►
Description
September 8, 2022 Bloomington Minnesota Planning Commission Meeting
0:00:00 Start
0:04:14 ITEM 1 PL2022-147
(public hearing) Osborne Properties (owner) Bloomington Billiard’s (user)
4200 West Old Shakopee Road
Conditional use permit for an indoor entertainment and recreation use in an existing office building
Recommended for continuance.
0:04:39 ITEM 2 PL2022-148
(public hearing) 10740 Lyndale Prop LP (owner) Custom Hose Tech (user)
Conditional use permit for accessory manufacturing in an office/warehouse building
0:14:06 ITEM 3 PL2022-153
(public hearing) Humboldt Rental Properties LLC, Daniel Gill, Alfred A. Gross, Irene Gross (all owners)
600 West 93rd Street
Comprehensive Plan Amendments to redesignate the future land use at 600 W. 93rd and 9216 Garfield Circle from Community Commercial to High-Density Residential and 520 W. 93rd from Industrial to High-Density Residential; rezoning 600 W. 93rd and 9216 Garfield Circle from B-2 General Business to RM-50(PD) High Density Residential (Planned Development) and 520 W. 93rd from I-3 General Industry to RM-50(PD) High Density Residential (Planned Development); Preliminary and Final Development Plans to develop a five-story, 125 unit senior apartment building; Preliminary and Final Plat to combine 600 W. 93rd, 520 W. 93rd, and 9216 Garfield Circle into one lot.
0:56:30 ITEM 4 City of Bloomington
(presentation with Old Cedar Avenue Study Update
Public input)
1:28:06 ITEM 5 City of Bloomington
(study item) Public Works 2023 PMP Discussion
2:10:00 ITEM 6 City of Bloomington
(study item) Planning Commission Policy and Issues Update
A
Good
evening
and
welcome
to
the
september
8th
meeting
of
the
bloomington
planning
commission,
the
planning
commission
is
made
up
of
seven
volunteer,
bloomington
residents
appointed
by
the
city
council.
Tonight
we
have
six.
The
commission
advises
the
city
council
on
development
proposals,
development
standards,
long-range
planning
and
transportation
issues.
Our
work
is
informed
by
the
city's
comprehensive
plan,
various
district
plans
and
the
city
code
for
some
items.
The
commission
makes
a
recommendation
with
the
city
council
having
the
final
decision-making
authority.
A
B
D
D
D
A
Thank
you
tonight
we
have
six
items
on
the
agenda.
Three
are
public
hearings,
one
is
a
presentation
with
public
input
and
two
our
study
items.
The
first
item
is
a
request
for
a
conditional
use
permit
for
an
indoor,
entertainment
and
a
recreation
use,
and
I
believe
you
have
an
update
for
us
on
that.
Planner
ps.
Yes,.
A
E
F
All
right,
thank
you
very
much
again.
My
name
is
mallory
rickpile.
I'm
a
planner,
and
I'm
here
today
on
behalf
of
a
conditional
use
permit
for
manufacturing
accessory
to
a
warehouse
use
located
at
10740,
lindale
avenue.
South
the
applicant
is
custom,
hose
tech
llc
and
they
assemble
hydraulic,
hoses
and
fittings
in
in
their
or
they're
hoping
to
in
the
area
where
they
rent.
F
F
The
space
that
we
are
looking
at
right
now
is
10740
on
lindell
avenue,
south
it
is
to
the
west
of
I-35w,
and
it
is
I'm
sorry.
It
is
to
the
east
of
I-35w
and
to
the
west
of
lindell
avenue
south
the
there's
a
bluff
protection
that
straddles
the
property
on
both
the
east
and
west
side,
but
it
does
not
intersect
with
the
building
and
it
just
brushes
against
the
east
side
parking
lot.
F
F
F
So
that
brings
us
to
the
recommendation.
Having
been
able
to
make
all
of
the
findings,
we
are
recommending
adopting
a
resolution
to
approve
for
a
conditional
use
permit
for
manufacturing
accessory
to
approved
warehouse
use
at
10740,
lindale
avenue
south
subject
to
the
conditions
and
code
requirements
listed
in
the
resolution.
D
G
D
D
C
Hello,
everybody
good
evening,
I'm
brian
and
we
have
run
our
hydraulics
company
in
bloomington
for
23
years
23
years
and
nothing
has
changed
other
than
trying
to
find
a
little
smaller
location
and
that
that
space
seems
perfect
and
we're
still
gonna
we're
just
running
our
business.
Like
we
have
the
last
23
years.
A
A
G
Thanks
chair,
I
think
this
application
is
pretty
straightforward.
I
just
want
to
thank
the
applicant
for
working
with
city
staff
and
and
being
a
long
time,
bloomington
company
and
deciding
to
stay
within
bloomington.
I
think
it's
a
great
way
for
us
to
have
small
businesses
here
and
make
it
work
so
I'll
be
supporting
this
application
as
it
stands.
H
Thank
you
chair
in
case
pl
2022-148.
Having
been
able
to
make
the
required
findings,
I
moved
to
adapter
resolution
approving
a
conditional
use
permit
for
manufacturing
accessory
to
an
approved
warehouse
used
at
10740,
lindell
avenue
south
subject
to
the
conditions
and
code
requirements
listed
in
the
resolution.
E
A
A
I
So
again
he's
just
a
slightly
closer
look
of
the
three
parcels.
So
these
these
three
parcels
would
be
combined
into
one
to
create
a
more
developable
property.
This
is
what
this
is.
What
the
site
looks
like
today,
you
know
we're:
most
of
you
are
probably
familiar
with
it:
it's
a
vacant
site
just
broken
up
concrete,
overgrown
vegetation,
really
brushy
from
the
street,
and
so
there's
you
know
it's
an
appealing
site,
but
certainly
hasn't
seen
much
attention
for
for
a
number
of
years.
B
I
That
standard
or
that
that
policy
applies
to
this
particular
site
and
meaning
520
west
93rd.
It
specifically
states
that
it's
for
existing
industrial
uses
where
there's
there's
an
actual
industrial
use.
That's
that
could
be
retained
and
that's
not
the
case
with
this
particular
property.
It's
a
single-family
home
that
happens
to
be
zoned
and
guided
for
industrial
uses.
I
So
we
feel
that
this
is
still
consistent
with
the
protected
industrial
policy,
even
though
that
this
is
technically
within
that
graphic
as
protected
industrial
and
another
reason
that
we
feel
this
is
an
appropriate
redesignation
is
that
you
know
part
of
the
character.
The
land
use
character
of
lindell
avenue
is
various
pretty
diverse
commercial
corridor,
as
well
as
some
industry
mixed
in
and
pockets
of
high
density
residential
land
uses,
and
so
it's
really
it's
a
really.
It's
a
really
interesting
mix
of
land
uses,
and
so
just
within
the
just
within
a
block
of
this
site.
I
You
see
three
sites
that
are
in
dashed
red
that
are
multi-family
sites
to
the
north
of
block
on
the
west
side,
to
the
southwest
lindell
flats
that
was
recently
completed
by
the
applicant
and
then
to
the
south
east
of
lindo
flats.
You
have
a
high-density
multi-family
development
so
and
and
that
continues
in
other
places
along
wingdale
avenue.
I
So
this
is
something
that
we've
seen
before,
and
I
believe
we
will
continue
to
see
is
a
diverse
mix
of
commercial,
industrial
and
multi-family
uses,
and
so,
along
with
the
comp
plan,
designation
change
to
high
density
residential,
the
zoning
would
have
to
change.
In
this
case
it
would
be
to
rm
50
with
the
planned
development
overlay.
That's
a
pretty
common
district
for
high
density
residential
land
uses.
You
know
it's,
we
haven't
had
any
properties
or
sites
that
have
tried
to
go
for
the
rm100.
I
Maybe
we
won't,
but
rm50
still
allows
a
pretty
significant
level
of
density,
and
here
we
are
moving
along
to
the
site
plan,
and
so
I
have
additional
graphics
on
what
the
building
will
look
like
landscaping
and
such.
But
this
identifies
just
the
surface
parking
as
well
as
the
the
footprint
of
the
building
you
can
see.
We're
just
east
of
lindell
avenue
to
the
west
is
a
popeye's
chicken
and
to
the
east.
I
I
And
one
thing
that
we
discussed
with
the
applicant
pretty
pretty
early
on
is,
if
you
know
if
this
project
was
to
be
supportable,
we
really
felt
there
needed
to
be
a
sidewalk
connection
between
this
property
and
lindell
avenue.
So
on
the
up
on
the
upper
graphic
is
a
is
a
plan
graphic
showing
a
sidewalk
extension
between
the
senior
housing
site
and
lindale
and
then
just
below.
I
That
is
just
a
recent
aerial
image
of
what's
there
today
and
there
isn't
anything
today,
it's
just
it's
just
grass,
and
so
we
felt
it
was
really
important
that,
as
part
of
this
project,
the
applicant
build
that
connection,
especially
for
for
folks
that
we
want
to
encourage
to
use
transit
to
walk
to
the
businesses.
They
need
to
be
able
to
do
so
safely
on
public
sidewalk,
and
so
the
applicant
agreed
to
include
that
in
their
client,
a
quick
image
of
the
structured
parking.
I
I
Now
it
gets
complicated
when
you
include
patios
or
balconies,
because
there's
a
there's
a
different
calculation.
So
you
you
get
a
bonus
if
you
will,
in
terms
of
your
usable,
open
space
for
having
balconies
and
the
applicant
is
looking
to
do
that,
but
they're
still
short
and
so
on
this
graphic.
What
I'm
trying
to
depict
here
is
the
blue
area
with
the
red
outline
is
really
the
usable
open
space
for
the
most
part
it
I
didn't,
try
and
follow
the
balconies
in
the
contour
of
the
building,
but
that's
pretty
much.
I
Now,
there's
some
additional
space
on
the
along
the
west
that
if
there
were
some
minor
adjustments
to
the
site
plan,
you
know,
namely
shifting
a
retaining
wall,
a
couple
feet
to
the
east.
