Minneapolis' Twenty-Ninth Street Railroad Depression: Changes Over Time

Editor’s note: This is a continuation of a deep dive into Minneapolis’ Twenty-Ninth Street Railroad Depression. The Chicago, Milwaukee and St. Paul Railroad (CM&StP), also known as the Milwaukee Road, built a mainline known as the Benton Cut-Off as part of the Hastings and Dakota division (H. & D.) through South Minneapolis from 1879 to 1881. Part one of the story covers the legal battle and construction of the lowering of the line to be below grade in the 1910s.

In the mid 1950s, the Milwaukee Road moved its yard and terminal from South Minneapolis to the new Pigs Eye/St. Paul yard. This movement allowed for the first direct track connection from the Short Line to St. Paul to the Benton Cut-Off and the 29th Street Depression in 1957, when the railroad tore down the massive roundhouse, car and machine shops.

Aerial photograph of the Milwaukee Road South Minneapolis railroad yard in 1938. There are numerous sidings, tracks, and a massive roundhouse and machine shops. — South Minneapolis yard in 1938 and 1957. *John R. Borchert Map Library – University of Minnesota.*

Aerial photograph of the Milwaukee Road South Minneapolis railroad yard in 1957. There are numerous sidings, tracks, and the foundations of the former roundhouse. A new rail connection connects the 29th St tracks to the short line. — South Minneapolis yard in 1938 and 1957. *John R. Borchert Map Library – University of Minnesota.*

The Milwaukee Road ended passenger service when Amtrak was formed in 1971.

The Minnesota Department of Transportation (MnDOT) reconstructed and expanded Hiawatha Avenue in the late 1990s, amidst protest, which fully saw the removal of what remained of the old yard. The connection to the Short Line was cut in 1998 and the former tracks to downtown were replaced with the Metro Blue Line, which opened in 2004.

Remnants of the South Minneapolis Yard in 1988 and 2000. *Hennepin County Aerial Imagery Viewer.*

Looking North from Lake Street with a strip mall in the foreground and with Hiawatha Avenue and the rail yard in the background. Amidst the rail storage, there is a massive parking lot. — Looking North from Lake Street with Hiawatha Avenue and the rail yard in the background. June 1988. *Hennepin County Library.*

The construction of Interstate 35W in the 1960s resulted in the removal of the Second Avenue bridge. The bridges just to the east at Third, Clinton and Fourth avenues were removed sometime in the 1990s. The north abutment of the Third Avenue and the south abutment of the Clinton Avenue bridges are still present. The Fourth Avenue bridge – the longest of the original set of concrete bridges at 10 spans – was replaced in 1997.

Large 3rd Avenue S bridge abutment and wing walls sit next to the Midtown Greenway covered in chipped white paint. There is a tree and other vegetation growing in and around the abutment. — Third Avenue South bridge abutment, March 2025. *Brian Mitchell.*

Smaller Clinton Avenue S bridge abutment sits to the South of the Midtown Greenway. It is painted blue and has wall pavers filling in the void where the bridge would rest on. — Third Avenue South bridge abutment, March 2025. *Brian Mitchell.*

Especially from the 1960s through the 1990s, this entire area changed immensely. Below is an image of the same 3rd Avenue bridge abutment that still stands today. Note the small section of brick to the right of the wing wall in today’s photo (above) from the building shown in the image from 1932.

Looking North up 3rd Avenue from across the trench. A three story and basement brick building stands to the east of the avenue and forming a wall in the trench. — Looking North at the Third Avenue South bridge, 1932. National Tea Company is on the right. *Hennepin County Library.*

The Hennepin Avenue bridge was rebuilt in 1980, and with its construction came some great aerial photography. This is the latest photo I’ve found with all the original 1910’s bridges in place for the western end of the corridor.

Aerial photograph of the rail corridor showing the new Hennepin Avenue bridge under construction, and 15 bridges further away all of the same design. — Looking east, Hennepin Avenue crossing is at the bottom, 1980. *Hennepin County Library.*

The Milwaukee Road declared bankruptcy in 1985 and this segment of track was purchased by the Soo Line Railroad as part of Canadian Pacific’s Bass Lake Subdivision. In 1991 the Twin Cities and Western Railroad (TC&W) formed and operated on the line. Ultimately, in August 1998, as a result of the construction of the Hiawatha Line (Metro Blue Line), trains to St. Paul were re-routed to the Kenilworth Corridor and stopped through service in the 29th Street Depression.

