Loading...
HomeMy WebLinkAbout2021-02-09 PACKET 06.A.Cottage Grove OR �'e Pride ' anaPvosPerity Meet isP SUBMITTED BY: BEN BOIKE COMMUNITY DEVELOPMENT DIRECTOR stage Grp The City of Cottage Grove historic preservation program is a successful local preservation program, and it reflects the past and present ideologies of the community. The education of the general public about the significance of people, places, and events of the past will be a key factor in the success in the future of our history and should be planned for. It is expected that the City and its residents will continue to shape a vision of where their historic preservation program is going and the steps necessary to carry this vision forward. The goals and policies outlined in the City's Comprehensive Plan will help to implement this vision. In the future, Cottage Grove will be a thriving community with a connection to its rich history. The following outcomes will guide preservation activities as the City continues to grow and change. • Historic preservation will continue to stress empowerment of individuals and the community through stewardship, advocacy, education, and partnership • Cottage Grove will be a distinctive and recognizable community where preserved historic buildings and sites provide physical links to the past and foster a sense of community and personal identity • Core historic preservation program areas will continue to emphasize comprehensive planning, identification, and evaluation of heritage resources: the City Register of Historic Sites and Landmarks: and design review, with important initiatives in the areas of heritage education and tourism, economic development, and treatment of historic properties • Historic buildings will be preserved as functional, useful parts of the modern city and will be a focus for important education, edification, recreation, and economic development activities On the Cover: The cover image is used compliments of Coldwell Banker Realty, Shoreview and is a photograph of one of the most a unique historic buildings in Cottage Grove with new housing tracts encroaching in the background, highlighting the contrast of old meeting new within the community. Page 1 INTRODUCTION & BACKGROUND Thompson Grove Neighborhood 1961 1840's Era Log Cottage Thompson Grove Advertising Image Introduction The purpose of this report is to provide guidance relating to historic properties in Cottage Grove, specifically by outlining properties that are listed in the National Register of Historic Places and those listed the City Register of Historic Sites and Landmarks, and by prioritizing/identifying 20 additional properties with historic significance for future consideration to be added to the City Register. Background Evidence of human habitation can be found in the lowlands, bluffs and islands in or adjacent to the "Mighty Mississippi River" to the prairie oak savannahs in the north central portion of the community. Settlement and development did not begin in earnest until 1843 when pioneer settler James Sullivan Norris named his cottage nestled in the woods "Cottage Grove." No pictures exist of the cabin, but the Washington County Historical Society collection contains an example of a similar era structure from Denmark shown above (the Wright family is identified in this picture). Attributed as the birthplace of commercial agriculture in Minnesota, the township's thriving agricultural economy supported the early growth of the community centered around current day Lamar Avenue in "Old Cottage Grove." That community growth continues today and began in earnest in 1958 when Orrin Thompson Homes purchased the Belden Farm, which was located in Sections 17 and 18. The resulting single-family development became known as "Thompson Grove." Page 2 The company continued a succession of annual home development projects, and they are still building houses in the City as Lennar Homes. By the spring of 1960, a total of 1,164 lots were platted in the eight Thompson Grove additions. With the continued construction of homes, the population of Cottage Grove has steadily risen from 800 in 1958 to over 38,000 today. As this urban growth continues to expand, the frequency of conflicts with old and new in the community occurs with more regularity. In October 1966, the National Historic Preservation Act was signed into law. This legislation was intended to preserve historic and archeological sites in the United States and established the National Register of Historic Places and State Historic Preservation Offices. In 1976, Historic Cedarhurst was the first property in the City to be placed on the National Historic Register. The Grey Cloud Lime Kiln and the Schilling Archeological District were added in 1978. Grey Cloud Lime Kiln After 2014 Collapse Page 3 • t In August 1981, the City established a local historic register in attempt to further preserve sites of historic significance with the adoption of Ordinance 355, which is titled, 'An ordinance for the City of Cottage Grove Minnesota, relating to cultural resource management and historic preservation.' The Declaration of Public Policy and Purpose section reads: "The City Council of the City of Cottage Grove hereby declares as a matter of public policy that the protection, preservation, perpetuation and use of places, areas, buildings, structures and other objects having a special historical, community or aesthetic interest or value is a public necessity and is required in the interest of the people. The purpose of this ordinance is to: (a) Safeguard the cultural resources of the City of Cottage Grove by preserving sites, structures and landmarks which reflect elements of the city's cultural, social, economic, political or architectural history: (b) Protect and enhance the City of Cottage Grove's attractions to residents and visitors; (c) Foster civic pride in the beauty and notable achievements of the past: (d) Enhance the visual and aesthetic character, diversity and interest of the City of Cottage Grove: and (e) Promote the use and preservation of historic sites and landmarks for the education and general welfare of the people of the City of Cottage Grove." The ordinance established a Local Historic Register of Sites and Landmarks and tasked the Parks and Natural Resources Commission with the duties of managing the operations of the of the City's Historic Preservation program. The ordinance also authorized the creation of a Cultural Resource Survey, which prepared the groundwork for the operation of the adopted City's Historic Preservation Program. In addition, Title 9-9 of the current City Code is dedicated to historic preservation within the community. Page 4 ADVISORY COMMITTEE ON HISTORIC PRESERVATION (ACHP) With the establishment of the Local Historic Register of Sites and landmarks, the Advisory Committee on Historic Preservation (ACHP) was created as a subcommittee of the Parks Commission. Among other responsibilities, the ACHP was tasked with providing recommendations for which sites and landmarks within the community should be considered to be included on the local register, as well as reviewing any proposed changes to those sites and landmarks that are listed on the register (a list of the current sites and landmarks on the city register is listed later in this report). The ACHP also focuses on education about current documented and registered properties. More recently, the ACHP has focused its efforts on research and education about the people and places that made the community what it is today. One education program involved the production of a historic playing card deck. The phase one historic playing card project was a big hit with the Strawberry Festival attendees in 2014 and has since sold out. Based on the success of that education program platform, the ACHP has begun the assembly of pictures and information for a phase two deck printing. The ACHP members all bring a unique insight and enthusiasm into local history, and their efforts to bring protection and enlightenment to historic components of the community are invaluable. d 9�Rr�klNlp 3 •,,+.�k"i�ICR�w':.....__ �I h National Register of Historic Places Sites listed on the National Register of Historic Places are guided by the Secretary of the Interior's Standards for the Treatment of Historical Properties with a set of guidelines in order to preserve the historical significance of the property. In Cottage Grove, there are four sites listed on the National Register of Historic Places which includes two homes, one industrial lime kiln, and one archaeological site. The locations of the sites are detailed on Figure 1 below. 4o4�R�Y N �1A5 BEEpLAC4�6O NATIONAL V7 REGISTER -r.- e 1' r► I GREY CLOUD LIME KILN In the 1840's early settlers chose this place to build a lime kiln, The massive limestone block structure is about 20 feet square at its base and rises about 35 feet in height. Fired by wood, locally quarried limestone was changed into a gritty powder called quicklime, which was placed in barrels and hauled away by wagon for use in building construction and as an agricultural fertilizer. In operation until near the turn of the century, this is one of Minnesota's oldest industrial sites. It is preserved today as a monument to the pioneers who founded the Cottage Grove and Grey Cloud communities. The Grey Cloud lime Kiln is listed in the National Register of Historic Places and the City Register of Historic Sites and Landmarks. 3. John P. Furber House - 7310 Lamar Avenue The Furber house, built in 1871, is one of the first homes in the original village of Cottage Grove. It was occupied by John P. Furber and his family, notable town residents at the time. In 1871, Furber surveyed and platted the official Village of Cottage Grove, a 40-acre settlement adjacent to the town. The home was listed in the National Register of Historic Places on April 20, 1982. �Irl �i' Inr SCIWia+� '}irC Schilling Archeological District w.y �r tear r t.•,�rfr�.- Mound Detail FO 4. Schilling Archeological District - Lower Grey Cloud Island The Schilling Archeological District is located on Lower Grey Cloud Island on private property. The dissemination of the exact location is restricted to protect the integrity of the site. The District contains Native American burial mounds, midden mounds, and signs of occupation dating back to 1000 BCE to 1700CE and is noted for rare Early Woodland Period components and Middle Mississippian cultural influences. The site was first surveyed in 1887. Later, archeological studies were completed on the site in the 1940's and 1950's by staff and students from the University of Minnesota, Hamline University, and the Science Museum of Minnesota. The site was listed in the National Register of Historic Places on December 22, 1978. Figure 1: Map of the National Register Properties Page 8 a City Register of Historic Sites and Landmarks The following 15 sites are listed in the City Register of Historic Sites and Landmarks and are depicted on Figure 2 below: 1. First Congregational Church/Accacia Lodge No. 51. -11094 70th Street, Old Cottage Grove Greek Revival style church (1866). Listed in the City Register of Historic Sites and Landmarks (1987). 2. Dr. Arthur L. Steen House ("Forest Home") - 7405 Lamar Avenue, Old Cottage Grove Queen Anne style residence (1881). Listed in the City Register of Historic Sites and Landmarks (1983). 3. Dr. William W. Furber House - 7697 Lamar Avenue, Old Cottage Grove Colonial Revival style residence (1901). Listed in the City Register of Historic Sites and Landmarks (1987). 4. Atkinson Cemetery - 7211 East Point Douglas Road Inactive rural cemetery (1874). Listed in the City Register of Historic Sites and Landmarks (1982). S. Watson Family Home Farm - 8919 70th Street Italianate style residence (1860), outbuildings. Listed in the City Register of Historic Sites and Landmarks (1984). 6. Cottage Grove Town Hall - 9540 Islay Avenue, Langdon Neighborhood Greek Revival style township hall (1881). Listed in the City Register of Historic Sites and Landmarks (1982). 7. Cottage Grove Cemetery - NE Section 11, Old Cottage Grove Active historic cemetery (1856), historic landscape. Listed in the City Register of Historic Sites and Landmarks (1989). City Register of Historic Sites and Landmarks (Continued) 8. William F. Mackintosh/John Healy House/Hope Glen Farm - 10276 East Point Douglas Road Tudor Revival style residence (1916), farmstead. Listed in the City Register of Historic Sites and Landmarks (House 2002 and Barn 2012). 9. Lyceum Hall Caretaker's Sheds - Cottage Grove Cemetery, Old Cottage Grove Possible remains of civic building (1852). Listed in the City Register of Historic Sites and Landmarks (1983). 10. Roger Shepard House ("Green Acres") - 8946 70th Street Colonial Revival Style residence (1920). Part of Shepard Farm Historic District. Listed in the City Register of Historic Sites and Landmarks (2017) 11. Harry Roberts House - 8348 Keats Avenue Vernacular Corn Belt Cube Type Residence (1930), traditional barn (1893). Listed in the City Register of Historic Sites and Landmarks (1998). 12. St. Matthew's Evangelical and Reform Church/Cottage Grove Community Club - 6000 Lamar Avenue Gothic Revival style church (1887) and attached dance hall (1955). Listed in the City Register of Historic Sites and Landmarks (1983) 13. Cordenio Severance House ("Cedarhurst") - 6940 Keats Avenue The home was designed in the classical revival style in 1868 and remodeled by Cass Gilbert in 1917. Listed in the National Register of Historic Places (1976) and in the City Register of Historic Sites and Landmarks (1991). 14. John P. Furber Wedding and Event Center - 7310 Lamar Avenue The Vandenberg Arched A Barn was listed in City Register of Historic Sites and Landmarks (2013) When the City was first approached by the property owners about the proposed adaptive reuse as a wedding and event center, the barn, while being a significant visual benefit to old Cottage Grove, suffered severe internal damage and decay to the physical structure. Through the Historic Places Conditional Use Permit, this structure was rehabilitated into an esteemed portion of the fabric of the community. 15. Old People's Cemetery. NE/NE Quarter Section 7. South of 70th Street between Goodview and Granada Avenues Inactive rural cemetery (1903-1917). Listed in City Register of Historic Sites and Landmarks (1982). Page 10 Prioritized List of Historical Properties Over the years, the ACHP has compiled a list of over 200 sites that have historical significance within the City of Cottage Grove. As a component of the City's Strategic Plan, the ACHP was tasked in 2020 with the request to prioritize the list and provide a recommendation in identifying a list of properties they believe should be considered for the City Register of Historic Sites and Landmarks. Supporting information relating to the prioritized sites can be found in Appendix A. The following methodology was utilized to sort and rank the sites: Findings of Significance (FOS) Relevancy to person or local, regional, state, or national event of significance Prominence in the community Uniqueness to the community Whether or not the site is located within the Metropolitan Urban Service Area (MUSA) Anecdotal information •l MM■ :3 ►1 M :1"ff•l' J'1•l J :3' 1. Langdon Consolidated School - 8839 95th Street Two-story brick school building (1918). FOS issued 8/16/90. 2. Elmer Furber House - 8715 70th Street Vernacular Corn Belt Cube Type residence (1916). FOS issued 8/16/90. 3. Henry Nieman House - 7380 Lamar Avenue Queen Anne Style residence (ca. 1900?). FOS issued 8/16/90. 4. John Bailey House - 7858 West Point Douglas Road Vernacular Corn Belt Cube Type residence (1912), outbuildings. FOS issued 8/16/90. S. William Cowan/Okey House - 10301 Grey Cloud Island Trail Greek Revival Style residence (ca. 1850s), barn. FOS issued 9127/90. 6. Furber Granary - 8677 70th Street Traditional wooden agricultural building (ca. 1880s/1900s?). FOS issued 8/16/90. 7. Perkins House - 7201 Lamar Ave South Vernacular four square house style. FOS issued 6/16/92 8. William Haapala House/Cedarhurst Gardener's Cottage - 9912 70th Street Vernacular Bungalow type residence (1890) formerly part of Cedarhurst estate. 