►
From YouTube: March 13, 2018 Transportation & Public Works Committee
Description
Minneapolis Transportation & Public Works Committee Meeting
A
Good
morning,
I'll
call
this
meeting
to
order
it's
a
regularly
scheduled
meeting
of
the
Transportation
and
Public
Works
Committee
this
day,
March
13th
2018
I'm,
chair,
Reich
I
will
be
proceeding
with
today's
agenda
joined
by
my
colleagues,
council
members,
Johnson,
bender
and
Gordon.
We
are
a
quorum
and
will
proceed
with
our
ten
items.
A
We
have
discussion
items,
public
hearings
and
consent
items
I'll
go
through
the
consent
items
first,
any
committee
member
can
call
them
for
further
consideration
if
they
wish
item
the
first
consent
item
item
4
is
the
Brooklyn
Boulevard
reconstruction
project
and
that's
a
cooperative
agreement
with
the
city
of
Brooklyn
Center
item
5
is
a
request
for
proposals
for
industrial
electrical
engineering,
planning,
design
and
construction
services
item
6.
Is
the
contract
with
Metro
transit
for
route
5
transit
signal
priority
item
7?
Is
the
Metropolitan
Council
environmental
services
with
water
reuse
related
amendments
to
the
water
resources
planning?
A
These
are
comments
from
our
staff
item.
8
is
the
bid
for
they're
doing
campus
sanitary
sewer
improvements
and
that's
accepting
the
low
bid.
Does
anyone
wish
to
pull
an
item
for
consideration,
seeing
none
all
in
favor,
say
aye
SNT
name?
Those
items
were
forward
to
full
council
will
now
go
into
the
public
hearing,
starting
with
item
1,
which
is
the
mid-city
industrial
street
reconstruction
project.
Good
morning,
director
Hutchinson
good.
B
C
Morning,
good
morning,
mr.
chair
and
members
of
the
committee
today
I'm
here
presenting
for
the
public
hearing
for
the
Mid
City
industrial
reconstruction
project
city
project
number
22
92,
the
Missis
industrial
project
was
identified
for
reconstruction
due
to
aging
infrastructure,
poor
pavement
conditions
and
a
lack
of
pedestrian
facilities.
City
Council
provided
layout
Whoville
for
the
Mid
City
industrial
project
on
November
3rd
of
2017
prior
to
their
approval
city
staff,
conducted
numerous
outreach
activities
throughout
the
planning
and
design
of
the
project.
C
There
was
three
meetings
held
at
the
Mid
City
industrial
Business
Association,
as
well
as
an
open
house.
Furthermore,
city
staff
conducted
individual
meetings
with
numerous
property
owners
and
property
managers
during
the
design.
Public
Works
was
guided
by
the
city
and
state
design
guidelines
such
as
access,
Minneapolis
and
state,
a
design
manual
to
make
recommendations
tailored
to
the
context
of
the
mid-city
project
area.
The
design
incorporated
the
need
for
pedestrian
facilities
due
to
the
large
sidewalk
gaps
in
the
area.
C
Understanding
the
mixed-use
nature
of
this
area,
city
staff
identified
opportunities
for
greening
along
the
project
corridor
and
finally,
city
staff
evaluated
the
operational
use
of
each
street
segment
in
order
to
ensure
access
to
individual
businesses.
This
involved
turning
movements
in
and
out
of
all
commercial
of
driveways,
with
that,
the
proposed
project
consists
of
reconstructing
approximately
2.2
miles
of
streets
in
the
mid-city
industrial
area
located
in
Northeast
Minneapolis.
C
The
project
includes
Arthur
Street,
northeast
Cleveland,
Street,
northeast
Hoover,
Street,
northeast
Kennedy,
Street,
northeast
R,
Street,
northeast
Taft,
Street,
northeast
and
traffic
Street
north
excuse
me
and
finally,
winter
Street
northeast.
As
you
can
see
a
lot
of
street
segments
in
this
area.
The
numbers
of
the
project
include
new
sidewalks,
88,
compliant
curb
ramps,
new
pavement
with
curb
and
gutter
and
utility
improvements.
The
project
also
includes
some
boulevard,
trees,
signal,
improvement
and
signage.
C
The
total
project
cost
is
22
point:
2
million
the
total
of
Street
reconstruction
assessment
for
the
mid-city
Industrial
reconstruction
project
is
7
million
three
hundred
forty
four
thousand
two
hundred
sixty
eight
dollars.
This
is
based
on
our
2018
uniform
assessment
rates.
The
rest
of
the
rest
of
the
funding
sources
include
cash
transfers,
net
debt
bonds,
stormwater
revenue,
sanitary
revenue
and
water
revenue.
With
that
into
ambassador
days,
public
hearings,
city
staff
hosted
a
pre-assessment
meeting
to
provide
an
overview
of
the
project,
discuss
planned
improvements
and
answer
any
questions
related
to
assessment
method
and
process.
C
This
meeting
was
held
in
March
5th
today,
public
hearings,
axing
City
Council
to
pass
resolutions
or
during
the
work
to
proceed,
adopting
the
special
assessments
authorizing
the
sale
of
assessment
bonds
and
authorized
the
abandonment
and
removal
of
Airways
in
conflict
with
the
project.
With
that,
I
conclude,
our
presentation
else
stand
by
for
any
questions.
Other.
A
Any
questions
per
the
staff
presentation
I
see,
none
I
will
then
open
the
public
hearing,
and
this
is
public
hearing
for
item
number
1,
mid-city
industrial
we
do
have.
People
who
signed
in
I
will
go
in
order.
I
can
come
forward
and
state
your
name
and
address
for
the
record,
starting
with
mr.
Charlie
nester
a.
D
E
D
For
401
Stinson
and
four
or
five
one
Stinson,
which
is
the
Kia's
deli
and
Empire
bakery
Hillcrest
development,
we've
we've
provided
the
objection
letter
to
protect
our
rights
going
forward.
Our
attorney,
of
course,
put
in
their
various
language
regarding
the
assessment,
I
guess
I'm
here
really
to
speak.
In
terms
of,
we
appreciate
the
process
that
Public
Works
has
gone
through
as
a
long
time,
property
owner
and
developer
in
Northeast
Minneapolis.
At
one
time
we
we
pretty
much
touched
every
building
that
is
being
assessed
here.
D
We
put
in
most
of
the
infrastructure
most
of
the
sidewalks
over
the
last
few
years,
and
our
biggest
concern
is
that
the
value
that
we
placed
at
our
properties
in
question
has
not
been
addressed
or
reflected
in
the
assessment
we
do
have.
Sidewalks
we've
updated
sidewalks,
we've
updated
our
infrastructure.
We
are
right
at
the
corner,
we've
been
at
all
the
meetings.
We've
expressed
our
question
as
to
how
that
will
be
credited,
and
we
certainly
are
not
questioning
the
value
of
some
of
the
improvements.
D
We
are
we're
questioning
all
the
necessary
assessment
for
all
the
improvements
and
we
would
look
for
the
public
works
to
look
on
a
person
by
parcel
basis.
Maybe
they
have
done
so
and
they've
provided
a
different
credit
or
evaluation,
but
there's
been
no
supporting
information
to
reflect
that
and
with
that
I'm
happy
to
answer
any
questions
and
just
the
one.
One
last
item
we
are
concerned
here
is
we
own
a
lot
of
other
buildings?
We
are
working
on
legacy
streets
in
Northeast.
D
We
have
where,
in
most
of
the
neighborhoods
that
is
represented
by
the
council
here
and
and
we
we
know
all
those
roads
at
some
point
are
going
to
need
to
be
touched
and
we've
done
millions
of
dollars
of
infrastructure
improvements
to
those
streets,
and
if,
if
this
is
an
example
of
where
those
those
passed
infrastructure,
improvements
made
by
the
ownership
are
not
going
to
be
included
or
credited,
then
it's
a
strong
concern
of
ours
going
forward.
Thank.
A
F
F
Basically,
looking
at
all
the
Westside
operations
on
Arthur
Street,
we
have
six
driveways
ingress
and
egress
on
Arthur
Street.
It's
all
industrial,
there's,
no
commercial,
there's,
no
residential.
It's
been
operating
as
an
industrial
zoned
parcels
as
a
whole
for
over
a
hundred
years,
and
yet
my
concern
is
not
the
cost,
because
we
will
love
a
new
street.
We
love
a
new
road.
We
love
new
curbs.
We
love
everything
that
you're
offering
and
my
concern
is
safety
you're,
inviting
pedestrian
traffic
to
a
heavy
heavy
traffic,
ingress
and
egress
with
tractor
trailers.
F
Our
equipment
is
over
40,000
pounds
on
our
beds
and
you're
inviting
pedestrian
traffic
with
our
weather
here
in
Minnesota
keeping
those
sidewalks
cleared,
and
besides
that
point,
our
West
Side
has
all
the
utility
poles
running
up
and
down
that
side,
so
you're
going
to
put
sidewalks
in
with
all
the
utility
poles
and
you're
gonna
invite
pedestrian
traffic
I
I.
Just
this
is
where
common
sense
meets
policy.
A
G
Mr.
chair
councilmembers,
Michael
Mattingly
I'm
here
with
Kay
McCarran
LLC
I'm,
an
attorney
who
represents
them:
property
owner,
815
type,
Street,
743,
tak,
Street,
801
cat
street
and
2608
Broadway,
Street,
northeast
I.
Think
Charlie
and
Joel
have
made
a
lot
of
the
points
that
I'd
like
to
make
related
to
the
industrial
character
of
the
area.
G
We
have
a
property
that
will
definitely
benefit
to
some
agree
from
a
level
of
improvements.
I
think
that
our
concern
is
the
level
of
assessments
and
the
extent
to
which
that
level
of
assessments
is
disproportionate
to
the
value
that
will
be
added
to
our
property.
By
some
of
these
improvements,
in
particular,
some
of
the
pedestrian
oriented
improvements
in
an
industrial
oriented
area,
we.
I
We
understand,
there's
improvement
in
infrastructure,
but
this
is
an
industrial
area
and
has
it
been
in
industrial
areas
for
the
preceding
hundred
years,
as
Joel
and
Charlie
have
stated,
the
our
building,
where
we
currently
reside,
was
redeveloped
in
1987,
so
we've
been
in
the
current
location,
almost
31
years,
and
the
infrastructure
additions
of
pedestrian
sidewalk
to
the
east
side
of
our
building,
which
is
a
full
industrial
square.
Along
with
the
truck
traffic,
is
that
Taft
is
a
major
truck
truck
route.
I
Raises
a
great
safety
concern
for
us
and,
as
stated
by
some
of
the
other
participants,
the
assessed
values
as
compared
to
the
infrastructure
value
increased
to
the
main
property
owners
in
the
area
is
disproportionately
in
balance
that
we
believe,
so
we
would
strongly
suggest
the
City
Council
greatly
taken
under
advisement.