Looking east into the 29th Street corridor with two railroad tracks curing into the "tunnel" of bridges. — Looking east from Humboldt Avenue into the 29th Street railroad corridor, 1980s-1990s. *Hennepin County Library.*

Looking west at TC&W train let by locomotive 2004 and two others turn the corner at 28th St with two unused tracks visible at the crossing and Smith Foundry visible behind. — TC&W 2004 leaving the corridor along 28th Street East, June 1997. *Kevin Madsen.*

Freight train passing under the Cedar Avenue bridge. — TC&W 406 passing under Cedar Avenue. *Robert Rivard.*

Midtown Greenway shown looking east from the Cedar Avenue bridge. — TC&W 406 passing under Cedar Avenue. *Robert Rivard.*

Railroad service was abandoned in 2001, with the last train running in June. The tracks were removed in 2002.

The Hennepin County Regional Rail Authority purchased the right of way in 1993 for the purpose of future transit. The corridor, original bridges, retaining walls and fences were added to the National Register of Historic Places in 2005 as the Chicago, Milwaukee and St. Paul Railroad Grade Separation Historic District. Hennepin County, the City of Minneapolis, the Midtown Greenway Coalition and other community partners worked to transform the corridor into the Midtown Greenway trail. The Greenway was built in three phases between 2000 and 2006 and is maintained by the City of Minneapolis. The Martin Olav Sabo Bridge over Hiawatha Avenue opened in 2007. In December 2024, the Minneapolis Park and Recreation Board and the Met Council adopted a master plan to include the trail as a part of the regional trail system.

2013 video of Hennepin County’s 20th anniversary of Community Works

A small sign saying Hennepin County Regional Railroad Authority Property Boundary stands next to two fences at the edge of the Midtown Greenway trench. — Hennepin County Regional Railroad Authority sign, April 2025. *Brian Mitchell.*

A new wood and metal fence stands a couple feet taller than the aged and historic concrete and iron fence next to it. — A new fence next to the historic concrete and iron fence on 29th Street West between Emerson and Dupont avenues, April 2025. *Brian Mitchell.*

At present day, 22 bridges remain from the original 37 constructed in the 1910s. New bridge replacements since the corridor was added to the Register of Historic Places are constructed in a way that closely matches the appearance of the original bridges –although structurally they are a little different. The bridges at Fremont Avenue (2020), First Avenue (2024), Portland Avenue (2017) and Cedar Avenue (2017) have been replaced with this matching style of the older bridges. The bridges at Emerson Avenue (1986), Dupont Avenue (1987), Lyndale Avenue (1987), Fourth Avenue (1997), Park Avenue (2006) and Chicago Avenue (2005) were all replaced with non-original designs.

2019 photo of the under side of the old Fremont Avenue S bridge. Rebar is visible on nearly all concrete, which is also flaking and deteriorating. — Old Fremont Avenue bridge showing deterioration, February 2019. *Brian Mitchell.*

May 2020 photo of the new Fremont Avenue S bridge with the center pier concrete forms partially completed. — Old Fremont Avenue bridge showing deterioration, February 2019. *Brian Mitchell.*

Five bridges are currently planned to have improvements made in the coming years. These are the Grand Avenue, Pillsbury Avenue, Nicollet Avenue, 10th Avenue and 18th Avenue bridges.

Many features of the corridor and historic district are deteriorating. Rebar is exposed in places on most of the remaining original bridges. The retaining walls and some of the bridge abutments have cracks and are showing signs of settling and deterioration.

Looking at the concrete retaining wall to the North of the corridor with some deterioration with the Pillsbury Avenue S bridge in view. — Retaining wall on North side of corridor from Pleasant to Blaisdell avenues, April 2025. *Brian Mitchell.*

Looking down the access ramp at Nicollet Avenue S with the significantly deteriorated concrete retaining wall to the North. — Retaining wall on North side of corridor from Pleasant to Blaisdell avenues, April 2025. *Brian Mitchell.*

Evidence of a Railroad Past

Little pieces of evidence of past railway sidings are visible along the corridor. One such example is the bridge under West 29th Street between Colfax and Dupont avenues going to the present day Buzza Lofts building. This bridge caught fire and was removed in 2023, replaced with a continuation of the retaining wall.

Looking south at 29th St supported by concrete retaining walls and a gated off concrete bridge. — Old 29th Street West bridge. *Apple Maps.*

Photo at night with construction equipment parked next to a gap in the retaining wall where the bridge used to be. Rebar from the old bridge is hanging across the gap. — Old 29th Street West bridge. *Apple Maps.*

Another example is the pedestrian bridge over the Inspire Central apartment building between Emerson and Dupont avenues. Aerial photography shows that a siding ran north into the lot as recently as 1945 and had been removed by 1969. This land was historically used as a coal yard and later as a lumber yard.

