2026-07-28

Public Character #11: Trevor Born Walks Daily to Make a Neighborhood Newspaper

[Diving as deep as possible into local news with shoe-leather journalism.]

Most people, myself very much included, gather our news in front of a screen, scrolling through websites, RSS feeds and social media streams. Trevor Born, who writes and publishes the Longfellow Whatever, does it the old fashioned way with shoe leather. Nearly every day, he walks the streets of Minneapolis, Longfellow neighborhood and tries to figure out what’s going on.

“I usually call it a newsletter, but if I'm trying to sound high-minded, I might call it a news project,” Born said.  


Trevor Born’s project, the Longfellow Whatever, has been around now for two years and, judging by the “few hundred” subscribers, it’s thriving. 


According to Born, Minneapolis’ Longfellow neighborhood is bound by the Mississippi and the Hiawatha freeway on the east and west, and I-94 and Minnehaha Falls / Creek on the south. In between lay a substantial swath of south Minneapolis, mostly middle-class housing with a few key commercial corridors: East Lake Street, Franklin, and Minnehaha Avenues. 


In other words, it’s just at the right size for a local newspaper. But since the decline of that industry — the Southside Pride is the only lingering print publication, and it’s largely composed of rants rather than news — there’s a vacuum out there. 


That’s no longer true in Longfellow, where Born walks the streets daily searching for story ideas. After two years he hasn’t run out of them. 


“Today, as I was about to hit send [on the newsletter], I was walking down the street, and noticed people buffing out this piece of graffiti that I had noticed before,” explained Born, who included their story. 


It was a short 50-word blurb about the maintenance ot the wall of Longfellow Market, an East Lake grocery store, but it was the kind of irreplaceable detail that makes Longfellow Whatever worth the subscription.


Born publishes two articles a month with a wide variety of angles. This week the Whatever featured a piece on dog treat stations, profiling residents who have installed front yard boxes boasting Milk Bones (like little free libraries for dogs). Another recent piece covered the 1975 “freedom train” that ran through Longfellow in fifty years ago to celebrate the bicentennial. In February Trevor Born dug into the backstory of a mutual aid fund that opened up during the ICE occupation.  


Still, the bulk  of the Longfellow Whatever features cover business comings and goings, like what’s happening tho this building or if the old Chinese restaurant is every going to be remodeled, a new dispensary, or the history of the dog sauna business. 


That’s kind the kind of story that gave Trevor Born the idea for his news project in the first place. A few years after the COVID pandemic, he was at a gathering and a someone mentioned to him that the local long-shuttered wine bar (the old Riverview, on the corner of 42nd and 46th) was about to get a new owner. 


That was exactly the kind of thing he wanted to know.


“I really wish that it could just be somebody's job to stay on top of that stuff,” Born said. “So, I figured I would just try.”


Thus the Longfellow Whatever was born, beginning in March of 2024 when Born began recruiting subscribers from the neighborhood. It’s been growing slowly ever since. 


[Born leading a tour of old fast food joints for Preserve Minneapolis: here at the White Castle corner.]

Trevor Born got his journalism start quite young, as he describes it, with a childhood newspaper he ran out of his house during grade school. Growing up in Bloomington, he was lucky to have family friends at the Star Tribune who let him hang around the newsroom. When he went off to college at the University of Minnesota, he naturally gravitated to journalism at the Minnesota Daily, and became an editor. 


Over the years he’s had his byline in the Star Tribune more than once, and after graduating worked as an AP stringer, along with a brief stint doing private public relations. Following the COVID pandemic, Trevor left that job behind, and went out on his own, essentially creating a dream job in his backyard.


“An amazing aspect of the job, because of the small folk geographic footprint of it, it has this ability to be just kind of old school,” Born said. “It’s almost a Mr. Rogers' neighborhood kind of thing, a lot of what I do is conducted on foot and it serendipitously happens just from running into people. It's kind of what you dream of: [For] most beats, it doesn't really get to happen.” 


[This building used to be an old-school Kentucky Fried Chicken.]

Two weeks ago, I tagged along with Trevor Born walk down East Lake on a local history tour, sponsored by Preserve Minneapolis. Titled “Lost Fast Food Joints of Longfellow,” the stroll was a blast: a trove of deep history like the first Kentucky Fried Chicken location (above: the building is now an eye clinic), a once-popular A & W restaurant at East Lake and West River Road, and the two different White Castle locations on the corner of 36th Avenue.


In each case Born illuminated the landscape with histories of fast food in general and specific South Minneapolis franchises. The tour was supplemented with cans of root beer and enlarged photographs, and the audience of a two dozen mostly older preservation buffs was delighted. 


