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34
35
36
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SaINT PAUL fiNANd RQUNQ MRS7ER PLAN
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5.i
5.2
5.3
5.4
5.5
5.6
5.7
5.8
TABLE OF C4NTEMTS
DESIGN GUIDELINES 3$
Facility Types 38
Typical Cross-Sections 39
Crossings 42
Signage 44
Cultural Site Markers 45
User Amenities 46
La�dscaping 47
Pubiic Art 47
6.O PRfLIMINARY ESTIMATE AND PHASING
6.1 Estimate of Construction Cost
6.2 Proposed Phasing
6.3 Funding Sources
7.O ROLES AND RESPONS181LITIES
7.1 City of Saint PauliDepartment of Public Works/
Department of Parl<s and Recreation
7.2 Other Groups and Agencies
H.O NEXT STEPS
8.1 Funding of Improvements
8,2 Operations and Maintenance
8,3 Scenic Byway Status
BISLIOGRAPHY
APPENDItES
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SAINT FAl1L fiRANQ RQ(tNa MASiER PLAN
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FIGl1RE I— SAINT PAUL BIKE CLASSIC ROUTE '
FIGURE Z— CITY OF SAINT PAl1L� BIKE TRAIL MAP
FI�URE 3— REGIONAL BIKE SYSTEM
FIGURE �{ — THEMES AND CULTURAL SITES
FIGURE S— SAINT PAUL GRAND ROUND AND CQNNECTIONS
FIGURE G— TYPlCAL SEC7lON — SHARE 7HE ROAD
FIGURE 7— TYPICAI. SEtTiON — TRAIL IN ROAD RIGHT-OF-WAY
FIGURE S— TYPICAI ROADWAY CROSSINGS
FIGURE 9— ROUTE SIGNAGE CONCEPT
FIGURE IO — CULTURAL MARKER CONCEPT
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TABLE I— SUM MARY OF ESTIMATED CONSTRUCTION COS7
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SAINT FAIlL C�RANQ RQUNQ MASTEN FLRN
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ACKNOWLEDGEMENTS
�"-.'e� �?.-%„ �.%e�3 i'?23oi?�3��!'E:c'�.3� ���rb �'3F255'.:'i3ii�'i �i���� 4Ya3F..E�t� �€itc 'C3 i�'73��rt f}ig
a�Qd'`diCYdlixb �^v.' C�£'3F tii3c."'.6;2� Sfl.°�u�sJYa C`s ii�� S2.:d7$ }'3:3� �3'3::Li �3:.at7i� ��u5$�t' �'Ice'i
�pvn�t€?c5.
The McKnight Foundation
The Beim Foundation
The St. Pau1 Companies
The Cazolyn Foundation
The Historic Saint Paul Foundation
Ci[y of Saint Paul Division of Pazks & Recreation
And hundreds of individual donors
'i$'.� �'£m 1"fdSL=�� ¢'35;: �HaL° $�; �d3c'i:??: $izE ��€�v^'iU�i4g 3b�EF:L:cS� d3Ya3P@zc't7L`�5 df?�
€�:uav:����s fey ��;��e ;�r�;���aLLac�a i� t�sA 5�'s�i Faa�`: �ras?d �S�€s�?�' �as�sr F�a�:
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City of Saint Paul Department of Public Works
Great River Greening
Riverfront Development Corporation
Saint Paul Bicycle Advisory Board
Mississippi National River & Recreation Area
Saint Paul and Ramsey County Friends of the Parks and Trails
Science Museum of Minnesota
The Historic Saint Paul Foundation
Public Art Saint Paul
The Sain[ Paul City Councii
The 106 Group
SRF Consulting Group, Inc.
Richazd Arey
Angie Bader
Mary Barrick
Brian Becker
7erry Blakey
Linda Bruemmer
Thora Cartlidge
Barbara Deneen
Ron Erickson
Lisa Falk
Molly Fitzpatrick
Andy Given
Ron Grogg
Anne Hunt
Barb Johnson
Deborah Karasov
Tom Kelly
Dianna Kennedy
Anne Ketz
Susan Kimberly
Dan Krivit
John Lokowich
Peg�y Lynch
Lisa Myaya
Mike McGarvey
Jim Nessa
Richazd Newmark
Bill O'Neill
Gre�ory Page
Marjorie Peazson
Bill Pesek
Veronika Phillips
Bart Richazdson
Andrew Schmidt
David Schreiber
Patrick Seeb _
Michael Stack
Jackie Sticha
Barry Warner
Jennifer Wicklund
John Wirka
Billie Young
Carol Zoff Pelton
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SAINT PAUL fiRANO HQUN� MASTER FLAN
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EXECUTIVE SUMMARY
• An analysis of the rzgional and local context of the Grand Round, includin� examination
of the metro-wide pazk and trail system, city trails and pazks, current regional design
initiatives (such as Harriet Island and the Wabasha Bridge), and nei�hborhood and city
goals.
• An overview of existin� facilities and needed connections.
• A segment-by-segment analysis of the historic Grand Round route. Each segment includes
an evaluation of exisung conditions, an overview of design opportunides and constraints, a
list of proposed improvements, and a sample of possible interpretation opportunities.
• Design guidelines for on- and off-road bicycle facilities and roadway crossings, based on
accepted state and national standazds.
• Recommendations for si�nage, interpretive kiosks, and other user amenities, such as, rest
areas, benches, scenic overlooks, decorative fencin� and walls, lighting, landscaping, and
public art.
In addition to the above items, the Saint Paul Grand Round Master Plan sets forth a variety of
themes to be interpreted throu�h signa�e and kiosks along the Grand Round route. The
themes inciude the creation of Saint Paul's pazk system, natural landscapes, immigrant
communities, residential pattems, "paddlewheels and steel wheels," Mississippi River, early
industry, Saint Paul today and American Indian heritage sites. The interpretation of these
themes adds an additional dimension to this historic Saint Paui amenity.
�:^¢�ti ��n'x::� �9`€y's
The complefion of the Saint Paul Grand Round will require the cooperative efforts of various
departments of the City of Saint Paul, neighborhood groups, and other a�encies. The Master
Plan presents the completion of the Grand Round in chree phases:
• Phase 1 would establish [he identity of the Grand Round route. This can be accomplished
through the installation of sianage and interpretive kiosks, the creation oF bicycle facilities
where none currently exist, and the installation of user amenities along the route.
• Phase 2 would capitalize on future and ongoing roadway reconsuuction (such as Shepazd
Road) in order to improve the safety and usability of the Grand Round.
• Phase 3 includes all other projects designed to upgrade and enhance exisdng facilities.
'� Improvements may include the installation of additional user amenities (such as rest stops,
public ar[, naUve planun�s, uniform lighting and community gardens), construction of trail
se�ments that provide connections to other recreational facilities, implementation of traffic
' . calmin� measures to increase the safety of the Grand Round, and the continued upgrading
� of ezisdng bicycle and pedestrian facilzues as opportunities arise.
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The Saint Paul Grand Round Master Plan continues a vision begun before the [um of the last
century. Through the implementation of this vision, Saint Paul will ultimately benefit from an
extensive system of bicycle and pedestrian facilities that unites its parks, natural azeas and
nzighborhoods.
SAINr FAl1L �HANQ HQUNQ MASiEH PLAN
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I.1 Project Purpose
The purpose of this project is to support the full development of the Saint Paul Grand Round,
a 30-mile recreational �reenway for biking, walking and in-line skatin� that connects
nei�hborhoods, regional pazks and the Mississippi River by boulevards and trail facilities.
The Saint Paul Grand Round follows a tustoric route first conceived over a century aeo by
leazndary landscape architect Horace William Shaler Cleveland. He envisioned an "emerald
necklace" of parkways and paths throughout Minneapolis and Saint Paul, connecting
Saint Paul's premier parks at Lake Como, Lake Phalen
and Indian Mounds with 13 miles of magnificent
Mississippi River views. Althou;h Johnson, Midway
and Wheelock Pazkways were completed, linking
Como, Phalen and Indian Mounds Pazks, efforts to
finish the Saint Paul Grand Round withered in the
1930s.
This technical report describes a planning process for
completing the historic route of the Saint Paul Grand
Round, ouflines the development concept for the route,
describes route segments and proposes improvements
for each of the segments. It also provides design guidelines for development of the Grand
Round, outlines preliminary phasing and cost estimates for completion of the Grand Round,
and sets the stage for future actions. A separate reporT on interpretive themes and sites along
the Saint Paul Grand Round has been prepared by The 106 Group, and sections have been
summarized in this technical report where necessary to provide clarification.
Compieting the Saint Paul Grand Round is a multi-faceted project tha[ includes work in
economic development, neighborhood revitalization, the environment, ares, health and
education. The Saint Paul Grand Round will provide linkages between and among many
natural, cul[ural and historic features that reflect many of the intrinsic qualities of Saint Paul.
Features of the fully developed Saint Paul Grand Round should include:
• Safe, yeaz-round facilities for bicycling, walking and in-line skating
• Signage and on-route a aphics [o visually define and direct people [o and azound the Saint
Paul Grand Round
• Interpretive si�nage and information kiosks informing users of the many natural, historic
and cultural features along the route
• Native landscaping and community �azdens
• Public art and interactive amenities such as environmental sculptures and street fumiture
• Additional amenities such as li�hting. scenic overlooks. parking azeas and rest stops with
convenience features (drinking fountains, benches, bike racks, pay phones, trash and
recyclind receptacles, etcJ that add to the comfort, safety and enjoyment of visitors to the
Saint Paul Grand Round.
SQINP PAIII fiRAN� RQItN� MASTER PtAN
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The roadways adjacent to the Saint Paul Grand Round should also inciude traffic calming
measures, where needed, to provide a scenic drivin� opportunity for those who aze unable to
take advanta�e of the multi-use traii.
1.2 Project H9story
Early efforts to establish the Saint Paul Grand Round azound 1900 resulted in the construction
of Johnson, Wheelock and Midway Pazkways. Railways blocked development of parkways
along the Mississippi River and the vision of an encirclin�
pukway system in Saint Paul lana ished.
As the major sponsor of the Saint Paul Classic Bike Tour, the
Saint Paul Nei�hborhood Ene ay Consortium (NEC) guided a
collaborative effort to tesurrect the idea of making the historic
route of the Salnt Paul Grand Round a permanent "scenic
byway loop" or "recreauonal �reenway" - a vital part of the
community's daily life and an attracdon to visitors. The
completed Saint Paul Grand Round will not only link the prestigious green spaces envisioned
by H.W.S. Cleveland, but will also connect Saint PauPs diverse neighborhoods and serve as
an attractive altemative transportation route for commuun� to work, school and recreational
destinations.
1.2.1 Funding Sources
During 1998 and 1999, NEC raised over $70,000 in funding to complete a master plan for the
Saint Paul Grand Round. Among those contributing to the effort were The McKnight
Foundauon, The Beim Foundation, The SC Paul Companies, the Carolyn Foundation, the
Ciry of Saint Paul Division of Parks & Recreation and the Historic Saint Paul Foundation. In
addition, over 400 individuals have made personal contributions toward the establishment of
the Grand Round. The City of Saint Paui may seek funding for addiuonal physical
improvements to the route as recommended in the Master Plan.
1.2.2 Saint Paui Classic BikeTour
Since 1995, the Saint Paul Classic Bike Tour has
promoted the Grand Round and the effort to
make the route a pennanent greenway.
Organizers of the Saint Paul Classic Bike Tour
originally collaborated to launch the bike ride as
a way of introducin� bikin� enthusiasts to this
route and bringing attention to the need to
compiete the Grand Round. With the
implementauon of the master plannin� process,
the dream of a completed route can become a
IP,311ty.
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In just five years, the Saint Paut Bike Classic has grown to be one of the two lazgest bicyclin�
events in the state introducin� nearly 16,000 bicyclists to the route of the Saint Paul Grand
Round. In 2001, over 6,400 riders participated; 23 percent were from Saint Paul. 66 percent
were from Minneapolis and the greater metropolitan area, and the remainder were from
greater Minnesota and other states.
13 Project Process/Community Involvement
Community support for the Saint Paul Grand Round is strong and continues [o grow. This
master plan was developed through a cooperative process, with participation from
neighborhoods and agencies, and many other groups and individuals. Two advisory groups
were established to guide the process and provide agency and commumty input. A citizens
advisory committee (CAC), comprising representatives of adjacent neighborhoods, was
convened to make recommendations on amenities and improvements to the route and
communicate progress to the community. A technieal advisory committee (TAC), with
representatives from the City of Saint Paul, NEC and SRF Consulting Group, Inc., evaluated
the feasibility of community-recommended route improvements, and provided input on
maintenance, costs and other technical issues.
The City of Saint Paul Division of Parks & Recreation and [he Department of Public Works
are key partners in designing and installing physicat improvements to the route, and aze
represented on both the TAC and CAC. Other a�encies and organizations involved in the
plannina process inciude Great River Greenin�, Saint Paul Riverfront Corporation, Saint Paul
Bicycle Advisory Board, Mississippi National River & Recreation Area, Saint Paul and
Ramsey County Friends of the Parks and Trails, Science Museum of Minnesota The Historic
Saint Paul Foundation and Public Art Saint Paul.
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( SAIRT PAUL C�RANQ RQ!!ND MAS7EA FlAN
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2.� - REGIflNAL AND COMMtlNITY CONTEXT
2.l Regional Context
� The strength of the Saint Paul Grand Round lies not only in the route itseif, but also in its
' connections to other pedestrian and bicycle facitities. The Twin Cities MetropoHtan area is
home to an extensive system of pazks and trails, which offer numerous recreational
� opportunities and connections between communities.
A sign�cant portion of the Saint Paul Grand Round route also follows along the Mississippi
River, which is of national importance. The Mississippi National River and Recreation Area
was added to the National Pazk System in 1988. Portions of the route are also concurrent with
the nationally designated Great River Road and the Mississippi River Millennium Trail. In
addition, the route of the Grand Round passes by the Minnesota State Fairgrounds, which is of
statewide importance.
2.1. I Metro-wide Park and Trai! System
The Metropolitan Council, through local agencies, is funding and implementing a seven-
county system of parks and trails. These regional pazk and trail corridors aze designed to
preserve unique or threatened ecosystems and provide recreational opportuniUes for metro-
area residents. Many of the lazger pazks operated by city or county parks departments aze
considered to be regional parks because of their size, ecological diversity and recreauonal
pro�ramming. The Grand Round passes through or very close to several regional parks or
regional trails as designated by the Metropolitan Council:
• Mississippi Gorge Regional Park
• Hidden Falls-Crosby Farm Regional Park
• Lilydale-Harriet Island Regional Park & Trail
• Indian Mounds Regional Park
• Bruce Vento Trail
• Phalen-Keller Regional Park
• Como Re�ional Pazk
• Gateway State Trail
• Mississippi East Bank Re�ional Traii
In addition to these, there are several ocher regional facilities within easy reach of the Grand
Round:
• Big Rivers Trail
• Trout Brook Trail
• U of M TransitBikeway
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Z.O — REGlONAL AND COMMUNITY CONTEXT
The Minneapolis Grand Rounds, a city-owned faciliry wi[h many regional qualities, is
dzsienated as a?vLinnesota State Scenic Byway and a Nauonal Scenic Byway. It offers access
to the Minneapolis Chain of Lakes, and regional trails stretchin� to the westem suburbs. This
trail facility runs alons West River Parkway, across the Mississippi River from the route of the
Saint Paul Grand Round. Opportunities exist for connections between the two systems.
2.1.2 CityTrails and Parks
The City of Saint Paul Division of Parks & Recreation operates numerous neighborhood and
city pazks (some of which azz listed above, under regional facilities). Representative major
facilities that aze located alon� or near the Grand Round are Lake Como, Highland Park and
Swede Hollow Pazk. Several smaller pazks and omamental spaces aze also located along the
route, including Desnoyer Park and Irvine Park, among others.
The Ci[y also owns bicycle trails and on road facilities, in addition to the facilities desi�nated
as regional traiis. The most si�nificant of these
include:
• Bmce Vento Trail
• Battle Creek Trail
• Trails within Phalen-Keller Regional Park
• Trails within Hidden Falls - Crosby Farm
Regional Park
• Trails within Como Park
• Summit Avenue bicycle lanes
The Saint Paul Pazks & Recreation Plan (August 1996), a chapter of the City's
Comprehensive Plan, also supports the development of additional uail connections within the
community. In particular, Objective 3: Develop pazk and open space connections, states,
"Park and open space connections provide the means for moving between parks, moving
within pazks, and ge[ting to parks, in a safe, convenient, and enjoyable manner. While the
connections usually take the form of trails, linear pazks or parkways, sidewallcs and streets
providin� access to pazks [hrough neighborhoods, are aiso important connections. As such, it
is essential to coordinate and integrate our trails and parkways with the City's network of
sidewalks and streets to provide continuous, convenient, and safe access to, between, and
within, pazks."
Policy 11(d) of this objecuve specifically supports the compietion of the Grand Round:
"Pursue opportunities to expand the City's recreational trail system and give prioriry to the
development of trails which complete the principal recreational trails in Saint Paul, includin;
the Saint Paul Grand Round Loop, Mississippi River Trails, Capitol Route, and the Phalen
Creek Trail."
SAINT PAUL fiftANO ROUNQ MAffEA PLAN
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2.� — REGIONAL AND COMMUNlTY CONTEXT
2.I.3 Major Regional Initiatives
There are many recent and planned construction projects that specifically consider the
bicyclist. These regional initiatives will make the region more pedestrian/bicycle-friendly and
offer better connections across rivers and highways, and between communities. Several of
these uutiatives offer connecUOns to the Saint Paul Grand Round:
• The Wabasha Street Bridge includes wide pedestrian/bicycie sidewallcs, that offer a
connection across the Mississippi River between downtown Saint Paul and exisung trails
on Aarriet Island and the south side of the river.
• Harriet Island Regional Park has undergone a renovation; Phase I was completed in the
fall of 2000. The newly redesigned pazk maintains existin� bicycle trails on the top of the
levee and improves connections into the pazk.
• The Midtown Greenway is a major initiative being speazheaded by the City of
Minneapolis. The comdor follows a raii line that mns just north of Lake Street. When
completed, [he [rail will stretch east to the Mississippi River, offering a possible connection
into the Saint Paul Grand Round on an existing railroad crossing of the Mississippi River
to Pelham Boulevazd.
• The Big Rivers Trail Extensiora will improve and extend the existing Dakota County Big
Rivers Trail. The existing trail begins at Lilydale-Harriet Island Regional Pazk and
progresses southward through Mendota. The extension would connect the existing uail to
the I-494 brid�e and the Minnesota Valley National Wildlife Refu�e. and provide an
improved connection across the Mendota Bridge to Fort Snelling State Pazk and
destinations southwest. Reconstruction of the I-35E brid�e will provide direct connections
to the Big Rivers Traii.
l SR INT FAIIL CcRGNQ RQUNQ MAS PL14N
Harriet Island Regional Park
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• The East Bank Rea onal Trail initiauve is the development of the Grand Round Route
from Crosby Fazm Resional Pazk to Batde Creek Reeional Park. Much of the trail
infrastructure is in place and fundin� has been secured for constructing the remainin�
segments within Old Shepazd Road riaht-of-way. This initiapve is an excellent
opportuniry to implement elements of the Grand Round V sion.
• liniversity of Minnesota Transit/Bikeway Funding is in place and construction is
underway to complete an off-road paved trail from the U of M St. Paul Campus to the
bike/pedestrian bridge (#9) that now crosses the Mississippi Tiiver. This intersects the
Saint Paul Grand Round at both Pelham and Como Avenues.
The I-35E (Lesington Avenue) Bridge reconstrucUOn will include the incoiporation of a
bicycle/pedestrian trail. An underpass will be built under the on and off ramps at Shepard
Road.
2.? tommu�ity Cuntex#
The Saint Paul Grand Round supports the vision for Saint Paul outlined in the City's
Comprehensive Plan. In pazticulaz, development of the Grand Round provides an opportunity
to integrate the concepts outlined in the "Ten Principles for City Development" from the Land
Use Plan portion of the Saint Paul Comprehensive Plan, adopted by the City Council in March
1999:
• Evoke ¢ sense of place. Saint Paul has a unique and beautiful natural setting, many
exceptional buildings and neighborhoods, and a rich history. These assets will be
enhanced by the compleaon of the Grand Round.
• Restore and establish the unique urbali ecology. As transportation and industry chan�e,
the river and railroad corridors present great opportunities to re-establish a balance
between urban and na[ural systems.
• bzvest i�z the public realm. Streets, sidewaiks, parks, and bluff and ravine edges are the
sta�e se[s for the public life of the city. As connecting routes, these places contribute ro a
sense of community and attract investment.
• Broaden the mir of Zand uses. In the downtown and neighborhood commercial cen[ers, a
mix of land uses creates more vibrant urban life by encouraging people to live, work and
recreate in the city.
• bnprove connectivity. Within neighborhoods and communiues, and even citywide, urban
life is improved by facilitating movement, access and connection. Pazks, schools,
insumtions, businesses and housin� should create synergies. The Grand Round will
stren�then the syner�istic effect.
• Ensure that buildirzgs support broader city-buiZdiJZg ;oals. Buildings should make a
contribution to their nei�hborhood and the public realm. For example, nei�hborhood
commercial buildings should help to make city sidewalks good places for pedestrians.
• Buiid orz existing stren�ths. The positive impact of the city's urban development
successes can be increased by extendin; and replicating existin� strengths. The Grand
Round will help direct investment dollars to areas in which positive chan�e is underway.
SAfNt PA�1L �iftANO RQItNII MASTEB PLAN
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P,-eserve and enhance heritage resources. Saint Paul has a rich legacy of buildings,
landscapes and monuments that define a city rooted in local history. The Grand Round
will make access to these resources easier.
Provide for a b¢lanced network for movement. A balanced network for movement
suppores travel by car, public transportation, bicycle and foot. Ri�hts-of-way should be
desi�ned to be shared, attractive and safe for all modes of movement. At present the
automobile is given such hi�h prioriry that other forms of transportation are often
unattractive.
Foster public safety. Communiues aze safe when there aze caring people around who
watch the streets, alleys and parking lots. _ ConUnuous urban fabric with active uses
provides an informal means of surveillance.
2.2.1 Neighborhoods
The Saint Paul Grand Round will not only be a link between green spaces, it will also connect
Saint Paul's diverse neighborhoods and serve as an attractive non-motorized transportation
alternative for commuting to work, school and recreational facilities. Establishment of the
Saint Paul Grand Round wiil help Saint Paul balance its built and natural environments. By
givin� residents easy access to the natural encironment from their own backyards, the Grand
Round will enable people to experience nature without leaving the city. A nearby recreational
greenway will also create attractive and accessible places to exercise, [hereby encouraging
healthy lifesryles.
