This map, produced by OurUptown.com, provides some context for the site and some of the underlying issues the community has.

The WCNC board sent a letter to Bigos (available here) that outlined what they liked about the project and what they were concerned about and suggested ways to deal with those concerns. WCNC stated the positives are:
- “Building on an underutilized parcel of land.”
- “Connecting to the Greenway, the future SW LRT Station, the commercial node and the natural amenities close by.”
- “Adding to the housing stock of the community.”
- “Mitigating brownfield land.”
- “Enhancing the neighborhood’s general desire for population density.”
- “Seizing an opportunity to enhance the area.”

WCNC went on to state that with the probable Southwest LRT’s West Lake Station (just down the block) would result in no on street parking, and therefore WCNC:
- “Advocate for one off-street parking space per bedroom or studio/efficiency in both new and old buildings.”
- “Advocate for no additional charge for off-street parking.”
- “Advocate for guest parking accommodations.”
- “Eliminate the encroachment of shadowing on the Greenway, which will reduce safety, increase the maintenance and impede the quality of the use of this urban bike corridor.”
- “Advocate for a different configuration of the built environment to minimize the massive shadowing by either stepping back a structure from the Greenway or build a tall and lean tower by the Greenway.”
- “Enhance the livability of the community.”
- “Advocate for architectural upgrades of the exterior finishings.”

What I find interesting, and commendable, is that the WCNC sees the redevelopment of the site as a positive and cite density as a benefit. But they go on to talk about having the developer provide one parking stall per bedroom and that that parking should be included in the rent.

As discussed previously, parking included in rent penalizes those who do not own cars. It also encourages people to move into that unit who own car(s). In this case, WCNC even talks about the future LRT stop nearby, which you would think would lead to fewer cars being located at the building because it’d be even easier to live there without a car.

I also find it interesting about the one stall per bedroom as opposed to the standard one stall per unit. This is something that usually gets discussed in college campus areas where multiple individuals rent bedrooms and nearby residents are concerned about tons of cars clogging up side streets. I can vouch that as a former resident of University Village at 26th and University Avenue SE, most students who had cars there sure seemed to park up to two blocks away on the street than pay to rent the parking there. But for those who could afford it and felt it a worthwhile expense, they parked in the building. The streets nearby generally were industrial.

So at Chowen and the Midtown Greenway (south side), there are limited streets to park on in the area due to the the Midtown Greenway, the golf course, and no parking streets like Excelsior or Lake. With the already high density neighborhood seemingly having a lot of cars on the limited streets, it isn’t a surprise that residents are concerned about losing the little parking they have.

But, as I’ve said before, I don’t think it is appropriate for parking to be included in rent because it. While certainly the neighborhood has the authority to voice their opinion, hopefully this request doesn’t get traction at the City when it goes to approve the project. If we’re going to invest a billion dollars into SW LRT, then I certainly hope that we build additional density without requiring large amounts of parking or that residents using transit have to pay for a parking stall that they’re not using.

Lastly, I’m not endorsing this project or minimizing their other concerns. This commentary is strictly related to parking.

I want to share with you some of the more interesting traffic calming and safety enhancements I’ve seen recently while traveling. These strategies may have some application in Uptown (or elsewhere in the City) but not without understanding the concerns at any given location.

Traffic Throating and Bump Outs

This traffic calming strategy in Vancouver BC narrows the road to one lane and asks one direction to yield to on-coming traffic. A bike lane cuts through the curb bump out, presumably to reduce any close calls that could result.

The above traffic throat in Vancouver, BC was the first time I’ve ever seen such a severe yet still flexible traffic calming application. Traffic is reduced to one lane through the throat (via a curb extension/bump out) and a bike lane allows bikers to stay away from the tight spot. A yield sign tells traffic that they must yield to on-coming traffic. I watched this for several minutes and it worked perfectly. Two cars approached each other and the one yielded until the other passed, while a biker snuck past on the lane. This was located in the middle of a block by the alley, which allowed it to slow traffic where it often goes fastest but also to not disrupt the flow of traffic at the intersection where yielding may become difficult.

