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A
Then
I'll
read
you
guys
say
the
chair
of
the
co-chair
can
say
who
they
are.
What
meeting
this
is
and
then
I'll
read
the
notice
and
then
we'll
go
forward
after
that.
B
This
is
the
pedestrian
advisory
committee
infrastructure
and
engineering
subcommittee
meeting
on
december
17
2020.
I
am
co-chair
aaron,
berger
and
billison.
A
B
Thank
you,
let's
see
if
we
we
can
go
around
and
do
introductions
so
I'm
aaron
berger,
I'm
a
pac
member
and
I'll
pass
it
to
abigail.
B
E
Sorry
about
that
sonia
brissott,
metro,
transit,
non-voting
member.
B
C
B
J
B
There's
a
telephone
number
here
that
I
take
to
be
julia.
It's.
B
Thank
you,
david.
B
Alvin
aaron.
B
Says
well
it
says
others,
oh
well!
This
is
never
as
smooth
as
a
in-person
meeting.
Well.
The
first
item
on
the
agenda
is
the
osteo
road
reconstruction,
which
is
going
at
30
percent
and
is
presented
by
kelsey
folk
and
amber
klein.
D
Thanks
guys
for
well
kelsey,
I
don't
know
if
you
wanted
to
introduce
or
say
anything
or
I'm
happy
to
hand
it
over
to
you
amber.
Thank
you.
I
will.
Let
me
get
my
screen
up
here.
D
You
guys
see
the
presentation
yeah
perfect.
So,
like
I
said,
my
name
is
amber
klein,
I'm
the
hennepin
county
project
manager
for
the
osseo
road
reconstruction
project.
The
county
is
leading
the
project
along
with
our
consultant
jeff
rota
from
aecom,
along
with
our
other
project
partners,
minneapolis.
We
have
kelsey
and
then
the
minneapolis
park
and
rec
board
and
metro
transit.
D
So
our
project
on
osseo
road
runs
from
penn
avenue
all
the
way
up
to
49th
avenue,
which
is
part
of
the
county
road
152
corridor.
This
piece
is
a
connector
between
the
newly
finished
brooklyn
boulevard
reconstruction
project
in
brooklyn
center
and
then
the
the
soon
to
start
construction
weber,
44
project.
D
In
this
reconstruction
project,
we
intend
to
enhance
the
the
safety,
mobility,
access,
accessibility
and
convenience
for
all
corridor
users,
including
pedestrians,
bicyclists
transit
users,
motorists,
commercial
emergency
and
maintenance
vehicles.
So
we
are
currently
at
a
30
design
level
and
are
looking
for
city
concurrence
of
the
layout
so
that
we
can
move
forward
with
final
design
in
2021
and
construction
to
start
in
2022.
D
The
initial
design
was
presented
back
in
july
via
virtual
open
house,
and
here
at
the
august
bac
meeting,
we've
also
met
with
the
minneapolis
pac,
the
hennepin
counties,
bac
council,
member
cunningham
and
the
victoria
neighborhood
association.
So
after
reviewing
the
feedback
from
the
community
and
working
with
our
project
partners,
we've
made
some
modifications
to
the
typical
sections
and
the
geometry
which
I
will
be
presenting
to
you
today.
D
So
a
few
of
the
general
changes
to
the
design
include
the
addition
of
many
new
ada
ped
ramps
and
crossings,
the
striping
of
the
trail
and
then
pedestrian
level,
lighting
added
to
the
typical
sections
and
the
the
the
change
of
russia
avenue
from
a
right
and
right
out
to
a
full
closure.
D
The
city
also
relocated
their
advance
warning
sign
for
this
curve
and
did
some
tree
trimming
to
help
with
the
site
distance
at
the
penn
avenue
curve,
with
with
osseo
road
being
a
very
diverse
corridor
with
the
businesses,
the
regional
trail
and
residential
area,
we
kept
the
the
corridor
separated
into
these
six
major
configurations
or
typical
sections.
The
major
change
that
we've
made
is
the
putting
separating
the
the
multi-use
trail
and
putting
the
trail
on
the
west
side
and
the
adjusting
two
sidewalks
along
either
side
of
osseo
road.
D
So
with
that,
I
will
start
on
the
north
end
and
we'll
kind
of
run
through
some
of
the
existing
or
our
proposed
typical
section.
So,
the
first
starting
on
the
north
and
in
this
left
typical
section.
We
are
matching
into
the
existing
roadway
with
the
two
11
foot
travel
lanes
and
both
the
left
and
right
turn
lanes
at
the
49th
avenue
intersection.
D
We
are
adding
a
five
foot
grass
boulevard,
we'll
be
provided
with
a
10
foot
trail
and
the
six
foot
six
foot
sidewalk,
with
a
one
foot
detectable
edge
between
on
the
west
side,
that
one
foot
and
and
six
foot
sidewalk
on
the
opposing
side,
also
separated
by
a
grass
boulevard
and
then
on
the
the
north
typical
or
this
right
side.
D
Typical
section
is
our
our
bridge
section
where
we're
taking
the
existing
three
lanes
section
and
continuing
with
two
11
foot
travel
lanes
and
outside
five
foot
shoulders,
which
again
did
not
change
the
part
that
did
change
is
the
ten
foot
trail
and
six
foot
walk,
separated
with
a
foot
detectable
and
then
the
the
six
foot
sidewalk
on
the
opposing
side.
D
In
this
section,
we
were
replacing
the
in-place
three-lane
sections
and
outside
bike
boulevards
with
two
11-foot
travel
lanes,
which
is
which
is
remaining
the
same
from
previous.
We
are
adjusting
to
the
six
foot
grass
boulevard
on
either
side
of
the
roadway,
with
the
10
foot
trail
on
the
one,
the
six
foot
sidewalk
again,
separated
by
that
one
that
one
foot
one
foot
detectable
edge
between
them
and
then
the
six
foot
sidewalk
on
the
opposing
side.
D
D
You
can
also
see
the
trail
and
the
walk
separated
by
that
that
foot
detectable
edge
and
then
grasp
boulevards
on
either
side
as
we
continue
down.
We
now
will
run
through
this
this
b
and
c
section,
and
the
left
typical
section
we're
transitioning
to
a
three
lane
section
with
a
left
turn
lane
at
the
memorial
drive
and
memorial
parkway
intersections
again.
The
part
this
part
has
remained
the
same.
D
The
part
that
we're
adjusting
is
the
the
ten
foot
trail
and
the
six
volt
walk,
and
then
the
opposing
side
is
also
the
six
foot
walk.
These
five
foot
boulevards
are
replacing
the
the
exist.
The
previous
seven
foot
boulevards
that
we
had
on
the
on
the
right
typical
section
of
the
victory
memorial,
parkway
and
grand
rounds
trail
intersection.
D
We
introduced
the
raised
median
to
define
this
left
turn
lane
for
additional
ped
and
bike
safety.
Again,
the
part
that
was
adjusted
is
the
10
foot
trail
and
six
foot
walk
separated
by
the
detectable
edge
and
the
six
foot
sidewalk
on
the
opposing
side,
separated
again
by
that
five
foot
boulevard
again,
here's
another
rendering
of
this
section.
So
we
are
looking
north
this
time
at
the
at
osceola
road
and
the
victoria
memorial
parkway
our
drive
intersections
in
this
intersection.
D
D
The
need
for
this
12-foot
lane
and
two-foot
gutter
on
either
side
is
to
accommodate
a
county,
snow,
plow
and
space
needed
to
navigate
the
curve
that
this
typical
section
happens
to
fall
in
as
we
move
into
final
design,
we
do
intend
to,
as
we
start
our
drainage
review
of
the
coordinate
corridor.
D
D
We
also
transition
the
the
ten
foot
trail
on
the
the
west
side
to
just
a
single
sidewalk
on
either
side
with
grass
boulevards.
D
We
are
also
reviewing
the
possibility
of
adjusting
the
west
side
on
the
right
side
here
to
make
this
into
a
multi-use
trail
through
this
section
between
queen
avenue
and
and
44th.
D
Again,
here
is
another
rendering
of
this
section,
this
one
we
are
looking
south
at
the
queen
avenue
and
penn
avenue
and
44th
avenue
intersection
in
this
rendering
you
can
see
the
the
raised
median,
the
two
travel
lanes
and
the
outside
grass
boulevards
and
the
six
foot
sidewalk
on
either
side
of
the
roadway.
D
So
with
that,
thank
you
for
letting
me
come
back
and
run
through
the
our
proposed
layout
and
section
changes
feel
free
to
visit.
The
project
website.
Sign
up
for
updates
also
shown
is,
is
my
contact
information
with
that.
We
will
open
it
up
to
comments
and
questions
and
we
can
either
leave
it
at
the
presentation
or
we
can
switch
over
to
the
layout.
B
Hi
amber
this
is
this
is
aaron
berger.
I
saw
on
the
layout
that
the
design
speed
is
35
miles
per
hour
and
I'm
wondering
why
that
choice
was
made,
given
that
minneapolis's
preference
in
the
city
is
for
speeds
to
be
no
greater
than
25
miles
per
hour.
B
I
think
this
is
quite
important,
as
it
kind
of
informs
a
lot
of
design
decisions,
and
you
know
this
is
like
a
60-year
legacy
of
building
high-speed
roads
through
the
city
that
the
city
has
said.
We
no
longer
want
to
have
that
here.
D
It's
kind
of
a
there's,
not
an
easy
answer
for
that
that
at
hennepin
county
we
don't
aren't.
We
don't
pick
our
own
speed
limits.
It's
kind
of
falls
down
from
from
mndot
and
the
the
federal
highway
association
sets
those
speed
limits.
So
we
are
set
to
what
the
the
posted
speed
is.
How
speeds
are
picked
is
essentially
they
do
a
speed
study
through
a
corridor,
so
they
will
run
existing
traffic
or
run
run
current
speeds
that
are
running
through
the
traffic
and
based
off
the
85.
D
B
D
H
And
we're
we're
seeing
a
loss
of
widths
given
to
non-vehicle
uses
in
in
the
plan
that
you
shared,
which
I
took
a
look
at
earlier.
So
hopefully
I'm
remembering
correctly
and
we're
also
seeing
functionally
16
foot
wide
lanes
in
different
portions.
And
that's
just
that's
just
not
acceptable
for
a
place
that
we're
expecting
people
to
be
able
to
walk
and
feel
comfortable.
J
J
G
Do
that,
can
I
real
quick?
I
have
a
question
about
which
elements
of
the
layout
would
be
impacted.
You
know
if
the
design
speed
was
actually
changed
and
a
couple
that
come
to
mind
would
likely
be
the
curves
right
and
do
the
the
lane
widths
factor
into
that.
Like
I'm
just
wondering,
can
you
help
me
and
us
under
understand
which
elements
are
impacted
the
most
on
like
if
we
were
to
change
the
design,
speed.
J
And
it's
a
it's
an
excellent
question
because,
as
we
look
at
the
corridor,
you
know
specifically
the
the
curve
down
at
penn,
it's
better
than
it
is
today,
but
the
design
is
is
really
only
equivalent
to
a
25
mile
an
hour
speed.
So
there
will
probably
still
need
to
be
advisory.
J
Signs
posted
there
to
let
travelers
know
this
section
and
this
curve
is
needs
to
be
traveled
a
little
slower
than
the
rest
of
the
corridor,
the
remaining
or
the
other
question
which
could
be
affected
by
design
speeds
and
actually,
when
we
look
at
this
corridor.
Yes,
the
questions
about
lane
widths
is
a
good
question
and
it
was
really
based
on
feedback
from
the
agencies
involved.
As
amber
had
noted,
early
maintenance
maintenance
equipment
by
the
county
needs
that
extra
width
for
that
snow
plow
to
navigate
between
two
curbs.
J
Now,
potentially,
it
could
be
reduced
by
another
foot
on
the
median
so
that
that
far
segment
on
the
south
could
be
reduced
to
15
feet.
Instead
of
its
current
16
face
the
curve
to
face
occur,
but
again
it's
it's
driven
by
maintenance
equipment
that
the
county
uses
potentially
on
city
side
streets.
The
plow
is
physically
a
little
bit
smaller
and
maybe
so
it
can
navigate
smaller
streets,
but
the
county's
equipment
needs
that
space
when
they're
pinched
in
by
curbs
on
both
sides.
The
remaining.
H
H
C
Designing
better
to
get
rid
of
the
median
and
put
those
labels
so
that
we
can
gather
and
make
them
10-foot
lanes
each
with
no
median
yeah
and
provide
wider
walking
spaces
in
boulevard
on
either
side
of
the
corridor.
And
then
you
don't
have
to
worry
about
your
stupid,
oversized
plows,
where
you're
building
a
50-year
road
so
that
you
can
have
a
what
10-year
truck
plow
like
that's
how
long
they
last
maybe
like
get
down
that
street.
I
don't
know
if
that's
really
good
future
planning.
Do
you.
J
J
You
know
reasons
for
the
median
were
two-fold
traffic
calming
also
pedestrian
refuge
in
what
is
the
really
the
congested
segment
of
the
asean
corridor
and
the.
H
H
D
We
are
moving
forward
with
this
design,
moving
it
towards
city,
council
and,
and
in
january,
like
we
said
that
the
lane
width
is
is
needed
for
the
plow
width.
We
also
have
metro,
c-line,
d-line
and
three
or
four
other
bus
routes
that
go
there
through
here.
Their
recommendation
is
11-foot
lanes
to
accommodate
their
10
and
a
half
foot
wide
with
buses.
D
So
a
combination
of
using
some
of
our
engineering
design
and
what
hennepin
county
uses
our
recommends
we
use
this
is
the
design
we're
moving
forward.
There
is
some
flexibility
in
the
amount
of
using
that
foot
gutter
and
turning
it
into
one
one
foot
gutter.
So
we
have
a
foot
15
foot
facing
curb
to
face.
The
curb
distance
really
feel
this
opinion
is
the
good
traffic
measure.
It
helps
navigate
this
sharp
curve-
that's
down
here,
and
this
is
the
design
we're
looking
to
move
forward
with.
C
What
is
your
at
the
beginning,
but
sorry
christopher,
just
a
second:
what
is
your
primary
goal
for
this
project,
and
maybe
it
was
at
the
on
the
first
slide,
but
go
back
to
it.
D
You
mean
our
goal
for
the
project.
Well,
I
mean
ultimately,
the
the
road
has:
it's
reached
the
end
of
its
service
life,
so
we
are
reconstructing
the
pavement,
the
curb
and
gutter,
the
sidewalks.
The
drainage
will
all
be
reconstructed
as
part
of
this
project.
D
The
intent
of
this
is
is
to
enhance
the
the
safety
of
the
corridor,
the
the
mobility,
the
accessibility,
the
convenience
for
all
corridor
users.
I
mean
go.
C
Ahead,
do
you
feel
that
us
telling
you
that
the
median
the
use
of
a
median
is
forcing
a
16
foot
lane
essentially
for
a
plow,
so
we're
telling
you
that
the
use
of
the
median
is
basically
negating
traffic
calming
which,
in
effect
is
what
safety
is
needed
for
users
that
aren't
in
cars
actually
users
vehicle
users
as
well?
So
if
we're
telling
you
that
that's
negating
your
goal,
what
do
you?
What?
How
do
you
feel
about
that.
C
H
One
thing
to
keep
in
mind:
they're,
also
cutting
off
pedestrian
crossings,
so
we're
making
things
more
inconvenient
for
people
walking
every
place.
There's
a
median
and
there
aren't
curb
ramps
for
people
with
disabilities
to
cross
there.
Other
people
will
be
able
to,
but
if
you're
worth
the
stroller
using
a
wheelchair,
we're
removing
crossings
for
for
most
users
of
the
corridor
or
at
least
the
most
vulnerable
users,
we're
increasing
speeds,
we're
increasing
lane
widths
it
just
doesn't.
D
D
H
Have
when
we
restrict
pedestrian
access
across
those
streets,
it
really
is
not
a
decent
trade-off.
We
don't
have
for
our
every
crosswalk
that
we
should
have
with
those
ramps
when
that's
happening,
and
we
also
at
least
from
anecdotal
experience
when
you
have
drivers
turning
right
when
they
don't
need
to
be
looking
the
other
direction
as
well.
Many
of
them
don't
look
to
the
right
as
they
move
their
vehicles
right.
They
only
look
left
for
the
vehicles
that
are
coming
from
that
direction,
and
I've
been
hit
more
than
once
that
way.
H
Generally,
it's
a
slow
speed
crash.
It
hasn't
been,
you
know,
I've
been
minorly
injured,
but
not
majorly.
They
don't
show
up
on
the
vision,
zero,
pedestrian
crash
data,
but
that
does
happen
and
I've
seen
it
happen
with
people
biking
too.
So
I'm
not
convinced
that
preventing
the
left
turn
is
actually
a
safety
benefit
it
to
me
that
if
it
would
be,
it
means
that
the
speeds
are
too
high
so
that
drivers
are
unable
to
accurately
assess
what's
going
on
all
around
them
and
it's
sensory
overload,
it
doesn't.
F
Hi
there
good
afternoon
this
is
christopher
hofer
on
the
pack.
It
sounds
like
from
your
presentation.
If
I
understood
it
correctly,
there
are
three
factors
that
are
driving
this
project:
one.
F
The
road
is
reached
service
life,
the
end
of
its
service
life,
two
that
the
financial
there
are
financial
controls
that
apparently
dictate
that
existing
speed,
including
illegal
speeds,
have
to
be
maintained
for
financing
purposes,
setting
speed
limits
and
so
forth,
and
then
three,
the
design
of
your
current
snow,
snow,
plow
fleet.
F
Now
I
think,
abigail
mentioned
that
you
know.
Snow
plows
have
a
life
much
shorter
than
this
road,
but
I'd
like
to
turn
to
that
other
factor
that
you
led
with
that
because
of
finances
and
instructions
from
mndot
and
perhaps
the
federal
government
you
mentioned
that
basically
your
hands
are
tied.
Is
that
an
accurate
statement?
Is
there
an
appeal
process
or
an
exemption
process
that
can
be
entered
into
with
those
funding
authorities.
F
D
Not
that
I've,
no,
not
that
I
know
of
the
the
city
of
minneapolis
is
one
of
the
first
cities
to
kind
of
push
their
push
the
way
through
for
changing
speed
limits.
Do
other
cities
and
county
may
eventually
get
there.
The
county
just
has
a
different
avenue
in
which
our
speeds
are
assigned,
and
these
are
all
been
assigned,
and
so,
as
of
as
of
now,
I
think
that
30
and
35
are
our
reasonable
speed
limits
for
this.
For
this
corridor.
F
Well,
whether
they're,
if
they're,
reasonable
or
not
reasonable
it
doesn't
you
don't
have
anything
to
say
about
that,
because
you
are
stating
that
the
assignment
of
those
are
from
are
out
of
the
hands
of
hennepin
counties.
All
right.
D
B
Hey
we
are,
we
are
gonna
have
to
move
on.
I
I
drafted
a
resolution
and
I
wanna
just
read
it
and
see
if
it
works
for
the
committee,
I
wrote
the
minneapolis
pedestrian
advisory
committee
feels
the
osteo
road
reconstruction
design
does
not
do
enough
to
connect
neighborhoods
currently
divided
by
this
high
speed.
Road.
A
design,
speed
of
35
or
30
miles
per
hour
is
unacceptable
for
a
reconstruction
of
any
street
in
minneapolis.
B
The
design
speed
should
be
25
miles
per
hour.
As
stated
in
our
earlier
resolution,
we
asked
for
all
legs
of
all
intersections
to
be
built
to
accommodate
legal
pedestrian
crossings,
specifically
the
west
side
of
the
intersections,
with
45th
avenue
north
and
queen
avenue
avenue
north
and
the
east
side
of
the
intersection
of
44th
avenue
north
penn
avenue
north.
B
This
is
something
we
didn't
talk
about,
but
I
saw
in
the
design
that
there,
the
staircase
at
asia
road
is
still
removed,
which
we
had
asked
for
that
not
to
be
removed
earlier.
So
I
said
further
removal
of
the
staircase
to
asea
road
unnecessarily
removes
the
pedestrian
amenity.
We
ask
for
pedestrian
wayfinding
to
the
stairway
connection
and
an
accessible
alternative.
H
I
would
yeah,
I
would
add
in
something
about
if
the
medians
are
supposed
to
provide
anything
for
pedestrians,
they
need
to
go
past
the
crosswalk
and
have
a
cut
out
for
cross
and
bike
or
walking
and
biking
across,
but
I
think
the
mediums
seem
very
clearly
inappropriate
for
this
design
context.
So
I'm
not
sure
exactly
how
to
put
that
in.
B
Yeah
I'll
say
under
the
lane
widths
I'll
I'll,
just
add
that
the
median
the
currently
designed
medians
are
incompatible
with
appropriate
lane
widths
and.
H
B
G
G
B
Yeah
for
sure
I
mean
it's
hard
to
draft
on
the
fly,
but
yes.
B
Totally
yeah
all
right,
I
just
sent
it
to
millicent
cool
all
right.
Well,
thank
you
for
your
time.
We
appreciate
it.
B
The
next
project
is
2nd
street
northeast
and
3rd
avenue.
Northeast
pedestrian
improvements
from
christian.
K
Zimmerman
hi
pack
thanks
thanks
for
having
me
back
here
to
present
you
with
30
for
2nd
street
northeast
and
3rd
ave
northeast
in
the
saint
anthony
west
neighborhood.
This
is
just
off
the
river
and
just
north
of
first
and
then
university
is
just
to
the
east.
K
So
this
intersection
kind
of
what's
on
the
ground
now
on
the
left
here
since
2017,
when
the
melon
overlay
came
through
on
second,
they
installed
some
medians
with
some
striping
and
then
the
medians
are
just
some
temporary
bollards
that
are
here.
There's
a
bus.
Stop
some
additional
signage
was
added
a
few
years
back
with
the
cross.
K
Traffic
does
not
stop,
and
this
was
a
part
of
some
safety
concerns
with
the
sidewalk
coming
through
and
then
with
the
trail
on
this
side
of
third,
a
little
bit
of
a
downgrade
with
a
hill
coming
through.
So
there's
a
little
bit
of
speeding
concerns
and,
additionally,
with
the
bus,
stop
this
helped
to
eliminate
vehicles
from
going
around
the
bus
illegally.
K
So
what
we've
done
is
zoom
in
what
we've
done
is
really
just
formalized,
those
medians
into
a
permanent
design
and
have
upgraded
or
looking
to
upgrade
the
corners
here
to
give
ada
compliance.
K
So
this
design
here
really
narrows
down
the
travel
lanes
significantly
from
what's
out
there
and
then
also
adding
in
medians.
That
would
be
permanent
with
a
little
bit
of
striping
behind
them.
To
kind
of
lead
in
these
medians
would
absolutely
be
filled
in
with
with
landscape,
we're
still
working
on
one.
K
That
would
just
warn
motorists
that
there
is
a
crossing
up
ahead
and
then
kind
of.
Similarly,
on
this
side,
you'd
be
notified
of
a
trail
ahead.
Again
there
would
be
some
landscaping.
That's
going
to
be
determined
at
this
median
here.
We
have
provided
looking
to
do
some
nose
outs
to
give
further
protection
to
pedestrians
that
are
within
the
crosswalk,
give
them
a
little
bit
of
of
refuge
and
just
some
increased
safety
bus
stop
stays.
K
It
would
be
uninterrupted
from
its
stop
and
then,
additionally,
speed
limits
have
been
updated
in
this
area,
we're
at
25
miles
an
hour
now
on
on
second
and
then
20
miles
an
hour
on
third.
So
with
also
with
this,
we
would
slightly
update
a
little
bit
of
the
sidewalk
there's
a
little
bit
of
odd
geometry
that
was
installed
here
when
these
came
through
originally.
K
So
we
are
looking
to
try
and
straighten
up
the
sidewalks
as
best
we
can
to
kind
of
take
out
those
jogs
due
to
some
infrastructure
that
we
just
really
can't
get
into
some
of
the
jogs
are
being
corrected
to
an
extent,
but
wouldn't
fully
be
able
to
be
eliminated,
but
definitely
an
improvement
over.
What's
currently
there.
K
So
bump
outs
were
tried
at
this
location
back
in.
I
think
it
was
2015
and
they
were
just
here
at
this
corner
and
then
at
this
corner
they
did
have
a
little
bit
of
success
with
those,
but
there
was
still
still
some
crashes
that
were
going
on
at
this
location,
so
it
was
changed
to
a
median
design
in
2017
when
the
mill
and
overlay
came
through
and
with
that
they
actually
found
that
we
were
having
better
success.
As
far
as
the
crash
rates
lowering
with
this
design.
H
But
it
wasn't
tried
with
I
couldn't
get
which
corners
or
which
sections
since
I.
K
True
sort.
K
So
the
the
bump
outs
existed.
So
if
you
would
have
been
heading
north
on
2nd
street
from
from
first
so
they
would
have
been
in
those
those
two
corners
there.
K
So
they
were
just
at
two
of
two
of
the
same
corners
on
the
same
side
on
different
sides
of
the
street.
They
weren't
at
all
four.
This
design
here
is
showing
medians
on
both
sides
of
either
side
of
on
second
street
either
side
of
third.
H
K
The
original
was
yeah,
the
crossing
distance
was
narrowed
with
the
bump
outs.
This
the
crossing
distance
is
the
same,
but
we're
providing
pedestrian
refuge
with
the
medians.
H
So
it'll
be
a
pedestrian
refuge
comedian
with
to
red,
also
like
it'll
snub
out
further
than
the
crosswalk.
K
Correct
there
there
are
a
nose
out
on
each
median.
H
G
Julia
dude
are
you
able
to
I
I
I
texted
you
a
photo
of
it.
I
don't
know
if
you
can
get
that
on
your
phone.
A
H
Guess
I
just
I
didn't
initially
read
that
as
concrete,
so
that's
awesome
and
that's
what
I
like
to
see
in
the
beginning.
Thank
you.
G
One
thing
I've
noted
is
that
I
just
think
christian's
done
a
really
good
job
on
this,
and
if
we
can
start
designing
our
crossings
this
way,
I
think
it's
a
really
good
precedent,
just
because
of
the
lane
widths,
the
nose
all
of
those
things.
I
think
this.
This
feels
like
a
really
good
evolution
of
our
medium
practices.
H
The
the
only
other
thing
that
I
noticed
is
that
two
of
the
corners,
the
the
tactile
domes,
are
not
directional,
which
generally
indicates
that
we
have
not
as
tight
of
a
curb
radii,
as
would
be
good
for
walkability
anyhow,
and
it's
definitely
worse
for
people
with
impaired
vision.
H
K
So
we're
definitely
looking
at
the
crosswalks
pretty
heavily
with
this
and
we're
not
able
to
change
the
geometry
of
the
the
curve
lines
with
this
project,
just
because
of
budget
constraints
with
this.
So
but
we
are
adjusting
the
sidewalks
of
where
they'll
align
as
best
we
can
trying
to
pull
them
back
a
little
bit
from
from
the
curb
from
that
the
corner
to
give
us
the
best
chance
of
of
giving
the
directional
ada
ramps.
So
it's
something
that
I've
been
working
very
closely
with
the
engineer
of.
F
This
is
christopher.
I,
and
perhaps
you
just
answered
my
question
but
on
the
two
you
know
crossing
third
avenue.
Is
that
the
reason
why
there's
not
marked
crosswalks
of
any
sort.
K
So
with
the
city
we,
the
city
does
not
mark
crosswalks
at
unsignalized
intersections.
K
This
is,
of
course,
not
a
signalized
intersection,
so
one
way
that
we
are
marking
crosswalks
here
just
on
second
street
proposing
to
is
through
the
use
that
we
are
adding
the
medians
and
with
this
being
a
pedestrian
safety
involvement
here.
So
that's
how
we're
looking
at
second
and
kind
of
moving
forward
with
when
we're
putting
in
this
median.
You
know
a
crosswalk
marking
would
kind
of
go
with
that
as
kind
of
one
unit.
K
If
you
want
to
look
at
it
that
way,
there's
not
any
new
improvements
coming
to
third
avenue,
it's
a
not
an
overly
wide
street,
there's
already
a
little
bit
of
some
minor
bump
outs
that
that
are,
you
know
the
road
kind
of
kind
of
angles
that
way
to
narrow
the
distance
on
third,
and
then
you
know,
we
do
have
the
the
trail
crossing
on
second,
so
kind
of
getting
more
priority
to
second
street,
and
also
we
do
have
stop
signs
with
third.
F
Yeah,
that's
that's
what
caught
my
eye?
There
are
stop
signs
on
third,
but
but
no
crosswalk,
it
just
seems
well,
I
mean
like
it
just
seems
such
such
an
easy
thing
to
add.
That
would
give
some
visual
clarity
both
to
drivers
and
pedestrians,
but
okay,
thank
you.
G
Perhaps
you
want
to
include
that
in
your
resolution
it
might
be
helpful.
B
Well,
I
have
so
far.
B
The
pedestrian
advisory
committee
supports
the
design
for
pedestrian
safety
improvements
at
2nd
street
northeast
and
3rd
avenue.
Northeast
we'd
like
to
see
crosswalks
at
the
stop
signs
on
third
avenue
to
improve
pedestrian
safety.
This
design
should
be
a
model
for
improving,
I
say,
improving
pedestrian
safety.
A
lot.
This
design
should
be
a
model
for
improving
pedestrian
safety
throughout
the
city.
A
B
All
right
anything
else
on
this
project
we
have
just
a
minute
left
so.
I
Morgan,
hey
everyone.
Thank
you
for
having
me.
Yes,
I'm
here
to
talk
about
the
west
31st
head
safety,
improvement
project
at
the
intersections
of
emerson,
avenue
and
dupont
avenue.
I
So,
as
I
mentioned
the
last
time,
I
was
here,
these
two
intersections
were
part
of
a
pilot
program
back
in
2013
and
temporary
bump
outs
were
installed.
You
can
see
that
these
images
here
this
was
done
through
painted
pavement
as
well
as
temporary,
bollards
or
plastic
delineators.
I
So
the
goal
of
this
project
is
to
go
in
and
upgrade
that
infrastructure
to
make
permanent
safety
improvements
and
kind
of
enhance
that
crossing
for
pedestrians,
specifically
so
some
of
the
goals
for
this
project
really
just
supporting
demand
for
safe
crossings,
reducing
the
crossing
distance
for
pedestrians,
making
sure
that
there's
better
comfort
and
predictability
of
all
users
at
these
locations
and
then
upgrading
the
curb
ramps
to
be
ada
compliant.
