►
Description
Minneapolis Transportation & Public Works Committee Meeting
A
I'll
call
this
meeting
to
order
it's
the
regular
meeting
to
the
transportation
Public
Works
Committee
today,
februari
11,
2014,
I'm,
counselor
I
Kyle
be
chairing
the
committee,
I'm
joined
by
council
members,
yang,
glidden,
Palmisano,
bender
and
gordon.
We
are
a
quorum
and
can
do
the
committee's
business.
We
have
ten
items
in
total
today
before
us
on
the
agenda,
eight
of
which
are
on
consent.
I'll
go
through
them.
It's
my
understanding
that
councillor
Gordon
will
pull
one
item
with
some
discussion
and
perhaps
a
staff
direction.
A
Item
number
one
is
burrows
regards
burrows,
North,
Area
and
DuPont
south
street
resurfacing
project.
It
proved
the
resolution
designating
the
location
and
improvements
proposed
to
be
made
receive
the
cost
estimate
of
1
million
four
hundred
thousand
two
hundred
and
twenty
two
dollars
list.
The
benefit
of
properties.
Direct
the
city
engineer
to
prepare
proposed
special
assessments
against
those
properties
and
set
the
public
hearing
to
be
held.
April
first
2014
item
two
is
regarding
the
johnson
street
northeast
tenth
and
eleventh
avenue.
A
Southeast
street
resurfacing
projects
approve
resolution,
designating
location
of
the
improvements
received,
cost
estimates
of
two
hundred
and
two
thousand
eight
hundred
sixty
four
dollars
list
of
benefited
properties
and
direct
city
engineer
prepare
proposed
two
special
assessments
against
those
properties
and
that
public
hearing
will
be
set.
April
first
2014
as
well
item
three
regards
to
franklin
avenue:
bridge
rehabilitation
approve
the
project
layout
for
rehabilitation
of
the
historic
kaplan
memorial
bridge,
which
is
franklin
avenue
over
the
mississippi
river
and
full
bridge
closure.
A
This
will
be
referred
to
Ways
and
Means
Committee
item
8
our
bids
except
a
little
bit
of
burr
wall
roofing
company
corporated
for
an
estimated
expenditure
of
50
2793
dollars
for
the
government
center
parking,
ramp,
roof
replacement
project
and
accept
a
little
bit
of
global
specialty
contractors
incorporated
for
an
estimated
expenditure
of
390,
3630
dollars
and
16
cents
for
the
fridley
softening
plant
basement
rehabilitation
project.
This
will
be
referred
to
the
Ways
and
Means
Committee.
Those
are
the
consent
items.
Does
anyone
want
to
discuss
or
pull
councilmember
Gordon
yeah.
B
I
wanted
to
pull
item
number
three,
the
franklin
avenue
bridge
rehabilitation
for
comment
and
staff
direction.
Oh
please
go
ahead.
Well,
first
of
all,
I
do
want
to
comment
that
this
is
a
going
to
be
a
great
improvement
to
the
city.
I'm
very
excited
about
the
historic
restorations
that
are
going
to
go
on
there
just
to
make
the
bridge
more
aesthetically,
beautiful
and
also
the
protected
bike
ways
that
are
going
to
be
there
and
I.
I
think
the
layout
is
fine
as
it
is.
B
There
are
still
some
lingering
concerns
about
the
intersection
on
the
east
side
of
the
bridge.
It's
a
people
who
don't
know
it
well.
I'll
just
remind
you,
that's
a
kind
of
a
five-legged
intersection
where
we
have
on
the
East
River
Parkway,
Franklin,
Avenue
and
27th
all
converging
there.
It's
a
major
crossing
for
a
lot
of
people
across
the
bridge
and
because
it's
so
close
to
the
University
of
Minnesota
and
the
recreational
areas.
It's
also
a
major
area
for
bicycles,
bicycles
also,
can
head
up
27th
to
get
to
university
to
head
into
st.
B
Paul
or
go
to
the
transitway.
Therefore,
for
bikes
to
get
to
the
st.
Paul
campus,
some
and
there's
some
concerns
still
about
what
the
bikes
are
going
to
do
with
the
new
protected
bike
way.
So
I
have
a
staff
direction
where
I'd
like
to
direct
our
Public
Works
staff
to
work
with
Hennepin
County
in
the
Minneapolis
Bicycle
Advisory
Committee
to
develop
a
safe
and
convenient
connection
for
eastbound
by
cyclists
on
Franklin
Avenue
to
the
bike
lanes
on
northbound.
Twenty
seventh
avenue
southeast
I've
had
a
chance
to
confer
with
staff
about
this,
and
people
are
supportive.
B
A
I'm
very
good
I
will
love-
that's
pretty,
as
you
pointed
out,
consistent
with
the
overall
direction.