That
could
also
be
usable,
open
space
and
I've
discussed
with
the
applicant
that
this
is
a
deficiency
in
the
plan
and
we
discuss
how
that
could
be
addressed.
I
I
Another
area
where
we
felt
the
plan
could
be
improved,
was
landscaping
and
a
couple
areas.
You
know
this.
This
is
something
that
we
run
into
quite
a
bit
where
you
have
the
the
quantity
of
based
on
landscaping
is
met,
so
we
have
a
square
foot
based
quantity
standard
and
they
meet
that
standard
over
the
couple
things
that
we
want
to
have
addressed.
One
is
it's
city
requirement
to
have
a
enough
foundation
plantings
along
the
street,
and
so
that's
a
really
easy
fix
to
include
more
foundation
plantings
along
the
south
building
elevation.
I
But
then
we
we
thought
that
the
there
really
needed
to
be
some
additional
landscaping
treatment
along
the
street.
You
know
this
is
a
pretty
significant
building
in
terms
of
its
massing
and
it's.
It
has
they're
proposing
a
reduced
setback
which
we
are
supportive
of,
but
we
felt
there
needs
to
be
at
least
some
additional
landscaping
in
the
landscape
yard
between
the
building
and
the
sidewalk,
and
I
think
that's
something
that
the
applicant
is
willing
to
accommodate.
I
Our
expectation
is
not
a
solid
line
of
trees,
but
just
something
to
break
up
the
massing,
and
you
know
a
little
more
pleasant
of
a
pedestrian
environment
along
along
the
street
so
for
parking.
Overall,
we
have
a
base
standard
which
is
1.5
spaces
per
unit
with
125
units
you
have
188
stalls,
there's
also
a
party
requirement,
so
the
total
requirement
is
194
stalls.
I
The
affordability
allows
up
to
a
20
reduction,
and
so
with
the
oho
incentive,
the
parking
requirement
is
155
stalls
and
that's
what
they're
proposing
155
stalls.
So
they
did
the
math
and
made
sure
that
they
were
meeting
the
parking
requirement
when
the
oho
incentive
is
taken
into
account
the
images
of
building
elevation.
So
this
is
the
south
building
elevation
and
you
can
see
it.
It
would
be
a
really
attractive
building.
You
know
something
mixed
materials
that
we've
seen
before
similar
to
lindo
flats
in
terms
of
the
the
material
mix.
I
I
I
But
that
said,
we
are
recommending
approval
of
this
of
this
development.
I
have
two
slides.
One
is
for
two
slides
with
four
different
recommendations.
One
is
for
the
comp
plan,
then
the
rezoning
and
the
subsequent
slide
is
for
the
final
develop
preliminary
final
development
plans
and
the
preliminary
and
final
plat.
A
Thank
you
for
the
presentation
start
with
one
item,
just
more
of
a
refresh
for
for
those
of
us
on
the
commission,
as
well
as
anyone
who
may
be
watching
the
lindell
avenue
retrofit.
We
have
specific
focus
nodes
at
86th
and
98th.
Can
you
remind
us
what
that
retrofit
plan
calls
for
in
this
area
in
between?
That's
not
one
of
those
two
focus
areas.
I
Yeah
great
question:
thank
you
chair.
There
isn't
specific
guidance
for
this
particular
property.
You
know
a
lot
of
the
land
use
recommendations
apply
to
these
commercial
nodes
or
the
the
lindell
retrofit
nodes,
where
there's
some
very
specific
recommendations
on
what
the
design
could
look
like
with
the
how
the
streets
could
be
rebuilt
or
redesigned
what
public
open
space
could
look
like,
but
those
that
guidance
doesn't
really
apply
to
this
particular
property.
G
Thanks
chair
planner
centenario:
do
you
mind
bringing
up
an
aerial
view
of
the
property?
I
have
a
question
as
it
relates
to
garfield
circle,
so
as
you
bring
that
up
yeah.
So
in
the
staff
report
in
in
the
zoning
maps,
we
show
garfield
circle
as
being
kind
of
like
a
cul-de-sac,
and
when
I
looked
at
aerials
on
google
and
just
in
general,
it
doesn't
seem
like
that
that
street
is
very
usable.
G
I
Sure
thank
you
chair,
commissioner.
It
actually
was
pursued,
so
we
began
discussions
on
this
development
several
months
ago,
and
you
know
one
of
the
one
of
the
challenges
that
we
often
run
into
when
we're
dealing
with
just
redevelopment
generally
is
how
to
provide
fire
access.
You
know
fire
trucks
have
to
be
able
to
get
in
and
out
of
developments.
I
If
there's
an
emergency
and
in
a
lot
of
in
our
fire
department,
fire
prevention,
folks,
they
they
do
not
want
to
try
and
navigate
dead
ends,
because
these
trucks
are
large,
they
have
a
bond,
largely
volunteer
staff.
It's
just
it's
very
difficult
to
maneuver
trucks
in
reverse
and
trying
to
get
out
of
a
tight
spot,
and
so
generally
a
truck
needs
to
be
able
to
enter
the
site
and
drive
forward
and
get
out
of
the
site,
and
so
garfield
circle
was
was
discussed
at
length.
Could
that
be
improved?
I
And
while
the
9216
parcel
touches
the
cul-de-sac,
what
looks
like
the
cul-de-sac?
It
isn't?
It
doesn't
have
sufficient
width,
so
the
applicant
was
in
discussion
with
the
property
owner
at
9211
lindale
for
an
access
easement,
because
that
that
would
that
would
have
been
required.
Ultimately
it
it
really.
I
think
there
came
down
to
a
couple
things.
One
is
the
cost,
because
the
the
conclusion
was
the
applicant
would
have
to
construct
a
fully
improved
city
street
to
public
street
standards
and
that
that's
that
is
cost
prohibitive.
I
So
I'll
go
to
the
site
plan
here
to
show
you
so
again,
this
is
the
site
plan.
You
see
the
an
entrance
on
the
southeast
corner
and
you
have
a
fire
lane,
or
I
mean
it's
really
a
drive
lane,
but
it's
also
a
fire
lane
around
the
entirety
of
the
property.
So
either
way
a
truck
could
enter
the
site,
a
drive
around
the
building
and
then
exit
the
site.
D
A
And
it's
a
typical
senior
planner
piece
that
when
a
street
is
planted
but
not
built
that
that
responsibility
for
if
we
were
to
do
that,
would
fall
to
whichever
property
was
developing.
And
I
really
asked
the
question
and
we
aren't
in
the
discussion
part
yet.
But
planner
centenary
raised
the
point
about
the
lack
of
green
space
and
I
think
that
may
be
where
some
of
these
questions
are
stewing.
D
You
know,
typically
when
there's
a
street
dedicated
streets
are
built.
There
are
those
such
as
this
that
are
an
oddity
if
and
when
they
typically
would
assess
it
to
then
julie
can
correct
me
wrong,
but
they
can
assess
it
to
the
property.
That's
next
to
it.
However,
with
this
applicant,
we've
stated
that
it's
basically
for
your
benefit,
and
so
we
would
have
them
build
the
street
at
their
cost,
as
opposed
to
assessing
it
to
somebody
next
to
it.
D
E
I
Chair
chair
commissioner,
cooked
in
there
is
some
consideration.
Certainly
it
really
applies
to
the
the
southeast
entrance
or
ingress
egress,
and
you
know
thankfully
they're
immediately
across
the
street.
There
aren't
any
single
family
dwellings.
There
are
some
accessory
buildings,
there
isn't
any
development
to
the
adjacent
to
the
southwest
entrance,
and
so
it
is
something
we
think
about,
but
we
concluded
that
it
wasn't
a
significant
of
an
issue
to
try
and
address
one
way
or
another.
J
J
So
we
saw
a
great
need
for
this
type
of
housing
in
the
area,
and
we
also
know
there's
a
shortage
of
senior
focused,
affordable
housing
in
the
area.
So
that's
kind
of
how
we
arrived
at
this
location.
So
we
really
wanted
to
pursue
development,
further
development
along
the
lindell
corridor
and
we
came
across
these
sites
challenging
we
went
through.
I
think
this
one
is
site.
Plan
n
went
through
a
variety
of
different
scenarios.
J
To
the
north
for
a
number
of
those
site
plans
determined
it
wasn't
viable
and
actually
some
of
our
initial
plans
only
had
two
of
the
parcels
we
didn't
have
the
single
family,
so
we
actually
determined
that
acquiring
the
single
family
was
necessary
when
we
knew
that
the
cul-de-sac
was
not
viable.
So,
thankfully,
that
all
worked
out,
but
it
took
us-
you
know
six
months
to
get
here
regarding
the
open
space,
our
intent
was
to
meet
that
requirement
via
combination
of
balconies
and
green
space.
J
So
we
fully
accept
the
condition
and
tend
to
meet
that,
if
not
exceed
that
with
our
final
plans.
On
top
of
that,
we
have
pretty
robust
interior
amenities,
more
so
than
our
typical
development,
a
larger
than
usual
community
room
for
us,
a
fitness
room,
library,
family,
dining
room,
sun,
room
activity,
room.
J
Just
like
glendale
flats,
we
really
like
the
area
we
like
the
access
to
transit,
there's
a
new
metropass
program
that
provides
steeply
discounted,
passes
for
residents
of
apartment
buildings
in
metro
transit
areas
and
for
a
lease
up
marketing.
We
intend
to
provide
that
to
each
of
our
residents
upon
assigned
lease
as
a
one-year
trial
to
a
just,
you
know
provide
an
incentive
for
a
move
in
and
also
act
kind
of,
like
a
trial
run
for
us
to
see
what
the
interest
is
in
this
type
of
program.
J
A
J
D
A
A
E
Mr
chair,
I
think
that's
where
I'd
like
to
start,
and
I
think
I
would
ask
you
a
question
of
with
your
experience
on
the
commission
and
and
as
we
go
through
this,
what
what
is
our
role
as
far
as
creating
legally
non-conformances
and
then
maybe
I'll.
Ask
mr
peace
for
more
of
a
technical
definition,
but
where
you
know,
if
we
approve
this
application
and
it
gets
approved
by
council,
legal
non-conformities
will
have
been
created.