I like this option because it doesn’t permanently alter the traffic pattern in the area but forces traffic to slow down when two-way traffic is in the area. I could see this work well on streets near the edge of the Uptown business district that have concerns about speeding traffic cutting through their neighborhood. Perhaps use it on Bryant Avenue in LHENA as well as on Dupont and Emerson just north of 28th Street.

Pros: Maintains two-way traffic, slows traffic, reduces potential for pedestrian-auto accidents
Cons: Bike pass through would likely be un-plowed in winter, potential for head-on auto collisions

This intersection in Portland OR has its corner curbs extended in order to reduce the distance pedestrians must cross the street, which then allows for streetscape elements to occupy the additional sidewalk space.

The above image shows an intersection in Portland OR that has its curbs extended/bumped out. This type of traffic calming application is intended to reduce the distance a pedestrian must cross the street, enhance the visibility to and from pedestrians, and narrow the street – a strategy that often leads to drivers passing through at a slower speed. As an added bonus, the additional space on the sidewalk created by these extensions can be allocated towards landscaping, water infiltration installations, or streetscape elements (benches, info kiosks, etc).

These are not uncommon and can be found all over Minneapolis. Uptown has some smaller versions of these in the LHENA neighborhood and Lake Street east of Dupont has them. In general, I’d love to see most intersections in the neighborhoods have these installed as the roads are reconstructed. And certainly we should add them where possible in the business district to make extra room for pedestrian amenities and improve safety.

Pros: improved pedestrian crossings, enhanced visibility, slower traffic, maintains traffic flow, added space for other amenities.
Cons: can force bikers to take full lane through intersections without notice, can require re-engineering of intersections, maintains traffic flow

Traffic Diverters
There are a lot of traffic diverters out there. Minneapolis has used a variety, but you probably are familiar with the ones in the Lyndale or Fulton neighborhoods in SW Minneapolis. There, drivers get to an intersection and are forced to make a turn in only one direction. Those are really confusing for those looking to get someone in particular because usually you end up redirected several blocks away.

This traffic diverter in Vancouver BC allows bikers to go through straight while cars must turn.

The above traffic diverter is from Vancouver BC and forces drivers to take a right turn onto another street. Cross traffic can take a right but not a left. Bikers, however, are allowed to continue through the intersection. Diverters like this are typically less confusing because you drivers are forced to make one turn and usually don’t get rerouted a second or third time. It also allows cross traffic to continue through. In Minneapolis, there are a few examples around, with a new one off of 40th Street east of 35W.

I’m generally not a fan of these and hope Uptown doesn’t have any added, that is, unless it is a part of a bike boulevard project. But I think the Vancouver throat option could be a better solution.

Pros: reduces traffic due to inconvenience of traveling through area and literally forces drivers off of the street.
Cons: confusing for drivers, inconvenient for those trying to reach specific locations on the particular street

Traffic circles

This mini traffic circle in Vancouver BC's West End allows traffic to go in any direction but must slow through the intersection

The West End in Vancouver BC is a very dense neighborhood with many highrises and some lowrise buildings. The area has a very high amount of pedestrians and lots of nearby traffic on major streets. The neighborhood also has a number of these mini traffic circles, which forces drivers to slow down at intersections. Minneapolis has some of these, with a couple on 43rd Street in Linden Hills. Uptown almost got one at Bryant Avenue and 29th Street as a part of the Bryant Bike Boulevard project, but there was some concern about how it would impact trucks and firetrucks (Public Works said it wouldn’t prevent them from maneuvering the intersection) and also I believe that they were removed from the project budget in general.