For the newsletter, subscribers are charged monthly or yearly, Patreon style. They receive twice-weekly stories about their neighborhood, and the results pay Born’s bills and even allow him to rent a desk at an East Lake co-working space.


A recent Longfellow Whatever newsletter blast included the following: a bakery (temporarily) closing, a cancelled art fair, an upcoming corn roast, the energy utility’s impending telephone pole inspections, park board arborists condemning diseased trees, a near-drowning at the falls, a closed wading pool, an office building for sale, a commercial building getting repainted, a new projection system at the micro-cinema, a new sign at the animal clinic, a brewery block party, three different concerts, and the news that the Japanese deli is now open for lunch on Fridays.


This is the kind of thing that once would have been the purview of print community newspapers you could pick up at coffee shops or grocery stores, all supported by local advertising and want ads. As readers well know, though local news is still vital, those days are far behind us. City papers have been cutting local newsrooms for decades, and where a four or five people might have covered city hall a generation ago, today it’s likely one reporter juggling that beat alongside a bunch of others.  


In that world, the Longfellow Whatever is the kind of solution we need: a micro-enterprise, where one person fills in gaps about business openings, the politics of neighbor disputes, and local development drama. If every neighborhood could have a Born on the beat, I would not be so worried about the future of local news.

2026-07-27

Twin City Doorways #82

 
[San Francisco, CA.]


[San Francisco, CA.]


[San Francisco, CA.]


[Downtown, Minneapolis.]


[Hamline Midway, St. Paul.]


[Downtown, St. Paul.]


[Summit Avenue, St. Paul.]


[St. Paul / Minneapolis.]


[Chicago, IL.]

[Chicago, IL.]


2026-07-22

Metaphor #11: Twins Attendance / St. Paul Streets

[Target Field at minimal capacity, early summer 2026.]

I grew up on sparsely attended Twins games, spending a good percentage of my childhood being blown out of the Metronome with my dad and siblings. This was a time that spanned the Twins’ window of playoff success, but thinking back on it, most of the time the place seemed half empty (or half full, I suppose). Kids like myself had free reign to the building, wandering through the deserted upper deck, running around row after row of empty blue folding seats. 

Fast toward a decade or two into my 20s, not much had changed. The Twins had many lean seasons. Even when they were winning division championships, you could still find $5 tickets and dollar hot dogs. 

This year, too, Twins attendance is once again scraping the bottom of the AL Central's barrel. In a way, I like it! I wish they were winning, but I've been to a handful of games this year and tickets were cheaper than the beer. Once inside, I sit wherever I like outside of the luxury moat. Stadium lines were rare: not the ticket gate, the concessions, the bathrooms, the beer stands, nor even Kramarczuk’s delectable sausages.  

In a way, it’s amazing to move freely around a giant MLB stadium. What luxury! If it rains, go under an overhang. If it’s hot, move into the shade. If it’s cold, do the opposite. It’s nice to spread out, never sitting to next to someone unless you really want to. Being a fan of an unpopular team feels like the world is made just for you.

[Have a seat, anywhere you like.]
Of course, this isn’t the end of the story. If you’ve ever been to a playoff game, you know. The flip side of this life of half-full leisure is that sporting events are actually about shared experiences. Crowds intensity pay off exponentially. 

There’s nothing like a playoff baseball game. The stadium is sold out, and the crowd is electrics. Every pitch is a moment, alive with anticipation or crushing defeat. I remember the ‘23 playoffs, the '91 World Series, and a dozen other games packed to standing room. It doesn't compare to watching the Twins play the Royals in early May in 2026.

Cities are like going to a Twins game. A half-empty city is nice in lots of ways: it’s easy to park, there’s not much traffic, it’s relatively quiet, it’s affordable to be there in the first place. 

And yet...

Living St. Paul often feels like going to a Twins game during a losing season. I can’t tell you how many times I’ve gone to a playground in the middle of the day with my kid, and we’re the only ones there. Quite often, it’s a very nice playground, too: new equipment, well maintained, reflecting one of the best park systems in the country. 

On another day, I walk down a street where I’m the only one around. Downtown St. Paul often feels this way, deserted half the time. I take my kid to the downtown library at least once a month; more often than not, we have the place to ourselves. She likes it that way, but it’s the city’s main library branch. It shouldn’t be empty! 