9. Arthur W. Brown House - 11060 70th Street Colonial Revival style residence (c.a.1928), telephone company office Washington County 10. Jansen US Airmail Beacon, St. Paul Park Airport - 9649 90th Street Non -extant civilian airfield (1950s-1960s). Destined to become a future trail interpretation location, a concrete arrow is a remnant of the U.S. Airmail Beacon System that stretched across the country from 1924 to 1973. The arrows were accompanied by 50-foot metal towers with rotating beacon lights and small shacks. The marker sites were spaced three to five miles apart and were utilized for navigation aids by airmail pilots. Page 12 Figure 3: Map of Top Ten Historic Sites Figure 4: Map of Top Ten Archeological Sites L9owd T®p +0 Rgr4yNWpspulb�F � y ! �^;� � CG CAy eaw+y7 BJ�Y ri ' yr J� Page 13 TOP TEN ARCHEOLOGICAL SITES The ACHP has identified 10 archeological districts that warrant recognition as important factors in the historic fabric of the community. Sites 1-5 below could involve additional research and interpretation to help better explain the value and actions that lead to their inclusion in the community landscape. Interpretive stations could be a component of sharing these sites with the broader community. Sites 6-10 are geologic features that can be utilized as an educational component related to how those features have come to be a part of the community and what influences or factors should be explored further by the AC H P. 1. Pt. Douglas -Ft. Ripley Military Road. Route of Lehigh Road, Lamar Avenue, Military Road; abandoned road in Section 11 Historic route (1851), designated historic landscape. 2. Norris, James S. Site. SW Section 1, Old Cottage Grove Pioneer homesite (1843), potential historic archaeological site. 3. Grey Cloud Mound Group/21WA2. Lower Grey Cloud Island Prehistoric earthworks (Woodland). 4. Michaud Mound Group/21WA9.Lower Grey Cloud Island. Prehistoric earthworks (Woodland). S. Grey Cloud Town site/21WA48. Lower Grey Cloud Island Townsite (1856), historic archaeological site. 6. Cottage Grove Ravine Tunnel Valley. Sections 2, 11, 14, 22, 23, and 26 Natural landmark, historic landscape. 7. Glacial River Channel. Sections 7, 20, 21, 27, 28, and 34 Natural landmark, historic landscape. 8. Camel's Hump. Sections 6 and 7 Natural landmark, historic landscape. 9. Bedrock Knob. NW Section 11 Natural landmark, historic landscape. 10. Hill, Lewis Site. Shepard's Woods Pioneer homesite (1844) potential historic archaeological site. Page 14 r - - _ ,.� �s Top Four Historical Districts During the prioritization process, the ACHP identified four historic districts as areas of focus for future historic preservation educational activities or scrutinization of development projects in relationship to identified historic sites or features within the districts. The City does not currently have any designated historic districts; therefore, the ACHP recommends consideration of formally approving the listed districts on the local register in the future. Figure 5 below identifies the districts. 1. Lower Grey Cloud Island. Natural landmark, historic landscape. 2. Old Cottage Grove Historic District. Sections 11 and 12, Old Cottage Grove. Rural village (1850s), buildings, sites. 3. Langdon Historic District. Railway village (1871), buildings, sites. 4. Thompson Grove Historic District. Suburban subdivision (1958). Figure 5: Map of Top 4 Historical Districts Page 15 Implementation Strategies The conflict between historic properties and new development is inevitable as the City continues to grow. In order to make the transition of development smooth while also protecting Cottage Grove's past, the following identified strategies are recommended: Strategy 1 Reference this report for future consideration of adding recommended properties and sites to the City Register of Historic Sites and Landmarks. Strategy 2 Follow the Historic Goals and Policies of the 2040 Comprehensive Plan, which can be found in Appendix B. Strategy 3 Identify if an adaptive reuse of the property is feasible and achievable as a component of development projects. " Strategy 4 + Consider establishing a historic preservation r.. incentive grant fund to encourage historic t` f preservation friendly projects. Strategy 5 Consider establishing a local tax credit program to encourage historic preservation. Strategy 6 Reach out to priority historic property owners and encourage them to participate in the City's Historic Preservation Program. r 0 The Historic Preservation Strategy Report should be considered a malleable document that is reviewed regularly for changes in opportunities, challenges, and community expectations. As long as the City continues to grow and develop, this report can be a valuable tool in managing that transition into the future while also preserving the past. Cottage / Grove here Pride and?COsperity Meet Page 17 FINDING OF SIGNIFICANCE Priority Site 1 Resource name: Langdon Consolidated School Location: 8839 96th Street South Owner: O.C.A.W. Local 6 HSI ID#: 013 SHPO #: WA-CGC--017 Resource type: School Architectural style/type: N/A Date of construction: 1918 Representation In existing surveys: Reconnaissance 1981; Local Registration Proj. 1985 Integrity: Good This property has been evaluated as substantially meeting the criteria for nomination to the City Register of Historic Sites and Landmarks (see City Code Sec. 13A-4). The applicable criteria are Indicated below: [XI Its character, Interest, or value as part of the history or cultural heritage or the City of Cottage Grove, the State of Minnesota, or the United States, [XI Its association with persons or events that have made a significant contributlon to the cultural heritage of the City. E I Its potential to yield Information important In history or prehistory, EXI Its embodiment of distinguishing characteristics of architectural type or style, or elements of design, detail, materials, or craftsmanship. [ I Its unique location or singular physical appearance representing an established and familiar visual feature of a neighborhood or community of the City. Dated this 16thday of August 1990' Attest: , 1-, / _ rperson Clfy Hlstofic Preservation Officer Appendix A Priority Site 2 FINDING OF SIGNIFICANCE Resource name: Elmer Furber House Location: 8715 70th Street South Owner: HSI ID#: 025 SHPO #: WA-CGC-027 Resource types House Architectural style/type: Vernacular Corn Belt Cube Date of construction: 1916/1917 Representation In existing surveys: Reconnaissance 1983; Local Registration Proj. 1985; Survey of Pre-1940 Houses 1988 Integrity: Good This property has been evaluated as substantially meeting the criteria for nomination to the City Register of Historic Sites and Landmarks (see City Code Sec. 13A-4). The applicable criteria are Indicated below: E 1 Its character, Interest, or value as part of the history or cultural heritage or the City of Cottage Grove, the State of Minnesota, or the United States. E 1 Its association with persons or events that have made a significant contribution to the cultural heritage of the City. E 1 Its potential to yield information Important In history or prehistory. Ex Its embodiment of distinguishing characteristics of architectural type or style, or elements of design, detail, materials, or craftsmanship. E I Its unique location or singular physical appearance representing an established and familiar visual feature of a neighborhood or community of the City.. Dated this 16tlday of August , 1990, . Attests rperson r Clty Historic Preservation Officer Priority Site 3 FINDING OF SIGNIFICANCE Resource name: Nieman House Locations 7380 Lamar Avenue South Owner: Charles Blatz HSI ID#: 026 SHPO #: WA-CGC-028 Resource type: House Architectural style/type: Queen Anne/Shingle Date of construction: circa 1900 Representation in existing surveys: Reconnaissance 1983; Local Registration Proj. 1985; Pre-1940 house inventory 1988 Integrity! Good This property has been evaluated as substantially meeting the criteria for nomination to the City Register of Historic Sites and Landmarks (see City Code Sec. 13A-4). The applicable criteria are indicated below: t I Its character, Interest, or value as part of the history or cultural heritage or the City of Cottage Grove, the State of Minnesota, or the United States. [ I Its association with persons or events that have made a significant contribut'lon to the cultural heritage of the City. I I Its potential to yield Information Important in history or prehistory. [XI Its embodiment of distinguishing characteristics of architectural type or style, or elements of design, detal:l, materials, or craftsmanship. t I Its unique location or singular physical appearance representing an established and familiar visual feature of a neighborhood or community of the City,. Dated this 16thday of August , 1990' Atteet: irperson City Histbric Preservation Officer F11 1 Resource Name: Historic Nieman House 1 Other Name(s): Blatz House Location: 7380 Lamar Avenue 1 East Cottage Grove Resource Classification Type: Building: House; Queen Anne Style 1 Diagnostic Elements: Massed rectangle ground plan; one and one-half 1 stories; gable roof; wood frame construction; clapboard siding; full -facade porch; decorative shingles in Gothic arch on street facade. 1 Documentation: CRS #: 83-8 HSI #: 026 1 Historical Abstract: c.1900(?) Date of construction. 1 1910-1950 House owned and occupied by Henry Nieman. 1 Notes: The house is a hybrid of vernacular and Victorian architectural details. The roof has three inter- secting gables; the large gable that dominates the 1 street facade surrounds a Gothic arch decorated with shingles. Other distinguishing architectural details Include corner and sill boards, full -width 1 columned front porch. Local informants say the house was built by Theo 1 Hoffman before 1900. It was later occupied by members of the Bahls family. 0 1 127 Priority Site 4 Resource Name: Historic Bailey House Other Name(s): Location: 7858 Pt. Douglas Road Resource Classification Type: Building: House; Corn Belt Cube Type Diagnostic Elements: Massed square ground plan (with appendages); two and one-half stories; hip roof; wood frame construction; lapped board siding; two large dormers; entry portico; second story sleeping porch; bays; additions. Documentation: CRS #: 83-12 HSI #: 030 Historical Abstract: 1874 Levi Bailey house shwon this location In Andreas' atlas. 1887 Levi Bailey house shown this location on plat map. 1912 House built by John Bailey. Notes: The first member of the Bailey family to settle in Cottage Grove was John Bailey (1810-1878), who came from Canada in 1856. Successive generations of the Bailey family played Important roles in community development. Note the scroll -cut brackets under the eaves of the roof and the triangular Gothic window caps. The house's orientation has been altered: it hasbeen moved 100 feet west of Its original site and rotated 900, so that the former south facade now faces east. 169 FINDING OF SIGNIFICANCE Resource name: Nieman House Location: 7380 Lamar Avenue South Owner: Charles Blatz HSI ID#: 026 SHPO #: WA-CGC-028 Resource type: House Architectural style/type: Queen Anne/Shingle Date of construction: circa 1900 Representation In existing surveys: Reconnaissance 1983; Local Registration Proj. 1985; Pre-1940 house inventory 1988 Integrity: Good This property has been evaluated as substantially meeting the criteria for nomination to the City Register of Historic Sites and Landmarks (see City Code Sec. 13A-4). The applicable criteria are indicated below: _ l l Its character, Interest, or value as part of the history or cultural heritage or the City of Cottage Grove, the State of Minnesota, or the United States. I l Its association with persons or events that have made a significant contribut'lon to the cultural heritage of the City. [ l Its potential to yield information Important in history or prehistory. 1XI Its embodiment of distinguishing characteristics of architectural type or style, or elements of design, detall, materials, or craftsmanship. 1 l Its unique location or singular physical appearance representing an established and familiar visual feature of a neighborhood or community of the City. Dated this 16thday of August 1990 Attest: irperson City Histroric Preservation Officer FINDING OF SIt3NIF'ICANCE Priority Site 5 Resource name: Okey House Location: 10301 Grey Cloud Tr. Owner: Mary Okey HSI ID#: SHPO #: WA-CGC-034 Resource type: Greek Revival Style house Architectural style/type: Greek Revival Date of construction: ca. 1850s Representation in existing surveys: Pre-1940 Houses, Early American Settlement Integrity: Good This property has been evaluated as substantially meeting the criteria for nomination to the City Register of Historic Sites and Landmarks (see City Code Sec. 13A-4). The applicable criteria are indicated below: I I Its character, interest, or value as part of the history or cultural heritage or the City of Cottage Grove, the State of Minnesota, or the United States. I l Its association with persons or events that have made a significant contribution to the cultural heritage of the City. t I Its potential to yield information Important In history or prehistory. [ 30 Its embodiment of distinguishing characteristics of architectural type or style, or elements of design, detail, materials, or craftsmanship. C I Its unique location or singular physical appearance representing an established and familiar visual feature of a neighborhood or community of the City.. Dated this 27t1¢ay of September , 19 90 . Attest: son ty HlstoricKreservation Officer Resource Name: Okey House Other Name(s): Prince of Wales Hotel(?); O'Boyle House Location: 10301 Grey Cloud Island Trall Resource Classification Type: Building: Hotel(?)/House; Greek Revival Style Diagnostic Elements: Massed rectangle ground plan; two and one-half stories; gable roof; facade oriented parallel to roof axis; symmetrical fenestration; limestone block construction; stucco finish; shed roof dormers on both slopes of roof; one-story shed roofed appendage. Documentation: CRS #: 84-1 HSI #: 032 Historical Abstract: c.1850 Date of construction. c.1960 Third -floor attic remodeled. Notes: Identification of this house with the historic Prince of Wales Hotel Is tentative. ' One of the most massive structures In Cottage Grove, this large building was constructed of hewn limestone, with walls threee and one-half feet ' thick on the ground floor, two and one-half feet thick at thee third -floor level. The attic has been enlarged with dormers. 