►
Description
Additional information at
https://lims.minneapolismn.gov
B
B
A
Thank
you
marty.
This
is
the
bicycle
advisory
committee
engineering
subcommittee,
the
regular
meeting
july
13
2021,
and
this
is
our
new
meeting
time
going
from
the
third
tuesday
of
the
month
to
the
second
tuesday.
So
this
is
our
inaugural
attempt
at
that
and
milsim.
I
believe
we
don't
do
a
roll
call
at
this
meeting
or
do
we
nope.
A
Very
good,
okay,
so
I
think
if
people
have
looked
at
limbs
and
you
have
the
agenda
in
front
of
you-
I'd
like
to
adopt
the
agenda
as
listed,
if
anybody
has
any
concerns
about
that.
A
I
think
we're
all
looking
good
all
right.
So
first
up
is
the
bryant
avenue
reconstruction
project
30
with
liz
heyman
and
trey
joyner
from
minneapolis
public
works.
D
You
can
see
that
good
looks
good
cool
awesome,
let's
see
if
this
works
one
second
a
little
choppy.
Oh
there,
it
goes.
D
Okay,
cool
so
liz-
and
I
here
for
presenting
to
you
all
the
recommended
concept
of
a
proposed
concept
for
the
bryant
avenue
south
reconstruction.
Again.
This
is
a
reconstruction
of
bryant
avenue
south
from
lake
street
to
50th
street
and
then
also
including
some
transit
or
pedestrian
upgrades
to
lindell
and
relocation
of
transit
from
bryant
to
lynndale.
D
With
this
project
it's
scoped
for
2020,
I
will
scope
for
construction
in
2022
throughout
2023,
with
phase
one
and
phase
two
and
curling
occurring
each
year.
We
are
nearing
our
we're
looking
to
go
to
tpw
in
august
with
our
recommended
concept
and
coming
to
you
before
that
and
during
well.
We
also
have
our
open
house
today
to
get
you
idea
and
of
what,
where
we're
at
with
the
project,
I
would
say
largely
where
we
are
the
project.
D
Now
is
not
so
different
from
what
we
last
presented
to
you
all
when
this
loads,
you
can
see
it
right
now
we're
showing
a
one-way
street
on
on
bryant,
actually
a
converging
one.
We
shoot
on
bryant.
We
have
a
convergence
point
at
46
and
there
are
two
typical
cross
sections.
I
want
to
call
you
guys
attention
to.
We
have
about
55
effect,
55
feet
of
effective
right
away
on
bryant,
which
we,
when
we
work
within
our
constrained,
work
within
encroachments,
and
we
have
on
either
typical
concept.
D
We
have
either
two
parking
lanes
in
a
ten
foot,
three
lane
or
a
one
foot
or
a
one,
one
parking
lane,
an
eight
foot,
that's
eight
feet
and
a
ten
foot
through
lane.
That's
including
two
feet
from
the
gutter
pan
and
for
the
full
length
of
the
quarter.
We
have
a
two-way
off-street
bike
trail,
that's
separated
from
the
sidewalk
in
some
locations,
it's
eight
feet
and
I
think
in
some
location
we
vary
up
to
ten
feet.
D
This
might
need
to
be
updated,
but
yeah
just
kind
of
present
that
to
you
all,
but
also
I
have
a
bit
of
information
on
the
other
bikeway
options
that
we
evaluated.
If
you
guys
are
interested
in
hearing
a
little
bit
more
information
on
that.
E
Yeah
and
I
went
into
just
before
we
kind
of
open
up
the
questions
wanted
to
just
re-emphasize
that
this,
the
public
works
recommended
option
is
the
one-way
option
that
trey
just
described.
It
is
almost
exactly
the
same
to
what
we
presented
to
the
bac.
I
believe
it
was
last
month.
Maybe
it
was
in
may
and
so
not
a
lot
of
changes
from
what
you've
seen
before,
and
I
believe
what
you
this
group
wrote
as
a
resolution
of
support.
E
We
did
evaluate
some
changes
in
regards
to
feedback
we
heard
around.
You
know
that
converging
one-way
design
that
trey
mentioned,
but
at
the
end
of
the
day,
our
re-evaluation
we
stuck
with
our
original
recommendation
of
the
convergence
point
at
46th.
F
And
liz,
while
we're
at
a
little
silent
point,
liz
and
trey
would
it
be
helpful
for
the
bac
to
sort
of
re-emphasize
support
or
what
might
be
helpful?
I
guess
from
your
perspective,
where,
where
you're
at
in
the
project.
E
Sure
I'd
say
we'd
always
take
a
reimposition
every
emphasis
of
support
at
this
point
in
the
project
I
think
trey
mentioned
we're
headed
to
the
transportation
and
public
works
committee
of
the
city
council.
We're
slated
to
bring
forward
our
public
works
recommendation
on
august
11th,
so
yeah
this.
If
you
guys
wanted
to
you,
know
re-re-emphasize.
G
Janice,
I
just
have
a
quick
question
which
may
which
is
sort
of
irrelevant,
but
I
mean:
do
you
know
what
the
status
would
be
of
bryant
north
of
lake,
so.
D
So,
in
respect
to
what
aspects
of
the
bikeway
or
the
yeah.
G
I
mean
because
here
we
can
have
this
gorgeous
spike
way,
it's
going
to
end
at
lake
street,
so
I
just
was
wondering
what
the
stat.
Oh,
you
know
whether
north
of
lake
was
slated
for
being
repaved
at
any
point.
D
E
Looked
at
we've
looked
had
taken,
early,
looks
at
retrofit
options.
We
are
not
including
it
within
the
scope
of
this
project,
but
we
know
that
it's
a
very
important
connection,
given
exactly
what
you
just
said.
So
we're
continuing
to
evaluate
what
our
options
are.
It
would
be
a
retrofit
and
looking
at
what
our
funding
opportunities
might
be
to
make
that
connection
in
the
near
term.
We
don't
have
anything
planned
yet,
but
I
mean
we
know
that
it's
a
critical
connection
in
this
area.
G
A
H
Hi
liz
and
trey
thanks
for
the
the
quick
update
here.
Can
you
talk
just
shortly
about
kind
of
the
reasoning
why
the
bikeway
is
on
the
east
side
versus
the
west
side?
H
I
just
kind
of
want
to
get
a
grasp
on
on
that
piece
and
I
I
would
assume
that
that's
been
talked
about
in
the
past,
but
I
just
I
just
I
guess-
maybe
I
just
don't
know
yet
mainly
asking
because
I
I
always
kind
of
want
to
push
for
bike
trails,
and
you
know
multi
multi
used
trails
to
be
nearest
or
most
adjacent
to
parks,
in
this
case,
lindell
farmstead
thanks.
E
Yeah
good
question,
so
we
we
actually
have
two
parks
on
this
corridor
on
either
side
of
the
street,
that's
kind
of
how
it
went
with
this
project,
so
we
have
lindell
farmstead
on
the
southern
half
or
more
southerly
half
and
bryant
square
park
on
the
northern
half
of
the
project
and,
frankly,
that's
kind
of
how
it
went
with
six
of
one
half
dozen
of
the
other
of
all
the
land
use
context
around
this
project.
E
So
some
of
the
driving
factors
that
we
looked
at,
we
looked
at
a
comparison
of
driveways
on
both
sides
and
driveways
crossings.
We
looked
at
those
land,
use
factors
so
parks
and
what
those
connections
would
be.
Some
of
the
main
things
we
were
trying
to
avoid
was
actually
clara
barton
school,
which
is
on
the
west
side.
We
were
really
hesitant
to
put
the
trail
running
down
the
complete
west
side
of
the
street,
because
of
that
you
know
mixing
zone.
E
On
the
other
hand,
though,
we
have
walker
methodist
as
well
up
on
on
the
east
side
of
the
street,
our
recommendation.
We
thought
that
that
was,
you
know
a
a
less
impactful
mixing
zone
area
than
you
have.
You
know
kids
kind
of
running
around
twice
a
day
in
the
southern
half.
So
that's
where
we
landed.
It
was
definitely
six
of
one
half
dozen
other
exercise,
but
the
clara
barton
school
factor
tipped
us
over
to
the
east
side
of
the
street.
A
Okay,
I'll
go
next.
If
no
one
else
is
in
line.
There
listen
trade,
a
couple
of
questions
here.
First
of
all,
looking
at
the
document
which
you're
presenting
here,
I
noticed
that
in
past
documents
there
have
been
basically
zebra
crossings
at
intersections,
and
I
don't
see
them
here.
So
I'm
wondering
if
the
discussion
of
tabled
crossings
and
zebra
crossings
is
still
relevant
or
if
that's
been
axed.
E
Yes
great
question,
so
we've
learned
through
some
of
our
past
recent
projects
about
when
we
are
comfortable
making
the
recommendation
that
we
have
table
crossings
based
on
our
new
street
design
guide.
E
We
are
attempting
to
have
tabled
crossings
at
every
one
of
these
intersections
where
the
bike
where
the
bikeway
is
crossing
a
a
street
for
to
be
easily,
and
so
that
is
our
standard
that
we're
aiming
for,
but
at
this
level
of
engineering,
where
we
haven't
really
dug
into
the
details
about
drainage-
and
you
know
what
the
grades
look
like:
we're
not
ready
to
make
that
promise,
especially
on
a
quarter
this
long,
because
we
just
haven't
gotten
there
yet.
E
But
that
is
the
standard
that
we
will
try
and
meet
throughout
the
detailed
design
phase
of
this
project
so
and
then,
based
on
our
crosswalk
marking
standards,
we
would
have
a
zebra
crosswalk
at
to
at
those
the
places
where
we
were
able
to
fit
in
raised
crossings.