So
I
will
move
all
consent
items
oding
that
staff
direction
is
there
any
further
discussion
see
none
all
those
of
approval,
say
I
dissenting
name
those
items
carry
and
we
can
now
proceed
to
the
other
area
of
our
agenda.
The
discussion
items
starting
with
discussion
item
9
watching
have
a
reconstruction
project
director
cocky
good.
C
D
Sits
right
here
morning,
mr.
chair
and
council
members,
again
Jennifer
Lowry
from
Hennepin
County
Transportation
and
I'm
the
senior
project
manager
for
this
project
before
you
today,
we
worked
with
great
staff
at
Minneapolis
and
also
a
great
consulting
team.
I
have
with
me
John
horn
from
kimley-horn.
Who
will
help
me
with
the
presentation.
We
have
a
short
presentation
for
you
on
the
proposed
design
of
Washington,
so
the
project
had
nearly
two
years
of
public
engagement,
thus
far
that
brought
forth
guiding
design
principles,
both
of
which
John
will
further
discuss
in
the
next
slide.
D
E
Good
morning
cheering
members
of
the
committee,
as
Jennifer
said,
my
name
is
John
Horne
I'm
with
kimley-horn
associates,
and
we
have
been
assisting
hennepin
county
and
city
minneapolis
staff
in
the
design
process
for
washington.
Avenue.
I
want
to
spend
a
little
bit
of
time
this
morning
telling
you
the
background
in
some
of
the
history
of
the
Washington
Avenue
corridor,
and
then
Jennifer
can
get
into
the
details
in
terms
of
layout.
This
before
you
today,
to
start
with,
have
got
a
large
map
in
front
of
you
on
your
screen
and
we
really
felt
it
was
critical.
E
As
we
began
looking
at
the
Washington
Avenue
to
consider
a
broader
perspective.
Washington
havin
is
a
very
important
east-west
corridor
in
Minneapolis
was
we
looked
at
the
corridor
really
soon?
We
need
to
think
north
to
the
river
south
into
downtown.
We
needed
to
think
west
at
Hennepin
Avenue
and
then
all
the
way
over
to
the
west
bank
of
the
University
of
Minnesota.
So,
while
Washington
album
is
a
corridor,
we
really
thought
it
was
very
important
to
consider
the
broader
perspective.
E
We
did
go
through
a
very
extensive
public
engagement
process,
recognizing
that
there's
a
number
of
people
who
are
very
interested
in
this
corridor
and
we
really
needed
to
get
input
from
those
people's.
We
went
through
this
process
and
the
process
is
really
about
balance
for
Washington
Avenue.
Today,
Washington
had
was
very
much
a
vehicle
orientated
corridor
and
the
question
was:
how
can
we
better
balance
the
needs
of
Washington
Avenue,
providing
for
pedestrians
bikes
as
well
as
vehicles,
and
improve
the
aesthetics
and
amenities
along
the
Washington
Avenue
corridor?
E
So
the
first
step
of
this
process
was
to
go
through
a
round
of
engagement
that
happened
in
November
and
December
of
2012,
and
we
had
a
charrette.
The
shroud
was
attended
by
representatives
of
downtown
business
organizations,
neighborhood
organizations
in
the
bicycle
and
pedestrian
community,
and
we
really
asked
the
Charette
attendees
to
help
us
work
through
that
issue
balance.
Where
did
pedestrians
fit
in
the
corridor?
How
do
we
deal
with
vehicles?
How
to
deal
bicycles,
what
can
be
done
to
improve
the
amenities
along
washington
avenue?
So
we
had
this
shredded
kenny's
go
through
that
exercise.
E
A
second
scenario
that
added
on
road
bicycle
lanes,
bicycle
facilities
on
the
road
and
then
two
alternatives
that
actually
looked
at
cycle
tracks
are
providing
for
bicycle
needs
outside
of
the
roadway
itself,
actually
within
the
pedestrian
zone.
So
we
went
back
with
the
second
round
of
public
engagement
activities
that
happened
back
in
May
of
2013
did
another
Charette
same
attendees.
We
really
ask
people
to
help
us
work
through
looking
at
each
of
those
alternatives,
provide
some
recommendations
and
thoughts.
E
One
again
to
a
public
meeting
had
a
great
turnout
of
130
attendees
and
that
had
an
online
survey
again
and
got
additional
responses
through
that.
In
addition,
hennepin
county,
the
city
minneapolis,
have
been
going
through
significant
round
of
some
individual
and
small-group
stakeholder
meetings,
as
well
so
gets.
The
importance
of
this
slide
is
a
lot
of
public
engagement.
A
lot
of
input
was
gathered
as
we
move
through
the
design
process
for
this
project.
E
Some
of
the
guiding
design
principles,
some
of
the
biggest
things
we
heard
from
people
as
we
went
through
this
process.
First
and
foremost,
the
desire
to
have
this
be
a
green
corridor
on
the
need
to
balance.
Some
of
the
transportation
talked
a
little
bit
about
this.