Even if being in a half-empty stadium or city is comfortable, it ain’t good. Visit an urban playground in New York, Los Angeles, or Chicago as I have in the last few years, and it’s wild to see how much use a see-saw receives in an average day. At any given moment, there are more kids playing in Brooklyn's Sunset Park than at every playground in St. Paul combined.  


[Sunset Park, Brooklyn, 2024.]

Dense cities brim with serendipity. Playgrounds and libraries are noisy, never boring. Likewise, other cites’ ball clubs sell out homestands against their division rivals. In other cities, stadia are crowded with people cheering, crackling with energy. There’s nothing like this feeling! 

Nobody wants the Twins to suck, but half the time it seems like locals are rooting for an empty city. It seems to me that there’s a vibe in the air: it’s worth the Twins losing, if it means people can save time on parking. Keep St. Paul Boring, after all. 

It isn’t worth it. Whether it's a ballpark or a downtown, it’s better to embrace crowds and excitement than to luxuriate in emptiness. I wish it was hard to get a Twins ticket! I wish St. Paul’s amazing playgrounds were well used, and our streets weren’t lined with vacant buildings. 

In short, I miss the crowds and the playoffs. 


2026-07-16

Twin City Doorways #81

 
[San Francisco, CA.]


[San Francisco, CA.]


[San Francisco, CA.]


[San Francisco, CA.]


[San Francisco, CA.]


[San Francisco, CA.]


[San Francisco, CA.]


[San Francisco, CA.]


[San Francisco, CA.]


[San Francisco, CA.]

2026-07-13

St Paul's Hamline Avenue Mill and Overlay is a Street Safety Betrayal

[Aftermath of a recent car crash on four-lane segment of Hamline Avenue.]

The maddest I ever saw Barb Thoman was at a Transportation Committee meeting in 2014. I was a Planning Commissioner, and had just joined the Transportation Committee, a city-led group started under Mayor Chris Coleman (and then Council Member Russ Stark) which was intended to offer public input and guidance for the city’s Public Works and Planning departments.

[Thoman at the Grand Avenue parking meter meeting.]
If you don’t know her, Barb Thoman is a long-time St. Paul transportation advocate. She started Transit for Livable Communities (TLC) back in 1996 (!),  a literal lifetime ago. Back then, it was literally the 20th century, a stone age for transportation advocacy, the era when building freeways and parking garages was still pitched as climate action, before either city had a bicycle coalition.

Thoman's, TLC (and its successor, Move Minnesota), and her other efforts have improved transit, sidewalks, and bike lanes for so long by now, laying the groundwork for whatever change has happened over the last two decades. On top of that, Thoman is an incredibly kind, even-keeled person, the epitome of thick-skinned practical criticism. I once watched her get boo’d by a room full of rabid St. Paul drivers during a public meeting about parking meters, taking a gamut of criticism for having the gall to invoke climate change. She dealt with it all a cool, calm way, though I'm sure she was deeply upset.


[Link to source documents.]

My point is that she's not an angry person, but on this occasion, in the City Hall Annex, I was astonished to see Barb yelling full-throated at St Paul engineer John Mazko (and calling him “John”, no less). Furious, she accused him of lying directly to her face, saying something like “this bridge is going to last for 50 years, and now it’s locked in.”


(Maczko, a genial-but-old-school, i.e. condescending, transportation engineer, looked like he’d been run over by a truck. Deservedly so, it turned out.)


The issue was this: St. Paul Public Works had funded, designed, and bidded out a new bridge for Hamline Avenue (over Ayd Mill Road) without bringing it to the Transportation Committee as had been promised. Instead, the bridge was built as a four-lane road without bike lanes. The city moved ahead without considering whether or not a three-lane “road diet” might have worked better for the city and its communities. 


[See the letter at right from 2012/2013 transportation advocates, explaining the issue in great detail.] 


Instead, as multiple neighborhood groups pointed out at the time, the city designed the bridge and its road for the benefit of drivers, keeping a dangerous design in place despite low traffic counts and policies calling for safer road designs.


Well, Barb Thoman was right. St. Paul's 2013 mistake is coming back to haunt.


What Goes Around


Thirteen years later, you can read about the recent spat in the Pioneer Press, where the city repaved Hamline Avenue without doing anything to make the street less dangerous. Here’s the relevant situation, along with the surprisingly on-point pushback from the adjacent District Councils:

The Hamline Midway Coalition and Union Park District Council have sent a joint letter to St. Paul Public Works requesting a “4-to-3” lane conversion on Hamline Avenue between Selby and University avenues. The proposal calls for reducing the roadway from four travel lanes to two, adding a center turn lane and installing bike lanes. Supporters say the time is now because the street is already scheduled for repaving, which means new striping will be needed either way.