Aerial photograph from 1938 showing a curved railroad spur going North into the industry between Emerson and Dupont avenues. — Aerial photo from Fremont to Aldrich avenues, 1938. *John R. Borchert Map Library – University of Minnesota.*

Modern apartment building with a pedestrian bridge crossing what used to be a railroad spur. — Present day view between Emerson and Dupont avenues, March 2025. *Brian Mitchell.*

The Sheffield Elevator Company’s grain elevator stood between Garfield and Harriet avenues, was demolished in 1987. It was replaced by the Soo Line Garden in 1991, which is terraced and slopes up the northern side of the trench. Amidst planning for building a new ADA compliant trail, in March 2024, the Minneapolis Park and Recreation Board closed the garden due to soil contamination until it can be remedied.

Overlooking the Midtown Greenway with an overgrown SOO Line garden to the left of the paths and the Harriet Avenue bridge in the background. — SOO Line Garden, May 2025. *Brian Mitchell.*

Existing and Repurposed Structures

Several old industrial buildings still stand or partially stand and have been converted into retaining walls or reused for other purposes.

Retaining wall with filled in old windows to the North side of the corridor to the east of Dupont Avenue. — Retaining wall and former basement at Dupont Avenue, March 2025. *Brian Mitchell.*

A repurposed industrial building sits between Aldrich and Lyndale avenues. — Former industrial building in-between Aldrich and Lyndale avenues, April 2025. *Brian Mitchell.*

Looking west down the corridor from Pleasant Avenue bridge with industrial buildings on both sides before conversion into housing. — Looking West from Pleasant Avenue bridge. Likely early 2000s. *Hennepin County Library.*

Former industrial building between Grand and Pleasant avenues turned into housing with two-story arches visible but largely filled-in. — Industrial building turned into housing between Grand and Pleasant avenues, April 2025. Many of the former voids of the building have been filled in, but some outlines can be seen. *Brian Mitchell.*

Photo from 1914 of the Western Crucible Steel Casting Company showing large voids to allow access to the tracks. — Industrial building turned into housing between Grand and Pleasant avenues, April 2025. Many of the former voids of the building have been filled in, but some outlines can be seen. *Brian Mitchell.*

White painted concrete retaining wall with colorful scenes of a mural spaced along it on the South side between Grand and Pleasant avenues. — Old structure turned into a retaining wall and large mural on the south side of the corridor between Grand and Pleasant avenues, April 2025. *Brian Mitchell.*

Midtown

Between Third and Fifth avenues, a small rail yard required the corridor be at least eight tracks wide. Today, this space is occupied by a sports field, two gardens, a parking lot and the Fourth Avenue bridge abutment. The removed Clinton Avenue bridge had six spans and the Fourth Avenue bridge had 10 spans to cross the former yard.

Aerial photograph from the 1920s of the Clinton School and train yard from 3rd and 5th avenues. — Clinton School and train yard, 1920s. *Hennepin County Library.*

TC&W locomotive 402 pulls a train heading east in the winter. The old 4th Avenue bridge with ten spans is behind. — TC&W 402 with the old Fourth Avenue bridge behind it, February 1996. *Kevin Madsen.*

The corridor between Chicago and 11th avenues has changed significantly over time. The Midtown Exchange building (as it’s known today) was built in 1928, and was occupied by the Sears, Roebuck, and Company until 1994 as a retail and mail-order catalog facility. Part of the construction included a train shed in the trench, incorporating the 10th Avenue bridge, which was extended to include the Elliot Avenue bridge in 1929. In 1964, an expansion added a warehouse to the north and on top of the rail corridor (razed in 2005), between Elliot and 10th avenues. A storage facility to the north was the last major addition to the complex in 1978. Between 10th and 11th avenues was a grain elevator (razed in 2004), now the Cepro Site green space and entrance to the Midtown Greenway. The footings of the silos are still present and provide a place to sit and congregate. The Elliot Avenue bridge is stub-ended at the present-day Allina parking ramp, has been closed to vehicle traffic for years, and is privately owned.