How
can
we
improve
the
pedestrian
environment,
provide
for
the
needs
of
bicycles,
think
about
transit,
there's
a
lot
of
active
transit
along
the
corridor
and
then
also
to
look
at
vehicle
traffic.
E
While
it
is
one
corridor
as
a
very
interesting
as
we
work
through
this
processes,
there's
quite
a
bit
of
difference
along
the
corridor
in
terms
of
what
happens
to
Jason
the
corridor.
So
really
they
need
to
think
about
a
wide
variety
of
options,
just
because
the
corridor
does
vary
quite
a
bit
as
you
travel
along
it.
E
So,
looking
thinking
about
that
character,
this
is
a
graphic
that
we
put
together
that
really
broke
the
corridor
into
three
segments.
We
really
felt
from
fifth
to
hannifin.
It
tends
to
be
big
office
buildings,
the
importance
on
improving
the
pedestrian
realm,
but
there's
not
a
lot
of
storefronts
and
there's.
Currently,
no
on-street
parking
there
today,
as
you
move
further
to
the
east,
you
actually
get
into
the
redevelopment
area.
E
There
is
some
storefronts
there's
some
residential,
very
different
in
character
within
this
area
and
as
you
move
further
towards
of
the
east
culture
35w,
because
it
becomes
more
Auto
orientated
businesses,
there's
parking
lots
and
businesses
that
really
built
upon
that
access
off
of
35
w.
So
something
to
think
about
things
we
gave
a
lot
of
consideration
to
as
we
move
through
the
Washington
Avenue
design
process.
E
Talk
a
little
bit
about
that
desire
to
provide
connections
between
the
riverfront
in
downtown
and
talking
through
this
through
the
public
engagement
process.
People
really
felt
like
we
needed
to
look
for
me,
means
to
provide
those
connections
and,
through
that
process,
really
five
nodes
are
identified.
E
Does
this
project
moves
through
final
design,
the
desire
to
look
for
ways
to
reduce
the
barrier
that
Washington
Avenue
is
today,
so
we
had
one
on
the
far
east
or
west
side
of
the
corridor,
the
gateway
park
early
between
nicollet
mall
and
Hennepin
Avenue,
a
second
one
at
third
avenue,
portland
chicago
and
then
over
on
the
far
east
side
of
the
court
on
11.
So
the
desires
we
move
through
final
design
is
how
can
we
do
things
that
those
nodes
to
reduce
that
impact
of
Washington,
Avenue,
recognizing
and
specifically
for
the
corridor
that
Hennepin
County?
E
Looking
for
layout
approval
on
today,
it's
got
two
of
those
in
ellen's
the
gateway
park
node,
as
well
as
the
note
at
third
I'm.
Just
give
you
some
sense
of
what's
out
there
today.
This
is
a
typical
sections.
Oosting
roadway
condition
so
currently
is
110
feet
to
basically
try
to
accomplish
everything
they
need
to
be
accomplished.
That's
existing
right
away
with,
what's
out
there
today
is
really
three
lanes
of
travel
in
each
direction,
plus
the
center
turn
lane
so
existing
conditions.
E
To
give
you
a
little
perspective
of
what
that
looks
like
this
is
kind
of
a
cross-sectional
perspective
of
what
that
10
feet
looks
like
you
know,
10
feet.
If
you
consider
a
couple:
pedestrians,
streetlights
traffic
signs,
fire,
hydrants,
snow
storage
this
time
of
year,
maybe
a
trash
receptacle
that
10
feet
just
does
not
provide
a
lot
of
space.
Today
again,
the
core
is
very
much
orientated
towards
vehicles
and
not
much
of
a
pedestrian
zone.
So
Jennifer
is
going
to
walk
through
the
proposed
concept
for
hand
up
and
Avan.
D
Alright,
so,
as
you
mentioned,
hennepin
the
fifth
avenue
south,
the
proposed
layout
provides
two
through
lanes
as
opposed
to
three
today
in
each
direction.
It
removes
the
continuous
center
median,
while
still
providing
for
left
turn
lanes
where
left
turn
lanes
are
allowed.
It
provides
for
right
turn
lanes
at
key
intersections
and
also
note
that
we
are
proposing
reduced,
seen
the
11-foot
lanes
to
10.8,
hence
the
need
from
MnDOT
variants
that
gives
us
just
a
little
bit
of
extra
space
to
put
on
the
outside
the
frig.
D
D
This
perspective
shows
an
example
intersection
at
marquette's.
We're
crossing
distances
are
reduced
today
from
the
seven
lanes
of
traffic
to
five
lanes
or
six
lanes
of
traffic
that
you're
crossing
so
in
the
foreground
crossing
five
lanes.
In
the
background,
pressing
six
lanes
and
you'll
notice
that
the
the
ped
ramps
are
set
behind
the
cycle
track
crossing
an
intersection,
the
details
of
the
intersection
design
and
the
design
elements
behind
the
curve
will
be
worked
out
as
we
get
into
final
designs.