I
So,
look
a
little
closer.
What
is
currently
existing?
You
can
see
here
the
temporary
bump
outs,
with
the
bollards
they're
about
seven
to
eight
feet
wide,
currently,
there's
also
four
corners
that
do
not
currently
have
any
sort
of
pedestrian
ramp
or
curb
cut.
So
with
this
project,
we'll
be
looking
to
make
those
curve
extensions,
permanent,
we're
looking
at
doing
a
seven
foot
curve
extension
into
west
31st
street,
at
both
of
the
intersections
we'll
be
upgrading
and
installing
new
88
ramps
at
each
of
the
at
all.
All
the
intersections
here.
I
This
project
really
provides
an
opportunity
for
increased
green
space
at
both
of
these
intersections
and
then
looking
a
little
bit
more
closely
at
emerson,
we're
looking
at
potential
green
infrastructure
opportunities
that
would
exist
at
this
location,
so
yeah.
That
was
very
quick
overview
but
I'll
open
it
up
for
any
questions
or
comments
that
people
might
have.
H
I
So
with
seven
feet
it
allows
so
west
31st
street
is
identified
as
a
future
bicycle
corridor
in
the
transportation
action
plan,
and
so
this
seven
foot
distance
allows
for
two
travel
lanes
and
two
bike
lanes
to
continue
through
at
both
of
these
intersections
and
also
note
that
so
the
future
project
plan.
I
Yeah
there's
nothing
in
the
cip
for
west
31st
street
currently,
but
it
is
identified
in
the
transportation
action
plan.
Okay,.
H
I
I
H
So
losing
more
than
I
mean,
only
14
lanes
off
is
still
30
foot
crossing,
which
is
functionally.
You
know
the
15
foot
lanes
again.
H
I
noticed
also
there
were
not
bump
outs
going
in
on
emerson
and
dupont
running
parallel
and
it
looks
like
this
is
a
curb
reconstruction.
Essentially.
Is
there
a
reason,
those
are
not
going
in
there
to
keep
drivers
back
from
those
corners
in
their
parking
at
the
very
least.
I
Yeah,
we
did
definitely
explore
that
just
kind
of
given
budget
constraints-
that's
not
feasible
with
this
scope.
Unfortunately,
we
are,
however,
looking
at
reducing
the
curb
radii,
since
these
are
both
one-way
streets
and
so
reducing
the
curb
radii
on
the
depending
on
which
way
you're
going.
Whichever
way
the
direction
of
traffic
is
going,
reducing
that
as
much
as
possible
to
help
kind
of
prohibit
people
from
turning
there,
as
well
as
just
making
a
little
bit
more.
I
B
True,
okay,
just
to
the
team,
would
it
make
sense
for
me
to
say
we
support
this
project
and
anything
to
further
narrow
31st
street
would
be
welcome.
H
I
think
that
sounds
great.
I
think
it'd
be
nice
to
maybe
figure
out
how
we
can
explore
this
isn't
the
first
time
we've
seen
a
project
like
this,
where
we're
getting
bump
outs
that
aren't
as
significant
as
we'd
like
because
of
hopeful
future
projects
for
for
bike
lanes
and
if
we
can
start
having
an
automatic
extension
via
temporary
means
as
a
standard.
That
would
be
great,
but
I
don't
know
if
that's
part
of
this
resolution
or
something
else
we
talk
about.
H
B
Yes,
yes,
does
anybody
have
any
other
questions
for
amy
on
this
project.
B
All
right
and
katie
white
will
be
our
final
presenter
of
the
evening
she's
going
to
be
presenting
a
15
design
for
franklin,
west
and
updating
us
on
the
far
view
park,
sidewalk
gap.
E
Thank
you
so
much,
I'm
actually
going
to
start
with
far
view
because
it's
at
30
and
I
want
to
keep
it
at
the
same
level
that
your
previous
agenda
items
have
been
at
so
I'll
start
with
far
view
park.
I'm
gonna
start
by
sharing
the
street
view
and
then
we'll
shift
to
the
graphic.
So
my
intent
was
to
show
a
graphic.
Oh
and
this
is
when
I
give
everybody
a
heads
up
that
I've
I
might
have
lost
my
ability
to
see
who
has
their
hand
raised
or
questioned.
E
So
please
interrupt
me
freely
if
I
need
to
stop
talking
so
my
goal
was
to
show
you
a
graphic
that
was
easily
interpretable.
E
However,
we
ran
into
some
staffing
short
timing
on
our
end
and
I
wanted
to
get
this
to
you
sooner.
I
didn't
want
to
wait
until
january,
so
if,
at
the
end
of
this
meeting
the
result
is
no
katie,
we
can't
take
action
or
give
you
feedback
on
this
until
we
have
a
more
easily
digestible
graphic,
I'm
happy
to
take
that
feedback
and
I'll
see
you
again
in
january.
E
So
in
the
meantime,
I'm
going
to
start
here.
This
is
far
view
park
in
this
corner.
Far
view
park
is
in
north
minneapolis
in
the
harrison
neighborhood
at
the
sidewalk
gap
is
along
4th
street
north
here
from
26th
on
the
south.
You
see
the
beautiful
two-way
bicycle
facility
here
on
26th
that
runs
east-west
and
then
the
sidewalk
gap
goes
two
blocks
to
the
north.
E
To
28th,
and
you
can
see
here
is
the
park
and
there
is
a
gorgeous
tree
canopy
here,
exactly
where
you
would
expect
a
sidewalk
to
go
and
our
goal
is
to
fit
a
sidewalk
into
the
space
for
two
blocks
along
far
view
park
north.
E
You
know
it
showed
you
that
beautiful
tree
canopy
and
our
goal
really
was
to
get
in
a
sidewalk
without
taking
out
as
few
trees
as
possible,
because
it's
such
an
important
amenity,
I'm
really
happy
to
say
that
we
are
able
to
accomplish
that.
This
schematic,
for
the
whole
two
blocks
indicates
no
tree
removal
and
the
other
thing
from
an
engineering
perspective
that
we
were
nervous
about
was
requiring
a
retaining
wall.
E
But
with
this
design,
we've
got
very
small
retaining
wall,
I
think
maybe
six
inches
max,
doesn't
really
count
as
retaining
wall.
So
we're
really
proud
of
that
accomplishment
and
I'll
show
you
how
we
did
it
again.
This
is
hard
to
read,
but
if
you
follow
the
park,
which
is
the
green
line
here,
the
green
boundary
and
then
the
other
side
of
the
sidewalk,
the
cyan
color,
you
can
make
out
a
sidewalk
that
is
essentially
bumping
out
for
every
tree.
E
In
this
case,
this
is
probably
not
ideal.
We
looked
into
creating
a
straight
sidewalk
path.
To
create
a
straight
sidewalk
path
would
require
a
much
larger,
retaining
wall
feature
which
would
be
so
expensive
as
to
possibly
preclude
the
installation
of
the
sidewalk
at
all,
given
our
budget
constraints,
so
I'll
move
north.
E
So
here
we
are
27th
on
the
north
side
of
27th.
This
dark
purple
feature
is
the
existing
trail
path.
Sorry
park
trail
that
exists
it
dumps
out
into
what
is
now
just
a
curb.
This
curb
would
then
be
replaced
with
an
ada,
accessible
landing,
we're
adding
landing
here
on
the
south
side
as
well,
and
then
updating
the
receiving
corners
on
the
opposite
side
of
fourth
from
the
park.
E
B
A
second
yeah,
thank
you
for
two
questions.