Some
of
the
reasons
why
we
wouldn't
be
able
to
is
it's
all
going
to
come
down
to
grades
and
so
to
make
the
grades
work.
E
What
we've
learned
through
past
projects
is
that
if
you
have
a
really
like
steep
grade,
you
have
to
reconstruct
way
back
into
the
cross
street
and
unfortunately
that
adds
just
enormous
amounts
of
cost
to
our
projects.
So
we
always
err
on
the
side
of
now,
based
on
the
street
design
guide
of
trying
to
make
those
race
crossing
happen,
but
we
need
to
get
much
further
into
detail
design
before
we
can
say
with
finality
that,
yes,
we
would
be
able
to
make
this
work
at
the
cross
street.
E
The
other
thing
I
wanted
to
highlight,
because
it's
not
100
clear
here
for
this
group-
and
maybe
we
talked
about
this
last
time-
is
that
where
we
cross
driveways,
we
do
intend
to
prioritize
the
bikeway
color
check.
Could
you
could
you
hit
like
a
layout
page
just
any
random?
One
will
do
thanks
so
on
this
layout.
We
did
choose
to
show
the
driveways
in
a
little
bit
of
a
separate
color.
We
didn't.
E
I
didn't
want
two
and
a
half
miles
of
folks,
giving
me
a
call
telling
me
that
I
was
closing
their
driveway
when
that
definitely
was
not
the
intent,
but
we
yeah
do
plan
to
continue
whether
you
know
whatever
black
material.
It
is
across
the
driveway.
So
you'll
see
it's
like
a
very
you
know,
different
shade
of
gray.
It's
a
small
detail,
but
I
know
you
guys
can
and
like
to
get
into
the
details
here
and
that's
a
really
important
factor
that
we'll
be
trying
for
on
this
project.
A
That's
really
fantastic
news,
liz
just
a
couple
other
questions
regarding
that,
if
it's
going
to
be
anthrax,
you
know
the
ice
gray
or
blacktop.
Will
you
mark
across
that
intersection
again
across
that
driveway?
Or
will
you
stop
and
you
know
current
practices
benny,
they
don't
stripe
the
driveways,
they
they
stop
there
and
they
start
on
each
side
of
it.
A
Yeah,
it's
been
a
an
issue
and
I
just
point
to,
and
I've
had
a
conversation
with
you
about
the
grand
rounds
in
st
paul
and
how
wonderful
that
works
crossing
both
driveways
and
because
it's
marked
and
it's
also
the
same
color
as
the
rest
of
the.
A
So
you
don't
get
the
choppiness
that
you
get
like
the
illustration
that
you
have
of
26th
avenue
north,
where
you
have
a
piece
of
asphalt
trail
and
then
you
have
a
cement
driveway
or
an
alleyway
and
the
things
miss
and
the
intersections
are
not
marked,
because
that
was
before
the
time.
Just
the
last
question.
If
there
are
two
questions,
one
would
be
well
the
if
you
don't
have
a
table
intersection
and
this
will
you
still
pedestrian?
Will
you
still
mark
that
intersection?
A
Because
that's
been
a
point
of
you
know?
In
other
words,
if
you
can't
table
it
because
of
the
grade,
we
still
go
for
marking
it
with
the
zebra
crossing.
So
there's
continuity
across
all
these
intersections.
E
So,
unfortunately,
based
on
our
current
guidance
for
crossbox,
we
would
be
following
whatever
a
typical
intersection.
Striping
would
be
so
that
would
be
striping
at
signalized
crosswalks
at
safe
routes
to
school
routes
and
then
near
parks
as
well.
So,
like
the
one
trey
has
up
here,
it's
a
four-way
stop
and
unfortunately
that
would
not
be
marked
with
the
zebra
crossings.
A
So
my
last
question
for
you:
I
know
that
this
is
somewhat
controversial
and
I
don't
quite
have
an
opinion
other
than
to
raise
the.
The
concern
is
that
you
have
some
pictures
of
26th
avenue
north
the
trail
there
showing
a
cement,
sidewalk
and
the
asphalt
bikeway.
A
I
travel
that
quite
a
bit
and
although
it's
my
own
personal
observations,
I
can
tell
you
that
people
do
not
walk
on
the
sidewalk.
They
walk
on
the
bike
trail
and
surprisingly,
an
interesting
happened.
I
J
Oh
yeah,
no,
no
problem.
I
just
had
a
question
about
parking.
I
looked
at
the
sort
of
analysis
and
I
was
just
wondering
in
the
commercial
nodes
whether
you're
looking
at
time
time
limits
for
parking
in
some
of
those
commercial
nodes
where
you're
cutting
the
parking
back
quite
a
bit
or
whether
you're
looking
at
meters.
E
So
that
is
an
option
that
hasn't
been
decided
fully
and
will
be
continued
to
be
discussed
through
detailed
design
and
with
ongoing
conversations
with
business
owners.
There's
definitely
been
some
businesses
who
have
expressed
interest
in
time
limited
parking
by
ordinance.
It
is
something
that
folks
who
request
it
need
to
pay
for,
in
terms
of
installation,
sometimes
can
be
wrapped
into
the
capital
cost
of
a
project
like
this,
then
there's
a
small
ongoing
maintenance
fee
associated
with
it
for
for
the
the
signs
or
placements
of
the
signs,
etc.
E
So
that
hasn't
been
decided
yet,
but
there
definitely
is
some
interest
in
terms
of
meters.
We
have
discussed
that
a
bit
with
our
parking
services
given,
but
specifically
at
the
northern
end
of
the
quarter
up
by
lake
street,
we
like
to
make
those
metered
areas
contiguous
and
given
that
there's
meters
across
lake
street,
it
may
make
sense
to
install
those
but
I'll
say
that
those
changes,
those
signage
changes
are
all
fairly
flexible.
E
In
that
we
can,
we
can
install
this
street,
see
how
it
works
and
then
make
adjustments
if
need
be
in
terms
of
time,
limited
parking
and
meters.
J
A
E
E
E
Important
to
nail
that
home
is
that
this
is
completely
linked,
that
the
design
we
are
proposing
on
bryant
only
works
if
we
move
transit
to
lindeal.
D
So
yeah
a
quick
update
on
the
the
lindell
improvements,
we'll
be
moving
six
routes
over
to
lindell
three
local
and
three
limited
stop
routes,
there'll
be
15
transit
stops
in
total.
These
will
be
consolidated,
stops
and
we'll
also
have
three
pedestrian
medians.
If
I
can
go
to
the
graphic
at
three
intersections
at
45th
41st
and
one
more
37.
D
37s
as
well
as
you
can
see
in
this
image
above
it'll
be
they'll,
be
closed,
medians,
and
so
they
won't
allow
vehicles
to
go
over
unless
they're
emergency
services
vehicles
that
we've
kind
of
coordinated,
with
our
emergency
service
department
and
fire
department
to
allow
that
access
to
to
occur.
But
those
are
primarily
to
allow
pedestrians
to
cross
the
street
in
a
safe
manner
to
get
to
our
non-signalized
or
unsignalized
transit
stops
the
extent
of
the
improvements
to
to
lindo
outside
of
the
pedestrian
medians.
D
Are
these
carriage
walks?
D
You
can
kind
of
see
in
this
image
here
which
will
be
extended
to
all
the
transit
stops
to
allow
transit
routers
to
board
safely
there
and
then
there'll
be
a
bit
more
extensive,
curb
changes
at
the
lindale
and
50th
intersection,
which
will
include
us
building
out
a
transits
pull
out
station,
and
I
don't
know
which
page
that
is
on,
but
I
can
illustrate
it
here,
essentially
we'll
be
building
this
kind
of
pull-out,
stop
at
the
intersection
or
out
on
lindell
at
the
intersection
of
50th,
so
just
to
allow
buses
to
turn
from
50th
onto
lindell,
pull
out
of
the
the
vehicle
lane
and
then
board
safely
in
that
pull
out
location
other
than
those
curtains
that
lindell
at
lindell
and
50th
and
the
pedestrian
medians
and
the
carriagewalks.
A
Okay,
any
questions
seeing
none.
I
think
that
janice
proposed
doing
a
emotion,
oops.
I
see
phil
here.
J
Oh
yeah,
yeah,
sorry,
I
did
have
a
question
so
I
know
it's
obviously
a
mental
transit
issue
question,
but
I
noticed
that
at
40th
and
41st
street
there
there
are
stops.
You
know
at
each
block
and
I
I
know
that
there
has
been
some
work
to
stretch
out
some
of
these
blocks
and
my
you
know
as
a
fairly
frequent
bus
rider.
It's
just.
It
can
be
just
really
frustrating
to
have
the
bus.
J
J
E
E
It
really
comes
down
to
it,
pushing
one
stop
one
block
one
way
and
then
another
to
try
and
meet
some
of
our
other
guidelines.
So
one
of
the
big
things
we
were
trying
to
do
is
match
up
stops
with
signalized
intersections,
because
we
know
people
have
difficulty
crossing
where
there
aren't
traffic
lights
so
on
lindale
and
then
to
minimize
the
amount
of
work
that
we
would
try
and
we
would
be
doing
on
lindale.
So
when
you
start
to
lay
out
where
all
those
signals
are
there,
interestingly,
there
isn't
one
at
42nd.
E
So
if
you
skip
42nd
and
then
you
hit,
if
you
skip
again
from
40th,
it
just
ends
up
when
you
start
moving,
all
those
stops
around.
You
can't
hit
their
quarter
mile
stop
spacing
guidelines,
so
this
was
given
all
the
factors
across
the
corridor
that
we
were
trying
to
make
we.
This
was
the
best
we
could
come
up
with
in
terms
of
stop
spacing
and
where
they
felt
that
it
would
serve
folks.
The
best
also
considering
the
transfers
that
are
coming
across
at
some
of
these
locations.
A
Okay,
janice
proposed
a
resolution
here
of
support
and
I
wanted
to
just
take
a
moment
to
say
that
we
now
have
a
little
more
time
an
additional
week
to
be
able
to
sort
of
massage
a
resolution
and
perhaps
go
into
a
little
more
depth,
perhaps
to
go
back
and
take
a
look
at
our
last
our
past
resolutions
on
this
project
and
to
make
sure
we're
not
you
know
it
works
that
way.
So
that
said,
I
mean
I
think,
that
the
short
resolution
is
fine.
A
G
F
Yeah
I
just
want
to.
I
just
want
to
note
that
I
think
the
resolution
should
say
a
few
things.
This
is
a
pretty
special
project.
I
a
couple
years
ago,
I
wouldn't
have
believed
that
we
would
have
gotten
to
where
we
are
and
specifically
moving
transit,
making
it
a
one-way
for
cars.
F
You
know
having
a
nice
separated
bikeway
from
the
sidewalk,
and
so
I
think,
just
in
in
the
final
push
the
layout,
I
think
just
making
a
couple
of
those
observations
would
be
helpful.
Maybe
just
you
know
from
my
perspective
as
staff.
I
think
it
would
be
nice
to
have
that
on
record
for
the
for
the
layout
process.
So
just
a
couple
of
bullets
of
what
we
thought
was
pretty
cool
about
this.
F
A
A
And
if
not,
that's
fine,
too,
but
just
wanted
to
offer
that
as.
L
A
A
M
Hey
thanks
for
having
us
everyone,
alexander
kato,
tpp
transfer,
david
binding
programming,
I'm
a
transportation,
planner
I'll
kick
off
this
project,
and
then
I
have
two
colleagues
abdullahi
on
the
line
as
well
as
mesa
right.
If
you
two
want
to
just
speak
and
say,
hi
and
reintroduce
yourselves
to
the.
F
M
Bridge,
okay,
we'll
get
into
it.
This
is
zero
percent,
so
this
should
be
pretty
quick,
at
least
on
our
end
for
presenting,
but
definitely
you
know,
excited
to
get
any
feedback
or
questions
from
this
group,
all
it
off
with
the
one
pager.
M
If
anyone
has
any
difficulties,
hear
me
please,
let
me
know
so.
This
is
the
cedar
lake
road
bridge
replacement,
it's
slated
to
be
reconstructed
in
2023,
we're
going
to
be
starting
the
actual
public
engagement
process
in
the
september
time
frame
and
we're
replacing
the
bridge,
because
it's
just
at
a
point
now,
where
it's
more
it's
you
know,
a
full
replacement.
M
Currently
rated
at
a
rating
of
four
are
a
fair,
I'm
sorry,
and
this
requires
a
full
replacement.
You
can
see
the
project
area
in
the
map
here
I'll
zoom
in
on
an
actual
aerial,
but
it
is
this
bridge
here
there
are
actually
two
bridges.
Originally
the
project
had
scoped
in
both,
but
a
deeper
level
of
analysis
indicated
that
the
the
secondary
bridge
still
had
quite
a
bit
of
life
left
in
it,
and
so
the
scope
of
this
project
is
this
is
just
for
this
bridge.
M
I
will
zoom
in
on
the
bridge
now,
so
you
can
see
it
it's
this
bridge
here
there
crosses
over
the
railroad
tracks.
The
limits
of
the
project
were
still
defining.
What
those
will
be,
but
likely
will
be
impacting
this
intersection
of
morgan
avenue,
south
and
civil
lake
road.
M
I'm
likely
concluding
the
project
just
north
of
this
bridge,
abutment
I'll
zoom
in
and
you
can
kind
of
see
the
visuals
of
what
that
looks
like
and
I'm
sure
most
of
you
on
this
call
have
lightly
driven
or
biked
over
the
bridge,
as
it
connects
to
the
to
the
lakes
cedar
lake.
M
My
google
man's
been
a
little
slow.
Lately
he's
been
struggling
or
she.
I
guess.
I
can't
confirm
the
gender
but
they've
been
struggling
to
load
for
street
use.
M
Let's
see
here,
we
have
it.
This
is
the
conclusion
of
the
formal
bridge.
The
reconstruction
effort
will
likely
in
some
capacity.
You
know
touch
some
of
this,
but
very
minimally,
and
then
on
the
southern
side
of
the
bridge.
M
M
M
There
we
go
so
on
the
southern
side
of
the
bridge.
You
know
we'll
be
reconstructing
through
here
and
we
still
have
not
confirmed
yet,
because
we're
still
doing
a
lot
of
the
limit
analysis,
but
we
will
be
likely
impacting
this
intersection,
and
you
know
some
of
this
this
area
over
here,
but
we're
still
having
to
find
that
in
terms
of
just
you
know,
connections
and
potential
treatment
options.
Obviously,
as
is
we
have
major
you
know.
M
Currently
we
have
a
six
to
seven
foot,
sidewalk,
a
six
inch
bike,
lane
two
12
foot
travel
lanes
and
then
a
six
and
six
foot
bike
lane
in
the
67
foot
sidewalk.
So
that
gives
us
a
bridge
width
of
about
50
feet.
We
are
exploring
the
ability
to
widen
that
bridge
to
provide
enhanced
bicycle
facilities.
Ideally
all
street
that
are
separated
from
vehicle
traffic,
whether
that
be
a
shared
use
path
or
some
other
type
of
treatment
is
still
being
explored.
M
You
know
we're
well
aware
that
this
is
a
pretty
you
know,
popular
connection
point
pedestrian
and
bicycle
traffic
was
not
obtained
on
this
bridge,
but
we
did
a
count
over
on
penn
avenue
and
cedar.
So,
just
over
in
this
area
and
there's
pretty
high
biking
kind
of
volume
and
just
the
reality
of
being
in
this
area
of
the
city
so
close
to
a
lot
of
the
lakes
on
the
loose
line
trail
as
well.
We
know
this
is
a
really
important
bicycle
and
pedestrian
connection.
Vehicle
volume
is
actually
pretty
low.
M
M
So
it's
a
pretty
low
volume
connection
from
a
roadway
standpoint,
just
a
few
other
things
to
note
the
the
loose
line
you
know
connects
obviously
through
here
and
through
here,
so
we've
been
coordinating
with
the
park
board
on
that
effort,
I
had
a
limited
conversation
with,
I
believe,
tile
tyler
who's
on
this
call
from
the
park
board,
because
fortunately
he's
doing
the
some
engagement
activities
in
the
bryn
mawr
area.
M
So
we've
been
coordinating
on
that
and
will
likely
be
at
each
other's
engagement
opportunities
at
during
bring
summer.
We
will
not
be
other
than
you
know
this
intersection
impacting
muscle
much
of
the
wristline
trail,
but
you
know
we'll
obviously
make
sure
that
whatever
treatment
option,
we
do
does
factor
in
the
activity
that
does
occur
on
the
loose
line
trail
here
abdullahi.
O
I
think
you
touched
wall
on
the
project
right
now,
so
I
think
you
did
a
good
job
thanks
alexander.
A
M
A
M
That
question
has
come
up.
I
would
need
to
check
I'm
trying
to
pull
up
this
map
to
just
kind
of
show
you
how
that
was
defined,
but
I
don't
know
when
cedar
lake
road
is
up
for
reconstruction.
M
The
thought
is,
though,
that
whatever
treatment
we
do
prescribe
to
the
bridge
would
also
be
emulated
on
the
bridge
to
the
north,
as
that
is
reconstructed.
It
would
also
tie
in
with
efforts
along
cedar
lake
road,
in
terms
of
when
that
is
resurfaced
or
reconstructed.
M
F
This
is
matthew,
I'd
say
why
don't
we
just
ask
that
of
our
capital
team,
okay,.
A
Yeah,
it's
it'd
be
fantastic.
I
know
that
on
the
at
glenwood
there
is
a
little
there's.
Some
lane
markings
that
go
on
to
cedar
lake
road
north,
but
then
everything
disappears
the
whole
length.
So
I'm
really
excited
to
see
that
you're
exploring
bicycle
facilities
on
the
bridge.
M
Absolutely
thank
you
for
that
commentary,
dan
and
then
yeah
it
is.
You
see,
cedar
lake
road
is
identified
as
a
near
term
low
stress
by
way,
so
it's
definitely
something
that
you
know
from
a
policy
planning
standpoint.
We
do
want
to
improve
those
facilities.
As
of
the
reconstruction
of
burgers.
H
A
Okay
and
phil.
J
Yeah,
you
know
I
was
thinking
back
years
and
years
ago
there
was
discussion
of
daylighting
basket,
creek
further
to
the
east,
so
it
made
me
sort
of
think
about.
Were
we
doing
a
bridge?
J
F
M
I've
had
you
know,
I
had
a
conversation
with
tyler
peterson
on
this
call
and
then
also
adam
arvidsson
was
the,
I
believe,
he's
the
strategic
planning
director
for
the
park
board.
About
kind
of
you
know
the
long-term
kind
of
goals
and
visions
for
bassett
creek.