What
is
what
is?
A
Yeah-
and
I
will
look
two
senior
manager
ps
to
add
on
to
this,
but
in
my
time
in
the
four
years
that
I
think
three
of
us
have
been
on,
the
there
have
been
a
few
times
where
we've
done
that,
but
they
typically
in
my
recollection,
have
been.
We
did
some
rezoning
along
american
boulevard
that
didn't
change
the
use
but
changed
how
someone
could
continue
to
use
it.
A
A
I
also
then
to
the
question
of
if
we
change
the
use
and
then
the
current
property
owner
would
want
to
have
to
come
for
a
variance-
and
I
think
in
my
time
I
don't
recall
us
granting
any
variances-
we've
had
very
few
come
to
us
two
or
three
perhaps-
and
I
don't
recall
granting
any
of
them.
I
don't
know
if
the
council
changed
our
our
recommendation
or
not,
but
so
that's
just
my
own
context.
In
the
four
years
I've
been
doing
this.
D
D
Speaking
with
the
applicant
who
who
sent
in
the
letter,
you
know
his
his
major
concern,
is
he
wanted
to
make
sure
it's
on
record
that
he
doesn't
oppose
this
development?
He's
just
really
concerned
that
when
he
comes
in
five
or
six
years
from
now,
if
a
variance
can
be
granted,
he
actually
explained
to
him
that
we
can't
grant
variances
now
because
they
expire
and
that
laws
can
change.
D
E
I
G
Thanks
chair,
you
know
looking
at
this
application,
it's
a
unique
property
that
has
been
vacant
for
many
years
and
I
first
of
all
was
very
excited
to
see
that
there's
some
development
here
and
some
properties
that
have
been
really
just
left
for
the
the
grass
and
the
shrubs
to
take
over
so
creating
affordable
housing
for
our
seniors.
You
know
making
it
so
that
it's
inviting
and
with
you
know,
nice
materials.
I
really
support
the
staff's
stance
on
creating
the
sidewalk
connection
to
lindale.
G
G
A
Yeah,
I
echo
a
few
of
the
thoughts
you
had
about
you
know
this
is
this:
is
the
the
corridor
to
do
this
type
of
you
know
work?
I
think
commissioner
corman
and
I
worked
on
the
last
comprehensive
plan.
When
you
know
our
our
designation
for
2040
is
urban
by
2040
we
met
council
has
us
designated
urban.
That
doesn't
mean
that
we're
going
to
have
you
know
massive
density
everywhere
in
the
city,
but
these
are
the
areas
that
we
are
likely
to
have
it
in,
so
that
I
like
that
part
of
it.
A
A
H
Thank
you
chair.
I'm
thinking
about
the
type
of
opportunities
that
this
brings
not
only
to
our
seniors
but
other
members
in
the
community,
as
we
provide
those
type
of
affordable
places
to
them
and
in
the
same
way
opens
up
the
possibility
of
other
families
moving
into
homes
which
is
really
needed
in
our
city.
H
E
The
things
I
like
most
about
is
that
it
really
seems
to
fit
in
nicely
with
the
lindell
avenue
retrofit
plan,
it's
close
to
the
street,
it's
of
a
very
reasonable
density,
a
good
in
a
good
way
for
lindale.
I
think
five
stories
is
appropriate
and
even
better
than
what
I
thought
we
might
get
on
lindale
for
some
of
these.
So
I
like
that.
E
The
words
that
stuck
out
to
me,
the
most
in
the
staff
report,
was
sub.
Optimal
land
use
transitions
and
I
think,
as
mr
cincinnario
just
pointed
out,
this
is
what
we're
going
to
see
and
we're
going
to
keep
seeing
and
it's
tough
because
you
want
you
want
things
to
work
out
for
the
surrounding
landowners
and
it's
not
their
fault
that
this
is
coming
in
and
now
they
can't
expand
their
business,
and
I
really
don't
like
that,
but
we
also
can't
stay
in
the
past.
We
have
a
vision
for
lindale
we.
E
I
am
supportive
of
the
vision
for
lindale
and
eventually
this
is
what
we
want
lindale
to
look
like
five
stories
over
structured
parking.
I
mean
this
is
like
cookie
cutter
or
slam
dunk
right
right
of
what
we're
looking
for
in
lindale
and
I'm
really
supportive
of
it,
and
I
think
we're
gonna
keep
seeing
these
sub
optimal
land
use
transitions
and
we're
sort
of
setting
a
little
bit
of
a
precedent
here.
You
know
so
are
we
gonna
we
gonna
keep
doing
this?
E
Are
we
gonna
all
of
the
auto
shops,
the
auto
repair,
the
fast
food
restaurants,
all
of
the
stuff
that
is
on
lindale?
Now
you
know
we're
going
to
keep
seeing
this
and
we're
going
to
be
disappointing.
Some
current
landowners
on
their
inability
to
expand
their
business
in
the
future,
potentially
because
of
the
new
business
that
comes
in.
E
A
C
A
There
a
second
second
thank
you.
We
have
a
motion
and
a
second
to
recommend
the
city
council
rezone,
the
subject
properties
to
high
density
resident
residential
plan
development.
Any
further
discussion,
all
those
in
favor,
say,
aye
aye,
opposed
motion
passes,
and
I
would
look
for
a
motion
on
the
third
item.
A
L
A
Thank
you.
We
have
a
motion
and
a
second
to
recommend
the
city
council,
a
type
three
preliminary
and
final
plat,
combining
several
lots
for
the
subject
properties.
Any
further
discussion,
all
those
in
favor
say
aye
aye
opposed
that
motion
passes.
These
items
will
appear
on
the
october
3rd
city
council
agenda
as
a
consent
item.
Thank
you.
A
C
We're
here
today.
Well
for
the
second
time
regarding
the
old
cedar,
avenue
traffic
intersection
study.
Our
first
presentation
to
our
first
presentation
to
planning
commission
city
council
was
back
in
may
to
give
an
update
on
the
the
study
on
this
go
around
we're
going
to
be
presenting
the
final
study
recommendations
and
asking
the
planning,
commission
and
city
council
eventually
for
approval
and
recommendations
for
the
the
study
findings.
So
with
that,
I'm
here
with
phil
kulas
with
srf
to
give
the
presentation
phil.
Are
you
you
ready
to
give
that.
K
Good
evening,
everyone-
sorry
if
I
unmuted
myself
earlier
as
I
joined
early
so
yeah
as
jeremy
mentioned-
we're
here
today,
to
discuss
the
old
cedar
avenue
study.
So
we
were
back
here
in
may
where
we
presented
more
of
just
our
preliminary
understanding
of
the
corridor
and
what
our
initial
thoughts
were
at
that
point
and
kind
of
our
game
plan
going
forward.
So
from
here
we're
going
to
actually
talk
about
the
work
we've
completed
to
date,
which
includes
public
engagement,
evaluating
concepts
and
developing
those
further,
as
well
as
our
recommendations
from
the
study.
K
So,
just
to
refresh
everyone's
mind,
we're
gonna
go
through
a
project
overview.
I
recognize
there's
some
new
people
here
as
well,
so
it'll
be
good
to
just
go
through
kind
of
what
we're
looking
to
accomplish
with
the
project
and
what
we've
done
then
we're
going
to
discuss
the
actual
concepts.
So
looking
at
the
corridor
as
well
as
the
intersection
to
the
south,
then
public
engagement
was
a
big
part
of
the
project
as
well,
so
getting
public
input
through
various
sources.
K
K
So
that's
set
for
a
pavement
preservation
project
next
year,
so
that
part
of
the
project
was
looking
at
utilizing
the
existing
roadway
and
seeing
what
we
could
use
that
for
to
meet
the
various
needs
of
the
various
modes
of
transportation,
so
walking
biking,
transit
vehicles
so
really
just
trying
to
utilize
that
space
as
best
we
can
and
then
the
second
part
of
the
project
was
the
intersection
on
the
south
end
of
the
corridor,
so
east
old,
shaky
road
and
old
cedar
avenue.
So
currently
that's
a
skewed
intersection
with
some
safety
concerns.
K
So
looking
at
that
intersection
to
come
up
with
concepts
and
evaluate
them
to
see
really
what
can
be
done
in
the
future,
recognizing
that
there's
not
currently
funding
for
it.
We
are
going
after
funding
for
that
and
an
application
was
submitted
earlier
this
year,
but
just
trying
to
plan
for
the
future
so
in
the
future
date
that
something
can
be
done
at
that
intersection.
K
K
And
then
the
second
concept
that
was
evaluated
was
a
three-lane
alternative
which
repurposes
the
existing
pavement
to
include
one
lane
of
travel
in
each
direction,
as
well
as
a
center
two-way
left,
turling
to
allow
vehicles
to
turn
onto
and
off
of
old
cedar
avenue
and
then
also
utilize
that
other
space
on
the
road
for
a
bike
lane
on
the
outside
of
the
road.
So
those
were
the
two
concepts
that
were
evaluated
as
part
of
this
project.
K
And
really
a
comprehensive
study
was
completed,
so
we
looked
at
traffic
operations,
we
completed
modeling
to
understand
really.
How
will
traffic
behave
on
the
road
if
it's
a
four
lane
roadway
in
the
future,
as
well
as
if
it
is
converted
to
a
three
lane?
So
if
there
is
that
lane
reduction,
we
will
make
sure
that
whatever
we
do
to
the
roadway
with
and
re,
any
repurposing
can
meet.
K
The
existing
needs,
as
well
as
the
future
needs,
so
obviously
recognize
that
there's
growth
in
the
future
of
the
corridor
and
things
might
change
want
to
make
sure
that
if
we
change
the
roadway
that
it's
still
able
to
function
in
the
future
properly,
so
that
was
completed
and
then
this
slide
just
kind
of
highlights
some
of
the
benefits
of
a
three-lane
roadway.
So
those
are
kind
of
road
conversions
of
going
from
the
four
lanes
to
three
lanes.
K
There
is
a
lot
of
national
guidance
and
research
shows
that
the
safety
benefits
from
these
type
of
conversions
are
there
that
by
repurposing
the
roadway
to
reduce
the
lanes
from
the
four
to
three
that
there's
benefits
which
are
partially
related
to
the
addition
of
the
turn
lane.