It's
not
in
the
interest
of
business
development
in
this
type
of
infrastructure.
Addition
in
this
area
of
the
city.
A
Thank
you,
that's
the
last
one
signed
in
is
anyone
else
wish
to
come
forward
and
give
testimony
and
make
public
statement
and
wish
to
come
forward.
See
none
I
will
close
the
public
hearing
and
just
ask
staff
to
address.
Maybe
a
couple
themes
that
have
been
popped
up:
one:
the
standards
by
which
we
have
our
Complete
Streets
policy,
superimposed
in
an
industrial
area.
A
C
Thank
you,
I
guess,
going
to
the
first
question
concerning
Arthur
Street,
their
interpretive
sidewalk.
We
did
meet
with
gentlemen
during
our
kind
of
a
preliminary
stage
of
the
project
and
through
a
design.
As
I
mentioned,
my
introduction,
the
the
design
incorporate
the
need
for
pedestrian
facilities
due
to
the
large
sidewalk
gaps
in
the
area.
C
Currently,
pedestrians
are
walking
the
street
today,
alongside
semis
and
large
vehicles,
which
is
a
safety
hazard
for
the
city,
but
in
terms
of
providing
sidewalks
both
side
of
the
street,
its
city
practice
to
provide
you
know
a
list,
there's
any
right
away
constraints
or
any
engineering
constraints.
We
try
to
provide
based
on
access,
Minneapolis,
our
city
policies,
to
provide
sidewalk
on
both
sides
of
the
street.
C
H
H
There's
the
only
thing
I
would
add
to
that
is
because
we're
the
assessments
are
calculated
based
on
the
uniform
assessment
rates
and
not
the
value
of
the
project.
Whether
the
sidewalk
is
included
or
additional
infrastructure
is
added,
it
doesn't
impact,
it
doesn't
affect
the
amount
that
each
property
owner
will
be
assessed.
Oh
that's.
A
A
So
are
you
our
uniform
assessment,
read
I
think
achieves
that
that
standard
and
then,
of
course,
any
question
about
the
valuation
for
the
assessment
that
can
be
meted
out,
probably
through
the
appeals
process,
which
would
be
open
to
anyone
who
registered
a
complaint
today
with
that,
if
there's
no
further
discussion,
I
would
move
the
item
estimated
by
staff
all
in
favor
say
aye,
centi
name.
Thank
you.
We
now
can
move
to
item
2,
which
is
the
Nokomis
area
residential
street
resurfacing,
project,
approval
and
accessibility,
director
hutchinson.
B
J
Morning
mr.
chair
members
of
the
committee,
Mike
Kennedy
I'm,
the
director
of
transportation,
maintenance
and
repair
for
public
works,
we're
here
today
to
start
what
will
be
a
long
parade
of
resurfacing
projects
that
will
come
before
you
for
the
public
hearings
on
February,
9th
2018,
the
City
Council
designated
the
location
streets
and
improvements
proposed
to
be
made
in
the
2017
street
resurfacing
program.
The
Como's
residential
area
was
included
in
that
designation.
J
The
dakotas
Nokomis
area
residential
project
is
bounded
by
East
Minnehaha
Parkway
on
the
north
40th
Avenue
south
on
the
south,
on
the
East
50
4th
Street
East
on
the
south
and
34th
Avenue
south
on
the
West.
That's
a
tongue
twister
and
are
all
local
city
streets.
This
area
was
last
paved
in
1985.
The
project
streets
are
anticipated
to
be
resurfaced
in
the
spring
of
2018.
J
The
cost
estimate
of
1
million
$108,000
thousand
three
hundred
forty
three
dollars
for
this
project
consists
of
one
hundred
and
sixty
two
thousand
seven
hundred
sixty
two
thousand
seven
hundred
seventeen
in
net
debt
bonds
and
nine
hundred
and
forty
five
thousand
six
hundred
and
twenty
six
and
special
assessments.
The
proposed
street
resurfacing
program
was
a
special
assessment
rates,
were
determined
by
applying
the
2018
uniform
assessment
rates
to
the
land
area
of
the
benefited
parcels
within
the
street
influence
zone.
K
You
mr.
chair,
thank
you.
Mr.
Kennedy
I
have
received
a
question
from
a
number
of
residents
around
34th
Avenue
reconstruction.
That's
coming
up.
I
know,
that's
been
pushed
back
here.
The
concern
is
that
trucks
may
end
up
either
construction
trucks
or
even
detours,
manned
up
routing
over
this
newly
paved
road
and
ultimately
we're
down
or
damaged
it
in
some
way,
new
comments
on
that
and
explain
where
the
trucks
might
route
and
where
detours
might
be
for
34th
Avenue,
but
how
these
two
relate.
J
Mr.
chair
comes
member
jessen
and
that's
a
very
good
question.
I'm
glad
people
are
asking
that
if
you
look
on
the
map,
you'll
notice
that
yes
34th
Avenue
South
is
the
westernmost
boundary.
Also
50th,
Street,
East
and
54th
Street
East
are
not
part
of
the
project
at
this
time.
Those
are
both
MSA
streets.
The
construction
traffic
for
34th,
Avenue
south
will
enter
from
the
north
and
south
on
34th.
J
K
J
K
K
A
You
any
other
questions
/
the
presentation
seeing
none
I
will
then
open
the
public
hearing.
This
is
public.
Hearing
number
two,
the
Nokomis
area
residential
street
resurfacing
project
we
do
have
people
signed
in
I
will
take
them
in
order.
If
you
can
come
forward
and
state
your
name
and
address
for
the
record
beginning
with
Keith
Olsen.
E
Good
morning
that
is,
Keith
Olsen,
49:12,
36
eventhough
I'm
not
opposed
to
the
prize.
You
gonna,
post,
the
timing
of
it.
We
were
told
the
same
thing
when
they
did
his
50th
a
few
years
ago
that
the
truck
traffic
wouldn't
come
through.
They
came
through
the
neighborhood,
they
damaged
the
streets,
nothing
got
fixed
them,
construction,
trucks,
hauling,
concrete,
are
going
to
have
to
come
and
that's
just
life.
The
trucks
have
to
move
around.
E
If
we
delay
this
a
year,
I
don't
know
when
you
said
you
say
34
being
too
late
now
it
should
be
after
34th,
so
that
we
can
put
in
a
new
Street
and
be
done
with
it.
I
don't
want
to
build
for
a
new
street
and
it's
damaged
by
the
truck
traffic
off
of
34th,
because
you're
going
to
get
into
an
issue.
I
didn't
pay
for
a
damaged
street.
I
want
a
new
street.
E
If
we
delay
get
34th
I'm,
because
that
thing
is
way
worse
than
36
34,000,
it's
far
more
damage
than
the
neighborhood,
but
that
traffic
is
going
to
come
in
the
neighborhood
there's
nothing
you
can
do
about
the
constructions
are
going
to
come
in
a
neighborhood
and
they
say
they'll
come
back
and
Patrick.
There's
a
problem.
I
didn't
pay
for
a
patch
I
paid
for
a
nice
street
and
right
it'll
probably
never
happen
to
get
in
my
life
and
I've
been
to
all
my
life,
so
I
just
wanted
to
laughs.
E
A
L
Morning
committee,
thank
you
and
it's
nice
to
see
Andrew
here
today.
Our
councilman
member
in
our
area,
I,
am
here
because
I
want
to
say
that
we
really
need
this
and
I
appreciate
that
we
have
this
new
program.
That's
going
to
address
our
streets
in
Minneapolis
and
I'm
glad
that
work
and
on
the
top
of
the
list.
So
no
one
likes
bumps
in
their
street
or
humps
and
holes.
We
got
a
bunch
of
them
now
and
I
hope
they
get
out
soon
and
start
batching
them.
L
But
speaking
of
bumps
and
holes,
I
just
want
to
address
any
issue.
That's
been
really
a
sore
spot
for
me
and
I've
talked
to
Andrew
about
it
many
times,
and
that
would
be
speed.
Bumps
and
I'd
like
to
see
a
moratorium
on
speed
bumps
in
Minneapolis
and
they're
going
to
be
taking
out
no
when
they
do
the
street
and
we
have
a
couple
on
39th,
Avenue
and
I
really
don't
feel,
there's
any
need
for
it.
L
I've
lived
in
my
home
on
39th
Avenue,
where
the
speed
bumps
are
since
1970
and
some
people
say,
there's
all
kinds
of
pedestrian
traffic
in
that
one
block
where
five
people
live,
that
paid
to
have
those
on
those
speed
bumps
in
place
and
I.
Don't
think,
there's
that
much
pedestrian
traffic
there
at
all.
Maybe
on
the
weekend,
you
might
seem,
won't
see
someone
crossing
the
road
with
a
canoe
or
something
to
get
in
or
out
of
the
creek,
and
sometimes
there
may
be
a
child's
sliding
on
the
little
hill
there.
L
But
it's
so
infrequent
and
I
just
think
those
people
kind
of
feel
like
they're,
privileged
in
that
one
block
and
all
the
neighbors
that
I
talked
to
and
I'm
a
block
club
leader
and
I'm
very
active
in
the
community.
They
don't
like
speed
bumps
when
they
get
taken
out
I'd
like
to
work
with
somebody
to
see
if
we
can't
get
rid
of
them
and
mainly
because
I,
don't
think
they're
necessary
in
questions
of
me.
No.
A
M
Committee,
my
name
is
Rico
Rico
sinan,
my
wife
and
I
have
owned
a
property
on
39th
Avenue
South,
since
1992
I
was
at
the
meeting
back
on
about
a
week
ago,
March,
6th
and
I
think
there
were
a
lot
of
I
read.
I
write
people
at
the
meeting,
I
write
for
a
number
of
reasons.
First
of
all,
there
was
very
little
notice,
given
we
received
a
letter
to
two
weeks
prior
to
it,
saying
I
think
the
word
used
was
that
there
was
a
meeting
to
be
held.
M
We
could
bring
your
questions
and-
and
the
meeting
was
for
the
consideration
of
a
project
to
resurface
the
roads,
the
consideration.
We
were
told
that
the
meeting
that
by
public
works
representative
and
by
the
Assessor
that
this
was
just
normal
practice,
the
project
would
go
ahead
which
doesn't
seem
to
allow
much
room
for
consideration.
M
So
that's
one
of
the
reasons
why
I'm
here
I
think,
if
we're
going
to
consider,
we
should
consider
we
shouldn't
just
say,
but
these
projects
are
gonna
go
ahead,
then
my
neighbor,
who
is
a
structural
engineer
and
myself,
queried
why
this
area
was
being
chosen,
and
we
were
told
in
a
few
words
that
they've
been
a
three
year
study
on
roads
that
the
substrata
had
been
checked.