I
know
that's
something
that
they're
looking
into,
but
that's
still
a
very
you
know,
kind
of
long-term
effort
in
terms
of
if
and
when
that
egg
gets
kind
of
further
improved
for
accessibility.
M
H
Yeah,
so
the
park
board
has
approved
the
north
service
area
master
plan
last
year
and
is
available
on
our
website
under
current
projects.
We
want
to
check
it
out,
but
basically
it
outlines
how
the
loose
line
might
move
and
move
on
to
a
railroad
space
and
be
a
little
bit
more
nearer
the
the
creek-
and
there
are
several
private
and
and
there's
several
owners
of
park
land
on
that
creek.
So
it's
it's.
H
K
Hi
sorry,
it
took
me
a
second
to
find
the
unmute
button.
I
was
just
curious.
I
was
looking
at
some
of
the
alternate
routes
to
this
bridge
and
cedar
lake
road
is
a
diagonal,
so
it
provides
kind
of
a
nice
shortcut
between
certain
points
of
origin
and
destination,
but
if
it
were
to
go
away
for
motor
vehicles,
you
know
some
of
the
trips
aren't
actually
impacted
that
much
so,
for
example,
from
kappa
java,
which
is
sort
of
in
the
middle
of
bryn
mawr
to
to
international
market
square.
K
That's
a
one
mile
trip
in
a
car
using
cedar
lake
road,
but
using
penn
and
glenwood.
It
only
adds
about
.2
miles,
which
is
you
know,
probably
the
biggest
impact
of
any
two
points
you
could
pick.
So
that's
it's
adding
about
20
seconds
to
that
trip.
So
it
raises
just
sort
of
a
cost
benefit
question.
In
my
mind.
K
M
It's
an
interesting
question
that
you
we
have
not
done
that
level
of
analysis.
At
least
I'm
not
aware
of
that.
If
we
were
to
you
know,
transition
that
bridge
into
a
bike
bed
only
and
remove
vehicle
traffic
life
that
I'm
paying.
M
We
would,
I
think,
the
the
biggest
challenge
with
that
would
be
that
this
would
have
to
be
probably
a
more
comprehensive
project
than
just
a
bridge
replacement.
You
know,
it'd,
probably
be
a
whole
revision
of
cedar
lake
world,
at
least
that
section
that
level
of
analysis
really.
L
O
Alexander
this
semester,
no
actually
there
has
not
been
any
cost
benefit
analysis
that
replacing
the
vehicular
bridge
was
bad,
that
if
I
understood
it
correctly,
no
that
has
not
been
analyzed,
but
I
think,
even
though
it's
a
low
volume
vehicular
road,
but
it's
been,
I
think
it
was
before
the
railroad
it
must
have
been.
This
was
built
in
1941
sometime
way
back,
so
it
must
have
been
a
very
useful
roadway.
I
believe
so.
K
Yeah-
and
I
don't
know
the
history
of
when
it
was
built-
it's
possible-
it
was
built
before
penn
and
glenwood
were
fully
built
out.
You
know
it
might
have
been
one
of
the
original
routes
in
this
part
of
town,
so
I
guess
short
of
a
full
analysis.
I'd
be
curious
to
even
see
a
preliminary
estimate
of
you
know.
K
What's
the
cost
for
the
you
know
the
full
motor
vehicle
bridge
and
what
would
be
the
cost
for
a
bike
pet,
only
bridge
just
to
just
to
kind
of
be
eyes
open
about
what
that
cost
differential
is.
J
Yeah
this
is
philip.
It
is
an
intriguing
idea
because
it
could
be
that
trucking
firm,
that's
been
there
for
decades.
It
could
be,
it
never
go.
Well,
maybe
it
does
go
south,
but
there's
such
a
low
volume
1500
a
day.
You
wonder
whether
those
trucks
are
all
going
up
to
glenwood
and
getting
on
the
freeway
there,
as
opposed
to
going
south
across
the
the
ridge
and
getting
on
394,
but
I
just
would
have
been
intriguing
idea.
J
I
mean
I
mean:
are
we
talking
millions
of
dollar
savings
even
at
the
back
of
the
envelope?
Analysis
would
be
interesting.
O
Yeah
we
can
look
into
that,
but
usually
the
major
cost
is
in
the
foundation
and
appears
or
abutment,
so
usually
even
the
ped
bridge
except
the
width.
I
think
the
the
whole
structure
is
about
the
same
cost
wise.
The
only
thing
that
the
savings
would
be
on
the
width
of
the
the
bridge.
J
M
So
we're
gonna
start
our
public
engagement
in
september,
that'll
be
our
around
one,
we'll
be
introducing
the
concepts
or
the
project
once
we
have
actual
cross-section
concepts,
we'll
come
back
to
you
all
then,
and
we
still
need
to
kind
of
work
out
that
engagement
schedule
with
tkda.
That's
doing
the
engineered
analysis,
but
so
we'd
be
coming
back
to
you
all
with
those
concepts
before
we
go
out
to
the
public.
A
Okay,
I
see
no
further
questions.
Is
there
anything
that
you
would
like
from
us
alexander.
M
No,
I
think,
when
we
come
back
with
concepts,
I'm
sure
there'll
be
a
lot
of
feedback
from
the
group
and
we'll
really
welcome
that
conversation
as
well,
but
I
I
think
it
is
interesting
with
the
low
vehicle
volume
the
the
questions
presented,
we
can
look
into
that.
Only
thing,
I
would
say,
is
just
scope
of
some
something
like
that
does
change.
You
know
the
scope
and
then
it
then
then
I
think
the
question
becomes.
Does
it
make
sense
to
force
this
out
so
we
we
favor
reconstructs
either
like
road
or
it
just.
M
A
G
A
Our
next
project
is
the
phillips
traffic
safety
project,
zero
percent
with
mike
samuelson
and
sylvie
guzon
minneapolis
public
works.
Welcome.
C
Thank
you
just
gonna
read
me
today:
sylvia's
actually
doing
a
presentation
on
this
project
at
another
meeting
simultaneously.
So
just
stuck
with
me,
my
name
is
mike
samuelson,
I'm
a
transportation
planner
here
with
public
works
and
as
dan
mentioned,
we
are
at
zero
percent
for
a
new
project,
the
philips
traffic
safety
project.
I'm
going
to
share
my
screen
here.
C
So
this
this
project
is
actually
kind
of
two
projects
where
we
are
doing
the
the
engagement
and
the
initial
conceptual
planning
simultaneously.
So
we
have
some
pedestrian
funds
through
our
pedestrian
safety
program.
That's
a
combination
of
both
federal
and
local
dollars.
That
was
one
in
last
year's
federal,
regional
solicitation
cycle,
and
so
that
includes
chicago
avenue.
C
The
parts
of
chicago
avenue
here
shown
kind
of
24th
street
east
of
chicago
and
then
one
block
on
28th
street.
That
is
just
south
of
the
hospital
here
between
chicago
and
10th
avenue
and
then
kind
of
simultaneously.
C
We
also
had
plans
to
have
some
some
protected
bikeway
funding
on
26th
and
28th
street
around
the
same
time,
obviously
in
the
same
location
or
similar
location,
and
so
it
just
makes
sense
for
us
to
come
out
and
do
this
work
concurrently,
just
to
both
not
overwhelm
residents
and
and
community
members
with
engagement
and
also
to
be
able
to
plan.
You
know
holistically
across
these
three
east-west
corridors
and
then
obviously
chicago
are
very
important
north-south
spine
here.
C
So
you
can
see
on
the
slide.
The
goals
noted
here:
emphasis
on
reducing
speeding
and
car
crashes.
You
know
consistent
with
our
version
zero
program.
All
four
of
these
streets
are
designated
as
high
injury
streets
in
the
vision,
zero
action
plan,
so
you
know
improving
traffic
safety
here
is,
is
really
top
priority
and
through
improving
traffic
safety.
You
know
that
this
sort
of
knockout
effect
would
be
that
second
bullet
point
of
you
know
improving
comfort
for
people
who
are
walking
and
biking.
C
In
particular,
all
four
of
these
streets
are
part
of
both
the
transportation
and
action
plans
all
ages
and
abilities,
bikeway
network
and
also
the
pedestrian
priority
network,
and
then
we've
got
the
the
schedule
listed
here
on
the
right
starting
engagement
this
month,
we've
got
a
couple
events
coming
up
next
week,
a
couple
community
walks
just
as
a
way
to
sort
of
introduce
these
projects
to
some
community
members,
so
the
first
is
going
to
be
concentrated
in
west
phillips,
so
kind
of
the
western
edge
of
the
project.
C
It's
gonna
be
a
week
from
tomorrow
at
5,
30.
and
then
the
second
walk
is
in
east
phillips
and
that's
going
to
be
saturday
or
a
week
and
saturday
rather
I
mean
so
yeah
engagement,
starting
now
likely
to
go
through
through
next
year
and
then
we're
looking
to
you
know
finalize
our
conceptual
plan
towards
the
end
of
next
year,
and
then
we've
got
on
the
the
slide
here,
showing
construction
and
engineering
or
engineering
construction
in
2023.
C
I
think
there's
probably
a
good
chance
just
depending
on
schedule
that
some
of
that
construction
will
also
go
into
2024.
You
know
just
kind
of
evaluate
that
as
we
move
forward
so
because
you
know
this
is
a
zero
percent
presentation.
We
don't
have
the
concepts
here.
I
do
have
just
a
few
slides
of
you
know
kind
of
treatments
that
we've
used
on
other
similar
projects
just
to
kind
of
share
what
what
might
end
up
happening
slide
here.
So
you
know
we're
talking
about
things
like
bump
outs.