So
vehicles
are
no
longer
having
to
slow
down
and
queue
in
through
lanes
they're
able
to
do
that
in
a
dedicated
space.
So
the
reduction
of
rear
end
crashes
is
present
as
well
as
also
for
pedestrians.
K
There's
a
lot
less
exposure
for
those
pedestrians
in
the
sense
that
they're
crossing
fewer
lanes
of
traffic.
You
don't
have
to
worry
about
what
they
would
call
the
dual
threat
where
one
lane
of
traffic
stops
for
pedestrian
and
then
the
other
lane
doesn't
so
then
that
pedestrian's
at
risk
there.
So
there's
a
lot
of
proven
research
out
there
for
these
type
of
conversions,
so
that
was
also
leveraged
throughout
the
project
as
well.
To
really
fully
understand
what
does
it
mean
for
other
users
of
the
corridor
as
well?
K
And
then
the
two
concepts
here
on
the
intersection
of
the
south,
so
east
old
shock
view
road
and
old
cedar
avenue.
There
was
the
signal
with
turn
lane,
so
currently
it's
a
signalized
intersection,
as
you
can
see,
we're
mainly
sticking
with
the
geometry
that
was
or
the
I
should
say,
alignments
that
were
present
there.
K
So
it
improves
the
safety
in
that
aspect
and
then
the
second
alternative
is
the
roundabout
here
on
the
right
hand,
side
which
is
replacing
that
existing
signal
with
a
roundabout
and
then
teeing
in
old
cedar
avenue
there
on
the
south
as
a
stop
controlled
intersection,
just
west
of
kind
of
the
main
intersection,
so
that
south
lake
would
come
in
as
a
t
and
that
would
be
stock
control.
So
those
vehicles
would
be
required
to
judge
gaps
in
traffic
after
they
come
to
a
complete
stop.
K
So
a
fair
amount
of
public
engagement
was
completed
throughout
the
project.
Initially
it
was
through
the
let's
talk,
bloomington
website,
so
on
there
we
posted
a
live
map
of
the
corridor,
so
people
could
go
on
there.
Click
on
various
aspects
of
the
corridor
and
say
any
concerns
that
they
have
a
common
theme
was
for
pedestrians
that
they
didn't
necessarily
feel
safe
crossing
the
corridor
today,
as
well
as
there
was
a
survey
online
too,
that
has
various
questions
about
how
people
are
currently
using
the
corridor.
Are
they
driving
it?
Are
they
biking
it
walking
it?
K
How
frequently
they
use
the
corridor,
so
that
was
one
form
of
engagement,
and
then
we
were
also
able
to
upload
the
concepts
on
there
as
well
for
people
to
view.
So
the
let's
talk,
buildington
page
was
really
a
great
resource
for
us
just
to
get
out
to
the
people
of
bloomington,
so
they
could
see
what
we
were
doing
with
this
project,
as
well
as
postcards
were
sent
three
different
times
throughout
the
project,
to
let
people
know
of
the
open
houses.
Let
them
know
about
the
surveys
that
were
online
for
them
to
take.
K
So
there
was
a
geographic
region
around
the
corridor
that
those
were
all
sent
to
and
then
back
in
may
shortly
here
after
the
last
time
go
around,
we
had
an
open
house
where
we
actually
went
out
to
wright's
lake
park
and
we
presented
the
concepts
that
I
just
highlighted
to
the
public
and
got
their
feedback
on.
So
we
were
able
to
talk
about
those
concepts
as
well
as
hear
people's
thoughts
on
them
and
then
just
their
general
thoughts
in
the
quarter.
K
K
So
that
was
the
four
verse
three
lane
might
be
tough
for
everyone
to
see
here,
but
the
one
on
the
left
is
for
the
existing
four
lane
cross
section
and
then
the
one
on
the
right
is
for
the
three
lane
I
mean
overall,
the
voting
of
the
support
of
which
concept
they
the
public
supported,
was
more
towards
the
existing,
the
four
lane
cross
section.
So
maintaining
those
two
lanes
in
each
direction
and
one
common
thing
we
heard
was
people
concerned
with
that.
K
But
then
we
also
did
hear
people
both
during
the
survey
as
well
as
at
the
open
house,
discuss
the
fact
that
as
a
pedestrian,
it's
not
the
most
comfortable
roadway
to
cross
with
the
lanes
of
traffic
and
having
to
judge
the
gaps
there
since
there's
no
pedestrian
refuge
islands
throughout
the
corridor.
So
you
have
to
cross
all
four
lanes
at
once.
K
Then
the
second
slide
here
also
from
the
public
open
house,
but
these
boards
are
for
the
east,
shakvie
and
old
cedar
avenue
intersection.
So
the
one
on
the
left
is
the
signalized
concept.
So
that's
the
one
with
maintaining
the
signal
control,
but
the
addition
of
the
turn
lanes
and
signal
phasing
and
then
the
one
on
the
right
is
the
roundabout.
K
And
with
this
one
the
signal
had
a
lot
of
strong
support
and
then
the
roundabout
had
more
people
indicating
that
they
were
opposed
to
the
roundabout
versus
in
support
of
the
roundabout
and
a
lot
of
that
kind
of
boiled
down
to
people's
ability
and
thoughts
about
driving
the
roundabout
versus
the
signal
kind
of
the
ease
of
how
that
fits
in
as
well
as
some
of
the
property
takes
as
well.
Just
due
to
the
signal
more
so
kind
of
being
right
on
top
of
the
existing
footprint
recognizing,
there
still
will
be
right
away.
K
It
takes
where
the
roundabout
kind
of
shifts
that
so
that
was
the
input
we
received
from
the
open
house.
So
we
took
this
back
to
the
study
team
and
incorporated
this
into
the
the
study
team
thoughts
recommendations.
As
well
as
helping
to
refine
the
concepts,
this
was
complete
back
in
may
obviously
we're
here
in
september.
So
there's
been
a
few
months
in
between
so
there
have
been
revisions
to
the
concepts
based
on
both
the
input
from
the
public,
as
well
as
the
study
team.
K
And
then
also
a
recap
both
of
the
planning
commission
and
city
council.
So
we
were
here
back
on
may
12th
and
then
the
city
council
later
in
may
and
then
obviously
we're
here
tonight
and
then
we're
going
to
city
council
next
monday
and
overall,
the
thoughts
of
the
planning
commission
back
then
and
city
council
back
in
may
were
generally.
There
was
support
for
the
three-lane
cross
section.
K
It
kind
of
boiled
down
to
the
operations
results
that
we
had
presented,
that
a
three-lane
cross-section
is
anticipated
to
operate
just
fine
in
the
future,
based
on
the
future
forecasted
volumes,
as
well
as
the
improvements
to
the
pedestrian
experience
and
the
fact
that
we
are
able
to
provide
on-street
bike
facilities.
If
we
do
reduce
onto
that
three-lane
cross-section.
So
we
are
able
to
reallocate
that
existing
pavement.
K
If
those
pedestrians
are
then
having
to
cross
an
uncivilized
intersection
or
have
a
little
bit
further
out
of
direction,
travel
up
to
the
main
roundabout.
So
that
was
a
large
focus
as
well
as
the
right-of-way
impacts,
recognizing
that
both
concepts
do
have
right-of-way
impacts,
so
especially
in
the
northeast
quadrant.
K
We're
expected
to
have
to
acquire
right
away
with
either
of
them
with
a
roundabout.
There
is
expect
to
be
a
bit
more
right
away
and
then
some
of
the
development
opportunities
in
that
parcel
might
be
limited
just
due
to
the
smaller
size
that
would
be
left
over
after
the
roundabout
was
implemented,
and
then
one
of
the
key
goals
of
this
project
and
one
of
the
milestones
was
the
submission
of
a
federal
funding
application.
So
an
hip
application
was
submitted
for
the
traffic
signal.
K
So
after
the
planning
commission
city
council
meetings
that
application
was
submitted
shortly
thereafter-
and
we
haven't
heard
on
that-
we're
probably
about
another
month
or
two
away
from
hearing
back
on
whether
the
application
was
approved
for
any
federal
funds.
That
can
help
go
to
funding
improvements
at
this
intersection.
But
that
was
submitted
with
a
traffic
signal
in
that
application.
K
Then
highlighting
the
study
team,
so
the
study
team
included
jeremy
and
myself,
and
then
there
was
also
other
representatives
from
the
bloomington
public
works
department.
Engineering
kirk
was
sitting
in
on
those
and
provided
great
input.
We
had
planning
as
well
and
then
emergency
services,
so
we
had
fire
police
as
well
as
representatives
from
hennepin
county
recognizing
east
old
shakopee
road
is
a
county
roadway,
so
they
do
have
jurisdiction
over
that
roadway.
So
they
were
involved
in
the
project
as
well
to
help
shape
alternatives
and
really
the
study
team.
K
We
also
presented
our
thoughts
and
recommendations
for
the
planning
commission,
city,
council
and
really
they
helped
shape
the
alternatives
so
especially
with
the
fire.
That's
kind
of
a
key
aspect
here,
especially
with
a
skewed
intersection
that
does
really
make
it
tough
for
fire
trucks
to
navigate
the
intersection,
as
well
as
the
access
points
right
around
there.
So
they
definitely
provided
a
lot
of
good
input
for
us
to
consider,
as
well
as
considerations
and
refinements
that
we
can
make
to
those
alternatives
to
really
help
with
the
fire
response
in
this
area.
K
So
that
would
include
the
two-way
center-left
turn
lane,
which
you
can
see
there
on
the
bottom,
in
the
middle
for
vehicles
to
turn
into
and
off
of
90th,
as
well
as
the
medians
on
ultra
revenue
rate
around
90th,
and
then
we
would
be
looking
at
opportunities
to
improve
that
pedestrian
crossing.
So
where
can
we
provide
pedestrian
refuge
islands
so
we're
currently
in
the
refinements
of
the
stripe
and
plan?
And
what
that
could
look
like
right
now
and
then
also
another
highlight
here-
is
the
signal
at
90th.