But
this
was
due.
Probably
is,
however,
our
hood
is
in
pretty
good
condition:
39th
Avenue
South,
it's
not
as
bad
as
some
of
the
others.
M
M
So
this
is
just
hey,
we're
starting
resurfacing
and
we're
going
to
do
what
we
did
in
1985
and
choose
the
exact
same
plants,
and
so
that's
the
extent
of
the
engineering
studies,
I
guess
so
I'd
like
to
register
that
as
a
point
of
consideration,
the
other
thing
is
that
the
big
question
that
came
up
was
truck
traffic.
There's
a
small
commercial
area
right
there,
between
50th
and
about
53rd
on
34th
and
there's
a
lot
of
truck
traffic,
in
particular,
the
liquor
store
and
the
local.
A
grocery
store
have
truck
traffic
that
comes
right
off
31st.
M
In
fact
they
come
around
on
35th
and
51st.
If
you
look
at
your
map,
they
typically
do
that.
So
this
is
the
city,
snow,
trucks
and
snow
removal,
equipment,
trucks
or
Park
there,
because
there's
a
there's
a
Superamerica
there
and
that's
where
they
grab
their
brakes
or
their
lunch.
So
you
know
I,
listen
to
the
director
saying
that
all
traffic
will
be
rerouted
but
I'd
see
it
being
rerouted.
Now.
M
The
streets
they
will
use
these
streets,
so
my
other
concern
and
the
concern
of
those
people
there
are
about
35
of
them
by
the
way
at
there,
meaning
some
didn't
sign
in
they
came
late,
but
the
concern
is
that
will
do
this
resurfacing
job
and
they
will
do
this
reconstruction
job
and
we're
doing
the
same
year.
Why
are
we
doing
that
so
I'm
opposed
to
it,
because
I
think
we
should
delay
for
at
least
a
year.
Let's
do
one:
let's
do
it
right?
Let's
get
the
main
thoroughfare.
M
A
A
I
guess
the
key
things
that
came
up
were
the
time
in
between
the
reconstruction
project
and
the
resurfacing
speedbumps
and
how
we
treat
them
with
a
project
moving
forward
and
then
the
consideration
regarding
why
this
patch
is
at
a
coincidence
that
it
was
done
in
85
or
it
just
so
happens
that
the
condition
speaks
for
itself.
Mr.
J
Chair
members
of
the
committee
come
to
several
questions
about
the
construction
traffic
and
I
did
try
to
address
that
earlier,
but
I
want
to
reinforce
the
fact
that
we're
going
to
ensure
that
construction
traffic
doesn't
come
in
onto
the
new
streets
and
the
last
gentleman
talked
about
local
business
traffic,
we're
not
going
to
reroute
those
or
anything
like
that.
That's
still
part
of
of
the
traffic
flow
in
the
area.
J
J
There
aren't
necessarily
very
rigorous
pavement
studies
that
are
done
on
our
residential
programs.
This
is
about
in
this
I've
heard
the
term
new
streets
here,
a
couple
of
the
folks.
These
aren't
new
streets.
This
is
new
pavement.
This
is
an
overlay
process.
The
idea
of
the
the
work
here
isn't
to
create
a
new
Street,
we're
not
doing
curb
and
gutter
we're
not
doing
extraordinary.
Work
were
simply
trying
to
extend
the
life
cycle
of
the
streets.
J
J
In
general,
the
streets
have
sort
of
age
and
they're
in
the
same
condition,
and
so
when
we,
when
we
look
at
our
resurfacing
program
and
many
of
our
reconstruction
projects,
we
look
at
those
original
pavement
conditions,
with
the
assumption
that,
in
general,
those
streets
are
all
in
sort
of
the
same
condition
and
it's
easier
for
us
to
program
projects
by
using
the
old
limit.
Steel,
paving
construction
of
limits
same
with
many
of
our
arterial
streets
like
34th.
J
We're
looking
at
most
of
that
section
was
built
there
about
the
same
time
in
age
at
the
same
time,
and
so
that's
how
they
are
put
into
the
program
this
project.
What
we
do
use
is
for
a
technical
look
is
we
use
our
pavement
condition
index
that
gives
some
indication
of
where
the
street
is
streets
are
in
its
life
cycle?
The
aggregate
pavement
condition
index
for
the
neighborhood,
and
this
Nokomis
project
is
36
to
40.
J
It
was
lacerated
and
about
I
think
was
1990
at
2015,
so
it's
a
fairly
recent
condition
index
that
condition
index
is
from
0
to
100,
and
so
this
is
a
fairly
low
condition
index
and
it
indicates
that
it
is
at
the
exact
right
time
to
do
this
sort
of
resurfacing
work
to
extend
life
cycle.
Our
assessments
are
one
fourth,
the
cost
of
a
new
new
Street
reconstruction
rate,
and
so
what
we're
trying
to
do
here
is
apply
this
this
treatment
to
extend
the
life
of
the
street
longer.
J
So
we
don't
have
to
come
back
for
a
number
of
years.
You
won't
have
to
see.
You
won't
see
potholes
for
a
number
of
years.
The
speech
Department
won't
be
in
heaven
to
do
miscellaneous
repairs
and
to
come
in
and
do
the
full
reconstruction
of
those
streets
won't
have
to
happen
for
years
by
doing
this
intermediate
treatment.
So
this
project
is
right
in
line
it's
it's
the
perfect
time
to
do
this
in
its
lifecycle.
It's
the
right
time
to
do.
J
The
installation
in
the
need
for
the
speed
humps
can
be
looked
at
by
our
Traffic
Division.
They
manage
those
we'd
be
happy
to
pull
them
into
the
equation.
If
there
are
speed,
humps
and
other
things
within
projects,
when
we
were
service,
we
will
replace
them
in
kind
with
no
extra
costs
to
the
property
owners.
If
there
is
a
desire
to
something
has
changed
that
has
changed
the
original
condition
and
desire
for
those
speed.
Humps,
our
traffic
department
can
look
at
those
and
they
can
be
removed.
O
O
A
K
You
mr.
chair
and
I
really
appreciate
my
constituents
bringing
forward
these
concerns
about
34th
Avenue
and
the
potential
impact
from
the
construction
and
I
just
want
to
reaffirm
my
commitment
to
working
with
Public
Works
on
that,
and
even
if
there's
ways,
for
instance,
that
we
could
stage
I
know
when
we've
done
these
projects
like
Minnehaha
Avenue
reconstruction
Nevada.
It
we
staged
barricades
in
a
way
that
local
cars
or
vehicles
can
get
through.
K
But
basically
larger
vehicles
are
unable
to
skirt
through
in
that
way
can
really
force
those
construction
trucks
up
to
streets
that
haven't
recently
been
repaved,
so
I
definitely
will
be
working
closely
with
staff
on
that
and
I
also
think
working
with
the
local
businesses
and
having
a
plan
for
their
traffic
is
certainly
in
scope
and
it's
something
as
part
of
34th
Avenue
reconstruction
and
making
sure
that
it
doesn't
cause
unusual
detours
that
put
extra
strain
on
the
road.
I
do
appreciate,
though,
that
this
is
a
poor
condition
street
and
needs
to
get
done.
K
And
frankly,
while
I
agree
with
the
comment
that
you
know,
I
personally
thinks
it
I
think
it
makes
more
sense
to
do.
34Th
Avenue
South
first
and
then
this
repaving.
We
also
have
some
unforeseen
aspects
that
have
come
into
play
with
34th
Avenue,
so
specifically
with
the
storm
storm
water
system
and
the
sewer
system,
and
it's
requiring
additional
work
and
that's
what's
caused
this
delay
in
the
project.
So
the
concern
is
that
if
we
push
off
this
repaving
we're
going
to
end
up
risking
potentially
this
turning
into
a
full
reconstruction
which
then
is
not
one-fourth.
K
The
cost
that's
four
times
cost
for
residents
in
terms
of
assessment
as
well
as
causes
other
issues
by
pushing
around
projects
in
our
timeline
on
things
so
I
do
agree,
it
would
make
sense
to
flip
the
two,
but
unfortunately
I
don't
think
that's
really
possible
at
this
point.
I
do
have
a
question,
though
mr.
J
Mr.
chair
comes
member
Johnson
I'm,
not
aware
of
that
possibility
to
have
one
person
delay
different.
This
all
has
to
go
to
Hennepin
County
and
it's
put
forward.
I
am
familiar
with
the
questions
of
that
gentleman.
The
reason
we
charge
the
interest
number
one.
It's
simple
interest:
it's
not
compound
interest,
so
it's
not
as
bad
as
is
is
it
might
be
the
rate
that
we
apply.
We
sell
assessment
bonds
to
do
this
work.
The
rate
that
we
apply
to
the
assessments
is
the
same
that
the
city
has
to
pay
for
those
assessments
bond.
J
So
that's
why
there
is
the
interest
on
there.
They
can
stretch
your
payment's
out
over
time,
which
would
you
know
kind
of
hope
defray.
Some
of
that
there
are
programs
where
people
can
or
65
or
older.
Can
it
have
deferments
over
the
special
assessments?
I,
don't
know
if
that
would
qualify
in
this
case,
but
if
it
does,
then
we
can
talk
about
that
with
that
individual
as
well.
Thank.
J
J
In
on
February,
9th
or
2018,
the
City
Council
designated
the
location
streets
and
improvements
proposal
be
made
in
the
2017
street
resurfacing
program
and
Plymouth
Avenue
north
was
also
included
in
this
designation.
Philomath
Avenue
north,
as
you
can
see
on
the
project
map,
is
from
Penn
Avenue
north
to
Lyndale
Avenue
north,
and
this
is
a
municipal
state,
8th
Street.
The
street
segment
was
last
paved
in
1981.
J
The
project
Street
is
anticipated
to
resurface
in
the
summer
sometime
mid
summer
of
2018,
the
resurfacing
program
or
the
cost
estimate
for
this
project
is
518
thousand
two
hundred
twenty
six
dollars
of
which
161
dollars
and
fifty
five
hundred
sixteen
160
1516
dollars
of
net
debt
bonds
and
the
remainder
in
special
assessments.
Once
again,
the
special
assessments
were
determined
by
applying
the
2018
uniform
assessment
rates.
We
did
have
neighborhood
meeting
pre
public
hearing
I
think
there
are
only
two
people
that
attended
that.
J
So
today
again,
we
recommend
the
passage
of
a
resolution
ordering
the
work
to
proceed
in
adopting
special
assessments
in
the
amount
of
three
hundred,
fifty
six
thousand
seven
hundred
ten
dollars
and
33
cents
for
the
plum,
a
North
project
and
passage
of
a
resolution
requesting
the
board
of
estimate
annexation
to
authorize
the
city's
issuance
and
sale
of
assessment
bonds
in
the
amount
that
have
stated
that's
my
presentation.