Pros: maintains traffic flow, slows traffic through intersection, additional landscaping space
Cons: can block visibility of pedestrians

Other Applications
Speed bumps/humps – As you’ve likely experienced in East Isles on Irving Avenue, speed humps (less bumpy than the ones you experience in parking lots) slow down traffic a little bit as drivers don’t want to bottom out going over them. Too often, drivers don’t see them in time and still go over it too fast. In other cases, I’ve seen cars accelerate quickly after going over one and brake when they get to the next one. Pros: slow traffic at the bump, reminds people that they are expected to go slower on residential streets. Cons: may lead to speeding in between bumps

Opposing One-Ways – Want to keep through traffic from driving down your street? Make it a one way and then have the next street be a one way in the opposite direction. Sound familiar? East Isles has a number of these near 28th Street. I’m sure they’re effective when Hennepin is free-flowing, as Hennepin would be faster than the Irving/Humboldt, but once Hennepin slows down, I’ve certainly seen a steady stream of cars drive down Irving Avenue to 28th to Humboldt to avoid Hennepin. So in that regard, they don’t necessarily reduce cut through traffic. Pros: prevents through traffic on specific street. Cons: can shift traffic to other residential streets.

No Left Turn signs – Another strategy used are no left turn signs, sometimes restricted to just commute hours. 36th Street near Irving, Humboldt, and Holmes all have them. Also there are some along Lake Street near Lake Calhoun. Again, the intent is to keep cut through traffic out of the neighborhood streets and direct them to Hennepin. My personal viewpoint is that they are somewhat effective to keep a lot of drivers off of those streets, but that those intent on cutting through have plenty of alternative ways to get in and find the through route. But if it reduces traffic by 30%, is that worth it? I bet you those residents sure think so. Pros: may reduce total traffic volume on streets. Cons: can make it inconvenient to get into neighborhood during certain hours, may shift traffic to other residential streets.

Preemptive Walk Signal – If turning cars is a concern for pedestrians, using a preemptive walk signal may be a potential solution. Anders Imboden pointed out the other day that he noticed that Hennepin-Lake is now using that strategy, and the walk signal comes on a couple of seconds prior to the green traffic light. It certainly will help by reducing the number of cars that try to quickly turn to avoid being held up by pedestrians crossing the street. But it is a limited strategy, in that it will not resolve other pedestrian crossing issues (such as the double turn threat at Lagoon-Hennepin or those turning later in the traffic phase). Pros: improves pedestrian safety at beginning of traffic phase. Cons: limited impact.

Others? Please share (keep in mind, any comment with a link in it is held in queue until it is approved due to spam concerns).

Where would you want to focus traffic calming efforts and what ideas do you have on how to do it effectively?

Unidentified dog, ca. 1910 (Photo courtesy MHS)

From the Minneapolis Tribune:

TRICK DOG AMUSES CHILDREN

A children’s party was given last evening by Norman Sprong of 2312 Bryant avenue south at which nearly fifty of the young people of the neighborhood were present. Amateur dramatics vied with magic lanterns and a graphaphone for popularity.

Phillip Barnes, although young in years, proved himself a veteran as a magician. Master Arthur Sprong brought out his trick dog who did a dozen difficult stunts to the great amusement of the other children. Considerable surprise was expressed by a few of the mothers and fathers present that the boy was able to teach the dog so many intelligent tricks.

The youngsters had the best kind of a time and the three boys who planned the affair, Norman Sprong, Paul Kingsley and Edward Stacy, were the recipients of praise galore for their efforts. It is the intention of the children in that locality to arrange a number of entertainments during the summer.

A quick glance around the interwebs and it can be verified that at least Flux and Solhem are charging for its parking. Both have heated, underground parking and Flux charges $100 per month per stall and Solhem starts at $125 per month per stall.

To most who look for apartments in Uptown, this should come as no surprise. When I was looking to lease an apartment back in the early and mid-2000s, nearly every building with more than 4 units charged for parking. Lucky for me, I didn’t have a car and had I needed one, I wouldn’t have paid because I am good at parallel parking and don’t mind walking up to a block to park.

