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A
So
welcome
to
the
engineering,
the
bac
engineering
subcommittee
meeting.
This
meeting
may
involve
the
remote
participation
by
members,
either
by
telephone
or
other
electronic
means
due
to
the
local
public
health
emergency
novel
coronavirus
pandemic.
Pursuant
to
the
provisions
of
minnesota
statutes.
Section
13d
point
zero:
two
one
point:
so
if
everybody
has
their
limbs
agenda
up
I'd
like
to
adopt
the
agenda
for
the
points
of
discussion,
and
if
I
here
don't
hear
any
objection
to
that,
we'll.
A
A
So
I
will
let
whoever
wants
to
start
that
start
out.
B
Great
thanks
dan
thanks
bicycle
advisory
committee
members
for
having
us
here
this
afternoon,
also
one
important
omission.
We
do
have
also
jonette
count
our
consultant
from
kimberly
horn
that
also
be
presenting
this
afternoon.
So
thanks
again
for
having
us
and
our
team
here
this
evening
to
to
chat
with
you
a
bit
about
the
hennepin
avenue
reconstruction
project.
So
really,
our
intent
in
coming
here
this
afternoon
is
to
provide
an
update
on
the
design
options
and
analysis
that
we've
done
to
date
for
the
corridor.
B
So
just
a
reminder,
I'm
sure
most
of
you
or,
if
not
all
of
you
are
really
tuned
into
this
reconstruction
effort.
It
is
a
1.4
mile
segment
on
hennepin
avenue,
with
douglas
on
the
north,
extending
to
lake
street
on
the
south.
We
do
have
a
lot
of
stakeholder
interest
in
this
corridor.
We
have
three
neighborhood
organizations:
two
special
service
districts
and
a
business
association,
lots
of
engaged
property
owners,
whether
they're,
tenants,
commercial,
residential,
just
a
lot
of
interest
and
a
lot
of
suggestions
on
how
we
can
best
design
this
corridor.
B
You
know
we
have
a
lot
of
policy
guidance
that
is
new
at
the
city,
we've
got
complete
streets,
the
tap
the
street
design,
guide,
vision,
zero
and
then
our
recently
adopted
stormwater
green
infrastructure
policies
at
the
city
and
putting
this
all
together
with
meaningful
community
engagement
is
really
a
challenge
for
this
corridor,
but
our
approach
when
we
started
with
this
project
and
our
approach
as
we
started
to
design
this
project
was
to
accommodate
all
features
desired
as
guided
by
policy
documents
and
modes
on
this
corridor.
B
B
I
think
you
all
know
that
there
are
overlapping
networks
to
the
transportation
action
plan,
whether
that's
the
ppn,
the
aaa
network,
the
transit
priority
projects,
network,
the
truck
network,
as
well
as
green
infrastructure
demands
and
really
accommodating
those
within
a
limited
right
of
way.
So
there
are
certainly
trade-offs
along
the
corridor.
Really.
What
this
graphic
tries
to
do
is
to
reinforce
really
the
spatial
challenges
that
we
have
and
how
we
can
fit.
All
of
these
different
desired
elements
and
the
trade-offs
that
exist.
B
So
you
can
see
here
that,
even
with
the
accommodation
of
the
ped
space,
dedicated
transit
lanes,
a
dedicated
bike
facility
and
to
through
traffic
lanes,
there's
not
much
space
left
over
for
other
other
types
of
interests
and
needs
that
we've
heard
are
necessary
for
this
court
or
including
enhanced
transit,
stops.
Turn
lanes,
short-term
parking
loading,
spaces,
landscaping
and
green
infrastructure.
C
And
thanks
for
the
intro
becca,
we're
gonna
cover
a
couple
of
things
about
the
the
two
design
options
at
a
fairly
high
level
and
and
try
to
go
through
that
relatively
briefly
here
and
certainly
then
want
to
answer
questions
and
have
discussion
where
we
can
actually
put
the
layouts
up
on
the
screen.
I
think
that's
that's
probably
more
meaningful,
and
so
we
can
we'll
do
that
directly
after
the
presentation.
C
We
showed
one-way
bikeways.
We
talked
about
one-way
bikeways
on
hennepin
avenue
and
talked
about
the
bac's
preference
to
see
one-way
facilities.
That
was
what
was
showed
to
the
public
as
part
of
our
open
house
number
two
in
september
since
that
time,
as
we
started
to
develop
the
layout
in
more
detail
and
tried
to
fit
in
all
the
things
that
becca
talked
about,
we
found
that
having
the
one-way
bikeways
in
terms
of
the
space,
it
really
created
a
lot
of
pinch
points
and
it
wasn't
a
it
was
it.
C
C
There's
a
six
foot
buffer
between
sort
of
the
curb
line
and
where
a
vehicle
would
first
encounter
the
bikeway.
That's
consistent
with
what
the
street
design
guide
showed
and
through
through
the
two-way
bikeway
design.
We
were
able
to
fit
that
as
well
as
the
other
elements.
C
We,
the
layout,
obviously
takes
this
cross
section
and
applies
it
to
all
the
blocks
and
our
intent
in
doing
that
was
to
provide
enough
detail
so
that
people
can
see,
make
meaningful
comments
and
see
how
it
applies
in
all
the
different
situations
that
we
have
along
the
corridor.
So,
where
there
are
bus
stops
where
we
need
to
accommodate
a
left
turn
lane
where,
where
how
that
fits
with
green
infrastructure
or
boulevard
space,
you
can
see
all
the
different
situations
along
the
corridor.
C
As
we
looked
at
a
two-way
facility.
The
reason
that
we
did
decide
to
put
it
on
the
east
side
of
hennepin
was
number
one.
Even
though
we
are
looking
at
driveway
consolidations
and
closures.
There
are
just
a
total
fewer
access
points
on
the
east
side
of
the
corridor,
so
fewer
conflicts
and
then
also
it
provides
the
opportunity
for
for
some
protected
intersection
design
where
the,
where
the
bikeway
connects
to
facilities
on
26th
street
28th
street
24th
street.
C
The
other
option
that
we
have
does
not
have
a
bikeway
on
the
corridor
as
we
have
talked
about
with
this
group.
Previously,
there
are
a
number
of
certainly
hybrid
options
that
have
a
bike
way
on
a
portion
of
the
corridor,
and
so
what
we
did
was
lay
out
this
option
without
the
bikeway.
The
major
difference
is,
you
can
see
the
the
boulevard
and
furnishing
space.
That's
in
kind
of
that
darker
orangish
brown.
Color
is
quite
a
bit
wider.
C
C
There
could
be
a
hybrid
between
this
and
option,
one
where
there
is
a
bikeway
on
a
portion
of
the
corridor
and
where
it
goes
to
another
corridor
for
a
portion,
and
so
there
are
like,
I
said,
there's
just
numerous
options
of
how
that
could
be
combined,
and
so
we
wanted
to
show
for
the
whole
corridor
what
it
would
look
like
if
there
wasn't
a
bike
way
and
just
acknowledge
that
there
are
hybrid
options
that
could
still
be
considered.
C
C
We
have
looked
at
these
routes
in
a
bit
more
detail
and
as
we
talk
about
those
routes,
the
facility
would
need
to
be
a
protected
facility
to
meet
the
aaa
network,
and
so
this
cross-section
that
you
see
on
the
slide
is
one
configuration
of
how
that
might
look.
So
in
this
case
the
bicycle
facility
would
be
at
the
street
level,
but
it
would
have
pinned
curb
type
of
protection.
It
would
have
more
than
just
paint
and
bollards,
and
in
this
case
this,
this
shows
one
lane
of
parking
and
one
vehicle
lane.
C
We
would
also
on
a
facility
like
this
need
to
potentially
look
at
intersection
treatments
as
well.
But
we
wanted
to
illustrate
what
the
what
that
facility
might
look
like
and
make
sure
that
we
look
at
the
overall
impact
that
this
would
have
for
bicyclists,
as
well
as
for
things
like
circulation
and
for
on-street
parking.
E
Thanks,
I'm
just
wondering
what
are
the
what
are
the
extent
of
the
what's
the
extent
of
the
project?
What
are
the
limits,
especially
on
the
north
side?
Does
it
stop
at
franklin,
or
does
it
keep
going
past
england.
B
It's
douglas
on
the
north
end,
so
douglas
extending
to
lake
street.
Should
I
don't
know
if
you
can
re-share
that
map
in
the
presentation
one
more
time
I
can.
E
B
So
you
can
see
here
the
extent
of
the
actual
project
itself
itself
up
to
douglas
and
extending
to
lake.
You
know,
probably
all
of
us,
maybe
we'll
just
kind
of
jump
in
with
different
different
people
answering
questions.
I
think
all
of
us
can
probably
answer
these,
but
in
terms
of
the
bike
facility
itself,
it
does
terminate
or
it
would
terminate
if
there's
a
bike
facility
on
franklin-
and
so
you
know
the
triple
basically
is
part
of
the
the
aaa
network
that
was
adopted
through
the
transportation
action
plan.
B
That
was
a
decision
that
was
made
prior
to
the
adoption
of
that
plan.
So
it
would
not
extend
north
of
franklin
on
hennepin,
okay,.
E
So
then,
the
idea
would
be
that
the
bike
connection
is
jogging
over
on
franklin
to
bryant.
To
then
take
the
bridge
over
and
take
the
what
is
it
the
lowry
greenway?
What
do
we
call
that
blurring
lori,
so
it
just
it
strikes
me
that
that
is
that
that
leaves
people
a
little
bit
in
the
lurch
in
terms
of
the
quality
of
that
connection,
especially
the
chunk
on
franklin
to
bryant
having
been
through
that
a
lot,
it's
just,
not
great,
so
it
we
may.
E
B
Yeah,
oh,
I
was
just
going
to
say
that
you
know
I'm
sure
you're
familiar
robin
with
the
fact
that
that
segment
of
franklin
is
going
to
be
reconstructed
and
it
will
have
dedicated.
You
know
one-way
bike
facilities
on
each
side
of
the
street,
so
that
that
connection
is
proposed
to
be
improved
with
construction
starting
next
year.
Oh
that's
great.
I
had
forgotten
thank.
F
I
think
you'll
be
wildly,
you
know,
happy
fabulous.
A
Okay,
jesse.
G
Yeah
I
got
a
couple.
I
think
general
comments,
questions
about
the
full
corridor
and
mainly
looking
at
the
layouts
that
were
provided
the
option
with
the
two-way
bike
facility.
G
One
of
my
kind
of
comments
is
queuing
space
for
right
turning
cyclists.
I
understand
the
reasoning
to
go
from
two
one-way
bike
facilities
on
either
side
of
the
street.
But
then,
when
you
start
to
get
to
the
two-way
on
one
side,
then
you
have
to
start
thinking
about
the
the
queuing
of
right,
turning
cyclists
and
how
to
how?
Where
do
they
sit
with
their
bikes
to
not
be
in
the
way
of
through
moving
bicyclists?
So
that's
one
two.
I
see
a
number
of
streets
towards
the
north
end
of
the
corridor.
G
They
they
kind
of
have
like
a
right
out
only
option
for
for
vehicles,
and
I
think
that
that's
fine,
I
think,
like
those
will
probably
come
with
like
do
not
enter
signage
from
coming
from
hennepin
and
hopefully
like
putting
in
the
notes
somewhere
that,
like
maybe
we
can
get
some
accept
bikes
plaques,
underneath
those
do
not
enter
signs
to
like
allow
cyclists
to
enter
onto
those
side
streets
on
the
north,
because
people
are
going
to
do
it
anyway.
G
H
First
of
all,
I
want
to
say
thank
you
to
the
staff
for
working
on
this
project.
I
know
it's
a
complicated
one
with
a
lot
of
stakeholders
pulling
in
a
lot
of
directions
and
there's
only
so
much
space
so
appreciation
for
that
that
work,
that's
probably
harder
on
this
corridor
than
your
average
corridor.
H
I'm
I'm
concerned
about
the
continuous
transit
lanes
because
of
the
way,
I
think
those
will
read
to
the
sort
of
the
average
or
the
slightly
less
attentive
driver
or
just
the
way
they
read
subconsciously
to
all
drivers
in
terms
of
widening
the
space,
the
drivable
space
and
what
that
will
do
to
speeds
and
some
of
the
maneuvers
that
we
see
frequently
when
there's
space
to
swerve
around
a
car
that
stopped
for
a
pedestrian
or
stop
for
a
bicyclist.
H
And
so
I'm
I'm
very
curious
to
know
whether
there's
the
potential
to
to
provide
transit
advantage
in
this
corridor
without
having,
what's
essentially
a
four-lane
cross-section
for
motor
vehicles
throughout
the
corridor.
And
so
what
I'm
essentially
envisioning
is.
There
are
probably
going
to
be
points
where
the
traffic
is
more
likely
to
you
know.
H
The
general
motor
vehicle
traffic
is
more
likely
to
back
up
where
there
are
major
intersections
with
longer
light
cycles
and
so
to
provide
a
transit
lane
so
that
buses
can
get
around
traffic
where
it
is
backing
up,
but
then
have
the
buses
merge
with
a
general
traffic
lane
and
use
that
on
the
blocks
or
in
the
places
where
there's
less
likely
to
be
traffic
backed
up.
I
Phillip
yeah,
you
know
it
really
is
a
complex
quarter.
I
I
I
bike
it
or
sort
of
parallel
pass
pretty
often,
and
it
feels
like
the
biggest
issue
is
sort
of
a
philosophical
one.
I
think
for
people
who
are
familiar
with
biking,
we're
going
to
find
various
slower
streets
parallel
streets
angled,
you
know
we'll
sort
of
get
north
south,
but
if
our
goal
is
to
make
it
sort
of
for
the
occasional
biker
make
it
sort
of
easy.
I
Just
like
oh
hennepin
avenue
I'll,
take
hemp
and
avenue,
then
I
can
sort
of
see
the
benefit
of
putting
the
putting
the
bike
facility
there.
Then
I
guess
I
had
a
few
questions.
One
one
was
about
if,
if
we
have
these
wider
sort
of
walkways,
what's
the
what's
the
sort
of
minimum
minimum
space
for
the
pedestrian
space
and
then
therefore
how
how
much
space
could
you
have
for
sidewalk
cafes,
for
example,
I'd
be
one
sort
of
question.
I
A
Okay,
aaron
shaffer.
J
Hey
thank
you.
I
wanted
to
just
echo
what
matthew
hendricks
was
saying
too,
that
sometimes.
K
J
Forget
to
thank
the
project
for
this,
but
I
know
this
is
a
huge
shift
in
a
positive
direction
in
every
way.
So
my
comments
would
be
just
more
to
enhance
it.
Hopefully,
but
one
thing
that
I've
kind
of
that's
really
caught
my
attention
is
the
8
to
10
foot
bikeway
width
that
I've
seen
on
at
least
on
this
larger
rendering.
I
know
on
the
close-up
cross
section,
I
saw
a
a
5
plus
twelve
or
five
five
plus
seven
to
be
12
feet
wide.
J
But
one
thing
I
I'd
really
like
to
see
is:
if
there's
a
way
we
can
make
it
so
that,
like
this,
this
quarter
will
be
pretty
exceptionally
busy.
I
would
imagine
with
bike
traffic
and
so
expanding
that
every
inch,
I
think,
would
count
so
even
even
if
you
could
only
get
up
to
11
or
12
feet
throughout
the
corridor
having
some
sort
of
widening
and
even
if,
if
in
one
stretch
for
a
block,
you
could
get
it
up
to
14
feet
or
something
I
think
it'd
be
worth
exploring.
J
The
other
comment
I
had
was
something
just
as
I
look
at
this
diagram
closer
to
lagoon
and
and
lake
street.
It
catches
my
attention
that,
all
of
a
sudden
we
go
from
a
bus
lane
and
one
vehicle
traveling
to
no
bus
lane
and
on
the
southbound
direction
in
particular,
there's
suddenly
three
vehicle
lanes
a
right
turn
away
and
a
left
turn
lane
and
a
thunder
traveling,
and
so
it
seems
to
me
that
you
might
be
able
to
reduce,
especially
in
that
particular
area,
which
at
least
pre-pandemic
was
very
pedestrian
heavy.
J
If
there's
a
way
to
eliminate
that
right
turn
lane
and
just
have
it
be
straight
and
right,
and
then
you
can
reduce
that
crossing
diff
distance
and
or
just
make
that
a
continuation
of
the
bus
lane.
I
I'm
not
sure
where
the
bus
traffic
actually
ends
there,
but
those
were
those
were
my
two
comments.
Then.
J
B
And
jonathan
allen,
I
don't
know
if
you
you
want
to
talk
about
the
challenging
intersections.
I
mean
you
know.
Obviously,
when
you
look
at
the
layouts
for
the
corridor,
you
know
our
most
challenging
intersections
in
terms
of
design
are
lake
lagoon
and
then
up
north
at
franklin.
So
I
don't
know
if
we
want
to
say
something
general
just
to
address
the
existing
lane
configuration
and
I
don't
know
if
that
I'm
not
sure
how
this
is
working.
L
M
Good
afternoon,
one
maybe
I'll
start
again.
This
is
alan
clegman
minneapolis
public
works
traffic
and
parking
services
jonette.
Why
don't
I
start
with
the
lake
lagoon
area
and
then
maybe
hand
off
to
you
for
the
chance
that
we
can
kind
of
take
team,
so
aaron
the
question
on
the
lane?
The
lane
configuration
just
very
briefly,
you
know
so
for
the
heart
of
the
corridor
for
the
most
blocks.
Obviously
it's
our
two
lane
section
one
north
one
south
left
turn
lanes
at
key
intersections
where
we
need
that
for
circulation
and
access
up
at
franklin.
M
We
have
the
very
highest
volumes
in
the
corridor
down
in
the
lake
lagoon
area.
The
volumes
are
lesser,
but
what
I
want
to
point
out
is
kind
of
an
unusual
thing
and
maybe
joanne.
If
you're
controlling
the
screen,
you
can
show
a
little
bit
more
of
lake
street.
Also
down
in
this
area
from
lake
up
to
29th,
we
have
a
very
short
black
spacing
and
a
very
high
volume
of
turns,
and
what
we're
trying
to
balance
here
is.
M
Although
there's
lower
traffic
volumes,
we
have
the
short
block
spacing,
makes
for
very
inefficient
and
difficult
operations
and
by
having
a
very
high
through
volume
on
lake
and
lagoon.
So,
unlike
our
other
cross
streets
like
a
24th
or
22nd
or
something
we
have
a
high
demand
for
traffic
on
those
east-west
streets
and
they're,
going
to
have
bus,
rapid
transit
also,
so
we
want
to
maintain
good
operations
in
those
directions
so
kind
of
long
story
short.
M
This
is
really
a
challenging
area
and
what
we
come
up
with
at
this
15
level
are
these
number
of
lanes
the
right
turn
lane
that
you
specifically
referred
to
heading
to
lagoon.
We
feel
that
what
we're
proposing
now
is
actually
safer
than
what's
out
there
today
today,
there's
a
right
turn
and
then
a
combined
right
and
through
kind
of
that
next
lane,
out
from
the
curb
we're
trying
to
reduce
that
to
one
right
turn
lane
so
kind
of
I
mean
just
to
be
a
little
more
succinct
here.
M
We
feel
that
for
the
volumes
that
we're
facing
the
turn
conditions
and
in
order
to
maintain
safety,
this
is
the
lane
arrangement
that
we
want
to
want
to
look
at
and
I'll.
Just
maybe
quickly
talk
about
the
buses
I'll.
Let
jonette
talk
more,
maybe
more
to
matthew's
question,
but,
as
you
notice
here,
the
red
bus
lanes
kind
of
disappear,
so
you're
absolutely
correct,
so
south
of
lake.
You
know
we
have
a
very
different
section.
Then
we
have
north
of
lake
with
just
essentially
one
lane
north
one
lane
south.
M
So
we
see
the
area
from
the
transit
station
29th.
You
know
where
we
obviously
have
the
buses
to
and
from
there,
but
then
south
of
the
transit
station
in
this
last
block
or
two
to
lake.
That's
where
we
sort
of
transition
the
buses
back
into
the
normal
vehicle
flow
and
kind
of
bottom
line.
We
felt
the
best
overall
scenario
for
the
buses
were
to
be
mixed
in
with
the
through
traffic
and
just
gave
us
the
best
balance.
As
we
look
to
trade
off
the
space
here
and
serve
all
the
modes
there.
C
Yeah
and
so
then,
in
terms
of
north
of
the
transit
station,
as
we
looked
at
the
corridor
this
this
corridor
in
the
peak
hour-
and
I
think
it's
morning
specifically
but
but
pm
is-
is
similar.
C
Transit
moves
about
50
of
the
people
in
the
corridor
during
peak
times
with
arterial
brt
coming
to
this
corridor,
which
is
a
significant
transit
investment,
and
considering
that
not
only
the
city's
citywide
goal
of,
I
think
it's
25
percent
of
trips
being
made
by
transit.
You
know
with
this
being
a
high
quality
transit
corridor.
We
would
expect
to
see
even
higher
than
average
for
a
corridor
like
this.
C
The
as
we
looked
at
all
those
factors
wanting
to
have
buses
move
efficiently
through
the
corridor.
I
think
the
question
was:
is
it
our
arterial,
brt
plus
local
service?
I
think,
there's
a
total
of
like
eight
routes
that
use
some
portion
of
hennepin.
So
there
are
a
number
of
buses
that
are
using
the
corridor
and
the
the
sort
of
the
transit
advantage
that
would
be
maybe
limited
to
intersections.
C
Only
are
our
thought
as
we
as
we
looked
at
having
a
dedicated
transit
lane
for
the
for
the
length
was
that
you
know,
as
that
bus
is
trying
to
merge
into
a
traffic
lane
that
now
there's
only
one
traffic
lane
today,
you
know
if
you
can
picture
today,
buses
stop
at
the
curb
and
then
they're
trying
to
pull
into
two
lanes
of
traffic.
That
can
really
be
a
point
of
conflict
and
it's
a
bit
slower.
So
you
can
imagine
what
it
would
be
like
pulling
then
into
one
lane
of
traffic.
C
M
Maybe
I
know
we
have
a
lot
of
ground
to
cover.
I
just
want
to
bring
one
more
point
on
the
transit
that,
unlike
today,
and
I
know,
you're
all
familiar
with
the
corridor
where
we
have
the
curbside
use.
We
call
it
dynamic
lane
it's
parking
part
of
the
day
and
then
transit
for
maybe
two
hours
or
so
in
the
future.
M
One
of
the
things
that
we
see
with
brt
we've
seen
it
both
locally
with
the
couple
lines
we
have
operating
right
now
and
we
see
it
from
our
kind
of
our
national
peers
and
other
statistics
is
that
brt
tends
to
attract
riders
throughout
the
day
and
so
even
a
a
notion
that
tried
to
maybe
only
provide
some
kind
of
flex,
space
or
bus
space.
In
the
peak
hour,
we
didn't
see
that
as
a
sufficient
treatment
to
really
enhance
transit,
something
we
want
to
enhance
for
the
entire
day.
E
Like
I
feel
like
at
least,
I
have
kind
of
buried
the
lead
a
little
bit
but
option
one
looks
like
a
really
good
facility.
E
That
would
be
a
major
improvement
to
what
is
out
there
today
and
I
find
option
two
to
be
completely
unacceptable.
Just
myself
and
and
I'll
just
say,
I
think
philip
talked
a
little
bit
about
this.
For
I
I
just
there,
there
isn't
anything
that
is
parallel
to
hennepin.
There
isn't
anything
that
would
serve
as
a
as
an
alternative
route
that
that
would
be
anywhere
near
as
direct
and
convenient
to
folks.
So
I
think,
no
matter
what
we
do.
E
They're
gonna
continue
to
be
people
who
who
are
trying
to
use
a
bicycle
on
hennepin,
and
this
gives
them
a
place
to
go
that
is
safe
and
designed
for
that,
and
so
I
think
we
as
a
bac
have
to
say
absolutely
option
one,
and
we
can
think
about
all
of
the
different
ways
that
that
option
one
can
can
get
better
but
like
for
me
at
least
option.
One
is
the
starting
point,
and-
and
we
have
to
really
hold
to
that,
so
I
just
we've
like
jumped
past.
That
part.
K
K
I
do
not
ride
this
section
because
it's
frightening
and
and
and
one
of
the
reasons
it's
not
just
the
cars
and
the
buses,
but
it's
also
the
pedestrians
that
walk
along
here
and
I
think
it's
worrisome
to
have
as
many
pedestrians
and
a
two-way
bike
path.
I
think
that
people
don't
look
both
ways.
I
think
it's
dangerous
for
pedestrians
as
many
as
we
have
along
here
to
have
a
two-way
path
on
the
trail,
and
so
I
I
definitely
would
favor
the
first
option
over
the
second
option
as
well.
K
A
Okay,
thank
you.
Alyssa.
N
Thanks
dan,
yes,
I
had
in
my
notes,
also
option.
Two
is
unacceptable.
I
100
concur
with
robin.
You
know,
I
think,
especially
thinking
about.
If
we
want
people
on
bikes
to
be
able
to
use
things
on
this
corridor,
we
need
to
provide
a
bike
lane
on
this
corridor
right.
N
It's
not
just
about
bike
lanes
as
ways
through
the
neighborhood
but
bike
lanes
as
access
to
businesses
and
access
to
restaurants
and
all
of
the
things
that,
like
folks,
who
are
walking
and
using
transit
on
this
quarter,
want
to
be
able
to
enjoy
that's
going
to
be
a
lot
harder
with
if
we
rout
off
hennepin,
so
I
you
know,
I
think
option.
N
One
is
definitely
the
starting
point,
I'm
curious,
so
that
the
there
were
like
the
overhead
maps
and
then
the
cross
sections
and
the
cross
sections
noted
that
the
traffic
lanes
were
10
feet.
But
then
the
overhead
noted
that
the
traffic
lanes
were
at
11
feet
and
the
overhead
also
had
medians.
I'm
curious
what
those
different
medians
or
those
concrete
mediums
kind
of
what
do
those
look
like
how
tall
are
they.
C
Yeah,
so
to
respond
to
those
to
those
questions,
the
on
the
lanewise,
the
lane
width
is
10
feet
and
then,
when
it
is
next
to
a
curb,
the
the
curb
and
gutter
accounts
for
some
space
as
well,
and
so
when
you
see
it
next
to
the
median
there's
a
foot,
that's
added
to
the
lane,
because
of
that
curb
section.
C
When
you
see
it
on
the
outside,
that's
why
you
would
see
it
as
12.
It's
a
10
foot
lane,
plus
the
gutter,
essentially
on
the
median
and
becca
feel
free
to
chime
in
here,
as
we
looked
at
the
corridor
and
looked
at
certainly
pedestrian
and
bicycle
safety,
and
also
just
vehicle
safety.
C
What
tends
to
happen
is
they're
looking
for
that
gap
in
traffic
they're,
not
looking
at
the
pedestrian
on
the
sidewalk
they're,
not
looking
at
you
know
the
someone
that's
on
the
the
bike
facility,
and
so
those
left
turns,
are
a
significant
safety
issue
for
this
corridor.
C
It
also
makes
the
single
vehicle
lane
more
efficient
in
terms
of
we're
reducing
the
amount
of
space
for
cars,
but
we're
trying
to
make
it
work
a
little
bit
better
than
than
some
of
the
lanes
that
are
out
there
today
and
then,
as
we
continue
to
refine
the
design,
I
mean
one
of
the
things
that
we're
certainly
looking
at
is:
can
that
median
have
can
have
greening?
Could
it
have
storm
water
features?
Are
there
other
things
that
we
can
use
that
space
for
to
enhance
the
corridor.
B
Yeah,
I
don't
have.
I
don't
have
much
to
add
to
that
genetic
I
mean
at
the
end
of
the
day.
We
would
love
for
these
medians
to
have
greenery
in
them
to
be
alive,
to
not
have
to
not
just
be
concrete
masses
out
on
the
quarter
in
terms
of
curb
height.
You
know
in
terms
of
how
we
would
maintain
medians
if
they
had
trees
or
other
vegetation.
That's
all
those
are
all
the
detailed
design
elements
that
we
need
to
kind
of
work
through
as
we
proceed
ahead
with
the
design
of
the
corridor.
B
So
you
know
clearly
our
intent
is
that
we
we'd
want
this
to
have
some
sort
of
beautification
greenery
landscaping,
it's
more
challenging,
obviously
the
narrower
the
median,
and
we
and
again,
as
I
noted,
we
really
have
to
work
through
how
those
would
be
maintained
and
who
would
do
that
work.
N
N
I
mean
you
know,
transportation
action
plan
calls
for
us
to
de-prioritize
level
of
service
in,
as
you
all
know,
de-prioritized
level
of
service
in
our
in
our
planning,
and
so
I
know
that
you
named
you
know
vehicle
circulation
and
access
and
efficiency
as
an
important
consideration
there,
and
you
know,
I
think
it's
an
opportunity
to
really,
as
aaron
pointed
out,
that's
a
pedestrian
heavy
space.
There
are
a
lot
of
people
walking
there
all
the
time.
I
see
a
lot
of
when
I
walk
through
that
neighborhood.
N
I
see
a
lot
of
like
families
and
blind
folks
who
are
walking
through,
especially
that
intersection
at
lake.
The
21
bus
is
obviously
going
to
continue
to
circulate
on
that
two
block
segment
and
then
I
did
note.
I
was
reviewing
plans
for
the
bee
line,
which
obviously
runs
along
lake,
not
and
not
along
hennepin,
but
they
currently
have,
in
their
station
plan
a
dedicated
bus
lane
between
lake
and
lagoon
right.
N
Where
the
two-way
bikeway
is
so
that's
just
a
note
that
at
least
according
to
some
of
the
public
documentation
that
metro
transit
has
released
relatively
recently
they're
expecting
that
the
e-line
will
have
a
dedicated
bus
lane
in
that
one
block
segment,
maybe
you're
in
conversation
with
them
about
that
also.
But
just
wanted
to
note
that
that
is
a
different
public-facing
document.
B
I
can
say
that
we're
in
conversations
with
the
beeline
design
team.
I
didn't
follow
exactly
what
you
said,
but
we'll
we'll
coordinate
back
with
metro
transit
and
with
the
city
staff
that
lead
that
effort
on
behalf
of
the
city,
to
make
sure
that
these
are
collectively
representing
what
what
we
intend
to
have
proceed.
A
H
Yeah
so
one
other
thing
I
forgot
to
mention
earlier
as
a
positive,
but
joannette
highlighted
it
with,
I
think,
maybe
not
enough
bragging
as
it
deserves,
is
the
number
of
left
turns
that
have
been
eliminated.
There
are
quite
a
few
throughout
the
corridor
and
I
think
that's
really
helpful.
For
the
you
know
the
way
the
overall
corridor
would
function,
especially
safety
and
jeanette.
I
appreciate
your
response
on
the
transit
operations.
H
I
think
some
of
your
concerns
about
the
merging
could
be
well
addressed
through
the
way
the
the
signals
work
if
buses
had
a
leading
green
light,
as
well
as
a
lagging
green
light.
As
you
know,
key
signals
I
think
they'd
be
able
to
have
that
prioritized,
merge
back
into
a
shared
lane,
and
you
know
I
think
I
want
to
be
clear.
It's
not
that
I
want
to
take
anything
away
from
transit,
not
by
any
means,
but
I
think
balancing
the
transit
priority
in
this
quarter
requires
that
the
pedestrian
experience
also
be.
H
You
know
enhanced
to
the
greatest
extent
possible,
because
every
transit
rider,
you
know,
starts
and
ends
their
their
trip
on
foot
or
by
bike
and
so
to
get
to
what
really
feels
like
premium
transit
access
in
this
corridor.
I
think
if
there
are
ways
to
you
know
narrow
the
motor
vehicle
space
or
an
envelope
shorten
some
of
those
crossings.
H
H
That's
a
trade
I
would
take,
and
I
think
many
would-
and
so
I
I
would
urge
the
team
to
really
take
a
close
look
at
the
potential
to
reduce
you
know
the
real
estate,
that's
given
to
the
dedicated
transit
lanes,
not
to
make
transit
function
any
worse,
but
to
you
know,
make
it
function
better.
Overall
and
I
have
a
motion
I
can
throw
in
the
chat,
if
that's
helpful,
for
the
process
dan,
I
don't
know
if
you're,
if
you'd
welcome
that
or
we
should
have
more
discussion
first.
A
I'm
thinking
that
we
there's
a
couple
things
that
are
going
on
here.
One
is
that
I
think
we
need
to
speak
to
read
it
or
to
to
say
it
and
not
put
it
in
the
chat.
H
A
And
the
other
one
is
that
we
are
approaching
an
amount
of
time
where
we're
going
to
need
to
wrap
things
up
here.
A
So
I
guess
I'm
looking
to
the
committee
whether
your
motion,
if
perhaps
you
could
state
it
matthew
and
maybe
we
can
take
it
from
there
on
how
to
kind
of
consolidate
it
with
some
comments
that
maybe
we
can
go
back
and
get
ready
for
the
next.
For
the
general
meeting,
sure
yeah.
H
A
H
So,
in
a
very
abbreviated
form,
you
know
we
appreciate
a
lot
of
the
components
that
staff
worked
on.
It's
definitely
an
improvement
over
the
current
conditions.
H
J
I
would
add
to
that
too,
that
we
look
at
wherever
possible
expanding
bike
lanes
to
12
feet
or
wider.
O
Okay-
and
this
is
janice-
I
think
we
shouldn't
say
we
prefer
option
one.
I
think
we
need
stronger
wording
than
that
matthew.
You
just
said
prefer.
I
think
we
have
to
say
that
option
two
is
not
acceptable
and
the
other
thing
is,
I
think
we
should
mention
in
our
motion
how
hennepin
is
actually
a
key
connector
between
the
midtown,
greeway
and
downtown.
O
It
connects
uptown
to
downtown.
It
connects
the
greenway
to
downtown
sorry
anyway.
I
think
we
should
mention
that
in
in
as
well.
A
Okay,
all
righty
robin
did
you
have
your
hand
up.
A
Okay,
all
right,
and
so
I
think
that
if
we
could
go
away
from
that
and
maybe
feed
with
matthew
being
sort
of
leading
that
up
it'd
be
helpful
to
put
something
together
for
the
general
meeting.
A
I
wanted
to
just
to
ask
in
closing
the
presentation
that
was
given
today
was
really
helpful.
It
had
a
lot
of
information
that
wasn't
in
the
pedestrian,
the
one
that
was
that
went
to
the
pedestrian
advisory
board
that
was
included
in
our
agenda.
So
if
you
could
pass
that
on
to
millicent,
that
would
be
really
helpful
just
to
be
able
to
review
and
explore.
A
I
wanted
to
point
out
that
the
city
just
went
through
a
web
interface
change,
so
information
about
this
project
and
many
other
projects
has
been
flattened,
and
so
when
I
went
to
go
back
and
review
your
videos
which
aren't
on
the
new
interface
and
it's
just
it's
awful,
because
I
was
trying
to
pick
up
on
the
presentation
that
you
had
made
earlier
to
the
community,
and
I
knew
there
was
a
lot
more
information
on
there
and
over
the
weekend
last
weekend
that
all
flipped
around.
A
So
it's
a
very
condensed
version
that
has
lost
the
history
on
this
project
and
that
that
to
me
is
problematic
because
it
it
has
happened
across
a
number
of
projects.
A
B
Yep
april,
16th
and
and
sorry
dan,
but
to
go
back
to
a
couple
of
the
things
that
you
mentioned,
believe
me
jonette
and
I
have
been
working
really
closely
to
try
and
get
everything
back
on
the
website
that
was
removed
over
the
weekend.
It
was
it
was
a
frustrating
week.
I
think,
for
a
lot
of
a
lot
of
us
that
are
managing
projects
and
we're
slowly
getting
all
of
the
material
back
up
as
quickly
as
we
can.
So
it's
a
challenge
believe
me,
but
we're
getting
there.
B
The
survey,
the
presentation,
all
that
information
is
on
the
web
and
the
shortened
url,
the
vanity
url
that
we
used
for
this
project
is
also
also
works,
all
which
is
what
we
sent
out
on
all
the
materials.
So
everything
should
be
up
and
running,
with
the
exception
of
some
of
the
older
material
from
2018
and
we're
trying
to
get
that
information
up
as
well.
The
one
thing
I
I
didn't
follow
from
you
in
the
beginning
was
when
you
said
the
bacpac
in
terms
of
difference
of
information.
I
I
didn't.
I
didn't
follow
that.
A
P
P
Out
we
they
tailored
it
just
to
focus
on
specific
bike
and
pet
things,
and
so
apologies
for
that.
We'll
make
sure
everybody
has
that.
A
B
Substantially
substantially
so
you're
correct,
they're,
just
on
hennepin
alone,
not
including
cross
streets,
it's
340
with
option,
one
that
includes
the
bike
facility.
It's
about
30
spaces,
oh
yeah,
okay
and
option
two,
it's
60
spaces,
so
it's
about,
and
those
are
approximate
numbers
believe
me.
This
is
a
huge
discussion
that
we're
having
right
now
with
property
owners
and
business
owners
along
the
corridor
about
how
we
can
accommodate
parking
and
loading
needs,
at
least
for
short
term,
so
that
businesses
can
get
their
deliveries,
especially
where
they
don't
have
off
street
parking.
B
So
it
is
huge.
This
is
something
we
will
have
to
evaluate
in
more
detail
on
a
case-by-case
basis,
but
I
can
tell
you
that
they're
they're
they're
clearly
not
happy
with
either
of
the
options
that
we
have
rolled
out,
but
we've
made
significant
adjustments
to
how
we
are
handling
on
street
parking
and
loading
as
part
of
this
project.
A
Thank
you.
We're
going
to
need
to
get
going,
but
I'm
going
to
just
jesse
is
one
hand.
Jesse
has
his
hand
up
go
ahead.
Jesse.
G
Yeah,
I
I
mean
I
was
wondering
like
for
our
motion,
if
we'd
be
able
to
talk
or
add
in
there
something
about
counterflow
bike
additions
to
emerson
and
colfax
and
gerard
and
dupont,
and
those
other
ones
that
stub
into
the
corridor
they're
just
like
small
sections
that
people
probably
ride
wrong
way
down
anyway,.
A
Becca
jeanette
alan
and
amy.
Thank
you
so
much
for
coming
to
us.
This
is
the
15
review.
When
do
you
plan
on
being
back
to
see
us.
B
As
you
noted,
we've
got
engagement,
public
engagement
open
through
april
16th,
we'll
need
some
time
to
sort
of
compile
that,
but
obviously
from
there
it's
it's
a
pretty
big
decision
in
terms
of
how
we
move
forward
and
we'll
want
to
engage
with
you
before
you
know,
we
would
bring
anything
final
back,
so
we'd
anticipate
coming
back
to
the
bac
in
a
couple
of
months
again,
our
layout
approval,
we'd,
anticipate
doing
in
august
of
this
year,
with
we've
got
a
little
bit
of
a
grace
period
there,
but
we
we
intend
to
be
back
to
see
you
at
least
a
couple
more
times
thanks
everyone.
A
All
righty
we
have
next
up
is
the
franklin
west
project
at
30,
with
katie
white.
Q
Hello,
let
me
take
a
second
matthew,
was
so
helpful
last
week
in
helping
me
fix
my
technology
issues
that
I've
been
having,
and
I
hope
I
can
recreate
it
here
for
everybody
today,
but
sometimes
it
needs
to
my
computer
needs
to
reorient
itself
and
remember
where
it
comes
from
okay,
I
might
just
give
up
on
that,
but
we're
part
of
the
way
there.
C
Q
My
name
is
katie
white,
I'm
a
transportation
planner
in
public
works
and
I'm
here
with
30
today
for
what
we
call
franklin
west
or
the
west.
You
know
franklin's
a
large
street
frank
wow,
we're
looking
at
just
three
blocks
of
franklin.
That
is
a
city-owned
street.
You
know
most
of
franklin
is
a
county-owned
street,
but
this
is
just
the
three
blocks
in
between
hennepin
which
of
course,
we're
talking
about
and
lindale
avenue.
So
I
have
a
brief
project
background
talk
a
little
bit
about
december.
Q
The
few
changes
that
have
been
proposed
since
then
and
then
happy
to
take
your
questions
as
a
refresher
for
folks
from
last
december,
we're
getting
to
30
design
right
now
in
early
2021,
we'll
spend
the
rest
of
2021
getting
to
those
detailed
design
and
engineering
questions
and
construction
is
right
now
for
about
a
year
from
now
april,
of
2022
expected
to
take
one
full
construction
season
which,
in
minnesota's
april
to
november
our
project
goals
were
to
improve
the
pedestrian
experience,
provide
a
triple
a
bicycle
facility.
Q
Support
existing
and
future
development
along
the
corridor,
incorporate
some
green
infrastructure
and,
of
course,
important
to
incorporate
our
existing
city
policies,
which
this
group
is
very
familiar
with.
Q
So
here's
the
december
2nd
draft
and
I'll
walk
through
this
a
little
bit
and
in
a
little
bit
of
detail.
The
first
is,
you
know
this
stretch
of
bright
franklin
crosses
the
bryant
avenue
bicycle
boulevard,
which
currently
has
a
meeting
here
today.
The
median
today
is
only
a
smaller
version
of
this
western
segment
and
a
smaller
version
of
this
eastern
segment
proposed
as
part
of
the
street
reconstruction
is
to
build
this
out.
Q
Make
the
median
bigger
in
in
all
dimensions,
really
and
then
put
this
middle
component
in
here,
which
would
eliminate
all
north-south
through
traffic
on
bryant
and
would
also
eliminate
left
turning
movements
onto
or
around
bryant
from
franklin
as
well.
This
would
create
a
significant
improvement
in
usability
for
the
bicyclists,
who
are
traveling
north
south
here
on
bryant.
Of
course,
the
loring
greenway
bridge
is
just
off
the
screen
here
to
the
north
a
little
bit,
so
the
bridge
carries
about
1200
bikes
per
day
and
then
all
those
bicyclists
across
here
at
franklin.
Q
Q
We're
currently
there's
basically
no
boulevard
along
franklin
avenue,
so
we're
looking
at
adding
boulevards
on
most
block
segments,
but
not
all
ranging
from
about
four
feet
wide
to
up
to
about
10
feet
here.
This
cross
section
here
is
labeled
number
one,
here's
the
number
one
here,
so
this
is
essentially
where
the
cross
cross
section
is
located,
and
so
right
here
we're
looking
at
about
up
to
10
feet
of
boulevard
space.
Q
So
that's
something
that's
under
consideration
here,
we're
also
looking
at
you
know.
We
don't
have
a
good
word
for
this
yet,
but
essentially
curb
cuts
at
some
points
in
the
curb
to
redirect
water
off
of
the
roadway
and
into
the
new
boulevard
spaces
that
we
are
providing.
So
actually,
our
stormwater
team
is
pretty
excited
about
the
ability
to
incorporate
that
here.
It's
not
new
to
the
city.
We
have
them
on
a
couple
of
new
recent
projects,
but
it
is
newer
to
the
city.
Q
So
a
lot
of
people
haven't
seen
that
yet
sidewalks
here
are
at
least
six
feet
wide.
I
think
over
as
you
get
closer
to
hennepin
they're
closer
to
eight
feet
wide
today.
The
sidewalks
are
five
feet,
maybe
and
in
pretty
lousy
condition,
and
we
are
putting
the
bicycle
lanes
behind
the
curb
here.
This
is
this
black
ice
treatment,
so
five
foot
wide
bicycle
lane:
eastbound
traffic
on
the
south
side,
westbound
traffic
on
the
north
side
of
the
street.
Q
Something
to
think
about
if
you're,
not
familiar
with
this
area,
is
that
this
is
a
pretty
steep
grade
coming
down
to
lindale
here.
So
we're
excited
to
get
the
bicycles
off
the
street
and
behind
the
curb,
to
help
with
folks
who
are
going
up
and
down
the
hill
with
traffic.
There
we're
also
looking
at
transit
amenities,
particularly
at
this
corner,
with
hennepin
avenue
right
now.
Q
There's
one
built
bus,
shelter
that
serves
hennepin
and
franklin
buses
be
adding
a
new
bus,
shelter
just
for
franklin
buses,
the
route
2
with
electricity
heat,
and
I
think,
maybe
even
I
mean
there's
a
chance.
Metro
transit
won't
be
able
to
to
install
it,
but
maybe
a
digital
message
board
at
this
stop
right
here,
there's
a
lot
of
people
waiting
for
the
two
right
there
and
then
the
design
that
we
talked
about
in
december.
Q
We
have
five
parking
spaces,
it's
sort
of
hard
to
see,
but
it's
indicated
by
this
white
line
here
and
two
white
lines
here,
so
three
parking
spaces
in
a
bay
sort
of
pulling
the
parked
cars
out
of
traffic
here
and
then
one
parking
space
in
one
parking
space
here.
So
I'm
spending
a
lot
of
time
talking
about
the
december
draft,
because
not
much
has
changed
since
then
we
did
an
engagement
period
in
december
and
january.
Q
Most
recently
we
used
open
houses,
neighborhood
meetings,
online
surveys,
one-on-one
conversations
email
over
the
phone
to
get
feedback
connected
with
property
owners
along
the
corridor.
Also
about
the
right-of-way
impacts
and
construction
impacts
that
can
be
anticipated
as
part
of
this
work
and
really
feedback
has
generally
been
pretty
positive.
I've
got
survey
results
if
folks
are
interested,
but
you
know
in
general,
we
heard
some
people
were
concerned
about
the
loss
of
parking
spaces,
but
everyone's
sort
of
been
yeah.
This
looks
like
about
what
we'd
expect
to
see
in
the
corridor.
Q
That
being
said,
there
are
two
things
that
are
new
since
december
2nd.
The
first
is
we're,
including
an
evaluation
of
raised
crossings
at
aldrich
and
bryant
on
the
north
and
south
side
of
the
street.
It's
a
little
too
early
in
the
design
right
now
to
know
if
it's
a
good
fit
the
steepness
of
that
hill
down
to
lindale.
That
I
mentioned
can
make
race
crossings
too
difficult
to
incorporate.
Q
Our
difficulty
is
tied
to
grade
changes
like
moving
the
earth
underneath
the
asphalt
itself
can
be
pretty
challenging
substantial
impacts
to
bryant
and
aldrich.
You
know
like
how
many
feet
in
you
know
past
the
intersection.
Are
we
touching
and
of
course,
cost
to
be
good
stewards
of
the
city's
resources,
so
we'll
know
early
in
2022
if
table
crossings
can
be
incorporated,
but
that's
just
something
that
we're
going
to
keep
in
mind.
Q
You
know
the
corners
that
had
a
pen
will
still
be
touched
by
the
hip
and
avenue
project,
of
course,
but
the
new
bicycle
and
pedestrian
space
needs
to
tie
in
nicely
to
the
existing
street
at
lindale,
and
we
toyed
around
with
some
concepts
about
how
we
might
be
able
to
do
that,
but
really
the
best
way
that
we
determined
to
integrate
the
bike
and
head
facility
into
lindell's
just
to
rebuild
the
intersect.
Q
The
western
corners
of
that
intersection
entirely
and
we've
done
some
checking
on
the
signals
to
make
sure
we
it
won't
be
too
prohibitively
expensive.
So
we're
cautiously
optimistic
about
the
cost
there.
So
all
that
being
said,
here's
the
new
march
design
looks
very
similar
to
the
december
design.
Q
We
have
added
these
yellow
table
crossings
here
to
indicate
you
know
it's
not
for
sure
we're
going
to
explore,
there's
a
lot
of
different
things
in
engineering
and
as
we
spec
these
out,
that
could
make
them
not
an
option
for
our
team,
but
we
are
going
to
keep
carrying
them
forward
and
then
we
have
these
bees
here
at
the
corners
to
indicate
that
we
are
going
to
rebuild
the
corners
of
glendale
avenue.