C
You
know
these.
These
could
be
at
signalized
intersections
and
probably
more
likely
that
we
see
them
at
unsignalized
intersections.
A
lot
of
the
signals
on
on
these
three
corridors
were
either
recently
rebuilt,
or
I
know,
for
instance,
at
chicago
and
26
are
going
to
be
rebuilt
with
the
d-line
project.
C
We
know
that
one
signal
at
28th,
street
and
10th
avenue
south
is
slated
for
to
be
reconstructed
as
part
of
this
project,
so
that's
probably
the
the
main
location
where
we
would
see
signal,
work
and
and
therefore
an
opportunity
to
have
a
bump
out
at
a
signal
also
the
potential
for
medians.
I
know
that
you
know
a
few
years
back.
There
were
some
meetings
that
were
installed
on
28th
street,
and
so
this
is
this
is
one
we
would
want
to
tread
carefully.
C
Make
sure
that
we
don't
repeat
any
any
of
the
issues
that
came
up
with
that
project.
A
few
years
back.
The
photo
here
is
is
on.
I
can't
remember.
Actually,
this
is
emerson
or
fremont
avenue
over
north,
but
you
know
kind
of
a
similar
idea
where
we've
got
a
one-way
street
and
then
a
protected
bikeway,
and
this
also
helps
with
the
pedestrian
crossing
shortly
crossing
distances,
as
well
as
protection
for
people
biking,
and
then
there's
also
the
option
of
upgrading
the
existing
baller
protected
bikeways
into
a
protected
bikeway.
C
So
that's
something
we're
looking
at
and
as
we
go
through
engagement,
you
know
looking
to
hear
from
residents
and
stakeholders
in
the
area
about
what
kind
of
changes
they'd
like
to
see
where
their
their
priorities
are
or
projects.
I
know
that
you
know.
For
instance,
there
also
have
been
some
some
recent
projects
around
the
anderson
school
on
both
28th
and
26th
street.
So
there
have
been,
you
know,
a
fair
amount
of
recent
improvements
in
this
area.
C
You
know
this
project
would
be
looking
to
come
in
and
you
know
hit
some
of
those
intersections
or
parts
of
the
corridors
that
were
not
previously
upgraded
or
improved
through
previous
projects.
So
I
don't
have
a
whole
lot
else
to
share
at
this
point,
and
you
know
just
looking
forward
to
any
questions
or
comments.
Folks
might.
A
Have
janice.
G
Well,
I
was
just
wondering
whether
we
should
pass
a
resolution
supporting
the
curb,
because
that's
a
great
idea.
C
You
know,
I
would
say
you
know
from
staff
standpoint.
You
know
we
don't
want
to
instruct
the
the
bac
what
to
do.
If
that's
kind
of
the
the
bac's
preference,
then
that's
something
we
would
definitely
take
into
consideration
as
we
do
our
engagement
and
start
working
up
concepts.
A
K
I
would
second
genesis
comment
supporting
the
the
curb
protection
for
that
bikeway.
I
think
the
bikeway
works
pretty
well
now,
but
the
curb
protection
would
be
a
good
enhancement
and
then
I
was
also
going
to
highlight
the
cedar
24th
street
intersection
as
a
really
key
place
to
to
focus
some
attention
for
some
improvements.
The
the
rest
of
24th
street
you
know
could
be
improved
as
well,
but
that's
that's
the
place
where
I'm
the
most
concerned,
when
I'm
biking
with
kids
and
there's
a
really
nice
bridge
across
highway
55
there.
K
C
Okay,
thanks
matthew.
I
I
think
I
need
to
confirm
this,
but
I
believe,
as
part
of
mndot's
pavement
project
next
year
on
hiawatha
on
route,
55
they're,
actually
improving
that
intersection
at
cedar
and
24th
as
well.
So
again
I'll
confirm
that,
but
that's
one
that
we'll
probably
skip
because
mndot
is
making
some
improvements
there.
But
thank
you
for
the
comment.
C
K
J
Phil
yeah,
no,
this
is
a.
This
is
a
great
project
and
my
observation,
I'm
thinking
about
sort
of
trees
and
traffic
calming
and
just
improving
the
quality
of
the
walking
biking,
and
I
think
24th
26th
a
pretty
good
chicago,
pretty
good,
but
I
would
say
28th
street,
to
the
east
of
chicago
well,
maybe
to
the
west
too,
but
I
it
feels
like
this.
It
feels
like
this
would
be
a
place
to
spend
more
money
on
more.
You
know
bigger,
more
mature
trees,
and
I
think
there
are
a
few
blocks
along
28th
street.
J
That
really
really
could
benefit
from
from
bigger
trees
and
would
certainly
go
yeah
so
that
that
would
be
my
observation.
C
Okay,
I
think
that's
helpful.
I
know
that
our
surface
water
sewers
group,
who
are
due
to
a
lot
of
the
green
infrastructure-
I
mean
the
trees-
are
maintained
by
the
park
board,
but
we
certainly
work
posted
with
the
park
board
and
I
know
that
from
a
green
infrastructure
perspective,
this
area
flags
pretty
highly
so
that
comment
about
tree
coverage
is
helpful
and
very
similar.
I
think
okay.
A
A
All
right,
I'm
assuming
phil,
has
his
hand
up
still
from
the
past.
It's
five
o'clock.
This
is
dan
miller
and
I'll
put
my
hand
up.
I
just
wanted
to
yeah
that
cedar
and
24th
intersection
is
a
stinker
of
an
intersection
to
get
across
and
to
travel
down
24th
for
that
matter.
A
Also
at
11th
near
where
the
mall
is,
I
think
it
jogs,
if
I'm
not
mistaken,
and
it's
kind
of
tricky
to
get
across
and
so
yeah.
It's
kind
of
the
poor
cousin
of
26th
and
28th,
but
I'd
say
whatever
we
can
do
to
slow.
That
straight
down
would
be
super.
A
A
Okay
and
when
we,
when
do
you,
think
you'll
be
back
to
visit
with
us
again.
C
I
would
say
we'll
probably
have
an
update
you
know
kind
of
like
sometime
over
the
winter.
I
would
imagine
we're
doing
engagement
over
the
next
few
months
and
there's
also
some
some.
C
That
will
be
starting
on
so
I
I
suspect,
we'll
have
kind
of
a
10
to
15
percent
layout
sometime
this
winter.
Thank.
A
You,
that's
that's.
That's
great.
C
M
C
A
Alrighty
moving
on,
we
have
got
one
more
item
to
discuss
and
it
is
the
b-line
recommended
quarter.
Plan
zero
percent
with
adam
smith
at
metro,
transit,
welcome,
adam.
I
Great,
thank
you
just
confirming
that
folks
can
see
my
screen.
I
I
So
I
think
the
plan
of
attack
here
is
I'm
going
to
give
a
little
bit
of
a
background
as
to
the
project
itself.
The
beeline
project
itself,
some
of
the
status
in
terms
of
where
we
are,
where
we're
headed
overall
project
schedule,
the
contents
of
the
corridor
plan
and
then
we'll
talk
a
little
bit
more
and
I'll
hand
it
over
to
jordan
and
yasna.
I
I
As
we
look
at
improvements
on
lake
street,
which
obviously
there's
a
lot
there's
a
lot
going
on
there,
so
so
just
to
get
started
for
for
folks
who
maybe
aren't
familiar
with
the
project.
I
So
the
b
line
is
a
bus,
rapid
transit
project
on
lake
street
in
minneapolis
and
then
continuing
to
downtown
st
paul
along
marshall
and
selby
avenues,
and
so
it's
substantial
replacement
of
the
route
21,
which
has
historically
been
the
second
highest
ridership
bus
route
in
our
region,
but
has
had
the
slowest
in-service
speed
so
heard
some
commentary
about
stop
spacing
earlier
in
a
another
presentation,
so
something
that
we're.
I
Certainly
you
know
cognizant
of
as
part
of
these
projects,
and
you
know,
one
of
the
things
to
note
is
that
ridership
on
this
route
has
remained
really
strong.
You
know
compared
to
other
routes,
even
throughout
the
the
pandemic.
So
a
lot
of
daily
needs
are
being
met
along
lake
street,
as
I'm
sure
will
be
no
surprise
to
a
lot
of
folks
on
this
call
and
as
of
last
fall,
the
project
is
fully
funded,
and
so
we
are
moving
forward
and
targeting
opening
in
2024..
I
I
In
february
of
this
year,
we
released
a
draft
corridor
plan
and
we
are
now
as
of
tomorrow,
anticipating
that
council
approval
to
release
the
recommended
corridor
plan
for
for
comment
and
public
review,
and
I
do
want
to
just
mention,
particularly
you
know,
to
the
interest
of
folks
on
this
committee
that
we
did
receive
a
number
of
comments
on
the
draft
corridor
plan
related
to
bicycle
connections
and
safety
along
the
corridor.
I
A
lot
of
those
had
to
do
with
places.
You
know,
I
think,
largely
on
the
saint
paul
side,
where
there
are
existing
bike
lanes,
marshall
avenue,
for
instance,
but
that
said,
interactions
between
buses
and
cyclists
is
certainly
going
to
be
one
of
our
key
considerations
as
we're
getting
further
into
the
engineering
phase.
I
But
you
know
we
do
look
to
I'll
talk
about
this
a
little
bit
more
as
part
of
the
plan
really
finalize
the
platform
locations
down
to
the
intersection
quadrant
level.
So
as
we
look
to
do
that,
this
fall
and
begin
the
detailed
design
for
the
project
that
will
go
into
next
year
and
then
in
2023,
we'll
look
to
begin
construction.
