When Brent Fuqua moved the expanding bike shop he co-owns into a newly refurbished storefront across Central Avenue last summer, he suddenly had thousands of square feet in which to stash the bikes the business had stored in rented garages across northeast Minneapolis.
That new space included a big second floor. Meanwhile a buddy, Juston Anderson, had accumulated somewhere between 40 and 50 vintage bikes in 27 years of collecting.
“I thought people should see these bikes,” Fuqua said.
So during Sunday’s Open Streets event, in which bikers will take over 8-1/2 blocks of Central for six hours, the Cycling Museum of Minnesota will debut in the upstairs of Recovery Bike Shop, 2504 Central Av. NE.
From 19th century boneshakers, including one with a 60-inch drive wheel, to trendy Pusgley fat-tire bikes, cyclists will get a glimpse of cycling history that highlights important advances in biking from technology to alliances with good roads boosters to changing social mores. They’ll see those how changes affected bike safety and speed.
It’s a coming-out party for the museum, which organizers say is only in the formative stages and won’t be open regularly until sometime next year. “It was just a bunch of dudes with bikes,” Fuqua told a sneak
preview Thursday night that was intended to elicit interest and funds from an invitee list that dressed from cutoffs to suits.
The organization’s nine-member board has incorporated and plans to put on educational programs, conduct community rides, host family events, present lectures and show films.
The collection includes beginner bikes for kids, BMX bikes, mass-produced bikes by Sears, hand-made frames by some of the state’s noted builder, bikes on which some of the state’s best-known racers sped, and vintage machines such as a locally made tandem designed for courting couples.
But there are also prosaic bike collectibles, such as the 1950s prototype of a Park Tool Co. bike repair stand. It features such parts as a concrete-filled World War II shell casing, kitchen table legs and a 1937 Ford truck axle.
Anderson, 42, of Arden Hills, remembers looking at pictures as a kid of the high-wheeled bikes that dominated the 1880s but were typically affordable only to wealthy young men with strong legs. “I remember thinking, ‘I don’t know how you could balance on something like that,’” he said. But earlier this month he completed a century (100-mile) ride on one at a collectors meeting.
The nursing home janitor said he takes a frugal approach to collecting. He said he reminds his wife: “There’s other hobbies I could get into. I could get into hunting or gambling or drinking.”
(Above: Recovery Bike co-owner with a bike that mimicked automobile streamlining; below: an 1897 courting tandem made by Deere and Webber of Minneapolis.)
It you read Thursday's article on the listing of the Arthur and Edith Lee on the National Register of Historic Places, you may have been left wondering about details of the University of Minnesota's upcoming exhibit that commemorates the events that led to the listing.
Here's the information on that exhibit that was supposed to accompany the article but didn't:
What: “A Right to Establish a Home,” an exhibit at the University of Minnesota focused on the 1931 purchase of a home by Arthur and Edith Lee, the resulting backlash, race and housing in Minneapolis, and racism in Minnesota.
When: Aug. 23-Jan. 4; opening reception on Aug. 22, 6-8 p.m.
Where: HGA Gallery, Rapson Hall, 80 Church St. SE., Minneapolis.
Sponsor: Goldstein Museum of Design
More information: http://goldstein.design.umn.edu/exhibitions/upcoming/
(Photo above: Part of the crowd of white homeowners who opposed the move of the Lees, a black couple, to their neighborhood in 1931)
Olson played a delicate role in the strike by Minneapolis truckers. He was elected as a left-leaning governor of the Farmer-Labor party. Yet he also had some support from business elements in Minneapolis for his vigorous prosecution of corruption on the Minneapolis City Council in the late 1920s, when he was Hennepin County attorney. Indeed, as one speaker this week recalled, a striker colloquially warned Olson that he was straddling a picket fence between the sides of labor and business, making any slip likely to be painful.
After open street warfare involving strikers and newly deputized lawmen, Olson mobilized National Guard troops during the May strike by drivers, but kept them on standby status. That strike was resolved by an imperfect agreement that led to the climactic July strike, when more violence erupted.
Strikers were determined to stop truck movement, and business was determined to keep them running. After police opened fire on unarmed strikers trying to block a truck in the city’s market district, leaving two dead and dozens injured, many shot in the back, Olson mobilized the guard and declared martial law.
Farmer-Laborite Eddie Felien, editor-publisher of Southside Pride, argues that Olson’s actions maintained picket lines and preserved the strike when any other governor would have crushed the strike.
Others aren’t that charitable. Bryan Palmer, the Canadian academic whose “Revolutionary Teamsters” advances study of the strike, spoke Thursday night at the downtown library. He addressed Olson’s role: “There was no question his actions were going to harm the strike when he brought in the National Guard.” The guard issued permits for truck movements, seized strike headquarters and threw strike leaders into a military stockade. Palmer quoted one strike leader during this period as saying: “Trucks are moving. They’re breaking the strike.” And another strike leader, Farrell Dobbs, simply titles one chapter of his 1972 memoir on this period “military strikebreaking."
Yet guardsmen never fired on strikers, unlike some other notable American labor confrontations.
Another historian, Mary Wingerd, who spoke on the same panel as Palmer, said she thinks Olson’s presence as governor played a significant role in strike psychology. Despite being led by Trotskyist militants, the strikers likely mostly voted Farmer-Labor. Having a governor of their persuasion in office — rather than a conservative hardliner -- likely made it easier for individual strikers to make the difficult commitment to put their jobs on the line in a strike, she said.