K
So
we
completed
a
signal
warning
analysis
looking
at
the
traffic
going
through
that
intersection,
both
today
and
in
the
future
and
trying
to
understand,
is
that
traffic
signal
needed
or
is
there
opportunity
to
remove
that
traffic
signal?
That
is
a
really
old
traffic
signal.
So
if
it
were
to
remain
in
place,
there
would
be
upgrades
that
would
be
required
to
that
to
maintain
its
life
and
provide
the
expected
operations
as
well
as
just
with
the
3m
conversion
signal.
Heads
would
have
to
be
moved
anyways
to
align
with
the
lanes.
K
So
with
that
analysis
that
was
completed
as
determined
that
that
signal
is
actually
not
warranted,
based
on
the
warrants
in
the
mutcd.
So
really
the
manual
like
guides
the
implementation
of
traffic
control
devices
that
traffic
signal
is
not
warranted,
so
we
are
recommending
removal
of
that
signal
which
is
likely
to
occur
with
this
project.
K
One
thing
to
note
here
is
there
is
what
is
considered
like
a
90-day
test
period
of
removal
of
that
signal.
Basically,
what
you're
trying
to
do
is
if
you
want
to
remove
a
signal
and
have
operational
issues
and
then
the
signal's
no
longer
there
so
now
you're
like
what
do
you
do
so
you
can
go
through
a
test
period
where
you
implement
that
stop
controlled
condition
on
a
temporary
basis,
so
you're
able
to
bag
the
signal.
K
So
people
don't
actually
see
the
signal
heads,
they
don't
see
the
green
yellow
red,
they
see
the
stop
signs
and
then
would
operate
that
in
a
their
fashion.
Is
if
that
signal,
wasn't
there
so
we're
looking
at
what
that
would
look
like
next
year,
as
well
as
the
pedestrian
crossing
enhancements
that
I
had
already
discussed.
K
Unfortunately,
just
due
to
the
skew,
we
are
looking
at
having
to
maintain
those
channelized
rates,
but
we
are
looking
at
to
see
what
can
be
done
to
improve
those
from
a
pedestrian
standpoint
by
tightening
up
some
of
the
geometry
and
providing
more
of
a
yield
type
condition
instead
of
that
free
right.
So
that
is
what
we're
looking
at
here
and
what
refinements
can
be
made
to
the
concept
to
carry
forward.
So
those
are
the
two
recommendations
for
the
project
and
what
are
in
the
project
report.
K
To
maintain
the
existing
signal
control
with
the
addition
of
turn
lanes
and
left
turn,
phasing
which
would
be
implemented
at
a
later
date,
anticipate
2027
or
when
federal
funds
can
be
secured
for
that,
and
then
the
last
two
items
here,
working
on
finalizing
the
striping
concept.
So
what
will
actually
go
out
into
the
field
next
year,
as
well
as
the
project
report?
So
any
revisions
are
needed
based
on
a
staff
review
or
any
input
here
tonight
from
planning,
commission
or
city
council
next
week.
L
Thank
you
for
your
presentation.
I
really
love
where
you
ended
up
with
the
recommendations.
This
is
where
I
live,
and
a
lot
of
our
family
members,
own
properties
and
going
home
I'll,
be
using
this
intersection
and
using
the
street
that
would
be
reworked
next
year.
Just
a
question
for
the
three-lane
road.
Is
it
just
going
to
be
striping
you're
not
going
to
rip
off
the
street,
or
is
that
what
the
plan
is.
K
Correct
the
thought
is
to
maintain
the
curb
lines
on
the
outside,
so
it'd
be
just
holding
those
steady
and
then
doing
the
payment
preservation.
So
a
mill,
an
overlay
for
the
actual
pavement
as
well.
Some
median
work
in
the
middle
there
at
90th
would
be
required
just
to
remove
those
to
be
able
to
reutilize
that
for
more
standard
pavement.
But
then
the
rest
would
be
striping
for
the
lanes
and
bike
lane.
K
L
Yes,
thank
you.
I
know
you
made
a
comment
about
somebody
concerned
about
through
the
public
hearing.
There
was
a
concern
about
you
know,
slow
traffic
and
could
they
pass
using
the
designated?
You
know,
I
see
a
shoulder
lane
here.
It's
not
necessarily
a
lane,
but
would
that
be
like
striped
or
indicated
bike
lane,
or
is
that
going
to
be
just
a
potentially
off
street
parking
because
I
know
the
mosque
on
is,
I
think,
is
it
right
next
to
the
speedway
on
fridays,
this
gets
super
busy.
K
Yeah,
that's
a
really
good
question.
The
thought
is
to
stripe
it
as
a
bike
lane,
so
there
would
be
the
bike
lane
indications
as
well
as
the
roadway,
the
lane,
the
width
of
that
we
are
wanting
to
maintain
that,
so
it
doesn't
become
so
wide
that
it
does
entice
people
to
park
there.
So
particularly
around
90th
there.
The
roadway
does
get
wider
due
to
the
existing
turn
lanes.
So
we
are
looking
at
basically
creating
a
buffer
between
the
traveling
and
then
the
bike
lane.
K
So
that
would
be
stripe
to
designate
the
where
the
bike
lane
is
versus
the
travel
lane.
So
we
are
maintaining
the
outside
bike
lane
width,
because
we
don't
really
want
to
widen
that
too.
Exactly,
as
you
had
mentioned,
entice
people
to
think.
Oh,
that's
a
spot
to
park,
so
we
are
looking
at
maintaining
that
and
then
we
would
create
a
buffer
between
the
traveling
and
that
to
basically
absorb
up
that
additional
area,
so
particularly
around
90th,
where
the
road's
wide
or
we're
looking
at
doing
that.
L
Just
a
final
comment:
I'm
happy
that
it
is
striping
work
and
not
a
complete
re-haul
of
the
entire
street.
Would,
during
the
work
time,
would
the
residents
and
the
businesses
have
access,
or
would
the
road
be
shut
down
during
work
week,
or
are
you
planning
to
do
night
work?
What
does
that
look
like
potentially.
K
It
takes
a
shot,
but
I
would
assume
that
I
mean
that
hasn't
exactly
been
evaluated
yet,
but
I
mean
definitely
local
residents
will
maintain
access
to
it.
They
will
still
be
able
to
access
their
properties,
so
I'm
sure
the
construction
staging
will
be
set
up
in
the
sense
that
the
road
can't
be
shut
down,
so
residents
aren't
able
to
access
their
properties.
A
Building
off
of
one
of
the
commissioner
abdi's
questions,
you
talked
about
marking
pavement
markings
for
the
bike
lane
and
we
have
a
lot
of
places
in
town
where
we
have
done
successfully
a
four
to
three
and
I'm
a
big
fan
of
those
as
many
as
we
can
do,
but
most
places
we
are
not
indicating
bike
lane
on
the
road.
Is
there
a?
Is
there
a
certain
point
at
which
we
trigger
that?
We
do.
That
is
it.
A
K
Yeah,
I
mean,
I
think
a
lot
of
it
does
actually
get
down
to
kind
of
the
width
here
that
we
are
showing.
So
this
is
wider.
I
know
a
lot
of
some
of
the
other
bike
lanes
are
four
or
five
feet,
so
you're
definitely
narrower
in
that
sense,
whereas
this
one
we're
at
like
pretty
much
a
minimum
seven
feet.
So
it
is,
I
guess,
more
ambiguous
for
people
to
understand
that,
so
we
were
wanting
to.
A
B
Mr
chairman,
commissioners,
there's
a
little
bit
of
history
there,
so
I'm
just
going
to
jump
in
here
on
there's
a
couple
of
conditions.
One
of
the
conditions
is
early
on
in
the
city.
When
we
started
doing
some
of
the
roadway
conversions,
there
was
a
little
bit
of
tentativeness
to
actually
make
those
conversions,
and
so,
in
some
cases
like
on
xerxes
avenue
or
excuse
me
nesbit
avenue
and
a
few
others,
we
actually
converted
from
four
lanes
and
so
there's
two
traffic
lanes
and
we
just
left
the
edges
as
shoulders.
B
So
you
can
actually
park
there.
In
some
cases,
it's
legal
where
it's
not
restricted
and
the
idea
was
well
it's
available
for
parking
if
residents
choose
to,
but
bikers
can
use
it
otherwise,
and
so
that's
the
one
condition
we
have
not
gone
back
and
readdressed
those.
It
would
be
a
good
time
to
do
that
in
the
future
and
actually
restrict
the
parking
and
on
a
case-by-case
basis
and
go
ahead
and
add
those
bike
markings.
B
Another
circumstance
that
we
found
is
early
on
like
86th
street,
when
we
converted
that
the
rules
that
we
have
to
work
with
the
state
aid
rules
didn't
allow
for
that
five
foot
section
that
was
available
on
the
asphalt
with
the
gutter
line
to
be
marked
as
a
bike
lane.
It
didn't
meet
their
criteria
at
that
time.
It
does
now
those
rules
change.
We
can
legitimately
mark
that
as
a
bike
lane
and
so
in
new
sections.
B
When
we've
come
by
and
done
that
pavement
work,
we've
added
those
pavement
markings
and
then
france
and
other
areas
we
just
generally
add
those
now
so
to
that's
kind
of
the
long
answer
to
your
to
your
simple
question.
But
we
would
mark
this
road
as
bike
lanes
from
the
start.
There's
no
on
street
parking
right
now,
there's
not
intended
to
be
parking
and
so
would
put
those
bike.
Lane
markings
down.
A
A
A
D
Chairman
christian
clifton,
I
believe,
based
on
the
powerpoint
slide,
you
provided
you
had
a
at
the
next
last
slide.
You
had
a
recommendation
recommended
motion
for
the
commission,
and
so
given
that
they
would
like
a
motion,
a
formal
motion,
we
are
going
to
make
sure
it's
a
hearing
to
follow
all
procedures.
A
All
those
in
favor
say
aye
aye,
aye
opposed
the
public.
Hearing
is
closed,
so
yeah.
If
you
could
advance
to
the
next
slide,
where
you
have,
I
think,
there's
a
recommendation
right
yeah.