The Saint Paul Land Use Plan also encoura�es the development of neighborhoods as urban
villages throughout the city. By providin� connections among and between these
neighborhoods, the Saint Paul Gzand Round will enhance residents' sense of place and
encourage connections between the residen[s themselves.
The Grand Round provides the necessary unifying loop azound the city that allows shorter
loops of six to twenty miles within the city and adjacent neighborhoods.
2.2.2 Small Area Plans
The Saint Paul Grand Round also supports and complements many of the small area plans
developed for many neighborhoods along the route. The development of the Sain[ Paul
Grand Round is a collaborative effort that will continue to include the nei�hborhoods, the
District Councils and resident groups. Incorporation of connectivity and sustainability
concepts will enhance both Grand Round accessibility and nei�hborhood connections.
iAINT PAl1L fiAAND ft�I1 MASTEA FLAN
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I. Creation of Saint
Paul's Pazk System
2. The Mississippi
River and Natural
Landscapes
3. Immigrant
Communi[ies in
Saint Paul
4. Residential Panems
5 Paddlewheels and
Steel Wheels
6. Early Sndustry
7. American Indian
Herita�e Sites
8. Saint Pau] Today
�.O - D�YELOPMENT CON�EPTS
3.1 HIStOYif toncepts
The Saint Paul Grand Round will provide oppommities for interpretaaon of the many natural,
historic and cultural resources along the route. The history of Saint Paul is inexhicably linked
to these resources, which represent the ciry's past as well as its future. The development of
the Grand Round provides an unpazalleled opportuniry to re-connect with the community's
past and preserve its resources for the fumre.
3.2 Interpretiva Themes
The 106 Group identified eight interpretive themes for the Saint Paul Grand Round. These
interpreuve themes and associated sites or resources provide opportunities for both residents
and visitors to connect to the community's past.
These themes aze an intrinsic part of Saint Paul and ?. ,_,
the Grand Round, and help maintain and enhance a ;_-- �^ �.� '-'
sense of place. The eight themes are summarized j _� — a' —i� � "�-
below and discussed in more detail in the interpretive �?�' `��%��� � ``,_ ,
themes and site report. - _�,�,-� _ � ' '
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3.2. I Creation of Saint PauPs Park System � -
Since the concept of the Saint Paul Grand Round
grew out of a desire to establish parkways linkin; rhe premier parks within Saint Paul, there
are numerous interpretive opportunities alon� the Saint Paul Grand Round related to the
creation of Saint Paul's Pazk System. Specific interpretive sites alon� the Saint Paul Grand
Round relating ro this theme include Como Pazk, Phalen Park, Wheelock Parkway, Johnson
Parkway, Midway Parkway, Mounds Parkway, Mississippi River Boulevard and Harrie[
Island.
Planning for the Saint Paul Pazk system began in 1872, when prominent iandscape architect
H. W. S. Cleveland spoke of his vision to preserve lar;e azeas of green space for public use.
Cleveland's vision was influenced strongly by pazk planning efforts in En�land and the
United States, particularly New York City's Central Park, which was begun in 1856 by
landscape architects Frederick Law Olmsted and Calvert Vaux. The intent of this new park
movement was to create an escape from increasing urban congestion and allow opportunities
for citizens to experience healthy, wholesome and morally rejuvenating natural environments.
Cleveland's vision for a system of parks and pazkways for the Minneapolis-Saint Paul
metropolitan area was further refined over the years. In an 1872 address to the Mi�eapolis
Pazk Board, Cleveland expressed his preference for an extended system of boulevazds, or
ornamental avenues, rather than a series of detached open areas or public squares. This
system of parkways would create a unified system of pleasure drives connecting lar�e park
areas. From this was bom the Grand Rounds, a system of two encircling routes — one in
Minneapolis and one in Saint Paul. The Minneapolis Grand Rounds was developed and
designated as America's first urban National Scenic Byway in 1998. Althou�h several
seomencs were constructed, the Saint Paul Grand Round was never fully developed.
SAINT PAllL fiRAN➢ RQUNII MASTER PLAN
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While Cleveland�s 1872 speech broueht about unmediate action by the Saint Paul Common
Council with the purchase of land for Como Park, it took another 20 years to add the City's
second park, Phalen Park, in 1892. In 1892, the City also hired long-time Parls
Superintendent Frederick Nussbaumer, who coordinated the purchase and manaoement of
parkland within the City until 1922. V
During Nussbaumer's tenure, a new national movement called City Beautiful began to take
shape. Ushered in by the 1891-93 World's Colombian
Exposition in Chicago, the City Beautiful movement
created an unpetus for order and harmony in city
planning. Among its many design elements, the City
Beautiful movement created a desire for landscaped
"boulevazds" or "parkways" within urban setrin�s, a
concept that supported H.W.S. Cleveland's concepts
developed in the early 1880s. Across the United States.
roadways were widened, s[rai�htened and landscaped
with majestic street trees to create an aesthetically
pleasing drivin� environment. Saint Paul began
planning for the parkways in 1895 with the intent of linking various parks within the City. In
the early- to mid-1900s, Saint Paul consuucted Wheelock, Johnson, Midway and Mounds
parkways along with Mississippi Boulevazd, forming major segments of the Saint Paul
Grand Round.
The focus of Saint Paul's parks be�an changing during the eazly 1900s to recreational acuvity
centers rather than naturalistic sites. Many of Saint Paul's lar;er parks retain the recreational
feel established during this time.
3.2.2 The Mississippi River and Natural Landscapes
Much of the route of the Saint Paul Grand Round traverses areas with scenic vistas and
primary naturallandscapes alon� the Mississippi River and associated bluff areas. Many of
these landscapes are associated with unique geologic occurrences and provide many
oppormnities for natural landscape interpretation alon� the Saint Paul Grand Round.
For the past 12,000 years, the Mississippi River has been carving the scenic bluffs we see
today. These bluffs aze primarily soft, white sandstone (St. Peter Sandstone) that was at one
time mined for glass production. This sandstone is capped by a hard, creamy limestone
(Plateville Limestone). During the last period of glaciation, the Mississippi River was a
relatively small tributazy to Glacial River Warren now the Mlnnesota River. As these rivers
cut into [he ancient rock, the differential hazdness of the two stones resulted in the unique
blufffeatures alone the river. Glacialfea[ures such as Hidden Falls, Fountain Cave, Slot
Canyon and Horseshoe Bend Terminal Moraine provide interpretive opportunities alon� the
route 4f the Grand Round.
� SIXINL PAUL �iRANQ AQIINR MASTER PLAN I
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The Mississippi River is part of a complex ecosystem that is
a critical mi�ration corridor for millions of birds and is home
to a wide airay of wildlife, fish and plants. The route of the
Grand Round provides numerous oppommities for bird
watching and interpretation of natural plant communities,
including upland prairies, maple-basswood forest ravines
and floodplain forests.
The azea of the Great River Greenina Project is also located
along the riverfront route of the Saint Paul Grand Round.
This five-year project is dedicated to restoring the oria nal vegetation on both sides of the
Mississippi River, from the High Bridge to Holman Field. The Friends of the Parks of Saint
Paul and Ramsey County also secured a large grant to do a restoration project along a stretch
of Mississippi River Boulevard. By restoring native grasses, shrubs and trees along the
riverfron[, a natural wildlife comdor will be crea[ed between Pig's Eye Lake, Lilydale-Harriet
Island and Hidden Falls-Crosby Farm Regional Parks. These projects and others will provide
additional opportunities for interpretation of the natural landscape.
The upland azeas alon� the route of the Grand Round also include numezous ravines, lakes
and tributary creeks of the Mississippi River. Interpretive opportunities along the Grand
Round will provide the visitor with a bettez understanding of this unique ecosystem, as well as
the physical feamres tha[ have created it.
3.2.3 Immigrant Communities in Saint Paul
Three important immigrant communities — Upper Landin�/Litde Italy, Swede Hollow and
West Side Flats — are part of the history of Saint Paul and are located along the Saint Paul
Grand Round. These three communities were settled during the immigrant population
explosion of the 1850s and 1860s with many of the new immigrants helping to build Saint
Paul and working within the many emerging industries.
Upper Landing/I.itfle Italy was loca[ed in the Mississippi River floodglain southwest of
downtown. The area was settled in the 1880s by German and Polish immigrants, but was
soon transformed into a primarily Italian community. Immigrants Cook manufacturing jobs
and other hazd labor employment [o make ends meet. Little Italy e�sted until 1959, when
Little Ita1y was redeveloped as an industrial area.
Swede Hollow is located in [he valley of North Phalen Creek northeast of downtown.
Scandinavians began settling in the azea in the 1850s and constructed homes alon� the ravine.
Employment for these immigrants included the railroads, mills, manufacturers and breweries.
Swede Hollow existed as a haven for immigrant populations until the late 1950s.
West Side Flats, located across the Mississippi River from downtown, was predominantly
settled by Jewish immigrants in the late 1880s. The azea is located within the Mississippi
River floodplain below the west bank of Saint Paul. Again, these immigrants found
employment gained through railroads and manufacturers. West Side flats existed as an
immigrant community untii 1964, when it was redeveloped as an industrial area.
SRINT FRItC fiRANO RQI1N� MASTER PLAN
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,` Floodinn was a continual problem for the communities on the banks of the Mississippi. Many
� of the ori�inal immigrant sites in Saint Paul were destroyed during the 1950s when the city
i be;an to address the substandazd living conditions for many of its immi�rant residents. Areas
such as Litfle Italy, Swede Hollow and �'est Side Flats were condemned and leveled to make
, way for industrial pazks or simply to clear out areas deemed unsanitary and over crowded.
. While these sites no longer exist, their histories remind us how immigrants to ±he ciry
> overcame the economic and cultural hazdships of theiz new lives in America and how the
small, enciosed community helped in ffieir assunilation and growth into the American society.
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3.2.4 Residential Patterns
Current residential pattems in Saint Paul were in many ways influenced by the ethnic
background of its settiers. While recent immigrants often settled with others from their
,' homeland or neaz the industrial jobs located in downtown, the wealthy built homes along the
I � high bluffs lining the Mississippi River and away from the noise and congestion of downtown.
3 The Grand Round passes several unique and historical residential neighborhoods that illustrate
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setflement patterns in Saint Paul, including Irvine Pazk, Dayton's Bluff and St. Anthony Park.
' � Irvine Park developed in the mid- to late-nineteenth century. This area is noted for its eazly
' V'ictorian architectural styles and settlement by Saint Paul's well-to-do. Irvine Park was
¥ transformed into a working class neighborhood in the eazly twenueth century. The Irvine Park
` neighborhood is located between West Seventh Street and Shepard Road immediately
' southwest of downtown.
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Dayton's Bluff, which is located on the biuffs northeast of downtown, was recognized early
for its picturesque setting and long vistas of the Mississippi River. The area transformed into
a middle-class azea in the 1880s as transportation and access increased. As a resuit, many of
the neighborhood's affluent relocated to Summit Avenue.
St. Anthony Pazk, located near the University of Minnesota — Saint Paui campus, was
originally planned by Cleveland as a suburb of the type popular amon� the wealthy in the late
nineteenth century. Cleveland wanted to use [he na[ural contours and vegetation to provide
the basis for a designed but naturalistic appearance. Today, this azea is home to students,
academics and other professionals.
3.2.5 Paddiewheefs and SteeV Wheels
The Mississippi River has long served as a[ransportation
route, beginning with the American Indian peoples. The
locauon of the Lower Landing at the head of continuous
navigation on the Mississippi River gave Saint Paul an
advanta�e in commerce that was further enhanced with the
advent of the railroads. Several key sites that helped to shape Saint Paul into a regional
transportation hub exist alono the Saint Paul Grand Round.
Saint Paul's strategic location made it a trading point connecun� the Mississippi River
steamboats and the Red River ox carts. After 1851, Saint Paul quickly expanded to become a
SkINT PA!!L 6�ANQ KQUNq MASTEK PLAN
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sta�ing point for seffiers moving west. As the population of the azea grew, Upper LandinQ
and Lower Landing became the two critical river ports within the city. Steamboat tr�c �
became the dominant mode of transportation and entered one of the two porGS as a fmal
destination. As a result, the two landinas competed heavily to become the city's commercial
center.
During the 1870s, as the railroads began to play a signi£cant role in the development of the
city, Saint Paul became a regional transportation hub. Many regional and national raikoads
passed through Saint Paul, with many of them headquartered in the city. By 1900, Saint Paul
had become a gateway to the northwest.
Specific interprefive sites related to this theme along the Saint Paul Grand Round include
Upper Landin„ Lower Landing, Lowertown, Lock and Dam No. 1, Short Line Raikoad
(Milwaukee Road), Omaha Swing Span Railroad Bridge, Westminster 7unction, Union Depot,
Drewry Bridge No. L9218 (underpass to Swede Hollow), Johnson Parkway Brid�e
No. 90422, and 1884 Seventh Street Improvement Arch (entrance to Swede Hollow and listed
on the National Historic Register).
3.2.6 Early Industry
Early industry in Saint Paul was afforded access to many key transpor[ation routes that
allowed the city to grow quickly and prosper. The route of the Saint Paul Grand Round
connects several sites that illustrate the evolution of the city's indus[rial base.
Millin� was one of the earliest industrial activities pursued in Saint Paul. Although Saint Paul
never became a center for millin�, a total of 14 grain mills operated in Ramsey County before
1900.
Breweries were also an important early industry in the city. with a[otaI of 57 brewer's
licenses held during the late 1850s. Many of the original breweries were absorbed by laz�er
breweries or were closed during Prohibition in the 1920s.
During the eazly development of Saint Paul, both business and residenual setUement pattems
were dictated by the proximity to the Mississippi River. With the advent of the railroads, the
relationship to the river became less important and new industrial azeas were developed
throughout the ciry. By the mid-1870s, manufacturing plants were bein� established along the
East Side railroad corridor, with more than 30 manufacturin� plants in existence in this area
by ihe early twentieth century. Hamm's brewery was established in 1864 and the 3M plant
in 1910. Other industries evolved along with technology and distineuished Saint Paul as a
leader in manufacturing and industry.
Specific interpretive sites related to this theme along the Saint Paul Grand Round include
Hamm's Brewery, Schmidt Brewery, Grain ElevatorlFarmer's Union Terminal, the Ford Plant
and the 3M Plant.
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SAINT FAllL �BANQ RaUN� MASTE(t PI�IN
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3.2.7 American {ndian 'rleritage Sites
Thzre arz a number of herita�e sites related to the history of American Indian peoples along
the Saint Paul C�rand Round. However, it is important to note that no American Indian sites or
si�nificant places or histories should be interpreted without partnership and consultadon with
the appropriate tribes, of which there are 11 in Minnesota. The Dakota Nation has stron�
historical5ies to this azea, and there are opportunit�es for paztnership with the Dakota
communities in the area. The interpreave themes and sites report by The 106 Group contains
additional informapon on contacts for potential parmering related to development or
interpretauon of American Indian sites or cultures along the route of the Grand Round.
3.2.8 Saint Paul Today
River transportation remains a vital industry, Saint Paul is still a city of immigrants, and city
parks are as popular as ever. The foliowing is a synopsis of the cunent status of the historic
trends discussed in the report.
Saint Paul's Park Systern
Saint Paul's current pazks and parkways largely conform to the visions of Cleveland and other
early park planners. Como Park is as popular as ever and some of its well-known attractions,
such as the Conservatory, have had extensive restoration work in recent years. A phenomenon
that Cleveland surely would have embraced but could not have foreseen is the redevelopment
and greening of the downtown riverfront, crowned by the renovation of Harriet Isiand Park.
Irnmigra�zt Cornmu�aifies
Recent immisrants continually add diversity to Saint Paul's ethnic make up. While the
immigrants aze noi as concentrated in ethnic enclaves as durin� the early twentieth century,
there are areas in the city with distinctive ethnic affiliations. For example, many Hmong live
in the Frogtown nei�hborhood, and there is a strong Hispanic community on the City's west
side.
Paddlewheels ¢nd Steel Wheels
The rise of cazs and uucks led to a decline in railroadin� as well as to construction of I-94, I-
35E, Shepard Road, Kello�� Boulevazd and other thorou�hfares. The once massive railyards
in Lowertown are largely gone and the Union Depot and rail-related warehouses have been
converted to other uses. The baz�ing industry continues to carry bulk items such as eravel,
coal and �rain. In addition, due to efforts to improve water quality over the past 30 years,
pleasure boating has zebounded on the Mississippi as well.
Easly Industry
Since Worid Vdaz II, Saint Paul's industrial base has seen both change and consistency.
Brewing, a longtime staple of Saint Paul manufacturino, has chan�ed with the times.
Although the former Hamm's Brewery has shut down, the old Schmidt Brewery is still in
operation as the Landmazk Brewery, and the expanded Summit Brewery taps into the
SAINT PAI1L �iRANQ RQI1N0 MdSiEH FLAN
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�.O - DEVELOPMENT CONCEPTS
microbrew mazket. The Ford Plant in Highland Park is still going strong, producing Ran�er
pickup trucks. In addiuon newer high-tech companies, such as Lawson Software, are takin�
up residence in the Ciry, helpin� to create a diverse manufacturing base.
Residential Patterns
' , Like most American cities, Saint Paul's population declined steadily from the 1950s through
the 1980s as residen[s left for the suburbs and the housing stock a�ed. However, a new trend
- that benan during the 1990s reversed the residential decline, and the city's population
continues to grow. New residents are settling in tradiuonal neighborhoods alongside lon�time
, residents. The older city neighborhoods ue being revitalized through preservation and
- restoration of existing housing and by in-fill construction of new housing.
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3.2.9 Existing Historical Markers
There are six existing historical mazkers along the route of the Saint Paul Grand Round.
These mazkers commemorate various aspects of Saint PauPs history and include:
• Saint Paul's Hoiman Field (an airport)
• Lower Landin� or Lambert's Landing (a steamboat landing)
• Lock and Dam No. 1(a hydroelectric tuzbine)
• Fountain's Cave (an eazly settlement site in Saint Paul)
• Cazver's Cave (an American Indian sacred cavern site)
• Mounds Park (an American Tndian burial mound group)
3.3 Existing Facilities
Portions of the Saint Paul Grand Round exist today. Many se�ments of the route, such as
Mississippi River Boulevard, have pedestrian and bicycle facilities in place. The existing
facilities range from sldewalks, to bike lanes, to fully developed trails wi[h separated bike and
pedestrian elements. Suggested improvemen[s - expansion of facilities, signage, naave
landscaping, public art, and other amenities - will enhance and improve existing facilities to
give the system a consistent look and feel.
3.4 Connettions - Present and Futura
Several connections aze also desirable to enhance the
Saint Paul Grand Round and increase access to na[ural.
historic, culmral and recreational amenities throughout
the greater metropolitan area. Potential connections are
summarized on the followin� page.
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SdiNi FAIiL &RAND RQUN� MRSTEA PLAN
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3.4.1 Minneapolis Grand Rounds
A connecuon to the Minneapolis Grand Rounds would complete the plan of H.W,S. Cleveland
and his grand vision for a parkway system that spans the united cities (as Cleveland called
them) of Saint Paul and Minneapolis. The connection to the Minneapolis Grand Rounds
would create a seamless network of pedestrian and bicycle facilities that is unmatched by any
other metropolitan area in the United States. Connections could occur at the Ford Bridee and
Lake Street Bridge crossines of the Mississippi River. Mississippi River Boulevard in Saint
PauI becomes East River Road in Minneapolis, providing a seamless connection between the
two systems. In addition, the Minneapolis Midtown Greenway could be connected to Pelham
Boulevard via an existin� active railroad bridge
currenfly owned by the Canadian Pacific Railroad.
3.4.2 I-35E Trail
A short connection at Elway Street would link the
Grand Round to the mostly off-road paved trail that
leads to Kellogg Boulevard and downtown.
3.4.3 Gateway StateTrail
An improved link to [he Gateway Statz Trail in the vicinity of Wheelock Pazkway would
provide a connection to a system that would eventually include a multi-use trail connecting
the Twin Ciues metropolitan area with Duluth. In the short term, this link could provide
access to completed portions of the Gateway State Trail, as well as trails in the adjacent
communities of Roseville, Maplewood and North Saint Paul.
3.4.4 BruceUento RegionalTrail
As an extension of the Swede Hollow Trail, the Bmce Vento Regional Trail will provide
access to the east and nor[heast This trail connects to the Gateway State Trail and provides
direct and indirect connections to trails in adjacent communities and to the larger metropolitan
uea.
3.4.5 Big Rivers Trail
The Big Rivers Trail is accessible across the Wabasha Street bnd�e or via the I-35E bridge
that is being rebuilt with a bike/pedestrian trail. Connections could be made to Ihe southem
metro area and amenities such as Lilydale Regional Park, Fort Snellin� State Park and the
Minnesota River Valley.
3.4.6 Battle CreekTrail
The connection to the Battle Creek Trail provides access to Batde Creek Regional Park,
eastem Saint Paul, and the communities of Maplewood and Weodbury.
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3.4.7 University of Minnesota
A connection to the University of Minnesota — Minneapolis campus and the Minneapolis
Grand Round could be provided along the transitway. The transitway is currently bus-only
from Eneroy Park Drive to Como Avenue but an off-road trail is complete from Energy Park
Drive (one block from Raymond Avenue and the Grand Round) to the Universiry of
Minnesota and over the Mississippi River to West River Road in Minneapolis. Openin� the
transitway to allow bikes would create direct access to the Grand Round for studen[s and
other nei�hborhood residents who are interested in the route as an altemative [ransportation
route or as a recreational facility.
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SAIN7 FAfLL fiHANn AQUNQ MASiEH PLAN
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4.� - DEStRiPT10N 0� ROUTE SEGMENTS AND
PROPOSED IMPROYfMENTS
This chapter looks at the proposed route of the Saint Paul Grand Round segment by segment,
analyzin� and making recommendauons for each. The description of each segment begins
with a generai overview of the route, then several elements aze discussed that relate direcdy to
the Grand Round.
• The E�sting Conditions section analyzes the bicycle, in-line skating and pedestrian
facilities present in the segment. Also included is a general analysis of the roadway and
major crossings that exist along the segment.
• The Design Opportunities section lists existing condiuons that could lend themselves to the
implementation of bicycle, in-line skating and pedestrian facilities.
• The Design Consiraints section lists existing conditions that may conflict with the bicycle,
in-line skating and pedestrian facility implementation.
• The Proposed Improvements section lists initiatives that could be undertaken, based on an
analysis of the existing condiuons of the segment and consistent with recommended design
guidelines (see Chapter 5).
• The Interpretation section lists possible interpretive no�es, wiih their themes or intezpretive
opportuniaes, found along the segment. A more detailed description of the interpreuve
sites can be found in the accompanying interpretive themes and sites report prepazed by
The 106 Group.
The description of individual segments follows in a roughly counter-clockwise manner,
beginning at Summit Avenue and continuing with the nine segments that make up the
preferred route. A discussion of the two altemative routes immediately follows the discussion
of the preferred route for the specific segment.
4.1 Mississippi River Boulevard
Mississippi River Boulevazd flanks the eastern edge of
the Mississippi River Gorge Regional Pazk on the
westem edge of Saint Paul. It begins south of
Interstate 94 at Pelham Boulevard and runs south to
the Highway 5/West 7th Street bridge where it
becomes Shepard Road. Land use along Mississippi
River Boulevard is primarily residential in nature, and
offers high-quality recreational amenities with
numerous scenic views up and down the Mississippi
River Valley. Mississippi Rivez Boulevard was acquired in 1907 and opened in
1909.
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SAIN7 FAUL �iRANO RDUN� MASTEH PLAN
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4.1.1 Existing Condivons
A ten foot-wide combined trail follows Mississippi River Boulevard along its entire len�th.
Sepazate paths for bicyclists/in-line skaters and pedestrians aze available on only two blocks
of this nearly five mile trail. The color-coated trail is lighted and offers many benches,
overlooks and pzrkin� azeas for automobiles. The path surface is rough and not good for
in-lineskatin�.
A one-way on-road bicycle lane is striped in the southbound direction on Mississippi River
Boulevard. Since it is loca[ed on the west side of the roadway, there are no interruptions to
the lane by roadways or private driveways.
The underpass at Ford Parkway constricts the combined path to just six feet under the Ford
Bridge. The combined trail nazrows significantly at this point and resulu in conflicts between
pedestrians, bicyclists, skaters and automobiles.
4.1.2 Design Opportunities
• Established facilities exist all along this secuon of the route, located wittnn a wide swath
of city-owned land between Mississippi River Boulevazd and the river.
• Ciry-owned pazkland offers the opportunity for implemen[ation of additional user
amenities, such as bicycle pazkin� and interpretation facilities.
4.1.3 Design Constraints
• The Ford Bridge underpass is a pinch point for both
the combined trail and on-road bicycle lane.
• The current width of Mississippi River Boulevazd
and adjacent residents' concerns do not immediately
allow installation of a northbound bicycle lane. In
1997, the Highland District Council and the Saint
Paul City Council passed resolutions that ensured
that but for the improvements already implemented,
including striping of a bike lane on the west side of
Mississippi River Boulevazd, no new or further
alterations to the boulevazd would occur. In 2001, the Highland District Council passed
another resoluaon reiterating its support for the 1997 resolutions. No alteration to the
Boulevazd is to occur without full public participation.
4.1.4 Proposed Improvements
• Install additional user amenities within parkland.
Redesign the Ford Brid�e undeipass to better accommoda[e the combined trail and bicycle
lanes.
• Instali Saint Paul Grand Round signa�e.
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Mississippi River Boulevard at
Ford Pazkway
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4.1.5 Interpretation
• Remnant of the first lock on the Mississippi River — Paddlewheels and Steel Wheels theme
• Shadow Fa11s Ravine - Summit Avenue & Mississippi River Boulevud — Naturai
Landscapes theme
• Mississippi River Boulevazd — Pelham Boulevazd [o Highway 5/West 7th — Creation of
Saint Paul's Park System theme
• Ford Plant — Mississippi River Boulevard & Ford Pazkway — Early indusrry theme
• Lost ravine and bridge over Mississippi River Boulevard near Pelham Boulevazd —
Creation of Saint Paul's Park System theme
• Lock and Dam No. 1 Historical Marker — south of Ford Parkway neaz parking area —
Paddlewheels and Steel Wheels theme
• Hidden Falls Park — Mississippi River Boulevazd & Magoffin Avenue — Natural
Landscapes theme
4.3 Shepaed Road
Mississippi Rivez Boulevard becomes Shepazd Road a[ Highway 5/West 7th Street and
continues northeast along the Mississippi River to Jackson Street in downtown Saint Paul,
where it becomes Warner Road. While Mississippi River Boulevard is built at the top of the
bluff, Shepard Road descends into the river valley as it approaches downtown, offering a
closer look at the Mississippi and impressive views of the Saint Paul skyline on the bluffs
above. Shepard Road is named for George Shepazd who was the chief engineer for Saint Paul
between the years of 1922 and 1956. The road was originally constructed in the 1940s and
rebuilt begianin� in the 1990s.
4.2.1 Existing Conditions
A six- to twelve-foot combined trail is located adjacent to Shepazd Road from the Highway
5/West 7th Street bridae to Randolph Avenue. This trail is generally situated behind a
roadway guardrail and varies greatly in quality. The trail moves back from the roadway, and
bicycles and pedestrians are sometimes sepazated when there is adequate room between the
roadway and the bluff line. Barriers along the roadway are made of low posts and metal
while the bluff top sepazarions aze primarily chain link. Throu�h most of its length, the trail is
narrow and in severz disrepair. There is the opportunity to connect with the I-35E trail near
Montreal Avenue, which provides access to other routes within the city.
Northeast of Randolph Avenue to Chesmut, Shepard Road has been rebuilt with separated,
10-foot-wide paved paths for biking, in-line skating and walking.
Grade-separated crossin�s exist at Hiehway 5lWest 7th Street and Interstate 35E. Limited on-
road bicycle facilities exist on Shepard Road in ihe form of striped shoulder areas. However,
ihe hi�h traffic volume of the road deters all but the most advanced bicyclists. The shoulder
disappeazs at Randoiph Avenue.
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4.2.2 Design Opportunities
• Additional pazkland exists along Shepard Road
bea nnin� at Hinhway 5/West 7th Street and ending just
north of Interstate 35E.
• The final section of Shepard Road from Chestnut to
Warner is beine rebuilt with separated bildng and
walking paths.
• The East Bank Regional Trail, where 01d Shepazd Road
(no lon�er in use) remains, will nat only provide recreational opportuaities, but scenic
commuter access to downtown as well. A loop can be made by connecting Old and New
Shepazd Road uails.
• The Inters[ate 35E bridge over Shepazd Road is scheduled for reconstruction in 2001-2004.
Pedestrian and bicycle facilities on the bridge will provide a connection to the Big Rivers
Reoional Trail.
• The future reconstmction of Shepazd Road from 35E to THS may provide an opporiunity
to include improvements to the adjacent trail.
4.23 Design Constraints
• Shepard Road has high traffic volumes and near-freeway speeds along its entire length.
This eliminates the feasibility of on-road bicycle facilities.
• The exis6ng I-35E underpass is a pinch point, with limited space available for pedestrians
and bicyclists.
42.4 Proposed Improvements
Improve the combined trail to include separated
bicycle and pedestrian facilities between
Hiahway 5/West 7th Street and Interstate 35E,
and install user amenities in this azea.
• Construct a trail underpass at Interstate 35E.
• Install Saint Paul Grand Round signa�e.
4.2.5 Interpretation
• Old Fort Snelling Bridge — Shepazd Road & Highway 5— Opportunity for historical
interpretation
• Slot Canyon and Waterfall — Crosby Farm Regional Pazk neaz Crosby Lake - Natural
Landscnpes theme
• Fountain Cave Historical Maker — On the bluffs near Drake Street — Immigrant
Communities theme
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Shepard Road atinterstate 35E
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• Schmidt Brewery — Palace Avenue west of West 7th Street — Early Zndusrry theme
• Omaha Swin� Span Railroad Bridee — Shepard Road & Randolph Avenue — Paddlewheels
antl Steel Wheels z'neme -
• NSP Plant — Shepard Road & Randolph Avenue — Oppomtniry for historical interpretation
• Little Italy — Shepazd Road below the High Bridge — Immigrant Communiries nnd
Residential Panerns themes
• Upper Landing — Shepard Road below the High Bridge — Paddlewheels and Steel Wheels
theme
• Irvine Pazk — On the bluffs southwest of Chestnut Street — Residential Patterns theme
• Grain Elevator/Farmer's Union Terminal — Shepazd Road & Chestnut Street — Early
Indautry theme
• Harriet Island Regional Park — across Mississippi River — Creation of Saint Pac�Ps Park
System theme
• Downtown Saint Paul — Dpportuniry for historicut and architectural interpreiation
4.3 Warner Roas3
Warner Road begins downtown at Jackson Street and moves eastward along thz Mississippi
River below the bluffs. It then tums away from the river and climbs a steep hill up to the
eastem end of Indian Mounds Park. Wamer Road is named for Richmond Wamer, former
Chairperson of the Saint Pau1 Pazk Authority. It was buiit beginning in the late 1930s.
4.3.1 Existing Conditions
Beginning at Lambert's Landin� at the foot of Sibley Street in downtown Saint Paul,
separated bicycle and pedestrian trails follow [he river for about one mile before becoming a
combined trail. At Fish Hatchery Road, the combined
facility diver�es in two directions. One trail crosses a
pedestrian/bicycle brid�e over Wamer Road and concinues
through Indian Mounds Park. The other trail heads south
alon� Highway 61 and connects to Battle Creek Pazk
Trails.
4.3.2 Design Opporcunities
Lambert's Landing
Extensive parkland and high-qualiry facilities exist from ��yaz.ner Road and Jackson Street)
Lambert's Landing eastward. Addidonal user amenities
and interprekive facilities could be implemented in this area.
• An off-road connec[ion to the Bruce Uento Re�ional Trail is planned.
Reconstrucdon of the walkway along Wamer Road to Fish Hatchery Road was compieted
in 2001. The new trail is 12 feet wide. A long section on the bridge over the raiiroad will
not be redone untii the brid�e is re6uilt.
SAINt FAl1L 6AANQ HQIINQ MAfiER PLAN
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4.3.3 Design Constraints
The bridge over the raiiroad is narrow and currently does not offer good bicycle or
pedestrian accommodauon. Pedestrian/bicycle facilities aze limited to a single five-foot
sidewalk on the south side of the bridge. Facilities will not be improved on this bridge
without bridge reconstruction or a new independent structure.
4.3.4 Proposed Improvements
• Install directional signaoe at the Indian Mounds Park and Batfle Creek Trail connections,
so users aze directed to use [he pedestrian/bicycle bridge.
• Implement additional user amenities and interpretive facilities east of Lambert's Landin�.
, • Provide appropriate bicycle and pedestrian facilities when the Wamer Road bridge over the
railroad is reconstructed or construct a new independent trail bridge.
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4.3.5 Interpretation
• Lambert's (Lower) Landing Historical Mazker — Wamer Road & Sibley Street —
Paddlewheels and Steel Wheels theme
• Union Depot — Sibiey Street & Third Street (Downtown Saint Paul) — Padcllewheels and
Steel Wheels theme
• Fish Hatchery — Warner Road & Fish Hatchery Road — Opportunity for historical
interpretation
• Railroad Yard — Wazner Road west of Highway 10/61 — Opportunity for historical
interpretation
• River Warren Falls — where Highway 52 crosses the Mississippi River — Natural
Z,andscapes theme
• Mouth of Phalen Creek (now in culvert) — Natzsral Landscapes theme
4.4 johnson Aarkway
Johnson Pazkway begins at Indian Mounds Park and runs north through Saint Paul
neighborhoods to Phalen Park, where it tums into Wheelock Parkway. This wide, sometimes
divided parkway has residential neighborhoods on both sides. Johnson Parkway is named for
John 7ohnson, who was Lovemor of Minnesota from 1905 to 1909.
4.4.1 E�isting Conditions
Johnson Pazkway provides six-foot-wide curb lanes along its entire length. While it is not
o�cially si�ned as a bicycle route. it does offer a hi�h-quality, on-road bicycle faciliry. There
are no o$-road bicycle facilities along Johnson Parkway. There aze sidewalks along some but
not all of Johnson Parkway.
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continue under this bridoe. A narrower undetpass exists at a railroad crossing near the north
end of Johnson Pazkway and the road width constricts in this area.
4.4.2 Design Opportunities
• The existing paved shoulders and wide curb lanes offer a higb-quality bicycle facility ihat
could be upgraded with signage.
• Boulevards offer an opportuniry for pedestrians to walk on off-road trails or a continuous
sidewaLk.
4.4.3 Design Constraints
• The narrow raiiroad underpass creates a pinch point for bo[h the roadway and the [rail.
• Hi�h traffic volumes and numerous intersections detract from the on-road cycling
experience.
4.4.4 Proposed Improvements
• Add si�nage and roadway symbols to designate bicycle lanes.
• Widen railroad underpass when the bridge is reconstructed.
• Install Saint Paul Grand Round signaee.
• Construct a continuous pathway for pedestrians and in-line skaters.
4.4.5 Interpretation
• 7ohnson Parkway — Bums Avenue to Wheelock Parkway — Creation of Saint Paul's
Park System theme
• Johnson Parkway — Near southeast comer of Lake Phalen — Paddlewheels and Steel
Wheels theme
4.5 Indian Mounds Boulevarr3 and Brvice Vento Regiona! Tra3i (Alternate Rouke)
Although this segment has significant oppor[unity for cultural interpretation, its cumbersome
connections throu�h downtown and deviation from the historic route of the Grand Round led
to the determination that this segment be included as an alternate route.
Indian Mounds Boulevazd follows the crest of the Mississippi River bluff through Indian
Mounds Park. It begins at 7ohnson Parkway and proceeds westwazd as faz as Kellogg
Boulevazd. This route offers excellen[ views of downtown Saint Paul and the Mississippi
River and gives access to high-quality cultural resources and residenpal nei�hborhoods.
SAINT PAIIL &HRNQ RQUNQ MAffEH PLAN '
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The Bmce Vento Resional Trail through Swede Hollow begins at East 7th Street at a trailhead
that includes seating and pazking facilities. The trail then loops down under East 7th S[reet
and progresses throu�h a low ravine and railroad comdor, emerging at the south end of Phalen
Pazk. This corridor offers natural and cultural amenities as it passes thzough a wooded ravine
and on to an industrial corridor. The plan is to extend the Bmce Vento Trail to Commercial
Street and build an off-road trail along Commerical up to Indian Mounds Boulevard.
4.5.1 Existing Conditions
A combined bicycle/pedestrian trail follows Mounds Boulevazd throu�hout Indian Mounds
Pazk, offering access to user ameniues such as benches, picnicking, interpretive facilities,
restroom facilities and automobile pazking. The boulevard itsel�` is also wide enough to
comfortably accommodate bicycle use.
The Swede Hollow Trail is a combined 12-foot bicycle/pedestrian facility. It is relatively new
and well maintained. Because it lies on an abandoned railroad corridor, it passes under most
major roadways, and the bridges easily accommodate the present trail.
4.5.2 Design Opportu�ities
• Indian Mounds Pazk offers numerous user amenities includino picnic facilities, benches
and restrooms. �
• Addiponal user amenities and anterpretive facilities would be possible in the adjacent
pazkland.
• The low traffic volumes and wide roadway of Indian Mounds Boulevazd would allow for
the implementation of on-road bicycie facilities.
• The existing trail in Swede Hollow would need li[fle improvement, but the installation of
user amenities and interpretive facilities along the trail
would be possibie in the public corridor.
• Additional noRh-south connections.
4.5.3 Design Constraints
• The connection between Indian Mounds Boulevard and
the Bruce Vento Regional Trail would pass throu�h a
di�cult, highway-dominated azea.
• Pianned construction of Phalen Road adjacent to the
Bruce Vento Regional Trail diminishes the trail experience.
4.5.4 Proposed Improvements
Impiement additional user ameniues and inteipretive faciliaes in Indian Mounds Park, if
necessary.
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Install interpretive facilities and user amenities, such as benches, alons the trail in Swede
Hollow. V
4.5.5 Interpretation
• Indian Mounds Park — Indian Mounds Pazkway & Johnson Parkway — Crearion of Saint
Paul's Park System theme
• Indian Burial Mounds Historical Mazker — Indian Mounds Pazk — Opportunity for
archaeological interpretation
• Indian Mounds Pazk "Airway" Beacon Historical Marker — Indian Mounds Pazk —
PaddlewheeLs and Steel Wheels theme
• Carvers Cave Historical Marker — Indian Mounds Park — Opponuniry for arcliaeolooical
interpretation
• Seventh Street Improvement Arches — Bruce Vento Regional Trail entrance af 7th Sueet —
Paddlewheels and Steed Wheels theme
• Dayton's Bluff — South of East 7th Sueet — Residential Panerns theme
• Swede Hollow — North of East 7th Sueet — Immigrant Communities theme
• Drewry Line Bridee — Beaumont Street & Drewry Lane — Paddlewheels and
Steel Wheels theme
• Hamm's Brewery — Bush Avenue & Maplewood Drive — Early Industry theme
• 3M Corporation — East 7th Street & Duluth Street — Early Industry theme
4.6 Wheelack Parkway
Wheelock Pazkway connects Phalen Pazk to Como Pazk. At 5.5 miles, it is the longest
parkway in the Twin Cities. It winds generally westward throu�h north Saint Paul, from the
south end of Lake Phalen to Lake Como. In the midst of the urhan grid of Saint Paul
neighborhoods, Wheelock Pazkway cazves an
irregular path, offering unique views of the
city's residential housing stock. About two-
thirds of the way to Como Park, Wheelock
Parkway ciimbs a tertninal moraine that
provides good views of downtown Saint
Paul. Wheelock Parkway is named for
Joseph Wheelock, founder of the Saint Paul
Pioneer Press and president of The Saint Paul
Park Board from 1893 to 1906. Wheelock
was a major proponent of completing [he
original Grand Round.
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4.6.1 E�cisting Conditions
Wheelock Parkway includes bicycle lanes within Phalen Park from Maryland Avenue to
Arcade Street. Separated trails circle Lake Phalen and briefly parallel Wheelock Parkway.
Be�inning at Arcade Street, the parkway is si�ned as a bicycle route, but offers no other
accommodations aside from sidewaiks which aze not continuous.
The parkway passes under the Gateway Trail and crosses a major bridge over Tnterstate 35E.
The width of the roadway does not change at these grade-separated crossin�s.
4.6.2 Design Opportunities
• Phalen Pazk offers numerous user ameniues, including a swimmina beach, picnickin�.
boating, parking, sittin� areas, restroom faciliues and recreation programs. Additional
bicycle-related facilities would be possible.
• Wheelock Parkway crosses the Gateway State Trail and the Trout Brook Trail, offering
connections to other communities and neighborhoods.
• The parkway varies in width, but in general is very nazrow in relation to available ri�ht-of-
way; however, upgrades of the signed shared roadway to independent trails may be
possible in some locations.
4.6.3 Design Constraints
• Because most of the land alon� Wheelock Parkway is residential, implemen[auon of an
off-road trail will require good communication and coordination with the neighborhood.
• Steep grade separation between Wheelock and both the Gateway and Trout Brook Trails
means that a ramped bikeway connection will be challenging.
4.6.4 Proposed (mprovements
• Reconstruct and widen the narrow combined traii east of Arcade Street.
• Upgrade roadway to widen striped curb lanes or bicycle lanes, where possible.
• Improve walkway by connectin� gaps and widening where possible to allow in-line
skating.
• Implemen[ uail connections to the Gateway State Trail and the Trout Brook Trail.
• Install Saint Paul Grand Round signage.
4.6.5 Interpretation
Wheelock Parkway — 7ohnson Parkway [o Como Park — Creation of Saint Paul's Parks
theme
Phalen Park — Aion� Wheelock Parkway east of TH 61 — Creation of Saint PauPs Parks
theme
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Horseshoe Terminal Moraine — AlonL Wheelock Parkway west of Rice Street — Natural
Landscapes theme
4.7 Como Park/Norton Avenue
Como Park includes many trail facilities, includin� sepazated traiLs around Lake Como. This
lazge park serves as the connection between Wheelock Parkway to the east and Como Avenue
to the west. The pazk offers numerous user amenities, includin� picnic areas, drinkin� water,
iest room facilities, concessions and automobile pazking. Como Pazk has the tYuid highest use
of the regional pazks and includes numerous attractions, such as a free zoo, golf course,
carousel, historic conservatory and lakeside pavilion. Hiler Horton served on the Saint Paul
Boazd of Pazk Commissioners and as a State Senator.
4J.1 Fxisting Conditions
A portion of the roadway around Lake Como has been dedicated to bicycle use. Concrete
barricades have been installed between the roadway and the bicycle lanes. This faciliry is
accompanied around the lake by a separate pedestrian pathway.
Once around the lake, the trail winds through the pazk and exits at Horton and Hamline
Avenues. At times this trail is quite narrow and has a rough surface unsuitable for in-line
skating.
4.7.2 Design Opportunities
Due to heavy parking demands, bicycling to Como Park should be encouraged and the
Grand Round is an excellent east-west
connection.
• Because this portion of the Grand Round e�sts
in a public pazk, narrow portions of the trail
could be widened, and additionai user ameniues
installed, if needed.
• The delineation of a bicycle facility on the east
side of Lake Como indica[es a commitment to
this type of design. Narrowing the roadway to
implement a formal bicycle trail is possible along
both Victoria and Gateway Drive.
4.7.3 Design Constraints
• The existing rough surface and narrowness of some portions of rhe crail make the trail
unfriendly to in-line skaters and reduce traii capacity.
• New bus route on Gateway Drive makes striping for on-road bicycle lanes difFicult.
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4.7.4 Proposed Improvements
• Reconstmct the pazk road on the norrh side of Lake Como to make room for a formal
bicycle trail.
• Widen and resurface portions of the trail that aze
narrow or degraded.
• Ban on-strzet parking along Horton and Gateway
Drive and shipe for on-road bicycle lanes.
• Install Saint Paul Grand Round signage.
4.7.5 Interpretation
Como Streetcar Station — Lexington & Horton Avenue — Paddlewheels and Steel Wlzeels
theme
• Como Park — Lexington Avenue & Como Avenue — Creation of Saint PauPs Parks theme
4.8 Como Avenue
Como Avenue begins at the westem edge of Como Pazk and runs west past the State
Fair�rounds to Raymond Avenue. Como Avenue is a wide roadway flanked by residenual,
commercial and industrial uses, including the University of Minnesota — Saint Paul campus.
The name Como refers to Como, Italy the birthplace of Charles Perry who ociginally farmed
the area around Como Lake.
4.8.1 Existing Conditio�s
Como Avenue has sidewalks on both sides and bicycle lanes from Hamline to Snelling
Avenue. The roadway underpass of Snelling Avenue does not currenfly accommodate bicycie
lanes.
4.8.2 Design Oppottunities
• Como Avenue is a wide roadway with parking on both sides. Iniaal conversations with the
Fairgrounds, which owns land on both sides of Como wes[ of Snelling, indicate that they
would be willing to eliminate parking on the north side of the street to accommodate
bicycle lanes.
• Como Avenue provides a grade-sepazated crossing under Snelling Avenue.
• Ri�ht-of-way is available to continue an off-road path on the north side of Como Avenue
alona the Fairgrounds.
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4.8.3 Design Constrainu
• The tr�c volumes on Como Avenue during the ten-day-long Minnesota State Fair require
safety considera[ions in the desi�n of bicycle facilities.
• The State Fair requires four lanes of tr�c on Como from Snelling to CathLin on a year-
zound basis and there aze extremely high trafFic volumes during the Fair.
4.8.4 Proposed Improvements
• Stripe bicycle lanes in the vicinity of the Fairgtounds.
• Striping of bicycle lanes between Hamline and Snelling will be completed this summer.
• Add an off-road combined trail on the north side of the roadway.
• Install Saint Paul Grand Round signage.
4.8.5 Interpretation
• Minnesota State Fairgrounds — Como Avenue & Snelling Avenue — Opponuniry for
historical interpretation
• Midway Parkway — Como Park to Minnesota State Fairgrounds — Creation of Saint Paul's
Parks theme
4.9 Midwa� Parkway/Dan Patsh Avenue (Alternate Route)
Midway Pazkway begins on the westem edge of Como Pazk and proceeds westward to
Snelling Avenue, where it crosses into [he State Fairgrounds and becomes Dan Patch Avenue,
then Commonwealth Avenue. Where Commonwealth Avenue intersects with Cleveland
Avenue, the route would turn south and join Raymond Avenue. Although Midway Pazkway is
the historic route of the Grand Round as envisioned by H.W.S. Cleveland, the intensive use of
the Fairgrounds throughout the summer could make a route crossing through this facility
difficult during significant portions of the year. For that reason, this route is noted as an
alternate.
4.9.1 Existing Conditions
East of the fairgrounds the route would follow Midway Pazkway from Como Park. The
crossing at Snelling Avenue is signalized; however, the amount of [r�c on Snellin� Avenue
and tuming movements in this area are sometimes difficult to naviga[e.
Dan Patch and Commonwealth Avenues are not continuous through the Fairorounds, and road
width varies considerably. The Fairgrounds are designed to provide a pedestrian atmosphere,
but it is exacdy this pedestrian accommodation that could make implementation of bicycle
facilities di�cult. When the Fairgrounds is hosting the numerous events that take place
throughout the summer, the sheer numbers of vendors and pedestrians could create safety
concems for bicyclists.
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4.9.2 Design Opportunities
• The Fairarounds is comuutted to pedestrian and bicycle access to their faciliry, so the
implementation of a route through the Fairgrounds could be supported by the landowner.
4.9.3 Design Constraints
• The Fairerounds closes its doors to all but paying customers for many of the events held
there. Dan Patch and Commonwealth Avenues would not always be open to trail users.
4.9.4 Proposed Improvements
• Improve access and facilities for bicyclists and pedesirian use during available tunes.
4.9.5 Interpretation
• Minnesota State Fairgrounds — Como Avenue & Snelling Avenue — Opportunitv for
historical interpretation
• Midway Pazkway — at Hor[on Avenue — Creation of Saint Paul's Parks theme
4.1 fl Rayrraond Avenue
Raymond Avenue begins at Como Avenue, just southwest of the State Fairgrounds. It
progresses generally south, under the University Transitway and through a residential
nei�hborhood and commercial area. It terminates at Wabash Avenue, one block south of
Myrtle. Raymond Avenue offers a route zhrough a high-qualiry, traditional commercial area,
as well as a potential connection into Minneapolis on the Unicersity Transitway. Bradford
Raymond was pzesident of Lawrence University when this street was named in 1885.
4.10.1 Existing Conditions
No bicycle facilities currenfly exist on Raymond Avenue and the street is narrow. Sidewalks
flank each side of the street for its entire len�th.
Raymond Avenue passes under the Universiry Transitway and a railroad beneath a narrow pair
of bridges. The roadway navigates an offset bridge underpass, which is a hazard for
bicyclis[s. Various crossings and turning movements, in addition to truck traffic and poor
sight lines, mean that this segment may be di�cult for inexperienced and even avera�e
bicyciists. y
4.10.2 Design Opportunities
On-road bike lanes and share-the-road facilities where necessary could facilitate movement
of bicycle tr�c through the azea.
Tr�c calming and urban design elements can improve pedestrian safety and eive identity
to this neiohborhood node.
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4_ I 0.3 Design Constraints
• A narrow roadway and adjacent residential and commercial uses would make
implementation of faciliries difficult in places.
4.IQ.4 Proposed Improvemenu
• Major redesign of this route to improve pazking condiuons would have major benefits for
both adjacent residents and Grand Round users.
• In the short term, install cauuonary and directional signage to assist in navi�ation of this
route, as well as to increase bicyclist safety. This recommendation would accommodate
skilled or adult users only.
• Mid- to long-term — implement wide curb lanes, streetscape and urban design elements
with street reconstruction.
• Install Saint Paul Grand Round signage.
4.10.5 Interpretation
• Sc. Anthony Park — Raymond Avenue & Energy Park Drive — Residential Patrerns theme
• University Avenue Commercial District — University Avenue & Raymond Avenue —
Opportunity for historical and architectural interpretation
4. t 1 Pe4ham Bouievard
Pelham Boulevard begins north of Interstate 94 at Myrtle Avenue and proceeds direcdy
sou[hward to Mississippi River Boulevard. Along its route, it passes over Intersta[e 94 and
past Desnoyer Park and the Town and Country Go1f Club.
4.1 I.I Existing Conditions
Pelham Boulevard is a wide street witk low traffic volumes and sidewalks on both sides for
much of the route. There are currently no on-road bicycle accommodations or signage. The
bridge over Interstate 94 has a sidewalk on one side and no designated facilities for bicyclists.
4.1 1.2 Design Opportunities
• The width of Pelham Boulevazd could allow the implementation of on-road facilities.
4.1 1.3 Design Constraints
• Ad}acent uses would make implementation of additional off-road facilities difficult.
• Loss of parking near Desnoyer Pazk will be an issue.
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4.1 1.4 Proposed Improvements
• Implement striped bike lanes or other on-road facilities.
• Stripe I-94 bridae bike lanes.
• Install Saint Paul Grand Round signa�e.
4. I I.5 I nterp retati on
• Town and Country Golf Club — PeEaam Boulevard & Beverly S[reet — Opportuniry for
historical interpretation
• Desnoyer Park — Pelham Boulevazd & Desnoyer Avenue — Opportunity for historical
interpretation
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5.4 — DESiSN GUiD�ELINES
Design guideIines have been developed to ensure consistency and incrzase safety wittnn thz
Saint Paul Grand Round. By establishing and followins these design �uidelines,
implementing a�encies can develop a userfriendly, safe and accessibie facility for bicyclists,
in-line skaters and pedesuians that connects the various historic, natural and cultural amenities
of Saint Paul.
Guidelines aze not legally binding. Because of this, they offer implementing agencies the
flexibility to adapt to specific site conditions, community desires and desia ers' creativity.
They generally recommend muumum conditions and should certainly be altered based on
safery concerns or cost restrictions that necessitate short-[enn soluUOns wi[h conclusions
based on a very inclusive process weighin� communities' values and goals.
These guidelines ue based generally on the American Association of State Highway and
Transportation O�cials' Guide to the Development of Bicycle Facilities (AASHTO Guide),
which is a nationwide standard for bicycle design recommendations. The guidelines
contained in this guide are the result of extensive testing, and are an invaluable resource for
facility designers. In addition, bicycle facilities that seek federal transportation funding must
adhere to AASHTO standazds.
Other agencies, both state and local, have put together design guidelines for their own
purposes. Many of these resources are useful, such as Mn/DOT's Minnesota Bicycle
Transportation Planning and Design Guidelines, as they expand upon the AASHTO Guide
while meeting the needs of specific communities and situations. Mn1DOT's guidelines must
be adhered to whenever TEA 21 money is used and for any improvements to roads funded by
the State. Sources of design guidelines that may be applicable to the Saint Paul Grand Round
aze included in Appendix A.
5.1 Facility Types
The Saint Paul Grand Round is a multi-use facility accommodating bicycies, in-line skaters
and pedestrians. The guidelines set forth in this document, however, deal primarily with the
accommodation of bicycles and pedestrians. In-line skaters can be easily accommodated on
off-road bicycle facilities.
There are four general types of facilities:
• On-Road Bicycle Routes are facilaties that are located on an existing roadway. These
roadways include signed shazed roadways, wide curb lanes and bicycle Ianes.
• Combined Multi-Use Trails aze off-road facilities that accommodate two-way tr�c on
one traii.
• Separated Mulu-Use Trails are off-road facilities that sepazate traffic by mode (user}.
Some of these facilities are also separated by dirution of travel.
• Sidewalks are typically designed with only pedestrians in mind.
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5.2 Typical tross Sections
These desi�n guidelinzs are meant as general recommendations only. Many of the des9�n
considerauons listed above will be impacted by locai conditions, such as ri�ht-of-way width,
intensity of use and community desires.
5.2.1 On Road Bicycle Routes
On-road bicycle routes are the easiest type of faciliry to implement but they often come with
safety concems. Conflicts between pedestrians, automobiles or other bicyclists can lead to
serious injury. In addiuon, novice riders and children will not usually feel comfortable on
these types of facilities. Ease of implementation is an important consideration. In some
cases, the creation of an on-road bicycle route requires only the installation of signage
indicaung a"share the road" concept. In others curb lanes can be widened through restriping
the roadway, and adding signing to provide additional space for bicyclis[s.
For all on-road bicycle facilities, it is important to ensure That drain inle[s aze bicycle-friendly.
Grooves that run parallel to the curb may trap bicycle wheels, causing serious injury.
Numerous "bike-friendly" drainage grates are widely available for installation. When an on-
road bicycle route is planned, draina�e structures should be evaluated for compatibility, and
replaced if possible.
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5igned shared roadways aze on-road bicycle routes that are mainly
navigational. Some cities, including Minneapolis, use crosshatched •�
stripins on the pavement [o designa[e a shared roadway. Often, though,
no special accommodations for bicyclists aze made except for the introduction o£ "bike route"
or °share the road" signage. These facilities should only be considered when right-of-way
resuictions make dedicated bicycle lanes impossible. The AASHTO Guide lists criteria that
should be met prior to the designation of a signed shared roadway. These criteria include the
following:
• The route connects disconpnuous segments of shazed use paths, bike lanes and/or other
bike routes.
• An effort has been made to adjust traffic control devices, such as stop signs and signals, to
give greater priority to bicyclists on the route, as opposed to altemative streets.
• Street pazking has been removed or restricted in areas of critical width to provide improved
safery.
• A smooth surface has been provided, including the adjustment of utility covers to grade,
installation of bicycle-safe draina�e grates and filling of potholes.
• Maintenance of the route will be sufficient to prevent accumulation of debris.
Bicycle facilities on si�ned shared roadways are a part of the vehicular roadway. Bicyclists on
such facilities operate as motor vehicles. The width of a si�ned shared roadway is based on
lane width standazds for the roadway, not on bicycle accommodations. For signed shared
roadways, signa�e is the primary design element. .�a,;,�
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Signs desi�natin� the route should be placed approximately every half mile, at major turns in
the route and at sitrnalized intersections.
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wde curb lanzs offer a means of increasing the space to be shared by bicycles and motor
vehicles on roadways. This increased space can increase user comfort and safety.
As its name suggests, a bicycle facility of this type is a part
of the curb, or outside, lane of an existing roadway. A wide
curb lane should be 14 feet in width along relatively flat
areas and 15 feet in width along steep uphills, where
bicycles may need more maneuvering space. The width of
the curb lane should be measured from [he edge of the gutter
pan to the edge of the lane. Bicyclists will not typically ride
in the gu[ter, so this space is not considered part of the lane.
As with signed shazed roadways, route designation signs
should be placed approxunately every half mile, at major
mms in the rou[e, and at signalized intersections. There is
usually no striping of a wide curb lane beyond that already
associated with the roadway.
Wide curb lanes can be implemented in the following ways:
• Restripine a four- or three-lane roadway to create narrower
inside lanes and wider outside lanes.
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• Restriping a roadway to create narrower parking bays or shoulders and wider outer lanes.
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Bicycle lanes are on-road facilities that specifically delineate the route of bicycle Iravel
through striping and pavement mazkings. This type of facility increases user safety by
separating the traveled paths of bicyclists and motorists.
Bicycle lanes aze typically one-way facilities on [he right side of the roadway. This allows
bicyclists to ride in the same direction as motor vehicle [rafFic and easily access other streets
and off-road trails. Two-way bicycle lanes aze possible on one-way streets but should be
placed so that the inverse bicycle traffic is buffered from vehicular traffic by the same-
direction bicycte lane. A prefetred option would be to stripe one-way bicycle lanes on
adjacent one-way roads. Where pazking exists, bicycle lanes shouid be placed between the
parking stalls and the roadway.
Bicycle lanes should be at least four feet wide; however, this minimum width should be
increased to five feet when the bicycle lane occurs adjacen[ to pazking stalls. Chrbs and
gutters can be a deterrent to bicycle travel, particulazly if the joint between the gutter and the
roadway is not smooth. Therefore, the width of a bicycle lane should be measured from the
edge of the gutter to the striped edge of the lane.
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A four-inch solid white stripe should be placed between the
bicycle lane and the traveled roadway. If pazkin� exists
adjacent to the bicvcle lane, a four-inch solid white stripe
should be placed between the parking stalls and [he lane.
If bicycle lanes run in opposite directions on a one-way
street, the bicycle lane centerline should be delineated with
a dashed yellow line.
Where bike lanes intersect with other roadways, they aze
regulated by the traffic control devices installed at the
intersection. This increases safery, as bicyclists aze
appazent to motorists and aze following the same rules. However, because on-road bicycle
facilities are typically found on the right shoulder, ri�ht turn lanes, left turning bicycles and
ramps of any kind can impact the safe operation of bicycles on the street.
The AASHTO Guide details several options for the accommodation of bicycle lanes at
intersections.
5.2.1 Off-Road Multi-UseTrails
There are off-road facilities that can be used by all modes of travel at all skill levels. Because
off-road trails offer an increased level of perceived safety and accessibility to a greater variety
of users, chey are typically the preferred facility. The safety of off-road trails is increased by
separating bicyclists and pedestrians.
Off-road [rails can be located in roadway rights-of-way, parks or almost anywhere that space
'' will allow. Off-road trails may even be located immediately behind a roadway curb, but a
e five-foot boulevazd sepazation between the trail and the curb is prefezred.
� At a minimum, curve radii for a bicycle trail with a design speed of 20 miles per hour should
be 100 feet. This recommendation should be used for planning purposes only. For final
� design, the accepted guidelines should be consulted (see Appendix A).
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The profile, or vertical curvature, of a bicycle trail is also a major consideration that requires
detailed analysis and desi�n. Issues to consider when designing a trail's profile include
steepness and stoppine sight distance. The maximum recommended grade for bicycle trails is
5 percent. Steeper grades aze possible, but should only be for short distances. Off-road trails
should have a uniform cross-slope of 2 percentto facilitate adequate drainage.
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Combined facilities offer one trail for use by all user modes, accommodating travel in both
directions.
The width of a combined trail should be no less than 10 feet, with 12 feet being prefesed.
This provides a minimum five-foot travel lane in each direcuon, allowina trail users to stay in
their lane when approaching oncoming traffic. Where a combined trail exists at the back of
curb, the total paved width should be minimum 12 feet, inclusive of a curb edge setback at
18-24 inches.
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A two-foot clear zone should be provided on each side of the trail. This area should have a
maximum slope of 1:6 and be free from any vertical obstrucuons such as walls, signs, fences
and uees.
A dashed yellow centerline should be striped on heavily used
trails to delineate the two directions of trafFic. Where a
combined trail exists at the back of curb, a solid white stripe
should be placed two-feet from the cuib.
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Separated faciliues offer two or more sepaza[e trail facilities
for different modes of travel. In some cases, where bicycle
and pedestrian traffic is particulazly heavy, the bicycle
element can be further sepazated to provide independent trails
for opposins directions of [ravel.
The bicycle/in-line ska[e element should be no less than ten Figure 7— Typical Section
feet wide. The pedestrian element should be a minimum of Trail in Road Right-of-Way
five feet wide. When separating the bicycle uail for opposing
directions of tsavel, each trail should be a minimum of six feet wide.
A two-foot clear zone should be provided on each side of the trail. This area should have a
� maximum slope of 1:6 and be free fram any obstrucAOns such as walls, signs, fences and
trees. There should be a minimum two-foot sepazation between the two trails or efements of a
trail.
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Striping is not typically needed on sepazated pedestrian trails. The bicycle element should be
striped with a dashed yellow centerline.
5.3 {rrsssings
When a trail crosses a roadway, railroad or watercourse at-grade, there is a safety hazard to
trail users. The best way to increase safety (if grades cannot be separated) is to increase
visibility. It is important that at-grade crossin�s aze visible both to trail users and to motorized
vehicies. There are two types of crossin;s: at-grade and grade-separated.
5.3.1 At-Grade Crossings
Typical crossing situations encountered along the Saint Paul Grand Round route call for the
implementation of at-grade crossings.
Wher2ver possiblz, trails should cross roadways and railroads at right ansles. In cases where
trails approach the roadway at a skew, the trail should be routed to achieve the ri�ht-an�le
crossin; wherever possible.
It is important for motorists and trail users to see each other at roadway crossings. A motorist
needs to be able to stop in time if a trail user is in the road, and a trail user needs to be able to
judge his or her ability to cross the street safely.
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Si�nase, stripina and signals aze the three basic components of at-grade crossin�s. These
components announce the crossin� for both trail users and motorists, and should be employed
in varying degrees dependin� on the functional classification and traffic volume of the
roadway to be crossed.
Si�na�e should be based on the Federal Aishway Administration's (FHR'A) Manual on
Uniform Tr�c Control Devices, and be placed outside the recommended clear zones for both
trails and roadways. Striping refers to markings painted on the pavemen[, either on the
roadway or on the trail. This includes zebra crosswalks and "BIKE %ING" lettezing. Signals
refer to lighted cauuonary or regula[ory signage, such as flashin� yellow wamina lights,
stoplights or pedesuian crossing signals.
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The roadway crossing guidelines described here are divided into five categories based on
general functional classifications and roadway volumes. The recommendations for each type
of crossing aze only a minimum requirement. Each situation must be analyzed in detail to
determine whether additional safety signing, striping or si�nals are warranted.
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• Major roads: arterial roads, collectors, state hi�hways
• Residential streets
• Commercial driveways
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• Raiiroad crossin�s
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In many ways, railroad crossings are similar to roadway crossings, except that sight Lines
for trail users are even more important. Trails should cross railroads at right angles, if
possible. However, for many trails this is not likely to be the case especially for trails
within road rights-of-way. Bicycles in particular cannot cross railroads at a severe angle,
because the gap between the pavement and the rail may trap a wheel. The AASHTO
Guide details several options for mitigating severely angled railroad crossings:
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• Railroad crossin�s should include a rubberized or concrete crossing material, to allow
a smooth crossing for trail users.
• Railroad crossings should aiso inciude signage at a minunum, and possibiy pavement
messaoes if tr�c volumes on the railroad aze hi�h.
• In some cases, especially adjacent to roadways, it may be recoaunended to install
lowerina gates across the uail.
5.3.2 Grade-Separated Crossings
Grade-separated crossings are typically safer [han at-grade crossings. However, because of
their high cost, they should be considered only where an at-grade crossing would cause
serious inconvenience or safety concems. Grade-separated crossin�s may carry a bicycle
facility either over or under an obstruction, such as a major roadway, railroad or watercourse.
5.4 Signage
Signage increases safety and wmfort level on trails; therefore, the inclusion of signage on
[rails is an important amenity that should not be overlooked. Signs may warn of approaching
roadway crossings, interpret adjacent feaNres/sites, regulate trail use or caution the user on
varyin� trail conditions. The Minnesota Manual on Uniform Traffic Control Devices
(MMUTCA), published by the Minnesota Department of Transportation, is an invaluable
reference for standard signage. Whereas this document is generally geared for roadway use,
many of the signs may be adapted for trail use. In addition, the sign label numbers listed in
the MMiITCD aze an industry standard and can be easily fabricated. There are four basic
[ypes of si�ns:
• Direcuonal siUns give street names, trail names, direction anows and other navigational
information.
• Cautionary signs warn of upcoming roadway crossings, steep grades, blind curves and
other potential trail hazards.
• Regulatory signs tell the "rules of the trail" by prohibiung certain uses or controlling
direction of travel.
• Interpretive sia s offer educational information on [he trail environment and its immediate
surroundings.
Consistency in signage throushout the Saint Paul Grand Round is very important, as it will tie
together a multi-use facility that may include a variety of trail types. SiLnage identifying the
Saint Paui Grand Round should be located at major route access points and major roadway
crossines. Because the route of the Grand Round follows many different parkways and
streets, and passes through severai parks, street labeling in conjunction with route signage
could be useful and interpretive. Where the Grand Round intersects other trail facilities, such
as the Gateway State Trail or the Ba[tle Creek Regional Trail, signage should be installed to
note these trails and direct the user to access points. Examples of how a standard Grand
Round si�n may be used aze shown on the next pa�e.
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Other regulatory. cautionary and
directionai si�ns should be placed as
needed. The following �uidelines relate
to the general placement and desi�n of
trail signage.
• Signs should be placed where they
will be cleazly visible. Placement is
dependent on the facility's sight lines.
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distance from the trail or roadway �'�
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zone. A distance of three feet is
preferred.
• Lettering less than two inches in heiLht is not recommended for
regulatory, directional or cautionary signs.
• Text should be avoided on regulatory or cautionary signs wherever
possible.
5.5 Cultural Site Markers
One of the major goals of the
Saint Paul Grand Round is to
interpret the varied history of the
City of Saint Paul. Much of the
route follows historic parkways
and passes by numerous natural,
cultural and historical points of
interes[. The interpretation of
these resources is an important
element of the Saint Paul Grand
Round.
The various interpretive themes
and elemen[s are discussed in
eazlier sections, but the following
diagrams and sketches show how
an interpretive facility could look.
The overall theme and pertinent
information will chanje for each
interpreTive node, but the
followin� desi�n provides a
general guideline for all
interpredve facilities.
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5.6 User AmeniYies
Beside the trail itself, there are other facilities that increase the quality of the user experience.
These amenities are collecdvely known as user amenities, and they include rest azeas,
� benches, lighting and fencina.
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5.6. I Rest Areas
Rest ueas aze generally small nodes located alone a trail, which offer places to stop and rest
off the main traveled way of the trail. They may also serve as interpretive areas or overlooks
(see below). The design of rest azeas will vary depending on available land, interpretive
possibilities and views, and the design of each one should be considered individually.
Trail rest azeas should at least include a seaung azea and a place to pazk a bicycle: They may
also include drinking water, overhead shelter, tire pumps, telephones, maps, recycling and
waste receptacles, car parking, decorative lightin�, public art, restroom faciliries and si�nage.
Trai] rest areas shouid be located at major trail intersections, scenic overlooks and after any
prolonged uphill slope.
5.6.2 Benches
As exists on Mississippi River Boulevazd, benches placed
singly or in groups can offer a pleasant sittin�
environment for all trail users. While they do not
constitute rest azeas, trailside benches can also offer more
flexibility in resting places thcoughout the Grand Round.
5.6.3 Lighting
Lighting should be located to support natural surveillance and maeimize visibility, which
increases security. Lightin� is also intended to create a pazk-like and unified chazacter along
the entire route, using a pedestrian scale luminaire with a mounting height of
approximately 15 feet. Light levels should attain a minimum 0.25-foot candle �
at the trail surface with a likely pole spacing of 200 to 250 feet. Due to the
proximity of the route to established neighborhoods, caze must be taken to ,
reduce light levels beyond the route itself.
The example shown suggests a desirable type of lighting with the base, pole
and luminaire reflectin� a timeless design theme that is complementary to ihe
many historic sections of the route. Li�hting similar to this is curtently located
along Mississippi River Boulevard and portions of Wheelock Parkway.
5.6.4 Decorative Fencing and Walls
Decorative fencing and walls occur at various locations along the corridor. Along the
Mississippi River Boulevard segment, fencing provides a security barrier at the ed�e of the
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bluff line and seroes to create a unified image. This fencing, which includes a combination of
stone and iron, could be extended alon� the Shepard Road segment of the trail to unify the
two segments. Fencing should only be used alon� other segments of the trail for safety
purposes or to desia ate rest areas. Fencing in other azeas will create an artificial barrier and
Iimit access to the Saint Paul Grand Round.
5.7 landscaping
In some azeas the Grand Round offers the
opportunity to incoiporate landscaping into
the trail corridor. In such cases, the Grand
Round may act as a greenway, connecting
and extendin� existing open spaces and
natural azeas. In order for this to be
successful, native plants should be used
wherever landscaping is planned.
Because the Grand Round route passes through diverse landscapes, including Mississippi
River basin areas, a high terminal moraine and creek ravines, many plant palettes are possible
alon� the route. Plants should be selected based on the site-specific conditions of a par[icular
area. For instance, prairie grasses are appropriate in upland areas, but the river bluffs and
savines would better benefitfrom reforestauon with native tree species.
5.8 Public Art
Wherever possible, public art should be incorporated into the Saint Paul Grand Round. Public
art may take many forms, including sculpture, murals, unique bicycle racks, interpretive
kiosks, site mazkers, neighborhood gateways and pedestrian brid�es. Several programs offer
assistance with the planning of public azt, including the followin�:
• Public Art Saint Paul
• Great S[reets program
These organizations may be consulted to help find artists or exploie ihe possibilities for the
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SAIN7 PA(iL fiRAN� R�UN� MASTER PLAN
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Completion of the Saint Paul Grand Round is, in par[, a function of project cosTS and
altemative funding mecLanisms. This section estimates preliminary consiruction costs,
outlines the proposed phasin� of improvements and identifies potenual fundin� sources.
6.1 Estimate of Construction Cost
Wlrile a wide variety of constiuction elements contribute to a project's fmal cost, the most
significant costs in development of the Saint Paul Grand Round include trail gradin� and
surfacing, decorative walls/barriers and lighting. Preliminary estimates of construction costs
have been determined for each of the trail segments.
Refer to Appendix C for further detail and quantities. These preliminary es6mates are based
on the improvements identified within this technical report.
A summary of the preliminary estimates for construction cost are shown in Table 1.
Table 1— Estimate of Canstructios� Cost
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Mississippi River Boulevazd
Shepard Road
Warner Road
Johnson Parkway
Mounds Boulevard
Wheelock Parkway
Como Park
Como Avenue
Midway Parkway
Raymond Avenue
Pelham Boulevazd
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$ 279,855
$ 531,360
$ 335,205
$ 128,925
$ 67,63�
$ 202,905
$ 102,195
$ 76,410
$ 52,245
$ 119,745
$ 78,435
$1,974,915
SAINT PAUL �RRNU HQUNQ MAStER FLAN
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b.2 Proposesl Phasing
Completion of the Saint Paul Grand Round is presented in three phases.
Phase I of the Sain[ Paul Grand Round includes the installauon of directional and marker
signs, safety improvements and addition of user amenities to the entire route, in order to
establish the identity of the route. These user amenities will include:
• Design and installation of directional signa�e, including si�na�e that identifies the route of
the Saint Paul Grand Round. This signage will be installed on both new and esisting
posu.
• Design and installation of informational kiosks and interpretive site markers. These kiosks
and markers will complement the charac[er and will educate participants on the historic,
natural and cuitural features located along the route of the Saint Paul Grand Round.
• Stripin� of on-road facilities (wide curb lanes) from Como Pazk to the Mississippi River
(HortonlComo Avenue, Raymond Avenue, Myrtle and Pelham Boulevazd) to improve
safery and usability. This is currently the only segment of the Grand Round without bike
lanes or off-road trails.
• Desi�n and construction of a half-mile segment of combined [rail adjacent to Como
Avenue where roadway widths and other constraints do not allow striping for on-road
facilities. This segment will provide a safe and well-marked option for trail users.
• Design and installation of landscaping that extends the efforts of Great River Greening
along the route and around informaaon Idosks/mazkers.
• Installation of benches, bike racks and recycling/waste receptacles along the route.
Phase II of the Saint Paul Grand Round includes the development of trail segments in
conjuncuon with the reconstruction of roadways to maximize safety along the route of the
Grand Round, including:
• Design and construction of a sepazated trail segment between Chestnut Street and James
Avenue in conjunction wi[h the relocation and recons[ruction of Shepard Road and
Wamer Road through this area.
: • Desi�n and installation of additional user ameniues, including rest azeas, bicycle parlang
facilities, public art, lighkins, native plants, community gardens, drinking fountains and
' benches along the eniire route as needed.
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Phase III of the Saint Paul Grand Round includes all other projects to up�rade and enhance
the Saint Paul Grand Round, includin�:
• Construction of trail seaments that provide connections to county, regional and state traiis.
• Constmction of off-road facilities. where possible, along segments with on-road facilities
only.
Construction of separated multi-use trails in hiah use areas currenfly served by combined
trails. �
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• Installation of pazkin� bays and bump-outs on roadways along various seements of the
route to calm tr�c and improve safery for users of the route.
• Construction of separated multi-use trails off the roadway along Shepard Road between the
Highway 5/West 7th Street bridge and I-35E.
• ConstructioII of a trail underpass at I-35E to eiiminate conflicts with vehicular tr�c at the
intersection with Shepazd Road.
• Inclusion of appropriate bicycle and pedestrian facilities when the Warner Road bridge
over the railroad is reconstructed.
• Widening and reconsuuction of a narrow combined trail segment atong Wheelock Parkway
east of Arcade Street.
• On an annual basis, projects should be reevaluated and prioritized to respond to emerging
safety issues and collaborate with other projects to capitalize on available funding.
6.3 Funding Soarces
A wide variety of funding sources will likely be capitalized upon for completion of the Saint
Paul Grand Round. Altho¢gh most identified fundin� sources aze federal, state and city
agencies and programs, funding may also be available from other sources, such as private
foundations and private donors.
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• TEA-21 (Transportation Equity Act for the 21st Century). This pro�ram administered by
FHWA and Mn/DOT provides funding for transportation enhancements, bicycle
transportation and pedestrian walkways and recreational trails, among other ac4vities.
Funding through this program is only available to local units of �ovemment and a local
match is required.
• National Scenic Byways Pro�ram. This program provides technical assistance and grants
to states for the purpose of developing scenic byways programs and undertaking related
projects.
• Nauonal Park Service's Land and Water Conservation (LAWCOI�. This program funds
reczeational resource acquisition and development through a state apportionment process.
• National Recreational Trail Funding Program (SYMM'S Fund). This program provides
funding for recreational trails that benefit non-motorized users. In Minnesota, it is
administered by the Minnesota Department of Natural Resonrces (DNR).
• United States Forest Service America the Beautfful. This program provides grants to local
units of government and non-profits for landscape beautification.
• Nafional Endowment for the Arts, Promotion of [he Arts, Design Arts. This pro�ram
provides �rants to promote excellence in design, including urban and public facilities.
An extensive listing of additional federal fuading sources can be found in the Guide to
Federai Funding and Assistance for Rivers, Trails and Open Space Conservation. This guide
includes a more detailed explanation of available
funds, eligibility and limitations.
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>>a�e �u�: %��s
• Minnesota Department of Natural Resources (DNR) putdoor Recreation Grant Program.
This prograzn includes a combination of federal pass-through and state-funded grants to
local units of govemment for acquiring and developing outdoor recreation faciliues.
• Legislative Commission on Minnesota Resources (LCMR). This program provides state-
funded grants to both local units of government and non-profits for development of
recreationalfacilities.
� Metropolitan Council Regional Parks and Trails Fund. This prograzn provides state
funding for regionai parks and trails, including connections to regional facilities.
• Minnesota Department of Transportation (Mn/DOT). This program provides state funds
for trail improvements associated with roadway projects.
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• Ciry of Saint Paul General Fund/Capital Improvement Program. General fund revenues
from the City of Saint Paul can be used to leverage state or federal grants. Funding for
projects can also be included in the City's annual capital improvements program.
City of Saint Paul STAR Grant. This program provides grants to neighborhood
organizations for the capital costs of improvement projects.
�;i�:e�^ Fa:a��Eng Sc�sr�as
Other sources of funding for the Saint Paul Grand Round may also be available; however, it is
important to note that most government grants and other forms of assistance aze competitive
and have substantial use limitaaons. Fundin, is also available from private foundations,
corporations, and individuals. Individual donations and other community fundraising
initiatives, combined wich volunteer labor, can enhance community support and ownership of
the Saint Paul Grand Round.
SAINT PAUL fiAANO RQI1 M ASTER PLAN
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Completion of the Saint Paul Grand Round will require collaboration and cooperation amono
the various stakeholders. In order to effectively implement the master p1an, roles and
responsibilities have been su�oested forthe principalstakeholders.
7.1 tity of Saint Paul/Department of Public Works/Department of Parks
and Recreation
During the implementation phase of this project, the City of Saint Paul's Department of Public
Works and Division of Parks and Recreation will have the following roles and responsibilities:
• Implement this master plan by securing funding for improvements.
• Apply for TEA-21 funding for a majoriry
of improvements needed to complete the
Saint Paul Grand Round.
• Construct facilities needed to complete
the Saint Paul Grand Round.
• Operate and maintain the Saint Paul
Grand Round facility.
• Coordinate with other public works and
infrastructure projects.
• Provide public information.
7.2 Other Groups and Agencies
Other groups and a�encies such as the National Park Service, Ramsey County, neighborhood
or�anizations and private sectoz groups have played an importan[ role in getqng the project to
a place where implementation is imminent. It is anticipated that these groups and agencies
will continue to support the completion of the Saint Paul Grand Round, providing [echnical
assistance and community input as needed to make the vision a reality.
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$.{� - NEXT STEPS
This section outlines the next steps that must be taken to implement this master plan and
complete the Saint Paul Grand Round. Submission of this report ends the Saint Paul
Neighborhood Energy Consortium's involvement.in this project. The Ciry should now have
primazy ownership of and responsibiliry for the community vision represented in the master
plan.
8.1 Funding of Improvements
All major funding sources for this rype of project, induding TEA-21, require that a public
agency administer the funding. In order to be eligible for funding in the amount needed co
make this project a reality, the Ciry must take on the responsibility for implementing the pian.
The City Council will need ro accept this master plan and commit the resources necessary to
ensure its implementation. The involvement of the Saint Paul Department of Public Works
and/or the Division of Pazks and Recreation is imperative to the success of this project.
The City's Comprehensive Plan supports the development of connecdons throughout the
community and the Parks and Recreation Chapter of the Plan specifically supports the
compleaon of [he Sain[ Paul Grand Round. Once approved by the City, this master plan
should also become part of the Saint Paul Comprehensive Transportation Plan.
8.2 Operat'sons and Maantenance
The City of Saint Paul will also be responsible for ongoing operation and maintenance of the
Saint Paul Grand Round — a public facility, open 24 hours per day on a year-round basis. In
fact, the Ciry is already responsible for the operauon and maintenance of most of the existing
segments that will make up the Saint Paul Grand Round. Maintenance elements may include:
• Snow removal
• Sweeping trails' hard surface areas
• Trash and debris removal
• Landscape maintenance
• Preservation of the infrastructure's integriry
• Monitoring built items for liability control
• Repair and reconstmction as necessary
8.3 Steraic Byway Status
Decisions will need to be made as ro whether State and/or National Scenic Byway status
should be pursued. The intrinsic qualities of the Saint Paul Grand Round aze found
[hroughout this technical report and the accompanying in[eipretive themes and sites report. If
a decision is made to pursue such designation once the Saint Paul Grand Round is complete, a
corridor manasement plan will need to be prepared. Consideration shouid also be given to
seeking desi�nation for both the roadway and trail portions of the route.
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• Design Guideline rzsources
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• Saint Paul Grand Round
Interpretive Themes and Sites
The 106 Group Ltd.
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• Preliminary Cost Estimates
fQiNf PAI1L fiRANQ RQUNQ MASiER PLAN
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D�s��N Gu�oe��r�fs — A�Pf��ix A
Guide for the Development of Bicycle Facilifies American Association of State Hi�hway
and Transportation Officials (AASHTO): 1999 (hereafter referred to as the AASHTO
Guide). This is the recognized standazd for bicycle design guidelines. Updated in 1999,
this document contains the most current recommendations available. In addition, trails
which will receive federal transportation funding must adhere to these AASHTO
�uidelines.
• Manual on Iiniform Traffic Control Devices
• A Policy on Geometric Desian of Highways and Streets "Green Book," AASHTO.
This resource offers design details for Interstate and Primary Road design.
• Recommendations for Accessibility Guidelines: Outdoor Developed Areas Final Report,
U.S. Architectural and Transporiation Bamers Compliance Board (U.S. Access Board):
1999. This document is the final report of the Regulatory Negotiation Committee on
Accessibiliiy Guidelines for Outdoor Developed Areas. This committee developed
accessibility recommendations through a consensus process for a variety of outdoor areas,
including Trails. The U.S. Access Board wiIl use the committee's recommendations, in
conjunction with public comment, to develop standards for compliance with the Americans
with Disabiliues Act (ADA). Un[il standazds are developed, this report contains the best
information for meeting the requirements of [he ADA.
• Designing Sidewalks and Traiis for Access: Part II of II: Best Practices Design Guide.
Federal Highway Administration (FHWA): 2000. This document provides detailed
plannin� and design recommendations for developing pedestrian and non-motorized multi-
use trails that meet the needs of a broad spectrum of users, including people with
disabilities. This document also contains background information regazding user needs,
the benefits of universal design, and recreation equipment used by people with disabilities.
• Selecting Roadway Design Treatments to AccommodaYe Bicycles, Federal Highway
Administration: 1994. This is prirnarily a planning document for bicycte facilities, but
also offers general design guidelines. This document makes frequent reference to the
AASHTO Guide described above.
• Minnesota Bicycle Transportation Planning and Design Guidelines, Minnesota
Deparrment of Transportation: 1996. This document offers both pianning guidance and
desi�n guidelines. It is nationally recognized for its detailed guidelines dealing with
roadway crossings.
� • Oregon Bieycle and Pedestrian Plan, Oregon Departrnent of Transportation: 1995. This
is a detailed, well-organized planmng and design guide. It is known for innovative
recommendauons for pedestrian and bicycle accommodation with trafFic calming and
, expressway interchanges.
; • Port[and Fedestrian Design Guide, City of Portland, Oregon, Office of Transportation:
1998. This guide focuses on the accommodadon of pedestrians in urban azeas.
, • Hennepin Counfy Bicycle Transportation Plan, Hennepin County, Minnesota,
Department of Public Works: 1996. This documen[ gives an extensive array of guidelines
' for the implementation of bicycle facilities within road rights-of-way.
• General Guidelines for In-line Skating Trails, Rollerblade In-line Skate Association.
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SALNT PAUL GRAND ROUND
CULTLTRAL RESOURCES AND INTERPRETIVE THEMES
SAINT PAUL, MINNESOTA
Submitted to:
SRF Consulting Group, Inc.
One Carison Parkway North
Suite 150
Minneapolis, Minnesota 55447-4443
and
St Paul Neighborhood Energy Consortium
624 Selby Avenue
St. Paul, Minnesota 55104
Submitted by:
The 106 Group Ltd.
370 Selby Avenue
St. Paul, Minnesota 55IO2
Report Authors:
Kristen M. Zschomler, Andrew J. Schmidt, and K Anne Ketz
October 2000
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TABLE OF COtiTENTS
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Saint Paul Grand Round
Snterpietive Themes acn3 Sites
Page 1
TABLE OF COiV'TENT'5....._ ..............»..._............•-••.__..._...._.._...»......._........................_............_._.......1
1.0 IlVTRODUCTION __..........»._..._ ...................••••._..........._............_._.....».»»_............»..._.»..»..._.......2
i.l IrrrERpRErrvs TY�tv�s .............................°°-............................._...-� -- -�-� - ._.....--•-..................3
2.0 INTERPIZETIVE THEMES AND RF,LATED SITES._....__.....»........•_•..._._..._ ................_._••_•••6
2.1 TFIEME — C12EaTtox oF S2. PnUL'S Pr�Rtc SYSTEM .............................................................................6
2.1.1 Overview...-• ........................�---..................---...................--•---.................._.................................6
2.IZ Discussion .................................................................................................................................6
2 .1.3 Interpretive Sites ........................................................................................................................8
2.2 THEME — IMIvIIGRANI COMMUNITIESIN S?. PAUL ............................................................................11
2.2.1 Overvi e ............................ .......................................................................................... 11
21ZDiscussian ...............................................................................................................................11
2.1.3 Interpretive Sites ......................................................................................................................13
2.3 THEME — PADDLE WHEELS AND STEEL WFIEELS ..............................................................................14
2.3.1 Overvi ew ..................................................................................................................................19
2.3.2 Discussion ...............................................................................................................................19
2.33 Interpretive Sites ..................................................................�--.................................................IS
2.4 T�ME — En1u Y INnus'rxY .......................................:.......................................................................19
2. 4.1 Overvi ew .......................................... ........................................................................................19
2.9.2 Diacussion ...............................................................................................................................19
2.43 Interpretive Sites ......................................................................................................................20
2. S THEME — RESIDENnnL PATTExNS ....................................................................................................22
2.5. I Ov¢rview ..................................................................................................................................12
2.5.2 Discussion ...............................................................................................................................22
2.5.3 Interpretive Sites ......................................................................................................................29
2.6 CuxR�r S'r. PaUt ..........................................................................................................................26
l. 6.I Overvi ew .......................................................................................•--........................................26
2.6.2 St. Paul 's Park System ............................................................................................................16
2 .6.3 Immigrant Communiries ..........................................................................................................26
2.6.4 Paddlewheels and Stee! R'heels ..............................................................................................26
2.6.5 Earlylndustry ..........................................................................................................................27
2.6.6 ResidenkalPanerns ................................................................................................................27
2.7 THE MISSISSIPPI RIVER AI� NATURAL LANDSCAPES .......................................................................25
1 . 7.1 Overvi ew .................................................................................................................................. 2H
2.7.2 Discussion ...............................................................................................................................28
3.0 EXISTTNG IN'TERPRETIVE MARKERS ............._........................................................................30
3. I INTERPRETATSON OF AMERICAN INDIAN HERZfAGE SITES......
3 .2 EXISTING MARKERS ................................................................
4.0 RECOMNIENDATIONS
4.1 DEVELOPMEN'IOFINT'ERPREI'IVEIDEAS .....................................
42 PLAQUES AI�ID MARKERS .............................................................
4 .3 Pc�aLICAxr .................................. ............................................
4.4 CONCLliSIONS ..............................................................................
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5.0 REFERENCES ....................................................................................................................................36
PHOTO CREDff S(IN ORDER OF APPEARSNCE IN 1'EXT� ......................................._................. ......... .........3 8
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Saint Paul G[and RoLmd
Interpretive Themes and Sites
Page 2
lA INTRODUCTION
The 106 Group Ltd. was subcontracted by SRF Consulting Group, Inc. and the
Saint Paul Neighborhood Energy Consortium (NEC) to develop the cultural resources
component of the proposed Saint Paul Grand .Round project. The Saint Paul
Neighborhood Energy Consortium is a nonprofit coalition of community organizations
serving Saint Paul azea residents and businesses. Its purpose is to provide informarion,
services and programs that contribute to an environmentally responsible community. The
proposed Saint Paul Grand Round project is intended to provide focus and momentum
that will guide future facility improvements. Specific objectives include:
■ Affirmation of the Grand Round route;
■ Identification of safety improvements;
■ Enhancement of the Grand Round's image and creation of a distinct identity;
■ Emphasis of other attributes of the Grand Round, including cultural and
nahual resources;
■ Determination of capital improvement costs, funding sources, and phasing;
■ Establishment of community and neighborhood momentum.
The NEC's work is intended to provide a foundation for future improvement and creative
energy that fosters communiry support.
The 106 Group is part of the planning team for development of the Saint Paul
Grand Round. The key components to the cuitural resources work at this stage are to: 1)
identify key themes in St. Paul history; 2) identify resources related to those key themes
in consultation with the technical advisory committee; 3) provide reseazch regarding
priority sites; and 4) identify potential strategies for interpretive development of sites.
Saving a public past for any community is a political as weli as historical and
cultural process. Decisions about what to remember and protect aze informed by
historical scholazship as well as the possibilities of historic preservation, museum and
educational progams, environmental protection, and public art. Yet all of these
approaches to conserving the past operate in partial and sometimes contradictory ways.
The traces of time embedded in the urban landscape of every city offer opportunities for
reconnecting fragments of the American urban story. The development of the Grand
Round provides a great opportunity to re-connect with our city's and communities' past
in exciting ways.
One of the ways we leam about each other is by shating accounts and believing or
disbelieving those stories about each oiher's past and identities. Idenrity is intimately tied
to memory: both our personal memories (where we have come from and where we have
lived), and the collective or social memories interconnected with the histories of our
families, neighbors, and fellow workers. Memory is naturally place-oriented. A memory
connects spontaneously with a place. Places trigger memories for each communiTy's
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Sa�t Paul Grand Round
Interpretive Themes and Sites
Page 3
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residents who have shared a common past, and at the same time, places often represent
shared pasts to visitors who aze interested in leaming about them in the present
Incorporating that sense of place into the urban design is critical if the full power and
meaning of the place is to be maintained or enhanced.
1.1 Interpretive Themes
Siz themes were identified, with associated sites or resources to interpret or view.
They aze as follows: _
Creation of SL Paul's Park System
■ Como Pazk
■ Phalen Park
■ Hamet Island Pazk
■ Wheelock Pazkway
■ 7ohnsonPazkway
■ Midway Pazkway
■ Mounds Parkway
■ Mississippi River Boulevard
Immigrant Communities in St Paul
■ Swede Hollow
■ Little Italy at Upper Levee
■ West Side Flats
Paddle Whee/s and Stee[ Wheels
■ Upper Landing
■ Lower Landing
■ Lowertown
■ Lock and Dam No. 1
■. Short Line Railroad
■ Omaha Swing Span Railroad Bridge
■ Westminster 7unction
� Union Depot
■ Drewry Lane Bridge L9218
■ Johnson Pazkway Bridge 90422
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Ear1y Industry
■ Ayd Mill
■ Hamm's Brewery
� Schmidt Brewery
• Grain Elevator/Farmer's Union Terminal
■ Ford Plant
■ 3M Plant
Residential and Architectural Patterns
■ Irvine Park
■ St. Anthony Pazk
■ Historic I-�'ill District
■ Summit Avenue
■ Dayton's Bluff
■ Streetcar Suburbs
■ Little Italy
■ East Side Worker's Housing
- ; CurrentSt. Paul
� ■ St. Paul's Park System
■ Immigrant Communities
■ Paddlewheels and Steei Wheels
� ■ Early Industry
■ Residenrial Pattems
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The Mississippi River and Natural Landscapes
Saint Paul Grand Round
Intetpmtive Themes and Sites
Page 4
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Saint Paul Grand Round
Inteipietive Themes and Sites
Page 6
2.0 INTERPRETIVE THEMES AND RELATED SITES
Z.1
Theme — Creation of St Paul's Park Sysfem
2.I.I Overview
t Influenced by the City Beau5ful movement and the. urban design developments in
t � Chicago and New York, St Paul and Minneapolis began designing parks and pazkways
to enhance their environments. St Paul's pazks system was heavily influenced by
, f prominent landscape azchitect H. W. S. Cleveland. The architecYs ideas for St. Paul
j included the creation of large public pazk sites, such as the land azound Lake Como and
Lake Phalen, and land adjacent to the Mississippi River. The pazkways in St. Paul, which
,� the Grand Round trail roughly follows, grew out of a desire to link the major parks in an
unbroken chain encompassing all areas of the city.
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2.I.2 Discussion
As American cities grew increasingly congested in ti�e mid- to late-nineteenth
century, reformers began advocating the creation of public pazks within urban areas.
Citing the healthful, wholesome, and morally rejuvenating effects of nature, architects
and landscape architects began designing natural, picturesque parks. The first and best
Imown example of such an endeavor was Central Pazk (1856-187b), designed by
Frederick Law Olmsted and Calvert Vaux, famous for its use of rolling carriageways and
pedestrian paths separated by overpasses and underpasses. Olmsted and other landscape
architects, such as Horace Cleveland, would take this concept one step further by
designing systems of pazks connected with roadways carefully landscaped to block out
the urban setting.
> These "parked highways" or pazkways, though born in the Victorian Era, reached
, ' their zenith during the age of motorized travel in the United States. Their heyday came
� between the tum of the century and just prior to the development of the limited access
freeway in the early 1930s. As pedestrian travel in the United States gradually gave way
,# to more rapid forms of surface transportarion, including bicycles and automobiles, the
� concept of public parks was broadened to include pazk-like settings that could be enjoyed
f from a rapidly moving vehicle. Parks could be located outside of congested city centers
� and could therefore be more expansive; the scenic parkway could be used to link pazks
and other significant city spaces.
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The urban parkway grew out of the City Beautiful movement, a philosophy of city
planning which emphasized order and harmony. In 1891-93, the World's Colombian
Exposition in Chicago had promoted the classical ideal for most of its structures and
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Saint Paul Grand Round
Infe�prerive Themes and Sites
Page 7
utiiized careful placement of buildings and open space throughout the fairgrounds. In
1895, architect and city planner Daniel Burnham began work on the so-called Chicago
Plan that envisioned grand plazas, formal partenes, and triumphal gateways for the
Windy City.
In the late-nineteenth and eazly-twentieth centuries, cities of all sizes adopted the
wide boulevards and eactensive park systems of the City Beautiful movement. Following
the tenets of City Beautiful planning, late-nineteenth century city fathers everywhere
sought to widen and straighten existing streets. As landscaping concepts were gradually
added to these designs, the roads were referred to as"ornamental driv..ways," "avenues
of trees," landscaped boulevazds," and "metropolitan driveways:' In time, the term
"pazkway" became ubiquitous and was used to denote a wide roadway with either a
dividing strip or side strips of greenery, plantings, and trees. Four-lane divided parkways
immediately preceded the invention of the limited access freeway or expressway.
The designing of pazks and
parkways in Minneapolis and St.
Paul were influenced by culturai
developments in Chicago and in
other cities. The parkways in St.
Paul grew out of a desire to link
existing and projected major pazks
to each otherin an unbroken chain
encompassing a11 azeas of the city.
The pazks planning process began
in 1872, when Cleveland addressed
the St. Paul common council
concerning locations for parks,
boulevards, squares, and other
amenities. Among many ideas
generated by Cleveland at this time were suggestions for public pazk sites, including
Summit Hill, the land around Lake Como and Lake Phalen, and land adjacent to the
Mississippi River.
Only the recommendarion to purchase land for the creation of Como Park was
icrunediately acted upon. By 1884, the Boazd of Park commissioners had been created,
and they began consideration of other major parks in St. Paul. These parks were
sometimes referred to as the "landscape" parks to distinguish them from the smaller
"pubiic squares" that had been donated to the city in its early days. The new pazks
system started with acquisition of land for Phalen Park in 1892 and for Indian Mounds
Park in 1893. The long-time Pazks Superintendent, Frederick Nussbaumer, was
appointed in 1841 and was an important force in the realization of the landscape pazks
plan. Nussbaumer served until 1922 and worked closely with successive Park
Commissions.
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Saint Paul Grand Round
Infeipcetive Tl�emes and Sites
Page 8
By 1895, the Pazk Commissioners declared that enough smaller, neighborhood
parks existed in the city, but lazger parks and pazkways were still needed. Their goal for
park development envisioned a system of "boulevazds or parkways" which would
connect Indian Mounds Park with Phalen Park, Phalen Park with Como Pazk, Como Park
with the State Fairgrounds, an improved Snelling Avenue from the fairgrounds to the
Mississippi River, and a Mississippi bluff boulevard from Sneiling to the Minneapolis
system. At this point, the words "parkways," "boulevazd," and "ornamental driveway"
were all being used by the Commissioners, appazenfly interchangeably, to describe the
concept of a wide, landscaped, aesthetically-pleasing roadway in the city. Summit
Avenue was considered a"parkway" and was included in the 549 acres of pazk: and
pazkways mentioned in the 1894-1895 Annual Report, although it was not technically
under the jurisdicrion of the Parks Department.
The focus of St. Paul's pazks changed during the early-twentieth century, moving
away from purely naturalistic sites to recrearional activity centers. Under the direction of
13ussbaumer, St. Paul's pazks became destinations for swimmers, skiers, golfers, or
people who wanted to enjoy band performances at a park pavilion. Many of St. Paul's
pazks retain the recreational feel established during this time.
2.I.3 Interpretive Sites
Como Park. Established in 1873 as St. Paul's first park under the authority of
the newly formed park commission, Como Park was developed with curvilinear roads,
picturesque vistas, naturalistic
features, and a variety of
plantings, iliustrating designer
� Cleveland's desire to create a
beautiful escape from city life
within the city. From the
1890s to the 1920s, under the
direction of Park
- Superintendent Frederick
_ _ �� Nussbaumer, the pazk evolved
� - from a landscape to a
""'��""' recreational park, with the
--,_ �� - Pavilion, Conservatory, and
- picnic grounds added. The
Conservatory, one of the pazk's most notable azchitectural features, has been placed on
the National Register of Historic Places and the frog pond in front of the Conservatory
has been recently restored.
Phalen Park. Acting under the recommendarions of CIeveland, St. Paul
purchased 129'/� acres around Lake Phalen to create the second large-scale park in St.
Paul. Opened in 1899, the park followed Como Pazk's example and evolved into a
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Saint Paul Grand Round
Interprerive Themes and Sites
Page 9
recreational facility, over time offering swimming facilities, bicycle and walking paths,
and the first municipal golf course in St. Paul. Phalen Pazk remains a populaz
recreationai azea today, providing area residents with skiing trails, bike paths, and St.
Paul Winter Carnival displays.
Wheelock Parkway. After some 30 years of opposition from smail properry
owners along the mute, the land for the long-an#icipated parkway linking Como and
Phalen parks was finally acquired in 1908. Opened in 1924, the interlake boulevard was
named Wheelock Parkway after 7oseph A. Wheelock, long-time proprietor of the St. Paul
Pioneer Press and member of the first Pazk Commission, who is credited with the
original vision for an interconnected system of parks.
Johnson Parkway. First visualized in 1895, land for the north-south pazkway
linking Phalen Park and Indian Mounds Pazk was not purchased until 1913. Named for
7ohn A. Johnson, Govemor of Minnesota from 1904 to 1908, the parkway was not
completed unril the early 1930s due to budget constraints.
Midway Parkway. The lands needed to construct a connecting boulevazd from
Como Pazk to the Minnesota Faizgrounds were acquired in 1901. While the originat
plans for the boulevard called for continuing the pazkway from the Fairgrounds to the
Mississippi River Boulevard, these plans were never implemented due to budget
constraints and land acquisition problems.
Mounds Parkway. The stretch of land connecting Mounds Park was desirable to
the city based on "the sculptured hills, valleys and gorges that present a charming
landscape effect " As with the other pazkways, work began on Mounds Parkway in the
early 1900s, but the route was not
completed until the 1930s.
Mississippi River Boulevard.
Following the crest and siope of the
eastem side of the Mississippi River,
the Mississippi River Boulevazd was
constructed between 1901 and 1907,
offering travelers a scenic view of the
wooded lands and sweeping bluff
views of the river that made Minnesota
famous.
Harriet Island. Located on the west bank of the Mississippi River in St. Paul,
Harriet Island has served as a recreational center for most of the twentieth century. At
the turn of the century, the island became strongly associated with the public health
movement. Dr. Justus Ohage, the city Commissioner of Health, donated the park to the
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Saint Paul Grand Rovnd
Iatecpmrive Themes and Sites
Page 10
City. Ohage was looking for a location to establish public baths and playgrounds because
, he felt that "cleanIiness and healthy outdoor exercise [were] absolutely necessary to the
maintenance of good health". In addition, maintaining an area for supervised swimming
would reduce the number of drownings. In designing the public baths, Ohage copied "the
�, most approved bathing institutions in this country and Europe". Tens of thousands of
people used the baths each year during the first two decades of this century. The public
health movement came hand in hand with other Progressive Era reforms, which sought to
�; address society' Ills through significant government intervenfion for the first time.
, While most of the structures from the pazk's eaziy days have been demolished, the
park remains a recreational area The Harriet Island Pavilion, a Modeme-style structure
construction by the Works Progress Administration (WPA) in 1941, is an important
visual component in the public landscape of the City of St. Paul. The park was not an
', organized part of the pazk system, but was managed by the Department of Public Health.
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Inte:pretive Themes and Sites
Page I I
2.2 Theme— Immigrant Communities in St. Paul
2.2.1 Overview
With few resources, and often facing language and sociat barriers, recent
immigrants were generally relegated to live in the less desirable azeas in St. Paul. There
aze three unique examples of early immigrant communities along the Saint Paul Grand
Round trail: Upper Landing/Little Italy, Swede Hollow, and the VJest Side Flats.
2.2.2 Biscussion
During the early 1830s, Euro-American settlement was confined primarily to the
Fort Snelling military reservation, but following an 1837 treaty with the Dakota and
Ojibway Indians and the removal of civilians from the military reservarion, setflers
established a town which would become St. Paul. Located below ForTSnelling at the
confluence of the Mississippi and Minnesota rivers, the first settlers in the town arrived
azound 1839. Taking advantage of the �ansportation afforded by the Mississippi River,
S� Paul's earliest settlers took up ciaims along the waterway. A community of Prench
Canadians settled in the area of Pig's Eye Lake, that is now occupied by the Metropolitan
Wastewater Treatment Plant. By the eariy 1840s, settlement stretched from the river six
� . i} _. miles in length and a mile or more in width.
'�: °� �' .......: .... . Settlement concentrated, however, in the azea that
� .,� _^� � � _
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��� ,. , would become downtown St. Paul, due to the level
-.'� '' _,,,;:... <.,:�
�,.. ��# � terraces which made excellent sites for steamboat
� "� _� landings. The level, gently sloping ravines, carved
�@ ^ 4 � l+� � ' 1'�
s_�.. ,- -�.:.^� into the bluffs by Phalen Creek and Trout Brook,
u `� `; �"�" ,��.,` served as a natural transportarion corridor from the
- . ; �:.
_-' -�;� ;,,,_�� �� �� � river landings to the higher gound and on the
,�. . - � � ''��--
more distant points.
The City of St. Paul experienced a
population explosion during the 1850s and 1860s.
While many of the eariy settlers were native-bom
Americans, a sizable percentage of the new
residents were recent immigants to the United
States, who, after a short time in the eastern states,
headed west in seazch of cheap fazmland or work
in the emerging industries of the St. Paul area.
Over the next 50 years, the city became a melting
pot of Irish, English, German, Jewish,
Scandinavian, Italian, African American and
Paul's imrnigrants played an important role in the development of
St. Paul, often providing the back-breaking labor for the projects that built up the city.
Mexican peoples. St.
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Saint Paul Grand Round
Interpretive Themes and Sites
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As these immigrants improved their lot, they would move up and out of the areas they
originally settied to new neighborhoods, making way for the neat group to move in.
Increasing numbers of Scandinavians arrived in St. Paul during the 186Qs and
1870s. The majority of the Swedes who arrived in St. Paul settled within "Svenska
Dalen" or Swede Holiow in the North Phalen Creek azea Most Swedish men originalIy
worked for the railroads doing pick and shovel work; however, as local industry
developed, many of the men went to work at Hamm's Brewery or the milis. The Swedish
women also worked, taking in laundry and sewing, selling food and coffee to the railroad
men, and opening their homes to boazders for $.10 a day. From 1885 to 1895, many
Swede Hollow residents moved into the Railroad Island and Payne Avenue areas as their
economic and social status improved.
German immigants also flooded St. Paul during the last half of the nineteenth
century. Many Germans immigrated to Minnesota after spending time in the eastem or
southern United States, allowing them to become acclimated to American and to gain
some capital. Because of this, many German immigrants were able to open businesses
and live in more affluent areas of the city. There were also a number of German
immigrants, however, who arrived directly from German without much money or
English-speaking skills. Many of these people lived in neighborhoods such as Seven
Corners/Uppertown and Frogtown in proximity to the industrial jobs of downtown.
In 1882, a major shift in immigrarion occurred. Previously, only one-tenth of the
immigrants to St. Paul had been from Southern or Eastem Europe, while in 1882 the
number increased to eight-tenths. Italians, Russians, Poles, Greeks, and 7ews arrived in
great numbers between 1880 and 1910. These new immigrants, like the Swedes before
them, looked for cheap housing and jobs in the booming railroad and manufacturing
industries. While the Italians moved into the vacant housing in Swede Hollow or settled
in the Upper Landing azea, a new community was set up for the Jewish immigrants.
Located on the Mississippi River floodplain below the west bank of St. Paul, the West
Side Flats started as a temporary housing solution for the Jewish refugees that reached St.
Paul in 1882.
By the 1920s, the demographics of St. Paul's immigrant population changed
again, as over 1,500 Mexicans moved to the city to work in the sugar beet industry. As
the numbers began to increase, two major sites for Mexican settlement developed in St.
Paul. The lazger community settled on the West Side of St. Paul around Concord and
Robert, while significant numbers of families settled in the old homes of the Italians in
Swede Hollow.
Flooding was a continual problem for the communities on the banks of the
Mississippi. Eventually, many of the original immigrant sites in St. Paul were destroyed
during the 1950s, when the city began to address the substandard living conditions of the
city's residents. Areas such as Swede Hollow, the West Side Flats, and Little Italy were
condemned and Ieveled to make way for industrial pazks or simply to clear out areas
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Saint Paul Grand Round
Intecpcerive Themes and Sites
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'- deemed unsanitary and crowded. While these sites may no Tonger exist, their histories
remind us how immigrants to the city overcame the economic and cultural hazdships of
' their new lives in America and how the small enclosed community helped in their
— assimilation and growth into the American society.
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2.2.3 Interpretive Sites
Swede Hollow. In the 1850s, impoverished Swedish immigrants began to setde
in the old claim shanties in the Phalen Creek Vailey and the area soon became lmown as
Swede Hollow. As increasing numbers of Swedes arrived in St. Paul during the 1860s
and 1870s, many of them settled in the hollow, built houses on the slopes of the ravine,
and obtained jobs in the neazby railroads, mills, and manufacturing plants. Swede
Hollow continued to serve as a lower income community occupied by successive waves
of immigrants, such as Italians and Mexicans, until the 1450s.
Upger Levee/Little Italy. First settled in the 1880s by German and Polish
squatters occupying small shanries made of scrap lumber and tin, the marshy and often-
flooded land soon developed into a dynamic Italian community. The southern Italian
immigrants constructed somewhat more substantial homes and established lazge gardens,
but often did not invest too much into their new surrounding since most had come to
American temporarily to earn money to take back to Italy to estabiish a homestead.
Oftentimes, the houses were occupied by a family and up to five borders, creating
crowded and substandard living conditions. Little Italy exisTed until 1959, when after the
floods of 1951 and 1952 and the damage to the poor housing, the city planned to build a
floodwall and develop the riverfront for industrial uses.
West Side Flats. The
low-lying floodplains on the
west side of the Mississippi
River remained unoccupied until ""' „ � -- :-�
1882, when 200 Eastem _,.:: N _- �� �
European 7ewish refugees
amved in St. Paul looking for "'�"�� ,
shelter and a new place to call - - - -'' :- �:
home. Originally set up in tents, _. ``'
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the 7ews eventually built more
permanent structures in the West ' �-� :��': .;.:�-,r�
Side azea and developed a ��= _'�` -
-:,
dy�namic and thriving Jewish �; �,<`.:. _ �
community in St. Paul. By the
1930s, when the Jewish community was moving away from the flats, Mexican
immigrants established the West Side Flats as their home, residing there until 1964 when
the last family vacated the area before it was redeveloped into an industrial park.
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2.3 Theme — Paddle WheeLs and Steel Wheels
2.3.I Overview
Saint Pau] Grand Round
Inteipretive Themes and Sites
Page 14
Although St. Paul did not have the waterpower that St. Anthony and Ivrnneapolis
had, its position at the head of continuous navigation on the Mississippi River gave St.
Paul an advantage in commerce. With the coming of the railroads, St. Paul's posirion as
a commercial center was enhanced. The Grand Round trail includes several important
transportation sites that helFed to shape St. Paui into a regional iransportation hub.
2.3.2 Discussion
When news of fertile land and virgin forests available for exploitation in the
Minnesota Territory reached the East, settlers and businessmen sueamed into the area
St. Paul became an important trading point connecting the Mississippi River boats and
the Red River ox cart trails. St. Paul was a destination for trade goods from Pembina and
the Selkirk colony (Winnipeg), and it became a staging point for settiers funneling up the
Minnesota River Valiey after 1851. At this time, the river bluffs separated the Upper and
Lower Levees, and commercial enterprises at each were operating in comperirion as
"break-in-bulk" points where items were off-loaded from steamboats to ox-carts.
The Minnesota Territory was established by the federal govemment in 1849 and
St. Paul was made the capital. St. Paul proper was platted in 1847, the Uppertown azea
(Rice and Irvine's Addition) was platted two years later, and Lowertown followed in
1851. The federal government allowed settlement on land west of the Mississippi River
in 1851, which led to a period of rapid economic expansion for St. Paul. Population in
the city grew from less than 1,000 in 1849 to over 10,000 in 1860. As a result of this
population growth, construction of wazehouses, grain elevators, and other shipping-
related properties exploded in the levee areas of the city.
The steamboat traffic industry in
St. Paul boomed along with the
immigration to the city, with passenger
travel faz exceeding freight
transportation on the steamboats. By the
late I850s and early 1860s, the increased
population in the state and the rise in the
industrial and agricultural production in
Minnesota meant more tr�c for the
steamboats along the Mississippi River.
As the 1860s progresses, railroad lines
began connecting St. Paul to other cities
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Inteipte[ive Themes and Sites
Page 15
and to the national network. While railroads and steamboats operated in conjunction for
a time, by the early I870s, the importance of the steamboat was diminishing to the
railroad transgortation system.