The groups cite a history of crashes, speeding concerns, pedestrian crossings near Concordia University and the lack of a direct north-south bike route as reasons for the change.

A full reconstruction of Hamline Avenue is expected around 2035 to 2039. The groups argue their proposal will improve safety until then.

However, city officials described the proposal as “not possible or practical.”

In a letter responding to the neighborhood groups, Public Works Director Deb Barber said the city would have to conduct a broader public engagement process and studies on traffic, business and public safety impacts.


Not much has changed in the last 13 years, other than that Hamline Avenue has been repaved more than once, and the thinking on road diets has vastly improved. The street remains an ideal candidate for a four-to-three conversion, with 15,000 cars a day. Furthermore, Ayd Mill Road is now smaller and traffic has been reduced. Also, the Green Line is up and running. 


Meanwhile, countless people have been impacted by a street that’s difficult and dangerous to cross. According to the (inadequate) city crash data, there are three or four bike and pedestrian crashes on this stretch of Hamline Avenue every year; I would guess that at least 50 people have thad their lives transformed for the worse since the road diet was first squashed by city staff.


The other significant disappointment from this recent repaving  decision is that it signals a walking back of St. Paul's commitment and leadership on four-to-three conversions. Also called “road diets,” these are by now a fairly straight forward safety improvement. I have some thoughts...


[The deadly four-lane design of Hamline Avenue in 2013, when it was repaved by Mayor Coleman.] 

Four-Lane Death Roads and Road Diet Conversions


Ten years ago, busy streets were thought to be impossible for a "four-to-three conversion", aka "road diet." In the Twin Cities, that changed thanks a specific tragedy on St Paul’s Maryland Avenue. It took courageous leadership from Ramsey County elected officials and Public Works staff, but it also took a terrible tragedy. I had thought we'd moved beyond blindly accepting these deadly streets.  


[worst offender "death road" streets as of 2016.]
Here’s the longer explainer: Hamline Avenue through its central section — from University Avenue south to Summit — is what I call a four-lane death road, a term I coined an antiquated, obsolete, wildly dangerous, 20th century road design that out to by now be synonymous with engineering malpractice. 


I have written about this so many times at this point, I need only cite myself:

When a decision maker says “we can’t do that because of traffic,” to me they are really saying that they value traffic volumes over safety. To me this is morally indefensible, and is not a choice we should be making as a society.

In the 20th century, four-lane death roads were common practice for engineers, who looked at busy urban arterial streets and only saw congestion. Back then, the focus was on car "stacking" and intersection efficiency (also called LOS). The result were streets that were crash magnets.


[Traffic Counts.]

Sadly, someone usually has to die before change happens. In this case, the reform movement around four-lane death roads came to a head in 2016 after a woman named Elizabeth Dunham was killed by a driver on a four-lane undivided stretch of Maryland Avenue. The details of the story are sickening: a kid saw his mother get killed by a driver out of the window of his school bus. 


As I wrote then, streets did not have to be this dangerous:

The other option is to “go smaller” with a 4-3 conversion, trading out two through-lanes for a center turn-lane. I’ve written about this many times before. (And then a few more times.) You’re trading speeds and complexity for a simpler-but-slower urban environment. This change also gets left-turning cars out of the way, to create continuous through lanes with more constant speeds. Many studies show that this kind of design improves safety for car drivers, and especially for people on foot. (Sometimes, this change can have minimal effect on overall automobile through-put.) More importantly, a road diet prevents exactly the kinds of situations that killed Dunham.

Crashes on four-lane death roads are as predictable as a thunderstorm, a straightforward outcome. Left-training cars stop, forcing / encouraging high-speed weaving between the lanes. Drivers stopping for pedestrians create the conditions for a fatal crash, which is exactly what happened to Elizabeth and many others. These risks and dangers happen constantly, every day; the only countervailing benefit is less "stacking" of traffic during rush hours, but that's a terrible tradeoff. In the meantime, these streets sit in our cities causing havoc, especially anytime pedestrians are present.


To me, it's engineering malpractice, and only the intentional obfuscation of design manuals keeps cities from being financially liable. These kinds of roads should be removed from service as quickly as is feasible.


Thankfully, the conversation around this has shifted a lot in my time advocating for street safety. Both Minneapolis and St. Paul have examples of what this looks like: The St. Paul case, Maryland Avenue, was a pioneering street design reform led by the Ramsey County Public Works, which, at the time, took a risk because the traffic counts (called ADT) were so high. 