I
can
take
questions
if
needed
any.
A
Questions
per
the
staff
presentation
see,
none
I
will
open
the
public
hearing.
Anyone
sign
in
no
one
signed
in.
Does
anyone
wish
to
come
forward
make
comment
anyone
wish
to
come
forward
and
make
comment
on
this
project
see
none
I
will
close
the
public
hearing
and
if
there's
no
further
questions
for
staff,
I'll
move
the
item
as
submitted
all
in
favor,
say
aye
Cindy
name
that
carries.
We
have
now
completed
our
public
hearing
section.
We
now
move
to
our
to
discussion.
Items
beginning
with
discussion.
A
A
B
Chair
and
members
of
the
committee
I
am
very
pleased
to
introduce
Matthew
dirt,
all
a
transportation
planner
in
the
city's
bicycle
and
pedestrian
coordinator
for
the
city
of
Minneapolis,
who
has
done
great
work
to
advance
with
biking
and
walking
in
the
city
of
Minneapolis
and
he's
done
so
by
working
in
partnership
with
our
committees,
the
Bicycle
Advisory
Committee
and
the
pedestrian
advisory
committee
before
Matthew
starts.
Talking.
I
want
to
take
a
moment
and
thank
the
committees
for
their
time.
B
Q
Turtle,
mr.
chair
committee,
members,
my
name
is
Matthew
Jude,
all
on
the
bicycle
and
pedestrian
coordinator
for
the
city
of
Minneapolis
transportation,
planning
and
programming.
Division
of
Public
Works
I'm
very
excited
about
this
agenda
item,
something
that
we
look
forward
to
every
year.
The
purpose
of
this
is
I
guess.
The
technical
purpose
of
this
is
to
receive
and
file
the
2017
pedestrian
advisory
committee
and
by
school,
Advisory
Committee
annual
reports
and
more
important
than
that.
It's
an
opportunity
to
hear
from
the
committee
members.
Q
In
this
case
the
two
chairs
of
the
committee
I
also
want
to
recognize
other
members
that
are
in
the
crowd
today:
sonio
baxter,
Jaffa,
Hodak,
Peter,
Vader,
where's,
Peter,
right
there
I'm
in
Matthew,
Hendricks
and
then
Suzanne
Murphy
Council
aid
for
the
pack
also
represents
the
Council
on
the
PC
and
then
Julia
Curran.
Thank
you
as
well
in
Georgiana,
Oh,
George,
Annie
Otto's
people
on
second
thanks
for
coming.
So
it's
an
opportunity
for
us
as
well
to
thank
the
committee
for
their
work.
Q
They
give
countless
hours
on
throughout
the
year
to
advise
the
city
on
pedestrian
and
walking
issues,
since
this
is
a
new
council
this
year,
I
want
to
start
with
the
overview
of
the
BAC
and
BAC.
So
this
is
a
picture
of
the
National
walking
Summit,
which
was
held
in
the
Twin
Cities,
we'll
say,
was
technically
in
st.
Paul,
but
there
is
a
big
Minneapolis
contingent
there
as
well,
and
the
pedestrian
Advisory
Committee
sent
several
members,
and
it
was
a
great
opportunity
to
share
the
work
that
we're
doing
in
Minneapolis
with
other
people
across
the
country.
N
Q
Of
the
BAC
and
PSC
is
to
advise
the
mayor,
City,
Council
and
Public
Works
on
walking
and
biking
issues.
It
also
often
spills
over
into
Hennepin,
County
and
MnDOT,
and
park
board
work
as
well.
The
P
AC
is
made
up
of
15
at-large
members
from
not
Ward
specific
or
rather
on
15
at-large
members,
and
we
look
for
a
geographic
Geographic
balance
across
the
city
on
through
that.
The
BAC
is
structured,
a
little
differently,
there's
one
member
per
City
Council
board
and
then
three
at-large
members
that
are
appointed
by
the
Park
and
Recreation
Board.
Q
And
then
both
committees
have
agency
partners
that
are
on
the
committee
and
show
up
every
month
and
I
think
that's
a
great
part
of
the
BSA
PSC,
because
it
gives
the
members
a
chance
to
interact
with
staff
from
all
these
different
agencies
and
city
departments,
rather
than
having
to
ask
me
to
go,
coordinate
and
come
back.
So
that's
a
great
part
of
the
committee.
So
each
committee
also
has
one
full
meeting
each
month
and
then
two
subcommittees.
Q
There's
the
engineering
subcommittee,
which
primarily
is
made
up
of
projects
that
are
brought
to
the
committee
through
Minneapolis
Public,
Works,
Hennepin,
County,
Park,
Board
and
MnDOT,
and
then
there's
the
non
infrastructure
committees
on
the
BAC.
It's
called
the
5e
subcommittee
and
on
the
PA
c,
is
called
programs
and
policies
and
that's
an
opportunity
for
the
committee's
to
engage
in
non
infrastructure,
work
related
to
walking
and
biking.
Q
Q
So
big
picture.
The
PC
MVC
have
been
with
us
over
the
years
on
a
lot
of
really
important
policy
and
infrastructure
change.
Some
of
those
include
the
development
of
access,
Neapolis,
open
streets,
recent
new
walking
biking,
capital
improvement
programs,
including
our
protected
bike,
way
program,
sidewalk
at
program,
safe
routes
to
school
and
others,
our
Complete
Streets
policy
and
then
recently
a
pedestrian
crash
study
with
that
I'm
going
to
turn
it
over
to
the
chairs
of
the
PSC
and
the
BAC,
and
this
year
they
they
combined
their
presentations.
Q
R
Good
morning,
good
morning,
mr.
chair
members
of
the
committee,
my
name
is
Nick
Mason.
It's
a
my
pleasure
to
be
back
here
again.
Providing
this
annual
report
and
an
honor
to
serve
worked
well
then
get
to
serve
as
chair
of
this
great
committee.
That
I
really
enjoy
I
also
wanted
to
say,
I've
done
this
more
than
once
now
and
I'm
really
happy
to
be
here
in
partnership
with
the
VHD
and
Julia
and
have
our
committees
working
together
more
frequently
so
really
quickly.
R
I
want
to
say
thank
you
to
the
council
for
supporting
and
prioritizing
walking
and
biking
in
all
the
ways
that
our
city
needs
to
do.
As
usual,
we've
been
busy,
we
have,
we
don't
just
sit
at
our
meetings.
We
pass
a
lot
of
resolutions,
maybe
next
year
we'll
shoot
to
break
a
hundred,
maybe
not,
but
but
it's
a
it's
a
lot.
If
you
think
about
each
committee
only
having
a
meeting
every
month,
we
get
a
lot
of
work
done
and
that
doesn't
include
all
the
things
that
didn't
become
formal
resolutions.
R
Our
committees
work
really
hard
and
put
a
lot
of
time
in,
as
you
can
see,
they're
you
know
more
than
a
full
time
person
represented
conservatively
between
our
work
and
as
chairs.
We
take
that
really
seriously
and
do
our
best
to
thank
all
those
who
put
that
time.
Energy
and
effort
in
well
there's
a
brief
overview.
Some
highlights
from
the
work
that
we've
been
involved
in
in
both
committees,
so
we
have
had
more
Complete
Streets
in
2017
and
we've
ever
had,
including
our
first
winter
Complete
Streets.
R
This
is
a
picture
from
the
Minnehaha
Avenue
event
and
one
that
the
Bicycle
Advisory
Committee
was
very
much
involved
in
doing
our
behind
the
big
wheel,
a
public
education
event.
So
we
teach
people
about
the
blind
spots
and
large
commercial
vehicles.
We
had
different
partners
on
BAC
involved
in
that
and
show
people
how
to
safely
ride
their
bikes
around
commercial
vehicles.
We
also
completed
the
pass
in
crash
site,
which
is
the
most
comprehensive
document
of
its
currency,
has
ever
done
and
I
think
we're
most
excited.
R
The
work
from
this
is
going
to
help
us
prioritize
the
most
dangerous
places
and
create
safety
and
access
for
more
of
our
pedestrian
community
really
excited
about
this
I
can't
believe
the
number
is
more
than
90%
of
our
crosswalks
were
restriped.
Last
year,
huge
number
more
than
3000,
so
they're
a
lot
more
visible
to
everyone,
especially
motor,
so
that
they
are
hopefully
looking
more
for
pedestrians
wherever
they
are
crossing.
R
We
had
installed
a
temporary
medium
in
Johnson,
Street
and
22nd
northeast
that
was
along
like
Boulevard
and
provided
safe
crossing
for
pedestrians
as
well.
It
was
a
success
and
in
2017
it
was
turned
into
a
permanent
medium,
which
is
a
big
improvement.
We're
happy
to
see
that
they're
also
a
coordinated
effort
on
their
third
Avenue
protected
bike
lanes,
working
with
MnDOT
carrying
those
protected
bike
lanes
across
the
bridge
and
in
doing
so
also
narrowing
the
travel
lanes
and
hopes
to
reduce
the
vehicle
speed,
making
it
safer
for
pedestrians
and
bicyclists
too
many
people.
R
This
will
seem
like
a
boring
slide,
but
to
those
of
us
nerds
on
the
committee.
We're
really
excited
about
the
fact
that
the
plans
that
we
worked
on
years
ago
are
efficiently
and
effectively
spending
tax
dollars
so
that
if
we
have
a
corridor
identified,
we
can
actually
just
provide
that
striping
and
provide
a
bicycle
facility
at
almost
no
additional
cost.
R
Like
so,
I
can
see
capital
funding
for
safe
routes
to
school,
and
this
is
an
example
of
one
of
those
projects
at
one
of
our
most
active
biking
and
walking,
schools
near
Seward,
Montessori
and,
of
course,
having
more
multi-use
facilities
and
prepare
protected
bike
lanes.
An
example
of
that
paving
and
renovation
project
is
on
26th
Avenue.
S
Thank
you
all
for
having
us
and
thank
you
Nick
for
covering
all
of
that.
That's
some
of
what
we've
been
up
to
this
past
year
and
the
progress
just
keeps
rolling
along
or
stepping
this
would
be
my
preference.
So
we,
both
committees,
have
some
specifics
of
things
that
we're
already
working
toward
for
this
year
and
beyond.
S
S
It
would
be
great
to
give
more
people
with
good
ideas
a
way
to
try
them
out
without
the
full
investment
of
concrete,
and
we
see
these
sort
of
temporary
treatments
as
a
possible
way
to
do
that.
I
know
that
in
my
own
neighborhood
in
Prospect
Park,
there
are
a
lot
of
irregular
intersections
and
many
of
my
neighbors
are
pushing
for
more
of
those
to
be
made
safer
and
I.
Keep
wishing
that
we
could
offer
them
an
application
to
Public
Works
for
approval
for
posts
and
paint.
S
S
R
I've
been
involved
in
bike
share,
somehow
I
got
lucky
kirsta
to
be
involved
since
the
Republican
National
Convention
was
here
and
we're
testing
this
out
as
one
of
the
first
two
communities
in
the
United
States
to
work
on
bike
share
and
I
can
say
with
honesty
that
it
has
never
been
changing
and
moving
faster
than
it
is
today.
In
my
day,
job
I
have
rural
communities
that
are
smaller,
asking
me
for
advice
on
what
they
should
do
with
bike
share
and
I
said
I'm
going
to
give
you
some
advice.
S
The
too
often
it
feels
like
the
convenience
of
those
driving
has
been
given
priority
over
even
the
lives
of
anyone
moving
along
outside
of
them
in
the
Complete
Streets
policy,
the
vision,
zero
action
plan
and
an
improved,
comprehensive
winter
maintenance
plan,
if
they're
all
implemented
thoughtfully,
could
work
together
to
really
shift
that
balance
in
favor
of
health,
in
favor
of
better
environmental
sustainability
in
favor
of
equity
and
community,
and
the
original
in
Inked
away
that
humans,
move
and
I'm.
Here.
S
Speaking
for
myself,
of
course,
but
even
more
so
out
of
concern
for
those
for
whom,
whether
because
of
physical
or
financial
limitations,
walking
or
biking
for
transportation,
is
a
necessity
rather
than
a
choice.
So
if
we
move
Minneapolis
forward
with
those
folks
at
the
forefront,
everyone
will
benefit
so
the
Complete
Streets
policy
is
definitely
intended
to
do
that.
It
clearly
places
those
walking
and
those
using
assistive
mobility
devices
is
the
first
priority
when
designing
streets
in
public
spaces.
This
policy
is
excellent
and
we're
thrilled
about
it,
but
we
have
yet
to
see
it
implemented.
R
Similarly,
we're
really
really
excited
to
get
started
on
vision,
zero,
which
is
a
multidisciplinary
action
planning
process
that
says
that
there
zero
is
the
only
acceptable
number
of
traffic
deaths
on
our
streets
to
get
there.
We
need
to
prioritize
our
most
vulnerable
users,
but
we
also
need
to
ensure
that
our
vision,
zero
work,
engages
and
supports
all
members
of
our
community,
regardless
of
their
age,
affiliations,
income
or
skin,
color
and
I.
Think
that
we
have
an
opportunity
to
invest
and
do
this
right
and
I
think
we
will.
O
S
Comprehensive
winter
maintenance
plan
could
also
benefit
the
most
vulnerable
users.
It
could
finally
offer
those
walking
and
biking
those
pushing
wheelchairs
or
strollers
or
grocery
carts.
The
same
considerations
that
are
given
to
those
who
choose
to
drive
in
the
snow-
and
it's
worth
noting.
Actually,
while
I,
have
this
up
here-
that
everybody
who
worked
on
this
presentation,
we're
so
invested
in
winter
maintenance
that,
like
nobody,
could
agree
on
which
picture
to
use
there.
T
O
S
R
R
It
was
a
really
really
cold
day
in
February
the
windshields
17
below
when
it's
warmer,
we
usually
walk
or
bike
to
school,
and
my
preschooler
really
wanted
to
walk
to
school.
That
day
and
I
said,
are,
you
sure,
really
sure
he's
1
1?
It's
really
cold
out?
Yes,
of
course
you
know
what
five-year-olds
are
like,
and
so
we
decided
to
walk
to
school.
That
day,
which
was
great
and
I
thought
that
was
a
little
parenting
Lin
and
of
itself,
but
we
were
on
our
way
to
school
and
there's
all
this
snow.
R
Most
of
the
route
had
been
cleared
and
he
asked
me
a
question.
He
was
looking
at
the
snow
that
was
built
up
in
the
wide
street
next
to
our
narrow
sidewalk,
and
he
said
dad
is
that
Street
is
that
space
over
there
for
cars
or
for
the
sidewalk
and
I
said
it's
workers,
and
he
said
that
is
not
fair.
That
more
spaces
for
cars
than
for
sidewalks
and
my
heart
stopped
for
a
moment,
because
I
was
very
proud
that
I
did
not
feed
him.
R
O
R
The
youngest
members
of
our
community
understand
the
value
of
public
space
and
what
we
are
doing
with
it
and
that
we
must
continue
to
write,
pass
and
implement
great
policies
and
plans
like
Complete,
Streets
and
vision
zero.
We
must
complete
this
when
a
maintenance
study,
that's
underway,
and
we
must
carefully
and
thoughtfully
plan
design,
fun
and
maintain
our
streets,
which
are
our
largest
public
spaces,
so
that
all
members
of
our
community
can
have
easy
and
safe
access
to
move
throughout
it.
S
But
it's
been
several
years,
and
especially
with
so
many
new
members,
we
thought
it
would
be
a
good
time
to
kind
of
reintroduce
ourselves
and
reconnect
around
shared
goals
and
we're
going
to
be
doing
our
best
to
coordinate
between
our
committees,
so
that
you
can
just
have
one
meeting
with
both
of
us
so
be
on
the
lookout
for
some
sort
of
joint
contact
from
us
and
the
meantime
are
there.
Any
questions
are.
U
U
Thank
you
appreciate
that,
and
also
appreciate
all
the
good
work
that
you
do.
I
know
that
all
those
resolutions
they
mean
a
lot
and
we
check
them
out
and
let
me
see
your
positions
I
think
it's
really
admirable
to
that.
The
two
committees
are
reporting
together,
working
together.
Even
thinking
about
meeting
with
council
members
together.
I
think
that's
really
positive.
K
O
K
I
just
appreciate
all
of
the
work
that
you've
done
and
this
great
presentation
and
also
really
appreciate
that
winter
maintenance
is
such
a
priority.
I
think
I
probably
have
driven
our
director
not
talking
about
it,
but
I
just
know
that
we
can
do
so
much
more
there
and
I'm
glad
that
you're
pushing
for
that
as
well.
So
thank
you.
A
N
N
It
is
just
reminder
to
me
that
we
have
so
many
of
our
neighbors
who
are
walking
or
rolling
in
a
chair
or
using
mobility
assistance.
That
I
say
is
because
they
do
not
have
a
choice:
they're
choosing
to
live
in
neighborhoods
that
are
the
most
transit
oriented
and
walkable,
because
those
offer
the
most
access.
But
then,
when
we
don't
maintain
our
sidewalks
we've
eliminated
mobility,
for
so
many
of
our
neighbors,
and
there
aren't
simple
solutions.
If
there
were,
we
would
have
done
it
by
now.
N
Everything
we
would
consider
has
a
cost
or
you
know
a
burden
on,
or
you
know
our
ask.
Either
asking
more
of
the
city
or
of
property
owners,
but
I
think
it
was
important
that
you
pointed
out
and
I
want
to
underscore
that
we
figured
out
how
to
do
it
for
cars
and
we
need
to
figure
out
how
to
do
for
people
who
aren't
able
to
use
cars
to
get
around
our
city.
So
thank
you
and
we
take
that
really
seriously.
N
A
U
Really
am
excited
about
one:
we
discuss
more
about
winter
maintenance,
but
I
thought
it
was
interesting
this
this
morning,
when
we
had
our
first
presentation
in
the
public
hearing
and
I
hope,
some
of
you
were
here
to
hear
what
people
were
saying
about
sidewalks
coming
into
their
industrial
area
and
I'm,
expecting
that
you
think
we
made
the
right
decision,
but
it
also
kind
of
highlights
I
think
attention
that
still
exists,
and
it
seems
like
since
our
Complete
Streets
policies
been
approved
and
we've
been
pursuing
this.
It
even
maybe
has
gotten
exacerbated
a
little
bit.
U
Are
we
doing
too
much
to
support
alternatives
to
the
automobile
and
that
and
so
I
think
it's
important
that
it'll
be
at
least
listen
to
one
another
and
and
having
it's
so
clear
in
some
people
this
morning
that
it
was
seem
so
ridiculous
to
put
a
sidewalk
in
the
industrial
area
when
I
walked
in
in
this
meeting
feeling
like
what
a
great
accomplishment
we're
doing
we're?
Finally,
you
know
adding
sidewalks
where
they
haven't
existed.
A
A
B
Chair
members
of
the
committee,
this
next
presentation
is
an
update
that
will
be
introduced
by
Kathleen
mail
from
transportation
planning
and
programming
and
Kathleen
will
be
joined
by
the
staff
of
Met
Council
they'll
present
information
on
the
transportation
policy
plan
that
is
underway
now-
and
this
is
an
interim
report
to
you
so
that
you
feel
that
you
can
follow
along
with
the
process.
So
I'll
turn
it
to
Kathleen.
Who
can
provide
some
additional
information
and
then
Kathleen
will
invite
our
guests
as
well
morning.
V
Mr.
chair
committee,
members,
I'm
Kathleen
male
supervisor,
transportation
planner
in
our
transportation
planning
and
programming
division
of
public
works,
primarily
as
Robin
has
mentioned,
I'm
here
to
introduce
the
speakers
today,
but
I
did
want
to
take
a
moment
to
just
highlight
the
importance
of
the
mat
councils,
2040
transportation
policy
plan
and
then
outline
the
city's
involvement
in
its
production.
So
the
Met
Council
is
updating
this
year,
the
2015
transportation
policy
plan.
This
plan
sets
policies
based
on
goals
and
objectives
for
the
regional
transportation
system
and
is
a
major
component
of
the
region.
V
Development
guide,
thrive,
MSP
2040,
the
GPC
update
process
is
a
collaboration
between
Met,
Council
and
local
government
agencies
and
Minneapolis
is
involved
in
several
ways.
We're
involved
through
our
involvement,
share
Reich's
involvement
in
the
transportation
advisory
board.
We're
also
involved
as
a
city
in
the
technical
advisory
committees,
planning,
subcommittee
or
TAC,
which
serves
as
the
primary
technical
stakeholder
group
reporting
on
the
preparation
of
the
TPP
and
reporting
back
to
the
tab
and
then
also
there's
a
lot
of
collaboration
that
happens
at
the
staff
level,
with
both
Public
Works
and
cpad
staff
on
different
elements.
V
During
the
plan
development
process,
so
as
Robin
mentioned
we,
this
is
a
interim
update.
We
will
be
coming
this
summer
when
the
draft
TPP
is
actually
released
and
released
for
public
comment,
we'll
be
bringing
those
public
comments
through
this
committee
for
your
review
and
approval.