I
So
again,
you
know
the
key
sort
of
policy
element
for
the
corridor
plan
is
really
finalizing
the
station
locations
and
the
locations,
the
general
location
of
platforms
within
each
intersection,
but
we
also
include
some
other
context
around
the
corridor.
So
what
is
it?
What
is
bus
service
going
to
look
like
both
from
not
just
the
brt
perspective,
but
also
local
and
limited,
stop
service?
I
So
what
this
looks
like
within
the
plan
is
really
kind
of
these
conceptual
designs
based
on
the
coordination
and
the
site-specific
review
that
we've
done
to
date.
So
these
are
certainly
things
that
we
will
continue
to.
You
know
refine
and
look
at
as
we
move
further
into
design,
but
really
it's
about
again
sort
of
saying:
okay,
we're
looking
at
what
constraints
there
are
in
each
of
these
corners
and
and
targeting
quadrants
of
individual
intersections
for
platforms
in
terms
of
what
a
typical
arterial
brt
station
looks
like.
I
This
is
an
example
from
from
the
sea
lion
on
pen,
you
can
see
sort
of
lots
of
upgraded
amenities
from
shelters
to
seating,
to
real-time
transit
information,
and
I
did
want
to
just
highlight
too
that
most
of
our
space
stations
do
have
bike
parking
as
well.
You
can
see
the
the
loops
there,
and
that
is
something
that
is
a
standard
part
of
the
sort
of
brt
station
kit
of
parts
that
we
include.
You
know
on
platforms
as
a
standard
item
where
we
can't
so
you
know
with
that.
I
I
just
want
to
kind
of
go
through
the
sort
of
the
background
and
you
know
I'll
hand
it
off
to
jordan
and
yes
now
to
talk
a
little
bit
about
some
of
the
coordination
that
we've
we've
been
involved
in
over
the
last
number
of
months.
N
I
jordan
do
you
want
to
go?
I
can
go
first,
so
thank
you,
everyone
for
the
opportunity
to
be
here
today
and
to
join
my
colleagues
from
metro,
transit
and
hennepin
county.
N
As
we
all
know,
lake
street
is
a
critical
connector
and
a
culturally
significant
corridor
in
a
city
and
a
county,
and
the
metro,
beeline
brt
project
really
provides
the
opportunity
to
support
various
goals
outlined
in
the
city's
10-year
transportation
action
plan
and
especially
the
city's
vision,
zero
policy.
N
We
know
that
lake
street
has
long
been
identified
as
a
high
injury
street,
so
addressing
traffic
safety
is
really
the
key
and
primary
goal
for
the
city
of
minneapolis.
Knowing
that
eight
percent
of
all
crashes,
the
minneapolis
between
2010
and
2019,
have
occurred
along
lake
street,
also,
in
addition
to
that
part
of
lake
street
between
I-35w
and
hiawatha
avenue
south
is
identified
as
the
minneapolis
south
side
green
zone,
which
includes
the
greater
phillips
community,
so
really
placing
higher
priority
for
reducing
impacts
of
traffic
pollution
and
increasing
greening,
especially
trees
and
green
storm.
N
Water
infrastructure
is
also
something
that
is
a
priority
for
the
city.
Lastly,
we
are
working
as
part
of
the
this
work
with
our
partner
agencies
here
to
evaluate
the
addition
of
bikeway
facilities,
as
identified
in
the
city's
transportation
action
plan,
and
the
map
here.
That
adam
has
shows
the
it's
a
little
hard
to
see
where
they
are,
but
I
believe
it's
the
green
lines.
Okay,
yep,
it's
showing
the
blue,
sorry
blue
lines
are
showing
the
western
connection
and
then
eastern
from
hiawatha
over
to
the
river
and
just.
N
Lastly,
I
want
to
say
that
I
want
to
mention
that
the
city
is
committed
to
partnering,
with
metro,
transit
and
hennepin
county
to
improve
safety
along
this
critical
corridor,
and
I
hope
that's
evident
even
by
this
show
of
having
all
three
of
us
on
this
meeting
tonight
and
all
the
number
of
meetings
that
we
have
had
in
the
past
couple
months
and
over
the
two
years.
So
we
are
really
I'm
looking
forward
to
this
work
and
supporting
metro,
transit
and
hennepin
county
in
this.
Q
All
right,
hi
bac
as
yazna
noted
our
first
jordan
kosak
hennepin
county
and
as
yazna
noted
there
are
and,
as
you
can
see,
on
the
sort
of
the
plans
identified
on
the
slide
here
on
the
left-hand
side.
You
know
we
know
that
there
are
safety
issues
on
lake
street
hennepin
county
just
passed
a
climate
action
plan
that
calls
for
a
reduction
in
vehicle
miles
traveled
throughout
the
county.
So
we
have
that
in
our
minds
as
well
and
one
way
that
the
county
says
we
can
reach.
Q
That
goal
is
by
improving
access
to
transit,
improving
access
to
walking
and
biking,
and
so
the
the
county
has
been
a
partner
on
this
project,
and
we
know
that
we
have
these
needs
on
the
corridor.
We
know
that
we
might
have
some
near
term
as
well
as
longer
term
opportunities
to
make
more
wide
make
wider
improvements
on
the
corridor
beyond
just
what
the
brt
project
will
accomplish,
which
is
pretty
limited
to
station
areas
and
intersections
to
some
degree.
Q
So
with
that
in
mind,
the
county
is
right
now,
in
the
middle
of
leading
a
additional
study
that
builds
on
a
lot
of
the
traffic
analysis.
Work
that
metro
transit
has
done
on
the
corridor.
It
kind
of
picks
up
where
metro
transit
left
off
to
look
at
a
number
of
factors.
One
thing
that
will
be
evaluated
is
creating.
Q
Well,
maybe
I'll
just
say
it.
This
way,
eliminating
four
lane
undivided
sections
on
lake
street
where
they
exist.
It
might
not
be
a
four
to
three
lane
conversion.
It
might
look
a
little
different,
but
we
know
that
four-lane,
undivided
roadways
are
our
least
safe
roadways,
the
ones
with
the
most
crashes
in
the
county
and
the
city
as
well.
So
that's
gonna,
be
one
thing,
as
yazna
pointed
out,
potentially
looking
at
bike
facilities,
you
know,
for
instance,
from
minnehaha
east
to
the
river.
Q
If
we
were
able
to
convert
that
to
a
three-lane
section,
that's
an
opportunity
to
add
bike
lanes
because
you
free
up
more
space.
For
that.
Let
me
look
at
my
notes
here,
so
we're
also
looking
at
you
know.
J
Q
Are
there
are
there's
a
lot
of
vehicles
that
use
lake
street
right,
and
so
we
are
looking
at
how
we
can
best
mitigate
that
as
part
of
this
going
a
little
above
and
beyond
what
the
metro
transit
study
has
done,
we're
playing
around
a
little
bit
with
the
bus
lane
start
and
end
locations
and
seeing,
if
you
know
changing
where
those
are
located,
how
long
they
are
kind
of
helps
things
overall
operate
better
on
the
corridor.
Q
Q
So
we
have
like
our
base
level
of
traffic
or
you
know,
vehicle
volume
on
the
corridor
and
a
lot
of
times
the
sensitivity
analysis
will
say
what
happens
if
it
grows
over
time,
but
with
our
goal
of
reducing
vmt
in
mind,
we're
going
to
look
at
what
happens
if
we're
successful
in
that
goal,
we're
able
to
see
a
reduction
of
10
percent
of
traffic
volumes
on
the
corridor
and
how
does
that
change?
How
things
operate?
Does
that
open
up
new
possibilities
that
the
county
would
be?
Q
You
know
that
would
be
acceptable
to
the
county
to
make
certain
geometric
changes
and
those
are
geometric
changes
like
a
three-lane
section,
adding
bump
outs-
I
don't
know
other
things
like
that,
so
there's
kind
of
a
balance
for
us
at
the
county
of
you
know
finding
the
right
balance
with
traffic
traffic
operations
and
also
being
able
to
make
the
safety
improvements
and
the
improvements
for
people
walking
and
biking
that
we
know
are
really
needed
here.
I
Sure
yeah,
I
just
thanks
jordan
and
yes,
I
just
had
one
more
slide
and
just
kind
of
getting
to
the
kind
of
the
next
steps.
In
terms
of
you
know,
I
think
what
we,
what
we
kind
of
see
coming
up.
I
I
Part
of
that
is
certainly
sort
of
the
financial
resources
aspect
too,
and
and
sort
of
making
sure
that
those
are
in
place
in
a
way
that
would
be
consistent
with
you
know
all
of
the
project
schedules,
but
you
know,
as
we
noted
on
an
earlier
slide,
I
think
the
the
overarching
goal
is
that
the
b
line
doesn't
preclude
these
kinds
of
of
safety
or
other
improvements.
So,
whether
or
not
you
know
what
happens,
maybe
with
the
beeline,
I
think
that's
great,
but
I
think
the
idea
is
that
hey.
I
I
You
know
we'll
look
to
continue
engaging
with
folks
around
around
these.
These.
You
know
this
broader
set
of
potential
improvements
separately
from
beeline
efforts,
and
certainly
that
would
include
you
know
additional
coordination
with
this
group,
as
we
have
you
know,
sort
of
more
more
details
to
share
potentially
down
the
road.
So
I
think
that
was.
That
was
all
that.
All
that
I
had
so
I
think
with
that
we
could
field
questions
if
there
are.