On to the frustration. The Chair of the Zoning and Planning Committee, Brian (good guy) was mentioning this bit of surprising news and said that Council Member Tuthill was working on a solution that may require these buildings (new apartment buildings?) to include the parking free with rent. [Edit: CM Tuthill has since said (in comments below) that this is incorrect and she has not suggested such a solution and that she and other council members on the Zoning & Planning Committee at the City are asking a few questions and that's it. I will openly admit that I should have asked the question first.]

Since this was third-hand information that I haven’t confirmed with CM Tuthill myself (though she was there and could have corrected Brian), I will suggest people not criticize her for alleged plans. Be my guest and provide feedback on the concept though.

So what do you think? Should new apartment buildings be required to provide renters free parking (if available)?

Since you may wonder where I stand on the issue, and of course acknowledging that I work for a developer though we don’t have any apartments in the Hennepin-Lake area but do have a public parking garage, I find the issue rather interesting. Below are a few comments:

- Developers, the City, and neighborhood groups often find themselves negotiating over how much parking will be provided at a project. So when the develop commits to 1 stall per unit, the underlying assumption is that it is included in the rent. Neighborhoods generally seem to want to minimize on-street parking impacts so they want those living in the building to park in the building.

- Developers ultimately are balancing construction costs, net operating income (income minus expenses), and debt costs. With underground parking usually costing $20,000 to $30,000 per stall, they want to minimize the number of stalls but want to build enough so they meet the market demand (re: have enough parking to fill it up and rent all the units). Renting a parking stall allows them to reduce the base rent costs and allocate them based on demand (some apts may want to stalls and other just one and others none).

- Including parking penalizes those who don’t own a car or who can’t afford to rent off-street parking. If the going rate is $100 per month per stall and you don’t own a car, you would be losing $1,200 annually if you were required to rent that stall and not fill it. While most of the new units getting built are luxury units with high price tags, it is still worth mentioning that not everyone can afford to pay $1,200 per year on parking.

- A principle and equitable dilemma is raised if the government requires some residents to have to pay for privately owned and managed parking and others not to simply based on the year of construction. On the opposite side, some in the community feel that there is a density dilemma, in which older, less-dense buildings become neighbors to newer, more-dense buildings that likely will put a higher degree of demand on the on-street parking supply unless there is ample off-street parking that those residents utilize. Others see parking as a market issue and prefer to have the market (not government) manage the supply.

- It isn’t just new buildings that charge for off-street parking in Uptown.

I generally think that no one should feel entitled to on-street parking stalls, especially in a dense community where many buildings have few, if any, parking stalls. However, I do recognize that if people move into an area and have an understanding that there is only a certain amount of change likely or allowed, that it may be a difficult and bitter pill to swallow that the on-street parking supply may get tighter. I prefer finding a middle ground, but I don’t agree with the concept of requiring someone to rent a parking stall (via having it included in rent) because it penalizes those with less income or without a car.

Instead, I think it is worth working with a willing property owner to see what sort of parking occupancy rates they accomplish (90% of stalls rented?) to see if there really are that many people flowing onto the streets. It would also help to validate parking requirement assumptions.

Thoughts?

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This photo shows construction of the underground parking at Flux, which charges its residents $100 per month per stall.

The City of Minneapolis issued a preliminary study in May 1964 that outlined area trends, statistics, and a few ideas to consider for the area. The preliminary Hennepin-Lake Shopping District Study (download plan – 3.4 MB) started in 1962 as a part of the Community Improvement Program, which looked at many communities across the City.

Below is a general summary of some of the points in the document. I recommend reviewing it if you like to see 1960s design concepts. Sort of reminds me of Southdale’s JC Penny’s meets Cedar Riverside towers and pedestrian walkways.

Demographics:
- City population was 475,000 (nearly 100,000 more than in 2010)
- The plan notices a “densification” taking place by 1960 in the areas immediately south of Downtown, including the Lowry Hill East area.
- Median age was increasing and many people over 65 lived in the areas immediately south of Downtown.