Palmer confessed that despite his research, he’s still somewhat mystified over how a strike that was starting to fray somewhat as it wound into August suddenly produced a settlement favorable to strikers. He gives more credit to President Franklin Roosevelt than Olson. Roosevelt clearly wanted the strike settled before the 1934 election; Palmer suggests that local bankers with substantial federal loans from the New Deal’s Reconstruction Finance Corporation put pressure on a key representative of recalcitrant employers.
The debate will keep historians busy for decades to come.
A street that Minneapolis has turned its back on is finally headed for a little love.
29th Street stutter-steps its way across much of south Minneapolis, running a few blocks then vanishing completely only to re-emerge a few blocks away.
It’s pocked with potholes, curbs have eroded completely in some blocks, and its once-decorative fencing has turned rusty or filled with chain-linked gaps. That’s especially true between Lyndale and Hennepin avenues. It's a normal uninterrupted street only east of Hiawatha Avenue.
“It’s really not a street that I would walk down alone after nine at night. It’s very alley-like,” said Kayla Mueller, who has lived in Uptown for the last two years.
She’s one of several people who focused attention on the street during a recent discussion of how to improve connections between Lake Street and the Midtown Greenway sponsored by the Lake Street Council and Midtown Greenway Coalition. Four more such sessions are scheduled.
The worst section of street is also the focus of a series of three charrettes organized by Tenth Ward Council Member Lisa Bender. She’s focusing on the Lyndale to Hennepin section, which is scheduled for public improvements in 2016.
“I think it’s basically falling into the earth, Bender said. “The whole thing is in terrible condition.”
That’s not the best advertisement for a hot stretch of real estate that’s added almost 3,000 housing units along the greenway in the past 10 years.
29th has a quirky personality in that stretch. The block behind the Rainbow (now Cub) grocery is vacated. The west end dead-ends into the Mozaic complex. Bender said she’s heard public sentiment for a resplitting of space that allows vehicles and meets needs of property owners but gives more priority to pedestrians. The streets could potentially be used more flexibly for gatherings like a farmer’s market, she said.
Original greenway planning called for a promenade along the linear park’s north lip but little more than sidewalks emerged from that. One complication will be the fence next to the greenway trench, which is regarded by some as a protected historical artifact. It combines concrete pillars and iron railings.
The next charrette session focusing on the Hennepin-Lyndale section of 29th will be held on July 21 from 6 to-7:30 p.m. at Walker Community Library, 2880 Hennepin Av. S. Beder said it will feature several possible configurations. A final design will be discussed at a fall meeting.
Meanwhile, Joyce Wisdom, Lake Street Council executive director, is hoping that the series of joint council-coalition meetings will generate support for something she’s been advocating since greenway planning began some 15 years ago. That’s improvements designed to help Lake Street shoppers find the greenway, and greenway users find businesses on Lake.
Interestingly, although a majority of those who filled out a council survey reported feeling fairly safe between Lake Street and the greenway, their second biggest priority is increased lighting, something nearly two-thirds favor. That was topped only by adding bike markings or lanes between Lake and the greenway. Better wayfinding signs to businesses and other destinations, and protected intersections were also supported by more than half of those surveyed.
The remaining Lake Street-greenway workshops are scheduled for July 21, 5-7 p.m., Heart of the Beat Puppet and Mask Theatre, 1500 E. Lake St; July 29, 5-7 p.m., Harriet Brewing, 3036 Minnehaha Av. S.; July 30, 7-9 p.m., Midtown Greenway Coalition office, 2834 10th Av. S., greenway level Suite 2; and Aug. 4, 5-7 p.m., Safari restaurant, 3010 4th Av. S.
(Photo: This section of W. 29th Street shows its crumbling curb and dented fence. Staff photo by Steve Brandt)
Is there a developer out there who can rescue a handsome old apartment building from more than 10 years on the city’s boarded building list?
The 1904 building appears to have decent bones but could use an extensive facelift. The city’s development department said it’s open to business, and rental or ownership housing proposals. It said it will give priority to fully funded business or market-rate housing proposals.
The agency's Cherie Shoquist said it decided to seek proposals now because the city started getting inquiries from developers. She said she's expecting proposals for higher-end rental housing.
“The building’s so beautiful and has so much potential," Shoquist said.
But the neighborhood is feeling cut out. Ventura Village board chair Thor Adam said the neighborhood group learned of the agency's RFP from a reporter's call. "To be removed from that is concerning,:" he said. Years ago, the neighborhood group expressed a preference for ownership housing such as condos to offset the area's high concentration of rental housing, Adam said. He said the project also needs to be considered in the context of larger discussions about future use of city-owned lots in the area.
Shoquist said the group will have an opportunity to review and comment on proposals, and that's better than ruling out potential usines of the building upfront. . “We encourage the developers to contact the neighborhood and bring letters of support form the neighborhood," she said.
The structure was built as luxury apartments, but has fallen since on hard times. It sits not far from the 5th Avenue S. freeway entrance, between the major commuting routes of Portland and Park avenues.
The city in essence bought the building in 2012 from the Sabri family trust after Azzam Sabri, the building’s most recent owner, died of cancer in 2011. The purchase went through the Twin Cities Community Land Bank as an intermediary. Sabri got the building after a court fight with previous owner Jason Geschwind, to whom he provided financing.
The development agency insisted that he follow through with Geschwind’s commitment to create condos. Sabri wanted to switch to commercial reuse, but ignored the city’s requests for details on financing, marketing and other specifics.
Sabri's brother Basim, also a developer, said he has no interest is making a proposal to the city because he likes to work independently. "It's a gorgeous building," he said.
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