A
Some
yes,
this
is
dan
miller
on
your
second
to
the
last
slide,
you
point
out
single
direction:
bus
lanes
on
your
little
illustration
there.
What?
What
does
that
mean?
I
mean
I
I
just.
I
Yeah
yeah,
so
essentially
you
know
one
of
the
things
that
that
we're
looking
at
and
continuing
to
do
some
analysis
on
is
in
places
where
you
know.
We
want
to
look
for
options
to
get
away
from
that.
Four
lane,
undivided
section
as
jordan
was
talking
about,
is
the
the
ability
to
go
down
to
one
through
lane
in
each
direction,
have
left
turn
lanes
and
then
also
have
a
bus
only
lane,
so
whether
that
would
be
an
eastbound
bus
only
lane
or
a
westbound
bus
solar
lane,
maybe
not
space
for
both.
I
In
that
context,
but
again,
I
think
there's
substantial
safety
benefits
that
have
been
identified
by
trying
to
add
left-hand
lanes
and
that
the
county
has
been
interested
in
looking
at
along.
You
know
pretty
pretty
good
portion
of
this
corridor.
I
That's
right
and
in
the
other
direction
they
would
be,
buses
would
operate
in
in
mixed
traffic
with
with
general
purpose
vehicles.
Okay,.
P
Thanks
dan
yeah
and
thanks
to
the
project
team
for
coming,
I'm
very
excited
to
to
have
you
all
here
and
to
talk
about
how
you
know.
Buses
are
part
of
the
ecosystem
of
the
world
that
lets
people
bike
year
round.
I
I
bust
a
lot
in
the
winter
and
the
21
21
bus
is
my
bus.
I
live
right
off
lake
street,
so
very
excited
for
the
b
line.
P
You
know,
I
guess
I
have
a
couple
kind
of
questions
kind
of
comment,
so
I
know
at
one
point
you
all
were
considering,
and
it
sounds
like
you're
still
considering
having
two
bus
only
lanes
the
full
length
of
the
corridor
right
and
you
did
a
public
feedback
process.
Something
like
three
quarters
of
the
comments
basically
said.
P
Yes,
please
have
dedicated
bus
only
lanes
along
lake
street,
and
then
you
know,
you've
shifted
to
also
considering
this
balance
to
bus
priority
concept
explicitly
to
account
for
some
of
those
traffic
safety
measure
measures
and
to
improve
biking
connections.
P
I
guess
one
of
my
concerns
is
looking
at
this
balanced
bus
priority
concept,
the
areas
that
the
city
of
minneapolis
has
designated
for
bike
improvements
in
the
transportation
action
plan
are
the
section
in
yellow
where
we
have
bus
lanes
in
both
directions
and
then
the
section
where
there
is
no
highlighted
bus
lane
between
hiawatha
and
the
river,
and
so
you
know
it
doesn't
feel
like.
P
There
are
particularly
good
improvements
for
biking
in
that
that
westernmost
section
and
then
the
easternmost
section
we're
losing
any
sort
of
bus
lane
and
there's
also
no
immediate
improvements
for
bike
lanes
right
again,
going
back
to
the
the
timeline
of
the
transportation
action
plan,
we're
trying
to
make
these
big
shifts
in
the
next
10
years,
and
I'm
not
aware
of
any
other
major
reconstructions
to
lake
street
that
are
going
to
be
happening
before
2030.
P
P
The
fact
that
people
are
looking
for
that,
but
also
really
interested
in
in,
I
guess,
getting
more
specific
commitments
from
you
all
in
the
in
the
you
know
next
15
percent
of
the
project
that
there
will
be
some
bike
improvements
to
the
corridor
as
well.
Right
because
I
don't
wanna,
we
we
want
all
of
the
things
we
want
them
all
to
be
good,
but
there's
still
seems
to
be
a
lot
of
space
that
we're
not
gonna,
see
a
lot
of
changes
along
the
corridor.
I
Well,
I'm
happy
to
start
with
a
response
and
then,
if
you
know
jordan
or
you
guys
don't
want
to
want
to
chime
in
certainly
I'll
feel
free,
I
don't
want
to
speak
for
anybody
else
here,
but
yeah.
You
know,
as
as
you
mentioned,
there
have
been
a
number
of
different
concepts
for
for
bus
priority
treatments
across
the
corridor
that
we've
looked
at.
You
know.
We've
we've
presented
a
few
of
those
within
the
planning
documents.
As
we've.
I
You
know
we
went
from
draft
to
now
recommended
where
we're
adding
this
to
a
couple
of
the
concepts
that
we
had
looked
at
previously,
and
so
you
know,
I
think
a
lot
of
this
is
still
under
development
under
analysis.
Certainly,
we
heard
a
lot
of
support
for
bus
priority
treatments
in
general
bus
lanes,
in
particular
in
terms
of
comments
on
the
draft
on
the
draft
plan,
but
I
would
say
you
know
to
some
extent
you
know
this
reflects
a.
I
What
you
see
here
reflects
a
concept
that
would
not
preclude
either
of
those
sections
of
bike
improvement,
bike
facility
improvements,
consistent
with
what's
in
the
transportation
action
plan,
I
think
we
looked
at
the
section
to
the
the
east
of
minnehaha
and-
and
you
know,
based
on
where
our
ridership
is,
where
highest
loads
are
where
highest
delays
are
that's,
not
necessarily
the
portion
of
of
lake
street.
That's
the
highest
priority
from
a
you
know,
sort
of
bus
only
lane
perspective.
I
So
you
know,
if
there's
a
stated,
need
and
a
plan
which
there
is
to
have
bike
facilities
there.
That's
something
that
we
want
to
make
sure
that
is
still
feasible
with
b-line
implementation,
and
then
you
know,
I
think,
the
same
again
for
the
section
between
east
bedemico,
parkway
and
hennepin.
You
know,
I
think
there
are.
I
You
know,
there's
a
little
bit
more
right
of
way
to
work
to
work
with
there,
when
you
think
about
the
fact
that
much
of
that
has
three
lanes
in
each
direction
with
parking
lanes
on
both
sides
of
those
three
lanes.
So
I
you
know,
I
do
think
that
nothing
in
this
concept
would
preclude
those
improvements
and
that's
kind
of
the
overall
goal
based
on
on
where
we
are
in
the
planning
phase.
Q
I
yeah,
I
think
I
don't
have
too
much
more
to
add
adam.
Maybe
one
thing
I
will
add,
though,
is
the
location
east
of
minnehaha,
where
you
don't
see
a
bus,
a
dedicated
bus,
only
lane
that
provides
greater
opportunity
to
do
something
like
add
bike
lanes,
because
there's
less
space
being
competed
for,
and
that
is
a
four
lane
undivided
section.
So
we
know
that
we,
you
know,
want
to
change
that.
Q
So
I
think
there's
a
good
chance
that
you
know
we
could
something
may
move
forward
there
that
would
be
amenable
to
hennepin
county
and
that,
as
I
mentioned
earlier,
that
is
one
thing
that
this
study
that
the
county
is
leading
right
now
will
look
at
so
we're
definitely
interested
in
and
exploring
that
further.
A
R
Yeah
I
apologize
if
you
said
this
already,
it
was
keeping
a
toddler
busy,
the
so
the
the
high
lake
intersection
is
being
reconstructed.
I
think
the
leading
date
is
2023
august,
or
something
like
that.
I
was
wondering
how
this
how
this
beeline
project
is
integrating
into
into
that
reconstruction
of
the
intersection,
and
if
the
priority
is
bus,
priority
is
being
integrated
into
that
intersection
as
well.
I
I
You
know
what
would
change
both
transit
and
general
purpose
traffic
operations
along
the
corridor,
and
I
think,
as
as
part
of
the
continued
study
that
that
the
county
is
leading
now,
there
will
be
some
additional,
maybe
some
some
kind
of
sensitivity,
testing
or
or
scenario
testing
around
how
some
of
the
design
elements
as
part
of
that
project
relate
to
some
of
the
broader
things
that
we're
looking
at
here,
but
but
certainly
we're
in
touch
with
with
the
design
team
and
have
been
participating
in
the
interagency
coordination
meetings.
As
part
of.
P
Thanks
just
one
quick
follow-up,
so
I
think
part
of
what
I'm
hearing
you
not
exactly
say
is:
if
we
put
bus
lanes
on
the
section
between
hiawatha
and
the
river,
that's
something
about
that
would
preclude
there
being
future
bike
improvements,
and
I
guess
I
would
just
push
back
on
that.
A
little
bit
in
terms
of
bus.
Only
lanes
right
now
are
only
paint
for
the
most
part,
so
those
are
pretty
easy
to
change.
We
just
repaint,
but
then
also
to
really
be
thinking
again
about.
P
You
know:
that's
a
section
of
lake
street
where
it's
a
four
lane
undivided
road,
and
there
is
a
bunch
of
parking
on
every
single
block
and
so
thinking
about
how
can
we
accommodate
both
bikes
and
buses,
with
the
river
crossings
being
what
they
are
right?
This
is
a
major
throughway
to
st
paul
and
a
bike
facility
on
the
other
side
of
the
street.
P
So
I
just
really
want
to
encourage
us
to
get
creative
and
think
about
how
we
can
do
both
on
this
section,
rather
than
be
thinking
it's
an
either
or
situation.
But
I
appreciate
that
there
are
documents
and
plans
and
constraints
that
you
all
are
dealing
with
that
we
did
not
go
through
at
today's
zero
percent
presentation.
So
thanks
again
for
your
time.