Looking east towards the Sears complex with the large 190s building, warehouse over the tracks, and large warehouse to the North. The grain elevator beyond is visible too. — Looking East towards the Sears complex, 1980s. Note the warehouse over the tracks and the top of the grain elevator visible beyond. *Hennepin County Library.*

A darker tunnel under the Sears warehouse with some bright sunlight shining in a couple spots too. There are four tracks visible, one on each side of the two mainline tracks. — Looking through the Sears warehouse over the tracks, 1980s. *Hennepin County Library.*

Footings of former grain elevators, bike racks, and a hill make up the Cepro Site park. — Cepro Site where the footprint of the former grain elevators now make a public area, March 2025. *Brian Mitchell.*

The 10th Avenue bridge was closed to vehicle traffic on December 26, 2021. During an inspection in 2021, a large hole 12 feet by 3 feet was found in the west sidewalk. In 2022 the entire western section of the deck was removed and fenced off. The bridge has four spans, the southern span being enclosed in a bridge wall as part of the Midtown Exchange building.

Looking up at the 10th Avenue bridge showing a metal mesh covered hole in the western deck. The sky is visible through the hole in the bridge. — 10th Avenue bridge with missing sidewalk on the west side, April 2025. *Brian Mitchell.*

The Southern side of the 10th Avenue bridge showing an additional span incorporating it into the Midtown building. A closed rolling metal door is closed where the old train shed used to be. — 10th Avenue bridge with a retractable door for the former train shed and brick enclosure around the southernmost span, April 2025. *Brian Mitchell.*

Some bridges still have signage from railroad times; an example are the pair of “No Clearance” signs on the 17th Avenue bridge.

A cropped image of the side of the 17th Avenue bridge with the 17th Ave sign and two No Clearance signs posted on the bridge, spaced to be over where the tracks once stood. — 17th Avenue bridge with two “No Clearance” signs. *Brian Mitchell.*

The Coolest Video You Will Ever See

Incredibly, last summer, Greg Smith uploaded the following video to YouTube showing a rail fan trip along the entire corridor. Given that this is TC&W, the bridges present, and lack of grain elevator between Garfield and Harriet avenues, it was recorded between 1991 and 1997. What’s left of the South Minneapolis yard is shown on the eastern end in the beginning. Thus, the video originates from before the bridges on Clinton and Fourth avenues were removed. In the western end, lots of industry along the north side of the tracks is visible. It’s jarringly different from the view today when biking on the Midtown Greenway.

1990s video of a fan trip on the TC&W including the entire 29th St corridor.

Today

Today, the corridor hosts the Midtown Greenway Regional Trail, decorated with the history of a railroad corridor, and built from the work to improve resident safety and transportation throughout the last century. As the city grew around the corridor and industries left for cheaper and better accessible land, the corridor has been able to still serve the community. This past week, as part of the Midtown Greenway Cultural Communities Mural Project, work finished on five additional murals on the bridges in the corridor. These new murals join existing ones that add new color and life by highlighting the historic corridor and rich experiences of the people that live along and use the Midtown Greenway.

Mural painted under bridge at Fremont Avenue. — Fremont Avenue

Mural painted under bridge at Colfax Avenue. — Fremont Avenue

Resources

Some of these sources are also linked in Part One of this series, and some are specific to this Part Two.

I’ve created a gallery on Flickr containing all of the photos I could find of the corridor with the tracks in place or before the Midtown Greenway was completed. It includes some additional fun photos for which I didn’t seek permission to repost here.

“More Milwaukee Road in Minnesota” by John C. Luecke, 2010
National Register of Historic Places Nomination (2005) (PDF) https://edocs-public.dot.state.mn.us/edocs_public/DMResultSet/download?docId=24720708
Cultural Landscape Management and Treatment Guidelines For the Chicago Milwaukee and St Paul Grade Separation (2008) (PDF) https://www.hennepin.us/~/media/hennepinus/residents/transportation/midtown-community-works/cultural-landscape-guidelines-2008.pdf
Midtown Corridor Bridge Management Plan (2015) (PDF) https://edocs-public.dot.state.mn.us/edocs_public/DMResultSet/download?docId=24720705
Chicago, Milwaukee and St. Paul Railroad Grade Separation Historic District Reevaluation (2017) (PDF) https://www.lrl.mn.gov/docs/2017/other/c170018.pdf
Hennepin County Digital Collections https://digitalcollections.hclib.org/digital/custom/home
Minnesota Historical Society Collections Online https://www.mnhs.org/search/collections
MnDOT Bridge Info Interactive Map and recent inspection reports https://mndot.maps.arcgis.com/apps/webappviewer/index.html?id=458be6fe9acf4131a35455cc63702068
Minnesota Historical Aerial Photographs Online from the John R. Borchert Map Library, University of Minnesota https://apps.lib.umn.edu/mhapo/
Hennepin County Aerial Imagery Viewer https://hennepin.maps.arcgis.com/apps/webappviewer/index.html?id=af6985232e094f95a5aa4075254b6cad
Minnesota Railroads Facebook Group https://www.facebook.com/groups/1360051961027253/