So
with
that
I'm
pleased
to
introduce
Nick
Thompson,
who
is
the
director
of
metropolitan
transportation
services
at
the
Met
Council,
will
lead
the
presentation
and
introduce
several
other
Met
Council
staff.
Thank
you.
P
Chair
members
for
the
record,
Nick
Thompson
from
the
meccans,
so
thank
you
for
this
opportunity.
Talk
today,
I'd
also
like
to
recognize
in
the
audience
our
council
members,
Dorfman
and
look
I'll,
be
here
to
listen
to
the
comments
that
you
would
have.
What
we
have
today
is
a
presentation
about
the
overview
of
the
TPP,
but
also
then
we
broke
it
down
into
investments
in
transit,
highway
and
bicycle
networks
in
the
region.
So,
as
time
permits,
we
can
cover
all
those.
But
if
we're
short
on
time,
we
can
shorten
that
presentation.
P
A
book
to
hear
what
you'd
like
to
hear
on
the
investment
points
so
stepping
back
a
little
bit.
What
is
the
TPP?
It
is
our
region's
long-range
transportation
policy
plan
it's
required
both
by
state
and
federal
law.
We
as
the
Met
Council,
prepare
this
plan
and
adopt
this
plan,
but
we
prepare
it
with
you
and
with
our
local
partners.
Tab
is
an
instrumental
in
this
process
of
developing
this
plan
and
providing
input
in
addition
to
local
governments,
tribes,
state
agencies
and
then
regional
transit
provide
is
natural
transit
and
also
the
suburban
providers.
P
P
It
is
a
plan,
though,
that
in
each
update
we
update
the
regional
forecast
for
population
jobs,
household
and
reasonable
revenue
projections
that
the
region
could
expect
to
spend
on
transportation,
because
this
is
an
investment
plan
for
the
region
and
it
must
be
a
fiscally
constrained
plan.
So
we
need
updated,
for
any
changes
that
have
occurred
to
financing
in
the
region
must
demonstrate
air
quality
conformity
or
with
the
investments
we
have,
and
we
are
able
to
model
that
as
your
city
is
going
through,
your
Comprehensive
Plan
Update.
P
It
is
important,
it
is
utilizing
the
TPP,
but
just
so
there's
not
any
confusion
with
this
you're.
Basing
your
comp
plan
updates
on
the
existing
TPP,
which
was
passed
and
approved
in
2015.
There
are
a
few
exceptions
where
there's
been
some
major
changes
that
cities
definitely
want
to
reflect
since
2015.
So,
there's
a
few
exceptions
where
they're
using
the
TPP
that
it
will
be
adopted
for
a
few
elements
like
transit
weight,
changes,
two
important
things
that
we
want
to
talk
about.
You
know
and
what
this
plant
investment
planning
is
number
one.
P
P
It
really
assumes
to
our
best
judgment
based
on
current
law,
reasonable
projections
for
growth
in
funding
sources
like
invest
or
fares
or
other
how
much
money
with
the
region
have
and
what
will
that
money
be
spent
down
in
general
in
our
region,
as
you've
probably
heard
many
times
is:
there's
a
lack
of
investment
in
transportation,
so
we're
projecting
that
we
will
with
that
on
the
highway
side.
We
won't
even
be
able
to
maintain
our
current
highway
network
to
the
needs
to
be
Mac
unless
there's
some
changes
on
the
transit
side
or
local
bus
network.
P
In
transit
ways
it
obviously,
as
you
know,
in
the
increased
revenue
scenario,
this
is
where
we
can
put
the
projects
that
are
partially
funded
to
also
look
at
things
that
have
come
through
a
planning
process
and
reflect
those
in
the
plan
and
talk
about
how
a
reasonable
increase
in
transportation
funding
could
result
in
some
of
these
in
major
investments.
It
is
not
a
wish
list
of
projects
as
possibly
what
could
reasonably
be
expected.
P
P
The
timeline
we're
on
where
this
is
a
really
good
point
for
an
update
to
the
city
here
is
we're
in
the
process
where
we're
just
starting
the
adoption
process
for
the
draft
plan.
Last
week
we
took
the
first
vote
at
TACC
planning
and
that
will
work
his
way
through
transmission
by
zuri
committee
at
the
council
and
then
tab,
and
then
we
approved
this
june
for
releasing
for
public
comment
of
this
summer.
P
What
are
some
general
changes
to
this
plan
versus
the
existing
plan
that
was
approved
in
2015
I
will
update
for
inflation.
Other
assumptions
there's
been
some
new
revenue
for
highways.
The
last
legislative
session
in
the
past,
some
fairly
significant
transportation
investment
in
highways
and
the
plan
will
reflect
that.
Obviously,
the
C
chip,
disillusion
and
the
changes
in
the
county
sales
tax
has
changed.
Increased
transit
revenue
in
the
region
so
will
reflect
where
that
increase
in
growth
is
and
then
in
the.
P
Since
the
last
plan,
there's
been
several
major
regional
studies
that
have
went
through
public
process
and
the
city
has
participated
in
many
of
those
city
staff.
Those
plans
include
looking
our
major
arterials
in
which
signals
should
be
converted
interchanges.
Another
update
of
the
min
pass
plane
plan
and
the
priorities
for
min
pass.
C
MSP,
for
is
there
a
smaller
lower
cost
highway
projects.
Congestion
management
safety
plan
has
been
updated.
We
now
have
a
truck
highway
corridor
study
and
then
transit
corridor
status
updates.
P
T
One
of
the
things
that
we
talked
about
in
the
plan
is
how
our
goals
and
our
objectives
for
our
long-range
plan
tie
out
to
the
outcomes
we
expect
when
we're
investing
in
a
system.
So
this
takes
some
key
phrases
from
the
goals
and
objectives
that
are
in
our
plan
and
relates
them
to
how
we're
trying
to
achieve
things
with
transit.
So
it
kind
of
gives
you
a
sense
for
what
the
outcomes
we're
trying
to
achieve.
We
want
to
be
efficient
and
cost-effective.
This
is
really
important
when
you're
investing
public
dollars
and
I
think.
T
The
second
phrase
here
is
really
the
most
important.
Reliable,
predictable,
attractive
and
safe
service
is
one
of
our
key
foundations
for
investing
in
transit.
When
we
do
that,
we're
trying
to
attract
more
riders
by
giving
them
access
to
jobs,
also
attracting
businesses
and
residents
to
the
region,
making
the
region
a
more
competitive
region
nationally
by
investing
in
transit
and
then
another
important
thing
here
is
focusing
growth
in
areas
that
integrates
all
modes.
T
So
our
transit
system
is
one
way
to
influence
how
the
region
develops
longer
longer
term,
and
then
we
also
support
equity,
clean
air
and
health
communities
to
these
types
of
investments.
With
that
framework,
I
do
need
to
talk
about
the
fiscal
piece
that
Nick
had
alluded
to,
so
he
had
told
you
that
we
have
enough
revenues
to
maintain
the
bus
system
and
that's
where
we
stand
based
on
the
forecasted
growth
of
those
revenues.
We
have
very
limited
expansion
dollars
for
for
the
bus
system
and
that
is
primarily
through
the
regional
solicitation.
T
That's
a
competitive
pot
of
funds
that
flows
through
the
tack
and
tap
process
that
Kathleen
mentioned,
and
so
this
is
often
a
very
competitive
pots
and
and
councilmember
I
can
speak
to
the
idea
of
this
being
a
very
elaborate
process
for
distributing
funds
every
two
years
in
the
region,
and
this
is
where
our
million
expansions
for
transit
on
the
bus
side
have
been
in
recent
years.
The
transit
way
funding
is
a
little
bit
different
picture.
T
We
do
have
some
revenues
available
here,
including
I,
would
say
one
of
the
most
aggressive
New
Starts
programs
in
the
country.
We
have
four
projects
in
the
New
Starts
pipeline
in
this
region
and
a
couple
more
actually
just
close
to
being
in
the
pipeline
as
you'll
see
in
the
plan
once
they
get
there.
One
change
for
this
plan
was
replacing
the
revenues
with
C
tip
revenues
with
the
county
sales
tax,
and
so
that's
a
change
in
how
the
revenue
was
structured.
T
It
didn't
necessarily
dramatically
change
the
overall
revenues,
but
there
were
some
increases
to
revenues
for
the
counties
that
did
increase
their
sales
tax
in
one
slide
here
in
the
bus
system.
In
addition
to
that
idea
of
not
being
able
to
expand,
there's
a
number
of
discussions
about
how
we
maintain
the
system
to
maximize
performance,
so
that's
a
key
piece
for
how
we
talk
about
the
transit
system.
The
map
here
on
the
right
is
one
of
the
tools
that
we
use,
which
actually
shows
you
transit
market
areas.
T
There
are
areas
that
are
based
off
of
underlying
demographic
information.
That
estimate
the
level
of
ridership
or
transit
demand
that
we
expect
across
the
entire
region
and
one
of
the
interesting
things
that
I
like
to
point
out
here-
and
this
has
actually
been
true
for
several
iterations
of
the
market
areas
is,
if
you
look
at
the
the
West
Metro
coming
out
of
Minneapolis,
you
can
kind
of
almost
see
the
Southwest
corridor
emerge
through
st.
Louis,
Park
and
Hopkins,
and
then
even
down
and
did
Eden
Prairie
I
mean
they
bought
no
quarter.
T
You
can
actually
see
the
the
terminus
of
that
up
in
book--and
Center
in
Brooklyn.
Park
show
up
on
this
map
as
well.
So
you
can
almost
see
why
some
of
those
corridors
were
some
of
the
most
promising
quarters.
Of
course,
in
addition
to
the
blue
line
and
the
Green
Line
that
exists
today,
another
thing
I
note
on
this
slide
is:
we
are
trying
to
talk
more
about
how
technology
is
changing,
how
transit
is
delivered.
T
Looking
at
on-demand
services,
things
like
shared
mobility
and
trying
to
talk
about
how
there
are
opportunities
for
transit
to
utilize
those
technologies
moving
forward.
We
don't
have
anything
yet
that's
really
actively
using
those
in
this
region,
but
we
are
exploring
it
and
trying
to
figure
out
how
it
might
fit
in
that
picture.
T
So
here's
kind
of
the
the
coup
de
Gras,
the
transit
plan,
the
the
current
revenue
scenario
is
our
investments
in
the
transit
system
based
on
known
revenues,
because
there
is
a
lot
of
the
plan.
Previous
plan
focused
on
C
tib.
There
was
a
number
of
things
that
had
to
change
as
a
result
of
that
one
note
here
we
updated
the
Gold
Line,
which
is
a
quarter
on
the
east
Metro.