Q
Yeah
alyssa,
if
I
could
just
respond
to
that,
I
think
one
thing
there's
maybe
like
a
short
and
a
long-term
way
that
we're
looking
at
it
and
I
think
for
the
purposes
of
what
hennepin
county
is
evaluating
right
now,
we're
looking
at
more
of
what
can
be
done
in
the
short
term,
with
just
like
a
restriping
repaving
type
project,
because
the
parking
lanes
are,
I
believe,
most
of
them
have
like
bump
outs
at
the
corners,
and
so
there
is
kind
of
in
that
more
short-term
scenario.
Q
There
is
kind
of
an
either
or
because,
just
because
of
the
limited
space
I
think
if
we
were
going
to
totally
reconstruct
the
roadway,
we
might
more
options
would
be
on
the
table,
but
that
is
not
anytime
in
the
near
future.
Q
But
then
just
one
other
thing
I'll
say
is
that
previous
analysis,
traffic
analysis,
that's
been
done,
hasn't
really
shown
any
appreciable
gain
for
bus
travel
time
by
having
a
bus
only
lane
there.
So
you
know
if
it
would
make
a
big
difference
to
bus
headways.
Q
I
think
it
would
probably
be
on
there
and
be
considered
more
strongly,
but
it
just
it
wasn't.
Didn't
really
make
a
big
difference
in
that
section,
so
that's
why
it's
not
being
shown
there
and
that's
why
we're
kind
of
thinking
about
other
options
for
that.
Q
A
J
Yeah,
I
have
a
couple
of
thoughts
I
for
the
last
five
or
so
years,
I've
used
the
53
express
bus,
one
of
the
later
buses.
Pretty
often-
and
I
don't
know
if
metro
transit
tracks
the
number
of
times-
that
the
bike
racks
are
full
on
the
express
bus
which
is
sort
of
obviously
what
brt
is
going
to
replace.
But
but
it
was
pretty
common
that
you
that
I
was
not
able
to
get
my
my
bike
on
or
other
people
were
not
able
to
get
their
bikes
on
the
53.
J
So
that's
sort
of
one
thing
to
look
at
the
data
and
then
and
then
the
other.
You
know
the
other
sort
of
it's
it's
a
this
whole
question
of
corridors
and
modes
and
my
mind
was
sort
of
going
to
the
greenway
and
how,
if
you're,
going
along
you're
biking
along
lake
street
because
there's
signage
that
tells
you
you
know.
The
metro
greenway
is
two
blocks
up
here.
J
Basically,
but
if
you're
on
the
greenway
there's
not
sort
of
commensurate
signage,
about
hey,
you've
got
lake
street
and
I'm
thinking
specifically
about
businesses
because
really
lake
street
is
this
intense
small.
You
know
business
heavy
corridor
and
again
my
mind
was
sort
of
going
to.
Wouldn't
it
be
nice
to
have
money
in
this
project
benefit
signage.
J
On
the
greenway
for
people
cruising
along
the
greenway
I
mean
I
tend
to
when
I'm
shopping
on
lake
street,
I
tend
to
use
the
greenway
and
then
I
I
sort
of
know
where
the
businesses
are
and
I
exit
the
greenway
and
go
down
and
bike
a
few
few
blocks
on
lake.
But
I
don't
really
want
to
bike
20
blocks.
I'm
like
I'm
going
to
use
the
green
wave,
but
signage
would
be
really
helpful.
Business
signage
for
people
on
the
on
the
green
bay.
Q
I
can
I
can
respond
to
that
one
phil
at
hennepin
county.
We
have
a
program
called
the
midtown
greenway
community
works
program.
It
was
created
like
over
20
years
ago.
I
think,
to
help
build.
You
know,
create
the
midtown
greenway,
but
it's
still
ongoing
and
that
signage.
Q
I
And
just
to
respond
to
the
the
comment
about
bike,
racks
yeah
definitely
appreciate
that
comment.
I
think
that's
something
that
is,
you
know
something
we
we
track
in
a
general
sense
within
metro
transit,
and
you
know
I
do
think
there
are.
There
are
benefits
to
having
the
larger
articulated
buses.
I
still
believe
operator
discretion
when
the
two
spaces
on
the
front
on
the
front
rack
are
filled
to.
I
You
know
allow
folks
with
bikes
to
bring
them
on
the
vehicle,
but
it
is
much
easier
to
do
that
with
three
doors
and
the
more
open
floor
plan
layout
of
the
brt
buses,
so
that
is
at
least
a
benefit
not
to
mention
just
the
increased
frequency
and
and
span
compared
to
something
like
the
the
route
53
with
10
minutes
service
through
you
know
a
lot
of
those
busier
times
so,
but
certainly
good
comment.
Thank
you.
O
Q
I'm
phil
I'm
putting
the
a
link
to
the
midtown
greenway
community
works
website
in
the
chat
and,
if
okay,
there's
the
contact
information
for
the
program
manager
there.
So
if
you
want,
you
could
just
follow
up
with
her
directly
and
see
where
things
stand
on
that
initiative,
and
you
could
also
learn
more
about
some
other
things
that
are
happening
on
the
greenway.
A
Yeah
this
is
dan
miller
and
thank
you
question
on
your
slide.
Three,
your
project
schedule
and
just
looking
at
this,
and
I
see
that
this
is
going
before
the
med
council
in
july
2021
and
I
know
understand
that.
Well,
there's
going
to
be
improvements
to
the
roadway
and
changes
and
stuff
like
that
that
jordan
had
expressed-
and
you
know.
Obviously
this
is
a
conceptual
design
that
will
be
able
to
add
in
those
details
that
I
think
we're
concerned
about
later
on.
Is
that
correct,
jordan
and
adam.
Q
Yeah,
that's
right.
I
think
what
hennepin
county
is
doing
now
is
making
sure
that
when
the
b-line
gets
constructed,
we
can
come
back
later
as
opportunities
arise
and
sort
of
add
in
other
things
you
know.
Ideally
we
would
do
it
at
the
same
time
and
maybe
we'll
be
able
to
find
the
funding
to
do
that,
but
yeah.
We
just
want
to
make
sure
that
we're
not
precluding
any
future
improvements.
A
So
the
the
discussion
about
reduction
in
lanes
and
bike
lanes
and
that
stuff
will
happen
independently
of
this
project
schedule.
I
Yeah,
I
think
you
know,
there's
an
important
linkage
when
it
comes
to
again
sort
of
setting
those
brt
station
locations
in
place
and
you
know
sort
of
where
the
curb
lines
are
going
to
be
because
those
can't
be
necessarily
changed
later
on.
But
but
you
know,
when
it
comes
to
the
lane
configurations
and
and
those
sorts
of
things
will,
I
think,
there's
certainly
room
in
the
timeline.
For
that.
A
So
when
do
you,
when
do
you
see
coming
back
to
meet
with
us
again,
you
see
engineering
is
starting
in
fall.
2021
is,
is
that.
I
Yeah,
I
think
the
the
goal
would
really
be
to
you
know
later
this
year.
You
know
kind
of
this.
I
This
bullet
point
here
when
you
know,
I
think,
additional
additional
analysis
work
has
been
has
been
completed
and
I
think,
we'll
you
know,
sort
of
have
a
better
idea
collectively
of
some
of
the
these
improvements
and
the
feasibility
of
some
of
these
improvements,
and
you
know
I
think
again,
I
don't
want
to
speak
for
the
city
or
county,
but
I
think
certainly
that
would
be
the
the
goal
would
be
sort
of
in
concert
with,
as
the
b
line
is
getting
into
the
detailed
design
phase.
I
A
S
Also,
just
dan
second,
what
alyssa
said
earlier.
This
is
a
really
big
deal.
It's
going
to
make
things
really
significantly
better
for
people
who
want
to
get
around
without
having
to
use
a
car
and
and
like
alyssa,
you.
R
S
I'm
I'm
a
transit
rider
when
I'm
not
on
my
bike
most
of
the
time-
and
I
I
live
very
near
here
and
it
has
never
worked
well
in
the
in
the
whole
time,
I've
tried
to
use
it
and
the
idea
of
having
reliable
frequent
service
on
lake
street
just
like
hallelujah.
So
thanks
for
your
work
on
this,
it's
going
to
be
great.
A
Okay,
thank
you.
We
are
done
with
our
discussions
for
the
day
and
I
guess
are
there
any
announcements
to
be
had
that
anybody
cares
to
share
with
us.
L
I
just
I
could
talk
for
a
second
about
nothing
like
specific,
but
I
I
noted
riding
home
on
boys,
though,
that,
where
they're
reconstructing
lake
street
right
now
at
boys,
dylan
lake,
that
they
poured
the
curb
line
for
what
will
eventually
be
the
window,
whittier
bikeway,
and
so
that
was
pretty
exciting.
I
noticed
some
other
cones
and
things
out
too.
So
I
guess,
keep
an
eye
out.
L
I
don't
I
don't
know
if
matthew
or
chris
know
any
of
the
more
timing
details
or
if
it's
just
kind
of
waiting
for
some
other
project
to
wrap,
but
on
living
for
folks
in
south
minneapolis,
that's
going
to
be
a
game
changer.
F
Yeah
thanks
erin,
I
I'm
excited
as
well.
I
don't
have
any
timing
details
for
this
year.
A
Okay,
no
more
announcements!
Thank
you!
Everybody
for
participating.
If
there
is
any
interest
in
being
able
to
sort
of
firm
up
any
resolutions
on
any
of
these
discussion
points,
please
get
a
hold
of
me
I'll,
be
trying
to
get
materials
ready
for
people
by
the
end
of
this
week.
So
next
week
you
have
a
chance
to
review
things
that
would
come
before
the
general
bac.