So
this
is.
We
will
we're
being
asked
to
recommend
the
council
to
adopt
this
this
path
forward.
I
would
say,
there's
a
lot
of
that.
I
like
in
here
you
know
I'm
a
fan
of
road
diets,
I'm
a
fan
of
sidewalks,
I'm
usually
a
fan
of
roundabouts.
I'm
not
a
fan
of
this
one.
A
A
A
G
A
Opposed
the
motion
passes
and
I
believe
I
saw
that
this
will
be
in
front
of
the
council
on
monday
on
this
night.
Thank
you
very
much
for
that.
Thank
you.
Thank
you.
Item
number.
Five
is
a
study
item.
It's
our
annual
discussion
of
the
pavement
management
program
and
we
have
julie
long
and
bob
simons
had
to
get
back
to
my
list
there.
Who
will
be
here
to
give
us
an
overview
one
of
our
of
focus
of
the
planning
commission.
We
don't
always
spend
as
much
time
on
as
transportation.
M
The
pavement
management
program
in
bloomington
was
established
in
1991,
and
its
goal
is
to
provide
the
right
action
at
the
right
time.
One
of
the
tools
we
use
is
called
the
pavement
condition
index
and
it's
also
known
as
the
pci,
and
so
we
basically
we
grade
all
of
our
pavement
sections
between
0
and
100,
with
100
being
a
brand
new
street
and
something
at
zero
being
more
like
gravel.
M
We
in
bloomington
bid
all
of
our
reconstruct
projects
together
all
of
our
mill
and
overlay
projects
together,
and
we
do
our
sealcoats
in-house,
and
we
do
that
because
we
get
an
economy
of
scale
and
we
end
up
having
lower
assessments
and
lower
tax
contributions
for
those
projects.
It's
a
cheaper
way
of
doing
that
construction.
M
With
our
pavement
management
program,
we
have
four
main
areas
that
we
focus
on
the
reconstruct
that
I
mentioned:
that's
where
we
remove
and
replace
all
of
the
pavement,
and
we
install
install,
curb
and
gutter
if
we
haven't
previously
installed,
curb
and
gutter
on
the
roads
and
that's
done
by
a
contractor,
that's
hired
by
the
city.
Similarly,
on
the
overlay,
we
also
hire
a
contract
on
that
contractor
on
that.
M
So
here
you
can
see
a
graph
of
a
typical
pavement
life.
So
if
we
built
the
road
and
walked
away
and
did
nothing
for
it
on
average,
depending
on
where
you
are
in
our
community,
the
last
about
20
years.
So
on
the
east
side,
it
would
last
much
longer
because
we
have
what
much
better
soils
over
there
and
on
the
west
side
where
we
have
expansive
clays,
it
would
deteriorate
faster.
So
it
has
to
do
with
water
and
getting
the
water
out
of
the
pavement.
M
But
you
can
see
that
if,
on
the
with
the
graph
on
the
right
that,
if
we
do
certain
kinds
of
maintenance
activities,
we
can
extend
that
20-year
life
to
something
closer
to
60
70
plus
years.
And
so
that's
what
we're
looking
for
with
our
tax
dollars.
We
don't
want
to
build
something,
walk
away
and
then
have
to
go
rebuild
it
that
doesn't
make
good
use
of
money.
M
M
We
also
have
various
street
width
requirements
prior
to
2002.
The
city
standard
street
width
was
36
feet
wide
in
2002.
We
moved
it
to
32
feet
wide
if
the
existing
pavement
was
31
feet
or
greater
than
28
feet,
if
it
was
28
feet,
so
you
can
kind
of
see
the
guidelines
when
we've
been
here
in
the
past.
I
know
planet
commission
is
looking
at
narrowing
some
of
those
things
and
bob
will
give
you
a
couple
items
where
we
looked
at
possibilities
and
what
the
financial
impact
is
to
our
community
members.
M
So
we
have
kind
of
rules
like
that,
and
then
we
have
a
lot
of
different
shaped
lots
in
town.
Whether
they're
corner
odd
shaped
shallow
lots.
I
won't
bore
you
with
all
the
details,
but
we've
got
probably
a
situation
for
all
of
them
and
every
once
in
a
while
one
pops
up,
then
we
didn't
have
a
situation,
for
we
have
to
address
that
one.
M
M
Here
is
our
pmp
project
timeline,
so
right
now
we're
looking
at
2023
and
we'll
also
be
addressing
2024,
but
this
schedule
shows
2023..
So
in
the
spring
of
2022
we
did
what
we
call
the
pmp
drive
around.
This
is
where
staff
goes
and
looks
at
the
streets
for
like
in
the
next
five
seven
years
to
make
sure
we're
programming
them
right.
Did
we
have
a
really
tough
winter?
Do
we
have
an
easy
winner?
Did
the
street
fall
apart,
like
we
were
expected,
did
it
hold
together
better
than
we
expected?
M
So
we
don't
want
to
just
take
the
math
number
of
the
pci
and
use
that
we
want
to
make
sure
we
verify
that
in
the
field.
So
we
did
that.
Then,
in
the
summer
we
have
a
pmp
scoping
meeting
where
we
work
with
park
and
rec
planning
all
the
various
departments
and
make
sure
that
oh
park
and
rec's
been
doing
their
park
master
plan.
M
We
come
back
to
you
with
our
spot
safety
improvements
where
we've.
Actually
this
project's
actually
going
to
be
built,
and
we
want
to
tweak
something
and
get
your
feedback.
Then
then
we
go
to
final
design.
We
bid
it
in
the
spring.
Construction
is
in
the
summer
and
then
in
the
fall.
We
have
our
final
assessments
and
neighborhood
meeting
and
then
council
adopts
the
assessment
role,
so
I'm
going
to
turn
it
over
bob
and
he's
going
to
give
you
all
the
highlights
for
2023.
N
N
First
area,
I'm
going
to
highlight
is
our
vesey
area,
which
is
just
north
of
west
old
shock,
just
east
of
nesbitt
avenue,
there's
existing
curb
in
this
area.
It's
at
the
the
old
standard,
36
foot
width,
the
items
that
we're
going
to
bring
up
here
are
items
that
were
mentioned
at
our
pmp
scoping
meeting
by
park
and
rec
or
planning
our
own,
our
own
engineering
staff.
There
will
be
possibly
some
water
main
replacement
in
this
area,
extending
from
some
previous
water
main
replacements
to
the
north
that
we
did
on
previous
pmp
projects.
N
There
was
discussion
about
removing
no
parking
signs
along
bryce
park
and
exploring
improvements
to
the
connections
to
the
park,
possibly
pedestrian,
ramp
improvements
and
things
of
that
sort
and
our
park
and
rec
staff
just
did
note
that
they
will
look
into
the
possible
park
improvements
to
be
included
with
bry
park
along
with
this
project,
and
they
did
note
just
as
a
side
note
that
the
rink
at
bright
park
is
no
longer
flooded
for
skating.
Just
something
that
was
mentioned
at
the
scoping
meeting
next
area
I'll
highlight
is
our
toledo
area.
N
Our
stand
old
standard
width
is
36
feet,
and
so
we
were
looking
at
well.
If
we
were
to
reduce
that
width
to
say
28
feet,
we
looked
at
the
cost
estimate
for
those
two
scenarios,
our
scenario,
our
scenario,
reconstructing
it,
as
is,
which
is
what
our
standard
is
right.
Now,
if
there's
existing,
curb
we'd
replace
any
curb.
That's
that's
got
drainage
issues
or
hazards,
replace
any
curb,
that's
out
of
ada
compliance
and
do
a
full
street
reconstruction
first.
So,
for
example,
for
this
neighborhood
it's
about
a
half
a
mile
of
streets.
N
It
comes
out
to
about
eight
hundred
thousand
dollars
for
the
overall
project.
When
we
look
at
removing
all
of
the
curb
reducing
the
width
to
a
28
foot
width
and
reconstructing
the
street,
it
comes
out
to
about
one
and
a
half
million,
so
it's
almost
twice
the
cost.
Just
to
give
you
an
example
and
like
I
said,
this
is
about
a
half
a
mile
of
roadway
between
the
two
roads,
so
just
as
an
example
for
the
cost
estimate
between
the
two,
the
next
area
is
94th
street.
N
Just
north
of
normandale
college,
south
of
marsh
lake
play
fields.
We'd
be
looking
at
reconstructing
this
segment.
Normandale
community
college
has
reached
out.
They
are
going
to
be
reconstructing
the
parking
lot
on
the
northwest
side
of
this
segment.
Actually
they're
going
to
be,
I
believe,
mill
and
overlaying
and
doing
some
other
improvements
as
well,
so
we'll
be
coordinating
with
that
project.
Hennepin
county
has
expressed
in
the
past
that
they
may
want
to
modify
the
access
at
france
avenue,
maybe
right
in
right
out
for
putting
a
median
in
there.
N
We
know
the
soils
in
this
area
are
pretty
bad,
so
we'll
be
doing
some
soil
borings
park
and
rec
noted
that
this
off
in
the
future,
this
could
possibly
be
a
location
for
turf
fields
where
the
marsh
lake
play
fields
are
at
currently.
This
would
require
restrooms
and
field
lighting
and
we
don't
currently
have
any
public
utilities
that
connect
to
this,
so
that
would
that
would
take
some
work
to
accomplish
that
and
our
maintenance
staff
does
not
actually
does
not
plow
this
94th
street
segment,
that's
plowed
by
normandale
community
college.
N
The
next
area
is
mission
lane
from
nicollet
avenue
to
the
east.
This
is
one
of
the
areas
for
next
year
that
does
not
have
existing
curb,
so
we
would
propose
initially
to
go
with
a
32
foot
width,
which
is
the
standard
if
there's
no
existing
curb.
However,
in
discussion
at
the
scoping
meeting,
we
were
looking
to
reach
out
to
the
neighborhood
and
see
if
they
would
be
interested
in
any
any
reduced
width
or
a
different
width
for
this.
N
For
this
segment,
as
julie
had
mentioned,
if
we
went
somewhere
around
28
feet
or
less,
it
would
be
restricted
to
ones
parking
on
one
side
of
the
street.