Transportation:
- The highest traffic counts in the City occurred on Lake Street on the north end of Lake Calhoun (approximately 44,000 vehicles per day, compared to 41,000 in 1985, 38,000 in 1995, or 34,000 in 2005)
- A freeway was planned to run across 28th Street from the west side of Lake Calhoun over to Hiawatha and beyond, linking to freeways on Highway 7, Kenilworth trail, 35W, Cedar Avenue, Hiawatha, and 280.
- Study felt parking was in short supply.
- Suggested that pedestrian overpasses over the roads should be considered in part due to high traffic.
- Suggested that with new freeway, most regional shoppers will approach Hennepin-Lake from north so parking and access should consider that in design.

Business:
- It was viewed that urban shopping districts were at a disadvantage due to lack of parking, structural obsolescence, and lack of amenities compared with shopping malls. It was stated that “where merchants have remained hitched to the streetcar pattern, the district has languished or failed completely.”
- A license plate survey indicated that the Hennepin-Lake trade area is larger than that of many shopping centers. It also suggests that the primary trade area was Kenwood/Lowry Hill, West Calhoun and into St. Louis Park, Lowry Hill East, and CARAG/ECCO.
- Hennepin-Lake had about 170 businesses and had remained fairly consistent, with many regional, community, neighborhood, and auto-oriented businesses.
- Study recommended that regional businesses should be stand-alone and iconic, while convenience businesses should be grouped and have ample parking.
- Study believed there was a market for a junior department store of 90,000 square feet (about the size of a Target)
- Consider extending 100% corner by building promenade from Hennepin-Lake southwest towards Humboldt-31st.
- Set business district a part from neighborhood to make it unique.

The study also included a concept for how the area could redevelop. Below, I present to you a modernization scheme that really would have changed the character of Uptown.

This concept plan shows how the Hennepin-Lake area of Uptown Minneapolis could have been modified in the 1960s to improve the shopping district, in the plan's views. Red text on image added by OurUptown.com

This 1964 concept for the SE corner of Hennepin-Lake shows a department store where Calhoun Square is today. A pedestrian walkway would have stretched Hennepin Avenue.

This 1964 concept in a City study shows the northeast corner of Hennepin and 31st Street with a department store stretching to Lake Street and a parking lot along 31st. Note the architecture.

I recently traveled to Vancouver, BC and visited a couple of great vegan businesses while I was there. I had my first vegan chocolate croissant, a chocolate cake doughnut, a cupcake, and cookie sandwich. All were amazing and consumed at different times (yes, I have some control).

Karmavore was a vegan store, complete with a grocery/deli/bakery in a lower level and soft goods on the main level. Karmavore was in the city New Westminster, about a 25 minute train ride from Downtown, in an area that hada working class neighborhood vibe and was full of younger people at some of the area’s specialty colleges.

Vegan baked goods in Edible Flours, a vegan bakery in Vancouver BC

Edible Flours was on the City’s West Side, off of a major commercial corridor called West Broadway (think a denser version of Lake Street with more employment). The small store had a small seating area and an open kitchen. The baked goods were fantastic and stood their own against any other bakery (vegan or otherwise).

Apparently, there is a vegan pizza shop that just opened and at least two other vegan bakeries in the area. The best vegan cheese on the market, Daiya, is based on out of the Vancouver area as well.

Vancouver isn’t alone for having vegan-only bakeries, as I’ve visited one on Alberta Street in Portland, OR and will visit one in NYC later this spring. Unfortunately, there does not seem to be a vegan-only bakery in Uptown or Minneapolis. But there are plenty of businesses where you can find vegan food if you know where to look.

Vegan in Uptown
So if you are vegan in Uptown, where would you go?

The only vegan-only restaurant I can think of in Uptown is Ecopolitan, which is also a 100% raw restaurant.

Below is my summary of some of the places I have checked out:
- Pizza Luce – Hands down the best vegan cheese in town. The rinatta “cheese” is house-made. They have numerous menu items that are vegan and plenty more that can be made vegan. Try the Mock Sausage on Focaccia, with the chocolate peanut butter bar for dessert.