That
has
a
new
alignment
for
that
mode.
I
would
say.
The
biggest
change
of
this
map
is
that
rush.
T
Line
is
a
new
corridor
in
the
in
the
region
that
has
dedicated
bus,
rapid
transit
out
of
downtown
st.
Paul
to
white
bear
lake.
They
went
through
an
elaborate
planning
process
and
Ramsey
County
demonstrated
that
they
have
the
revenues
to
be
able
to
afford
that
project,
and
so
that
was
included
in
this
plan,
update
a
project
that
isn't
directly
related
to
Minneapolis,
but
the
Riverview
LPA
is
as
completed
almost
completed
with
their
process,
but
they
weren't
going
to
be
done
in
time
for
this
plan
update.
T
So
we
expect
to
address
the
Riverview
modern
streetcar
project
and
a
future
plan
update
or
amendment,
probably
within
the
next
two
years.
Another
slight
design
tweak
is.
We
did
change
this
map
to
focus
less
on
the
colors
of
the
lines
from
the
branding
perspective
and
more
on
the
status
of
the
corridors,
and
that
would
be
more
apparent
in
the
next
map.
T
Talking
about
a
BRT.
We
we
have
a
pretty
substantial
success,
trying
to
get
regional
solicitation
funds
for
arterial
BRT
build-out,
so
we
actually
have
a
number
of
corridors
that
have
received
some
funding
through
that
competitive
process
of
the
regional
level,
and
so
we
acknowledge
those
corridors
on
this
map.
T
Primarily
the
D
line,
the
B
line
in
the
Uihlein,
which
are
Chicago
leg
in
Hennepin,
our
corridors
that
have
some
funding
identified
through
the
regional
solicitation,
and
we,
what
makes
that
unique
is
also
those
projects
could
be
delivered
in
an
incremental
fashion
in
terms
of
building
out
certain
segments
at
a
time
or
delivering
certain
elements
in
advance
of
the
entire
beard
project.
And
that
is
something
that
we
we
would
explore
if
we
could
achieve
more
funding
just
to
make
improvements
for
those
riders
if
the
full
funding
doesn't
materialize.
T
The
d-line
is
is
a
project,
that's
the
most
important
of
the
council
on
that
list,
and
we
are
seeking
a
bonding
request
this
year
to
try
to
fully
fund
that
project
and
given
the
timing
of
this
plan,
which
we'll
hear
about
later,
if
that
is
done
by
this
session,
we
would
be
able
to
get
that
project.
In
the
fully
funded
plan
before
it's
released
for
public
comment,
so
we're
really
optimistic.
That's
going
to
happen
and
we
have
a
plan
in
place
to
address
that
for
the
increased
revenue
scenario.
T
Here's
where
you
see
the
the
colorations
kind
of
giving
you
a
better
sense
of
the
status,
the
lighter
purple,
our
most
of
the
corridors
that
are
added
to
the
increased
revenue
scenario.
The
darker
purple
lines
would
be
the
ones
that
are
that
have
some
sort
of
planning
recommendation
out
there,
whereas
the
lighter
purple
ones
have
not
yet
made
a
recommendation
for
the
type
of
corridor
to
be
invested
in
so
there's
some
nuances.
T
There
I
one
of
the
focus
in
particular,
though
in
Minneapolis
here,
because
it's
you
know,
the
map
is
so
congested
in
Minneapolis
that
we
have
to
really
focus
it
in
here
and
talk
about
where
some
of
the
projects
that
the
city
has
explored
are
at
nickel.
At
Central
is
actually
one
of
the
only
projects
that
we
are
calling
a
project
in
advance
development,
so
they
actually
have
both
an
LPA
recommendation
and
they're
doing
advanced
an
environmental
and
design
work.
And
so
our
plan
puts
that
as
really
the
top
tier
of
the
increase
revenue
scenario.
T
A
project
that
is
that
is
identified.
Some
funding,
but
not
yet
fully
funded.
Projects
with
study
recommendations
would
include
quarters
like
Midtown,
which
the
pack
released
an
LPA
recommendation
in
2012
and
then
West
Broadway,
which
actually
just
completed
their
recommendation
in
2017
of
a
modern
streetcar.
T
And
then,
as
I
had
mentioned,
there
were
there
are
three
arterial
BRTS
and
the
current
revenue
scenario
that
have
partial
funding.
The
remainder
of
the
corridors
are
in
our
increased
revenue
scenario
and
that
we
expect
that
we
could
build
those
if
the
region
were
to
get
a
reasonable
amount
of
additional
revenue
for
tying
them
and
skip
this.
But
are
there
any
questions
about
transit
before
we
move
on
to
the
highways
section,
12th.
N
T
N
N
So
anyway,
I
think
it
makes
sense
that
we're
focused
today
on
the
outlook
to
the
future
and
the
lines
that
we're
building
but
I
think
some
of
that
basic
information
about
are
the
value
of
transit
to
our
city.
I
know
it's
found
in
the
in
the
plan
documents
existing
plan
documents,
but
I
just
wanted
to
highlight.
Thank
you
and.
A
I
might
add,
just
maybe
even
expand
our
very
key
component
of
the
plan
in
the
past.
You
know
equity
meant
sort
of
what
we
know.
It's
a
would
be
regional
balance
of
investment
to
having
more
of
a
socio-economic
lens
and
to
may
be
a
space
yet
and
how
that
impacts.
Decisions
like
transit
congestion
impacts
just
to
show
how
that
lens
is
baked
into
the
decisions,
because
that's
I
think
a
very
new
element
and
a
very
consistent
with
how
we
are
reframing.
Our
policies
here
in
the
city,
yeah.
T
Mr.
chair
I
wanted
to
go
back
to
this
slide
just
to
address
the
transit
dependent
one
of
the
factors.
That
actually
is
one
of
the
four
factors
that
goes
into
developing
this
from
a
technical
perspective
is
the
number
of
transit
dependent
people
in
each
census
tract.
So
this
gives
you
a
sense
that
that
is
a
huge
factor
in
why
Minneapolis
shows
up
as
such,
a
transit,
rich
community
and
in
terms
of
equity,
I.
Think
mr.
T
We
always
include
equity
as
a
as
a
factor
and
the
technical
analysis,
and
we
try
to
encourage
our
policymakers
to
also
consider
that
when
making
decisions-
and
we
can't
always
influence
that
just
because
of
the
way
the
decisions
are
made
at
a
regional
scale,
but
we
certainly
are
value
equity
as
the
council,
and
maybe
some
of
the
other
modes
could
touch
on
that
as
well.
Thank
you.
G
P
P
P
That's
brought
up
to
40%
and
that
really
gives
us
the
time
to
have
these
conversations
around
on
priorities
for
the
state
highway
system
and
then
in
a
longer
term
that
was
going
to
drop
to
28
percent
and
that's
brought
up
to
30
percent
there's
more
time
to
have
conversations
around
those
years.
So
that's
less
consequential
on
Nick
touched
on
some
of
the
highway
studies
that
are
forming
this
update
to
the
plan
and
then
again
we
are
also
updating
financial
forecasts
for
state,
federal
and
local
dollars
in
the
plan.
P
Min
pass
is
an
important
priority
for
the
council
in
terms
of
mobility,
transit
advantages,
advantages
to
HOV
vehicles,
and
this
is
the
proposed
prioritization
for
the
region
in
the
draft
TPP
right
now
and
likewise,
highway
truck
corridors
were
prioritized.
You
know
in
another
study,
and
these
were
the
priorities
that
came
out
of
that
study.
Four
quarters
are
important
to
freight
movement,
so
we're
proposing
to
study
a
number
of
items
for
the
the
next
update
to
the
TPP
and
those
include
system
interchanges.
Those
are
where
two
freeways
cross
traditionally
cloverleaf
interchanges.
P
P
The
congestion
management
process
is
really
looking
to
collect
data
on
the
a
minor
arterial
system,
kind
of
that
second
tier
of
highways
in
the
region,
and
understand
where
congestion
is
and
and
what
solutions
might
address.
Some
of
that
we
are
like
everybody
are
interested
in
connecting
autonomous
vehicles.
There
are
a
lot
more
questions
and
answers
around
that.
P
A
A
It
seems
as
though,
if
you're
doing
a
bus
study
in
one
section,
that's
away
from
the
urban
core,
which
is
pretty
much
the
predominant
destination,
is
Tier.
One
that
last
stretch
when
it
merges
with
62,
is
tier
two.
How
it
seems
like
the
efficacy
of
the
whole
route
really
is
dependent
on
that
last
stretch.
Yeah.
A
Thanks
for
that
clarification,
and
also
you
know,
I
know
a
lot
of
the
freight
conversation
happens
in
a
more
of
an
out
state
or
a
bigger
highway.
So
I'm
encouraged
to
hear
that
the
minor
serial
is
where
a
lot
of
our
commerce
takes
place
in
the
cities,
and
we
don't
really
have
the
room
as
a
builder
environments
and
obviously
make
to
have
flyovers.
You
knock
out
a
beloved
church
or
something
like
that
to
make
room
for
an
intersection
mobility.
But
in
terms
of
those
last
mile
a
lot
of
Commerce
happens.
A
N
You
mr.
chair
another
or
central
issue
that
we
hear
a
lot
about
from
constituents
and
as
we
look
at
our
own
planning
for
the
future,
is
the
disproportionate
impacts
of
air
quality
in
neighborhoods
in
our
city,
where
we
see
concentrations
of
asthma
and
other
air
quality.
Related
health
concerns
is
that
air
quality
piece
factory
into
your
highway
system
plans,
and
can
we
work
together
to
figure
out
how
we
are
working
together
to
solve
kind
of
this
historic
racial
equity
issue
in
our
city?
Yeah.
P
P
W
Morning
was
much
there.
Committee
members
on
Steve,
Elmer
and
I
do
planning
at
that
council,
so
I'm
going
to
give
you
a
brief
background
on
the
region,
bicycle
network
and
how
we're
proposing
to
update
that
with
this
transportation
policy
farm.
This
is
the
the
existing
regional
bicycle
transportation
network
that
was
established
in
the
last
transportation
policy
plan
adopted
in
2015.
It's
a
series
of
corridors
and
alignments
and
regional
destinations,
as
shown
here
and
I'm,
going
to
talk
more
about
the
corridors
here.
W
The
corridors
are
where
specific
alignments
have
yet
to
be
designated,
and
we
leave
that
we
give
that
flexibility
in
the
process
for
local
jurisdictions
to
make
those
designations
through
local
plans
and
alignments
are
identified
where
we've
had
existing
or
planned
trails
or
on
street
bike
ways
or
a
combination
of
the
two
within
the
corridors
that
initially
came
out.
The.