D
So
this
is
a
concept
at
this
point,
so
just
a
different
view
of
the
same
intersection.
Again,
you
can
see
a
variety
of
intersections.
On
average,
the
roadway
with
of
Washington
in
the
reconstruction
segment
is
reduced
by
26
feet.
This
allowed
for
the
increase
in
the
non
vehicular
space
seven
feet
on
either
side
going
to
the
cycle
track
the
remainder
going
to
the
pedestrian
realm.
D
Is
the
preliminary
late
approval
segments
that
were
reconstructing
the
next
segment?
Is
the
concept
plan
from
Fifth
Avenue
self
to
35w
that
were
also
seeking
approval
on?
However,
before
projects
would
be
reconstructed
by
the
city,
they
would
come
back
before
the
council
for
preliminary
layout
approval.
So
through
the
public
engagement
process,
it
became
apparent
that
establishing
a
concept
for
the
entire
corridor,
including
east
of
35w,
would
be
both
useful
for
future
projects
and,
more
importantly,
allow
the
design
for
the
reconstruction
segment
to
meet
or
lend
to
the
overall
corridor
vision.
D
So
the
this
is
the
existing
section.
It's
120
feet
right
away,
so
note
that
it
has
10
feet
wider
than
a
reconstruction
segment
and,
as
John
mentioned,
the
nature
of
the
corridor
changes
as
we
move
east
in
this
segment.
Parking
is
also
loud
in
the
outside
lanes,
restricted
for
the
most
part,
but
some
blocks
actually
do
not
have
restrictions
so
that
third
outside
lane,
sometimes
we
parked
cars
functions
of
the
four-lane
facility
today.
D
So
again,
the
proposed
would
be
cycle
tracks
at
sidewalk
elevation
behind
the
curb
it
again
has
two
through
lanes
in
each
direction
and
left
turn
lanes
where
two
left
turns
are
allowed.
The
concept
segment
also
proposes
9-foot.
Dedicated
parking
lanes,
so
near
was
up
that
outside
lane
and
also
provides
for
bump-outs
to
further
shorten
the
crossing
distance
and
kind
of
prevent
people
from
driving
the
parking
lane
as
a
lane,
and
it
does
not
have
dedicated
right
turn
lanes.
D
F
You
mr.
chair
Thank,
You
Jennifer
for
the
great
presentation
there's
been
some
concern
from
the
pedestrian
Advisory
Committee
about
the
crossing
distance
with
six
lanes
of
traffic
that
include
the
right
turn
lane.
Could
you
talk
about
why
you
made
the
decision
to
include
six
and
eight
lanes
instead
of
five
in
some
of
those
segments,
so.
D
The
traffic
analysis
is
quite
extensive
and
iterative.
We
we
tried
to
go
down
to
a
purely
a
four-lane
facility
or
five
lane,
two
lanes
in
each
direction
in
the
center
or
a
turn
lane
left
turn
lane
and
the
the
impacts
on
the
traffic
in
the
back
up
was
essentially
not.
It
was
just
not
acceptable,
so
eastbound,
we
only
have
one
right
turn
lane
at
fourth,
and
that
is
to
address
the
over
500
right
turns
at
peak
hour.
D
The
issue
with
westbound
had
been
a
fifth
is
those
two
river
crossings,
both
at
Hennepin
and
at
third,
and
so
those
movements
essentially
are
taking
up
that
outside
lane
today.
For
the
most
part,
what
we
did
do
is
provide
for
bump-outs
on
the
far
end,
far
side
of
those
intersections
at
fifth,
for
example.
So
there's
one
leg
of
the
intersection
that
would
only
have
the
five
lanes
to
cross
that
make
sense,
so
I
think
it
was
studied
extensively.
G
D
Mr.
chair
comes
member
palmisano,
sorry,
we,
these
are
conceptual.
We
do
have
that
space
reserved
and
right
now
it's
only
three
to
four
feet
for
plantings.
Looking
at
possibilities
for
soil
improvements
of
such
underneath
that
would
lend
or
support
better
growth.
We
are
doing
further
public
involvement
with
the
d
ID
and
the
property
owners
with
kimley-horn
to
determine
what
those
landscapes
troops,
Cape
elements
will
be
specifically
so
not
only
the
plantings
but
the
amenities,
the
pavements
and
the,
how
that
ties
into
assessments
etc.
So
that'll
be
worked
on
through
May
and
then
detail.
G
D
We
will
the
default
is
to
have
the
cycle
track
at
the
back
of
the
curb
such
that
there
can
be
that
buffer
between
the
bicyclist
and
the
pedestrians.
However,
when
it
gets
to
a
bus
stop,
we
will
ship
that
out
so
that
there's
space
at
the
back
of
the
curb
for
the
bus
to
unload,
so
that
people
aren't
stepping
right
out
into
a
cycle
track
and
then,
if
there
is
a
shelter
facility
of
them
would
be
located
on
the
other
side
of
the
cycle
track.
D
So
we
have
to
work
out
those
details
of
both
how
to
delineate
the
cycle
track
and
the
sidewalk
when
they're
adjacent
to
one
another,
and
also
how
to
deland
able
for
the
cyclist
and
the
pedestrians
that
crossing
to
get
across
the
cycle
track
to
the
bus.
Stop
what
we
are
working
with:
metro,
transit
and
other
stakeholders
on
those
details.
Thank.
G
B
Thank
you,
I
had
a
question
about
the
traffic
increased
projections
for
it,
and
then
this
is
something
that
also
was
raised.
I
think
by
the
pedestrian
Advisory
Committee,
so
I
understand
that
the
county
is
projecting,
there's
going
to
be
an
increase
of
for
the
over
the
next
20
years.
We're
actually
hoping
at
least
the
City
Council
is
hoping
in
their
climate
action
plan
that
will
see
a
decrease.
We're
going
to
be
working
incredibly
hard
to
see
a
decrease
and
I
think.
B
In
recent
years
there
has
been
a
decrease
on
Washington
hasn't
there
and
so
I'm
just
wondering.
Where
did
these
projections
come
from?
And
my
second
question
is:
do
you
also
look
at
projected
increases
or
decreases
in
pedestrian
and
bicycle
traffic
as
well?
And
what
were
the
projections
for
entry
and
decreases
in
those.
D
Mr.
chair
and
council
member
Gordon
I'll
take
a
shot
of
it
and
that
I
may
defer
to
traffic
people
in
the
room.
The
the
growth
projected
was
a
half
a
percent
growth
which
is
quite
minimal,
but
what
we've
use
elsewhere
in
me,
apples
are
especially
downtown.
It
equates
to
a
thirteen
percent
overall
growth.
D
The
I
think
it's
important
to
note
as
a
part
of
that
overall,
growth
we're
still
looking
at
49
bus
routes,
eleven
percent
trucks
and
stuff
on
the
corridor
as
well
regarding
the
pedestrian
and
bicycle
counts.
I,
don't
have
them
from
memory,
but
we
did
do
a
sensitivity
analysis
in
the
traffic
analysis
to
look
at
assuming
that
we're
improving
these
facilities
and
that
that
will
generate
more
pedestrians
and
more
bicyclists
on
the
corridor.
B
So
it
sounds
like
we
don't.
We
haven't
really
we're
not
as
good
at
predicting
increases
in
pedestrian
as
bikes
as
we
think
we
might
be
in
predicting
traffic,
but
we've
tried
to
account
for
that.
I
can
preciate
that
I
wish.
We
would
do
better
analysis
for
pedestrians
and
bicycles,
because
I
think
it
will
help
us
and
help
us
get
there
at
and
I.
Also.
F
B
Curious
how
this
design
matches
up
with
the
county's
Complete
Streets
policy?
Do
we
have
a
match
they're
the
city?
We
don't
really
have
a
full
policy
yet,
although
we
have
lots
of
things,
we're
interested
in
so
I'm,
particularly
interested
in
that,
and
did
you
look
at
that
and
is
this
fit
to
policy
the.
D
D
So,
yes,
obviously
the
auto
but
then
spend
a
lot
of
time
with
Metro
Transit,
trying
to
figure
out
those
stops
and
the
reductions
of
stop
locations,
the
different
bicycle
facilities
and
then
also
the
space
that
was
allocated
for
the
pedestrian
realm
and
I
think
all
those
had
to
play
with
one
another
to
come
to
a
balance.
So
that's
the
intent
of
the
the
policy.
It's
not
really
a
check
the
box
watch
so.
B
It's
pretty
flexible
policy
so,
but
but
it
definitely
forces
you
to
look
at
the
different
modes
and,
lastly,
as
it
was
the
design
resoundingly
supported
by
the
County
Board
or
was
there
some
concerns
that
they
had
about
the
design
and
if
so,
which
direction
were
the
concerns?
Leaning?
Do
you
think
we.
D
Took
the
approach,
not
the
layout
itself,
to
the
county
board
and
they
discussed
both
the
reduction
in
travel
lanes
and
the
fighting
cycle
tracks
or
they're
protected
bicycle
lanes
as
those
were
new.
As
far
as
a
county
facility,
there
was
concern
about
reducing
the
number
of
traffic
lanes
because
it's
one
of
the
major
roads
through
downtown,
connecting
interstate
freeways,
etc,
ultimately
passed
by
a
423
vote.
So.
D
D
B
F
Larry
this
is
a
this
project,
had
a
unique
public
outreach
process
and
I
just
wondered
if
you
could
talk
about,
if,
if
the
county
is
kind
of
revisiting,
how
you
deal
with
reconstruction
projects
or
if
this
was
a
unique
case,
I
mean
I
know
it's
in
downtown.