- Common Roots Cafe – Bagels, sandwiches, desserts, and more. They usually have a number of vegan options on any given day, but with a rotating menu featuring in-season vegetables, there are usually multiple options. Try any sandwich on one of their bagels and their chocolate chip cookie is usually better than most.

- The Wedge Co-op – Aside from vegan groceries, their bakery and deli have lots of vegan options. Try the buckeyes or one of their cupcakes.

- Galactic Pizza – This fun loving pizzeria features super hero delivery drivers in energy-efficient vehicles. They have numerous vegan pizza options.

Outside of Uptown, there is the Hard Times, Triple Rock, the Donut Cooperative, many Thai restaurants, and others that serve up vegan food. For clothes and soft goods, there is the Ethique Nouveau.

They opted to use the brand Lowry Hill District, referencing the area’s historic neighborhood and the hill they were built on on the northern tip of the corridor. The rebranding was needed, according to their website, due to survey results indicating that businesses felt the corridor lacked a common identity.

New Lowry Hill District signs decorate pedestrian lights on Hennepin Avenue near 25th Street

So what do you think of the new brand?

My opinion is that they chose a strong name that, if accepted, has staying power. The South Hennepin name never really worked because it was a reference to Hennepin Avenue’s location south of Downtown, but people often were confused because there is also a section of Hennepin south of 31st Street that is difficult to reference, and so South Hennepin was often undefined.

I’ve often debated how the Uptown brand fits in with Lowry Hill District. In my opinion (and not theirs), I see it as a district district within the Uptown area, as I think almost everyone (including many of their businesses) would tell people unfamiliar with the area that they are in then Uptown area of Minneapolis or that they are in the Lowry Hill District in Uptown Minneapolis. Their official reference, is that they are between Uptown and Downtown, which I think works when describing their location, as most people view the center of Uptown as Hennepin-Lake.

What the heck is a cycle track?
A cycle track is a segregated bike path on the street designed to improve safety and efficiency. There are examples across the world and they are becoming far more common in North America. In Downtown Minneapolis, there is a hybrid cycle track on First Avenue North, but it has been very confusing for bikers and cars, so please do not base your opinion on that.

A cycle track in Downtown Vancouver BC is truly separated from traffic and the sidewalk.

Why a Cycle Track on Lake Street, especially with the Greenway nearby?
Uptown is served by the Midtown Greenway just north of Lagoon Avenue, but it’s focus is on moving bikers across the City and less so on inner-neighborhood movement. Uptown is a major destination and a very dense Minneapolis neighborhood with lots of residents and businesses. Lake Street and Hennepin Avenue are not bike-friendly with higher speeds and lots of opening doors from those parking their cars.

But with lots of people biking to Uptown to reach area restaurants, stores, and entertainment venues, they are biking on sidewalks. I see it all the time, especially with less experienced bikers. With Lake Street connecting directly to Lake Calhoun, bikers take the sidewalks on the south side of Lake Street (especially west of Irving Avenue) to connect to the path.

This would be a great opportunity to connect Lake Calhoun to the heart of the Uptown area, making biking to businesses and homes much more safe and much more enjoyable. Sidewalk biking is dangerous for the biker and dangerous for the pedestrian, as bikers fly off the sidewalk at intersections in front of unsuspecting drivers and pedestrians come out of businesses right in the path of bikers. And it’s illegal to bike on a sidewalk in a commercial district, pretty much for that very reason.

My route would have the cycle track on the south side of the street from Lake Calhoun to Girard Avenue, as Girard has many bike parking spots and is part of a new promenade that links to the Midtown Greenway.

Would it remove a traffic lane or parking?
It would not have to, as Lake Street has 12′ of existing street space that could be used without removing lanes or parking. Planners identified the 12′ back during the Uptown Small Area Plan process, as the current roadway has 13′ lanes and 11′ parking lanes compared with 11′ and 8′, respectfully, which has been built on the recently reconstructed portions of Lake Street east of Uptown.

