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A
Perfect.
Okay,
thank
you
so
much
good
evening.
Everyone.
I
will
call
our
work
session
to
order
of
the
21st
of
april
2021
and
it
is
a
joint
council
meeting
between
the
city
councils
of
bloomington
and
richfield
to
talk
about
the
congress
of
new
urbanism
legacy
project,
and
then
I
will
ask
assistant
director,
melissa
palman
to
please
call
roll
call
on
the
richfield
side.
C
D
B
And
I
like
to
call
this
bloomington
portion
of
this
meeting
to
order
boom
call
the
order
of
the
bloomington
city
council.
Again,
it's
the
city
council
special
meeting
on
wednesday
april
21st
with
the
richfield
city
council.
B
President
at
the
record
show
we've
got
four
of
the
seven
members
of
the
city
council
here
absent
council
members,
lohman,
baloga
and
nelson
at
the
time
at
this
moment,
if
they
show
up
we'll,
certainly
log
them
in
as
they
come
on
board.
B
So
we
are
here
this
evening
to
talk
about
the
portland
legacy
project
from
the
an
informational
update
on
the
portland
legacy
project,
and
we
have.
This
was
something
we
we
talked
about.
B
I
got
a
bit
derailed
by
a
little
something
called
covet
and
we
I
it's
disappointing,
because
I
know
we
had
big
plans
for
this
and
I
think
there
was
going
to
be
a
lot
of
great,
hands-on,
very
intense
public
engagement
on
all
this
and
frankly,
I
was
very
excited
and
was
was
disappointed
when
this
was
one
of
the
things
that
had
to
get
kind
of
back
burnered,
as
as
the
as,
as
the
pandemic
raged
glad
to
see
we're
back
at
it
and
glad
to
see
that
we've
done
whatever
has
been
possible
in
terms
of
public
engagement
and
look
forward
to
to
continuing
that
as
we
as
we
continue
to
move
forward.
F
Great
mr
mayor,
I
can
take
take
it
from
here
with
a
few
opening
remarks.
If
you,
unless
you
have
anything
else
to
say,.
B
I
have
nothing
else
to
say
american
gonzales
anything
chad.
F
Sure,
okay,
well
good
evening,
everybody,
I'm
julie,
farnham
senior
planner
with
the
city
of
bloomington
and
first
off.
I
want
to
thank
you
all
for
joining
us
here
tonight.
I
know
you
all
have
very
busy
meeting
schedules
and
this
is
outside
of
your
regular
schedule.
So
we
really
appreciate
you
coming
together
tonight.
This
project
was
conceived
as
a
partnership
between
our
two
cities,
and
so
we
thought
it
was
really
important
to
offer
an
opportunity
for
a
dialogue
and
a
shared
discussion
around
the
draft
recommendations
prior
to
finalizing
them.
F
The
consultant
will
be
that'll,
be
really
the
heart
of
the
consultant's
presentation
before
turning
it
over
to
them,
though,
I
did
just
want
to
talk
briefly
about
what
these
cnu
congress
renew
urbanism
legacy.
Projects
are.
As
the
mayor
noted,
they're
typically
focused
around
an
intensive
generally
a
week-long
design
workshop
with
a
lot
of
stakeholder
and
community
engagement.
F
They
result
in
plans
that
offer
a
lot
of
fresh
ideas
and
high
level
guidance
and
recommendations.
They
aren't
rooted
in
a
lot
of
deep
analysis
like
a
more
traditional
planning
study.
So
I
just
wanted
to
set
that
as
a
expectation
context
and
as
was
also
noted.
Unfortunately,
we
were
all
teed
up
and
ready
to
go
with
our
workshop
last
march
and
it
did
have
to
get
postponed
at
that
point
in
time.
F
A
lot
of
really
great
work
had
been
done
that
we
wanted
to
bring
to
fruition,
and
we
had
really
hoped
that
we
might
be
able
to
have
that
community
workshop
in
the
fall.
Of
course,
that
did
not
happen
so
early
this
year
we
decided
to
proceed
using
virtual
methods,
and
so
the
consultant
will
also
go
through.
All
of
that
that
we
did
so.
Those
are
my
initial
remarks
and
I
will
turn
it
over
to
my
counterpart
in
richfield
for
a
few
other
remarks.
C
Thanks
julie,
I'm
melissa,
paleman,
I'm
with
the
city
of
richfield's
community
development
department.
I
don't
want
to
take
up
a
lot
of
time.
I
just
wanted
to
say
that
staff
in
bloomington
and
richfield
frequently
collaborate
on
issues
of
code
or
things
that
our
hras
are
doing.
We
talk
more
about
our
programs,
but
this
was
a
really
exciting
opportunity
for
us
to
talk
about
a
way
to
really
knit
our
communities
together
across
this
really
large
physical
barrier
of
494.
G
G
We
thought
we're
gonna
have
to
use
them
when
we
came
up
and
never
got
to
so
I
don't
even
know
how
to
put
them
on,
but
we
we
really
did
enjoy
our
trip
and
I'm
glad
both
here
and
I
were
able
to
make
it
up
there
before
covid
shut
the
project
down,
because
it
gave
us
the
ability
to
at
least
travel
around
and
understand
the
geographic
area.
So
we
could
take
the
project
this
far.
So
this
is
a
presentation
for
the
congress
of
new
urbanism,
the
2020
legacy
project.
G
You
read,
I
think,
we're
the
first
one
to
tee
this
up
of
the
four
that
we're
going
to
be
presented
in
at
the
cnu
last
year.
So
we're
excited
about
that
and
it's
been
a
joint
venture
between
dsw
tool
design
for
this.
So
you
want
to
go
next
slide.
Sarah!
G
So
again,
I'm
tom
walsh.
Sarah
mccully
is
going
to
make
the
bulk
of
the
presentation,
and
then
we
have
also
ian
and
sierra
who
are
tool
designed,
and
I
think
he
is
going
to
talk
on
on
his
part
when
we
get
to
it.
But
I
want
to
make
a
special
thanks
to
sarah
mccauley
because
she
has
done
the
bulk
of
the
work.
G
I'd
say:
95
percent
of
it
and
really
has
put
a
yeoman's
job
and
we're
very
proud
of
her
and
her
office
for
all
the
work,
hard
work
that
she's
done
to
get
it
to
this
stage.
So
with
that,
I'm
gonna,
oh,
I
have
one
more
slide
to
go
sorry
and
then
I'm
gonna
talk
later
on
next
slide.
Please
so
tonight's
agenda
is
the
project
purpose,
the
existing
condition.
Summary
again
that
that
was
so
good.
We
were
able
to
see
your
area.
What
we've
heard
from
you.
G
Over
the
last
few
months,
we
were
able
to
have
some
some
input
from
the
community,
which
is
so
important,
some
of
the
recommendations
based
on
that
and
some
of
our
dialogue
with
both
municipalities.