So
we
were
looking
to
reach
out
to
the
neighborhood
here
late
september
october,
before
we
have
the
public
hearings
in
november
to
see
what
their
interest
would
be
in
reducing
that
with
there
was
a
rain
garden
that
was
installed
in
2013
on
the
southeast
quad
of
nicolette
mission.
N
A
N
We
have
not
discussed
at
this
point
adding
sidewalk
that
that'd
be
something
where
if
the
neighbors
came
to
us
with
with
that,
with
that
request,
we
could
look
into
that,
but
currently
we're
not
we're
not
looking
at
I'm
adding
sidewalk
to
the
sites,
so
yep
next
area
for
the
2013
reconstruct
project
is
bloomington
avenue.
Once
again,
this
has
existing
partial
curb.
The
turnaround
area
on
the
north
side
does
not
have
curb
existing
36
foot
width.
There
is
a
private
road
that
runs
adjacent
and
for
georgetown
town
townhomes.
N
On
the
west
side,
we
discussed
adding
a
sidewalk
connection
to
the
north
up
to
80th
street.
There
is
city
right
away
along
that
entire
corridor.
In
2017
we
installed
sidewalk
fill
the
sidewalk
gap
along
80th
street.
You
can
see
just
on
the
south
side
of
80th
street
there
in
the
image
to
connect
into
georgetown
townhome.
So
that's
something
we'd
possibly
be
looking
into
doing
with
this
project
and
also
reaching
out
to
hra
to
see
if
there's
any
other
plans
that
they
may
have
for
the
area,
so
that
was
our
2013
reconstruct
candidates.
N
First,
one
being
bloomington
ferry
road,
we
had
a
lot
of
discussion
at
the
scoping
meeting
about
this.
This
segment
I'll
go
through
some
of
the
items
that
were
highlighted
and
then
in
the
last
slide
for
this
area,
I'll
mention
kind
of
what
we're
looking
to
do.
Moving
forward
to
approaching
council
with
a
few
different
options.
There's
two
state
aid
segments
in
this
area,
bloomington
ferry
road
and
pioneer
trail,
and
then
a
small
segment
of
landau
circle,
just
north
of
old
shakopee
road.
N
We
discussed
the
possibility
of
removing
the
intersection
at
bloomington,
ferry,
road
and
102nd
street.
I
know
countryside
park
is
on
the
south
side
of
that,
so
I'd
be
removing
that
north
access
to
102nd
street
investigating
a
traffic
circle
at
bloomington
ferry
road
in
106th
instead
of
the
existing
four-way
stop.
N
A
lot
of
the
discussion
was
based
around
the
fact
that
there's
low
traffic
volumes
in
this
area
that
do
not
warrant
the
existing
roadway
conditions,
which
include
in
some
locations,
dedicated
right
turn
lanes
and
two
lanes
in
each
direction
it
was.
It
was
also
noted
that
during
snow
events
or
when
169
gets
backed
up,
this
location
is
used
as
a
cut
through
to
get
back
and
forth.
N
Additional
parking
could
be
needed
at
on
street
would
be
beneficial
for
the
countryside
park
area.
Additional
depression
storage
could
be
added
to
help
with
flooding
issues
in
the
area.
Maybe
some
depression,
storage
in
the
medians
would
help,
and
also
the
riley
purgatory
bluff.
Creek
watershed
district
may
have
grants
available
that
could
help
us
fund
a
reduction
in
road
surface
area
if
we
went
with
some
of
these
these
options.
N
The
question
that
we've
been
asking
ourselves
is
it
appropriate
to
spend
funds
on
a
roadway
that
actually
right
now
is
operating?
Well,
there's
no
safety
concerns,
but
with
the
lower
volumes,
there's
just
there's
more
street
there
than
what
is
needed.
So
we'd
be
looking
to
go
to
council
prior
to
ordering
all
of
our
pmps
for
this
year
to
see
what
their
appetite
would
be
for
for
these
these
different
options.
N
Another
overlay
candidate,
is
bloomington
ferry
road
circle.
The
southwest
side
of
town
heading
down
to
the
west
terminus,
which
is
at
the
u.s
fish
and
wildlife
parking
lot
we'd
be
contacting
u.s,
fish
and
wildlife
to
see
if
they
have
any
additions
or
comments
for
that
project.
The
cul-de-sac
we
discussed
could
be
made
smaller.
However,
there's
typically
a
lot
of
parking
on
the
uphill
side.
N
Cook's.
Play
lot
is
adjacent
to
this
area,
just
to
the
west
of
83rd
street,
between
13th
and
14th
avenue,
and
that
intersection
at
13th
and
83rd.
It
was
noted
as
prone
to
flooding
and
then
also
there
was
some
concerns
with
sight
distance
for
the
trail
connections
from
cook's
play
lot
onto
13th
and
14th
avenue,
so
we'd
be
looking
at
improving
those
those
connections
with
this
with
this
mill
and
overlay
project
and
then
old
cedar
avenue-
I
don't
know
if
I
need
to
describe
too
much
about
this.
This
is
on
the
list
for
next
year.
N
Phil
went
through
this
pretty
heavily
and
a
lot
of
the
items
that
are
listed
here
are
the
items
that
he
discussed
or
all
of
the
items
that
are
listed
here
are
the
items
that
he
discussed.
So
I
don't
think
I
need
to
go
any
further
into
that,
but
we
will.
This
will
be
one
of
the
23
102
pmp
overlay
projects
can.
G
N
There
there's
this
is
an
interesting
neighborhood.
There's
there's
roads
in
this
in
this
neighborhood
that
don't
have
existing
curb
and
gutter,
so
they,
if
they
don't,
have
existing
curb
and
gutter.
We
don't
mill
and
overlay
them.
It's
just
not
it's
not
cost
effective
to
do
so,
and
so
there
are
a
few
in
this
area
that
do
not
have
existing
curb
and
gutter,
but,
I
believe,
that's
stretch.
N
I'd
have
to
think
the
stretch
of
16th
avenue,
I
believe,
was
done
on
a
previous
pmp
project.
I'm
not
100
sure
on
that,
but
I
know
I
know
this
neighborhood
has
a
mix
of
streets
that
were
done
on
recent
pmp
projects
and
then
streets
that
also
do
not
have
existing
curb
and
gutter,
so
they
would
be.
They
would
be
picked
up
with
a
reconstruction
project
at
a
later
date.
So.
M
The
first
one
is
the
84th
street
area.
It
is
north
of
bryant
park.
It
has
existing
curb
it's
36
foot
wide,
but
we
have
seen.
I
call
it
the
post
pandemic,
although
I
technically
don't
think
it
is
post
pandemic
in
in
21
and
22,
we've
seen
increased
crashes
at
83rd
and
aldrich
and
83rd
and
emerson
that
we
haven't
previously
seen.
M
M
It
is
20
a
segment
of
it
has
24
foot
wide
concrete
when
it
used
to
be
the
highway
way
before
35w
happened,
but
we're
looking
at
installing
an
on-road
bike
facility
due
to
the
groundwater
and
unstable
soils
in
the
area.
We
don't
think
we'd
be
successful
if
we
went
off
off-road
and
widened
the
section
so
we're
looking
at
that
and
then
a
couple
other
things.
M
We
have
applied
for
the
eastern
federal
lands,
grant
both
in
2019
and
2021,
and
we
weren't
successful.
But
since
it's
a
2024
project
we
might
apply
again
in
2023
and
keep
our
fingers
crossed
at
the
south
end.
We
are
working
with
u.s
fish
and
wildlife.
They've
seen
an
increase
in
the
use
of
their
parking
lot,
both
because
of
the
dnr
trail
and
just
it's
getting
better
more
and
more
connected
slowly
over
to
old
cedar,
and
it
will
make
a
nice
loop
for
the
city,
and
so
we
want
to
continue
to
coordinate
with
them.
M
M
If
that
makes
any
sense,
maybe
re
reuse,
the
stuff:
that's
there
better
or
reallocate
it
better
to
meet
those
needs,
and
then,
if
we
did
find
that
there's
any
environmental
work
requirements,
we
may
need
to
push
back
the
project
timeline
and
the
only
reason
that
is
in
there
is
because
I
have
twitchiness
from
old
cedar
where
we
found
we
had
to
have
a
hire,
an
archaeologist
and
all
sorts
of
things.
So
there
are
still
opportunities
where
this
project
may
get
pushed
oops.
M
I
went
a
little
fast
on
that,
but
we're
going
to
talk
about
the
24
102,
the
overlay
candidates,
we're
going
way
back
out
to
the
west
side,
we're
looking
at
the
west
bush
lake
road
area
back
when
169
and
494
that
project
occurred.
That
signal
didn't
meet
warrants
either
and
if
you
remember
phil
from
phil's
earlier
presentation
warrants.
Are
those
fancy
words
that
engineers
use
that
basically
say
the
signal
is
justified
to
put
in
there.
It
didn't
meet
back
when
169
was
constructed,
so
we
don't
anticipate
it
we'll
meet
now.
M
We
also
know
that
we're
having
some
speeding
issues
on
west
bush
lake
road
and
to
see
if,
if
we
can
incorporate
bike
lanes
to
slow
traffic
down
like
do
a
different
lane,
configuration
or
something
to
help
move
traffic
slower.
And
then
we
also
know
that
there's
a
retaining
wall
at
84th
street
that
is
in
disrepair
and
will
be
replaced
with
the
project
and
then
moving
over
to
the
palmer
road
area,
which
is
close
to
the
poplar
bridge
elementary
school.
M
M
M
So
we've
had
good
luck
in
doing
the
trials
with
the
traffic
circles,
we
get
good
feedback
from
the
community,
whether
it's
a
yay
or
an
a,
and
we
can
look
and
work
with
a
fire
department
and
maintenance
and
plowing
and
make
sure
that
it
meets
the
needs
of
everyone
involved.
So
we've
had
good
luck
with
those
trials
in
the
past,
so
we'd
like
to
do
that
one
again.
M
This
is
the
johnson
area.
It
is
south
of
jefferson
and
the
school
complexes
there's
an
existing
median
at
kellen
johnson.