92 FINDING OF SIGNIFICANCE Priority Site 6 Resource names Furber Granary Locations 8677 70th Street South Owner: Grant Cottrell HSI ID#: 037 SHPO #: WA-CGC-039 Resource type: Agricultural outbuilding Architectural style/type: Vernacular Date of construction: unknown (possibly circa 1860) Representation in existing surveys: Local Registration Proj. 1985 Integrity: Granary is used for storage but is in good condition This property has been evaluated as substantially meeting the criteria for nomination to the City Register of Historic Sites and Landmarks (see City Code Sec. 13A--4). The applicable criteria are indicated below: [ g] Its character, interest, or value as •part of the history or cultural heritage or the City of Cottage Grove, the State of Minnesota, or the United States. Cg] Its association with persons or events that have made a significant contribution to the cultural heritage of the City. t ] Its potential to yield information important in history or prehistory. [ ] Its embodiment of distinguishing characteristics of architectural type or style, or elements of design, detail, materials, or craftsmanship. [ ] Its unique location or singular physical appearance representing an established and familiar visual feature of a neighborhood or community of the City. Dated this 16thday of August i99C1 Attest: r P a person ty stor c Preservation Officer Priority Site 7 CITY OF COTTAGE GROVE ADVISORY COMMITTEE ON HISTORICPRESERVATION FINDING OF SIGNIFICANCE Perkins House 7201 Lamar Avenue South This historic property known as the Perkins House, 7201 Lamar Avenue South, has been evaluated by the Advisory Committee on Historic Preservation (ACHP) as meeting the criteria for nomination to the City Register of Historic Sites and Landmarks. The cultural resource value of this historic residence, which was constructed around 1900, is its association with the broad pattern of historical development in Old Cottage Grove Village. It is also a notable and well preserved example of the vernacular Four - Square house type. The property has been evaluated within the local historic context, "Old Cottage Grove Village (1850-1955)," as outlined in the Historic Preservation Element of the Cottage Grove Comprehensive Plan. Issued this 18`h day of June, 2002. GavfGolusky, AQBKhairperson Robert C. Vogel, CHP Priority Site 8 CITY OF COTTAGE GROVE ADVISORY COMMITTEE ON HISTORIC PRESERVATION FINDING OF SIGNIFICANCE Cedarhurst Historic District 6940 Keats Ave So., 9905 Military Rd., and 9912 - 70th St. So. The historic property known as the Cedarhurst Historic District has been evaluated by the Advisory Committee on Historic Preservation (ACHP) as substantially meeting the criteria for nomination to the City Register of Historic Sites and Landmarks pursuant to City Code § 13A-4. The cultural resource value of this group of residences and outbuildings is the product of its association with Mary and Cordenio Severance and their country estate "Cedarhurst." The district consists of the historic Severance House at 6940 Keats, the gardener's cottage at 9912 - 70th, and the chauffeur's cottage at 9905 Military, which were constructed between ca. 1865 and 1918. Each.of the three residences possesses high architectural values in its own right and were historically linked by function and ownership by the Severances until 1925. The resource has been evaluated within the local historic context, "Historic Cedarhurst (ca. 1865-1971)," as outlined in the Historic Preservation Element of the Cottage Grove Comprehensive Plan. Issued this 21 st day of November, 2000. Gap3rGolusky, AQRKhairperson Robert C. Vogel, CHP Priority Site 9 Resource Name: Historic Brown House Other Names): Mountbriard House Location: 11060 7Oth Street Resource Classification Type: Building: House; Colonial Revival Type Diagnostic Elements: Massed rectangle ground plan; two stories; gable roof; facade oriented parallel to roof axis; symmetrical fenestration; wood frame construction; lapped board siding; entry porch; recent one story addition in rear. Documentation: CRS #: 84-2 Historical Abstract: c.1940 Date of construction. Notes: The home of Arthur W. Brown (1890-1986), manager of the Washington County Telephone Company from 1928 to 1958. The telephone switchboard was located here until the system was acquired by Northwestern Bell. This Is the site of the old Foley house, occupied by the Brown family after 1928 and torn down to make room for the present house. 63 Cottage J Grove here Pride a,,V(05peritY Meet TO: Advisory Committee on Historic Preservation FROM: John M. Burbank, Senior Planner DATE: January 5, 2018 RE: Jansen Airway Flight Beacon Marker Introduction Priority Site 10 Earlier this summer, there were print and broadcast reports about the airmail flight beacon marker Discussion Due to the interest in the marker and its history, Mr. Jansen has indicated a desire to have the marker placed on the City's Register of Historic Sites and Landmarks. The marker and adjacent area would be considered eligible to be listed on the local register. The City only initiates registra- tion upon an owner's request. A variety of information and supporting documentation on the marker are attached to this memorandum. The process for the registration as mandated by the City Code and practiced by the City is detailed below. Ordinance Criteria The ordinance criteria found in the City Code relating to the eligibility and registration of historic sites and landmarks are identified below: Advisory Committee on Historic Preservation Jansen Flight Beacon Marker January 5, 2018 Page 2 of 2 9-9-4: DESIGNATION OF HISTORIC SITES AND LANDMARKS: A. Procedures: The city council, upon the request of the advisory committee on historic preservation, may by resolution designate a historic site, landmark, or historic district. Prior to such designation, the city council shall hold a public hearing, notice of which shall have been published in a newspaper of general circulation at least ten (10) days prior to the date of the hearing; notice of the hearing shall also be mailed to all owners of property which is proposed to be designated as a historic site, landmark or historic district and to all property owners within one hundred meters (100 m) of the boundary of the area to be designated. Every nomination shall be forwarded to the Minnesota His- torical Society for review and comment within sixty (60) days of the advisory committee on historic preservation's request. B. Eligibility Criteria: In considering the designation of any area, site, place, district, building or structure in the city as a historic site or landmark, the advisory committee on historic preservation shall con- sider the following factors with respect to eligibility: 1. Its character, interest, or value as part of the history or cultural heritage of the city, the state or the United States; 2. Its association with persons or events that have made a significant contribution to the cultural heritage of the city; 3. Its potential to yield information important in history or prehistory; 4. Its embodiment of distinguishing characteristics of architectural type or style, or elements of design, detail materials or craftsmanship; and 5. Its unique location or singular physical appearance representing an established or familiar visual. Summary • The site and its associated purpose are well documented. The site is one of the few remaining markers in the country. • The City's Engineering Division did not identify potential interference of the designated site with any future road or utility projects along 90th Street. • The site could be developed into a historic trail interpretation point with the development of the Jansen property or the improvement of 90th Street. Given that the marker meets the eligibility criteria and the owner's interest to include it on the City's Register, it is recommended that the ACHP instigate the process for the listing. Recommendation Review, discuss, and make a recommendation. NEWS Looking for St. Paul? Look for the giant concrete arrow in Cottage Grove Jim Jansen of Cottage Grove poses in June 2017 with a concrete arrow next to his house, built as part of a ground -based navigation system extending from New York to California in the 1920s and '30s. The arrow was painted bright yellow and was next to a 50-foot tower with a beacon atop it. U.S. Post Office pilots would look for the beacon and then follow the arrow to Holman Field in St. Paul. (Scott Takushi / Pioneer Press) By MARY DIVINE I mdivine@pioneerpress.com I Pioneer Press PUBLISHED: July 1, 2017 at 7:00 am l UPDATED: July 1, 2017 at 1:46 pm Some of Jim Jansen's earliest memories involve playing on a 51-foot beacon tower and giant concrete arrow outside his family's farmhouse in Cottage Grove. "I used to climb up to the top of the tower," said Jansen, 81, a farmer who still lives in the house on 90th Street where he was born. "When I was a young kid, everything looked big. I was this tall," he said, putting his hand to his hip, "and we've got this big giant thing in the back yard. I couldn't get into the top part. it was locked shut, but I kept trying." Jansen's makeshift playground served an important purpose: It was part of an elaborate navigation system built coast -to -coast early in the 20th century to help pilots deliver mail for the U.S. Post Office. in the days before radar and GPS, pilots flying the air -mail route to the Twin Cities knew to look for the shining rotating beacon and the 70-foot-long bright -yellow directional arrow in Cottage Grove. "It points northwest," Jansen said. "That way they knew which way to go to get to Holman Field (in St. Paul). They used to keep it brightly painted, so it was easy to see. There were some big numbers painted on it, like, 3-7-9. The numbers were probably about 3-feet high; they meant something to the pilots, apparently." Jansen believes the arrow was installed in 1930, two years after his father, Ben, bought the 240-acre farm. "They wanted to put it out in the field across the road (90th Street), and my dad says: `Why would you want to put it out in the field? You put it right behind the house,' " Jansen said. "it turned out to be a good thing because if it was out in the middle of a field, it would have been in our way, and we would have done away with it years ago. But behind the house, it never bothered us, so it's just there." The beacon — about 2 to 3 feet in diameter — rotated every 7 seconds, but because the tower was so high, the light shone above the house. "it didn't bother us at night, but it bothered some of our neighbors a mile or two away because it would shine in their windows," he said. "My uncle used to call this place the Beacon tight Farm." Jim Jansen of Cottage Grove poses with a concrete arrow next to his house, built as a part of a ground -based navigation system extending from New York to California in the 1920's and 30's, Monday, June 26, 2017. The arrow was painted bright -yellow and was next to a 50-foot tower with a beacon atop it. United States Postal Service pilots delivering mail would look for the beacon and then follow the arrow to Holman Field in St. Paul. (Scott Takushi / Pioneer Press) Jansen believes his parents received a nominal amount — maybe $10 — for housing the navigation system. "Of course, $10 in those days was a lot of money," he said. On a clear night, the Jansens could see other beacons flashing near Prescott, Wis., and Red Wing, Minn. The beacon and tower were removed in 1954, a year after Jansen graduated from St. Paul Park High School. "Whatever- government agency it was, they came and removed it," he said. "They didn't need it anymore." NOW A TOURIST ATTRACTION The arrow remained, however, and Jansen turned part of it into a basketball court in the 1970s for his three children; the metal hoop and pole are still there. It has become somewhat of a tourist attraction in the past few years thanks to media reports. A Science Channel "What on Earth?" episode about the system aired last year, and several articles have been published. "Everybody is curious, once they know about it," Jansen said. "It's a small world now. Ten years ago, no one knew about this. The communication we have now is incredible. I had a guy drive up on his motorcycle from Winona just to look at it a few years ago. Last summer, there was someone from Wisconsin." Still, he said, most locals who drive by don't notice it. Local historian Herb Reckinger recently learned about the arrow and visited the site for the first time last month. "I am proof that you can drive by something for 35 to 40 years and not pay any attention to it," said Reckinger, a director of the South Washington County Heritage Society. "But when you find out what it is — and the significance that it had to early mail routes through here by plane — it's just a great thing." A large concrete arrow on a Cottage Grove farm was part of an elaborate navigation system built throughout the U.S. in the early 20th Century to help pilots delivering mail. The arrow was part of the Milwaukee to St. Paul - Minneapolis route. Each red star marked the location of an airway beacon. Jansen's site was marked "37." (Courtesy of Ray Hawkins) More than 14,500 miles of lighted airways were created as part of the navigation system that operated primarily from 1926 to 1935, before radio beacons began to take its place, said aviation historian Ray Hawkins of Aurora, Colo. The system included about 2,000 giant arrows, 10 miles apart. About 100 of them can still be seen using Google Earth, he said. Jansen's arrow was known as No. 37 on the Milwaukee to St. Paul -Minneapolis route, indicating the site was 370 miles from the beginning of the route, Hawkins said. It's believed to be the only arrow remaining in Minnesota. 115 ARROWS ACROSS AMERICA Brian and Charlotte Smith, a retired couple from Loomis, Calif., have spent much of the past four years documenting the surviving arrows and beacons. Their website, Arrows Across America, shows 115 arrows and 321 beacons remaining in the U.S. "We've been traveling across the U.S. taking drone photos of the arrows," Charlotte Smith said in a phone interview Monday. "Right now we are in Marshall, Ill., heading for the arrows near Indianapolis. Then we're headed to Iowa City to take a picture there. We're trying to get to as many of them as we can. We have visited 62 of them, and hope to add a few more before we finish this (four -week) trip." Charlotte Smith became interested in the topic in 2013 after reading an email that had been forwarded to her husband from a friend. "It intrigued me, and I wanted to know where they were because I had never heard of them," she said. "I'd never seen them, and I wanted to see if I could find one. I searched Google every day for about a week. Before I knew it, I had found 52 of them." She has created a spreadsheet that contains more than 15,000 entries on the navigation system, which was established by the U.S. Department of Commerce. Smith's favorite arrow is the Golconda site in Humboldt County, Nevada. "I like the mountains all around it," she said. "It's up on a little hill, and it looks out over the freeway. You can see all the traffic going by. You can see the snow-covered mountains around it in the spring. It'sjust a gorgeous environment." Brian Smith, a retired officer with the California Highway Patrol, hikes out to the sites and takes photos. His favorite arrow is the Silver zone Arrow, off Interstate 80 in Nevada, about 20 miles west of the Nevada -Utah border. "It's a 90-degree right- angle arrow," he said. "It points to the Great Salt Lake." He uses a drone — the couple's grandson, Harrison Houser, then 9, taught him how to use it two years ago — to photograph the arrows from the air. "It gives people a better perspective of what these things look like," he said. "They're usually out in the middle of nowhere." Some beacons remain in use in remote areas of Montana, but most were removed during World War II because authorities "did not want the enemy to find their way inland, especially on the West and East coasts," Charlotte Smith said. "A lot of the arrows got covered over with dirt at that time, and a lot of them got broken up," she said. "One in Idaho had rocks piled high on top of it." Renewed interest in the arrows has led people to go out and clean them up and paint them again, she said. "That's the most gratifying thing about finding them all," she said. "People care about them. They're not being destroyed anymore." Tags: C`ottaCrow St. Paul Tr�lsportation Mar„ Mary Divine Mary Divine is a reporter for the St. Paul Pioneer Press. She covers Washington County and the St. Croix River Valley, but has also spent time covering the state Capitol. She has won numerous journalism awards, including the Premack Award and the Minnesota Society of Professional Journalists' Page One Award. Prior to joining the Pioneer Press in 1998, she worked for the Rochester, Minn., Post -Bulletin and at the St. Joseph, Mo., News -Press. Her work has also appeared in a nunnber of magazines, including Mpls/St.Paul Magazine, Twin Cities Business Monthly and Minnesota Magazine. She is a graduate of Carleton College and lives in St. Paul with her husband, Greg Myers, and their three children, Henry, 16, Frances, 14, and Fred, 11. if Follow Mary Divine @KlaryEDivine SPONSORED CONTENT Can You Guess The Word This 10-Year Old Used to Describe Her Mother? Learn why this Daughter picked her Mom as her hero. By AtoIIAIttI:ItLtI\ _. I ♦ I ' Y As you comment, please be respectful of other commenters and other viewpoints. Our goal with article comments is to provide a space for civil, informative and constructive conversations. We reserve the right to remove any comment we deem to be defamatory, rude, insulting to others, hateful, off -topic or reckless to the community. See our full terms of use here. VIER' COMMENTS CITY OF COTTAGE GROVE ADVISORY COMMITTEE ON HISTORIC PRESERVATION FINDING OF SIGNIFICANCE Military Road Historic Transportation Corridor Lehigh Rd., Lamar Ave., part of Section 12, and Military Rd. Priority Site A-1 The historic property known as the Military Road Historic Transportation Corridor, also known as the Point Douglas and Fort Ripley Military Road, has been evaluated by the Advisory Committee on Historic Preservation (ACHP) as substantially meeting the criteria for nomination to the City Register of Historic Sites and Landmarks pursuant to City Code § 13A-4. The cultural resource value of this historic route is the product of its association with early Euro- American settlement, the development of government roads in Minnesota Territory, and the heritage of roads and highways in rural Cottage Grove. The original 1851-58 route is the primary heritage resource, but there is reason to believe that associated archeological sites and rural landscape features may also be included within the approximately 100 ft. wide corridor. The resource has been evaluated within the local historic contexts, 'Early Euro-American Settlement (1838-1870)" and "Transportation and Rural Development (1838-1958)," as outlined in the Historic Preservation Element of the Cottage Grove Comprehensive Plan. Issued this 21st day of November, 2000. Gar olusky, ACC airperson Z-� obert C. Vogel, C d Historic Trail Corr'dor i i i zry r-w r r I'hrs h.islainr tranl corridor is a.piccc crfahe old Military Raid, nne of five wear"onairoivJsnnMintivsotacstablishodbk iom.,rLNsitII0 ,andtine.,of Ilse tirsr Itnwauor ut;ide ever blith in ibQ �aatc. i+ iraw+ti to" lircfretrinitla] delca7tc to cnn_ress, Henn, tf. `'Sibley. petulicnned for tlic Unrted Siwte r rwtmint ill Ca`a ftinari Clte five roads, one scar- alley tilt: nation as ,I 1%^nriiorti ail 1840 t tQt: hnih, flee+ 'ill:aaisncv� Ng I lrjea',. Ill to selllers and for the Eirsl time connected the- Ear-11tttl_c corners of [his vViltt wten'km ttriilon The scaulciit csf ".11Idar% Road wtru can st.—c hcet is part t,I' file: Picini flouhrii -1 "rt Riptw t col . Much c ,;Ilds from llsc aril laitrrtii. Ylt"lei ttlli. l�4ssippi and Sc Croi%c rwwef, ncaa Prescovi. % i�ctierstn win Ili l=firr Rittle, lit North-Cen Tal NJh-vitsuta. 11c road shates Its first S ter so I'll with aritolhei rtt;kd, Ow F';rint ilt7ti kaeG t LtwlisRi%Crlto'td_ ttitiob Iolltttw4Ehe St Croix Rkw tr a.rut rcid ; its nealiern terminus at-Sulr,:rit r. rGusec ruitf. The tttii_, r iaSs d iw med near c hat is ljow Old C<rittagc Grove- At Illat r-Iini- Ow flain¢1lftu; las-St_ l xilli, Cfaaoet m:ad auntr;d 11(inlie»x'vr vlwl vrd Slithkaicr', tii hri,ellte l'tnrnt Doukia s-Foci Reple,t Rkmd ft intinuod: nalrthlawot lowardi St, t""tuC The name " gf ilitarw- Road- did nest rL ilecl the roads true pfrinaarn purpose- wsitiwll %was 14, aspen the aetritnrt'trp to OIIII WI"t e n4ld Gix ils;vl ScIt4 uleott, Title prn)eut ctfthi re:guire fade<nd funding, lixstww:weri amt Longrt:ks nvedod a morn immediate realsun than se8tltment tie trine to alloeale federal dollars tie w,Iriw: ra'r-thta mtLswna rwon:11N, Bvilta,allh 1,kill't I l Sible succeRs•;Cuitw° nn,de the are.atilcm that dic n:2it-aru. waliicfl included maid of dlie border heittix, n C:hipp °ax:il aud'i ow,, lernurrw, wtaas ill'; bar ctmllict. and. that the anlds %were etecdcd to lapidBy trartsporn fedczral noops-ita ease v,Inte seifleanents xwere evef ahreawnedDc;pile rvostajice from +came eat+lern stales. the nution that tilt prcv_tect would help the i1.5. by defend its chit riri Ehis frota ier lerritnr-s prvt,ted to he a cNan an+_nr; i ire. :and �q,l1r`tZl Ili Imilis mer«: arppr-7pringcd in [1S:0 for prelimin;rrt sus etis o lwhat mould tie the nest "ittilitaar% Road. Heor,, I I Siolst was tilinac.wcf' ,lit t I -ri t"o ial delcR,tasie ul't�olt ,=e —� tit wItee I'"I"W-Iu531a, ttrll.r: it.� tiery 6ps.trttaiti tan isflu:e INM-i8001 4drki ^class moi uanctafat in-sstrtr¢IxirrheiOdrian Rcoft: Ile nt r €iinlr v0v is 11tnu0111 In 1 vo'z "frclrefjn'; himry fit '^ YIIIit Otkl ifnd foqj ju as a c,,Ii,a i +u rile I S. !Dakota 2tas "f tFiY1 iavfwht>tsi`«Biel ntiliva'ta road" af'� central terIIIeItislorw Citowe, '% small fitmilina conuituattiw in dttt thne. it'twaz nosledseles, lis ed as cm of ahc f arsi,migm srfippin" poi nis cif ttae ['01PH Dnit,, W--St_ kt,uis Ri v r Road, and is wwlrxc lb-Z aeatf riri`einlatllx sinlit hel"icc11 Thal alwil the Pi -lint lOt.nu.Iaw-F oll o-a , °.lissi ssi i ita�la`w [Jt�,fd. t�et:aiar:� of its ttx atmn mar ilrticonfluence I 7t pp aft St. Crom nranvfaif`t ltunestita's vtarlti etdcrs Iranc-IIitfe fittin Wisconsin strudel likek luawe p sd Ihrtti h t otn pC LirtIw4tat their twaaq tworh-of wc.,t to where tJfkw to ould rVentiNdI settle. w HIo"1111"JilaIN loads L I'll Mitvmt .:lw "liner is in Wt. br Pict Kiplc4:alld SI L>_ is Riv=ta'ti:fd' cnigivatical xiOI'nItt'Ir. uttiax In Ww; InrigGrnt I_want% arxil tci,_.tomit+- urcW h.'f they Ica%&,;I auirth tilt tiI II% Nt '-ql rtled Jei+i M' Otis l mr,I ut C',ita ,e t ilovc Minn"uta Territorw ire l850 Tltt I'nited States JC41 irej the itrr a5r, 1*ritst,r as the Loviitiana, Purchasc in CW)-I. *pening a a ast s xath lit'dic .'xnrth American a:ontineau_up to tntienr an sct.14mi I spirc rb"r5_ lhK: h.hriaw"m-ln1 !^crt atari teritild fcinant laaseln. nnseilled untd uric anu49- I CLMI.0 ,. In the tl k3Q tet5susj Iits: fVrpui ttaion rtt the trlTM-tr% tt ss lkfcd ti 1,S'-77 i"cople,aS os l oft be popul arnn taas tlwn altaele yip of S'NAI t antd C_'lappl1AW,' aiisltlinaahe hndmIV44 Ofilw fe'o sclilel'i off 111110can dc'Certt ill, die refuter" ilia' l in cif aping the Missresippi or tie- Crob, fakers, as wscll a; a haandlid op Canadbn wukrs who hwd arosntnp Pcrubinn In the lW Jtnttr The tntlw wa,v into or out of the rc^atrin for :all but the hardica tnrtcicrs ^rt a: bw rile[, aatca tittc dial nrarJw^ ail :etticnicnt wtccurrcd along star, r_abiw r. rlfs,ris of the�itlissksippi nrSi- CnAx Riarrs- `011ontill wsas Int-Owl btiTilencwkCllilulu fare~-CEIGal Cite.(''alai* ta.Intl.`tiiuuW lirbCs sI ilt laid :laiin to inoif, oaf ibc land tiles't,f Fru`l San4lhn2 until IN ' 5 1 , trs tweil aS' rile ttld ilt tt until the IS"says. m;�3 at the I�wcsmard-nuaw intf Ana ricam— sers had sty-vt vet ctxstilar,,,ftlaase'wiIwisciniwarr-File u;aiisthalomx lean^nsctll1"'l M-N,'fit trzap pers. and local Tti taiw^c,+amcrrcaxts acre adequate for their ostta 17rtrINxks. but for thc land tt, he +rpewd tip 1W st ttiers acid houttvtleadcrs. lur_£.ir reads attest rtt:tiied_ Viw,n- "I a ssn'. r;: i .0 ar �nie u, wa,tmn'lv 6ghi +.>~9r. awe Its ncilth�+af.. Msi,a rill Ix :l Gnta. ttrit_41i',i_im'nad 1h, a3icri ,ind -icalcr� Am NjIs,janing ns ,; if ,, t wiitlo- fordti^r I4, nc� , ij, It vsi O ixr:rDaIr •itiple One such c s ful %lannc�rta fame irt,a power rlid ersiu+_h ats Fxep file Nlihtan Rtia id ,olf his proprrt_y (-)liver Daln'inplc - lno n-rt as " lircut�surt'ti %5r'hin'tt wilts- had it lary'o twiie:ar'faefn lit lkilr-n erk Township ad''jacent to Cmmac (raw e, to sacs_ to,lati's Nored, Roan vcaild lw :unneaki d fit _dngh Rtwd at thchw ark 9i %%en: it nisi tier Dalr nipl , efrnrls. i?ii per DwAITVnaple twotrlil l itct Pea e itliniwsx*laa finr Morn Dzikoul :lrw Iuid 1 S7d. and hi: L`wrer'itliaB l:�Cearrie rule of Ilie lxvrieuti'w first' and inirst sued:, _- t'ul hrinanr^.a farmcrs. Ilis gnzaa eninds;on. tack Da r .-mine. oas gOvemar el' N' girth D6.roia from 'f r 1 ti L-20 t 6: Oln :hale 1wilt, lea a la c u rr ilxxct to D nn—uk Trvoiill _ ixlut�li Iiiµ rnu t Ntllp ¢one tt.s Dealilm can. air: ,xcc=n tit the 1:u,cmmnd`wha,itcr[(inb+ t1ww.Iairnn'Road NPS Form 10-900-b OM© No. 1024.0018 (Jan. 1987) United States Department of the Interior 5 National Park Service National Register of Historic Places 99 Multiple Property Documentation Form NATIONAL REGI$TF�A This form is for use in documenting multiple property groups relating to one or several historic contexts. See instructions in utdelifor ries Completing National Register Forms (National Register Bulletin 16). Complete each item by marking "x" in the appropriate box or by entering the requested information. For additional space use continuation sheets (Form 10-900-a). Type all entries. A. Name of Multiple Propertv Listin Minnesota Military Roads B. Associated Historic Contexts _ Minnesota Military Roads, 1850-1875 C. Geographical Data State of Minnesota [:]See continuation sheet D. Certification As the designated authority under the National Historic Preservation Act of 1966, as amended, I hereby certify that this documentation form meets the National Register documentation standards and sets forth requirements for the listing of related oper i sis t w h the Nation I Register criteria. This submission meets the procedural and professional requirem nts for n 36 rt 60 a the Secretary of the Interior's Standards for Planning and Evalu tion. Sign re of certifying official Ian 'art Date Deputy State Historic Preservation Officer State or Federal agency and bureau Minnesota Historical Society I, h9jeby, certify that this multiple property documentation form has been approved by the National Register as a basis for(eialuatinq related properties for listing in the National Register. 47/11 A - (Signature of the Keeper of the National Register Date NP8 Form 10-D00a OMD AWWO1NO- t0240018 tom) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number E Page 1 MINNESOTA MILITARY ROADS, 1850-1875 SUMMARY From 1850 to 1861, the Corps of Topographical Engineers oversaw the construction of seven military wagon roads in Minnesota. Significant on a regional level under National Register Criterion A, these roads represent a major phase in the development of Minnesota's transportation infrastructure. The aquisition of federal funds for road construction also became an important issue for the territory's political factions. The roads lost their poitical significance in 1857, when federal funding came to an end in anticipation of the territory's achieving statehood the next year. The routes continued to be important transportation arteries until the 1870s, when they were supplanted by railroads. ROADS IN PRE -TERRITORIAL MINNESOTA Before 1849, Minnesota was part of the Wisconsin Territory, and settlement was limited to the region east of the Mississippi River. Overland travel was confined to a network of fur trading trails running northwestward from St. Paul to the Red River and Canada. Between 1841 and 1848, residents also constructed at least five roads linking such major settlements as St. Paul and Stillwater, in the Mississippi and St. Croix River Valleys. As historian Arthur J. Larsen has observed, all of these overland routes "were, for the most part,...natural trails; that is, practically the only work done on them was to remove the timber and brush." No attention was given to grading or drainage, and the roads could not support wagon traffic or provide year --round service (1]. Travel and commerce were necessarily limited by the poor condition of the few existing roads. Residents were also distressed by the lack of mail service. In 1848, only one weekly mail route served the entire region. The line ran from St. Paul to Galena, Illinois, passing through Stillwater and Prairie du Chien on the Mississippi. The Postmaster General refused to increase the number of routes, arguing that the expense was too great. One resident lamented: "No mail to Long Meadow, no mail to Crow Wing, no mail to Fort Gaines, no; not even to St. Anthony .... We have no mails up the St. Peters.... The villages of the St. Croix are destitute of mails" [2]. The situation began to brighten in 1849, when Congress formed the Territory of Minnesota. With a population of less than 5000, the territory lacked the resources to undertake road improvements. However, We Form 104004 Ma M"Vv/ No, 1024-00Is United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number E Page 2 its territorial delegate, Henry Hastings Sibley, an influential fur trader from Mendota, used his position to lobby for federal aid. Within a few years, Congress undertook an extensive road building program for the new territory. LEGISLATIVE HISTORY OF MINNESOTA'S MILITARY ROADS Sibley first petitioned for federal aid in 1848, while he was in Washington to lobby for the creation of the Minnesota Territory. Though Congress did not have time to consider his road bill, Sibley was confident that his request would eventually be granted. Congress had a long history of funding territorial road construction. From 1833 to 1849, for example, Wisconsin received at least $64,000 to build and maintain roads [31. Although such expenditure was justified on the grounds of frontier defense, it was widely recognized that the roads primarily aided territorial settlement and commercial development [4]. Encouraged by the success of other territories, the Minnesota legislature in the summer of 1849 drafted memorials for five military roads. All of the roads were to run to government forts or Indian agencies. Taken together, the projected roads formed a transportation network radiating outward from the St. Paul area to nearly every section of the territory. One road ran from Fort Snelling to the Missouri River, and was to form a major immigration route into the unsettled territory. The second ran up the east bank of the Mississippi to Fort Ripley, and was expected to aid in the development of central Minnesota. The third branched off the Fort Ripley road at the Swan River, and ran to an Indian agency at Long Prairie. The fourth road ran up the west side of the St. Croix Valley to the falls of the St. Louis River, not far from Lake Superior. In addition to the obvious benefit of connecting the interior to navigation on the Great Lakes, this last route provided access to the region's mineral deposits and stands of pine. The fifth road ran down the west bank of the Mississippi to the Iowa line, and was expected to carry mail; trade and immigrants into southeastern Minnesota. Sibley returned to Congress in the fall to seek appropriations for the routes. In March, 1850, the House Committee on Roads recommended accepting Sibley's bill, stating that the roads would benefit the federal government as well as the territory. It reported: That same fostering care which has always been extended to the new Territories of the country may, in the opinion of the committee, well be manifested towards Minnesota, in opening and improving NP8 Form 10000-4 OMS APAvvd No. 1024-00I8 ("a) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number E Page 3 such thoroughfares as may be necessary for her protection, and useful in advancing her settlements. Such a policy will not only advance the general interest and welfare of the settlers, but will increase the value and sale of the public lands to the benefit of the [federal] government [5]. However, not all in the House agreed with the committee's sentiment. Rep. George W. Jones of Tennessee objected to the bill, arguing that the territories should fund their own improvements. Rep. Richard Parker of Virginia also questioned the military necessity of the roads. Sibley eventually overcame these objections, and on July 18, 1850, the Minnesota Road Act came into effect. The law appropriated $40,000 to construct four military wagon roads and to survey a fifth. Of this amount, $15,000 was alotted for a road from Point Douglas, at the mouth of the St. Croix, to the falls of the St. Louis River, near Lake Superior; $10,000 for a road along the east bank of the Mississippi from Point Douglas to Fort Ripley; $5,000 for a road from "the mouth of the Swan River, or the most available point between it and the Sauk Rapids, to the Winnebago agency at Long Prairie" [61; $5,000 for a road along the west bank of the Mississippi from Mendota to Wabasha; and $5,000 to survey a route from Mendota to the mouth of the Big Sioux River on the Missouri. The War Department was in charge of the military roads, and it placed the Corps of Topographical Engineers in direct command of construction. At the outset, the engineers estimated that an additional $101,170 was needed to complete construction of the roads. Furthermore, they reported that at least $75,000 would be needed immediately to continue work through June, 1852 171- Despite these bleak estimates, Sibley was confident that the initial appropriation would "go far toward opening the country to immigrants" [81. He anticipated that additional funds would be secured as work proceeded. Unfortunately, Congress struck down Sibley's request for $75,000 in the 1850151 session on the grounds that it had granted $40,000 the previous year. Sibley lowered his request to $45,000 the next session, but although the House agreed to the amount, the Senate did not reach a vote before adjourning for the summer. Finally, on January 7, 1853, Congress appropriated an additional $45,000 for the Minnesota military roads. Sibley did not seek reelection when his term expired at the end of 1853, and he was replaced by Henry Mower Rice. Either because Congress was impressed by the progress of construction or by Rice's persuasiveness, the new delegate was surprisingly successful at gaining additional federal ` P88 Form ta000a OMS ApprovM No. 1024-MIO United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number E Page 4 support. On July 17, 1854, Rice secured passage of a bill appropriating $50,000 for road building. The bill also altered the northern terminus of the road up the St. Croix Valley. Rather than ending at the falls, the road was to run to the mouth of the St. Louis River, located in the town of Superior, Wisconsin, on the shore of the Great Lakes. The change linked St. Paul more directly to Lake Superior, and Rice, it was later revealed, also owned land in the town of. Superior. In the same year, the War Department apportioned $25,000 .from its budget to begin building the road from Mendota to the Big Sioux River. Rice continued to lobby for Minnesota military roads, achieving a total of $106,590 in appropriations during the 1854/55 session of Congress. Part of this amount was earmarked for two new military roads, which were also placed under the charge of the army engineers. One of the roads was to follow an important fur trading trail from Fort Ripley to the Red River; $10,000 was set aside to improve the existing trail. While aiding commerce, the route had a legitimate military purpose. The northwest territory was completely isolated, and the boundary was under dispute with Canada. The other road was to run from St. Anthony Falls to Fort Ridgely, and was expected to improve travel in the southwestern section of the territory. The road was to be laid out and built by the Minnesota legislature. The federal money, to the amount of $5,000, was only to be expended to clear timber from the route. Rice received his last appropriation for military roads in 1857, when Congress earmarked $38,000 from the army budget to complete the Minnesota roads. Added to the earlier amounts, the last appropriation raised the total federal outlay for the seven military roads to $304,590. While substantial, this figure represented only a fraction of what Sibley and Rice requested during the territorial period. In part, the delegates' incessant demand for road funds revealed the territory's pressing need for road improvements. However, the requests were also politically motivated. As one historian has observed, "a territorial delegate's...career often depended on securing road appropriations" [9]. The delegate's duty was to wield his influence to secure favors for his territory. Rice and Sibley's success with the federal military road program added to their standing and lent influence to their political factions. THE START OF MINNESOTA MILITARY ROAD CONSTRUCTION The Minnesota Road Act of 1850 placed the survey and construction of Minnesota's military roads under the command of the Corps of Topographical Engineers, the branch of the army responsible for civil improvements. HP$ Form 10400•a OMO ApprovN No. 1024-0018 Mo) United States Department of the interior National Park Service National Register of Historic Places Continuation Sheet Section number E Page 5 Although the Corps was a highly capable and professional organization, its work in Minnesota was marked by almost continuous controversy. The project began on the wrong foot when Col. John J. Abert, the Topographical Engineering Chief, could not immediately place an officer in the field. He finally secured John S. Potter, a civilian engineer, who did not arrive in Minnesota until November, 1850. Abert instructed Potter to survey the Mendota-Wabasha Road first, believing it was the only reconnaissance which could be finished before winter. However, the route ran entirely through Indian land, and Minnesotans loudly questioned the decision to begin work on a road of little benefit to the territory's white settlers. Instead, they believed that the road to the St. Louis River deserved immediate attention as it passed through the most populated portion of the territory and would be of direct value to lumbering interests. Abert sent new instructions to Potter after Sibley notified him of the controversy. Alarmed that so little had been accomplished in the first season, the Minnesota legislature and governor requested Abert to send another engineer to hasten road construction. Abert responded by dispatching Capt. James Hervey Simpson to organize another survey team and take general command of all road building in Minnesota. Simpson arrived in May 1851, and immediately directed Potter to survey the St. Louis River Road while he organized parties to survey the remaining routes. By the end of the year, all the roads had been surveyed except the Mendota -Big Sioux, which Simpson estimated would require an additional $5,000. The cost of the completed surveys amounted to $12,089, leaving a balance of only $27,911 from the initial appropriation. Simpson considered this amount too small even to begin construction, having estimated that the total cost of the four roads would be at least $162,082. In his report for 1851, Simpson urged Congress to grant Sibley's request for additional appropriations. Simpson stressed that the roads were of vital interest to the territory and the federal government. In particular, he singled out the roads to the St. Louis River, Fort Ripley, and Long Prairie as deserving the most immediate attention. Simpson wrote: In regard to the importance of putting these roads under contract at the earliest possible moment, there cannot be the slightest question, at least in respect to three of them, to wit: the Point Douglass [sic] and Fort Gaines [later renamed Fort Ripley] road, the Point Douglass and Saint Louis river road, and the Mississippi and Long Prairie road. The Mendota and Wabasha road, and the Mendota and Big Sioux river road, both running through country NP8 Fom 104OOi QN9 Approvd No. foal-oofe (W) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number E Page 6 the Indian title to which is not yet definitely extinguished, do not so pressingly require of the Government their immediate construction. The other three roads, however, are now of the utmost consequence, and should be made available at the earliest possible moment. The Point Douglass and Fort Gaines road, through a portion of the territory to which emigrants are flocking in great numbers, is the great highway by which the Government supplies reach the Indians in the Winnebago territory.... It is also the road by which the Government supplies are transported to the troops at Fort Gaines.... The Mississippi and Long Prairie road is the branch road —by which Government supplies are conveyed to the Winnebago agency at Long Prairie. The Point Douglass and Saint Louis river road is of the utmost consequence in the accommodation it will afford to the lumbering interests high upon the Saint Croix....[ioj' Unfortunately, Congress did not appropriate additional funds in either 1851 or 1852. In November 1852, Abert notified Simpson that the road -building program would end before any real construction had begun. He wrote Simpson that "as the estimates of further progress on these roads have not met the approbation of Congress, now twice submitted to its consideration, work on these roads will be closed, as soon as existing small appropriations are exhausted" [ill. Simpson and Abert were not alone in their frustration over the lack of real progress. Critical that construction had not proceeded on a large scale, territorial residents levelled charges of waste against the army engineers. As early as June, 1851, the St. Anthony Express questioned the value of surveys if there were no actual building. That spring, a grand jury for the third judicial district also had investigated the army's road -building program and denounced it as a fraud and a "humbug." Congress finally made an additional appropriation in January, 1853. By the end of that year under the stimulus of additional funds, the Mendota -Big Sioux Road had been surveyed and civilian contractors had initiated work on all of the other roads according to Simpson's specifications. Simpson's goal was to create roads which could support year-round wagon traffic. He summarized his views on road construction in 1855, when he wrote in his report: The cardinal idea upon which all appropriations for common roads in Territories have been made by Congress, and, as it seems to me, the correct one, is only to grant those which will be sufficient to open and construct the great thoroughfares sufficiently to ( P� Form 1040OMB Apprwol No. 1024-MIS United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet R 7 Section number Page answer the wants of the people until they erect themselves into a State, or, at any rate, until they are populous enough to make and foster their roads themselves. In order to this [sic], only such a character of roads is necessary as will economically answer the object in view .... And now the question arises, what character of road will answer the object in view? My experience suggests to me the following as fulfilling the conditions: 1. Roads in dense woods should be opened --that is, the trees felled for a width of at least 66 feet... so as to let in the sun and wind, and also to prevent fallen trees .from obstructing the road .... Where the trees are sparse and low in height, a width of 33 feet, or 2 rods, will suffice. 2. The centre -strip or,road-bed should be at least 25 feet and need not be over 33 feet in width, and within this strip the trees and brush should be thoroughly grubbed .... The knolls or small hillocks should also be levelled off on this centre -strip, and the small holes filled up. 3. The hills should never —have a grade exceeding 10 in 100, and, if at all possible,...should always be reduced to 8 in 100. 4. Whenever the bottom is soft and spongy, the road to be logged or corduroyed, and the logs thoroughly covered with suitable gravel or earth. 5. Wherever there is corduroying or embankment, the road -bed to be 18 feet wide on top. Alongside hills it should be 20 feet, the road dishing towards the bank. 6. ...The [drainage] ditches ... to be 4 feet wide at top, 3 at bottom, and 2 1/2 deep [12]. Due to Simpson's high standards and the rough terrain, road construction necessarily proceeded slowly. Territorial residents frequently delayed work by petitioning Simpson to alter the route of the roads or by denying him a right-of-way. On two roads, legislative problems also suspended work for several seasons. The road to the Red River was supposed to follow a fur trading trail, but Simpson did not believe it was the best route. Constructon did not proceed until 1857, when the wording of the law was changed to allow a better route to be surveyed. The Fort Ridgely Road was also delayed until 1857, as the Minnesota legislature did not lay out the road until that time. � Form 10-90" 0N9 AoPmw No. 1024-00IS United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number E Page 8 It appears, however, that the most significant impediment to road building was Congress' practice each session of only appropriating a fraction of the total needed to complete construction. Because the army engineers could only let contracts for the amounts appropriated, work proceeded on a season -by -season, piecemeal basis. Despite these constraints, by 1855 Simpson had made significant progress. He had essentially completed the roads to Fort Ripley and Long Prairie, in addition to nearly half of the 180-mile road to the St. Louis River. In that year he also reported that the road from Mendota to Wabasha was passable over its entire length. Unfortunately, many people chose to focus more on the rate, rather than the steadiness, of Simpson's progress. The newspapers repeatedly published letters criticizing Simpson for how slowly work was proceeding. To make matters worse for Simpson, the flames of this public discontent were frequently fanned by Minnesota's territorial delegate, Henry M. Rice. Given the public's genuine anxiety that road building was not proceeding rapidly enough, Rice undoubtedly found it politically expedient to throw the blame entirely on Simpson. Rice was also a political rival of the former territorial delegate, Henry H. Sibley, and Simpson was a well-known Sibley supporter. Consequently, most of the letters criticising Simpson appeared in newspapers controlled by Rice's faction, and Rice frequently requested Abert to replace Simpson with another officer. The rivalry between the men came to a head in 1855, when Rice took credit for the road building program as part of his reelection campaign. The opposition promptly challenged this assertion, claiming that Sibley deserved primary credit for road appropriations. Tired of Rice's attacks, Simpson entered the campaign with several letters to the Daily Minnesota Pioneer, crediting Sibley and attacking Rice's accomplishments. The road issue helped to polarize the territory during the campaign, but eventually Rice won reelection. The delegate may have achieved another victory the next year, when the War Department transfered Simpson from his post and replaced him with another officer 1131• DECLINE OF MINNESOTA'S MILITARY ROADS The military road program in Minnesota began to decline when Simpson left in May, 1856. Capt. George Thom, Simpson's replacement, remained in Minnesota only until 1858, when he in turn was replaced by Capt. Howard Stansbury. Congress did not place any new roads under the care of these engineers, and made only one other appropriation to continue work on the NP8 Form 10 DMA QN8 Appmvd No, 1024-0010 f� United States Department of the Interior National Park Service National Register of Historic places Continuation Sheet Section number E Page 9__ roads begun by Simpson. In essence, Simpson had established the general outline and condition of Minnesota's military roads, and few additions or improvements were made after he left the territory. Two of the only changes to the road system Simpson founded were made in 1857, when legislative obstacles were finally overcome and work began on the roads to Fort Ridgely and the Red River. By the end of 1858, Thom had finished work on the Fort Ridgely Road, and had completed the roads to Fort Ripley and to Wabasha--already largely complete under Simpson. When Stansbury took command in the fall, only the roads to Superior, the Red River and the Big Sioux required his attention [141. Unfortunately, Stansbury could do little to improve these roads, for by 1858 all of the appropriations had been exhausted. The original appropriation of $10,000 for the Red River Road served to build only 29 miles of the 138-mile route. Stansbury estimated that $32,782 was needed to finish the ,job. At least $62,475 was needed for the 280-mile Mendota -Big Sioux Road, of which only 96 miles had been built. The situation was somewhat better on the road to Superior, which had been under construction the longest. By 1858, only 60 miles of the 180-mile road required further work, at an estimated cost of $50,000 1151. Despite the fact that work could not proceed, Congress did not appropriate any more funds after 1857. In 1858, Minnesota was admitted as a state, and it was widely believed that it could afford to maintain and build its own roads. Stansbury spent his time preparing estimates and disposing of property accumulated by the engineers during their years in Minnesota. Finally, in 1861, Stansbury closed the road office and the federal road -building program officially ended. While statehood was the major cause of the military -road program's decline, another factor appears to have been the territorial delegate's decision to pursue road building through the Department of the Interior rather than the War Department. Although Rice continued to petition for some military appropriations, from 1855 to 1857 he also sought appropriations for roads to be built under the direction of the Commissioner of Indian Affairs. In 1855 and 1856, Congress granted three of these requests. Two of the roads were relatively short, and intended for use by the Indians in northern Minnesota. The third, however, was a major emigrant road leading from Fort Ridgely to the South Pass of the Rocky Mountains in California. Rice's desire to shift road building to the Department of the Interior was largely a matter of practicality. He was on friendly terms with the NP8 Form 1040" OMB AWvv.l Na 102+0018 ("a) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number E Page to Indian Commissioner, while his relations with the Topographical Engineers were growing increasingly strained. The shift was also an astute political move with national implications. William H. Goetzmann, an historian who has made an extensive study of federal road building and exploration in the Trans -Mississippi West, has observed that beginning in the mid-1850s nearly all of the Western territories abandoned the long-established practice of seeking road improvements through the War Department. These territories found it increasingly unwieldy to justify appropriations on military grounds. There also was a general consensus that the Topographical Engineers were insensitive to local interests. Goetzmann writes; The effect of the shift of Western confidence from the Topographical Corps to the Interior Department... [was] to throw the entire roadbuilding administration into a civilian agency where requests would not have to be made under the constricting guise of petitions for national defense....It...opened the way to decentralized control of the road construction by territorial Indian agents and temporary civilian appointees.... Decentralized control meant, of course, a greater degree of control by the political oligarchies out in the territories .... [161 With the departure of the army engineers, the military roads in Minnesota came under the jurisdiction of the various local townships. Unfortunately, the townships lacked adequate resources to maintain the roads, and the condition of the routes began to deteriorate. By the late 1860s, the public whole-heartedly embraced the cause of railroad promotion to replace the poorly maintained roads. In 1870, the Lake Superior and Mississippi Railroad opened between Duluth and St. Paul, capturing the traffic formerly carried by the Point Douglas -Superior Road. In 1871, the St. Paul and Pacific Railroad reached the Red River and supplanted the Fort Ripley and Red River roads. By the end of the decade, roads which had once been major thoroughfares for travel and trade had become mere feeder lines, carrying local traffic to the nearest railroad. Arthur J. Larsen has observed; During the frontier era in Minnesota's history... wagon roads were the sole means by which the communication of a large part of the state was carried on, and widespread interest was displayed in developing a system of main thoroughfares .... But, with the coining of the railroads, the attitude...changed perceptibly.... Thereafter, the wagon roads were transferred to a position of secondary importance in the communication system. They were looked upon simply as a means for getting to the railroads, and, for the most part, they were of local interest only [17]. NPS Form 1"0" OMe MwOW No. 10+0018 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number E Page 11 Despite its eventual demise, the federal military road program was tremendously important in facilitating settlement and commerce during the territorial period and early years of statehood. Initiated at a time when there were no improved roads, the program provided a servicable overland transportation system, while the influx of federal funds played an important role in shaping the territory's politics. l� Form 104Ko0-a ONO AAoiwal No. 102+0018 United States Department of the Interior National Park Service National Register of Historic places Continuation Sheet Section number E Page 12 END NOTES 1. Information on the history of transportation in Minnesota and on the construction of military roads, unless otherwise noted, is drawn from Arthur J. Larsen, "The Development of the Minnesota Road System," (St. Paul: Minnesota Histroical Society, 1966); quote is from P. 37. 2. Larsen, Development of the Minnesota Road System, P. 169. 3. National Highway Users Conference, Military Roads (Washington, D.C.: National Press Building, 1935), Pp. 8-10. 4. For a summary of the history of federal military road construction, see W. Turrentine Jackson, Wagon Roads West (University of California Press, 1952). 5. "Report of the House Committee on Roads and Canals," 13 March 1850, in House Committee Reports 172, 31 Congress, 1 Session (Serial 583); quoted in Larsen, Development of the Minnesota Road System, P. 49. 6. Quoted in Larsen, Development of the Minnesota Road System, P. 51. 7. John J. Abert, "Report of the Colonel of the Corps of Topographical Engineers," 14 November 1850, Senate Executive Document 1, Part 2, 31 Congress, 2 Session (Serial 587), P. 392; Jackson, Wagon Roads, P. 52. 8. Larsen, Development of the Minnesota Road System, P. 52. g. William H. Goetzmann, Array Exploration in the American West, 1803-1863 (New Haven: Yale University Press, 1959), P. 3 8- 10. James Hervey Simpson to John J. Abert, 15 September 1851, in House Executive Document 12, 32 Congress, 1 Session (Serial 637), P. 10. 11. 'Quoted in Jackson, Wagon Roads, P. 56. 12. James Hervey Simpson, "Annual Report of Operations on the General Government Roads in the Territory of Minnesota," 20 September 1855, in Senate Executive Document 1, Part 2, 34 Congress, 1 Session (Serial 811), Pp. 483-485. 13. In addition to Larsen, several other sources shed light on the history of military road construction in Minnesota and the political rivalry between James H. Simpson and Henry M. Rice. See: Jackson, Wagon Roads, Pp. NPS Form 104*0-o OMB Appnwd No. 1024-0018 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number E Page 13 49-70; Wilbur Sheridan Warrick, "James Hervey Simpson, Military Wagon Road Engineer in the Trans -Mississippi West, 1849-1867," (Masters Thesis, University of Chicago, 1949), Pp. 24-73. 14. For an assessment of the work performed by these officers, see George Thom to John J. Abert, 5 September 1857, in Senate Executive Document 11, 35 Congress 1 Session (Serial 920), Pp. 348-355; Howard Stansbury to John J. Abert, 15 October 1858, in Senate Executive Document 1, Part 3, 35 Congress 2 Session (Serial 976), Pp. 1193-1200 (hereafter referred to as Stansbury Report, 1858). 15. Stansbury Report, 1858. 16. Goetzmann, Army Exploration, P. 345. 17. Larsen, Development of the Minnesota Road System, P. 175. (HPS "e) Form 109oPMa 0H ApprovW No. 1024-W18 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number F Page 1 ASSOCIATED PROPERTY TYPES I. Name of Property Type: Military Road Fragment II. Description From 1850 to 1861, the Corps of Topographical Engineers oversaw work on seven military wagon roads in Minnesota. The roads ran between the following points: Point Douglas to Superior, Wisconsin; Point Douglas to Fort Ripley; the mouth of the Swan River on the Mississippi to Long Prairie; Mendota to the mouth of the Big Sioux River (actually only completed to Mankato); Mendota to Wabasha; St. Anthony Falls to Fort Ridgely; and Fort Ripley to the Red River. With the exception of the Fort Ridgely Road, for which the engineers only let contracts to clear timber, all of the roads were built to the same specifications. In the course of normal use, however, many alterations have been made to the roads. They have been resurfaced, widened, and occassionally realigned and abandoned. Drainage ditches have been filled and re -excavated. Culverts and bridges have been washed away and replaced. Nevertheless, it is felt that a road retains its historic identity so long as it conforms to its original route. As a result, many sections of military road continue to exist. Depending on their alterations, military road fragments can assume many different appearances. Based on a survey of three military roads, the following are the most common: -modern public road: road fragment is still in current use, although substantially changed. The road bed has generally been resurfaced, either with gravel or paving, and other historic engineering features such as drainage ditches, culverts and bridges are usually no longer visible. -limited use, passable roadway: the road fragment is still used on a limited basis --usually as a foot path or farm access road --and receives little or no maintenance. Evidence of such historic engineering features as corduroying, drainage ditches and culverts is no longer visible. However, major features, such as cuts and fillslopes, are often still evident. -abandoned, impassable roadway: fragment is no longer used or maintained. It is usually heavily overgrown. Occassionally, major engineering features such as cuts, berms and fillslopes are still visible. More often, however, the site is distinguishable only as a slight depression or crown. We Form 1040" 0A10 APP-vvW No. t02F0010 ("M United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number F Page 2 Generally speaking, any road feature or assemblage of features associated with the route of one of the military roads constitutes a military road fragment. However, highway bridges, whether abandoned or in use, do not constitute a military road fragment. A separate historic context has been developed for Minnesota highway bridges, and the property types defined in that study should be used. III. Significance Significant on a regional level under National Register Criterion A, the military roads built by the Corps of Topographical Engineers represent a major phase in the development of Minnesota's transportation infrastructure. The federally funded road program also became an important issue in territorial politics. The roads' political significance ended in 1857, when federal funding ceased in anticipation of Minnesota's achieving statehood the next year. The roads continued to be important transportation arteries until the 1870s, when they were replaced by railroads. The military road fragments, many still in use to this day, represent the only tangible link to these historically significant routes. IV. Registration Requirements Background Considerations Based on a survey of three Minnesota military roads undertaken in November and December of 1988, and June 1989, there appear to be several dozen sites, representing hundreds of miles of road, which can be identified as military road fragments. Of course, mere identification does not mean that a site should be nominated to the National Register. Nomination must hinge upon the integrity of the road fragment. Before listing registration criteria, however, it will be valuable first to discuss past road nominations to understand the complexity involved in assessing a road fragment. In the past, most roads have been nominated to the National Register on the basis of their engineering features or aesthetic qualities. The primary consideration in judging the integrity of these roadways has therefore been their degree of physical preservation and alteration. This approach, however, is not applicable to Minnesota military roads, which have been so extensively altered that none appears to conform to its original construction specifications. Not only would a rigid standard of physical condition bar all sites .from consideration, but it would be NPs Forth WP a we AWMY*l No. 10240018 (" United States Department of the Interior National Park Service ' National Register of Historic Places Continuation "Sheet F 3 Section number Page inappropriate; the military roads were significant for their role in developing the territory, not for their beauty or design. Recently, two states have developed guidelines for assessing and nominating historic roads. In Arizona, the SHPO has prepared a Multiple Propery Documentation Form for "Historic US Route 66." According to the registration requirements, all sites are eligible which satisfy the following criteria: it must have been part of the historic highway during its period of significance (1926-1944); it must evoke a general feeling of the route's historic character and setting --and in particular, the "segments...should be of sufficient length to preserve the feeling and setting of a continuous road"; and it must "retain the essential features that identify it as a highway," such as culverts, bridges, road bed, and berms. In Wyoming, the SHPO has developed general guidelines for judging all historic roads and trails. Integrity is largely based on a site's degree of physical and environmental preservation. This, of course, is comparable to Arizona's requirement that Route 66 sites "retain the essential" physical features of the highway's original construction, as well as its general feel and setting. Unlike Arizona, however, which is nominating all sections of Route 66 which satisfy the registration criteria, Wyoming will only select those sites which best represent the resource given its current condition. As the Wyoming SHPO states in its guidelines: "it is the policy of the SHPO in Wyoming -to preserve the best known representative examples of significant historic trails .... When segments of a documented trail...exist in varying states of preservation or integrity, those portions of the trail exhibiting the least impairment of physical and environmental condition will be considered as contributing segments to the eligibility of 'that historic trail...." Neither of the approaches developed by these states is entirely applicable to Minnesota military roads. Both Arizona and Wyoming rely heavily on physical condition to judge a road's integrity. A high degree of alteration removes the site from consideration. However, several concepts can be used to establish criteria suitable for use in Minnesota. First, only those sites which best represent the resource should be nominated. Second, road fragments are eligible only if they were part of the historic route. Finally, sites must be of sufficient length to evoke a sense of historic feeling or setting. NP9 Form 10906A (&" OM8 Approval No. 102+0018 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number - Page Registration Criteria According to National Register guidelines, integrity is based on a combination of factors: location, design, materials, workmanship, feeling, setting and association. By definition, all military road fragments must possess a high degree of locational integrity. Unfortunately, none of these fragments also seems to possess integrity of design, materials or workmanship. Determination of eligibility must therefore rest upon feeling, setting and association. Based on a survey of a significant number of Minnesota sites, the following criteria have been established to identify road segments which are most characteristic of the historic roads: 1) Route. It must be possible to demonstrate that the road fragment closely conforms to the original route of one of the military roads. 2) Physical appearance: a) road fragment should be unpaved b) fragment must be relatively clear and passable, measuring approximately 18-33 feet in width 3) Sense of function or destination. The road fragment should be long enough to evoke a sense of destination. As a general rule of thumb, an observer standing at one end of a fragment should not be able to see the other end. 4) Setting. The road fragment should be in a setting characteristic of the original road. In general, sites should be in a secluded, rural area with no modern intrusions such as recent roads or buildings. 5) Other associational qualities. The road fragment may possess some other quality which serves to associate it with the historic road. One consideration may be if the road fragment is called "Old Government Road", "Military Road", or some other name indicative of its historic origin. According to these criteria, all paved roads are considered ineligible for nomination. This seems to be a legitimate choice, for paving is entirely incompatible with the original appearance of the roadways. Abandoned roads, which are overgrown and impassible, have been excluded because they also fail to give the impression of an improved roadway, and NV8 Form 104004 OMB Appror&f No. 10240010 ("0) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet F 5 Section number Page because enough roads in passable condition still exist. By the same token, width limits have been imposed to exclude roads which have degenerated into mere footpaths. These widths reflect the historic dimensions of the roads, which, in most instances, are compatible with modern, two-lane dirt highways. G. Summary of Identification and Evaluation Methods Discuss the methods used in developing the multiple property listing. U See continuation sheet H. Major Bibliographical References © See continuation sheet Primary location of additional documentation: ESJ,gtate historic preservation office ❑ Local government ❑ Other State agency ❑ university ❑ Federal agency ❑ Other Specify repository: I. Form Prepared B name/title bemian Hess, Historical Consultant organization ,Le_ff.rey A H SG i 4f-n1"i cal Consul Cants date _ jiil)z 1989 street & number �710 r'r_ain ExchangeRiiildinv telephone 6.1e-118-1987 city or town Minneapolis state Minnesota zip code 55415 NP8 Form 1040" OW AppmvQ No. 1014-0018 (54)0) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section number G Page 1 IDENTIFICATION AND EVALUATION METHODS Administration Sponsored by the State Historic Preservation Office (SHPO) of the Minnesota Historical Society, this study of the military roads in Minnesota was initiated by means of a contract between the Minnesota Historical Society and the firm of Jeffrey A. Hess, Historical Consultants. Susan Roth of SHPO served as the project director, and Jeffrey A. Hess, historical consultant, served as the principal investigator. Research, field survey, and report preparation were completed by Demian Hess, research historian for the firm, who holds a B.A. in American Civilization from Brown University. Selection of Field Survey Sample The various military roads run for hundreds of miles throughout Minnesota. Budgetary and time constraints made it impossible to inspect all of the road system. The goal was therefore to inspect a sufficiently large portion of the road system to formulate typological data for the preparation of the Multiple Property Documentation form, and to select a limited number of sites for National Register designation. This task was facilitated by the work performed by historian Grover Singley in the late 1960s. Singley researched the locations, and performed field surveys, of the five military roads designated by the Minnesota Road Act of 1850. His findings were published by the Minnesota Historical Society in 1974, in a monograph entitled: Tracing Minnesota's Old Government Roads. This monograph served as a basic reference to locate the five original military roads. Field Survey Based on Singley's work, the military roads were plotted on current Minnesota Department of Transportation county highway maps. In most cases, the military roads were either still in use or overlain by current highways. In some instances, Singley was able to identify abandoned stretches of military road. These sites were also plotted on the county highway maps. In November and December of 1988, and June 1989, an attempt was made to drive over the routes where they were still in use, and to inspect all known abandoned fragments. All of the road fragments surveyed were documented by means of 35mm black -and -white photographs, 35mm color slides, and field notes. t eForm 10- 0 OMB AwvvW No. 102+0018 United States Department of the Interior National Park Service National register of Historic Places Continuation Sheet Section number G Page 2 Due to time constraints, only three military roads were inspected in their entirety. These were: the Point Douglas -Superior road (original length: 181 miles); the Mendota-Wabasha road (original length: 76 miles); and the Mendota -Big Sioux River road (original completed length: approximately 100 miles). The survey examined 357 out of 559 miles of road built by the Topographical Engineers, and thus covered a representative sample of all the military roads in the state (this total figure does not include the 95-mile Mendota -Fort Ridgely road, for which the Topographical Engineers only let contracts to clear timber). Preparation of Survey Forms After the field survey,.the identified sections of military road were recorded for SHPO on appropriate inventory forms. A separate form was prepared for each continuous section of road of consistent physical appearance which appeared to be located on a military route. A total of 42 road fragments were thus identified. Additional Research In order to assess the integrity of each road fragment and to write an historic context for the road system as a whole, it was necessary to develop a general historical understanding of the growth of Minnesota's highway system, the development of the federal road building program itself, and basic information on the Corps of Topographical Engineers. Fortunately, several excellent studies had already been written on these subjects. For general information on Minnesota as well as specific facts on the military road program, the best source is Arthur J. Larsen's The Development of the Minnesota Road System (MHS, 1966). Other important sources include: W. Turrentine Jackson, Wagon Roads West: A Study of Federal Road Surveys and Construction in the Trans -Mississippi West, 184 -1869 University of California Press, 1952 ; and Willam H. Goetzmann, Army Exploration in the American West, 1803-1863 (New Haven: Yale University Press, 1959)• The annual reports of the Corps of Topographical Engineers from 1850-1861 were also examined to gain specific information on each road. In order to develop registration criteria, an attempt was made to determine what work had been done in other states to assess the integrity of historic roads. Toward this end, consultations were held with the staffs of the National Register, the Wyoming SHPO, the Arizona SHPO, and the Utah SHPO. NV8 Form 104WA UNB AA ol No, t02+0014 ( o) United States Department of the interior National Park Service National Register of Historic Places Continuation Sheet Section number G Page 3 Development of Registration Criteria The field survey revealed that the physical integrity of all the road fragments was very low. Nevertheless, given the great historical significance of the roads, it was felt that portions of the road system deserved to be nominated to the National Register. Based on conversations with the staffs of the National Register and the SHPOs of several states, the research team decided that registration criteria should be developed which would allow a limited number of sites to be nominated. The object was to select only those sites which, given the current site conditions, best represented the resource in terms of feeling and association. According to the criteria developed, route became a primary consideration in judging the integrity of a road fragment. The road fragment had to closely conform to the original route of the road, otherwise, it was felt, the designation of the site as part of the military road system would be largely meaningless --particularly considering the extent to which the roads have been altered overtime. The next most important criteria were that the road fragment be passable, unpaved, and of approximately the same dimensions as the original roadway. The object was to select sites which would evoke a sense of the old, narrow, dirt military roads. Pavement, it was felt, would detract from this feeling; in addition, the survey had revealed that there were substantially fewer unpaved road fragments than there were paved fragments. The criteria were also designed to exclude deteriorated, barely visible road fragments. It was felt that these also failed to convey a strong feeling of the original roadway. Furthermore, it was felt that an attempt had to be made to exclude sites which had become primarily archaeological in nature. If physical condition were not a factor, then any area through which a road had once passed was conceivably eligible for nomination. Drawing upon the work done by the Arizona and Wyoming SHPOs, it was also decided that a road fragment should be of sufficient length to evoke a sense of travel or destination. Once again, the object was to ensure that road sites would be able to evoke a sense of the historic route. Furthermore, the criterion was intended to avoid the proliferation of hundreds of "mini" sites --that is, those sections of the old road which were still in use, either having been incorporated into modern roads, drive ways or farm tracks, but which were no more than a few feet in length. NP8 Form 10 004 OMB Approval No. 1011-WIE l6-" United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet G 4 Section number Page Site Selection County atlases and other maps were used to determine the route -integrity of each road fragment. Map documentation was not available for road fragments in some areas, and these sites could not be assessed. After excluding all sites which did not conform to route, and which were paved or deteriorated, seven road fragments were determined to be eligible for inclusion in the National Register. One fragment had been part of the Mendota-Wabasha road; two had been part of the Mendota -Big Sioux River road; and four were once part of the Point Douglas -Superior road. Under this study, individual nomiations have been prepared for 2 of these sites. It is hoped that these nominations will serve as a model, and that eventually all eligible sites will be included in the National Register. up$ Form 104004 i") OMB Approval W. 1024-0010 United States Department of the Interior National Park Service National Register of Historic Places Continuation -,Sheet H Section number Page MAJOR BIBLIOGRAPHICAL REFERENCES 1 Secondary Sources Goetzmann, William H. Army Exploration in the American West, 1803-1863. New Haven: Yale University Press, 1959• Jackson, W. Turrentine. Wagc Surveys and Construction Berkeley and Los Angeles: Roads West: A in the Trans -Miss University of Ca ;udy of Federal Road ssippi West, lb4b-lbb9. ifornia Press, 1952. Larsen, Arthur J. The Development of the Minnesota Road System. St. Paul: Minnesota Historical Society, 1966. . "Roads and the Settlement of Minnesota." Minnesota History, V. 21, N. 3 (September 1940): 225-244. . "Roads and Trails in the Minnesota Triangle, 18 9-18 o." Minnesota History, V.11 (December 1930): 387-411. National Highway Users Conference. "Military Roads." Washington, D.C.: National Press Building, 1935• Singley, Grover. Tracing Minnesota's Old Government Roads. St. Paul: Minnesota Historical Society, 1974. Warrick, Wilbur Sheridan. "James Hervey Simpson, Military Wagon Road Engineer in the Trans -Mississippi West, 1849-1867." Masters Thesis, University of Chicago, 1949. Primary Sources Considerable primary information is available on the development of the Minnesota military roads. The annual reports of the Chief of Topographical Engineers are the most readily available, and provide the best general understanding of the progress of road construction. Another useful source is the Secretary of War's annual "Statements of contracts and purchases." The following War Department reports, listed in chronological order, were consulted in the process of this study: Abert, John J. "Report of the Colonel of the Corps of Topographical Engineers," 14 November 1850, in Senate Executive Document 1, Part 2, 31 Congress, 2 Session (Serial 587). NP8 Form 104 P UN8 Approval No. 1024-00f# ("a) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet H 2 Section number Page Conrad, C.M. "Letter from the Secretary of War, Transmitting a Report o the Topographical Bureau, Respecting Certain Roads in the Territory of Minnesota," 23 December 1851, House Executive Document 12, 32 Congress, 1 Session (Serial 637). Simpson, James H. to John J. Abert, 15 September 1851, in House Executive Document 2, Part 1, 32 Congress, 1 Session (Serial 634), Pp. 438-443. Abert, John. J. "Report of the Colonel of Topographical Engineers," 18 November 1852, in House Executive Document 1, Part 2, 32 Congress, 2 Session (Serial 674), Pp. 217-218. Conrad, C.M. "Report of the Secretary of War, Showing Contracts Made Under the Authority of the War Department during the Year 1852." Senate Executive Document 18, 32 Congress, 2 Session (Serial 674), Pp. 29-30. Simpson, James H. to John J. Abert, 17 Septemebr 1853, in House Executive Document 1, 33 Congress, 1 Session (Serial 712), Pp. 28-29. Davis, Jefferson. "Report of the Secretary of War, Showing the Contracts Made Under Authority of the War Department During the Year 1853." Senate Executive Document 37, 33 Congress, 1 Session, Pp. 6-11. Reno, J.L. "Survey, etc., of Road from Mendota to Big Sioux River," 1 April 1854. House Executive Document 97, 33 Congress, 1 Session (Serial 725). "Statement of Contracts Made During the Year 1854, for Works Under the Charge of the Bureau of Topographical Engineers. Contained in Senate Executive Document 46, 33 Congress, 2 Session (Serial 752), Pp. 38-40. Simpson, James H. to John J. Abert, 15 September 1854, in Senate Executive Document 1, Part 2, 33 Congress, 2 Session (Serial 747), Pp. 344-349. Simpson, James H. "Annual Report of Operations on the General Government Roads in the Territory of Minnesota," 20 Septemebr 1855. Contained in Senate Executive Document 1, Part 2, 34 Congress, 1 Session (Serial 811), Pp. 468-500. "Statement of Contracts Made During the Year 1855, for Works Under the Charge of the Bureau of Topographical Engineers." Contained in Senate Executive Document 7, 34 Congress, 1 Session (Serial 815), Pp. 45-55. NP8 Form 1O4W* OM8 AAWvd Na 102I O010 ("a) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet H 3 Section number Page "Statement of Contracts Made During the Year 1556, for works under tne Charge of the Bureau of Topographical Engineers. Contained in Senate Executive Document 32, 34 Congress, 3 Session (Serial 880), Pp. 44-46. Thom, George to John J. Abert, 5 September 1857, in Senate Executive Document 11, 35 Congress, 1 Session (Serial 920), Pp. 348-355• "Statement of Contracts Made During the Year 1857, for Works Under the Charge of the Bureau of Topographical Engineers. Contained in House Executive Document 58, 35 Congress, 1 Session (Serial 955), Pp. 48-52. "Statement of Contracts Made During the Year 1858, for Works Under the Charge of the Bureau of Topographical Engineers. Contained in House Executive Document 50, 35 Congress, 2 Session (Serial 1006), P. 40. Stansbury, Howard to John J. Abert, 15 October 1858, in Senate Executive Document 1, Part 3, 35 Congress, 2 Session (Serial 976), Pp. 1193-1200. Stansbury, Howard to John J. Abert, 30 September 1859, in Senate Executive Document 2, Part 3, 36 Congress, 1 Session (Serial 1025), Pp. 857-866. Stansbury, Howard to John J. Abert, 5 November 1860, in Senate Executive Document 1, Part 18, 36 Congress, 2 Session (Serial 1079), PP- 532-540. SOURCES CONSULTED TO DEVELOP REGISTRATION CRITERIA Tnterviews Hess, Demian. Telephone Interview with Patrick Andrus, National Register. 13 February 1989. Telephone Interview with Beth Boland, National Register. 1 February 1989. . Telephone Interview with Rheba Massey, Wyoming SHPO. January 1989. Reports, National Register Nominations, etc. 31 Adwers, Bob and Kathleen Fimple. National Register Nomination Form for NPS «m 1040" OMB AAWOW W 102440010 United States Department of the Interior National Park Service National Register of Historic Places Continuation -,Sheet H 4 Section number Page the Lincoln Highway, Nebraska, unpublished, 19 7; copy on file at the Nebraska SHPO. Cleeland, Teri A. Multiple Property Documentation Form for Historic US Route 66 in Arizona, unpublished, 1988; copy on file at the Arizona SHPO. National Register Nomination Form for Abandoned Route Ash Fork Hill, Arizona, unpublished, 1988; copy on file at the Arizona SHPO. Etter, Don. National Register Nomination Form for the Denver Park and Parkway System, unpublished, 1986; copy on file at the Colorado SHPO. Gardner, A. Dudley. Historic Overview of the Carter to Opal Road." Unpublished report prepared for the Union Pacific Resources Company, January 1988; copy on file at the Wyoming SHPO. Powell, A. Kent. National Register Nomination Form for Hole -in -the -Rock Trail, Utah, unpublished, 1979; copy on file at the Utah SHPO. Wyoming SHPO. "Guidelines for Identifying, Evaluating, and Protecting Historic Properties." Unpublished manuscript, 1987; copy on file at the Wyoming SHPO. Cottage Grove here Pride ana ?105pef ity Meet TO: Advisory Committee on Historic Preservation FROM: John M. Burbank, Senior Planner DATE: October 24, 2014 RE: James Sullivan Norris — Land Grants Background Priority Site 2 Committee Member Spooner has begun a research project on the homestead site of James Sullivan Norris, who was one of the first pioneer citizens in this area. The name "Cottage Grove" is attributed to Sullivan's homestead. The first written use of the term was in 1846. Land sales in the area began in 1848. The attached land grants to Sullivan were drafted and signed in 1853. The drafts describe the conveyance of the land in Sections 17 and 12, Township 26, Range 21 (Cottage Grove). The attached map details the location of the tracks in orange. Requested Action Review and discuss the research project. OR iM ' `N,1 0 E R T IF IOAT E.) No. 3 To to_ _zv wm : ih<ese Ili-esents. sh Wibome; . Greeting: �—�, . e?` �7 hal deposited in the GENERAL LAND. OFFICE of the United States; a Certificate of. the. REGISTER OF THE LAN FFICE at whereby it appears that full payment has been »cads by the said according to the provisions of the JoGif Congress of the 24thof April,1820, entitled "An at making further provision for the sale of the Public Lands," for. ido; oa&4 to the official plat of the survey of the said Lands, returned t the :General, Land Ogee by the SURVEYOR GENERAL, which said tract ha,,,,,' been purchased by the said, ' NO'i>ii' 3KNOW TE; That the p�Afto :6j}Qiuz t9i . i` S3�fS !s in. consideration of the Premises, and in conformity withthe several acts of Congress, such case made a� provided, $JIVE GIVENAND GRANTED, and by these presents D O GIVE .f1ND GRJi �V�', unto the said and to heirs, the said tract above described : TO $AV13 AM To HOLD the same, together all the hts, s, and appurtenant" o whatsoever nature, thereunto belonging, unto the sa�dXGliyr�� 2% privileges; immunitief and heirs and assigns forever PRESIDENT OF THE UNITED STATES OF AMERICA, have caused these: Letters to be made PATENT, and the SEAL of the GENERAL LAND OFFICE to be hereunto, affixed. 1 31U under my hand,;at the .CITY OF. -WASHINGTON, the day of401�- j, o the in the Year of our Lord one "thousand eight hundred.and and �c�"� ��� .f trDe ett�etttt .af thz unitzb otatts the Seventy k 8 Y THE P. it E Sl I!'E.N:T�C%��zp i c EcoRMR of the General Land O,Biee. THE SUNITED STATES OF <s CERTIF CATS Now, TO cctl. tO. wham these Presents shalt. come, .-eeting VW3�EAS t,641�0�� hgl, deposited in. the GE ER.dL L dAD OFFICE of, the United States, a Certificate of the REGISTER OF THE. L"AN OFFICE whereby -it appears that full payment has been made by the said according to the provisions of the .40,of Congress ofthe 24th of .dpril, 1820, entitled L .4n act making f z4herrpprovWon for the sale"of the Public Lands," for I� �� it,Wding"to tree b" plat of the survey of the said Lands, returned to the General /Land Office- by the SURVEYOR- GENERAL, which said tract" ham been purchased by the said NOW BNOW TE, That the 03OU 0 MWftW,, in consideration of the Prem{ses, and in conformity wUhthe several: acts of Congress; in such arse mods a provided, H,1YE GI i'EN-9ND GRSNTED, and by these presents D O GIVE AND GR dNT, unto the said A44411e�yyl6 and to iti heirs, the said tract above described: TO 884E• A2M To SOLD the same, together uiith.all the rights, privileges, immunities, and appurtenances of whatsoever nature; hhrreunto belonging, unto the said �Q�n el and to=4 heirs and assigns forever PRESIDENT OF. THE UNITED STATES OF AMER.ICA, have caused these Letters to be made P.47UNT, and the SEAL of the GENER.SL Ld1ND OFFICE to be hereunto affixed. (%ba undermy hand, at the CITY OF: WASHINGT.ON, the iL ,' day Of LA and o the in the Yearof our Lord one thousand eight. hundred and f �IttDe}sPnD.eutE, of the Unite-a..0tate5'the sevee —e SY TS.E Z'REBiaEWT. By 4_ duo. cry RECORDER of the General Land Office. 1 r r s • r 1 � �4 1 • r f , ,^ --r — .l 1 1 I� fINN? Lia — ._.. Feet Kinrri-c-, Lana Grants a 1853 0 187.5 375 750 1.125 1.500 �1�� i 151' i ih R *1 1' f YJ IR a . �'.ff9 u'u�P170 UPi e1 D-n,&g® _0'Sl frfhl�C -Qp aQ�000�W MnprrECti I '�l1' neI rZ�nnfz 1��� 0 187.5 375 750 1,125 1,500 FINDING OF SIGNIFICANCE Resource name: Grey Cloud Mound Group Location: Lower Grey Cloud Island Owner: P.A.S. Associates HSI ID#: SHPO #: 21-WA-9 Resource type: Archaeological Site/Prehistoric Architectural style/type: Mounds Date of construction: Unknown Priority Site A-3 Representation in existing surveys: Theodore Lewis, Birk 1971 Integrity: Good This property has been evaluated as substantially meeting the criteria for nomination to the City Register of Historic Sites and Landmarks (see City Code Sec. 13A-4). The applicable criteria are Indicated below: I 1 Its character, interest, or value as part of the history or cultural heritage or the City of Cottage Grove, the State of Minnesota, or the United States. t I Its association with persons or events that have made a significant contribution to the cultural heritage of the City. Ix Its potential to yield information Important in history or prehistory. [ 1 Its embodiment of distinguishing characteristics of architectural type or style, or elements of design, detail, materials, or craftsmanship. 1 I Its unique location or singular physical appearance representing an established and familiar visual feature of a neighborhood or community of the City. Dated this 27ti0ay of September , 1990 Attest: P C erson lstor Preservatlon Officer FINDING OF SIGNIFICANCE Resource name: Michaud Mound Group Location: Lower Grey Cloud Island Owner: Martha Michaud HSI ID#: SHPO #: 21-WA-2 Resource type: Archaeological Site/Prehistoric Architectural style/type: Mounds Date of construction: Unknown Priority Site A-4 Representation in existing surveys: Theodore Lewis 1887, Birk 1971 Integrity: Good This property has been evaluated as substantially meeting the criteria for nomination to the City Register of Historic Sites and Landmarks (see City Code Sec. 13A-4). The applicable criteria are indicated below: 1 I Its character, interest, or value as part of the history or cultural heritage or the City of Cottage Grove, the State of Minnesota, or the United States. I I Its association with persons or events that have made a significant contribut'lon to the cultural heritage of the City. [ xi Its potential to yield Information Important in history or prehistory. [ I Its embodiment of distinguishing characteristics of architectural type or style, or elements of design, detail, materials, or craftsmanship. [ I Its unique location or singular physical appearance representing an established and familiar visual feature of a neighborhood or commun.lty of the City. Dated this 27th day of September , 1990 . Attest: HP Ch person istorlc Vreservation Officer FINDING OF SIGNIFICANCE priority Site A-5 Resource name: Grey Cloud Townsite Location: Lower Grey Cloud Island Owner: P.A.S. HSI ID#: SHPO #: 21-WA-48 Resource type: Archaeological site/historic Architectural style/type: N/A Date of construction: 1856 Representation in existing surveys: Birk 1971; M.A.S. 1981-1984 Early American Settlement Integrity: Good This property has been evaluated as substantially meeting the criteria for nomination to the City Register of Historic Sites and Landmarks (see City Code Sec. 13A-4). The applicable criteria are Indicated below: I ] Its character, Interest, or value as part of the history or cultural heritage or the City of Cottage Grove, the State of Minnesota, or the United States. ig] Its association with persons or events that have made a significant contribution to the cultural heritage of the City. IX1 Its potential to yield information Important in history or prehistory. [ ] Its embodiment of distinguishing characteristics of architectural type or style, or elements of design, detail, materials, or craftsmanship. I ] Its unique location or singular physical appearance representing an established and familiar visual feature of a neighborhood or commun.1ty of the City. Dated this 27thday of September , 19 90 Attest: HP ` Ch rson y Histor Preservation Officer Priority Site A-6 ADVISORY COMMITTEE ON HISTORIC PRESERVATION FINDING OF SIGNIFICANCE Cottage Grove Ravine Secs. 2,11,14, 22, 23, and 26 (Historic Site ID # WA-CGC-209) The historic property known as the Cottage Grove Ravine Tunnel Valley has been evaluated by the Advisory Committee on Historic Preservation as substantially meeting the criteria for nomination to the City Register of Historic Sites and Landmarks pursuant to City Code Chapter 13A-4. The cultural resource value of the Cottage Grove Ravine is the product of its singular physical appearance and its association with the landscape history of the Cottage Grove area during the last ice age. The relevant historic context study unit is Pre -Contact Native Americans. Issued this 1st day of September,1992 - -- --- --- ----- ---------------- Gary usky, AC hairperson ---- -----—----------- obert C. Vogel, CHPO Priority Site A-7 ADVISORY COMMITTEE ON HISTORIC PRESERVATION FINDING OF SIGNIFICANCE Glacial River Channel Secs. 7, 20, 21, 27, and 34 (Historic Site ID # WA-CGC-214) The historic property known as the Glacial River Channel has been evaluated by the Advisory Committee on Historic Preservation as substantially meeting the criteria for nomination to the City Register of Historic Sites and Landmarks pursuant to City Code Chapter 13A-4. The cultural resource value of the Glacial River Channel is the product of its unique physical geography and its association with the landscape history of the Cottage Grove area during the last ice age. The relevant historic context study unit is Pre -Contact Native Americans. Issued this 1st day of September,1992 ----- --- --- --------------- ary olusky, AC Chairperson G --- —Rogel,------ -------------------- Robert C PO Priority Site A-8 Camel's Hump. Sections 6 and 7. Natural landmark, historic landscape. Greeting Travelers entering Cottage grove on Highway 61 from the north is a geological feature colloquially known as Camel's Hump. This bedrock outcrop knob and associated cave have been an attractant to citizens for years. The City recently installed a scenic overlook and access trails as a component of its Park and Open Space System. No archeological surveys have been completed on the public property, and the ACHP has identified that it would be appropriate to make the completion of a survey a priority. Priority Site A-9 9. Bedrock Knob. NW Section 11. Natural landmark, historic landscape. This bedrock knob is one of the prominent geological features that greets motorists traveling on Keats Avenue or 70th Street South. The Knob and surrounding base is identified as Park and open space and the ACHP has identified that based on its uniqueness and strategic vantage point for man and animals, on the historic prairie land, that archeological surveys should be completed when the surrounding area develops. r• �i 1rf f" -Yr Priority Site A-10 10. Hill, Lewis, Site. Shepard's Farm. Pioneer homesite (1844) The City has previously identified that there is a potential historic archaeological site for the Hill -Lewis pioneer homesite at Shepard's Farm. The ACHP has encouraged the City to work with the Dodge Nature Center who is the current owners of the property to complete an archeological survey of the homesite in Conjunction with their educational curriculum. 1848 Survey Excerpt J.16C. �. //i/'. L 1/�!'. L. 1/i!'. lac. el. IG 00 S'r GOALS AND POLICIES Goal 1: The City will be actively involved in the documentation, promotion, and preservation of history of the community. POLICY 4.1 The City Historic Preservation Program will be coordinated with the general public, the State Historic Preservation Office, Washington County, other government entities, regional non-profit preservation organizations and neighboring communities. • POLICY 4.2 Historic preservation policies will be implemented through integration with other city activities and projects. • POLICY 4.3 To be effective and focus on preservation of documented significant resources. Goal 2: The City will periodically review all historical, architectural, archaeological, and cultural resources within the city limits and integrate data into the preservation archiving and planning process • POLICY 4.4 Thorough and systematic background research, including archival research, will precede all field surveys. Whenever possible, identification of heritage resources will be based upon primary, rather than secondary sources of documentary information, or field surveys, or both. • POLICY 4.5 A heritage resources inventory will be maintained by the City and made accessible through the City's website. • POLICY 4.6 Public access to information on the precise location of archaeological sites and Native American traditional cultural properties will be restricted in cases where the City has reason to believe that the integrity of the resource may be threatened by the release of that information. • POLICY 4.7 In evaluating the significance of an historic property, the Advisory Committee on Historic Preservation shall apply the City's Register of Historic Sites and Landmarks eligibility criteria contained in City Code Title 9, Chapter 9. • POLICY 4.8 The Advisory Committee on Historic Preservation shall issue a Finding of Significance in relation to any heritage resource which it determines eligible for nomination to the City Register of Historic Sites and Landmarks. Goal 3: Historic properties that have been evaluated as significant by the Advisory Committee on Historic Preservation are nominated to the City Register of Historic Sites and Landmarks. Dual listing of historic properties in the City Register of Historic Sites and Landmarks and the National Register of Historic Places is encouraged, but not required. • POLICY 4.9 Properties considered for nomination to the City's Register of Historic Sites and Landmarks must meet the established criteria for evaluation. To qualify, a property must represent a significant facet of local history, and must retain integrity of the physical characteristics necessary to convey its historic significance. • POLICY 4.10 Prior to a City Council resolution designating a heritage resource as an Historic Site or Landmark, the City Historic Preservation Officer shall prepare a Preservation Planning Report that documents supporting evidence for the registration. Whenever appropriate, the Preservation Planning Report will also include site -specific design review and treatment recommendations which may guide decision makers in the future. These recommendations will be based upon existing city policies and procedures required by City ordinances. COTTAGE GROVE COMPREHENSIVE PLAN HISTORIC PRESERVATION 51 Goal 4: Every public or private application for a city permit for planning, zoning, demolition, or exterior building work on a property that is eligible for or listed in the City Register of Historic Sites and Landmarks shall be reviewed by the City Historic Preservation Officer for determination of appropriate action by the City. • POLICY 4.11 Building permits for minor work may be reviewed administratively by City staff and a Certificate of Appropriateness issued by the City Historic Preservation Officer. • POLICY 4.12 In cases involving historic properties that are eligible for listing in the City Register of Historic Sites and Landmarks, a reasonable effort will be made to preserve and protect or at a minimum document historical, architectural, archaeological, and cultural resources through the administrative process. • POLICY 4.13 In cases involving historic properties which are listed in the City Register of Historic Sites and Landmarks, all efforts will be made to preserve and protect historical, architectural, archaeological, and cultural resources through a Public Hearing process conducted before the City Council. Goal 5: To the extent possible, the City will proactively assist private property owners in their efforts to preserve and enhance significant heritage resources. • POLICY 4.14 The City shall provide owners of historic properties with information, guidelines, education, and training in the preservation, rehabilitation, restoration, and reconstruction of historic buildings, structures, and sites. • POLICY 4.15 The City has adopted the Secretary of the Interior's Standards and Guidelines for Archeology and Historic Preservation as an informative guide for historic preservation program decisions. The standards and guidelines are worded in a flexible manner and are neither technical nor prescriptive. • POLICY 4.16 Like the Secretary of the Interior's standards, the local guidelines cannot, in and of themselves, be used to make essential decisions about heritage resource management. • POLICY 4.17 The use of modern construction materials and methods is encouraged when the historical design or purpose is effectively conveyed. 52 COTTAGE GROVE COMPREHENSIVE PLAN HISTORIC PRESERVATION