H
Thank
you,
tom
and
good
evening,
everyone.
I
we
appreciate
your
time
tonight
and
we're
excited
to
present
what
we've
done
so
far.
Just
a
general
purpose
of
the
legacy
project
was
to
help
create
a
gateway
by
that
could
serve
both
cities
and,
as
melissa
said
kind
of
knit
them
together.
H
So,
as
julia
melinsa
noted,
the
the
scope
of
this
project
changed
over
time.
We
were
originally
going
to
do
some
design
work,
but
now
because
of
covid
and
then
some
of
the
advancement
of
the
mndot
plans,
we've
kind
of
changed
around
our
scope
and
we're
coming
up
with
overall
design
standards
for
the
public
realm,
like
streetscapes,
mid-block
crossings
and
public
space
public
spaces.
H
We're
documenting
our
alternative
conceptual
design
for
the
494
interchange,
which
and
we'll
talk
about
in
a
little
bit
and
then
we're
providing
action
items
for
the
cities
to
start
making
things
easier
for
redevelopment
and
get
some
of
this
public
realm
improvements
done
I'll
just
run
through
the
existing
conditions
pretty
quickly,
because
we
we
do
want
to
focus
on
the
recommendations,
but
we're
looking
here,
I'm
mainly
at
portland
avenue
about
a
mile
and
a
half
from
the
airport
and
the
mall
of
america
and
just
zooming
in
here
a
little
bit
more
we're
bound,
basically
by
nikola
and
12th,
and
then
approximately
76
to
80th
north
to
south.
H
And
we
were
originally
focusing
only
here,
but
we've
kind
of
expanded.
Since
we're
talking
about
larger
design,
standard
type
ideas,
we
expanded
to
a
larger
walkability
and
streetscape
zone
within
within
that
area,
so
we
haven't
started
from
scratch.
We've
reviewed
a
bunch
of
plans
in
both
cities
to
kind
of
give
us
an
understanding
of
what's
going
on
and
to
find
relevant
recommendations
that
are
similar
or
relevant
to
this
area.
H
This
map
shows
some
of
the
community
resources
which
we
define
primarily
as
parks
places
of
worship,
people
places
people
want
to
go,
and
then
some
of
the
bike
facilities
and
major
routes
for
pedestrians
and
cyclists,
and
then
the
connectivity
map
goes
a
little
deeper
with
those
routes
and
starts
to
show
the
planned
and
existing
routes
for
all
modes
of
transportation.
The
key
here
being
the
interchanges
and
then
this
planned
metro
transit,
brt
route.
H
That's
going
to
come
right
through
the
middle
of
the
site,
with
two
stations
along
american
and
one
up
on
portland
around
77th
and
then
the
the
other
main
thing
being
that
interchange,
re
redesign
and
the
closure
of
the
other
two
and
ian
we'll
talk
in
a
few
minutes
about
an
idea
that
we
came
up
with
that.
We
think
is
important
to
consider
the
main
thing
with
the
zoning
maps
that
we
wanted
to
show
is
just
kind
of
the
difference
between
richfield
and
bloomington.
H
H
One
of
the
other
maps
that
we
did
was
a
susceptibility
to
change,
which
is
where
we
look
at
land
value,
as
opposed
to
the
building
value
to
see
which
parcels
may
be
susceptible
to
change
in
the
future,
because
the
land
value
is
higher
than
the
use
that's
on
it.
So
we
just
kind
of
use
this
as
a
starting
point
for
understanding
what
could
happen
in
the
future.
H
H
So
we
halted
for
a
while
came
up
with
that
mndot
idea
somewhere
in
the
middle
of
2020
and
had
a
meeting
with
meeting
or
two
with
them,
and
then
we
actually
really
restarted
the
public
process
in
early
2021
and
now
we're
at
the
final
part,
where
we're
finalizing
the
report
document
and
giving
this
presentation
to
you
so
our
restarted.
The
public
engagement
was
some
stakeholder
interviews.
H
We
met
in
february
with
some
property
owners,
business
owners
developers
and
other
agencies
that
partner
in
the
area,
mndot,
metro,
transit
and
then
both
cities
with
some
city
staff.
A
lot
of
the
common
themes
were
that
we
need
to
improve
the
public
realm
and
the
walkability.
The
bikeability
housing
could
be
a
lot
more
successful
than
commercial
just
because
of
the
changing
world.
We're
in
that's
been
accelerated
by
the
pandemic
and
that
you
know
there
is
some
notion
that
some
of
those
public
realm
improvements
could
add.
H
Some
cost
burden
to
property
owners
and
we
need
to
be
cognizant
of
that,
and
then
we
held
our
public
meeting
on
february
24th
via
zoom.
We
had
some
poll
questions.
We
presented
some
of
our
initial
ideas.
We
had
about
45
people
and
the
main
things
that
came
out
of
that
were
walkability
and
bikeability,
and
the
connectivity
and
making
sure
that
safe
and
then
kind
of
just
bringing
up
some
of
the
aesthetics
of
the
area
with
parks
and
open
space
and
some
building
design
standards.
H
And
then
that
night
we
launched
our
online
engagement,
which
was
open
for
four
weeks.
We
had
38
participants
on
that.
We
had
an
interactive
map
and
then
three
surveys.
One
was
a
general
one.
One
was
directed
to
business
owners
and
one
was
directed
to
property
owners,
and
this
map
here
just
shows
where
people
left
their
comments.
H
So
and
then
the
other
major
major
thing
that
came
out
of
that
engagement
was
the
walkability
and
bike
ability
crossing
494.
Making
that
easier.
There
were
a
few
comments
about
people
visiting
the
walmart
and
meeting
or
getting
their
groceries
and
just
making
sure
that
that's
safe,
so
really
driving
home
that
point.
The
walkability
and
bike
ability
and
preserving
the
existing
businesses
were
really
coming
out
on
top
for
the
public
engagement
so
I'll
hand
it
to
tom
to
talk
about
some
place,
making.
G
Since
we
weren't
allowed
to
come
for
the
five
five
workshop,
but
really
we
decided
we
wanted
to
show
you
some,
maybe
some
examples
of
what
other
places
that
I've
done
successfully
that
are
somewhat
similar
to
yours,
though
the
next
slide
is.
This
side
is
in
alpharetta
a
project
that
we
worked
on,
and
I
think
what
you'll
notice
is
that
there's
a
lot
of
parking
a
lot
of
a
lot
of
major
roads
coming
through
very
wide
roads.
It
wasn't,
it
wasn't.
G
Pedestrian
friendly
businesses
were
starting
there
on
on
the
north
south
side.
I
don't
know
my.
I
don't
think
my
thing
works,
so
you
go
up
and
down
sarah
on
on
this
north
side.
There
are
businesses,
but
you
had
to
go
up
to
the
end
of
the
street
and
cross.
There
are
no
mid
block
crossings
so
forth,
so
go
to
the
next
line.
G
So
there's
a
there's
a
wide
right
of
way.
There
are
irregular
streets,
long
distance
between
the
crossings
and
unsafe
pedestrian
crossings.
So
we
were
able
to
do
a
shrub.
We
did
and
we
actually
did
a
master
plan
for
this
area
looked
at
the
street,
and
this
is
what
is
five
years
later?
Look
what
it
turned
out
to
be.
The
city
hall
ended
up
going
there.
It's
the
exact
same
imagery.
G
You
just
saw
residential
mixed-use
buildings,
there's
a
mid-block
crossing
usable
public
spaces,
that's
a
that's,
become
the
public
green
for
the
city
has
reduced
the
crossing
distances
and
so
forth,
and
we
still
we
still
had
lots
of
cars
coming
through.
So
we
had
to
navigate
that,
but
we
were
able
to
get
more
pedestrian
shed
areas
so
go
to
the
next
slide
and
they'll
show
that.
G
G
I
hope
you
all
have
those
up
in
the
minneapolis
area.
I
hope
you
have
some
of
these
because
they
really
work
work
well
and
give
the
pedestrian
some
solace,
but
you
saw
the
buildings.
Were
all
brought
up
to
the
front
of
the
street,
so
it's
it's
turned
out
to
be
spectacular,
successful
with
lots
of
mixed
use
next
line.
G
I
think
this
is
the
most
important
piece
of
the
whole
project
is
the
bridge
that
connects
the
two
communities
and
this
was
a
project
at
georgia,
tech
that
was
done
many
years
ago,
but
at
the
time
the
georgia
tech
was
on
the
west
side
of
this
this
picture
and
on
the
east
side
there
was
really
industrial
type
stuff
and
then
the
the
university
came
and
bought
that
area
and
said,
there's
all
this
new
buildings
and
classrooms,
but
they
had
to
focus
on
that
bridge
and
now
they
crossover
be
safe,
so
next
line,
so
you
can
see
that
it
was
unpleasant
across
and
so
forth.
G
G
This
is
there's
about
12
lanes
or
maybe
more
maybe
14
lanes,
so
what
they
did
was
they
extended
the
sides
of
the
bridge
where
there's
a
green
parklet
on
the
north
side
and
then
on
this
on
the
south
side,
there's
more
landscaping
and
green
there's
a
bike
lanes
the
protected
bike
lanes
as
well
as
the
car,
so
the
the
cars
there,
but
you
don't
feel
like
you're
on
a
bridge
and
you
feel
like
the
two
areas
are
connected
together
next
line.
G
So
so
this
is
what
that
says:
you
get
a
wider
bridge,
so
this
is
the
bike
lanes
on
both
sides:
the
usable
space,
the
white
sidewalks
and
street
lighting.
All
of
that
contributes
to
make
much
more
of
a
friendly
urban
environment,
but
I
hope
you
all
can
insist
on
doing
that.
They
should
do
that,
especially
if
you
were
to
go
with
ian's
ideas,
because
ian's
ideas
are
going
to
say
but
save
the
dot
money
in
the
first
place.
G
H
So
we
came
up
with
a
series
of
five
goals
and
then
corresponding
principles,
I'll
just
read
through
the
five
major
goals:
they
they
are
kind
of
what
the
recommendations
are
organized
around
and
so
they'll
relate
directly
back.
The
first
one
was
to
create
a
mixed-use
gateway
that
establishes
a
sense
of
identity.
H
So
this
is
just
a
reminder
of
how
how
those
things
are
going
to
be
organized.
Our
recommendations
will
be
organized
with
the
design
standards,
the
494
documentation
and
then
our
action
items,
and
just
you
know,
the
key
thing
here
will
be
balancing
those
standards
and
some
of
the
things
we're
recommending
with
the
feasibility
and
community
values.
But
there
are
things
you
know
still.
As
we
all
know,
city
policies
and
initiatives
can
help
offset
some
of
those
financial
impacts
that
could
prevent
redevelopment
from
happening
happening
and
we'll
go
through
some
of
those.
H
H
So
we're
looking
at
streetscape
standards
and
pedestrian
bridge
design
that
really
relate
back
to
that
fifth
street
bridge
tom
just
went
through
having
intersections
be
safer
for
pedestrians
to
cross
with
longer
crossing
times
and
lead
time
for
them
to
go
out
there
and
then
mid-block
crossings
and
then
some
public
space
recommendations
so
now
I'll
hand
it
to
ian
to
talk
through
this.
E
All
right
thanks,
sarah,
so
we
the
pleasure
of
looking
at
the
interchanges
and
you
I
know
you're
trying
to
make
a
nice
gateway
in
a
beautiful
public
realm
and
a
walkable
environment
and,
like
tom
said
it
would
be
great
if
you
could
do
something
like
they
did
between
georgia,
tech
and
midtown.
However,
that
was
just
a
bridge.
E
E
The
white
is
regular
streets,
the
pink
are
ramps
and
the
blue
are
frontage
lanes
and
so
presently
there's
a
half
half
minute
change
at
portland,
a
full
interchange
at
nicolette,
and
what's
what
we're
proposing
is
on
the
next
slide,
we're
proposing
to
to
to
do
what's
called
a
split
diamond
interchange
right
now,
the
department
of
transportation
is
looking
at
bringing
all
four
ramps
up
to
portland
avenue
and
if
that
happens,
it
will
put
a
lot
of
pressure
on
portland
avenue
and
intersections
like
american
boulevard
and
77th
street.
E
So
what
we're
proposing
is
to
pull
the
ramps
to
the
east
and
to
the
west,
so
on
the
east
side,
we're
proposing
to
pull
the
ramps
up
to
chicago
street
and
on
the
west
side,
we're
proposing
to
pull
the
ramps
over
to
second
and
what
this
does
is
it
distributes
the
traffic
on
more
than
just
portland
avenue,
so
some
trips
can
use
second,
fourth,
fifth
in
chicago,
which
takes
the
pressure
off
of
portland
and
the
intersections
nearby.
E
So
the
some
of
the
benefits
are,
is
that
less
right-of-way
is
needed
for
the
interchange
and
for
the
lanes
on
portland,
so
that
can
be
used
for
trees
and
walking
environments
and
and
cycle
paths.
It's
more
pedestrian
friendly,
it's
more
of
a
human
scale
than
you
would
have.
Otherwise
it
also
increases
resilience.
If
there's
a
crash,
you
have
other
routing
options
and
it
just
makes
a
more
humane
human
pedestrian
skilled
space.
E
So
those
are
our
our
suggestions
and
we,
we
first
shared
these
ideas
about
a
year
ago
and
we're
hoping
that
they
get
considered
in
the
environmental
assessment
because
of
all
the
community
advantages
that
this
type
of
interchange
creates
thanks.
H
All
right,
thank
you
ian.
So
I'll
go
through
some
of
the
overarching
action
items.
We
have
a
larger
list
with
more
details
in
the
report,
but
we're
looking
at
just
kind
of
the
bigger
ones
for
each
set
of
goals.
H
So
the
first
two
we
group,
the
first
two
goals
together
and
the
main
ones
we
have
so
far
are
rezoning
the
bloomington
parcels
that
are
b2
to
b4
to
allow
that
residential
use
to
explore
funding
opportunities
with
county
and
state
sources
to
assemble
land
as
it
becomes
available
so
that
there
could
be
larger
redevelopment
sites
that
could
build
the
mixed-use
development,
ensure
mndot
provides
usable
public
spaces
on
remnant
parcels.
H
So
if
the
interchange
goes
in
as
planned
and
those
parcels
are
no
longer
usable
for
redevelopment
making,
sure
those
are
quality,
spaces
to
use
and
then
the
the
other
two
are
to
work
in
partnerships
with
the
hras,
the
land
trust
the
county
metro
transit.
Much
is
the
same
as
you
already
do,
but
just
continue
maybe
putting
some
of
that
effort
in
the
in
the
portland
area
and
then
helping
existing
businesses
either
stay
in
place
or
relocate
as
as
needed.
H
The
the
next
ones
are
for
the
affordable
housing.
H
We
want
to
encourage
developers
to
exceed
those
inclusionary
zoning
requirements
and
the
policies,
and
I
know
that
there
are
different
requirements
between
each
city,
so
we're
making
sure
that
we're
trying
to
capture
the
ideas
just
in
case
one
city
has
policies
in
place
and
the
other
one
does
not,
and
the
second
one
is
preserving
the
naturally
occurring
affordable
housing,
both
multi-family
and
single-family,
creating
an
equity
scorecard
for
redevelopment
to
reva
to
evaluate
projects
to
make
sure
there
aren't
too
many
impacts
to
low-income
or
minority
residents,
and
then
consider
modifying
the
adjacent
single-family
single
zoning
districts
for
an
increase
in
density
around
transit
by
allowing
smaller
multi-family
buildings
like
duplexes,
triplexes
or
quadplexes.
H
In
terms
of
improving
the
mobility
access,
a
lot
of
it
is
coordinating
with
mndot,
for
especially
within
detailed
design
to
see
about.
You
know
how
that
will
change
with
travel
travel
patterns
that
may
permanently
change
because
of
the
pandemic
and
working
from
home
for
many
companies,
coordinating
with
them
about
community
compensation
and
then
creating
an
equity
score
card
again
to
evaluate
transportation,
mobility,
projects
for
the
same
thing
and
then
keeping
those
movement
corridors.
H
Adding
small
public
spaces
along
the
trail
in
the
excel
utility
corridor
south
of
american
and
widening
that
trail
to
make
it
a
lot
more
apparent
and
adding
some
signage
to
direct
people
to
smith
park
or
up
to
the
brt.
Once
that's
built,
build
open
spaces
that
include
community
gardens
or
urban
agriculture
and
then
making
sure
that
we
design
storm
water
management
in
ways
that
can
serve
multiple
purposes
or
as
usable,
open
space.
H
So
we'll
go
into
some
of
the
design
standards
here
with
the
streets
which
tool
design
worked
on
main
thing
here
is
just
reducing
the
lane
width
for
vehicle
lanes
to
not
only
slow
down
the
traffic,
but
also
reduce
the
amount
of
space
that
pedestrians
and
bicyclists
have
to
cross,
and
then
that
also
allows
more
room
for
sidewalks.
And
you
know
some
of
your
streets
say.
H
Standard
standards
might
already
have
some
of
this
stuff
in
place,
but
just
making
sure
that
some
of
these
minimums
are
are
more
pedestrian
oriented
and
then
with
mid-block
crossings
and
intersections,
giving
the
pedestrians
lead
time
making
sure
there's
refuge
medians
and
you
know
either
the
rapid
flashing
beacons
or
the
hybrid
beacons
at
the
mid
block
crossings
to
make
those
easier
to
use,
and
that
just
gives
more
routes
so
that
people
don't
need
to
go
all
the
way
down
to
a
really
far
away
intersection
to
get
to
where
they
need
to
go.
H
And
then,
when
there
is
space
on
the
bridges
or
the
interchanges
that
are
that
are
going
on,
you
know
nikola,
12th
or
portland,
just
using
that
space
for
pedestrians
and
cyclists
and
making
sure
that
there's
effective
barriers
in
place
for
the
fast
traffic
as
they're
coming
off
the
interstate,
so
that
people
feel
safer.
I
think
the
sidewalks
now
are
pretty
narrow
and
very
close
to
the
vehicle
lane.
H
So
it
can
feel
a
little
scary
as
you're
walking
and
then
we
we
came
up
with
a
concept
for
pedestrian
bridges,
kind
of
off
of
that
fifth
street
bridge
idea
for
chicago
and
second,
where
we
have
the
planting
area
a
wide
path
and
then
maybe
some
seating
just
making
it
a
more
pleasant
environment
to
go
over
the
interstate
rather
than
trying
to
cross
a
bunch
of
lanes
coming
in
from
494
and
then
just
the
key
is
to
make
it
ada
accessible
and
the
streets
around
them,
ada
accessible
as
well
and
then
finally,
with
public
spaces.
H
We'll
have
more
detailed
ideas
in
the
report
with
this,
but
the
main
thing
is
just
making
sure
that
if
there
is
that
leftover
space
is
used
thoughtfully
and
could
be
integrated
into
future
redevelopment,
that
could
happen
in
the
future.
H
These
are
just
showing
some
examples
of
you
know:
one
acre
or
less
spaces
where
you
know
you
have
some
of
those
community
areas
and
even
just
a
lawn
that
addresses
stormwater
management
and
that
way
you
don't
have
a
detention
pond,
that's
just
fenced
and
gated,
but
just
thinking
differently
about
the
public
spaces
that
would
go
around
the
the
interstate
and
then
you
know
with
the
trails
just
the
signage,
and
you
know
the
basic
stuff
we
were
talking
about
earlier,
but
just
letting
people
know
where
they
are
and
where
they
can
go.
H
The
top
five
that
I
think
you
know,
city
of
richfield
and
bloomington,
could
get
started
on
right
away,
is
proactively
rezoning
those
properties
in
bloomington,
starting
to
identify
where
land
acquisition
opportunities
are
and
maybe
priorities
if
they
go
for
sale
in
the
future
and
then
establish
those
partnerships
for
affordable
housing
and
commercial
development
and
work
with
the
hras
for
that
coordinate
with
mndot
for
the
community
benefits
and
evaluation
and
detailed
design-
and
you
know
just
keep
showing
the
concept
and
different
ideas
and
making
sure
the
community
is
taken
care
of
help
existing
businesses
at
risk
of
displacement
and
then
kind
of
think
through
those
design
standards
we're
recommending
for
the
streetscapes
and
the
public
spaces.
H
H
B
Speaking
of
the
bloomington
city
council
and
probably
to
ridgefield
also
it's
hard
to
see
everybody,
so
I
don't
know
that
we're
going
to
see
virtual
or
digital
hands
up.
So
I
think
if
you
have
a
question,
I
know
this
group
is
not
shy,
so
just
kind
of
chime
in
if
you,
if
you
have
a
question
and
we
can,
we
can
move
this
along.
D
So
I
can
jump
in
with.
I
did
have
a
question
in
the
chat
which
julie
answered,
but
I
just
want
to
be
clear
so
when
you
say
no
bridge
at
2nd
avenue
in
chicago
you're,
not
saying
don't
have
the
pedestrian
bridges
that
were
planned
as
part
of
the
mndot
project.
You're
just
saying
no
new
vehicular
bridge.
E
D
D
My
main
concern
on
the
richfield
side
of
things
is
just
that
we
there
are
so
many
great
ideas
and
we've
designated
almost
no
space
for
them
to
happen,
and
most
of
that
space
is
so
close
to
this
midnight
interchange,
where
they're
not
going
to
allow
any
curb
cuts.
So
actually,
could
you
maybe
go
back
to
the
one
where
it
highlights?
The
like
red
redevelopment
zone
was
one
of
your
first.
I
D
Yeah
either
of
these
will
work,
so
it's
just
like
the
rich
feel
yeah.
This
is
fine,
so
the
richfield
side
has
these.
D
Like
itty
bitty,
like
half
blocks,
we've
got
the
nursing
home
that
isn't
going
to
move
in
the
block
east
of
it
mndot
saying
like
no
curb
cuts
anywhere
in
that
block
of
portland,
so
we
basically
have
like
a
block
and
a
half
where
we're
supposed
to
create
a
sense
of
place
and
like
vibrant,
new
mixed-use
development,
I
just
don't
know
it
just
doesn't
seem
like
there's
enough
space
to
do
anything,
and
my
hope
would
be
that
we
as
richfield
would
consider
that
7600
block
of
portland
opposite
the
park
as
potential
future
redevelopment
as
property
owners
were
interested
and
do
more
than
just
up
zoning
for
duplexes,
but
allow
an
apartment,
building
or
something
more
substantial
to
exist
on
that
block.
D
That
would
be
consistent
with
what
we
did
at
lindale
avenue.
It's
consistent
with
the
scale
of
use
at
penn
avenue
in
the
same
location.
It
seems
appropriate
because
if
we're
going
to
commit
to
all
these
great
ideas
and
have
this
great
framework,
we
need
space
for
that
stuff.
To
happen-
and
I
just
don't
think
this
is
enough
space,
but
I
agree
with
all
the
principles
and
the
general
ideas
that
have
been
presented.
E
So
the
the
proposals
by
mdot
right
now
actually
reduces
access
to
businesses
and
what
we're
trying
to
do
is
get
a
better
balance
and
actually
provide
more
access
to
the
businesses.
E
This
has
a
little
more
flex
and
allows
for
a
little
bit
more
of
an
equilibrium
to
take
place,
like
happens
in
cities
during
a
and
power
pmp
current,
and
that
kind
of
thing.
So
a
little
bit
more
flexibility
and
a
little
bit
more
options
for
people.
D
Okay
and
just
one
one
comment
since
we're
probably
gonna
have
to
move
to
new
people,
and
this
will
be
my
only
shot.
The
layout
that
richfield
saw-
and
I
assume
bloomington
has
seen
for
portland
as
it
currently
stands,
if
they're
not
willing
to
consider
the
split
ramp,
it's
it's
unacceptable.
If
we
want
to
build
these
things,
we
need
it
to
be
narrower
by
any
means
necessary,
including
accepting
longer
queues.
So
I
I
am
hopeful
that
richville
the
moment
can
be
united,
that
we
need
fewer
turn
lanes.
We
need
less
space
devoted
to
that
road.
D
E
That's
a
good
point
with
the
approximate
change
we're
trying
to
keep
the
space
that's
being
used
for
interchange
purposes
within
the
current
envelope
of
the
frontage
lanes
that
are
there
today
and
and
by
spreading
out
the
loads.
We
can
actually
have
less
lanes
on
portland
and
at
some
of
the
key
intersections,
so
the
right
subway
will
be
smaller
with
a
more
distributed
network
if
you
put
all
the
trips
into
one
spot.
Of
course
you
have
to
have
more
lanes
in
that
spot
and
that
would
be
portland
avenue.
J
So
this
council
member
supple-
and
I
had
a
follow-up
to
that
in
that
someone
that
knows
the
procedures
better
than
I
do.
Is
this
still
something
that
could
come
into
consideration
in
the
discussion
with
mndot,
because
it
didn't
seem
to
be
that
it
was
one
of
the
options
and
I'm
just
wondering
if
we
still
have
the
option
of
looking
at
that
split,
interchange.
C
Council
member
sepal
I'll
I'll
jump
in
in
that,
I
think,
perhaps
if
the
project
had
not
been
derailed
by
covid,
there
might
have
been
a
better
shot
for
that.
C
I
think
that
at
this
point,
unfortunately,
it's
really
difficult
to
slow
the
process
down
because
of
the
funding
cycle
with
mndot
and
their
proposed
construction
schedule.
So
you
know
this
proposal
was
very
exciting.
I
know
that
richfield
was
really
interested
in
looking
at
this,
but
at
this
level
it's
kind
of
conceptual
models
haven't
been
run.
It
hasn't,
it
hasn't
really
fully
been
vetted
and
un.
Unfortunately,
I
I
think
that
the
reality
is
that
we
are
out
of
time.
C
E
It's
a
little
upsetting
for
the
design
team,
though,
because
they
had
this
a
year
ago
and
they
could
have
included
in
their
ea
and
they
understood
the
advantages
at
that
time
and
if
they
didn't,
I
think
a
really
good
alternative
was
not
considered,
so
they
may
have
to
redo
part
of
the
ea
because
of
that
and
and
we'd
warn
them
about
delaying
their
process.
So
it
could.
It
could
create
a
bit
of
a
problem
for
them
because
they
didn't
include
it
in
the
ea.
If
you're
interested
in
pursuing
it.
G
E
That's
right:
we
actually
had
this
discussion
about
what
would
happen
if
they
didn't
include
it,
and
so
here
we
are
and
they
haven't
it
was
it's
really
unfortunate
that
they
decided
to
go
with
putting
all
the
ramps
onto
portland
only.
I
Councilmember
whalen
here
I
guess
I
I
don't
disagree
with
the
things
that
council
member
heyford
o'leary
is
concerned
about
or
the
overall
vision
of
this
proposal,
but
I
guess
I
I
must
admit,
I'm
pretty
skeptical
about
it,
even
if
we
had
the
time
no.
Having
spent
a
lot
of
time,
I
used
to
work
at
house
of
prayer.
Lutheran
church
have
spent
a
lot
of
time
on
chicago
avenue
right
there
trying
to
put
an
on,
or
I
guess,
that'd
be
an
off
ramp.
I
There
frankly
seems
like
a
disaster
or
would
be
very
disruptive.
I
I
I
guess
I'm
if
the
lanes
are
being
split
up,
I'm
a
little
confused
as
to
why
I,
I
guess
I
understood
most
of
the
494
plans
as
being
needing
to
reduce
how
many
areas
there
are
on
an
off-ramp,
and
so
if
we
were
not
going
to
do
that,
I'm
not
sure
why
we
wouldn't
keep
them
on
12th
and
niklet
like
they
are
now
that,
at
least
on
the
richfield
side.
Second
is
also
sort
of
an
awkward
space
to
be
having
a
ton
of
traffic
going
through.
I
So
I
I
guess
I
I
agree
with
the
concern
that
the
the
current
portland
proposal
is
so
wide,
but
I
guess
my
my
thought
to
mitigate
it
would
be
that
adding
I
I
like
the
idea
of
the
the
pedestrian
bridge,
that's
more
than
just
a
six
foot
wide
strip
of
concrete
having
that
be
park,
space
and
look
nice
and
having
one
at
chicago
and
improving
the
one
at
second.
I
F
So
this
is
julie
farnham.
I
do
need
to
just
step
in
a
little
bit
here
because
I
I
know
our
our
city
engineers
have
and
working
with
mndot.
There
was
some
an
analysis
of
the
concept
proposal
presented
by
the
consultant
team
and
it's
my
understanding
that
they
came
to
the
conclusion
that
the
the
numbers
didn't
work.
I
don't
know
all
of
the
details
about
that,
so
I
can't
really
speak
to
it.
I
I
do
I
I
don't
know.
F
F
It
was
great
that
we
had
the
opportunity
to
look
at
some
other
options
and
I
think
that
we
can
keep
those
options
as
conversation
points,
but
I
I
just
don't
want
people
to
think
that
mndot
hasn't
already
at
least
as
far
as
I
understand,
mndot
has
made
a
decision
about
what
this
interchange,
the
type
of
interchange,
that
it
would
be,
and
I
I
don't
know
if
any
of
the
city
engineers
on
the
call
want
to
add
to
that.
F
I
think
you
can
unmute
yourself,
but
unfortunately
I
can't
speak
with
a
lot
of
level
of
detail
about
it.
But
I
just
I
I
just
want
to
make
sure
that
everybody
here
understands
that
there's
a
limit
to
what
this
project
is
able
to
do
with
regard
to
mndot's
plans.
K
This
is
carl
keel.
I'm
the
public
works
director
in
in
bloomington
and
have
been
kind
of
tracking
the
mndot
project
with
some
detail
would
note
that
early
in
the
process,
there
was
a
whole
series
of
different
interchange,
layouts
and
configurations
that
were
were
analyzed
by
mndot
and
what
I
mean
by
analyze.
They
did
traffic
modeling
for
each
of
them.
K
They
did
geomet
kind
of
preliminary
geometric
layouts
identified
right
away
impact,
strange
impacts,
etc,
etc
and
safety
concerns,
and
there
were
several
of
them
that
what
not
exactly
the
same
as
this
proposal
that
you
see
this
evening,
but
very
similar
split,
that
split
interchange,
configurations
and
through
their
process
they
kind
of
did
an
analysis
of
each.
K
In
the
end,
the
the
recommendation
was
to
go
with
a
compressed
or
a
tight
diamond,
which
is
the
current
one
at
portland
and-
and
I
don't
know
all
the
details
of
exactly
how
which
one
was
high
and
what
categories,
but
they
looked
at
a
wide
range
of
care
of
areas.
So
I
think
it
is
fair
to
say
that
this
option
was
looked
at
in
some
detail.
K
It
was
not
ignored
and
we
did
get
a
copy
of
this
of
the
kind
of
sketch
that
was
shown
today
or
this
evening,
and
mndot
did
analyze
that.
But
it
did
for
a
number
of
reasons,
as
it
went
into
a
little
bit.
More
detail
did
not
work
as
well
as
the
current
proposal.
E
So
to
address
ben's
thing
and
what
was
just
said
now:
yeah
12th
and
nicolette
didn't
work
for
spacing
reasons
on
on
the
interstate
itself.
E
I
don't
recall
them
ever
looking
at
chicago
or
second,
the
other
ones
are
similar,
but
I
could
imagine
them
not
working
either,
and
I
think
I
think
what
julie
said
is
is
interesting,
because
if
the
numbers
didn't
work
with
the
option
that
we're
showing,
which
actually
will
have
less
traffic
of
portland,
I
don't
know
how
the
numbers
work
with
more
traffic
at
portland
and
and
then
ben's
concerned
about
the
character
chicago.
E
So
I
I'd
love
to
see
their
analysis
that
they
did
because
you
know
we've
been
involved
in
a
lot
of
interchange,
designs
and
frankly
I
just
I
actually
don't
buy
it
at
the
moment.
So
I
haven't
seen
it
what
they've
done,
but
I
I
just
can't
imagine
it
not
working
better
than
what
they
have.
C
So
I
I
just
want
to
bring
us
back
out
of
the
interchange
discussion.
It
is
interesting
to
talk
about
and
everything,
but
there's
a
lot
more
to
the
recommendations
in
this
plan
and
I
think,
that's
kind
of
what
we'd
like
to
focus
on
tonight.
The
streetscape
elements,
because,
because
again
I
think
in
reality,
mndot
has
made
this
decision,
and
so
maybe
we
could
talk
about
the
other
examples
for
the
pet
bridges
for
the
streetscape
for
the
pedestrian.
I'm
sorry
the!
What
am
I?
C
What
word
am
I
looking
for
the
favoring
of
the
pedestrians,
letting
them
have
the
advantage
at
intersections
or
some
of
the
redevelopment
proposals
in
the
area.
Maybe
we
could
talk
a
little
bit
more
about
that.
F
Thanks
melissa-
and
I
would
this
is
julie-
I
I
would
also
say
that
if
you
know
the
mndot
concept
is,
is
kind
of
decided
upon.
One
of
the
opportunities
with
that
concept
is
that
nicolette
and
12
there's
an
opportunity
there
to
make
those
much
more
pedestrian
friendly,
and
you
know
I.
F
I
think
this
is
a
kind
of
a
picking
where,
where
we
can
do
the
most
get
the
most
benefit
for
creating
that
connectivity
across
the
freeway
between
our
two
communities,
including
the
design
of
the
pet
bridges,
as
well
as
the
redesign
of
nicolette
and
12th,
I'm
not
saying
give
up
on
portland,
I'm
just
saying
that,
let's
focus
on
some
of
the
opportunities
here.