That
is
causing
an
issue
with
our
plowing
and
it
isn't
slowing
traffic
down.
So
we
want
to
consider
well
maybe
putting
a
different
shaped
median
out
there
like
a
traffic
circle,
but
the
median's
there.
So
how
do
we
do
that?
Do
the
trial?
Do
we
remove
it?
M
It
opens
up
pretty
wide,
so
people
don't
slow
down
so
because
there
is
a
slope
we're
looking
at
well,
maybe
we
can
put
some
trees
and
over
time,
they'll
grow
and
they'll
give
that
visual
clue
to
people
to
help
slow
down.
So
it's
slightly
different
than
what
engineering
is
normally
doing,
but
we're
considering
it,
and
then
we're
also
going
to
be
looking
at
ada
ramps
and
sidewalks
at
morris
and
little,
which
is
right
in
our
wheelhouse.
A
G
Thanks
chair,
I
guess
I
don't
have
any
comments
on
the
presentation,
but
I
did
want
to
thank
you.
Last
time
you
came.
We
talked
about
the
xerxes
avenue
overlay
that
was
put
in
and
I
had
addressed
the
need
for
a
crosswalk
and
my
son
now
calls
it
mom's
crosswalk
because
they
put
it
in
right
right
at
our
neighborhood.
So
I
wanted
to
thank
you
for
doing
that
and
I
can
see
that
there's
no
cross-box
signals
or
not
signals,
but
signs
and
it's
been
striped,
so
it's
been
really
great.
M
A
E
E
E
You
can't
see
around
the
curve
very
much
and
I
have
found,
as
I
look
out
my
window
at
times,
that
it
has
the
opposite
effect
where
pedestrians
feel
too
safe
on
the
road
and
they
often
cut
in
front
of
traffic.
Is
there
any
engineering
judgment
that
goes
into
that
or
have
you
noticed
that
or
can
because
I
see
it
like
every
day
people
walk
in
front
of
cars
at
a
signalized
intersection.
M
Commissioner
cookton,
we
have
also
noticed
that,
and
we
have
not
figured
out
a
great
solution,
but
we're
open
to
ideas
and
we'll
continue
to
look
for
them,
because
I
agree
in
some
circumstances.
People
do
feel
too
comfortable
or
they're
busy
with
their
nose
in
their
phone
and
that
doesn't
make
for
safe
pedestrian
movements.
So
we
all
need
to
be
responsible,
regardless
of
what
mode
we're
using
and
make
sure
we're
traveling
appropriately,
but
yeah
we're
seeing
some
of
the
same
concerns.
M
G
M
Thank
you,
commissioner.
Mcgovern
yeah,
we're
not
sure
that
that's
the
right
answer
either
and
we
wouldn't
put
them
in
the
sight
triangle
and
we
wouldn't
put
like
lilacs
that
are
going
to
block
views
and
we're
just
trying
something
and
going
to
see
how
it
works,
and
it
may
be
a
failure
and
it
may
work
great.
We
don't
know.
L
Thank
you,
chair
great
presentation.
I
appreciate,
and
I
can
you
know
see
you
know,
commissioner
goldman's
had
her
crosswalk
and
I
I
live
on
82nd
and
bloomington
area,
and
I
you
know
I
live
across
those
apartments,
but
since
covid
I
think
I've
seen
more
people
walking
in
front
of
on
82nd
cutting
to
the
unpaved
grassy
area,
280th
street
or
80th
avenue,
and
you
know,
kids
more
are
biking
in
this
area,
so
I
do
see
a
need
for
it.
L
My
other
concern
is
there:
would
that
encourage
with
the
added
pavement
that
connects
because,
right
now
we
have
that
the
dead
end
circle
and
then
it
just
you
know
you
have
to
step
up
to
the
dirt
the
unpaved
land
over
there.
Would
that
then
encourage
folks
from
the
apartment
road,
which
is
a
private
road
for
the
apartments
for
them
to
cut
over
and
kind
of
fall
into
the?
L
I
guess
what
I'm
trying
to
avoid
is
the
encouragement
of
the
new
paved
walkway
or
was
that
a
walkway
was
that
we
were
proposing
sorry,
I
lost
my
sidewalk
yeah
sidewalk.
If
you
could
go
back
to
that
slide,
but
yeah.
Essentially,
how
would
that
then
discourage
potential
folks
who
are
trying
to
cut
you
know
to
cut
traffic
or
not
necessarily
to
cut
to
get
to
get
to
the
other
side
of
without
having
to
go
back
on
80th
loop
around
to
get
to
american
boulevard?
L
For
example,
I
love
the
sidewalk
there's
more
families
and
kids,
especially
older
folks,
walking
that
I
see,
but
I'm
con,
and
I
have
seen
on
occasion
folks
from
the
apartments
just
cutting
through
the
dirt
falling,
and
I
could
I'm
wondering
how
their
cars
are
not
breaking
occasionally
seeing
them.
You
know,
drop
to
bloomington
avenue
and
they
just
go
about
their
way.
L
But
I
am
concerned
that
excuse
me
north
as
you
connect
bloomington
avenue
to
80th
avenue
with
the
new
sidewalk
with
that
then
possibly
in
I
don't
know
how
wide
it
would
be
for
it
to
suggest
it
would
look
like
an
appealing
road
for
folks
to
drop
in.
I
don't
want
more
traffic
car
traffic.
I
want
people,
traffic.
N
With
I
can
answer
that
council
member
abdi,
the
the
on
bloomington
avenue
when
we
reconstruct
that
segment,
we
would
put
curb
and
gutter
around
that
cul-de-sac
area
and
then
for
the
sidewalk
connection.
We
would
make
an
opening,
probably
about
five
to
six
feet
in
width
and
it'd,
be
a
pedestrian
ramp
opening
and
then
the
sidewalk
will
continue
on
for
there.
So
it
wouldn't
be
wide
enough
for
a
vehicle
to
be
making
its
way
down
that
roadway
and
there
would
be
curb
and
gutter
that
ran
all
the
way
around
the
cul-de-sac
as
well.
C
D
L
H
M
Commissioner
corman,
how
we
do
it
is,
I
mentioned
early
on
in
the
presentation
by
our
pci,
our
payment
condition
index.
So,
if
you
are
between
a
33
and
a
66,
you
are
what
we
consider
an
overlay
candidate
and
if
you
are
below
33,
we
consider
you
a
reconstruct
candidate,
but
I
will
tell
you
anecdotally:
until
you
get
about
20
people,
don't
want
to
pay
for
the
street,
so
we
wait
for
them
to
deteriorate
a
little
bit
further
than
the
actual
standard
says.
M
So
when
we
do
our
drive
around
that's
how
we
look
we're
looking
at
the
streets,
we're
not
looking
at
the
schools,
we're
not
looking
at
the
residents,
we're
just
looking
at
the
pavement
and
going
yep,
you
meet
our
criteria
or
you
don't
meet
our
criteria
or
to
commissioner
goldsman's
point
earlier
five
of
the
streets
meet.
What
about
this
one
in
the
middle?
Oh
you're,
you
know
you're
72
and
everyone's
else
is
a
66..
M
You
meet
well,
we
might
as
well
do
the
72
at
the
same
time
like
let's
not
get
hung
up
on
that
detailed
number.
Those
numbers
are
too
high.
We
wouldn't
actually
overlay
those
at
72,
but
so
we
we
just
look
at
the
pavement
condition
and
then
so
that's
how
we
come
up
with
our
list.
We
have
a
bunch
of
other
factors.
Bob
had
mentioned.
Some
of
them
are
state
aid
streets.
H
M
We
always
look
at
them,
usually
in
the
springtime
and
the
reason
we.
The
reason
we
do,
that
is
winter
depending
on
the
winter,
is
sometimes
really
hard
on
our
streets,
and
so
some
of
them
will
deteriorate
faster
depending
on
how
many
freeze
thaw
cycles
we'll
get
in
a
winter.
Sometimes
the
street
will
hold
together
really
great
it'll,
be
a
great
winter
for
pavement.
M
M
Now
you
have
to
be
careful
because
sometimes
it
highlights
it
and
it
looks
awful
versus
a
bright
sun.
You're,
like
oh,
this
road
looks
great
because
you
can't
see
the
the
cracks,
so
it's
a
balance
of
that
we
could
do
the
drive
around
in
the
summer
or
the
we
probably
wouldn't
do
in
the
fall
either
because
we'd
want
to
sweep
up
the
leaves.
We
could
do
it
in
the
summer,
but
we
don't
because
we
want
to
have
our
other
meetings
and
get
through
the
whole
process.
A
But
those
are
the
areas
I
think-
and
I
think
I
mentioned
last
year-
I'd
seen
one
that
I
thought
was
kind
of
innovative
in
edinburgh,
where
they
had
shrunk.
It
down
parking
now
only
on
one
side
and
a
sidewalk,
and
but
it
was
an
area
that
didn't
have
curb
and
gutter.
So
it
was
to
your
point,
tearing
out
perfectly
good:
curb
is
different
than
an
area
where
that's
where
that
one
you
talked
about
where
there's
no
curb
just
something
to
think
about.
C
M
A
M
A
D
C
Hi
yeah,
like
londell,
said
my
name
is
emily
hespec
and
I
just
graduated
in
may
from
the
university
of
minnesota,
with
my
master's
degree
in
urban
and
regional
planning.
I
was
working
for
a
little
bit
at
the
public
health
law
center.
While
I
was
in
school
and
before
that
I
came
from
the
state
of
iowa
and
now
I'm
here.
D
D
D
D
They
want
to
have
more
of
a
larger
deli,
it's
kind
of
an
exciting,
my
exciting
change
and
that's
coming
before
you
with
the
again
on
october
13th
and
then,
as
I
said,
bloomington
billiards
had
withdrawn
for
the
location
that
they
had
tonight,
but
they've
reapplied
to
go
back
to
penn
avenue,
which
the
commission
heard.
I
believe,
18
months
ago,
that
did
expire.
So
we
have
to
do
it
all
over
again,
unfortunately,
but
that
will
be
on
october
13th
as
well.