A cycle track would require about 12′, with 10′ of path and 2′ of buffer. Removing a parking lane would allow for sidewalks to grow and additional landscaping to be added to Uptown. Sections of that 8′ could be used for bike parking in busy areas.

Bike parking is built into this Cycle Track in Vancouver BC. This rack was nearly full a couple of hours after this photo was taken.

At intersections, this cycle track in Vancouver BC was heavily painted to reduce accidents from cars turning across the track.

In March 2012, the project’s Architect (ESG) presented to the Lowry Hill East Neighborhood Association Board and provided a brief update on the east parcel’s design as well as indicated that Greystar would like to purchase the remaining sites.

Highlights of the east parcel:
- Would like to have a LEED building.
- Promenade still going to happen.
- Strongly considering removing the wall packs on the outside of the building to make it prettier and potentially more energy efficient.
- There will be a bike in/out connection to the Greenway at the Greenway level.
- Should start construction at end of April.

A revised rendering of the Bennett East site, looking north over the Midtown Greenway between Colfax Avenue (right) and Dupont Avenue (left).

In addition, the architect discussed with the neighborhood some concepts for the other parcels. At the end of the day, the project would likely have 700-something apartment units in what will likely be 3+ buildings. The “conservative” (my word) model showed a six story building on both parcels adjacent the Greenway and stepping down to four stories on the middle site and three stories on the west site. (See photo below).

Bennett Lumber Site redevelopment massing study, showing option A

Other models were presented simply to gauge whether or not the community would want to go through the process of discussing slightly reconfigured models. The models included looking at an eight story option on one part of one building with slightly shorter other buildings or an even taller option of a 13 story skinny tower with a short base on the far west parcel. Generally, the majority of the conversation from a few neighborhood residents was that there wasn’t interest in discussing a 13 story building. One resident did speak up saying that he thought the conversation was worth having, in part because having every building being six and four stories may not be desirable.

It sounded like ESG would discuss with Greystar their next move and come back to the neighborhood.

Other highlights:
- Promenade would extend west on the south edge of the site, with a grand staircase between Dupont and Emerson.
- All buildings would have a different architectural look.
- All buildings would have the same density.
- Different size buildings could allow for different housing unit types, like townhomes.

An interior image of one of Primebar's other locations.

Primebar replaces Il Gatto
After Parasole shuttered their Il Gatto concept after it failed to get traction in the competitive Uptown restaurant market, Restaurants-America announced it would take over the space and bring its Primebar concept to Minneapolis. Prime bar, billed as a “contemporary ale house,” has four existing locations in Dallas, Chicago, Tampa, and Scottsdale. This will be the company’s fifth location. The restaurant will be open for lunch, dinner, and late night. It is expected to open this spring.

Jimmy John’s gets later operating hours, Mesa Pizza does not
The Southwest Journal has an update on two Uptown businesses who sought City approval to be open until 3am: Jimmy John’s in Calhoun Square and Mesa Pizza by Lund’s. Jimmy John’s was granted the hours while Mesa Pizza was not, mostly because the City had found multiple cases of late night noise coming from customers leaving Mesa Pizza. For the full run down on what took place, read their story.

Changes at 32nd and Hennepin: Anderson Cleaner’s and Comic Book College moving around
Comic Book College will relocate to the building north of its current location where Partners in Pediatrics once was located. Anderson’s Cleaners will relocate from the Northwest Corner of Hennepin and 32nd Street to the current Comic Book College space at 3151 Hennepin Avenue. The Nostalgia Zone, which is colocated with Comic Book College is relocating elsewhere. More on this can be found at the Southwest Journal.

Baja Sol relocating to 2546 Hennepin Avenue
The local chain is moving into the former US Bank space at 2546 Hennepin Avenue from its longtime home at 2300 Hennepin. It was expected to open in early April.

Jonathan Adler opens; Jon English Salon receives makeover
The contemporary home decor designer opened his Uptown store in late March. Jon English Salon finished their exterior remodel and has a very nice new entry on Lake Street.