W
Forgot
to
mention
was
the
network
was
based
on
a
regional
bicycle
system
study
that
was
a
over
a
one-year
process
in
2013-2014.
That's
how
these
corridors
came
to
be
both
of
our
corridors
and
alignments
were
set
up
to
meet
a
series
of
regional
guiding
principles
and
those
were
established
by
a
project
Advisory
Committee
during
that
regional
bike
study
there
about
a
dozen
of
them,
and
we
also
use
those
and
refer
to
those
as
we
update
with
potential
new
corridors
and
alignments
in
the
plan.
W
W
There's
we
do
have
regional
trails
as
well,
and
the
RB
Tien
is
a
transportation
system
within
Minneapolis
I,
believe
all
the
regional
trails
are
designated
as
our
baton
alignments
because
they
connect
so
well
between
major
destinations,
but
overall
the
RB
TM.
The
first
and
foremost
importance
is
transportation
for
regional
trails.
The
first
and
foremost
planning
principle
is
our
recreation.
That's
the
focus
we
are
connecting
between
primary,
our
regional
destinations
on
the
RV
TN
and
with
the
regional
parks
plan,
from
our
regional
parks
policy
plan
we're
connecting
to
and
between
regional
parks
and
regional
trails.
W
N
You
mr.
chair,
this
might
be
a
question
or
more
of
an
observation,
but
I
think
we're
seeing
in
our
city,
and
maybe
other
communities
are
as
well
situation
where
we
have
a
party
Laura
door.
That
is
both
on
our
bicycle
master
plan,
as
well
as
our
rapid
transit
network
plans,
so
we're
trying
to
put
particular
BRT
or
a
better
bus
line
on
a
route
that
also
is
designated
in
our
bike.
N
Master
plans
and
I
think
right
now
we're
taking
those
case-by-case
and
sometimes
this
body
has
made
the
decision
not
to
move
our
bicycle
facility
to
a
different
corridor
which
may
or
may
not
have
the
same
kind
of
quality
of
bicycle
access
as
the
arterial
did.
And
then
there
are
corridors
coming
up
like
kind
of
an
Avenue
and
my
ward,
where
I
think
we're
grappling
with
that.
W
P
You
so
much
cher
councilmembers.
That
concludes
our
general
presentation,
but
we
have
to
take
any
other
questions
and
thank
you
for
this
opportunity
and
again
there'll
be
some
more
opportunities
coming
up,
but
we
wanted
to
give
you
a
general
update
at
this
point
before
we
release
a
draft
recording
I.
U
You
look
at
downtown
and
there's
some
ramps
coming
in
from
94
that
seem
to
fly
over
the
buildings
along
their
second
floor
before
they
actually
get
to
downtown
and
I
know.
Some
cities
have
looked
at
doing
things
that
removing
some
of
those
ramps
into
their
downtown
areas,
tightening
up
some
cloverleaf
formations.
It
might
be
in
the
middle
of
the
city
and
even
decking
over
there
highways
has
there
been
any
discussion
about
that
and
in
the
planning
I
can.
P
Point
to
far
the
most
advanced
discussion
in
something
like
that
is
with
the
rethinking
I-94
corridor
study,
where
it's
really
taking
a
different
planning
approach.
Mndot
has
stated
they
in
identify
that
you
really
need
that
infrastructure
there
is
that
it's
at
the
end
of
life
and
needs
to
be
rebuilt,
and
so
as
they're
redeveloping
the
reconstruction
of
that
completely
rethinking
the
planning
for
that
highway
and
ideas,
like
you
mentioned,
have
come
up
in
discussion
and
how
would
that
highway?
P
The
interstate,
which
is
a
critically
important
to
the
region
and
the
state,
can
spit
better
within
the
community.
So
that's
an
example
of
a
corridor
that
is
being
looked
at
very
differently
from
a
planning
perspective
and
then
I'm
very
case-by-case
basis.
There
are
always
looking
for
opportunities
where
you
know
if
there's
unnecessary
infrastructure
as
it's
being
replaced,
not
replace
it.
P
U
I
would
say,
from
my
perspective
anything
that
you
can
put
in
your
transportation
policy
plans
moving
forward
that
would
tee
up
support
openness.
A
desire
to
see
some
of
those
things
happen
would
really
help
I
think
in
our
efforts
in
terms
of
how
we
will
make
sure
that
our
city
works
well
for
folks
here,
as
well
as
for
those
people
who
are
passing
through
it
so
because
I
I
think
there
could
be
some
some
synergy
to
maybe
make
some
some
progress
and,
as
you
pointed
out,
that
is
things
that
Department
transportations
are
you.
Thank
you.
U
N
You
mr.
chair
I
have
a
couple
of
higher
level
questions.
One
was
that
I
was
looking
through
the
land-use
section
of
the
plan
and,
of
course,
all
of
us
are
updating
our
own
comprehensive
plans.
The
city
of
Minneapolis
is,
you,
may
have
read
in
the
newspaper
or
on
Twitter,
considering
some
some
big
moves
in
how
we're
looking
at
transit,
oriented
development
and
allowing
for
more
housing,
near
transit
lines
and,
of
course,
we're
already
developed
city
with
a
lot
of
residential
density
in
our
traditional
transit
oriented
the
original
transit
oriented
neighborhoods.
N
Could
you
talk
about
how
this
plan
encourages
transit,
oriented
development
near
transit?
I
know
that
as
a
regional
organization
you're
in
a
difficult
position
where
localities
don't
want
you
to
sort
of
butt
into
our
business,
but
I
think
we
all
feel
it's
really
important
that
our
transit
investments
as
a
region
are
supported
by
the
kind
of
housing
near
transit
that
leads
to
ridership
through
its
density
through
its
parking
requirements
through
its
levels
of
affordability.
So
I
think
this
plan
talks
about
that
yeah.
P
I
can
touch
on
hi,
Leanne
Cole
can
add
anything
if
there's
I
mean,
as
we
make
our
major
transit
investments.
Transit
oriented
development
is
one
of
the
key
drivers
of
making
those
successful.
We
know
we
talk
a
lot
about
about
the
land.
How
good
Land
Use
principles
can
reflect
in
better
result
in
better
ridership
and
attract
riders
to
transit,
and
then
we
definitely
are
encouraging
transit
oriented
development
along
all
the
transfer
phase
investments,
because
it's
both
demanded
by
the
citizens
but
also
makes
that
whole
network
operate
so
much
better.
So
that's
a
high
level.
T
Obviously,
with
all
these
cities
going
through
compound
updates
right
now,
this
would
be
our
first
time
to
assess
how
we're
doing
and
that
in
that
realm,
but
one
of
the
things
I
remember
hearing
a
particular
politician
speak
about
is
that
our
plan
really
goes
to
Tod
2.0,
some
of
the
cities
that
are
experiencing
this
for
the
first
time-
and
this
is
not
Minneapolis
but
they're.
They
need
to
even
just
start
talking
about
Tod
first
in
order
to
get
their
community
comfortable
with
it
and
then
start
assessing
where
it
could
be
applied
in
their
community.
T
N
And
that's
really
important
and
I
appreciated.
Seeing
that
that's
the
requirement
and
the
land
use
plan,
I,
think
I
mean
it's
a
big
deal.
I
know
it's
a
difficult
conversation,
but
one
if
we
want
our
transit
system
to
function
and
function
well
and
serve
the
that
really
need
transit.
I
think
we
need
to
incorporate
that
land
use
and
transportation
element
together.
I
also
wondered
and
I
know.
N
This
is
a
sensitive
topic
too,
but
in
terms
of
your
sustainability
for
funding
our
transit
system,
you
know
I'm
not
sure
that
especially
the
regular
person
in
Minneapolis
knows
where
you
get
your
funding
and
I
particularly
wanted
to
ask.
If
your
funding
scenarios
are
still
assuming
that
the
regional
sales
tax
for
transit
is,
is
kind
of
going
to
the
same
places
it
used
to
be
when
CTA
was
was
in
charge
or
if
we
know
where
Hennepin
County
is
at
in
terms
of
their,
how
they'll
be
allocating
those
funds
sure.
P
That's
a
great
question,
because
that
is
one
of
the
major
changes.
What
we've
done
is
that
the
plan
will
reflect
after
discussions
with
each
of
the
seated
counties
and
when
they
dissolve
they
became
their
decision,
how
they
would
allocate
that
funding.
We
know
in
Ramsey
and
Hennepin
County.
They
have
indicated
that
they
would
like
the
plan
to
reflect
that
all
the
sales
tax
goes
to
transit
investments
in
their
counties,
Anoka,
Scott
or
Anoka
Dakota
and
Washington.
P
There
have
a
varying
different
degrees
of
some
of
their
sales
tax
will
go
to
highway
investments
and
some
down
transit.
So
we're
reflecting
in
the
plan
the
input
that
we've
received
from
each
of
the
counties
individually
and
then
our
other
major
transit
funding
source
state
is
a
major
sub
money
source
for
general
funds.
P
That's
where
some,
what
from
the
local
bus,
but
almost
mostly
for
Metro
mobility,
and
so
we
make
some
assumptions
about
that
state
growth
will
continue
to
grow,
to
meet
those
demands
and
then
the
motor
vehicle
sales
tax
is
a
key
instrument
for
funding
transit
in
this
region.
And
so
we
have
our
some
shion's
about
how
that
will
grow
and
we're
hoping
that
continues
to
be
a
robust
funding
source.
P
But
you
know
there's
different
scenarios
on
that,
so
the
plan
itself
really
does
get
into
quite
a
bit
of
detail
about
the
different
funding
sources
for
transit
and
what
the
assumptions
are
going
forward.
And
then
we
continue
to
monitor
to
see
if
those
assumptions
are
very
are
coming
true
in
terms
of
supporting
the
investment
in
the
plan.
N
Just
add
a
comment
then
then
I,
we,
we
appreciate
so
much
the
ways
that
you
are
balancing
that
and
working
with
a
very
limited
amount
of
dedicated
funding
for
transit
in
our
region
and
sort
of
cobbling
together
funds
to
try
to
build
out
our
system,
and
we
really
appreciate
all
the
work
that
goes
into
all
of
that.
Thank
you.
A
Any
other
comments
or
questions
well,
thank
you
for
this
presentation.
I
just
want
to
echo
I
think
the
work
that's
moving
forward
and
the
current
plan
is
so
much
more
reflective
of
where
the
city
of
Minneapolis
is
and
fell
through,
st.
Paul
as
well,
not
to
speak
for
them,
but
and
knowing
that
you
know
growing
pains
of
in
terms
of
policy
shifts
are
very
real
and
very
political
as
well,
and
the
fact
that
staff
is
mindful
of
that
and
we
as
we
navigate
the
implementation
of
our
ideas,
goals
and
plans.