So
it
is
a
unique
context,
but
there
was
quite
a
lot
of
public
engagement
of
kind
of
a
visioning
approach
and
I
think
that
led
to
a
better
result.
D
Could
sue
for
myself?
Okay
I
won't
come
at
us,
the
whole
group,
but
I
yeah
for
all
projects.
So
mr.
chair
councilmember,
bender
I,
it
was
very
unique
and
I.
Think
looking
at
the
the
larger
corridor
was
unique
and
may
not
even
apply
to
most
projects.
I
think
it
was
a
good
experience
to
go
through
using
several
different
formats
to
engage
more
stakeholders,
and
you
know
we
may
utilize
consultants
to
help
with
elements
of
those
or
try
to
do
as
much
in
house
as
possible.
D
We
still
will
have
a
widely
varying
public
engagement
plan
for
each
project
because
the
number
of
residents
or
businesses
or
something
will
vary
greatly.
I,
don't
know
that
two
years
of
purely
you
know,
layout
public
engagement
is
realistic
from
most
projects,
but
I
think
there's
an
expectation
for
for
more
information
and
exchanging
and
if
people
actually
want
to
be
engaged,
I
think
they
open
to
that.
A
Any
further
questions
for
the
comments
or
discussion
I
definitely
was
a
thorough
process,
certainly
a
complicated
corridor,
and
much
of
that
has
been
appreciated
and
also,
if
I
heard
correctly.
There's
still
a
time
that
you
will
indulge
more
comments
as
you
move
to
final
design
for
those
people
who
have
participated,
I
would
and
have
an
interest.
F
F
A
B
This
is
it
it's
a
little
bit
tough
for
me,
because
I
wish
that
we
were
doing
more
to
address
pedestrian
concerns,
but
actually
I
am
so
enthusiastically
supportive
and
impressed
of
the
protected
bike
way
making
it
onto
the
plan.
I
think
that's
very
significant
I
actually
expressed
a
lot
of
concerns
some
time
ago
about
minnehaha
avenue
in
the
county
project.
There
I
think
it
was
a
missed
opportunity
to
do
better
bicycle
infrastructure
and
protected
bike
way.
There
I
love
the
county
to
revisit
that
I
know,
that's
already
been
approved.
B
Nevertheless,
I
think
it's
a
big
mistake.
So
for
me
it's
also
difficult
for
me
not
to
support
this
layout
here.
I
also
appreciate
the
community
engagement
of
the
involvement.
I
think
that
this
is
a
the
downtown
downtown.
Council
and
other
businesses
see
this
as
really
critical
to
helping
connect
downtown
with
the
river,
and
we
have
to
do
something
with
Washington
Avenue
crisis.
Enormous
Perry
or
M
word
were
we're
working
on
getting
some
relievers
and
other
alternatives
for
traffic
we're
working
hard
on
providing
alternative
transportation
modes.
B
So
not
so
many
people
are
driving
and
doing
what
we
can
as
a
city,
and
it's
it's
very
impressive-
that
the
county
has
taken
some
time
in
care
and
is
trying
to
do
something
here.
I
also
recognize
that
part
of
what
we're
proving
is
a
concept
for
the
rest
of
it,
because
we
don't
have
the
money
to
reconstruct
that
and
we'll
be
coming
back,
and
we
can
be
working
on
that.
We
can
be
revisiting
that
I'm,
particularly
interested,
because
it's
closer
to
where
I
live
in
the
people.
B
I
represent
what
happens
down
at
the
other
end
of
Washington,
and
how
do
we
actually
connect
seven
corners
in
the
west
bank
and
that
university
using
Washington
over
that
35?
W
divided
right
now
is
just
a
terrible
place
to
think
of
walk
are
and
if
you
walk
it
and
bike
it,
but
a
lot
of
people.
It
feels
like
a
very
long
distance
and
it
really
isn't
and
I
think
this
gives
us
an
opportunity
to
make
improvements
there
I.
B
Ideally,
when
these
projects
come
forward,
I
want
to
see
approval
recommended
by
our
advisory
groups.
I
think
the
pedestrian
Advisory
Committee
does
incredible
work.
There
are
some
incredible
advocates
there
who
study
these
projects
carefully,
who
really
are
looking
out
for
what's
going
to
benefit
the
pedestrians?
We
all
know
we
want
a
walkable
city,
we
want
those
sidewalks
alive
and
active
and
and
big
enough
for
things
to
be
happening
there
and
safe
crossings
along
the
way.
B
So
it's
disappointing
to
me
that
this
is
coming
forward
without
the
approval
of
both
of
our
advisory
committees,
the
bicycle
and
pedestrian
Advisory
Committee,
but
understanding
it
was
a
stretch
for
the
county
to
get
this
far.
I
think
also
I'm
willing
to
support
this
today.
With
those
kind
of
concerns
and
comments,
noted.