One
is:
how
wide
is
that
sidewalk?
You
may
have
said
it,
and
I
just
didn't
hear,
and
the
other
is:
is
that
a
path
that
intersects
with
bituminous
and
is
there?
Is
it
going
to
be
like
changing
surfaces
as
you
cross
that
path
sure.
E
E
Maybe
it's
further
north
on
the
I
I
think
it's
six
feet
but
we'll
see
if
the
diagram
corrects
me
later,
as
I
go
further
north.
So
this
is
27th.
E
E
So
again
we
have
what
is
today
a
concrete
trail
within
interior
to
the
park,
access
which
currently
hits
the
curb
at
this
very
sharp
angle,
and
again
it's
just
the
curve.
There's
no
ramp,
and
so
the
proposal
here,
if
you
make
your
eyes
through
the
weeds,
is
to
straighten
out
the
path
to
a
90
degree,
turn
here
and
then
a
receiving
end
across
fourth,
and
then
we
also
don't
have
it
illustrated
here,
but
we
are
improving
this
quadrant
of
the
intersection
as
well
to
do
the
north
south
travel
across
28th.
E
E
The
parked
board
believes
that
to
be
a
very
healthy
elm
tree
and
considering
they
are
still
removing
several
dozen
dutch
elm
diseased
trees
every
year,
their
intent
was
to
avoid
taking
out
a
perfectly
healthy
one,
and
it
is
quite
large
also,
and
so
that
accounts
for
the
location
of
this
pedestrian
ramp
here.
E
So
that's
the
short
version
happy
to
see
you
again
in
january
once
I
have
a
a
visually
pleasing,
graphic
or
happy
to
take
questions
now.
B
E
E
B
I
I
mean,
I
think,
you're
hearing
what
we
think
about
it
right
now,
which
is
it
looks
to
me.
I
think
this
is
a
great
design,
and
you
know
I,
of
course
having
those
bumps
where
the
trees
are,
as
you
know,
is
like
not
optimal,
but
like
it's
better
to
have
it
closed,
then
than
to
better
to
preserve
the
trees
and
better
to
have
a
sidewalk
gap
closed
than
it
is
to
have
a
straight
sidewalk.
E
A
E
H
That's
more
my
only
question
with
it
would
be.
If
there's
things
we
can
learn
from
other
cities,
where
there's
more
winding
paths
for
how
to
sign
using
tactile
markers
that
there
will
be
waviness
if
that
would
be
best
practice
in
cities
that
do
more
for
guidance
for
people
with
vision,
impairments
or
anything
like
that,
but
otherwise
looking
awesome
thanks.
So.
E
B
Okay,
so
I
wrote
as
a
resolution
and
tell
me
if
anybody
wants
any
changes.
The
pedestrian
advisory
committee
supports
the
current
design
for
the
far
view
park
sidewalk
gap.
We
would
like
to
make
sure
that
the
sidewalk
is
legible
for
users,
with
vision,
impairment.
H
B
All
right,
katie's
next
project
is
franklin
west.
B
G
Did
how's
how's
everyone
doing?
Let's
see.
G
Yeah
while
well
katie's,
coming
back
I'll,
just
share
the
screen
that
she'll
get
to
in
a
second,
and
we
can
just
take
a
look
at.
B
It
matthew,
do
you
know
if
this
is
15
kind
of
in
between?
Is
this
like
a
a
resolution
or
just
kind
of
a
feedback
session.
G
I
think
katie
will
be
able
to
answer
that
better,
but
I
I
think
she
would.
She
would
welcome
direction
now
for
sure
and
then
it's
it's
more
like
supplemental.
You
know
if
you
want
to
do
it
again
at
30.
G
In
yep,
thanks
christopher,
while
we're
waiting
I'll
just
keep
talking,
I
guess
it's
a
cool
project,
protective
bikeways.
G
H
G
G
H
B
E
E
E
G
Okay,
katie,
what
we,
what
we
learned
so
far
while
you
were
gone,
is
just
curious.
If
you
are
interested
in
a
resolution
at
15
and
then
also
julia
is
very
prepared
with
questions.
E
Above
yeah
yeah
yeah,
okay,
now
I've
for
sure,
oh
boy.
Now
it's
doing
that
thing
again
where
I
there
it
is
okay
cool.
I
have
lost
connectivity
to
the
outside
world
again.
So
interrupt
me
I'll!
Try
to
go
through
this
pretty
quickly
to
leave
time
for
lots
of
questions
where
we
are
on
the
schedule.
We're
at
15
we're
looking
at
coming
to
you
with
30
in
probably
march,
pretty
quick
turnaround,
but
it's
looking
pretty
doable
with
construction
in
2022..
E
So
we
did
some
engagement.
Over
the
summer
we
had
a
survey
monkey
that
had
a
prioritization
exercise
and
just
general.
How
do
you
feel
about
the
direction
of
the
project
when
the
prioritization
exercise?
The
number
one
desire
was
for
increased,
improved
walking
facilities,
biking
facilities
were
number
two
there's
concern
about
safe
travel
along
franklin,
but
also
across
franklin.
E
Improving
the
transit
experience
got
a
lot
of
comments
as
well,
because
route
2
is
pretty
good,
ridership
lots
of
requests
for
corridor,
greening
speed
reduction
for
vehicles,
and
we
did
hear
some
comments
in
favor
of
parking
and
car
access,
because
the
the
survey
was
in
june
july
and
a
lot
of
people
were
becoming
aware
of
the
impacts
to
their
lives
of
the
pandemic
and
increase
in
drive
up
or
curbside
or
other
mobile
services.
H
So
this
is
the
proposed
throw
in
just
for
the
record
they'll
interrupt
me
yeah.
I
just
told
her
everything
until
then
for
anything
about
the
pandemic.
H
The
fact
that
it's
a
disease
that
becomes
more
fatal
with
poor
air
quality
seems
to
me
to
be
something
that
we
need
to
focus
on
over
and
over,
as
opposed
to
going
the
individualistic
model
that
clearly
isn't
serving
us
well,
but
focusing
on
sort
of
that
collective
benefit,
and
I
did
note
that
in
the
presentation
when
I
was
reading
through
it,
just
that,
let's
think
about
pandemic,
but
in
a
let's
protect
everybody
way,
not
individual
benefit.
E
E
So
this
is
the
proposed
design
for
folks
who
have
seen
this
presentation
before
I.
I
have
this
graphic
up
on
almost
every
slide.
That's
going
to
follow,
so
I
am
going
to
flip
slides
quickly
to
stay
on
time
and
respect
your
time,
but
hopefully
you'll
be
able
to
see
this
graphic
enough
that
you
might
have
it
memorized
by
the
end,
but
just
to
orient
folks
to
what's
going
on
here,
light
gray,
concrete
pedestrian
space.
This
dark
gray
is,
you
know
the
black
ice
treatment
for
a
bicycle
facility.
E
It's
not
black
asphalt,
it's
a
concrete,
that's
darker,
darker
gray
and
then
green
is
the
boulevard
space.
This
number
one
represents
this
cross
section
here,
number
one.
So
if
you're
going
from
north
to
south,
you
see
pedestrian
space
tactile
strip
which
we'll
talk
about
in
a
second
the
bicycle
facility,
one
lane
in
each
direction
on
the
other
side
of
the
street
boulevard
space,
some
parking
in
this
cross
section
driving
lanes,
boulevard,
bike,
space,
tactile
strip,
pedestrian
space,
I'll
note
that
this
graphic
shows
the
bus
stop
on
hennepin,
very
close
to
hennepin.
E
In
reality,
it
would
be
closer
to
bryant.
So
that's
a
caveat
I'll
give
with
this.
So
new
components
of
this.