� Although most of Minnesota's railmad building occurred after the Civil Waz, the
first charter was granted in 1857 to the Minnesota and Pac�c Railroad. During the late
- 1860s and eariy 1870s, St. Paul witnessed a flurry of railroad bu�lding. By 1874, St. Paul
had connections tr�aveling in all four directions. New railroad lines included: the Laice
� Superior and Mississippi Railroad (Northern Pacific), which connected St. Paul to
Duluth; the St. Paui, Stillwater and Taylor's Falls (Chicago & Northwestern) line running
, east; the St. Paul and Chicago Railroad (the Milwaukee Road), which followed the river
south; and St. Paul and Pacific (Great Northem) running west.
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The 1870s was the decade of western raiiroad expansion and the railroads played
a significant role in St. Paul's development. Much of the development along the
riverfront at this time was railroad oriented. The city developed as a regionai
transportation hub because, as the steamboat-ox cart network declined in importance, the
railroads played and increasingly larger role.
In the 1870s and 1880s, the smaller, pioneer railroads were swallowed up in
mergers with lazger lines, giving St. Paul more regional connections and increasing its
importance as a hub. The St. Paul, Minneapolis & Manitoba (St.PM&1vI� took over the
old St. Paul & Pacific in 1879, marking the beginning of James J. Hill's "Empire
Builder" line, later know as the Clreat Northern. The next yeaz, in 1880, the St. Paul,
Stillwater & Taylor's Falls Railroad merged with several others to form the Chicago, St.
Paui, Minneapolis & Omaha (St.PM&O), which in hun merged with the Chicago &
Northwestem in 1904. Not only did many regional and national railroads pass through
St. Paul, a number of them had headquarters in the city, including Hill's line and the
Northern Pacific. By the tum of the century, St. Paul had become a gateway to the
northwest.
2.3.3 Interpretive Sites
Upper Landing. The azea azound Shepard Road and Chestaut Street was one of
two steamboat landings established during the iniriat settlement and development of St.
Paul. Known as the Upper Landing or Uppertown during the 1850s, the area competed
with Lowertown to be St. Paul's commercial center. Utilizing the steamboat trade; which
brought goods and settlers to the newly incorporated Minnesota Territory; the first
developments around the landing included a mix of residential and commercial, inciuding
warehouses and stores, houses, and factories.
Lower Landing. During the mid to late 1800s, St. Paul's Lower Landing was
bustling with steamboats responsible for ihe trade of goods in the upper Mississippi River
azea, as well as the transport of thousands of settlers to Minnesota. The broad, open levee
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Snterpreti��e'I'hzmes and S�tes
Paoz 16
belo�v the Mississippi River bluffs for the construction of warehouses and shops made it a
logical location for a steamboat landing. The Lo«er Landing was a desirable location for
the expanding railroads that spread through St. Paui during the last half of the nineteenth
century, continuing the area's importance in St. Paul transportation development.
Lowertown. St. Paul's history as a commercial center is embodied in the
Lowertown Historic District. Extending to Jackson Street, the district borders the
Mississippi River and surrounds Smith Park. Lowertown was piatted at one of St. Paul's
two steamboat landings in 185I by Norman Kittson, and it quickly grew into the city's
main wazehouse and jobbing center. As the railroads came to St. Paui in the 1860s and
I870s, they were naturaily attracted to the estahlished commercial area. As a result of the
iransportation connections, four and five sYory brick warehouses and factories, designed
by architects such as Cass Gilbert and J. Walter Stevens, came to line the streets of
Lowertown.
Lock and Dam No. 1. A �; . �, �
movement began in the 1850s to �~`�
build a dam that would extend the
Mississippi River traffic into '"�;
Minneapolis; however, it was not
until the eazly 1900s that work on
the proposed dam system began with "`
construction of Dams Nos. I and 2. '�'��r�� � i' ``-
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Lock No. 2 was compieted first near �' r "y, ,
the Lake Street Bridge, but was soon , .�:
demolished once it was decided that
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a single lock and dam wouid be "�
more beneficial for navigation and s ��' � �
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hydropower. Dam No. 1 was an '' �,,,,� ;;� �,
Ambersen dam that had to be
redesigned from a 13.3-foot lift to a 35.9-fbot lift to accommodate the removai of Dam
No. 2. This lift made Dam No. I the highest on the Mississippi River until the early
196Ds when the Upper St. Anthony Falls 3ock and dam was completed. Designed by
Major Francis R. Shunk and George W. Freeman of the St. Paul Corps of Engineers, this
dam is notable as the only fixed dam on the Mississippi River and the only navigation
dam on the river built with a hydropower plant foundation. It also marks an appropriate
dividing point between hydropow�er uses for the Upper Mississippi and primarily
navigation below St. Paul.
Short Line Railroad (�til�raukee Road). In 1875, the Chicago, Mihiaukee, and
St. Paul acquired right-of-way for a"Short Line' between St. Paul and Minneapolis in
order to create a more direct commuter route between the Twin Cities and to supplement
the existing connections bet«•een Minneapolis and St. Paul. The railroad company began
laying its Short Line iracks up the ravine adjacent to the Ayd Mill, but construction was
not completed until 1880 «ith thc laying of the final 8.3 miles of track. The Short Line
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Saint Paul Grand Round
Interpretive Themes and Sites
Page 17
pIayed a role in transporting commuters and day excursions to destinations such as Union
Park, located midway between St. Paul and Minneapolis.
-; Omaha S�ving Span Railroad Bridge. Built with a 160-foot wide bazge channel
�; and a swing span to aliow for bazge traffic along the Mississippi River, the Omaha S�ing
Bridge was constructed in 1915. Providing access from St Paul to Mendota and the
southwescem portion of the state, the single-track, ten-span bridge was historically used
' ; by the Chicago, Miiwaukee, and St. Paul RaIlway and the Chicago, St. Paul,
' Minneapolis, and Omaha Railway.
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Westminster Junction. Built in stages beginning in 1885, this railroad junction
illustrates the significant impact that raikoads had on St. Paul's developing urban
landscape. The junction was created in the early 1870s, when the St. Paul, Stillwater &
Taylors FalIs connected with the St. Paul & Pacific neaz Westminster Street. Associated
with several of the railroads which were key to St. Paul's development as the raiiroad hub
of the Northwest, the Westminster Junction was a gateway to the Union Depot and
provided crucial switching functions and grade-separated crossings for the railroads that
converged in the Trout Brook Vailey. The Weshninster Junction represents a rare
example of railroad hinnel buIlding in Minnesota. The tunnels aze a fine example of
nineteenth-century stone arch construction, and the ashlar masonry illustrates a high
degree of craftsmanship.
Union Depot After
operating separate depots
for a number of yeazs, the
raIlroad companies joined
together in 1879 to buIld
the St. Paul Union Depot at
Third and Sibley streets.
The undertaking proved
massive, with blocks of old
wazehouses and hotels
demolished to make way
for the new depot,
concourse, and platform
above the flood-prone
Mississippi River. VJhen
rebuilt in 1917-1923, the second Union Depot was one of the last great railroad
undertakings in St. Paul.
Drewcy Lane Bridge No. L9218 (Underpass to Swede Hollow). This bridge is
located at the intersection of Beaumont Street and Drewry Lane (named for Drewry's
Brewery). These rivo streets come together at a right angle and do not actually intersect,
but the bridge allows for a'pedestrian under pass under the bridge to access Swede
Hollow from Beaumont Street. The 1905 bridge is a 23 feet long, 40 feet wide, concrete
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Saint Paul Grand Rwmd
Inteipierive I'hemes and Sites
Page 18
bridge, with a filIed spandrel arch design, making it a very early example of reinforced
� concrete arch construction.
� Johnson Parkway Bridge No. 90422. Located where Johnson Parkway passes
under the Burlington Northern tracks at the southeast corner of Lake Phaten, the bridge
was designed by M.S. Grytbek and constructed in 1932. It is a 68-foot long, 30-foot
wide, three span bridge constructed principally of concrete and steel. The main span is of
� steei beam span construction and the approach spans are of concrete slab span
construction.
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Inteipretive Themes and Sites
Page 19
2.4
2.4.i
Theme — EarIy Industry
�Ii ��
St Paul's industrial history is connected in many ways to its transportarion.
history: the well-developed railroad tracks, accessible water routes, and good roads
enabled St. Paul's emerging industries to receive raw materials and export the final goods
to markets throughout the state and the nation. St Paul's first industries were focused on
agriculture, such as milling and brewing. Over time, St. Paul's industrial base grew to
include more high-technology enterprises, such auto assembly plants. 'i'he Grand Round
trail connects several sites that illustrate the evolution of St. Paul's industrial base.
2.4.2 Discussion
One of the earliest industrial activities pursued in St. Paul was milling. By the
mid-1850s, flour and grist mill construction in the Territory was increasing at a rapid rate,
and by 1862, Minnesota had 85 flour mills. Flour and grist milling became the lazgest
generator of manufacturing revenue in the state, with saw miliing a close second.
Though Ramsey County never became a
major center for flour and grist miiling, as
did its sister city Minneapolis, records
show that 14 grain miils operated in the
county before 1900. In the St. Paul's East
Side, several mills and breweries were
operating on Phalen Creek by the early
1860s, including Brainard Mills (1856),
the Drewry Brewery (1861), and the
Excelsior Brewery (1863}. In the
downtown area, at least six mills were
operating between Dayton's Bluff and the
Upper Levee. On the West End, the Ayd
Mill operated during the 1860s and
1870s, processing grains for locat farmers
in the area. The early flour and grist miils at first used water powered, stone ginding
wheels to do custom grinding for individuals. As the city gew and mill technology
developed, the mills purchased grain to grind and bag under their own labels and changed
from stone grinding wheels to the roller processing method and from water to steam
power. This change in technology allowed them to greatly increase their capacity.
Breweries were also an important early industry to St. Paul. The rise of the
brewery industry during the last half of the nineteenth century illustrates the impact of
German immigrants on the agricultural indusiry of the state. Germans dominated the
brewing industry, holding 54 of the 57 brewers' licenses in the city during the late 1850s.
Not only did Germans used their knowledge of h-aditional German beer making to start
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Saint Paul Grand Round
Inteipierive Themes and Sites
Page 20
breweries, many ran the saloons that sold the product or wholesale operations that
supplied hops, malt, and other brewer's supplies to the numerous breweries in the city.
Many of the original German breweries were absorbed by larger breweries or had to cTose
down during the Prohibition years during the I920s, resulting in the loss of many German
beer maldng traditions.
It is difficult to overestimate the importance of railroads to the industrial
development of St. Paul. While business and residential settlement patterns had
previously been dictated by proximity to the oniy reliable transportation corridor — the
Mississippi River — the raiimads were constructed with litde regard for river
transportation. As a result, new industrial azeas were able to develop in St. Paul,
including the city's East Side.
By the mid-1870s, manufacturing plants were springing up along the East Side
raiiroad corridor. Companies such as St. Paul Harvester VJorks (1872) and the St. Paul
Plow Works (1876) employed hundreds of inen. In downtown, neazly 40 types of
manufacturing occurred, employing over 3,000 workers. By the eariy twentieth century,
the East Side's industrial azea contained some 30 manufacturing planis, inciuding 3M and
Hamm's Brewery, and employed nearly 7,000 men. The rise of companies like Hamm's
and 3M were indicators of national trends and signaled the decline of the East Side's
railroad/industrial corridor. By the mid-twentieth century, smaller manufacturers had
difficulty competing wi+1i larger, nationai fums, Minnesota's extractive industries were
giving way to high-technology manufacturing, such as the Ford Motor Company
assembly plant, and the railroads suffered from competition for freight with the trucking
industry.
2.4.3 Interpretive Sites
, Ayd Mill. Constructed in 1860s, as the number of flour mills was increasing in
� Minnesota, the Ayd Mill was the first and only grain mill to operate in Reserve Township
(originally located west of Dale Avenue and south of Mazshall Avenue and annexed
, incrementally by St. Paui). John Ayd operated the mill from 1860 to 1866, processing an
� average of 22 sacks of com per day. Ayd's son Robert sold the mili to Charles and Maria
Kramerath in 1866 and, in 1874, Kramerath took out a mortgage to improve the mill. He
was unabie to pay his debts and, following his death in 1878, Maria sold a portion of their
land to the Short Line Raitway. The construction of the line cut the water supply to the
� mili and the mili was aliowed to fall into ruin.
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Hamm's Brewery. The Hamm's Brewery was once a major employer of
immigrants in St. Paul. Established by Theodore Hamm in 1864, the brewery expanded
its plant from a singIe city lot to four acres of buildings over the next twenty yeazs, and
by 1886 produced over 40,000 barrels. The brewery continued to grow and prosper until
Prohibition, which it survived by producing industrial alcohol and soft drinks.
Throughout the 1950s and 1960s, Hamm's acquired new breweries across the nation and
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Interyietive Themes and Sites
Page 21
became the seventh largest producer of beer in the United States until it was purchased by
Olytnpia in 1974.
Schmidt Brewery. The former
Schmidt Brewery, currendy operated by
the Minnesota Brewing Company,
illustrates the agricultival processing
industries that developed in SY. Paul.
Founded as the Stahlman Brewery in
1855, the plant was acquired by Jacob
3chmidt in the 1890s, who rebuiit the
plant to resemble a Bavarian castle with
creneilated towers and azched windows.
Other portions of the brewery are in the
Art Modeme style and Illustrate the
post Prohibition expansion of the
brewery during the 1930s.
Grain Elevator/Farmer's Union Terminal. Constructed in the mid-1920s, the
grain terminal was constructed by the City of St. Paul adjacent to the Farmer's Union
Terminal on the Upper Landing. The grain ternunal was a futly-equigped facility used in
the transfer of grain products from train cars or on-site gain elevators to river bazges.
Ford Plant. After building Model Ts in a wazehouse in downtown Minneapolis
from 1912 to 1915, the Ford Motor Company moved to a large ten-story building. By the
mid 1920s, the company constructed a new plant in St. Paul at the Lock and Dam No. 1
to utilize the water power. The first Model T cazs and Model TT trucks rolled of the new
assembly line in 1925. The new plant's success continued until the Great Depression
slowed production after 1930 and idled the plant for 2 years, from 1933-1935. Aside
from a three-yeaz stint during World VJar IT producing armored cazs and aircraft engine
parts, the Ford Motor Company St. Paul assembly plant has been an important industrial
and employment leader in the city.
3M Planf. Located at Bush and Forest
avenues, the 3M plant is considered an important
historic landmark as the site on which 3M rose to
national and intemational importance as an eazly
leader in industriai research and development as
well as quality control. The piant was established
in 1910 at the Bush and Forest comer, but
expanded during the 1930s and 1940s to the south
of Bush Avenue and the west of Mendota Street.
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Theme — Residential Pattems
2.S.I Overview
Saint Pau] Grand Rovnd
Inteipietive 7hemes and Sites
Page 22
St. Paul's residential patterns were in many ways inIIuenced by the economic and
ethnic background of its settlers. Recent immigrants often felt the need to setde near
their own kind or near the industrial jobs offered in downtown, creating distinctive
residential communities. More wealthy residents of St. Paul often established their
homes along the high bluffs lining the Mississippi River, away from the noise and
congestion of the industrial downtown azea The Grand Round trail passes several unique
residenrial areas that illustrate the patterns of settlement in St. Paul.
2.5.2 Discussion
� Although Fort Snelling had been estabiished in the eariy 1820s, settlement in the
area azound present-day St. Paul was not condoned by the U.S. govemment until after the
� signing of the Treaty of 1837. Taking advantage of the transportation afforded by the
Mississippi River, early settlement concentrated in what is now the downtown area,
because of the relatively level terraces that served as steamboat landings.
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During the Territorial years, before it began to spread out into various residential
azeas, St. Paul was one lazge neighborhood. By about 1860, St. Paul proper covered an
azea of oniy about five squaze miles. Since mass transportation did not yet exist and
horses were too expensive for most people to own, travel was mainly on foot. Therefore,
most buildings were righfly clustered azound downtown. T'he wealthy were able to build
�� ,,= on the high ground of Summit flili (west),
tt� � -�' ; � p �, „_ � � Capitoi Hiil (north), Prospect Terrace
� �r � ,������� � ; � �- (south), and Dayton's Bluff (east). St.
,�` ` , � .. ; ,$ "`� �� �-'� , : ,A , : . Paul's naturally hilly topography
,�. : � s .
�� increased the remoteness of the
"outlying" neighborhoods. Even most of
the rich were still living relatively close to
°- downtown, mainly in Irvine Park and the
� � Lafayette Park area of Lowertown. As
� � -�':- � 4 _ � railroads began to devour large chunks of
v u&_` - ,:...�,�. � downtown and Lowertown, wealthy
"`'�'�' '�� ��"' `"'� citizens migrated to the outlying azeas.
Working class families needed to remain
close to the railroad-based jobs, settIing in the North End, Frogtown, the East Side, the
West Side, and the West Seventh Street areas.
In general, St. Paul development patterns followed national norms. Before the
Civil War, developers eyed the relatively flat lands west of Dale Street. The Panic of
1857, however, slowed eazly residential expansion. Large-scale development of the areas
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surrounding the city center would await advances in inexpensive mass transportation in
the 1880s.
The development of the Reserve Township azea, located south of Marshall
Avenue and west of Dale Avenue, was dictated by its proximity to the rapidly growing
urban center of 5t. Paul. In the final decades of the nineteenth century, more and more
farmers and early settlers began subdividing theu properties for suburban residential
development. The market far new homes was being driven hoth by newcomers and by
long-time residents, who were at last able to leave less desirable azeas in the city. By
1887, all of the former reserve azea east of the Mississippi River had been annexed by the
City of St. Paul, and residential development began in eamest, though some
neighborhoods would not be completely developed until after LVorld VJar II. More
common than outside developers was the phenomenon of fazmers developing their own
land. Residenrial development began on the east side of the township, near Victoria and
Summit avenues, and progressed westward to Lexington and then Snelling avenues, and
finally spread southward. By 1891, the "suburbs" of Hamline, Macalester Pazk, Merriam
Park, and St. Anthony Park had firmly established neighborhood identities within the city
of St. Paui. The neighborhoods primarily dated to the last decades of the nineteenth
century, as illustrated through the Queen Anne and Neo-Classical-style homes that line
the streets.
Prior to the Civil War, there were two areas in St. Paui's East Side which were
settled by two distinctive groups. The Wiiliams Hill area, which is west of Payne
Avenue and south of Minnehaha Avenue, was considered a scenic area and became the
site of many fine houses. From the 1850s to the eazly 1880s, this area was the home to
many of St. Paul's elite. As the railroads surrounded the neighborhood in the 1870s and
expanded their holdings in the Trout Brook Valley in the 1880s, the azea came to be
lmown as Railroad Island and the demographics changed from upper middle class to
working class.
�' The other portion of St. Paul's East Side, which was settled prior to the Civil War,
, was the Phalen Creek Valley. From the 1850s through the 1870s, impoverished Swedish
immigrants began to setde in the old claim shanties in the valley, and the area came to be
' lmorvn as Swede Hollow. Moving out by the 1880s, the Swedes settled azound
Miimehaha and Payne Avenue and mainly Italian and Irish immigrants moved into the
hollow. Fueled by the railroads and the industrial/manufacturing corridor that developed
' � in the azea, a building boom occurred during the 1880s. Railroad Island as well as the
area east of Payne and south of the raIlroad corridor contained a mix of Germans, Irish,
, AngJos, native-bam Americans, and, to a lesser extent, Poles and Norwegians.
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By the early twentieth century, much of St. Paul had been piatted and subdivided,
but many of the lots remained undeveloped. Those open residential were fiiled in during
the 1910s and 1920s with nationally popular housing styles, such as Prairie, Craftsman,
Tudor, and Colonial Revival. In additional, apartment complexes and new commercial
strips sprang up, primarily along the streetcaz lines and major cross streets.
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The Twin Cities became home to one of the nation's outstanding streetcar
systems; by 1920, there were lines serving 80 squaze miles of neighborhoods in the urban
areas and branches reaching out to Lake Minnetonka, VJhite Beaz Lake, and Stillwater.
The placement of new residential neighborhoods, such as St. Anthony Park, was almost
totally dependent on availability of mass transportation in ihe pre-automobile era. Access
to the downtown area was essential for suburban residents, but the streetcaz lines also
encouraged development of offices and shops in the neighborhoods themselves. The
streetcaz era in St. Paui lasted untii the 1950s, when buses supplanted them as a means of
public transportation, and automobile ownership had become nearly universal.
2.5.3 Interpretrve Sites
Irvine Park. Developed during the mid- to late-nineteenth century, the Irvine
Park residential area is notable for its examples of eazly houses designed as a
neighborhood for St. Paul's well-to-do in a range of Victorian architectural styles. In
addition, the neighborhood was platted azound a public square — a pattern evocative of
the New England roots of many of the residents. During the early twentieth century
many of the lazge houses were rented out as flats or boarding houses, giving Irvine Pazk
area a working-class character, distinct :from its nineteenth-century middle- and upper-
class flavor.
St. Anthony Park. The St. Anthony Pazk residential azea was platted in the
1880s as a suburb. Designed by prominent landscape architect H. W. S. Cleveland, this
neighborhood illustrates the pichuesque or naturalistic ideal in nineteenth century design.
Intended as a break from the crowded hustle and busUe of downtown, St. Anthony Park
has curvilineaz streets, a small landscape park (Langford Park) and other green spaces.
The community was connected to downtown via the Short Line Raiiroad and later by the
streetcar system.
Historic Hill District. The geographic
neighborhood above the industrial- and business-
oriented portions of St. Paul and the lazgely
undeveloped, open spaces made the area a prnne
focus for residential development during the late
nineteenth century. As transportation and access
continued to imgrove during the late-nineteenth
and eazly twentieth centuries, more diversification
in the ethnic, social, and economic status of the
Historic Hill residents occurred.
isolation of the Historic Hill
Summit Avenue. One of the first major
expansions off the Historic Hill azea was West
Sumrnit Avenue. Developed mainly between 1885 and 1438, the West Summit Avenue
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Saint Paul Grand Round
Inteipretive Ihemes and Sites
Page 25
area is the lazgest unbroken avenue of Colonial Revivai and Classicai Revival-style
, architect-designed houses in the Twin Cities. The eastem end of Summit Avenue housed
many wealthy and influenuai individuals, including F. Scott Fitzgerald, who wrote short
�� stories and his first published novel, This Side ofParadise, at his pazenYs house at 559
Summit Avenue. Important not only for residential sfiactures, the West Summit Avenue
azea also includes schools, colleges, and churches that served the residents of St. Paul.
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Dayton's Bluff. Recognized eazly on for its picturesque setting and sweeping
vistas of the Mississippi River valley, Dayton's Bluff attracted some of this city's earliest
merchants, b�sinessmen, and fmanciers. Many of the early settlers to the area were
German-Americans, as well as old-stock Americans and Scotch-Irish. T'he area remained
a relatively isolated, upper-class community until the 1880s, when bridges and viaducts
connected the once reriote bluff to the city. As the azea became more middle-class,
many of the original wealthy residents relocated to the Sumnut Avenue azea, although
many of the original German settlers remained in the Dayton's Bluff azea.
Little Italy. In contrast to the
lavish and permanent structures
constructed in St. Paul's more affluent
neighborhoods, Little Italy represented
more of a working class, lower-income
neighborhood. Occupied from the
1880s through the 1950s primarily by
recent southem Italian immigrants,
Little Italy was a dynamic and ciose-knit
ethnic community.
East Side Workers' Housing. Fueled by the railroads and development of an
industrial/manufacturing corridor, a building boom occurred on the East Side beginning
in the 1880s. Further contributing to residential development was increased access to
downtown via bridges over the Phalen Creek valley and various railroad tracks, and
extension of streetcaz service on East Seventh Street by the early 1890s. Block upon
biock of modest gable-roofed houses lined the industrial corridor to the north and south
by the tum of the century, providing housing for the workers and their families.
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Current St. Paul
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� 2.6.I Overview
Saint Paul Grand Round
Interptefive Themes and Sites
Page 26
� It is recommended that this theme is essentially a compliment to the tustorical
themes, and it should bring those themes up to date. For example, river transportation
remains a vital industry, St. Paul is stilI a city of immigrants, and city pazks aze as populaz
� as ever. The following is z synopsis of the current status of the lristoric trends discussed
in the draft report.
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2.6.2 S� Paul's Park System
Although the system was never completed exacfly as Cleveland had planned, St.
Paul's pazks and parkways largely conform to the visions of Cleveland and other early
pazk planners. Development of the Grand Round is a continuation of this legacy. Como
Park is as popular as ever, and some of its well-lrnown attracrions, such as the
Conservatory, have had extensive restoration work in recent years. A phenomenon that
Cleveland surely would have embraced but could not have foreseen is the redevelopment
and greening of the downtown riverfront, crowned by the renovarion of Harriet Island
Park.
2.6.3 Immigrant Communities
Older immigrant groups such as the Irish, Italians, and Jews assimilated during
the twentieth century, and their old enclaves at Swede Hollow, Upper Levee, and West
Side flats were razed during the 1950s. However, more recent immigrants continually
add diversity to St. Paul's ethnic make up. While the immigrants aze not as concentrated
in ethnic enclaves as during the eazly twentieth century, there aze areas in the city with
distinctive ethnic �liations. For example, many Hmong Iive in the Frogtown
neighborhood, and an Asian market has developed along University Avenue roughly
between Dale and Victoria avenues. On the city's West Side, there is a strong Hispanic
communiry and a mercado has developed around Concord and Robert streets.
2.6.4 Paddlewheels and Steel Wheels
Just as the preferred mode of transportation slufted during the late nineteenth
century from river boats to railroads, other shi8s during the twentieth century have
brought changes in transportation. The rise of cazs and trucks led to a decline in
railroading as welt as to construction of I-94, I-35E, Shepard Road, Rellogg Boulevazd,
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Sain[ Paul Grand Round
Interpretive Themes and Sites
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and other thoroughfazes. The once massive railyazds in Lowertown are lazgely gone, and
the Union Depot and rail-related wazehouses have been converted to other uses. After
yeazs of contraction and cansolidation, however, railroad companies rebounded during
the 1980s and 1990s. Likewise, there has been resurgence in river transport. Initialiy
spurred by creation of a nine-foot navigation channel in the Mississippi River by the U.S.
Army Corps of Engineers during the 2930s and 1940s, the bazging industry carries buik
items such as gravel, coal, and grain. In addition, due to efforts to improve water quality
over the past 30 years, pleasure boating has rebounded on the Mississippi, as well.
2.6.5 Early Indr�stry
Since World War II, St. Paul's industrial base has seen both change and
consistency. Some older manufacturing operations have shut down, and the Fast Side
Industrial Corridor in particulaz has suffered through plant closings and aging
infrastructure. However, initiatives such as the Williams Hill redevelopment and the
planned Phalen Boulevazd aze designed to revitalize the area. Brewing, a longtime staple
of St. Paul manufactiuing, has changed with the times. Although the former Hamm's
Brewery has shut down, the old Schmidt Brewery is still in operation as the Landmark
Brewery, and the expanded Summit Brewery taps into the microhrew mazket. The Ford
Plant in Fiighland Park is still going strong, producing Ranger pickup trucks. While 3M
has moved much of its operations to the Woodbury plant and other sites, the original
facility on the East Side is still in use by the company. In addition newer, high-tech
companies, such as Lawson Softwaze, are taking up residence in the city, helping to
create a diverse manufacturing base.
2.6 6 Residential Patterns
� Like most American cities, St. Paul's population declined steadily during the
1950s through the 1980s as residents left for the suburbs and the housing stock aged.
�� However, a new trend that began during the 1990s reversed the residendal decline, and it
continues to grow. New residents aze settling in traditional neighborhoods alongside
'' longtime residents. The older city neighborhoods are being revitalized through
preservarion and restoration of existing housing and by in-fiIl construction of new
` housing, while brownfieids aze being cleaned up and redeveloped for residential use with
,= traditional urban designs.
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2.7 The Mississippi River and Natural Landscapes
2.7.1 Overview
Saint Paul Grand Round
Interycerive T'heme and Sites
Page 28
The Mississippi River heavily influenced the natural histary.of St. Paui, from the
geography of the river gorge and hibutary valleys to the flora and fauna supported by the
river. The river ecosystem, particulazly the geography, in tura has strongly influenced
historicat trends in St. Paul. The siting of the city itself, the location of its parks and
industrial operations, and the development of its residenrial patterns aze all directly
related to the river. Therefore, it is recommended that the Naiural History theme to be
developed by MNRRA should be the Mississippi River theme. The focus of
interpretarion should be the critical role that the river and its natural systems have played
and continue to glay in many aspects of the city's development.
2.7.2 Discussion
Much of the route of the Saint Paul Grand Round traverses areas with scenic
� vistas and primary natural landscapes along the Mississippi River and associated bluff
azeas. Many of these landscapes aze associated with unique geologic occurrences and
� provide many opportunities for natural landscape interpretation along the Saint Paul
Grand Round.
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For the past 12,000
years, the Mississippi
River has been the carving
the scenic bluffs we see
today. These bluffs are
primarily sof1, white
sandstone (St. Peter
Sandstone), which was at
one time mined for glass
production. This
sandstone is capped by a
hard, creamy Iimestone
(Plateville Limestone).
During the last period of
glaciation, the Ivlississippi
River was a relarively
small tributary to Glacial
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Saint Paul Cmand Round
Interpletive Themes and Sites
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River Warren to the southwest (which is now the Minnesota River). As these rivers cut
into the ancient rock, the differential hardness of the two stone resulted in the unique
bluff features along the river. Giaciat features such as H'idden Falls, Fountain Cave, Slot
Canyon and Iiorseshoe Bend Terminal Moraine provide interpretive opportuniries along
the route of the Grand Round.
The Mississippi River is part of one of the most complex ecosystems in the world.
It is a critical migration corridor for millions of birds and is home to a wide array of
wildlife, fish and plants. The route of the Grand Round provides numerous opportunities
for bird watching and interpretarion of natural plant communities, including upland
prairies and river valley forests.
The area of the Greening the Great River Project is also located along the route of
the Saint Paul Grand Round. This five-year project is dedicated to restoring the original
vegetation on both sides of the Mississippi River, from the High Bridge to Holman Fieid.
By restoring native grasses, shrubs and trees along the riverfront, a natural wiidlife
corridor will be provided between Pig's Eye Lake, Lilydale-Harriet Island and Hidden
Falls-Crosby Fazm Regional Parks. This project will provide additional opportunities for
interpretation of the natural landscape.
The upland azeas along the route of the Grand Round also include numerous
ravines, lakes, and tributary creeks of the Mississippi River. Interpretive opportunities
along the Grand Round will provide the visitor will a better understanding of this unique
ecosystem, as well as the physical features that have created the it.
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Interp:etive Themes and Sites
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3.0 EXISTING INTERPRETIVE MARKERS
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3.1 Interpretation of American Indian Heritage Sites
There are a number of heritage sites related to the history of American Indian
peoples along the Grand Round. However, it is important to note that no American
Indian sites or significant places or histories should be interpreted without partnership
and consultation with the appropriate �ibes, of which there are eleven in Minnesota. The
Dakota Nation has strong historical ries to this area, and there are opportunities for
partnership with the Dakota communities. A list is provided below of whom to contact
for gotential partrLering related to interpretation of American Indian sites or cultures on
the Grand Round.
� ■ Shakopee Mdewakanton Dakota Community is located south of the Twin Cities at
2330 Siowc Trail, NW, Prior Lake, MN 55372.
■ Prairie Island Mdewakanton Dakota Community is located near Red Wing at 1158
� Island Boulevazd, Welch, MN 55089.
■ Lower Sioux Community is located neaz Redwood Falls at RR 1, Box 308, Morton,
MN 56270.
■ Upper Siotix Community lands are in the westem part of the site at P.O. Box 147,
� Granite Falls, MN 56241.
� For fiu�ther informafion, contact the Minnesota Indian Affairs Council or
individual Tribal Councils or visit the Indian Affairs Council website at
http://www.indians.state.mn.us/.
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3.2 Existing Markers
Six existing historical markers are located along the Grand Round Trail. These
markers commemorate various aspects of St Paul's history, including:
■ St. Paul's Holman Field airport
■ a steamboat landing (Lower Landing or Lambert's Landing)
■ a hydro-electric turbine (Lock and Dam No. 1)
■ an eazly settlement site in St. Paui (Fountain's Cave)
■ an American Indian sacred cavem site (Carver's Cave)
• an American Indian burial mound group (Mounds Pazk).
Pictures of these markers are presented below with a brief caption describing their
location and the theme to which they relate.
,
'F'SiE IPdDSARt h4QI1PI235 £'AA;S
_ "AlrRiriAY" SERCOty
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Intecpre[ive Themes and Sites
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above the Mississippi River bluff, commemorates early
Euro American settlement in the area and can be
used to interpret the immigration theme
The site of the Lower Landing is commemorated at the
Lambert's Landing marker, located in dawntown St Paul
in the Lower Landing area, which can be inferpreted
through the transportation theme.
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,
Located north of Highway 94 near Mounds Boulevard, the
Indian Burial Mounds marker is not re[ated to any of the
existing themes developed for the Grand Round project
The Hydro-Electric Turbine marker for Lock and Dam No. I
is located on the Mississippi River near Mississippi River Boutevard
and is discussed under the transportation theme of this report
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4.0 RECONIlVIENDATIONS
.,� 4.1 Development of Interpretive Ideas
Saint Paul Grand Round
Inte:pretive Themes and Sites
Page 34
� The inforcnation presented in this report serves as a historical baseline for future
' ` development of the interpretive potenfial of the Grand Round. To provide engaging and
` meaningful interpretation of the sites and stories atong the corridor, a number of key
steps should be taken at the next stage to ensure appropriate and effective development
, � and implementation of the recommended themes. Each potential interpretive site should
be studied and analyzed in relation to the following:
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■ Developing more "popular" text and gaphics
■ Other media potential
■ Location of interpretive media
■ Relationship of inedia to the site
■ Who needs to be consulted regazding development of each site
■ Preservation potentiai and needs of each site
■ Relate history of garks and pazkways to design elements in the current landscape, e.g.
topography, landscaping, etc.
4.2 Plaques and Markers
One of the obvious media for interpretation of historical places is historic plaques
and markers. A proposed concept for an interpretive mazker or plaque is included in this
first stage of the Grand Round study.
1VIany historic photographs azchived at the Minnesota Historical Society or
Ramsey County Historical Society could be used. However, people in the community
have their own photos of family and friends that couid be included in appropriate markers
to make them mdre personal to a community.
In addition, these plaques and mazkers should include not only words and historic
photographs, but also quotations from the community. The elders of a community often
hold information lrnown only by them. Recording interviews with longtime residents
could be used for storytelling or put into written form for educational purposes. Excerpts
from the orai histories could also be incorporated into artwork, plaques and mazkers.
Interviewing the communiry's elders is also a way to bridge the gap between generations.
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Interpcerive Themes and Sites
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4.3 Public Art
Recommendations for interpreting the proposed themes begin with the notion that
art is an expression of life. Every individual, group, community and culture has history,
ideas, beliefs, and stories that can be illustrated though art. The recommendations
presented here suggest ways in which the persons, events, buildings, and landscapes
significant in each community's past can be interpreted to accurately and artistically
depict the uniqueness and importance of the area to the larger St. Paul community. The
outcome of the interpretation should be to give the communities through which the Grand
Round passes a means by which to communicate to others what their neighborhood
means to them This communicarion can be accomp:�.,;ied by presenting the history and
stories of a commuzuty in it own words and in images through a variety of inedia. It is
essentially interpretation of the neighborhood by the neighborhood.
� This can provide a means for public interpretation of the past and present. For
'� example, murals painted by Iocal artists with assistance &om neighborhood children or
sculpturai pieces with inscriptions could be produced and placed throughout the
� neighbarhood. Poems, quotations, and inscriptions could be added to ordinary objects
'� such as lampposts, sidewalks, bus stops, benches, boulders, walls and other such objects.
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4.4 Conclusions
Developing a shazed sense of the past can be accomplished through a variety of
,; media, as outlined above. Most important, however, is maintaining the sense of piace —
the actual locations where events took place speak loudez than any media can. These
i types of interpretive efforts could help to bring the Grand Round "alive" and provide
'; another reason to use and explore the historically significant trail.
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5.0 REFERENCES
Able, E., and A. Schmidt
1998 Phase II Archaeological Investigation for Proposed Improvements to the
Chesmut Street-Shepard Road Interchange, City of St. Paul, Ramsey County,
�nnesota. Prepazed for the Department of Public Works, Construction
Division, City of St. Paul, St. Paul, Minnesota Prepazed by The 106 Group Ltd.,
St. Paul, Minnesota.
Bennet, G., A. Ketz
1994 Phase II Archaeological Investigations, Shepard Road Alternative A-3 and
Warner Road S.M.St.P&P Raitroad Freight House, Shepard/{YarneriEast CBD
Bypass Project, St. Paul, �nnesota. Prepared for the City of St. Paul, St. Paul,
Minnesota. Prepared by The 106 Group Ltd., St. Paul, Minnesota.
Bennett, G., O. Dunlop, A. Ketz
1994 Burlino on Northern Regional Trail, East Seventh Street to Lake Phalen,
Cultural Resources Survey, Saint Paul, Minnesota. Prepazed for the City of 3t.
Paul, St. Paul, Minnesota Prepared by The 106 Group Ltd., St. Paul,
Minnesota.
City of St. Paul
1919 Report of the Department ofParks, Playgrounds, and Public Buildings, 1914-
1919. City of St. Paul, St. Paul, Minnesota.
1929 Report of the Department ofParks, Playgrounds, and Pub[ic Buildings, 1922-
1929. City of St. Paul, St. Paul, Minnesota.
Dolence, T., A. Ketz, A. Schmidt, and J. Trent
�� 1996 Phalen Boulevard Phase I Cultural Resources Investigation for the Draft
Environmentat Impact Statement for the City of St. Paul. Prepared for the City
of St. Paul, St. Paul, Minnesota; and Short Elliot Hendrickson, Inc., St. Paul,
� Mfnnesota. Prepared by The 106 Group Ltd., St. Paul, Minnesota.
� Ford Motor Company Twin Cities Assembly Plant
n.d. Historica! Overview, Ford Motor Company, Twin Cities Assembly Plant.
Manuscript on file at the Ford Motor Company Twin Cities Assembly Piant, St.
�
Paul, Minnesota.
Gilman, R.
� 1989 Northern Lights: The Story of Minnesota's Past. Minnesota Historical
3ociety Press, St. Paul, Minnesota.
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Irnerprerive Themes and Sites
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Johnson, H. B.
1981 'The Germans. In They Chose �nnesota, edited by 7une Drenning
Holmquist, pp. 153-184. Minnesota Historical Society Press, St. Paul,
Minnesota.
Ketz, A., M. Kullen, A. Schmidt, J. Trent, and J. Anderson of Anderson Environmental
Services
199'7 Phase I�Irchaeology and Phase II rirchitecture Survey for the Draft
Errvironmentat Impact Statement, Ayd �1t Road Reconstruction. Prepared £or
SRF Consulting Group, Inc., Minneapolis, Minnesota; and the City of St. Paui,
Department of Works, St Paul, Minnesota. Prepazed by The 106 Group Ltd.,
St. Paul, Minnesota.
', Ketz, A., and A. Schmidt
1997 Phalen Boulevard Phase ZI Culturo! Resources Evaluation for the Draft
� BnvironmentaI Impact Stotement, St. Paul, �nnesota. Prepared for the City of
�; St. Paul, St. Paul, Minnesota. Prepazed by The 106 Group Ltd., St. Paul,
Minnesota.
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Koran, T.
1989 The Mystery of the Leaking Lake: Phalen Park and Its Almost-100 Years of
History. Ramsey County History. On file at the Minnesota Historical Society,
St. Paul, Minnesota.
r Lanagran, D.
' 1988 The Neighborhood River. In The �ssissippi and St. Paul: A P[anning Study
of Interpretive Potentials, pp. 37-103. Prepazed for the Ramsey County
' Historical Society. Prepazed by Carole Zellie, Landscape Reseazch, and
�° consultants to the Ramsey County Historical Society.
' ; Millett, L.
' 1496 Twin Cities: Then and Now. Minnesota Historical Society Press, St. Paul,
F
Minnesota.
'' Peabody,L.
, 1915 History of the Parks and Public Grounds of St. Paul. Manuscript on file in
Yhe Collection of Minnesota History, Minnesota Historical Society, St. Paul,
�` Minnesota
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Rasmussen, K.
1980 Lowertown Hrstoric District National Register nomination form. On file at
the Minnesota State Historic Preservation Office, Minnesota History Center, St.
Paul, Minnesota.
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Saint PauS Gsand Round
Inteipretive Themes and Sites
Page 38
Schmidt, A.
1996 "The City Itself a Work of flrt": A Historical Evaluation of Como Park for
the City of St. Paul, �nnesota. Prepazed for the St. Paul Division of Parks and
Recreation, St. Paul, Minnesota. Prepazed by The 1Q6 Group Ltd., St. Pau1,
Minnesota.
Schmidt, A., G. Bourgerie, D. Ketz, A. Ketz, and K. Zschomler
1999 Great River Road Development Study, Cultural Resources Report, Yolume I.
Prepared for the Minnesota Department of Transportation Environmental
Services, Oakdale, Minnesota. Prepared by The 106 Group Ltd., St. Paul,
Minnesota.
Westbrook, N.
1983 Guide to the Industrial Archaeotogy of the Twin Cities. Prepared for the
Twelfth Annual Conference of the Society for Industrial Archeology, St. Paui
and Minneapolis, Minnesota. On file at the Minnesota Historical Society, St.
Paul, Minnesota.
' Zellie, C.
� 1988 The Working River. In The Mississippi and St. Paul: A Planning Study of
Interpretive Potentials, pp. 103-162. Prepazed for the Ramsey County
� Historical Society. Prepared by Carole Zeilie, Landscape Research, and
consultants to the Ramsey �ounty Aistorical Society.
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1991 St. Paul Heritage Preservation Commission Nomination for the Dayton's
B1ufJ' Heritage Preservation District. On file at the Minnesota IIistorical
Society, St. Paul, N�innesota.
Photo Credits (in order of appearance in text)
19`� Annual Report of the Park Commissioners of the City of St. Paul
1909 Bridge, Como Pazk.
19�' Rnnual Report of the Park Cornmissioners of the Ciry of St. Paul
1909 7apanese Gazden, Gomo Pazk.
19�' Annual Report of the Park Commissioners of the City of St. Paul
1909 River Boulevazd Bridge No. 1.
' Gregory Page Private Collection
n.d. Harriet Island Public Baths, facing southeast. Postcazd in the personal
collection of Gregory Page, St. Paul, Minnesota.
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Saint Paul Grand Round
Inierprerive Themes and Sites
Page 39
Gilman, R.
� I989 "Swede Holiow" sketch in Nonhern Lights: The Stary of �nnesota's Pasr.
Minnesota Historical Society Press, St. Paul.
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Gilman, R
1989 West Side Flats photograph in Northern Lights: The Story of �nnesota's Past.
Minnesota Historical Society Press, St. Paul.
Minnesota Historical5ociety
1910 Photograph of 7ackson Street Landing by Albert Munson. Photograph
Collection L.ocation No. MR2.4 SP4.3 p6, Negative No. 2404-B.
U.S. Army Corps of Engineers
' 2000 h�•//www mvo usace armv mil/pplumr /nav/Idl.html. Accessed on February
9, 2000.
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Minn esotaHistorical Society
1882 Photograph of Old Union Station, St. Paul by Joei Emmons Whimey.
Photograph Collection Location No. MR2.9 SP8r197, Negarive No. 5429.
Ramsey County History
1974 Sketch of Ayd Mill, Volume 11, Number 2.
Minnesota Historical Society
i4i0 Photograph of operations-at Hamm's Brewery, St. Paul. Ehotograph Collection
I,ocation No. HD7.4 p8, Negafive No. 31130.
Minnesota Historical Society
1963 Photograph of Teacher using 3M video tape recorder for lessons, South
Carolana. Photograph Collection Location I3o. L2 p3, I3egative No. 21190,
Creator: 3M Company.
Minnesota Historical Society
1888 Photograph of View Looking Northeast along Sununit Avenue from Norman
W. KitsonHouse, St. Paul. Photograph Collection Location No. MR2.9 SPlep19,
Negative No. 29540.
MinnesotaHistoricai Society
1888-1889 Photograph of Norman W. Kitson residence, Sutnmit and Selby by
Truman W. Ingersoil. Photograph Collection Location No. MR2.9 SP3.2ep36,
Negative No. 2245-b
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Saint Paul Grand Round
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Page 40
Minnesota Historical Society
1908 Postcazd of view from Smith Avenue of houses atong river, "Little Italy" of St.
Paul, Minnesota. Photograph Collection Locarion No. MR2.9 SPIg29, Negafive
No. 56746.
Bosse, H.
1886 From Foot ofDayton's Bluff, �nnesota.
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