Following that lead, other local Public Works’ engineers have followed suit: NE Broadway was converted around 2018 by the City of Minneapolis. Lyndale Avenue was converted by Hennepin County about four years ago. North Dale Street was converted by Ramsey County last year. There are many other examples.


In each case, streets became more congested during rush hours, but much safer at all hours of the day and night. These are all clear wins for public health, public salty, justice, and equity, especially for their local communities.


Compared to those higher-volume streets, Hamline Avenue is a no-brainer. Its dangerous design should be treated in the same way as these other clear policy wins, and more so given the history of crashes and advocacy. 


But it’s really hard to shift engineering practices and the automotive myopia of some decision makers.



"Just Pave It"


Incoming mayors tend to adopt a “just pave it” attitude, looking for quick solutions to problems where they can put their imprimatur on the city. This is the kind of thing that, for example, Zohran Mamdani has been doing in New York City. In his first few weeks in office he was out there personally shoveling asphalt onto a long-standing problematic bike lane bridge entrance.


St. Paul is trying to copy Mayor Mamdani, only they're doing it wrong. Mamdani has been choosing projects that advance equity and justice in New York City: A dedicated bus lane. A bike lane fix. Removing unnecessary roads through parks.  


Instead, Mayor Her’s administration here is literally repaving the status quo, using a short-term fix to paper over what should be a long-term solution. 


In her defense, this is a common mistake. It repeats the short-sighted solution that Mayor Chris Coleman once made with some penny-wise repaving back in 2014. He launched a campaign against what he called the “Terrible Twenty,” replacing the surface asphalt -- and just the asphalt -- on the city's most pothole'd arterial streets. 


(Particularly ironic, Mayor Coleman's dramatic asphalt gesture did a "mill and overlay", i.e. surface repaving, on exactly same stretch of Hamline that Mayor Her has just completed.)


There were two problems with Mayor Coleman's “terrible twenty” approach. First, it was a short-term fix to a long-term problem. It looked good for a few years, but the aging streets quickly degraded worse than before. In the meantime, the long-term street reconstruction budget had been drained. 


The second problem was that the mill and overlay projects did not fix any of the pedestrian sidewalk or safety measures, terrible situations that the city has been desperate to resolve. This was a borderline violation of ADA laws, but it was also the wrong thing to do from a social justice, climate action, or equity perspective. 


In fact, Mayor Coleman's blinder'd repaving was so egregious that it prompted a shift in city policy. Now, at least theoretically, any time the city does a repaving project they also go in and, at much added expense, improve the sidewalks with ADA ramps, bump outs, curbs cuts and the like. (This is why some property owners balk at the costs and sue the city.)


Unfortunately, Mayor Her did not follow that policy. Instead, she has brought us back to the worst paving practices from 15 years ago, throwing asphalt on a problem without doing jack squat to fix streets, sidewalks, or improve safety. 


The fresh pavement might look nice, but it does not bode well for the list of voter-approved Comment Cent projects, city-funded reconstructions where there's great opportunity to improve streets . Under the Carter Administration, Hamline Avenue (one of the sales tax projects) was going to be a textbook case of reconstruction and redesign with equity in mind. That would mean a road diet and separated bike lane along its entire length, from the railroad tracks on the north all the way to Highland.


Under the Her Administration, I'm not optimistic. I guess we’ll see. City policies and plans are technically on the books, but in the end, those are just paper.


[Aftermath of the 2012 Hamline Avenue crash that killed Cleo Louise Marie Thiberge.]

In Conclusion: Dangerously Bass Ackwards


To make a long story short, the neighborhood groups are exactly right to be pissed off here. The myopic repaving is a short-term solution to a long-term problem, and leaves in place the dangerous status quo conditions, the uncrossable street next to a populated university, the needless traffic sewer that will predictably lead to violent crashes. It will inevitably lead to someone being hurt or killed by drivers who are incentivized, by design, to drive dangerously.   


In the meantime, the city is in the midst of a death spike. Just the recent examples: Barbara Mork-Woodford was killed crossing Hamline Avenue two weeks ago, and Ricki Larson was killed riding a bicycle on Highland Parkway this week. They join the six (and counting) deaths of pedestrians and cyclists on St. Paul streets this year, an alarming increase.


Smooth pavement looks nice but papers over serious problems. I know we can do better in St. Paul, because not too long ago we were! It sure seems like that progress in St. Paul these days has to happen the hard way. 


Mayor Her’s Public Works department is off to a bad start, and I predict more people will get hurt.


Links of previous articles on this topic: