►
Description
Minneapolis Transportation & Public Works Committee Meeting
A
A
Will
call
this
meeting
to
order
it's
the
regularly
scheduled
meeting
of
the
transportation
Public
Works
Committee
I'm,
the
committee
chair,
councilmember
Ike
I'm
joined
by
my
colleagues,
Connors
yang
Lydon,
Palmisano,
bender
and
Gordon
we're
a
full
complement
and
we'll
proceed
with
today's
agenda
and
it's
a
full
of
agenda.
Indeed,
so
we
have
26
items
you
will
go
through
all
of
them
in
order
starting
with
consent
and
then
into
the
public
hearings.
A
This
is
a
sort
of
a
product
of
the
end
of
the
year.
We
have
a
lot
of
things
to
approve
before
the
end
of
it.
We
won't
be
meeting
for
some
time
because
of
the
holidays.
So
starting
with
item
three
on
the
consent
agenda
and
any
community
member
can
pull
any
item
for
further
consideration
item
3
is
the
61st
Street
West
Lyndale
Avenue
South
to
nuclear
Avenue,
South
Street
reconstruction
project
designation?
A
A
We
have
a
contract
amendment
with
CEM
stone
products,
company
for
ready
mix,
concrete
will
increase
that
amount,
more
need
for
material
item
7
as
the
contract
amendment
with
Schafer
contracting
company
incorporated
for
the
54th
Street
West
reconstruction
project
item
8
as
a
contractor
man
with
safety
signs
for
the
rental
of
traffic
control
devices.
Item
9
as
the
contract
man
was
Tyzack
concrete
for
the
24th,
Street,
School
location,
pedestrian,
ramp
and
signal
upgrades
project
item
Ted
as
the
contract
amendment
with
Tyzack
concrete
for
the
35th
36th
Street
pedestrian
ramp
and
signal
upgrades
project
item.
A
11
is
the
contract
member
of
formation
studio
for
additional
services
associated
with
public
art
on
Nicollet
Mall
item
12
is
the
manner
an
understanding
with
the
MnDOT
to
access
to
traffic
for
access
to
traffic.
Video
item
13
as
a
tenth
Avenue
south
Mississippi
River
Bridge
engineering
consultant
service
contract
item
14
is
the
Penn
Avenue
North
reconstruction
project,
C
Line
bus,
rapid
transit
improvements?
A
21
is
the
capital
project,
closeout
sand,
Appropriations
and
Revenue
adjustments
within
the
city's
capital
project
and
enterprise
funds
item
22
is
the
traffic
zones,
restrictions
and
controls
quarterly
reports
in
item
23
is
a
bit
for
you
by
signal
systems
and
pedestrian
curb
ramp
improvements.
Does
anyone
wish
to
call
any
one
of
these
items.
B
Poll
item
16
first
afterwards,
please
do
this.
Is
the
4th
street
layout
there's
been
a
bit
of
discussion
and
some
back-and-forth
about
it
and
I
had
some
conversations,
my
officer
conversations
with
Public
Works
and
this
I
just
wanted
to
have
us.
Take
another
look
at
the
so-called
City
Hall
block.
So
the
staff
direction
is
as
follows:
directing
Public
Works
step
to
re-examine
the
layout
of
the
block
of
4th
Street
South
between
3rd
Avenue
South
and
4th
Avenue
South.
B
In
light
of
additional
input
received
on
the
proposed
layout
and
returned
to
the
first
scheduled
meeting
in
February
with
a
proposed
design,
maybe
I'll
just
highlight
one
of
the
things
I'm
looking
for
and
interested
in
is
improving
the
pedestrian
experience
and
still
preserving
some
of
the
parking
right
now.
There's
an
this
idea
that
its
peak
parking
only
right
along
there
at
City,
Hall
I,
don't
think
that's
enough
for
what
we
need
for
City
Hall
and
it
was
it
was
parking,
was
preserved
that
would
allow
bump-outs
there.
B
A
It
actually
makes
sense,
so
I
will
just
take
that
as
an
adjustment
or
an
amendment
to
how
it's
stated
all
in
favor
of
that
amendment
say:
aye,
okay,
there's
now
mended
and
there's
any
other
discussion
on
any
of
the
other
items
see
none
will
approve.
All
the
items
have
submitted
with
the
one
adjustment
per
councilmember
Gordon's
direction,
all
in
favor,
say
aye
scenting
name
that
carries,
will
now
go
into
our
public
hearing
section
starting
with
item
1.
A
C
D
Morning,
mr.
chair
members
of
the
committee,
my
name
is
Adam
Hale
I'm,
a
project
engineer
with
the
transportation,
engineering
and
design
division
of
public
works.
Today,
I'm
here
presenting
for
the
public
hearing
for
Broderick
Street
northeast
reconstruction
city
project
number,
6
759.
The
proposed
project
consists
of
reconstructing
Broadway
Street
northeast
from
Stinson
Boulevard
to
Industrial.
Boulevard
elements
to
be
included
as
part
of
the
proposed
project
include
full
full
removal
of
existing
roadway.
New
sidewalks,
along
with
the
shared
use,
trail
new
pavement
with
new
curbing
gutter
and
utility
improvements.
D
The
project
will
also
include
planted
boulevards
with
trees,
three
new
signals,
street
lighting,
new
signage
and
new
pavement
markings.
The
total
project
cost
is
seven
point:
seven
million
dollars
the
total
Street
reconstruction
assessment
for
Broadway
Street.
Northeast
reconstruction
is
2.6
million
dollars.
This
is
based
on
the
2018
uniform
assessment
rates.
D
The
rest
of
the
funding
sources
are
1.1
million
in
cash
cash
transfers,
3.4
million
in
a
federal
grant
and
585
thousand
in
municipal
state
aid
funds
and
the
breasts
are
stormwater
and
which
is
150,000
in
stormwater
in
60,000
and
water
revenue
staff
has
conducted
numerous
outreach
activities
throughout
the
planning
and
design
of
the
project.
There
were
two
meetings
held
at
the
Mid
City
industrial
business
association,
City
Council
approved
the
layout
for
Broadway
Street
project
on
December
9th
in
2016.
D
The
detailed
design
is
now
complete
in
advance
of
today's
public
hearing
staff,
hosted
a
pre-assessment
meeting
to
provide
an
overview
of
the
project,
discuss,
plan
improvements
and
answer
any
questions
related
to
assessment
method
and
process.
This
meeting
was
held
on
November
27th,
with
six
people
attending
and
finally,
today,
Public
Works
is
acting
City
Council
to
pass
resolutions
ordering
the
work
to
proceed,
adopting
the
special
assessments
authorizing
sale,
assessment
bonds
and
authorizing
an
embodiment
and
removal
of
areas
in
conflict
with
the
project.
With
that
I
conclude
my
presentation,
I'll
stand
by
for
any
questions.
Thank.
A
E
E
F
Thank
you.
My
name
is
Mary
mates
I'm
here
from
landform
Professional
Services
representing
Costco
Business
Center
I
had
the
opportunity
last
night
to
attend
the
informational
meeting
about
this
project,
and
we
learned
at
this
meeting
that
during
construction,
only
local
access
to
businesses
will
be
allowed.
Costco
is
anticipating.
Opening
their
business
in
April,
2018
and
construction
is
anticipated.
F
Construction
start
is
in
May
two
thousand
eighteen,
and
while
we
understand
that
these
improvements
are
necessary
for
the
improvements
to
the
street
and
that
assessments
are
set,
our
concern
is
related
to
the
potential
financial
impacts
related
to
site
access
throughout
construction.
So
we
are
here
to
today
to
make
sure
that
access
for
Costco
members
and
employees
is
maintained
throughout
construction
and
that
we
are
able
to
work
with
staff
prior
to
construction
to
ensure
that
this
that
this
happens
so
with
that
I.
A
G
From
Broadway
Business
LLC
I
want
a
six
acre
parcel
on
Broadway
right
in
the
middle
of
this
project
and
I'm
here
in
opposition
to
the
project,
I
feel
like
I've,
been
blindsided
by
the
speed
at
which
this
has
happened.
We
have
gotten
no
notice
of
this
until
a
letter
without
dated
the
8th
of
this
month.
They
hit
my
desk
a
week
ago,
I
attended
a
meeting
last
night
and
there
was
not
enough
information
to
make
a
reasonable
argument
for
proceeding
with
this
project.
The
building
owners
along
this
parcel
of
industrial
property.
G
Ok,
are
generally
not
in
favor
of
doing
this
development
and
the
costs
are
excessive
and
I.
Believe
it's
a
it's
an
industrial
area.
So
why
would
you
put
plant
boulevards
and
trees
when
you've
got
full-sized
semi
trucks
going
by
the
leaves
in
the
and
the
branches
are
just
gonna
get
knocked
off
by
the
semis
I
think
it's
ill-conceived
idea
to
turn
an
industrial
area
that
services,
trust
and
semis
into
some
sort
of
a
you
know:
fairytale
Boulevard,
okay,
with
with
lots
of
greenery
walking
past
bike
paths.
G
There
are
there's
a
bike
path
that
are
now
which
has
caused
trouble
for
truckers
and
that
bike
path
is
unused,
so
there
is
I've
got
a
company
that
operates
out
of
that
six
acre
parcel
there,
and
my
staff
tells
me
they've
not
seen
a
biker
on
that
bike
path.
So
why
now
we're
gonna
have
an
expanded,
12
foot,
wide
bike
path
and
sidewalk
on
one
side
of
the
street
and
then
add
another
sidewalk
on
the
other
side
of
the
street.
It's
completely
unnecessary.
There
are
no
part,
there's
no
residences
anywhere
near
this
area.
G
G
Already
pay
for
taxes
and
stormwater
fees,
so
I
would
ask
that
the
committee
table
this
and
and
survey
the
existing
owners
that
actually
use
Broadway
Street
to
ask
them
which
features
that
they
want,
because
a
lot
of
them
are
truckers,
so
you
have
any
questions.
I'm
certainly
would
love
to
answer
them
for
you,
I.
Don't.
A
A
Appreciate
that,
thank
you
that's
the
last
for
the
sign
and
any
additional
signings.
Anyone
was
to
come
forward
and
make
comment.
Anyone
wish
to
make
comment
see.
None
I
will
close
the
public
hearing
and
if
staff
could
maybe
address
some
of
the
issues
around
communication,
I
know
we
do
send
out
a
certain
protocol
of
communication.
In
addition,
we
have
it
city,
industrial,
isn't
a
recognized
community
group
obviously
made
up
of
businesses
when
it
was
sort
of
engagement
in
feedback.
A
D
Thank
You
mr.
chair.
As
for
the
assessments
I
understand,
the
city
has
assessment
policy
procedures
and
with
the
reconstruction
of
Broderick
Street
city
staff
is
following
implementing
those
procedures.
But,
however,
the
gentleman
has
the
right
to
object.
As
for
the
kind
of
purpose
of
the
project,
this
quarter
has
a
very
large
sidewalk
gap.
The
project
is
attended
justice
issue
by
providing
pedestrian
and
bicycle
access.
Is
safety
as
well
as
in
the
street.
Soviet
segment
is
also
part
of
a
bicycle
master
plan,
as
well
and
in
terms
of
process
how
we
reached
out
to
them.
D
A
Every
now
and
then
sometimes,
communication
gets
missed
on
an
individual
basis,
and
perhaps
we
can
have
further
conversation
with
the
particular
needs
of
both
the
gentleman
there
to
the
extent
that
they
can
be
reconciled.
Although
that's
a
more
broader
Universal
objection
and
then
the
more
specific
access
question
I
think
that's
par
for
the
course
for.
A
A
As
a
matter
of
fact,
the
employers
are
the
ones
that
came
to
us,
saying
some
of
the
employers
saying
that
they
needed
more
access
for
their
employers,
that
our
transit,
dependent
or
transit
users,
and
also
the
few
that
do
commute
and
you
drop
offs
and
that
sort
of
thing.
So
there
is
a
pedestrian
need
that
was
identified.
It
might
not
be
universally
needed,
but
when
you
have
several
thousand
employer
or
seven
thousand
several
employees
with
several
thousand
employees,
that
do
say
they
needed
that
gets
into
the
community.
A
The
communication
process,
as
well
in
the
evaluation
of
the
need
I
just
wanted
to
make
that
comment
or
context
for
my
colleagues
who
might
not
be
familiar
with
the
area.
Any
further
conversation
from
the
committee.
Well,
noting
that
there's
follow-up
occurred
with
a
project
like
this
I
will
move
approval
of
this
item.
All
in
favor,
say
aye
vicente
name
that
carries.
C
H
Good
morning,
mr.
chair
committee,
members,
my
name
is
Brett
Shelly
I'm,
the
director
of
business
administration,
public
works
department.
Thank
you
for
the
opportunity
this
morning
to
introduce
and
recommend
approval
of
an
ordinance
update
related
to
Nicollet
Mall
Minnesota
State
statute
allows
cities
to
create
pedestrian
malls
in
order
to
establish
a
pedestrian
mall.
A
city
must
pass
an
ordinance
with
required
elements
that
are
listed
in
the
state
statute.
H
The
update
process
included
working
closely
with
other
city
staff,
including
community
plying
economic
development,
Minneapolis
Police
Department,
to
review
the
ordinance
and
then
the
Associated
policy,
and
also
worked
very
closely
with
Niccolo
mall
partners,
including
the
minneapolis
downtown
Improvement
District.
We
hosted
a
public
meeting
in
September
and
presented
a
draft
policy
and
ordinance
for
public
review.
The
recommended
new
ordinance
language
does
the
following:
it
updates
the
existing
Nicollet
Mall
ordinance
and
Nicollet
Mall
extension
ordinance.
H
It
references
a
Nicollet
Mall
policy
which
was
on
the
consent
agenda
that
will
guide
activities
within
the
pedestrian
portion
of
the
mall
and
it
limits
access
to
the
roadway
portion
of
the
mall
to
transit
and
non-motorized
traffic,
while
retaining
special
access
permits
which
are
required
by
state
statute.
That
concludes
my
presentation.
I'm
happy
to
answer
any
questions.
A
Any
questions
per
the
staff
presentation
seeing
none
I
will
open
the
public
hearing.
Anyone
sign
in
no
one
signed
in
to
anyone
wish
to
come
forward
may
comment.
Anyone
wish
to
come
forward,
see
you
now
I
will
close
the
public
hearing
and
move
the
item
to
as
presented.
I
need
further
conversation,
seeing
none
all
in
favor,
say:
aye,
it's
empty
name
that
carries.
You
can
now
go
into
the
discussion,
part
of
our
agenda,
starting
with
item
24,
zero
waste
plan,
adoption
and
development
or
through
your
implementation
plan
director
Hutchinson.
C
Mr.
chair
and
members
of
the
committee
Holston
sleet's
from
the
mayor's
office
is
here
to
present
information
about
this
item.
Olsen
has
been
supported
by
staff
from
solid
waste
and
recycling,
Dave
Herbert
holes
and
Kelly
Kish,
and
in
addition
to
that,
Bob
Craig's,
our
consultant
on
this.
This
is
also
here.
So
we
have
a
whole
team
and
halston
is
going
to
kick
this
off
for
us
now.
Good.
I
Morning,
mr.
chair
and
committee
members
again,
my
name
is
Halston.
Sleet's
and
I
currently
serve
as
mayor
Hodges
senior
policy
8
for
environmental
justice
and
sustainability
and
I'm
here
to
introduce
mr.
Robert
Craig's
who's
been
the
consultant
for
the
minneapolis
air
waste
plan.
The
draft
plan
was
released
on
September
6
2017,
and
the
final
plan
is
being
brought
to
you
today.
Mr.
I
Craig's
represents
burns
McDonald
and
has
been
the
principal
consultant
for
this
effort
and
he
also
developed
the
city's
commercial
waste
study
that
provided
a
great
deal
of
information
that
assisted
in
the
creation
of
this
plan.
Mr.
Craig's
leads
the
solid
waste
and
resource
recovery,
national,
consulting
practice
at
burns
McDonald.
He
has
worked
in
the
environmental
consulting
field
for
more
than
26
years,
in
assisting
in
assisting
local
and
state
governments
throughout
North
America,
including
such
large
communities
such
as
Seattle
Denver,
st.
Louis,
Dallas
and
New
York
City.
Mr.
I
J
Good
morning,
Thank
You
Olsen
appreciate
the
opportunity
to
be
here.
Mr.
chair
council,
members
staff
and
interested
parties
I'll
give
you
an
overview
of
the
zero
waste
plan
and
I
wanted
to
mention
as
well
outline
that
the
full
plan
is
on
the
city's
website
on
the
solid
waste
and
recycling
divisions
website
in
detail.
It
also
has
a
link
to
all
of
the
stakeholder
comments
and
there
was
a
comprehensive
stakeholder
engagement
process
that
was
included.
J
So,
in
terms
of
what
I
would
like
to
cover
this
morning
for
approximately
10
or
15
minutes
is
to
talk
about
the
city's
zero
waste
goal.
Give
you
some
background
in
terms
of
the
baseline
program.
In
other
words,
what
are
the
existing
services
that
are
being
provided?
Some
of
what
we're
calling
the
cross
sector
strategies
or
strategies
that
basically
apply
across
all
aspects
of
the
city
focus
a
little
bit
on
the
residential
and
the
commercial,
industrial
and
multifamily
sector,
which
many
of
the
strategies
were
outlined?
J
Some
of
the
other
sectors
to
give
you
a
sense
of
the
scope
of
the
plan,
the
planning
process
and
the
next
steps
before
I
get
started.
I
just
want
to
mention
that
the
team
that
was
involved
in
putting
this
together
met
on
a
weekly
basis
led
by
Halston
and
the
staff,
as
well
as
representatives
from
some
of
the
council
members,
and
so
it
was
a
comprehensive
process.
Certainly
it
was
a
team
effort
and
I
appreciate
the
opportunity
to
help
facilitate
the
discussion.
J
So
the
city's
thorough
waste
goal,
which
was
passed
in
2015
as
reflected
on
the
slide,
is
to
recycle
and
compost.
50%
of
its
overall
waste
stream
by
2020
80
percent
by
2030,
and
achieve
a
0
percent
growth
rate
in
the
total
waste
stream
from
2010
levels.
The
concept
of
zero
waste
within
the
industry
there's
a
lot
of
discussion
of
what
it
means.
It
typically
means
different
things
to
different
communities.
The
city
of
Minneapolis
has
defined
it
in
this
man
and
I.
J
Think
what's
important
to
point
out
is
the
solid
waste
management
hierarchy,
as
shown
on
the
slide
talks
about
the
priorities
in
terms
of
the
types
of
methods
to
use
to
reduce
the
waste,
as
pointed
out
in
the
zero
waste
goal,
both
recycling
and
composting,
or
are
critical.
It
should
also
be
noted
that
energy
recovery
of
the
residuals
after
recycling
and
composting
takes
place.
Those
materials
go
to
basically
Herk.
That
is
not
the
preferred
method,
as
outlined
here
in
terms
of
meeting
the
zero
waste
goal,
its
reduction
reuse,
recycling
in
organics
recovery.
J
So
what
is
the
baseline
program
again?
The
baseline
program
and
as
outlined
here
in
this
slide?
There's
a
number
of
facilities
in
which
the
city
uses
whether
it's
for
collecting
transporting
processing
or
disposing
of
the
waste?
The
baseline
program
can
be
characterized
really
in
two
parts.
First,
you
have
residential
services.
The
residential
services
are
provided
by
the
solid
waste
and
recycling
department
through
a
combination
of
municipal
crews,
as
well
as
a
consortium
of
private
haulers,
the
breadth
of
services
that
are
provided
and
I.
J
Think
if
you
get
a
chance
to
look
at
the
plan,
you'll
see
it's
very
comprehensive.
It's
a
high-performing
program
offering
refuse
recycling
organic
shard
waste
and
bulky
items
collection.
Not
all
cities
offer
that
breadth
of
service
and
offer
that,
on
that
type
of
customer
service,
the
city,
then
billed
customers
within
the
residential
sector
and
some
as
pointed
out
here,
a
small
number
of
businesses,
city
facilities
for
those
types
of
services,
the
other
types
of
services
or
what
we're
calling
the
commercial,
industrial
and
multi-family
sector.
J
Those
services
are
provided
through
an
open,
competitive
system
which,
basically,
that
means
commercial
license.
Haulers
provide
those
services
to
those
customers
and
they
have
contracts
directly
with
those
customers
for
those
services.
As
I
mentioned,
the
map
outlines
the
city's
commitment
to
work
within
the
existing
region
to
basically
take
those
materials
that
are
collected
and
have
them
manage.
J
So
the
planet
identifies
a
number
of
strategies.
If
you've
looked
at
the
plan,
there's
a
number
of
tables
we
have
a
number
of
different
sectors,
as
I
have
outlined,
strategies
are
unique
to
each
of
those
sectors.
What
this
particular
slide
outlines
is
a
set
of
strategies
that
are
cross-sector
strategies
that
are
apply
across
the
board.
It
reflects
a
combination
of
needs,
as
well
as
a
number
of
different
types
of
sectors,
and
there
and
they're
particularly
unique
aspects.
As
you
can
see
here,
we
have
conduct
waste,
characterization
studies
that
addresses
the
need
that
have
a
baseline.
J
If
you're
going
to
measure
progress
towards
the
goal,
you
need
to
have
a
baseline
for
each
of
the
sectors,
encourage
waste
reduction
and
promote
reuse,
as
I
mentioned
on
the
solid
waste
management
hierarchy.
Those
two
particular
methods
are
at
the
top,
and
so
it's
critical
that
those
are
applied
across
the
board
and
you'll
see
in
the
plan
that
we
talked
about
that
extensively.
That
needs
to
be
supported
by
additional
resources
for
education
and
outreach
in
our
stakeholder
meetings,
as
well
as
within
the
steering
committee
work.
That's
been
done.
We've
emphasized
the
importance
of
that.
J
We've
gotten
feedback
from
the
community
on
the
importance
of
recognizing
the
diverse
community,
both
in
terms
of
residents
and
businesses,
and
how
that
needs
to
be
closely
tailored
going
forward.
The
cities
present
program
again
is
a
high-performing
program
and
Kelly
Kish
and
david
purple
holds
on
a
more
card
to
ensure
that
the
number
of
different
constituents
constituencies
that
are
affected
here
are
basically
accommodated
in
terms
of
their
various
outreach
needs.
We
also
want
to
clarify
which
city
department
is
responsible
for
the
strategy,
because
there's
a
number
of
strategies.
J
We
have
the
solid
waste
and
recycling
department,
but
there's
also
ordinances
on
the
books
that
address
responsibilities,
for
example
for
the
fire
marshal's
office
for
the
city's
engineer's
office
so
going
forward.
There
needs
to
be
some
coordination
and,
last
but
not
least,
establishing
a
sustainable
program
funding
source.
So
consequently,
all
the
strategies
can
be
implemented.
J
So
what
about
the
residential
sector?
I
talked
about
how
it's
a
high-performing
service,
that's
being
offered
by
the
city
and
we've
divided
it
basically
the
the
various
sectors.
This
is
one
that
we
feel
that
the
city
can
build
upon
and
specifically
as
suggested
here.
These
are
some
of
the
strategies
for
the
city
to
consider
restructuring
residential
rates
and
cart
capacities,
communities
that
are
able
to
divert
significant
amount
of
materials
and
make
progress
towards
zero
waste
have
what's
called
pay,
as
you
throw
programs
or
by
you
it's
similar
to
other
types
of
utilities.
J
So
you
pay
for
the
extent
of
the
service
that
you're
using
what
that
translates
into
is
there's
a
differential
between
what
you
pay
for
a
larger
cart
for
disposal
of
refuse,
as
opposed
to
a
smaller
cart.
The
city
presently
has
a
small
differential.
What
we're
recommending
is
some
analysis
to
determine
if
a
larger
difference
will
be
helpful.
It's
also
important
to
understand
that
many
programs
that
are
implemented
with
this
pays
you
throw
program,
also
acknowledge
the
need
to
have
discounts
for
certain
types
of
customers.
J
Cart
capacities,
make
a
recycling
bin
you'll,
probably
recycle,
more
smaller,
refuse
cart.
You
probably
put
less
in
your
refuse
container.
Secondly,
adjust
collection
frequencies
believe
it
or
not.
Some
communities
have
every
other
week
collection
of
refuse
because
they
have
residents
that
are
recycling,
substantial
quantities
that
may
be
an
option:
expanding
collection
and
drop-off
options.
There's
a
voucher
program,
that's
used
and
available
for
residents,
expanding
collection
options
there
and
last
but
not
least,
evaluate
methods
to
increase,
specifically
diversion
of
specific
recyclable
materials
as
well
as
organics
in
this
particular
industry.
J
Organics
diversion
is
definitely
something
that
a
lot
of
focus
is
being
put
on
in
all
sectors
as
it
relates
to
solid
waste
management
and
diversion
I
mentioned
the
so
industrial
multifamily
sector.
This
includes
basically
a
number
of
unique
aspects
of
the
solid
waste
system,
different
types
of
waste
than
the
residential
system,
different
types
of
collection
containers
and
many
incidents
and
collection
vehicles.
So
an
acknowledgment
of
those
differences,
important
I,
also
talked
about
how
this
particular
sector
is
served
by
an
open
competitive
system.
So
it
has
unique
challenges
and
unique
opportunities.
J
From
our
perspective,
it's
very
important
as
the
team
to
recommend
that
one
of
the
options
to
be
considered
as
an
ad
hoc
work
group
and
that
hoc
work
group
would
be
basically
a
group
of
representatives
from
various
facets
of
the
community,
including
the
höllerer
community,
the
business
community,
multifamily
Association,
as
well
as
other
types
of
constituencies.
The
purpose
of
that
group
would
be
to
collaborate
with
the
city
in
terms
of
identifying
a
baseline
looking
at
strategies
in
managing
progress.
One
other
option
for
consideration
is
targeted,
outreach
and
assistance.
Again.
J
J
One
of
the
unique
aspects
of
multifamily
buildings
is
trying
to
find
space
in
which
to
have
containers
for
recycling
for
refuse
collection
for
organics,
so
one
option
would
be
to
revise
the
building
design
requirements
and
support
that
change
at
the
state
level
or
by
there
may
be
some
better
options
for
multifamily
buildings
and
then
last
but
not
least,
and
similar
to
the
residential
sector,
evaluating
methods
to
increase
diversion
of
specific
materials.
As
I
mentioned.
This
has
a
unique
waste
stream.
These
types
of
generators,
as
well
as
organics
and
again
in
this
particular
sector.
J
One
of
the
largest
opportunities
is
to
work
with
large
generators
of
organics
and
try
to
promote
diversion
through
a
number
of
these
different
options
before
I.
Move
on
I
just
need
to
point
out
that
this
particular
sector,
because
of
the
way
the
services
are
provided.
Some
of
the
challenges
are:
are
the
lack
of
information
and
data
being
able
to
develop
a
baseline
understanding
quantities
that
are
collected
and
recycled,
as
well
as
understanding
the
scope
of
the
services?
J
J
To
get
to
the
next
level,
as
this
slide
points
out,
what's
critical
is
to
partner
with
the
haulers,
especially
in
the
context
of
commercial
industrial
multifamily,
this
particular
slide,
and
that
the
plan
itself
outlines
looking
at
communities
with
higher
diversion
levels
and
how
they've
implemented
potentially
one
of
these
three.
The
first
is
expand,
hauler
licensing
and
establish
minimum
service
standards.
You
heard
me
say
the
hauler
specifically
are
not
obligated
to
provide
data.
J
What
some
communities
do
is
in
their
licensing
requirements,
they
would
require
data
to
be
submitted
in
terms
of
not
necessarily
proprietary
information,
but
information
in
terms
of
how
much
you're
collecting,
where
are
the
materials
going?
How
much
is
being
recycled
as
well
as
establishing
minimum
service
standards.
So
you
can
maximize
the
diversion.
J
Another
approach
is
to
set
up
non-exclusive,
franchises.
I
know
the
city's
address
franchises
in
other
context.
I'll
translate
this
into
and
it
outlines
it
in
the
plan.
It's
basically
establishing
a
contract
between
the
hauler
and
the
city,
or
it's
called
a
non-exclusive
franchise,
because
it
doesn't
preclude
the
haulers
from
providing
services
to
the
array
of
customers
that
they're
offering
it
to.
J
Paul
has
been
involved
in
the
last
couple
of
years
in
the
concept
of
organized
collection,
so
Minnesota
organized
collection
statute
basically
has
a
prescribed
process
if
the
city
would
want
to
organize
collection
and
what
that
essentially
means
is
contracting
with
each
of
the
haulers
to
preserve
similar
market
shares,
to
have
some
guaranteed
minimum
service
levels
and
to
address
the
rates.
The
Minnesota
organized
collection
statute
does
not
preclude
the
city
from
doing
that
on
the
commercial
sector
again
I'll
just
emphasize.
J
These
are
three
options:
they're
outlined
in
the
plan
and
communities
that
are
reaching
high
diversion
levels
have
implemented
one
of
these
types
of
approaches,
the
other
sectors,
as
I
mentioned,
just
to
ensure
that
we've
provided
you
with
the
impression
that
we've
covered
their
array
of
solid
waste
management
sectors.
As
you
can
see
in
the
diagram,
we've
talked
about
residential
commercial,
industrial
multifamily.
We
also
have
institutional
which
it's
a
unique
set
of
waste
generators,
public
and
private
can
be
schools,
hospitals,
non
city
government.
J
The
city
has
limited
authority
as
it
relates
to
specifically
addressing
their
particular
challenges.
So
we
have
a
section
that
addresses
institutional
sector
city
operations.
That's
just
walking
the
talk,
it's
very
critical
for
the
city
to
continue
to
do
what
it's
presently
doing
in
terms
of
implementing
its
own
programs
and
public
space,
which
the
city
of
Minneapolis
and
basically
lifestyle
that
we
lead
here
in
the
importance
of
public
space,
such
as
parks,
Viking,
Stadium
farmers,
market.
All
of
those
are
addressed
specifically
and
to
the
staff's
credit.
J
We
have
a
separate
section
that
we've
identified
specifically
to
both
talk
about,
what's
presently
being
done,
and
how
to
expand
upon
that
and
last
but
not
least,
construction
and
demolition.
That's
basically
construction
renovation
and
demolition
of
buildings
that
really
addresses
all
the
different
sectors.
So
we
have
a
separate
section
for
that
in
the.
J
So
to
close,
I
wanted
to
do
two
things.
One
I
just
like
to
outline
for
you,
the
planning
process
and
again
I.
Think
I've
had
a
chance
to
talk
to
some
of
you
as
well
as
some
of
your
aides,
so
I
think
you're
familiar
with
this,
but
we
just
wanted
to
revisit
the
process
to
convey
a
couple
of
different
things.
This
slide
gives
you
a
timeline
back
in
2014
there
was
a
survey
summit
at
the
Walker
Methodist
Church.
J
The
city
then
partnered
with
the
environmental
initiative
to
have
some
stakeholder
meetings
in
the
fall
of
2016
around
these
issues
and
then
in
the
spring
of
2017,
there
were
some
more
community
stakeholder
meetings
that
addressed
the
commercial
waste
collection
study.
Once
the
draft
plan
was
done
and
then
it
was
submitted
to
the
council.
This
summer,
the
draft
of
the
desert
waste
plan
was
commissioned
and
following
the
draft
plan
in
the
months
of
September
and
October,
there
were
seven
community
stakeholder
meetings
that
were
held.
J
It
includes
a
range
of
participants,
as
I
mentioned,
as
well
as
range
of
locations
within
the
city.
Page
8
of
the
plan
lists
the
dates
and
the
locations
of
those
meetings,
as
well
as
it
provides
the
link
to
all
the
comments
received.
So
you
can
get
a
sense
of
the
importance
of
stakeholder
engagement
in
developing
the
plan.
I
also
wanted
to
point
out
that,
on
the
website,
we've
actually
taken
the
draft
plan.
J
We've
redlined
all
the
changes
that
we
made
since
the
draft
plan
was
submitted
and
when
we
finalized
the
plan
so
you're
able
to
see
that
information
in
summary
program,
access,
plus
education
and
understanding
equals
waste
aversion,
as
the
diagram
reflects
the
next
steps.
In
terms
of
the
process,
it's
important
to
take
the
number
of
strategies
that
are
in
the
plan
and
prioritize
them.
The
plan
itself
applies
a
number
of
different
types
of
criteria,
increasing
diversion
potential
difficulty
of
implementation
and
ongoing
cost
to
the
city.
J
If
you've
looked
at
the
plan,
you'll
see
that,
at
the
end
of
each
section,
the
team
has
applied
those
criteria
to
the
various
strategies,
to
give
you
a
sense
of
where
the
greatest
benefits
would
be,
and
some
of
the
challenges
might
be
then
develop
detailed
implementation
plans
as
the
diagram
outlines.
That
would
be
done
with
additional
stakeholder
feedback.
We
want
to
make
that
clear
that
the
plan
the
implementation
plans
once
the
strategies
are
prioritized
there
would
be
some
additional
stakeholder
feedback
depending
on
the
sector
that
those
strategies
apply
to.
J
If
the
council
and
the
committee
determines
that
it
makes
sense
to
recommend
using
the
ad
hoc
working
group
and
creating
that
group,
that
group
can
act
as
a
sounding
board
to
collaborate
with
the
city.
Some
of
the
challenges
I
mentioned
is
to
gather
the
data
and
measure
progress
and
that
minimum
the
staff
that
provide
an
update
every
three
years
in
terms
of
the
progress
that
would
be
made
and,
lastly
and
I
think
it
does
mention
it
here
on
your
agenda.
J
Is
it
that
the
staff,
as
making
a
is
proposing
a
commitment
to
come
back
in
2018
with
priority
strategies
and
accompany
an
accompanying
implementation
plans
for
your
consideration,
so
the
council
in
the
city
can
move
forward
so
overall,
the
zero
waste
plan
serves
as
a
roadmap
for
achieving
the
city's
zero
waste
goal,
as
outlined
in
the
plan
itself
and
as
passed
by
the
City
Council
in
2015.
Thank
you
and
I.
Try
to
answer
any
questions
you
might
have
any.
K
J
K
L
K
L
L
At
the
curb
or
alley
line,
businesses
differ
and
that
they
are
have
the
ability
to
contract
on
their
own
for
a
private
hauler
and
use
multiple
methods
of
collection,
whether
it
be
the
traditional
dumpsters
or
Roloffs
at
a
frequency
that
is
called
upon
by
the
needs
of
the
business.
It
could
be.
You
know,
weekly
multiple
times
a
week,
restaurants,
even
higher
frequency,
okay,.
K
Thank
You
mr.
chair
in
just
negative
comments.
I
think
that
this
change
is
a
pretty
big
change
and
I
think
it's
important
to
have
get
the
sake.
Holders
that
are
involved
to
be
a
part
of
you
know
making
the
changes,
because
it's
a
huge
change,
and
so
you
know
I
appreciate
the
work
that
mr.
Craig's
and
even
sir
Herbert
Holtz
and
everybody
has
done.
K
A
Thank
You,
councilmember
and
I
my
reading
into
this
is
that
ad
hoc
group
would
be
an
essential
part
of
how
we
move
forward.
What
we
see
before
us
are
different
considerations.
We've
done
a
lot
of
due
diligence
to
get
to
this
point
have
a
framework
to
move
forward.
Everything
here
is
the
TF
implementation
and
any
sort
of
direction
that
we
take
based
on
again
the
due
diligence
and
the
work
that
was
before
it
should
be
based
on
an
end
result.
A
That
some,
that
could
be
an
integral
part
of
getting
real-world
on
the
ground
data
operational
data,
professional
management,
insights
that
would
not
otherwise
be
a
part
and
parcel
of
how
we
develop
at
an
implementation
plan
and
then
also
sort
of
industry,
insights
and
data
sets
that
are
technical,
that
we
would
want
to
have
as
we
move
forward
to
something
that
would
mean
policymakers
would
respond
to
so
it
the
integral
data
driven
and
certainly
in
the
spirit
of
partnership.
So
thanks
for
calling
that
outcomes,
were
you
a
company's
president
Glidden.
M
M
That
will
be
the
most
significant
because
that,
right
now
we
have
a
big
plan
with
a
lot
of
variety
and
some
different
options
that
need
to
be
evaluated
and
the
next
time
the
count
the
2018
Council
meets
I
mean
those
will
be
the
critical
decisions,
because
it's
deciding
and
strategy
what
policy
options
make
the
most
sense
and
and
all
those
different
kinds
of
things
so
I
just
wanted
to
call
that
out.
I
do
think
this
is
a
very
important
initiative.
M
M
M
M
Talking
about
how
race
equity
plays
a
role
in
our
work
and
I
would
have
liked
to
see
how
a
race
equity
lens
was
applied
to
this
work.
I
still
think
that
could
happen.
I
think
that
could
happen
as
a
formal
part
of
the
plan
both
to
evaluate
existing
services
and
then
to
evaluate
impacts
of
proposed
policy
and
program
changes.
M
I
do
see
there
are
some
indirect
references
to
to
this,
including
page
3
talked
about
some
additional
targeted
stakeholder
input
that
you
want
to
gather
from
kind
of
a
more
targeted
specific
cultural
communities,
but
what
I
am
talking
about
is
a
bigger
framework
piece
and
I.
Do
think
it's
important
to
include
that
in
because
it's
a
major
piece
of
policy.
The
second
thing
I
had
a
question
about,
is
you
know,
as
decisions
are
made,
there
may
be
impacts
on
on
business
opportunities
as
an
example,
kind
of
this
area
of
the
construction
and
demolition.
M
You
know
this
is
an
area
where
there
is
just
you're,
starting
to
see
more
companies
kind
of
develop
their
expertise
and
how
that
works
and
I
could
see
that
as
an
example
being
a
business
opportunity,
and
so
anyway,
I
just
I
just
call
that
out
because
I
kind
of
struck
my
and
there
may
be
other
things
within
this
plan.
So
I
am
curious.
How
the
work
happening
here
also
coordinates
with
other
sectors
of
the
city
that
are
more
familiar
with
business,
opportunity
and
business
development.
M
Just
so
that
we're
kind
of
connecting
the
dots
and
I
say
that
again,
because
I'm
talking
about
business,
opportunity
and
growth
is
I,
think
an
important
goal
for
the
city.
This
is
actually
another
big
part
of
the
city's
work
on
supplier,
diversity
and
kind
of
other
things,
and
so
I
just
wanted
to
call
that
out
because,
as
we
put
more
effort
into
things
like
the
structure,
around
construction
and
demolition
debris
that
that
might
create
some
opportunity.
So
all
right.
Thank.
A
You
for
those
comments
and
yeah
I
think
highlighting
we
get
other
bottom
lines
out
of
this
policy-wise,
it
shouldn't
be
taking
for
granted
that
we
have
the
diversity
lens
in
the
equity
lens.
It
should
be
called
out.
Broadly
and
of
course,
we
always
appreciate
the
specific
references-
and
you
know
that's
part
of
a
bigger
insight,
but
maybe
have
that
called
out
somewhere
in
the
language
of
the
document
and
then
also
just
the
other
opportunities
as
council.
B
Thank
you
very
much
and
I
appreciate
all
the
work
that
went
into
this
I
guess.
I
just
have
one
question
and
there
may
be
a
few
comments.
The
goal
is
to
reduce
or
to
recycle
and
compost,
as
well
as
hopefully
reduce
and
never
get
in
the
stream
50%
of
our
overall
waste
stream.
Do
we
know
what
our
overall
waste
stream
is
right
now
in
terms
of
tons
or
any
measurement
at
whatsoever?
It's
coming
out
of
the
city.
J
B
J
J
B
B
Think
the
first
year
I
got
here
and
I
met
with
the
waste
haulers
and
then
and
other
individuals,
and
especially
the
immerse
and
I,
wanted
to
understand
better
and
so
I
think
it's
really
important
that
we
move
quickly
in
understanding
what
our
baseline
is
because
we'll
have
no
hope
of
any
progress
or
how
to
make
progress
for
all
we
know.
Maybe
some
of
these
sectors
are
already.
B
And
composting
50%
of
it
their
their
waste,
but
the
problem
is
I.
Think
a
lot
of
this
information
is
just
kept
in
a
black
box
somewhere.
Do
we
know
what
average
businesses
are
paying
for
their
hauling
like
on
Lake
Street,
the
small
immigrant
business?
What
does
it
cost
them
to
get
their
waste
taken
care
of?
Mr.
L
L
Waste
stream
and
what
we
collect
we've
got
a
very
good
database.
You
know
right
now
we're
upwards
of
over
37
percent
recycling
in
compost,
so
even
in
that
sector
or
that
area
the
better
ways
to
go
to
get
to
the
50
percent-
and
we
know
that
there
are.
There
are
many
businesses
that
are
doing
good
recycling
out
there.
We
just
have
them
from
variety
of
the
information,
but
one
one
I
guess
note
of
encouragement
is
that
when
we
did
have
the
stakeholder
meetings
and
hauler,
some
businesses
were
represented
there.
L
L
B
Gonna,
take
that
as
one
of
the
most
hopeful
outcomes,
I,
guess
that
we
finally
have
some
people
coming
to
the
table
and
they're
saying
they
are
committed
to
working
with
us
and
seeing
if
they
can't
do
something
about
the
incredible
waste
problem
that
we
have
here
in
our
city.
So
I
appreciate
that
I
also
just
want
to
acknowledge
the
great
work
that
from
the
mayor's
office
and
also
that's
the
steering
committee
and
colleagues
up
here.
B
It's
wonderful
that
we're
getting
this
before
us
before
the
end
of
the
year,
I
think
which
was
a
goal
that
we
set
for
ourselves,
and
we
certainly
did
a
lot
of
community
engagement
and
discussion.
This
is
kind
of
the
maybe
the
easier
part,
though
this
is
the
policy
framework,
the
general
ideas,
the
goals
without
actually
putting
money
to
it
without
actually
implementing
the
hard
plans,
but
we're
setting
ourselves
up
I
think
to
really
hit
the
ground
running,
hopefully
with
the
next
term.
B
A
O
You
mr.
chair
I,
too,
want
to
just
take
a
moment
to
acknowledge
the
tremendous
amount
of
work
it's
gone
into,
making
this
plan
a
reality
from
many
of
you
here
in
this
room.
The
past
couple
of
years
I
mean
this
started
in
2014,
where
we
set
a
course
to
be
really
ambitious
and
create
a
policy
that
was,
it
was
comprehensive.
That
was
about
our
whole
city
and
was
about
a
lot
of
pieces
and
parts
that
we
didn't
know
yet
and
we
didn't
manage
yet
so
the
plan
before
us
today
is
really
more
of
a
playbook.
O
That's
what
miss
Kelly,
Kish
would
say
and
I
think
that's
a
really
appropriate
analogy,
because
it's
not
saying
we're
going
to
implement
every
strategy
in
this
playbook.
We
know
what
the
goal
is.
We
know
that
waste
reduction
is
the
goal,
and
these
are
some
really
thoroughly
examined,
options
that
we
think
all
could
work
for
our
city
so
and
also
just
to
to
thank
one
of
the
real
heavy
lifters
here.
O
The
past
couple
of
years
has
been
council
member
Gordon
in
his
office
and
I
want
to
thank
his
staff
and
also
my
staff
patty
day,
who
has
never
once
lost
her
focus
on
this
even
at
times
that
I
had
to
be
distracted
and
move
toward
other
things
and
come
back
to
it.
So
I
just
want
to
say
the
zero
waste
plan
addresses
many
of
the
issues
and
concerns
that
I
hear
about
from
city
residents
around
climate
change.
It
should
be
noted
that
the
waste
we
managed
today
in
the
way
that
we
manage
it.
O
We
have
a
premiere
operation
for
what
we
have
our
arms
around
and
the
rest.
We
don't
know.
We
don't
know
that
it's
we
know
that
there
is
recycling
operations
out
there.
We
know
there
are
compost
out,
but
this
is
about
taking
that
step
to
coordination
and
food,
waste,
construction
and
demolition
debris.
The
organics
program
and
and
equity
are
really
important
topics
on
this
to
a
lot
of
the
city
residents
that
we
spoke
about.
O
I've
had
many
important
conversations
around
the
city
about
the
strategies
outlined
here.
I'm
confident
this
plan
captures
these
ideas
and
turns
them
into
the
steps
that
we
can
take
as
a
council
in
the
coming
years.
A
couple
of
them
that
don't
quite
fit
into
a
summary
presentation,
but
that
I'm
most
excited
about
involve
addressing
the
issue
of
food
waste
and
spoilage
in
our
city
and
how
we
could
divert
food
from
spoilage
to
use
a
little
bit
better
in
this
urban
environment
gives
us
an
opportunity
to
do
that.
O
We
also,
you
know,
are
going
to
determine
how
and
where
it
will
help
us
to
allocate
those
future
resources
and
energy
where
they're
going
to
make
the
greatest
impact.
I
see
the
people
in
the
audience
here
today
that
we
are
going
to
need
as
our
partners.
We
have
a
lot
of
downtown
business
people
here
and
they've
been
involved
in
some
of
the
conversations
the
stakeholder
engagement
strategy
they've
been
involved
in
some
of
these
conversations
on
logistics.
O
It
hope
I'm
hopeful
that
this
partnership
is
going
to
have
the
momentum
of
an
initiative
taken
on
a
few
years
ago
about
the
commercial
building
energy
benchmarking.
You
know
it
was
maybe
a
little
bit
of
a
rocky
start,
but
you've
ended
up
in
a
really
good
place
and
we've
had
a
lot
to
show
environmentally
from
our
cities.
O
Their
presence
today
is
a
sign
of
really
showing
up
to
the
table
of
collaboration
and
and
their
engagement
in
the
work
ahead.
So
I
think
the
strategy's
laid
out
here
are
going
to
guide
us
as
we
work
to
make
Minneapolis
a
better
leader
in
environmental
policy
and
I.
Look
forward
to
the
work
that
comes
from
this
plan
so
I
see.
A
A
C
Chair
and
committee
members,
thank
you
for
your
thoughtful
comments
on
the
zero
waste
plan,
we've
heard
you
and
we're
looking
forward
to
moving
forward
with
it
introducing
next
the
access,
minneapolis
plan
assessments,
and
you
may
be
wondering
what
this
is
I'm,
not
sure
you've
heard
an
item
like
this
from
us
before
I
want
to
stress
the
importance
of
self
assessment.
We
prepare
a
lot
of
plans
in
the
city
and
we
are
assessed
regularly
by
our
citizens
and
by
those
who
are
users
of
our
transportation
system
or
any
of
our
public
utilities.
C
It's
important
that
we
self
assess
when
we
are
on
the
eve
of
an
update
to
a
major
plan
update
so
on
the
heels
of
the
comprehensive
plan
preparation.
We
are
also
looking
forward
to
a
new
access,
minneapolis
10
year
action
plan
as
we're
doing
that.
It's
important
that
we
understand
how
we
did
on
our
first
access
minneapolis
action
plan,
which
was
prepared
ten
years
ago,
staff
has
taken
it
upon
themselves
to
prepare
this
assessment.
N
Good
morning
mr.
chair
committee,
members,
I'm
Kathleen
male
supervisor,
transportation
planner
in
the
transportation
planning
and
programming
division,
works
and
I'm
happy
to
come
forth
with
it's,
not
only
just
a
reflection
of
many
of
the
staff
in
transportation
planning,
programming
division.
Here,
but
really
we
worked
with
all
the
transportation
divisions
in
Public
Works
to
ensure
that
we
were
thorough
and
capturing
progress
made
to
date.
N
So
I'll
just
quickly
give
an
update
or
I'm
sorry
an
overview
of
access
Minneapolis
in
its
current
form.
Why
we
conducted
this
assessment,
expanding
a
little
bit
on
what
Robin
said,
components
of
each
plan
assessment
and
then,
as
we
look
at
how
we
plan
to
use
this.
So
currently,
there
are
six
components
of
access
Minneapolis
and
they
were
adopted,
starting
in
2007,
with
the
downtown
action
plan
followed
by
streetcar
planning
in
2008,
the
design
guidelines
for
streets
and
sidewalks.
N
The
citywide
action
plan
was
adopted
in
2009,
as
well
as
the
past
three
master
plan,
and
then
the
bike
master
plan
in
2011,
followed
by
the
protected
bike,
way
update
in
2015,
and
so
as
these
plans
were
set
to
guide
us
for
10
years,
we're
reaching
the
brink
of
their
expected
life.
I'll
say
so.
We
wanted
to
look
at
these
plans
to
evaluate
what
worked
and
what
didn't
and
why
things
didn't.
And
what
could
we
take
from
those
in
terms
of
looking
or
word?
N
We
as
well
as
collaborating
with
our
other
transportation,
related
divisions
in
Public
Works.
We
also
reached
out
to
our
different
agency
partners,
who
have
you
know,
partial
responsibility
for
the
implementation
of
some
of
these
items.
So
our
colleagues
at
Metro,
Transit
and
other
agencies
to
make
sure
that
we
were
capturing
the
full
body
of
work-
that's
been
completed
in
Minneapolis
over
the
past
number
of
years.
N
So
each
of
these
plan
assessments
we
did
one
on
each
of
the
six
different
plans,
as
well
as
an
executive
summary
trying
to
bring
it
all
together.
We
documented
what
the
major
accomplishments
were
a
few
examples
of
what
those
are
through.
The
different
plans
is
from
the
downtown
action
plan,
the
completion
of
mark
two
from
the
citywide
action
plan,
some
major
investments
in
transit,
including
35w
at
ninety
four
Bottineau
light
rail
Southwest,
light
rail
progress
on
the
ANC
lines
within
the
pad
master
plan.
N
We've
seen
a
lot
of
innovations
in
terms
of
that
street
improvements,
creation
of
a
new
sidewalk
marking
policy
and
the
creation
of
proposed
sidewalk
capital
project
programs
in
terms
of
the
bike
master
plan
and
the
protected
bike
way
of
doing
update,
we've
seen
a
real
proliferation
of
our
bike
network.
Since
the
plan
was
adopted
and
really
using
that
plan
to
help
guide
those
investments.
N
Our
Complete
Streets
policy
has
given
some
more
definition
and
guidance
to
support
the
work
or
the
the
different
guidance
outlined
in
our
design,
guidelines
for
streets
and
sidewalks
and
then
within
our
streetcar
planning
efforts,
the
creation
of
a
value
capture
district
to
really
advance
the
fun
available
for
a
potential
streetcar
line.
We
also
wanted
to
be
taken
honest
reflection
of
what
sort
of
shortcomings
we
saw
in
each
of
the
different
plans
and
to
varying
degrees
having
consistent,
measurable
action
items
in
each
of
the
different
plans.
N
Components
was
something
that
could
be
improved
upon,
as
well
as
more
clearly
articulating
the
responsibilities
for
different
action
items.
In
addition,
the
length
of
some
of
the
documents
we
could
improve
upon
that
next
time
in
terms
of
making
these
a
bit
more
concise
and
digestible
for
both
our
internal
and
external
stakeholders
to
really
grab
the
crux
of
the
information,
the
action
items
we
did.
N
We
did
document
the
status
of
the
different
action
items
in
each
of
the
plan
assessments
and
then
we
also
wanted
to
know
different
changes
that
have
happened
both
external
to
the
city
enterprise
as
well
as
internal,
and
how
those
have
influenced
the
implementation
of
these
plans.
So
some
examples
of
notable
external
changes
are
really
the
changing
land
uses
a
new
population
that
the
city
has
developed
over
experienced
over
the
last
10
years,
primarily
in
downtown
the
north
blow
up
town,
the
U
of
M
we've
seen
an
increase
of
our
twenty
five
thousand
residents.
N
There's
a
lot
of
new
national
guidance
that
didn't
exist
when
these
plans
were
originally
created,
specifically
the
work
done
by
the
National
National
Association
of
city
Transportation
officials,
that
really
are
urban
at
their
core
and
that's
had
a
big
impact
and
and
then
now
there's
a
real
focus
on
the
future
in
terms
of
automation,
electrification,
shared
mobility
and
and
in
a
lot
of
energy
around
those
topics
that
are
also
changing.
Some
of
the
internal
changes.
N
So
these
are
the
covers
of
the
six
plan
assessments
in
the
executive,
summary
they're,
all
online,
we're
all
about
10
or
so
pages
in
length
and
I
hope
they
guide
us.
You
know
in
the
year
years
plus
to
get
us
off,
starting
with
our
access,
update,
so
I'm
happy
to
answer
any
questions.
Anyone
might
have
Thank
You.
M
M
Well,
I
just
want
to
say
thanks
for
doing
this
review
of
access
Minneapolis,
it's
kind
of
funny,
because
when
I
was
first
elected,
that's
when
a
planning
process
itself
had
started
but
then
was
finalized
after
I
was
elected
starting
in
2000
six
and
it
just.
It
was
like
a
really
big
deal
and
I.
Don't
think
that
there
have
been
any
plan
of
this
type
before
in
the
Public
Works
Department.
So
it
was
really
taking
on
a
very
new
piece
of
work.
It
was
very
challenging
working
I
mean
this
is
sort
of
I.
M
Think
also
some
of
the
first
bigger
attempts
through
public
works
of
trying
to
understand
how
do
you
work
with
large
stakeholder
groups
and
try
to
figure
out
how
to
make
your
way
and
and
set
a
plan?
That's
a
future-oriented
plan,
instead
of
just
kind
of
reacting
to
immediate
things
that
you
need
to
do
so.
M
It
was
a
really
big
deal
and
and
I'm
really
glad
that
she
kind
of
called
this
out
by
doing
some
evaluations
and
recognition
of
the
different
plan
pieces,
then
that
took
their
own
life
and
got
developed,
and
so
it's
going
to
be
exciting.
As
a
just
a
resident
of
the
city
to
kind
of
see
what
you
do
moving
forward
with
the
next
iteration
and
clearly
you're
in
a
very
different
place,
now,
then
staff
was
in
the
kind
of
the
mid-2000s
in
trying
to
figure
out.
A
P
To
mr.
chair,
I
I
would
echo
those
comments,
but
I
also
just
want
to
highlight
a
couple
things.
First
of
all,
I
think
this
is
such
a
great
kind
of
step
to
take
as
we
launch
into
the
next
phases
of
developing
our
new
plans
for
transportation
in
the
city,
because
Mike
and
I
have
been
working
closely
with
the
mayor's
office
and
staff
on
our
Comprehensive
Plan
Update,
and
you
know
so
far.
P
I
don't
know
of
a
plan
in
the
country
that
so
centers
raise
equity
in
a
comprehensive
plan,
as
ours
has
so
far
and
I
expect
to
as
it
is
adopted
next
year
and
I.
Think
weaving
that
into
every
aspect
of
the
plan,
including
our
transportation
and
Public.
Works
systems
will
be
really
important,
and
so
I
just
wanted
to
highlight
that
piece,
and
especially
you
talk
about
how
our
transportation
system
is
interacting,
with
the
patterns
of
development
that
we're
seeing
in
our
city
and
so
far,
we've
seen
so
much
development
in
just
these
few
places.
P
P
So
if
we
only
define,
for
example,
projects
based
on
traffic
volumes
or
pavement
construction,
we're
never
really
reaching
those
goals,
and
that's,
what's
so
significant
in
groundbreaking
about
the
work
you've
done
baking
equity
into
our
20-year
streets.
Funding
proposal,
so
I'm
excited
to
see.
I
just
wanted
to
highlight
those
things,
because
we're
doing
some
of
the
best
work
in
the
country
in
the
city
of
Minneapolis
on
these
issues
and
I'm
excited
to
see
the
ways
that
it
kind
of
comes
to
life
in
this
next
phase
of
updating
our
plans.
P
If
you
could
comment
briefly
either
you
were
the
director
about
how
we're
what
the
plan
is
to
sort
of
revisit
our
system
plans
and
really
answer
the
call
for
more
engagement
that
we're
seeing
and
I
think
there's
a
benefit
to
doing
it
on
this
plan
level.
We're
right
now
we're
spending
so
much
time
and
energy
and
I
know.
We
all
appreciate
the
time
the
staff
10
that's
going
into
every
project
we
do
but
I
think.
N
Thank
You
mr.
chair
in
councilmember
vendor,
yes,
I,
think
public
engagement
is
going
to
be
a
key
component
to
this.
We
really
have
spent
just
this
context.
Last
you
know
half
a
year
to
a
year,
developing
these
plan
assessments
digging
in
deep
making
sure
we
understand
where
we're
at
in
order
to
understand
first
the
value
of
the
plans
and
then
again
our
footing
as
we
move
forward.
N
So
now
you
know,
starting
now
now
turn
our
direction
more
forward
and
not
to
say
we
have
a
thought
about
community
engagement
broadly,
but
we
don't
have
a
specific
plan
in
place
yet,
but
certainly
looking
toward
creative
engaging
ways
of
connecting
with
people
throughout
all
parts
of
our
community.
We
know
that
people
care
deeply
about
transportation
and
the
different
elements
thereof.
N
You
get
walking,
biking,
transit,
driving
people
care
right,
and
so
we
want
to
really
devise
a
plan
and
the
strategy-
and
it's
not
just
going
to
be
one
thing,
but
over
the
course
of
Hart
along
this
update,
takes
us
to
to
make
sure
that
people
feel
heard
and
people
feel
like
they
have
options,
voicing
their
opinion
and
see
that
they
have
been
heard
and
that
their
their
their
voice
is
articulated.
You
know
in
some
capacity,
so
I
don't
have
a
concrete
answer
at
the
moment,
but
it's
certainly
something
we're
aware
of
and
excited
to.
N
P
A
Any
further
comments
and
I'll
just
say
that
you
know
much
appreciated
time
to
do
something
like
this.
It's
very
I,
don't
know
this
is
a
real
world,
but
plan
early,
it's
just
taking
that
critical,
look
with
an
eye
to
saying
what
we
build
off
of
and
how
we
evolve,
but
also,
how
do
we
strategically
see
the
changes
and
challenges
and
opportunities
before
us
and
take
that
that
step
back
before
we
move
forward,
and
so
I
think
we're
in
that
moment
it
times
up
very
nicely.
A
It
was
a
really
good
catch
timewise
in
terms
of
the
cop
work
that
councilmember
bender
had
just
mentioned,
and
to
say
that,
as
we
move
to
our
piece
of
that
as
we're
simultaneously
driving
in
a
very
central
way,
the
land-use
policy
moving
forward,
which,
of
course,
our
comp
plan
is
going
to
be
way
beyond
land-use
at
this
point
in
time
and
and
to
have
that
central
place
that
the
department's
taking
upon
itself
and
in
council
leadership
in
terms
of
making
sure
that
these
aren't
silos,
we
are
having
a
comprehensive
plan.
That's
truly
comprehensive
transportation.
A
How
we
move,
how
we
operate.
How
we
function
is
right.
There
to
be
great
in
the
heart
of
that
and
then
in
terms
of
when
it's
go
time
when
we
do
get
back
to
our
plan
sets
and
what
we
do
implement.
We
have
our
own
document
to
do
that.
Implementation
work,
but
the
framework
is
completely
baked
into
the
comp
plan
and
we
have
kind
of
that
dual
thing
frameworks
and
action
and
that
I
think
is
gonna,
be
the
signature
of
the
department
moving
forward.
So-
and
this
was
a
key
key
critical
could
not
be.
A
It
could
not
have
pivoted
that
way
without
this
step.
So
this
work
is
very
incredible,
so
thank
you
for
it
with
that,
I
will
receive
and
file
the
presentation
of
a
six
plan:
assessment
of
the
city,
minneapolis
access
to
Neapolis,
10-year
transportation,
action
plan,
as
described
in
the
staff
presentation
all
in
favor,
say
aye
that
carries
final
item
26
the
city
of
Minneapolis
pedestrian
crash
study.
C
Mr.
chair
members
of
the
committee,
Public
Works,
has
been
working
on
this
pedestrian
crash
study
for
about
a
year.
We
are
first
and
foremost,
an
organization
that
is
data-driven
and
as
much
as
we
are
adapting
to
changing
expectations
about
community
engagement
and
the
kinds
of
conversations
that
we
have
in
the
amount
of
conversations
that
we
have.
C
We
are
also
spending
more
time
using
data
to
inform
our
decisions.
I
want
to
thank
you
again
for
your
leadership
on
making
a
strong
statement
and
commitment
to
vision,
zero
at
its
heart.
It
is
built
on
good
data
and
what
we
lacked
was
the
essential
information
about
pedestrian
crashes.
In
order
to
begin
our
efforts
on
vision,
zero,
we
plan
to
work
very
intently
and
intensely
with
our
community-based
organizations
and
those
around
us
that
we
know
care
deeply
about
safety
on
our
streets
and
we
will
be
hopefully
beginning
that
work
quickly
in
2018.
C
In
the
meantime,
we
are
increasing
our
understanding
of
where
we
have
problems
and
especially
related
to
pedestrian
crashes.
So
today,
the
culmination
of
a
lot
of
work
on
the
part
of
Steve
moseying
and
his
team
and
John
were
chess
in
the
Traffic,
Division
and
assisted
by
Kelsie
vote
from
transportation
planning
and
programming
or
happy
to
present
the
results
of
pedestrian
crash
site.
Q
Pedestrian
crash
study
is
essentially
a
look
back,
a
10-year
period
of
crashes
involving
pedestrians
in
Minneapolis.
It's
a
combination
of
several
plans,
policies
and
initiatives
that
have
led
this
endeavor
and
highlight
walking,
including
the
pedestrian
master
plan,
the
Complete
Streets
policy
and
recently
the
commitment
division
zero.
It
acknowledges
that
we
are
all
pedestrians
at
some
point
in
our
day
and
their
history,
as
veterans,
are
among
the
most
vulnerable
of
users
on
our
system.
Q
It
gives
us
a
better
understanding.
It
seeks
to
give
us
a
better
understanding
of
where
crashes
are
occurring,
provides
the
more
context
and
identify
trends
for
the
contributing
factors
surrounding
whose
crashes
it
gives
us
a
very
Broadview,
and
the
findings
will
be
invaluable.
As
Ivan
said,
moving
forward
in
our
planning
and
our
design
work.
R
For
D
mr.
chair
members
of
the
committee,
Steve
Mills
and
traffic
operations
engineer
for
public
works,
so
what
I'll
first
do
before
we
get
into
the
data
from
the
study
is
to
talk
a
little
bit
about
the
national
trends
and
then
the
state
trends
so
nationally
pedestrian
crashes
are
on
the
rise.
We
hit
this
low
point
in
2009,
but
since
then
at
we
they've
been
rising
and
between
2010
and
2015
about
a
25%
increase
nationally
in
pedestrian
crashes.
R
R
It's
a
little
bit
about
the
state
trends
state
trends
again
those
are
increasing
both
from
a
pedestrian
standpoint
and
a
overall
all
mode
type
on
a
crash
respect.
So
those
are
also
going
up
what
you
see
it's
kind
of
a
busy
graph.
But
what
you
see
on
the
green
dashed
line
is
the
number
of
pedestrian
crashes
in
the
state
of
Minnesota.
What
you
see
a
solid
blue
line
is
number
of
all
crashes
in
the
city
of
Minneapolis.
That
would
include
also
freeway
crashes
and
occur
in
the
city.
R
What
you
see
at
the
bottom
is
pedestrian
crashes
in
Minneapolis.
So
the
point
of
this
graph
is:
when
you
see
statewide
craft
pestering
crashes,
go
up
crashes
in
the
city.
Go
up.
The
pedestrian
crashes
in
the
city
are
stayin
relatively
stable,
not
seeming
to
follow
the
trend
that
the
other
types
of
crashes
are
than
are
occurring,
and
also
what
the
pedestrian
crashes
within
the
state.
R
It's
a
little
bit
about
the
study
now
throughout
the
presentation,
you'll
see
a
lot
of
references
to
the
tenure
data
set
into
the
3-year
data
set,
so
the
3-year
data
set
is
we
took
approximately
880
crash
reports.
That's
the
paper
reports
that
you
received
from
the
authorities
with
regard
to
what
happened
during
the
crash
and
from
that
report
we
can
tell
how
to
get
a
lot
of
information
and
the
location
of
the
pedestrian.
When
the
crash
occurred,
the
pre-existing
maneuvers
of
vehicles,
we
can
get
a
lot
more
detailed
information.
R
With
regard
to
evaluating
crashes,
what
we
did
attempt
to
do
as
part
of
the
study
was
look
at
crashes,
that
aren't
reported,
and
it's
it's
going
to
continue
to
be
a
challenge
to
do
that.
But
what
we
did
do
is
get
the
hospital
records
and
match
those
against
the
crashes
that
reported
and
the
hospital
records
where
a
crash
was
reported,
and
there
is
a
gap
and
that's
contained
in
more
detail
in
the
report.
R
So
compiling
all
this
information
and
then,
if
you
see
at
the
bottom
you
can
see
this
is
the
tenure
data
set.
Approximately
80%
of
all
pedestrian
crashes
occur
on
10%
of
roadways
within
the
city
and
about
75%
of
all
major
crashes
and
when
I
say
major
I
mean
fatality
in
incapacitating
injury,
crashes
occurring
5%
of
the
streets.
R
So
a
few
of
the
key
findings
and
there's
a
lot
of
findings
within
the
report.
These
are
just
ones
that
I
pulled
out
to
show.
But
there's
a
you
know:
it's
a
99
page
report.
It
has
a
lot
of
information
in
it
is
streets
with
fewer
lanes,
do
a
fewer
pedestrian
crashes.
So
if
you
looked
at
the
graph
on
the
left,
you
look
at
the
difference
between
a
one
lane
to
Lane
and
three
lane
one-way
street.
You
can
see
as
you
go
up
in
lanes.
R
You
also
go
up
and
crashes,
and
the
same
applies
to
a
two-way
street.
Two
lanes,
the
four
lanes
you
do
increase
in
crashes
per
mile,
also
with
regard
to
vehicle
speeds,
and
this
matches
national
trends
as
well.
On
the
lower
speed,
you
got
the
lower
percentage
of
severe
crashes
you
have.
So
if
you
look
at
the
25
mile
an
hour
last
six
percent
and
you
kind
of
stair
up
30
miles,
it
gets
a
little
higher.
35
gets
a
little
higher
40
to
50.
It
gets
a
little
higher.
R
We
just
don't
have
a
lot
of
roadways
with
50
phone
on
our
speed
them.
It's
that
we
manage
I
know
the
freeway
system
has
55
mile
an
hour's,
but
that's
not
part
of
the
question
crash
study
that
we
did
so
it's
the
data
is
kind
of
skewed
there,
but
for
the
most
part,
as
you
increase
in
speed,
the
increasing
your
severity
of
crashes
in
the
city.
R
So
most
crashes
happen
at
intersections
on
85%
of
crashes
happen
in
intersections,
that's
all
intersections
are
7,500
or
so
in
the
city
and
then
the
other
remaining
15%
APNIC
member
at
the
mid
block
areas
of
the
speech
system.
Again
this
is
the
tenure
data
set
of
those
intersections
where
crashes
are
happening.
68%
of
those
are
at
signalized
intersections.
R
So
now
we
get
into
the
three-year
data
set.
This
is
the
data
set
that
we
look
more
intently
at
looked
at
locations
on
where
things
were
located:
customs,
okay
to
the
vehicles
allocated
pre-crash
maneuvers
things
like
that
of
the
at
the
signalized
intersections
on
84
percent
of
the
time
pedestrian
was
in
the
crosswalk,
a
ton
signalized
intersection,
the
best
ones
in
the
crosswalk
55%
of
the
time.
You
have
a
couple
percentages
that
are
outside
the
intersection
itself
and
in
our
there
is
a
small
percentage
where
it
was
just
based
on
the
police
report.
R
So
a
couple
other
key
findings
is
I
thought
it
was
interesting
with
regard
to
the
no
turn
on
red
was
about.
20
percent
of
our
signalized
intersections
have
no
turn
on
red
signs
installed,
but
that
is
not
percentage-wise
reduce
the
number
of
turn
on
red
crashes,
also
it
hasn't
overall
reduced
and
crashes,
and
when
you
compare
those
intersections
with
no
turn
on
red
and
the
ones
without
a
no
turn
on
red.
R
R
R
There's
many
of
these
I
just
took
out
the
top
three,
so
you
got
as
far
as
a
vehicle
maneuver,
and
this
is
what
the
vehicle
is
doing
prior
to
the
crash
actually
happening
so
vehicle
following
the
roadway
the
most
for
for
a
vehicle,
pre
maneuver
vehicle
making
a
left
turn
a
closed
second,
and
that
a
vehicle
making
a
right
turn
is
within
our
top
view.
Again,
then,.
R
Whole
list
of
this,
these
are
just
the
top
three
I'm
interesting
with
the
pre-crash
maneuver
for
capacity,
and
so
this
is
something
the
pest
means
doing
prior
to
the
crash
dress
being
crossing
with
the
traffic
signal.
So
that's
the
number
one
by
far
pedestrians
crossing
your
door,
you
don't
in
the
traffic
on
a
pedestrian
to
cross
without
signal
or
cross
block.
So
these
are
the
pre-crash
maneuvers
of
vehicles
on
the
top
graph
and
then
pedestrians
on
the
bottom
graph.
R
So
using
the
three
year
data
set
we
looked
at
in
not
all
crash
reports
signify
fault,
it's
not
actually
it's
not
contained
in
in
crash
reports.
Much
at
all,
so
we
have
to
take
those
crash
reports,
analyze
them
and
make
any
determination
as
to
who's
at
fault.
In
some
cases,
actually,
both
a
pedestrian
in
the
motor
vehicle
are
at
fault.
The
motor
vehicle
driver
art
fault,
some
cases
we
just
can't
tell,
but
in
most
cases
the
motor
vehicle
driver
is
about
62
percent
of
the
time.
R
R
Half
percent
of
our
signal
system
have
lead
and
festering
in
the
whole,
but
they
make
up
3%
of
our
pedestrian
crashes.
There's
a
lot
of
things
that
can
be
said
about
that
on
these
intersections
that
we
have
is
app
just
have
a
lot
of
pedestrians
there
so,
but
we'll
dig
a
little
deeper
into
the
data
and
keep
watching
that
data.
R
You
can
see
an
obvious
reduction
in
pedestrian
crashes
after
installed
Yelp
at
that
intersection,
so
flashing,
yellow
arrows,
that's
something
you
see
mostly
outside
the
city
with
regard
to
signal
operations
and
that's
hopefully,
everyone's
aware
of
it.
It's
when
the
yellow
arrow
flashes
to
allow
for
a
permissive
left
turn
at
a
signalized
intersection.
We
got
a
handful
of
complaints
from
the
public
with
regard
to
this
operation
and
how
it
impacts
peds.
R
So
we
took
a
little
bit
of
a
deeper
look
at
it
and
again
it's
something
that
you
can't
really
draw
a
conclusion
on,
because
there's
not
a
lot
of
data,
but
something
we
will
continue
to
monitor
because
he's
flashing,
yellow
arrow
systems
make
up
half
percent
of
our
signal
system
what
they
account
for
1%
of
our
pedestrian
crashes
and
then
finally,
something
we're
gonna
watch.
Furthering
the
illustration
on
the
right
shows
our
existing
parallel
zebra
cross,
lock
system
prior
to
the
I'm,
transforming
those
all
3,700
crosswalks
the
zebra
crosswalks
this
year.
R
So
I
would
say
that
that
the
graph
on
the
right-
maybe
not
enough
data,
to
draw
a
conclusion,
but
we'll
be
looking
at
how
the
system
operates
with
our
new
crosswalks,
because
all
of
them
have
been
changed.
So
a
fairly
simple
data
set
and
they
were
changed
this
year
and
to
see
how
pedestrian
crash
has
resolved
from
these
types
of
crosswalk
markings.
So
we.
G
B
B
R
There
are
a
number
of
those
intersections
out
there.
I
would
say
that
what
the
data
compared
is
the
before
and
after
of
the
well,
both
the
before
and
after,
but
also
in
correlation
with
the
other
other
intersections
in
the
city
and
and
the
before
after
is
somewhat
inconclusive.
I
think
we've
implemented
an
LP.
I
leading
pedestrian
turn
over
about
15
intersections,
and
you
know
there
are
a
couple
intersections,
Hennepin
and
Lake,
where
we
see
I'll,
say
positive
results
with
reduction
and
festerin
crashes.
P
R
The
problem
at
the
intersection,
but
that
pertains
to
the
pedestrian
crash,
type
and
Hennepin
Lake
left
turn
pedestrian
crashes,
4th
and
15th
turning
crashes,
so
I
think
the
LPI
addressed
those
specifically
that's
what
nationally
the
LPI
has
been
proven
to
do,
but
other
intersections
it's
just
it's
just
fluctuated
for.
You
can't
really
draw
a
conclusion.
Hopefully
that
answer.
M
M
Fascinating
report
I
haven't
made
my
way
through
the
whole
actual
report,
but
I
intend
to
take
a
look
I'm
sure
as
you
don't
need
it
like
say
this
now,
but
some
of
this
information,
just
in
your
summary,
was
surprising
to
me
as
a
kind
of
non
engineering
professional.
You
know
that
this
majority
of
the
so
I
don't
know
if
it
was
surprising
or
not,
but
this
majority
of
crashes
happening
where
we
actually
have
some
control
of
traffic
right
at
intersections
and
with
traffic
signals.
So
that
was
very
interesting
to
me.
I
don't
know.
M
Yeah
so
so
anyway,
I'll
be
very
curious
to
see
kind
of
how
we
develop.
What
are
the
actual
recommendations,
then,
for
how
to
address
this,
because
these
are
already
places
where
there
has
been
some
investment
and
clearly
that
investment
is
not
protecting
the
pedestrian
so
anyway,
I
find
that
absolutely
critical
and
I
no
of
kind
of
what
you're
finding
through
the
study
that
you
directed
here
in
Minneapolis
matches
up
to
other
studies
happening
around
the
country
or
kind
of
how,
on
the
leading
the
edge
of
this
important
work
that
we
are.
M
Someone
had
just
sent
to
me.
Actually,
one
of
the
maps
in
your
report
that
again,
I
haven't
made
my
way
fully
through
the
report.
Yet
that
shows
more
of
the
actual
locations
of
the
of
high,
where
you
have
kind
of
higher
percentages
of
pedestrian
crashes,
which
seemed
to
match
up
with
racially
concentrated
areas
of
poverty.
And
so
you
know
anyway,
I
think
that's
also
just
very
important
information
to
pull
out
and
look
at
also
as
this
overlaps
with
our
20-year
capital
investment
plan.
M
So
this
kinda
goes
to
the
importance
of
kind
of
continuing
to
really
dig
in
and
relook
at
kind
of
how,
and
why
are
we
making
investments
and
are
we
doing
those
investments
in
a
way
that
does
sort
of
our
most
important
job,
which
is
which
is
safety
great,
so
I
mean
usually
as
a
the
city,
you
kind
of
say:
safety
always
takes
preeminence
right,
almost
over
almost
everything,
so
so
anyway.
I
think
that's
important
to
kind
of
get
further
feedback
from
staff,
and
and
also
you
know
so
how
this
this
report?
M
What
what
are
those
key
additional
learnings
beyond
the
ones
that
were
again
absolutely
critical,
fascinating
information
that
you
shared
here,
but
it
seems
like
they'll
even
more
in
this
very
deep
report
and
also
how
does
this
overlap
with
ways?
We've
already
made
a
commitment
to
invest
in
the
city
in
important
ways,
and
so
how
does
this
help
direct
our
investment.
A
P
P
With
our
commitment
to
vision,
zero
is
figuring
out
how
we
do
the
other
side
of
that
investment,
which
is
the
more
proactive
particularly
around
pedestrian
safety,
targeted
intersections
or
corridors
where
we're
seeing
high
crash
rates
and
I.
Think
part
of
our
challenge
is
a
lot
of
these
seems
to
be
county
roads.
So
there's
a
multi-jurisdictional
approach
that
we
need
to
work
with
our
partners
at
the
county,
so
I
just
wanted
to
observe
that
you
know
number
them
are
in
my
ward
and
there
are
the
major
arterials.
P
Sometimes
we
put
a
Safety
Improvement
down
that
you
know
so
these
bike
lanes
on
26th
and
28th
Street
staff
will
remember
that
the
impetus
of
that
project
was
really
a
pedestrian
safety.
You
know
call
for
pedestrian
safety
improvements,
much
farther
east
than
my
ward,
and
so
those
corridors
were
improved
with
a
bicycle
lane,
as
partly
a
traffic
calming
and
pedestrian
safety
improvement
that
spanned
the
whole
city
on
one
of
our
highest
crash
corridors.
But
you
know
explaining
that
to
constituents.
P
Let's
see
a
bike
lane
out
there
is,
you
know
it's
a
little
bit
challenging,
sometimes
when
they
just
see
that
infrastructure
improvement,
so
I
think
kind
of
lifting
up
these
major
corridors
while
we're
seeing
such
intensity
of
crashes
as
councilmember
Glidden
noted
a
lot
of
them.
I
did
see
we're
also
in
the
recently
concentrated
areas
of
poverty
and
not
always
in
the
most
populated
in
dense
parts
of
our
city.
The
ones
in
my
word,
of
course,
are
but
in
in
North
Minneapolis.
We
have
pretty
high
crash
rates,
considering
the
lower
density
of
population
there.
P
R
B
Remember,
Gordon,
yeah
I
really
appreciate
the
report
and
analysis.
I
think
this
is
really
helpful
and
also
seeing
that
some
intersections
got
looked
at
really
carefully
and
some
of
the
corridors
did
I
actually
had
to
print
the
whole
thing
out,
because
it's
just
too
hard
to
try
to
look
at
it
online
and
go
back
and
forth
and
I
know
it's
a
lot
of
pages,
but
it's
a
great
free.
Take
it
home.
I
recommend
it
I.
Think
residents
may
really
want
to
look
at
this
and
study
it.
Further
too.
B
I
was
curious
about
some
of
the
information
like
about
some
of
the
corridors.
Maybe
Franklin
Avenue
I
was
trying
to
recall.
Did
we
do
lane
reductions?
There
did
we
see
any
improvements
when
we
did
that
we
hear
a
lot
about
the
double
threat,
triple
threat
and
all
of
this,
and
so
many
turning
lanes
even
causing
problems
so
and
I
I'm
curious.
B
If
you
noticed
any
differences
with
any
of
the
changes
that
we
made
over
the
10-year
period
with
the
crashes
it
sort
of
looked
like,
we
didn't
because
it
looked
like
there
was
an
uptick
more
recently
on
a
lot
of
these,
but
I
think
that
might
give
us
more
of
a
foundation
for
future
changes.
If
we
said
oh,
we
did,
and
cedar
is
another
one
that
and
27th
and
cedar
is
a
bad
intersection.
That
surprised
me
it's
it's
not
a
lot
of
traffic,
typically
on
27th
cedar
must
be,
and
so,
but
it
did.
R
Of
a
community
councilmember
Gordon
I'll
say
that
first,
with
regard
to
the
report,
the
ten
year
data
span
is
probably
your
most
valued
look
at
a
corridor
such
as
Franklin,
and
we
have
all
this
data.
You
know
in
a
database
now
with
a
with
a
GIS
backdrop
that
we
can
throw
and
make
you
know
not
just
the
queries
that
you
already
see
in
the
report,
but
many
other
queries
that
we
can
think
of
how
long
the
way.
So
they
get
to
your
question
with
regard
to
two
Franklin
or
maybe
any
other
street.
R
Sometimes
when
the
streets
improved
in
that
ten-year
data
set,
it
doesn't
account
for
the
improvement
piece
because
also
before
it
was
improved.
That
data
is
also
in
that
data
set
and
so
would
be
having
to
confine
that
date
or
the
street
was
improved
and
looked
at
it
from
that
end
of
things
and
take
off
the
data
from
will
not
take
it
off
but
separate
the
data
from
when
it
wasn't
improved.
R
The
only
thing
I
can
say
is
from
an
observation
standpoint,
and
without
the
data
in
front
of
me
is
you
know,
you
know
the
piece
of
Franklin
from
the
river
to
approximately
Chicago
I
don't
seem
to
get
as
many
calls
on
that
stretch
of
roadway.
Since
you
know
the
segments
between
Chicago
and
Bloomington
was
improved
some
some
time
ago.
I
think
you
know
maybe
even
15
years
ago,
and
then
the
other
section
went
down
to
one
lane.
B
A
Thank
you,
questions
or
comments.
I
agree.
This
isn't
great
for
our
broader
policies
like
vision,
zero,
but
as
mentioned
it's
just
there
for
any
specific
sort
of
project
or
intersection
or
constituent
concern.
We
can
now
draw
upon
that
datasets
bring
it
up
and
bring
it
to
bear
on
any
conversation,
particularly
with
our
constituencies
as
complement
or
what
might
not
be
apparent
based
on
for
lack
of
a
better
term
sort
of
folk
intuition
about
what
an
intersection
or
Street
might
need.
Design-Wise.
We
have
some
data
now
to
infuse
in
that
conversation
and
I
think
that
work.
A
This
will
just
be
the
gift
that
will
keep
on
giving
for
all
those
specific
project-based
conversations,
in
addition
to
how
it
tees
up
are
more
ambitious,
larger
policy
framework
with
vision,
zero
and
you
know
for
what
would
normally
be
a
sort
of
dry
data
subject
matter.
You've
got
raving
reviews
of
this
row
book
review
panel.
It's
it's
a
hard
copy,
worthy
I,
think
member
Glidden
said
it
was
fascinating,
so
I
think
well
done,
and
thank
you
with
that.