B
A
Further
discussion,
any
further
discussion,
seeing
none
I'll,
just
comment
that
this
great
presentation
I
look
forward
to
how
we
can
work
together
on
projects
like
this
moving
moving
forward
and
also
in
addition,
that
you
know
continue
the
conversations
about
how
maintenance
will
proceed
on
this
multi.
You
know
modal
corridor
there's
still
some
issues
there
that
need
to
be
worked
out
and
finalize.
That
could
be
also
a
model
moving
forward.
A
A
C
A
H
Morning,
mr.
chair
and
committee
members,
John
watches
traffic
and
parking
services
wanted
to
bring
forward
this
receive
and
file
item
here
today
regarding
bus
shelters
and
our
franchise.
I
thought
I
would
start
the
presentation
a
little
bit
in
ground
us
in
the
history
and
where
we've
been
and
and
past
action,
that
kind
of
got
us
here
just
for
at
high
level.
We
started
the
bus
franchise
activities
back
in
1979
and
we
had
somewhere
in
the
neighborhood
of
approximately
200
shelters.
H
As
we
began
that
program,
we
carried
a
franchise
agreement
through
2010
when
the
current
franchise
expired.
We've
been
working
with
CBS
and
Metro
Transit
to
find
options
to
proceed
forward.
I
presented
in
the
in
the
letter
today,
kind
of
the
the
global
city
interests
about
bus
shelters,
primarily
that
we
had
enough
of
them.
They
were
high
quality
and
well-maintained
out
in
the
street
as
well
as
they're
placed
appropriately
in
in
the
right
of
way,
so
that
they
can
address
the
other
needs
of
the
right
away,
sidewalk,
shelter,
furniture,
other
types
of
things.
H
Both
parties
have
been
having
discussions
about
that
and
they're
anticipating
that
will
occur
on
or
about
March
first
of
this
year.
Secondly,
CBS
and
the
city
will
announce
once
that's
kind
of
concluded
that
we're
done
with
the
franchise,
and
so
we
can
effectively
communicate
to
everyone
that
CBS
is
not
in
the
business
and
Metro
Transit
is,
and
so
we
wanted
to
be
clear
with
that.
H
January
of
2015
is
the
target
date.
So
that's
the
the
basic
parameters
of
how
the
proposed
direction
is
proceeding
because
of
those
directions,
I've
kind
of
outlined
in
the
letter
today
kind
of
some
next
steps
that
we
can
anticipate
in
that
regards.
Assuming
that
all
goes
forward,
the
city
doesn't
have
a
lot
of
next
steps.
After
the
actions
are
wrapped
up
between
Metro
transit
and
CBS.
H
We
need
to
kind
of
clean
up
some
of
our
paperwork
and
delete
some
ordinance
language,
which
is
the
franchise
agreement
and
we'll
come
back
to
this
committee
to
accomplish
that
at
the
appropriate
time.
Likewise,
I've
outlined
in
the
letter.
Some
of
those
next
steps
that
are
kind
of
short
term
is
long
term
that
that
really
evolved
or
involve
the
two
met.
H
The
metro,
transit
shelters,
you'll,
see
on
there
that
I've
kind
of
defined
short
term
is
approximately
18
months,
where
they're
going
to
confirm
the
inventory,
that's
out
there
and
accomplish
that
I
know
a
lot
of
that.
Work
has
been
done
already
relative
to
the
inventory,
but
checking
that
and
confirming
that,
as
we
proceed
forward
with
metro
transit
taking
over
the
shelter's,
we
want
to
be
able
to
communicate
out
who
and
how
to
get
responses
for
our
citizens
and
so
using
311.
H
Using
the
Metro
Transit
call
in
line
are
the
two
appropriate
ways
to
get
feedback
back
to
Metro,
Transit
related
to
shelters
and
in
attached.
There's
an
attachment
in
there.
I
won't
be
going
through
the
details
of
the
attachment
kind
of
outlines
the
service
levels
and
the
standards
that
Metro
Transit
are
using
as
they
maintain
their
shelters,
which
are
much
different
and
better
than
CVS
was
using.
In
that
regards.
H
Also
Metro
Transit
intends
to
kind
of
examine
that
inventory
as
they're
doing
that
and
in
making
strategic
repairs
I'll
call
it
relative
to
addressing
some
safety
and
structural
issues
that
might
be
occurring
out
there
there's
some,
maybe
some
glass
missing
or
there's
some
etching
or
graffiti.
That
needs
to
be
addressed
and
so
be
dealing
with
those
types
of
elements
on
the
existing
CBS
shelters
and
then
they
will,
as
I
indicated
before,
continue
with
CBS
to
advertise.
H
Do
the
advertising
competes
of
it,
which
is
the
the
panel
and
the
like,
and
that
will
continue
as
they
proceed
forward
with
this
new
RFP
and
transition
from
CBS
to
whoever
their
new
vendor
vendor
will
be.