D
If
I
could
just
get
one
one
more
comment
about
the
interchange,
sorry
melissa,
it's
just.
I
am
saying
it's
a
weird
dynamic
of
the
staff
kind
of
disagreeing
with
our
local
staff
with
the
consultants,
but
I
I
would
say
if,
if
mndot
did
not
come
to
do
good
land
use,
if
anything
they
did
to
harm
our
land
use
they're,
not
supporting
our
good
land
use.
So
if
the,
if
there's
no
shot
in
hell
of.
I
D
Anything
better
and
a
big
picture
with
the
interchange.
It
would
be
really
helpful
if
they
kind
of
come
up
with
harm
reduction
ideas
based
on
what
mndot's
current
layout
is.
So
maybe
it's
some
of
the
things
you're
describing
of
the
pedestrian
phasing
again
like,
if
particular
turn
lanes
or
particular
areas
are
problematic.
If
there
are
tie-ins
that
they
could
do
within
the
context
that's
close
to
where
we're
at.
I
would
really
love
to
have
that,
because
I
know
it
can
be
better
than
it
was
or
it
currently.
K
B
This
is
tim
I'll,
just
weigh
in
on
the
in
more
generally,
the
goals
and
principles
that
you've
laid
out,
the
five
goals
and
principles,
I
think
are-
are
exactly
what
needs
to
happen
here.
I
don't
think
anybody
can
argue
with
any
of
those
that
you
have
laid
out
and
they
all
make
good
sense
and
the
tricky
part.
Of
course,
the
devil
is
always
in
the
details
when
we
really
get
into
that
the
notion
of
enhancing
parks
or
improving
mobility
or
providing
redevelopment
alternatives.
B
It's
it's
an
interesting
time
in
terms
of
a
funding
world
right
now
with
different
money
from
different
sources
for
infrastructure.
Just
generally,
and
specifically,
what
does
that
mean?
Again?
The
devil
would
be
in
the
details,
so
it
gives
us
plenty
of
options
there
to
work
on
that,
the
the
assembly
in
the
land.
B
That
is
that's
something
that
we
have
talked
about
quite
a
bit
here
in
bloomington,
more
from
an
affordable
housing
or
an
opportunity,
housing
perspective,
but
certainly
it
should
also
be
considered
from
a
redevelopment,
a
broader
redevelopment
perspective
and
then-
and
it's
interesting
just
listening
to
this
conversation-
that's
taking
place,
I
I'll
be
honest.
B
I
didn't
realize
that
there
were
kind
of
parallel
things
going
on
here
as
the
as
the
mndot
planning
was
roaring
down
the
track,
and
then
this
project
or
this
process
was
underway
as
well
and
to
have
them
you
know
to
be
so
to
be
so
divergent
is
it's
I
mean
it's
disappointing.
I
think
it
does.
B
It
goes
back
to
the
comments
that
I
started
with
that
we,
because,
when
the
world
changed
completely
14
months
ago,
there
wasn't
a
whole
lot
that
that
could
be
done,
and
I
think
it
was
it's
disappointing,
but
I
think
it's
also,
unfortunately,
the
realities
of
what
we're
looking
at,
just
because
of
a
of
a
project
of
that
scale,
of
the
rebuild
of
494
needing
to
continue
to
move
forward
and
to
have
this
this.
B
This
wonderful
idea
that
we
have
here
this
wonderful
vision
this
this
goal,
this
aspiration
for
portland
avenue
to
to
be
kind
of
a
wayside
for
them,
because
they've
got
they
have
work
to
do
and
they've
got
to
get
it
done,
and
I
understand
that
I
understand
both
both
feelings
here
of
frustration
and
I'm
sure
if
there
are
mndot
folks
watching-
and
I
bet
there
probably
are
but
they're
thinking
the
same
thing,
because
it's
not
it's
just
it's
been
hard
to
line
up
over
the
past
more
than
a
year
when,
when
it's
been
impossible
or
very
hard
to
do
some
of
the
things
that
we
would
typically
do.
C
C
The
businesses
and
the
people
that
live
here
who
told
us
how
important
it
is
for
them
to
be
able
to
get
to
the
other
side
of
the
freeway,
the
businesses,
the
houses
and
how
important
it
is
to
be
able
to
get
there
when
you
don't
have
a
car
or
when
you
are
in
a
wheelchair,
and
so
I
think
one
of
the
things
that
came
into
focus
for
me
is
that,
even
if
it
is
not
possible
to
make
portland
avenue,
perhaps
what
we
originally
envisioned.
C
I
think
that
that's
something
that
both
communities
can
really
take
away
from
this
and
and
look
for
ways
to
partner
on
making
those
things
happen,
because
it
would
take
a
partnership
obviously,
and
some
and
some
dollars
from
the
communities
to
do
that.
I
just
think
that
this
project
really
brought
into
focus
how
important
it
is
to
the
people
that
live
there.
F
Yeah,
I
would
agree
with
that
and
just
to
build
on
on
that
a
little
bit
is
you
know
when
we
identified
this
area.
We
part
of
the
reason
we
identified.
This
area
was
because
of
the
couple
of
big
projects
that
were
going
on
that
we
thought
there
was
a
good
synergy
between.
It
was
an
opportunity
to
get
some
outside
eyes
on
it.
F
So
the
the
mndot
project,
as
well
as
the
d-line
project,
coming
right
through
the
heart
of
this
study
area,
and
but
we
never
intended
this
this
project
to
be
a
interchange,
design,
study
project,
but
to
really
kind
of
try
to
provide
us
with
some
good
ideas,
and
I
think
that
the
consultants
have
done
that,
and-
and
I
don't
want
to-
I
really-
I
really
appreciate
the
work
that
ian
and
tsw
have
have
done
to
provide
some
different
ideas
and
that's
not
to
say
that
we
can't
go
back
to
some
of
those
ideas
and
and
and
use
those
to
push
for
something
higher.
F
I
think
that
that
is
certainly
our
hope,
but
we
we're
juggling
a
lot
of
a
lot
of
things
here
and
I,
as
melissa
said,
I
think
the
key
thing
and
what
we
heard
from
the
community
is
making
this
area
more
pedestrian,
friendly
and
and
and
making
those
crossings
more
pedestrian,
friendly
and-
and
I
think
that
there's
opportunities
to
do
that.
I
And
mayor
buster,
just
real
briefly,
I
guess
I
I
I
wanted
to
to
echo
that
the
thunder
got
stolen
a
little
bit,
which
is
totally
fine,
but
I
just
want
a
huge
thank
you
to
to
staff
and
to
our
consulting
partners
on
this.
I
know
when
I
was
I
was
maybe
three
doors
into
knocking
when
I
ran
the
first
time
around,
and
I
was
talking
to
somebody
from
the
bloomington
bicycle
coalition
and
they
said
man,
it's
nice
to
ride
around
town,
but
we
are
an
island.