We
have
a
median
at
bryant
avenue:
bicycle
boulevard,
green
space
on
most
block
segments,
a
more
comfortable
pedestrian
space
behind
the
curb
bicycle
lane
on
each
side,
improved
bus
stops
and
we
are
retaining
five
parking
spaces.
E
E
This
would
eliminate
left
turning
capabilities
for
cars
in
all
directions,
although
it
is
mountable
for
emergency
vehicle
use
and
we're
currently
showing
this
as
concrete.
I
had
a
really
good
conversation
with
the
lowry
hill
east
neighborhood
association
last
week
about
the
potential
for
using
this
as
planters,
because
the
existing
median
is
a
planted
space.
It's
it's
up
to
them
or
any
interested
party
to
claim
responsibility
for
the
maintenance
of
that
space,
but
we're
showing
it
right
now
as
concrete.
E
So
again,
you'll
see
this
graphic
many
many
times
we're
also
showing
an
off
street
bicycle
facility.
Here,
one
lane
in
each
direction,
north
south
side
westbound
eastbound
on
each.
You
know
not
on
the
same:
it's
not
a
two-way
on
each
side
of
the
street,
so
one
way
on
each
side
of
the
street.
So
this
bicycle
facility
is
behind
the
curb
at
sidewalk
height
it's
so
it's
flush
with
the
green
space
and
also
with
the
pedestrian
space,
we're
also
adding
green
space
on
most
block
segments.
E
E
Usually,
the
park
board
considers
four
feet:
the
minimum
for
planting
a
small
fruit
tree,
but
we
have
segments
here
that
are
between
six
and
ten
feet
wide,
and
so,
while
we
haven't
identified
a
potential
species
of
trees
that
is
possible
to
be
planted
here,
it's
possible
that
we're
looking
at
actually
some
pretty
nice
trees.
I
mean
I
just
got
done
talking
to
you
about
fargo
park,
I'm
really
into
trees.
These
days,
I
guess,
but
also
adding
more
comfortable
pedestrian
space.
E
We
have
six
feet
wide
in
every
location,
although
I
think
we
get
closer
to
eight
or
nine
feet
wide
as
we
get
closer
to
hennepin
avenue
and
we're
also
discussing
this
tactile
buffer
strip.
Here.
This
is
still
kind
of
an
experimental
thing
in
the
city
of
minneapolis.
The
newly
reopened
hennepin
avenue
downtown
segment.
Has
this
one
foot
tactile
strip
it
sort
of
functions
like
a
attack,
truncated
dome?
E
It's
not
this
bright
red
color,
it's
more
like
a
brick
red
color
on
hennepin
avenue
right
now,
and
we're
going
to
evaluate
the
its
usefulness
on
headerpin
and
evaluate
its
potential
use
here
on
franklin
to
include
because
the
pedestrian
space
is
right.
Next
to
the
bicycle
space
and
this
pedestrian
space
is
next
to
the
buildings,
not
next
to
the
curb,
as
it
currently
exists
today.
E
E
Metro
transit's
very
excited
about
this
reconstruction
and
we're
looking
at
pulling
utilities
to
the
shelter
right
now
it
is
just
one
signpost
on
the
street.
Metro
transit
is
committed
to
putting
a
standard
size,
shelter
here
and
we'll
see.
Hopefully
we
can
get
some
utility
access
to
them
too
for
electricity
and
other
services
as
well,
and
we
did
some
playing
around
with
circulation
here,
but
it
is
possible
to
access
to
get
into
the
bus,
shelter
and
out
of
the
bus
shelter
without
running
into
the
bike
lane.
E
E
Five
parking
spaces
are
proposed
to
be
retained
along
the
north
side
of
franklin.
We
have
put
three
into
this
parking
bay
here.
The
bay
pulls
them
pulls
the
parked
cars
out
of
the
line
of
traffic
to
provide
a
little
bit
of
protection
there,
and
then
we
have
one
here
where
this
white
line
is
and
this
other
white
line
here
so
for
a
total
of
five
parking
spaces
on
either
side
of
aldrich.
E
Currently,
the
restrictions
for
parking
on
franklin
are
pretty.
It
varies
quite
a
bit
and
we
haven't
determined
yet
any
parking
restrictions
on
the
new
design.
A
determination
will
be
made
later,
but
if
there
are
strong
feelings,
take
those
comments
now
so
I'll
stop
there,
but
I'm
happy
to
go
back
and
go
into
more
detail.
If
there
was
something
that
I
said
that
you're
more
interested
in
hearing
about.
B
E
We
can
certainly
ask
that
question
yeah,
let's
find
out
more
about
that.
I
don't
know
matthew.
If
that
would
be
standard
use,
I
mean
it
might
be
standard
use
in
the
city.
G
I
there's
there's
likely
gonna,
be
I
I
don't
know.
I
don't
know
what
the
threshold
is
in
this
case.
For
some
reason
in
my
mind,
I
was
not
thinking
that
an
rrfb
would
be
necessary
here.
But
let's,
why
don't
we?
Why
don't
we
bring
that
question
to
our
our
traffic
operations
team
and
see
what
they
think.
B
G
G
F
F
I
have
a
question
regarding
that:
that's
maybe
just
broader
than
this
this
project,
but,
for
example,
you
know
the
block
that
goes,
let's
say
west
from
lindale.
You
know,
there's
a
pretty
good
slope
there
right
and
is
anything
ever
done,
or
can
it
be
done
construction
wise
to
make
that
slope
easier
in
winter
to
use
or
to
navigate.
F
Actually,
I
would
probably
going
down
the
hill,
but
I'm
just
thinking
generally-
and
this
sounds
sounds
silly,
but
you
know
are-
are
any
places
that
you
can
think
of
in
the
city
steep
enough
that
people
have
put
in,
for
example,
a
handrail
or
something
you
know,
because
that
you
know
sometimes,
when
I
get
off
the
bus
there,
you
know
the
last
stop
and
second
and
I
go
down,
you
know,
go
down
the
slope
and
in
winter
and
if
it's
icy
julia
this.
F
This
is
your
matter
here
it
it's
slippery,
you
know,
and
so
sometimes
I
just
kind
of
pop
out
into
the
street,
because
it's
actually
easier
to
walk,
and
I'm
just
thinking
like
in
some
situations
like
that,
particularly-
and
I
don't
remember
the
name
of
the
you
know
the
vision
center.
The.
F
Yeah
I
mean
you
know
I
mean
you
know:
could
that
be
an
assistance
to
them
and
that
kind
of
thing
it's
not
so
specific
to
this
project,
but
just
generally
it
seems
like
and
in
certain
sections
there
would
be
something
that
winter
pedestrians
could
use
on
slopes,
and
you
know
I
don't
know
what
that
is.
H
One
seconding
christopher
everything
christopher
said:
I've
I've
been
in
the
street
on
franklin
with
my
father,
because
it's
so
icy
on
sidewalks,
not
because
they
weren't
cleared
but
because
they
re-iced.
I
know
people
who
take
the
bus
just
to
get
to
avoid
walking
up
and
down
that
hill
because
it
feels
so
dangerous
just
for
falling
so
yeah.
E
Yeah,
I
I
don't
know
of
a
technique
but
I'll
ask
around
and
look
for
some
thoughts
on
that.
I
don't
know
that
regrading
would
be
a
possibility
because
of
the
existing
structure
and
the
need
to
get
down
to
lindale,
but
I'm
wondering
what
else
exists.
H
Okay,
what
about
some
sort
of
getting
variances
for
properties
along
there
so
that
they
can
connect
directly
to
the
storm
system
or
working
with
them
during
this
reconstruct
or
the
level
of
work
going
on
to
have
them
redirect
their
drainage
away
from
the
sidewalk
so
that
it
isn't
going
over
the
sidewalk
before
it
hits
the
street?