It
could
be
CBS
as
well,
because
I'm
sure
they
will
bid
so
that's
kind
of
a
snapshot
of
the
short-term
things
moving
forward
on
Metro
Transit's
plate.
In
addition,
they've
got
some
long-term
parameters.
I
won't
delve
too
much
in
those.
H
If
you've
got
some
questions,
let
me
know,
but
there's
issues
related
to
inventory,
looking
at
maintenance
and
patterns
of
that
and
trends
related
to
that
on
the
letter,
you'll
also
see
ridership
criteria
and
thresholds
on
how
they
intend
to
approach,
adding
and
removing
shelters
accordingly
to
users
and
needs
in
that
regards
we'll
continue
to
assist
metro
transit
in
the
placement
issue.
There's
a
lot
of
elements
out
there
that
either
in
special
service
districts
or
maybe
in
downtown
or
other
places
where
we
can
assist
them
with
proper
placement
of
the
shelters.
H
Likewise,
Metro
Transit
is
aware
that
shelter
size
varies
dramatically
across
the
city
and
the
one-size-fits-all
model
quite
work,
and
so
they
are
examining
how
their
shelters
can
best
fit
on
the
limited
right
away
and
sidewalks
that
we
do
have
out
there.
As
I
mentioned,
advertising
continues,
but
then
they're
also
looking
at
an
implementation
model
for
rolling
out
replacement,
ultimately
of
upgrading
these,
and
this
is
a
capital
investment
into
the
future,
as
as
we
deal
with
these
CBS
shelters,
along
with
the
other
shelters
in
the
city
of
Minneapolis.
H
So
with
that,
I
guess
I'll
just
note
that
there
are
some
guidelines
and
standards
related
really
to
advertisement.
It's
also
an
attachment,
as
well
as
a
couple
of
simple
pictures
of
the
bus
shelters
that
Metro
Transit
is
currently
using
out
there
I
call
them
the
white,
the
white
shelters,
because
they're
different
from
the
other
colors
that
we
have
out
there.
So
with
that,
mr.
chair,
that's
my
presentation,
so
it'd
be
welcome.
Any
questions
that
the
committee
may
have
thank.
A
That's
our
driving
policy
guideline
for
all
transit
for
all
modes,
and
so
I
think
that's
a
really
good
approach,
Metro
Transit
audiological
partner
and
that
they're
in
the
business
of
transit
and
serving
the
transit
writer,
which
is
very
consistent
with
us.
Another
public
entity
has
the
same
interest
just
because
it
overlaps
with
conversations
we
had
at
the
last
meeting.
A
Snow
removal
is
prioritized
based
on
limited
mobility
priorities,
higher
frequency
locations,
a
DA
site's
address
within
24
hours
of
snowfall,
and
you
know
these
are
the
kind
of
things
that
constituents
call
and
want
to
know
what
are
the
standards
and
if
there
are
standards,
why
aren't
they
being
met?
Metro
Transit
starts
with
that
as
a
baseline
and
I
think
that
gives
us
great
comfort,
moving
forward
and
I
think
a
mutual
understanding
as
to
public
entities.
Any
further
discussion,
councilmember
glidden.
I
Thank
You
mr.
chair
news.
Mr.
work
just
knows:
I'm
really
hot
on
this
topic
with
the
shelter's
anyway.
I'm
excited
to
see
this
moving
forward,
and
I
guess
I
canna
this
question
about
your
long-term
next
steps
section
within
the
report,
where
you
are
doing
some
inventory
of
the
shelters
and
evaluating
which
shelters
meet
or
which
stops,
I
should
say,
meet
the
standards
for
having
a
shelter
and
do
you
have
any
perspective
on
when
that
evaluation
will
start
to
take
place?
And,
of
course
you
know,
I'm
interested
in
what
might
be
opportunities
for
new
shelters.
I
H
H
Some
of
the
very
easier
visual
tie
elements
like
graffiti
or
glass,
missing
or
broken
those
types
of
things
can
still
be
seen
during
the
wintertime
and
Metro
Transit.
You
know:
has
maintenance
programs
that
continue
throughout
the
year
and
will
be
will
be
dealing
with.
Those
I
will
check
with
metro
transit
relative
to
a
timeline
on
how
they
plan
to
inventory,
to
get
to,
you
might
say,
I.
H
The
full
replacement
type
of
mode
in
that
regards
I
know
that
they
have
greater
data
relative
to
passenger
boardings
and
a
Lighting's,
and
so
that
they
can
look
at
that
information
to
help
with
quantifying
some
of
the
criteria
as
they
decide
to
either
add,
relocate
or
replace
or
delete
a
shelter
from
from
the
system.
So
it
I'm
gathering
that
the
council
member
is
interested
in
in
you
know
that
tech
development
and
when
that's
available,
I
can
bring
that
back
and
share
that
with
anyone
who's
interested.
I
guess.