I
You
really
can't
get
from
south
minneapolis
down
to
amazing
amenities,
like
we
have
in
the
river
valley
or
restaurants
or
businesses.
Things
like
that
it
would
be
real
nice
if
we
could
facilitate
some
better
connections
and,
as
we
talked
about
neighborhood
commercial
nodes
and
have
jumped
into
stuff
like
orlando
avenue
retrofit.
It's
just
really
struck
home,
that
the
the
biggest
barrier
sometimes
to
redevelopment
is,
is
folks
having
a
hard
time
imagining
new
possibilities
in
some
of
these
more
tired
areas.
I
So,
even
just
having
this
document
in
front
of
us
and
have
some
really
exciting
possibilities
spelled
out
in
a
way
that
we
can
turn
around
and
share
with
neighbors
and
build
on
the
momentum
and
the
outreach
that's
already
been
done
in
these
neighborhoods,
I
think,
is
going
to
be
a
pretty
huge
deal
for
me
as
I
try
and
build
on
this
excitement.
So
just
huge.
Thank
you
for
all
the
work
that
went
into.
I
B
So
I
had
a
question
about
next
steps.
This
is
tim
again.
I
had
a
question
about
next
steps
because
there
was,
I
think,
a
slide
that
said
that
it
was
we're
going
to
wrap
this
up
and
then
either
approval
approval
by
the
city
councils.
I'm
assuming
we
get
an
opportunity.
Will
we
have
a
will?
We
have
public
hearings
on
this
within
each
of
our
city
councils.
Will
we
get
public
feedback
and
be
able
then
to
make
additional
comments
and
make
any
changes
to
the
plan
or
is
this
is
what
we're
looking
at
tonight?
F
Maybe
I'll
start
in
on
on
that.
Well,
in
all
honesty,
we
still
have
to
figure
the
details
out
of
what
that
next
step
is.
We've
done
some
discussion
amongst
ourselves
about
how
we
will
our
the
two
cities
will
approve
this,
and
our
internal
conversations
in
bloomington
have
been
that
we
should
adopt
this
plan.
There's
always
this
question
and
there's
no
guidance
in
our
code.
F
That
says
we
have
to
adopt
a
plan
like
this
that
we,
the
only
plan
we
have
to
adopt
is,
is
the
comp
plan,
the
rest
of
our
district
plans
are
or
whatever
else
we
don't
formally
have
to
adopt
them,
but
that
has
been
our
protocol,
like
we
just
did
on
the
lindell
plan.
In
my
discussions
with
planning
manager,
glenn
marker
guard
we've
kind
of
landed
on
well,
let's
treat
this
similarly
and
let's
go
through
an
adoption
process
which
requires
a
public
hearing,
because
it's
a
higher
level
document.
F
Well,
maybe
I
will
let
melissa
speak
to
how
richfield
is
thinking
about
it,
but
I
don't
know
that
we've
we've
completely
landed
on
what
that
next
step
is.
So
that's
in
terms
of
the
mechanics
of
of
approval
or
adoption,
we're
not
sure
that
we
and
I
don't
think
that
it
needs
to
be
the
same
process
in
each
community.
F
What
we
do
and
what
we
haven't
fully
figured
out
yet
or
discussed
thoroughly
is
how
because
we
will
come
back
to
you
with
the
final
document,
so
the
consultant
is
finalizing
the
document
and
we
will
come
back
to
you
to
accept,
adopt
or
whatever
the
final
document.
You
may
have
some
comments
on
that
document.
F
So
the
question
then,
is:
how
does
it
get
changed
and-
and
one
option
would
be-
that
there's
an
addendum
that
gets
approved
with
the
final
document
that
includes
all
of
the
input
from
the
two
cities.
That's
just
an
idea.
I'm
kind
of
I
talked
off
the
top
of
my
head
here
but,
as
I
said
at
the
outset,
we
need
to
think
that
through
a
little
bit
more,
we
just
and
we
aren't
there
yet
so
melissa.
I
don't
know
if
you
have
anything
to
add.
C
Sure,
just
for
our
city,
council,
I'll,
let
you
know
that
we
have
talked
about
accepting
the
plan.
It's
fairly
high
level
and
it's
some
general
guidance
that
we
think
we'd
like
to
look
at
and
then
perhaps
turn
into
policy
that
we
would
adopt.
So
our
plan
is
to
bring
the
final
document
document
to
you
for
acceptance
and
then
work
further
from
there.
J
This
is
council
member
supple.
Again
there
was
one
point
that
hasn't
been
stressed
that
I
really
want
to
make.
Is
I
really
liked
the
plans
for
the
open
spaces
and
ways
like
to
open
up
roosevelt
park
with
the
wall
or
smith
park
and
some
of
those
open
space
usages?
J
I
Council
member
whalen
here
I'll
just
say
briefly
that
thank
you,
melissa
for
saying
what
I
was
thinking
about,
the
other,
the
other
four
crossings
being
equally
important
and
potentially,
if,
if
we're
in
a
system
where
it
is
going
to
be
a
lot
of
car
traffic,
diverted
to
portland
that
the
places
it's
diverted
from
would
be
wonderful
to
make
more
explore
more
of
these
almost
like
land
bridge
ideas
and
green
spaces
and
pedestrian
focuses
that
that
makes
a
lot
of
sense
to
me.
So
thank
you
for
emphasizing.
I
F
This
is
julie
farnham.
I
guess
I
would
ask
for
some
direction
from
the
bloomington
city
council.
Do
you
have
a
preference
with
regard
to
formal
adoption
of
this
plan
or
simply
approval
or
acceptance.
B
B
It
shows
what
we
have
done
in
the
past
and
we're
going
to
try
and
continue
to
follow
with
that
in
the
future,
understanding
that
there
is
a
there's
more
work
that
ultimately,
that
needs
to
be
done
between
now
and
then,
but
I
think
to
to
make
it
a
more
formal
adoption
process
again
like
we
used
on
on
the
the
recent
lindale
plan
makes
the
most
sense
to
me:
councilmember
carter
or
councilmember
martin,
your
thoughts.
F
F
C
A
Absolutely
any
last
comments
or
questions
from
folks
looks
like
there's,
none
a
huge
thank
you
to
our
staff
to
the
consulting
company,
and
this
is
something
that
both
of
our
communities
will
continue
to
to
adopt
and
use
in
in
the
work
that
we're
focusing
on
moving
forward.
We
appreciate
everyone's
time
tonight
and
I
don't
know:
do
we
each
call
the
meeting?
Do
we
each
adjourn
the
meeting
or
is
it
fine?
If
I
just
adjourn
the
meeting.
A
B
And
since
there's
only
three
of
us
left,
I
I
would,
I
would
concurred
denise
you're
still
with
us.
There
yep,
I
see
denise
call
it
officially
denise.
Let's
do
this.