Because
that's
really
where
the
problem
comes
from.
Assuming
that
they've
done
any
clearance
and
they've
cleared
down
to
the
concrete.
E
H
I
would
think
they
may
not
be
aware
of
how
treacherous
it
can
be
if
they're
not
actively
walking
over
there,
so
their
interest
may
not
reflect
the
need,
for
it
would
be.
C
My
concern
a
question
on
lindale
and
franklin
here,
so
obviously,
vision
loss
research
is
sold
and
it's
going
to
be
rebuilt
into
apartment,
slash
condos,
with
retail,
on
the
ground
floor
as
well
as
on
the
south
side
of
franklin.
That
building
like
is
almost
done.
I'm
pretty
sure
like
it
is
done
now.
Maybe
yeah,
it's
flattened.
Is
there
a
reason
why
you're,
including
a
bus,
stop
bay?
C
Obviously
on
lindale,
so
technically,
lindale
is
still
three
lanes
instead
of
only
two
lanes,
and
then
I
know
that
when
I
those
buildings
were
proposed,
they
talked
about
having
bump
outs
into
franklin
to
like
decrease
the
crossing
width
at
lindale
and
franklin,
because
that
is
a
dangerous
and
extremely
large
intersection
with
really
wide
crossings.
E
Right
yeah:
we
expect
that
to
continue
to
happen
that
the
bus
will
hold
up
traffic
a
little
bit.
I,
the
curb
lines,
are
on
both
the
north
and
south
sides
are
moving
in
significantly
on
this
project,
so
the
crossing
distance
is
is
getting
shortened
by
quite
a
bit
with
this
reconstruct.
E
Oh,
oh
I'm
sorry
I
was.
I
was
thinking
north
side,
you
were
talking,
southside
got
it.
Yes,
there
is
a
left
turn
lane
included
because
there
are
high
turning
volumes
of
cars
who
are
going
that
direction
of
mondale
yep
yeah.
E
C
E
H
Design
at
the
aldrich
intersection,
it
looks
like
at
least
from
this
design,
and
I
know
it's
only
at
15,
but
it
looks
like
the
roadway
widens
randomly
at
the
intersection
to
cross
franklin.
E
You
know
it's
a
skewed
intersection,
so
I
know
what
you're
talking
about.
We
haven't
yet
determined
the
crossing
locations
here,
because
it
is
a
skewed
intersection.
It's
not.
We
don't
want
the
receiving
end
of
a
crossing
to
be
put
in
the
wrong
direction.
So
so
that's
not
determined
yet.
So
if
you
have
thoughts
on
where
the
best
crossing
locations
are
within
those
quadrants
that'd
be
helpful,
but.
H
The
crossing
location,
but
specifically
the
width
of
the
road
jogs
a
little
bit
like
a
couple
of
feet,
and
I
don't
know
if
it's
adjusting
for
something
coming
up,
but
it
seems
like
there's
something
going
on
in
the
roadway
width,
the
diagram
and
that's
worrisome
to
me.
Just
since
we
want
it
to
be
as
tight
as
possible
at
the
intersections
as
the
conflict
points,
rather
than
widening
back
out
in
preparation
or
other
driver.
Behaviors.
H
E
The
intense
you
know,
maybe
it's
a
graphic
thing:
the
intent
is
not
to
widen
aldrich,
but
there
is.
It
is
a
little
bit
of
a
wide
turning
radius,
which
might
be
contributing
to
that
visual
effect.
The
turning
radius
is
pretty
tight
if
you
are
a
ups
or
fedex
truck
if
you're
a
smaller
vehicle,
the
turning
radius
is
more
comfortable,
but
I'm
wondering
if
that
is
probably
contributing
to
that
visual
effect,
that
you're
referencing
definitely
not
making
aldrich
wider,
but
there
is
a
turning
radius.
There.
E
No,
I
don't
believe
it
makes
franklin
white.
I
I
think
I
know
what
you're
talking
about
the
turning
radius
would
in
some
locations
make
franklin,
I
think,
that's
eight
inches
ten
inches,
it's
been
a
while,
since
I
looked
at
those
numbers,
it
does
make
franklin
wider.
Yes,
because
of
the
turning
radius.
E
It's
not
a
question
of
skill.
It's
a
question
of
space
for
the
larger
trucks.
E
So
at
bryant
this
is
not
a
zoomed
in
feature,
so
the
mountable
specifically
refers
to
the
middle
portion
which
a
fire
truck
can
drive
over,
but
not
a
car,
but
when
a
car
is
turning
onto
bryant,
for
example,
I'm
sorry
when
a
ups
truck
is
turning
off
of
bryant
on
to
franklin.
The
ups
truck
is
going
to
be
hitting
his
tires
on
the
curb
a
bit
of
the
mountable
median
here,
and
so
the
same
thing
is
happening
here
where
the
tires
are
getting
on
to
the
yellow
paint
at
aldrich.
H
H
G
Real
quick
that
we,
we
went
pretty
low,
which
we
should
on
the
design
vehicle,
so
we
didn't
use.
Am
I
correct
in
that
katie
that
we
didn't
use
a
like
a
school
bus?
We
used
a
single
unit
truck
right
so
like
we,
we
went
as
low
as
we
could
for
those
for
the
radii.
K
H
No,
I
appreciate
that
it's
just
sort
of
helpful
to
understand
how
deeply
baked
in
different
levels
of
car
centrism
are
like
it's
something
that
I
keep
being
kind
of
amazed
and
impressed
by
and
to
realize
that
it's
that
we
can
take
space
away
from
pedestrian
refuge
on
a
corner.
But
we
can't
go
into
maybe
the
far
lane
of
traffic.
But
that's
sort
of
that's
an
aside.
H
Kind
of
curious
with
the
parking
spots,
what
we're
going
to
do
to
make
them
accessible
to
people
who
don't
have
vehicle
access
or
to
make
sure
that
it
isn't
like
getting
into
sort
of
an
equity
lens
and
looking
at
providing.
You
know,
taking
away
boulevard
space
to
provide
banking
that
is
only
accessible
if
you
own
a
vehicle.
How
is
that
shifting
with
the
transportation
action?
Oh.
C
I
was
just
letting
julia
know
that
it's
past
closing
time.
E
Yeah,
so
I
can
answer
this
real
quick.
We
don't
have
any
plans
programmatically
to
incorporate
non-vehicle
use
into
these.
The
one
exception
is
we're
really
hoping
to
get
some
sort
of
minor,
there's
sort
of
small
mini,
curb
cuts
here
in
the
parking
bay
to
collect
storm
water
and
funnel
it
into
these.
What
I
hope
are
going
to
be
nice
big
trees
here,
instead
of
the
water
running
down
the
hill
to
lindale,
hopefully
diverting
some
of
the
water
into
this
nice
new
boulevard
space.
E
H
E
B
Okay,
I
have
a
just
a
quick
resolution
and
and
then
we
can
go
for
the
night
and
I'll
email
it
out.
But
I
I
wrote.
The
pedestrian
advisory
committee
supports
the
overall
concept
for
the
of
the
15
design
for
franklin
avenue,
west
reconstruction.
B
We
asked
for
consideration
of
rrfbs
at
the
intersection
of
bryant
and
franklin
to
provide
greater
visibility
for
pedestrian
and
bicycle
crossings
and
features
such
as
a
handrail
to
support
pedestrians
on
the
slope
of
the
hill.
C
Or
aaron,
if
you
want
to
send
the
this
draft
to
everybody
who's
at
this
meeting
or
the
pac
members
of
this
meeting,
we
could
always
add
content
yeah.
B
Yeah
all
right!
Well,
thank
you,
everybody
for
your
time
and
for
sticking
with
the
meeting,
and
we
will
talk
to
everybody
at
the
next
full
meeting.