Q
The
other
minor
little
thing
that
eagle-eyed
watchers
could
catch
was
that
the
december
design
showed
a
a
jog
in
the
bicycle
facility.
Here
it's
there
was
sort
of
a
bend
out,
and
then
there
was
a
bend
back
in
here
and
we've
been
able
to
straighten
that
out
now.
So
the
bike
facility
on
both
the
north
and
the
south
side
of
the
street
now
is
straight
and
we're
feeling
really
good
about
that
and
being
able
to
make
that
improvement.
Q
So
I
know
I've
been
talking
really
quickly,
but
I
want
to
open
it
up
for
questions
now.
I
know
I
don't
have
my
camera
on
because
I'm
still
messing
with
teams,
but
if
I'm
happy
to
take
questions
while
I
try
to
do
the
yeah,
I
know
it's
all
tab
matthew,
I'm
trying
so
we're.
I'm
gonna
try
to
get
the
camera
going,
but
I'm
happy
to
take
questions
now,
while
we
work.
A
Okay,
we
have
a
question
from
robin
and
you
are
turned
off.
Your
volume's
turned
off
robin.
E
E
E
So
if
I'm,
if
I'm
trying
to
make
the
connection
over
to
the
bridge
right
now,
as
shown,
I
would
stay
on
the
south
side
of
franklin
and
then
I
would
have
to
cross
in
that
kind
of
mid-block,
unsignalized
location
and
it,
and
it
seems
like
as
we're
doing
this,
we
could
maybe
provide
people
with
a
better
connection
that
would
get
them
at
the
signal
across
franklin
and
connected
to
points
north.
Q
Well,
I
might
have
to
walk
through
that
again
with
you.
I
I
do
agree
that,
yes,
frankly,
it's
going
to
be
a
challenging
intersection,
as
I
was
indicating
earlier,
but
I
think
you're
concerned
about
if
you're
coming
northbound
on
hennepin
and
then
you
want
to
go
northbound
on
the
bridge.
Is
that
right.
E
E
Ryan
crossing,
which
it
looks
like,
is
going
to
be
significantly
better
than
today.
So
that
is
great.
I
I
just
wonder
if
there
might
be
the
capacity
to
add
one
block
worth
of
eastbound
biking
to
the
north
side
of
head
of
franklin
and
then
bryant,
so
that
if,
if
I
catch
that
light
and
I'm
coming
from
hennepin,
I
could
just
cross
at
the
light,
take
my
right
on
the
north
side
of
franklin
and
then
get
on
the
much
quieter
brand
and
keep
going.
Q
F
I
I
think
it's
an
intriguing
idea:
I've
thought
about
it.
I
haven't
brought
it
up.
I
guess
vocally,
I'm.
I
do
question
robin
and
I'm
I'm
actually
curious
what
you
think
about
this,
but
like
how
I
guess
the
question
is:
how
big
of
a
deal
would
it
be
if
people
did
that
in
the
design
that
we
see
here
and
is
that
okay,
are
we
okay
with
that?
I
think
I
might
be,
and
I'm
I'm
a
little
more,
I'm
a
little
more
concerned
that
well
I
mean
I.
F
So
it's
kind
of
six
and
one
half
a
dozen
and
then
what
does
that
do
in
my
mind
anyway,
and
then
what
does
that
do
to
the
corner
and
space
that
we
need
on
that
on
that
weird
geometry.
So
just
something.
E
I
mean
I
could
see,
I
could
see
it
maybe
being
confusing
to
folks
and
having
them.
Think.
Oh,
it's
a
two-way
further
east
than
here.
Oh
wait,
it's
not
so
I
mean
I
I
take
that
seriously.
So
we
would
have
to
do
something
to
say.
Like
you
know,
here's
your
left
lane
ends
something
like
what
we
did
at
the
oak
street
where
it
meets
washington
anyway.
I
and
you
know
it's
not
like.
I'm
not
gonna
go
to
the
mat
for
this.
D
I
F
It
is
an
intriguing
question
and
why
we
why
we
have
these
meetings
for
sure.
F
L
A
Okay,
cadence.
R
Yeah,
so
I
was
just
thinking
about
how
there's
a
safe
route
to
school
grant
to
install
a
very
short
like
bi-directional
segment
on
28th
street.
If
y'all
know
what
I'm
talking
about,
I
think
it's
like
right
at
10th
or
11th
avenue,
and
it's
a
block
or
two
long.
Maybe
I
I
don't
know
how
effective
that
has
or
has
not
been.
R
I
actually
can't
recall
a
single
time
when
I've
written
that
and
had
someone
writing
like
the
opposite
way
on
me,
given
that
that
was
for
school-age
children,
and
I
don't
bike
at
the
times
that
kids
go
to
school.
R
Typically,
I
just
I
know
that
it
can
be
done
without
taking
up
too
much
room
so
like
if
you
wanted
a
precedent,
like
that's
a
good
precedent,
I
think
that
would
be
a
good
blend
of
robin
what
you're
saying
like
if
we
know
that
people
are
gonna,
do
this,
like
let's
at
least,
provide
the
facility
so
that
there
there
isn't
also
a
question
of
like
you
know,
like
other
people
getting
mad
at
other
people
who
are
breaking.
R
You
know
the
rules
when
this
is
like
the
only
connection,
the
other
alternative
that
I
would
see,
but
I
I'm
trying
to
zoom
in
on
the
hennepin
avenue
concept
design,
but
I
mean
it
would
be
pretty
narrow
and
honestly,
like
my
preference,
wouldn't
be
to
try
to
like
connect
along
hennepin
avenue
if
there
could
be
like
some
sort
of
connection
on
the
north
side
of
that
apartment
building,
that's
there
to
kind
of
get
you
to
the
bridge
connection.
R
That
way,
just
because
I
too,
like
other
people,
have
mentioned
as
quick
as
I
can
get
off
of
hennepin
avenue
like
I
will,
whether
it's
a
pedestrian
or
like
from
a.
Q
I
Okay,
philip
yeah,
I'm
thinking
about
the
parking
meters.
You
know
five
parking
meters.
I
This
is
a
perfect
place
to
do
dynamic,
parking
and
price
it
so
that
there's
always
going
to
be
one
free
space,
so
you're
driving
by
you
get
used
to
coming
by-
and
you
say,
there's
always
a
space
and
maybe
you
end
up
and
you
find
out
it's
two
dollars
for
an
hour,
but
at
least
you
know,
you'll
find
a
parking
space,
because
five
parking
spaces
is
not
very
many,
but
you
know
this
would
be
a
place
to
put
in
dynamic
parking
that
adjusts
every
hour
every
half
a
day.
I
It
would
be
a
pretty
cheap
system.
They're
close,
so
I
don't
know
if
you
thought
about
the
parking,
but
if
you
got
to
meter
it
here,
it
would
be,
I
think,
just
ridiculous
not
to.
Q
Yeah
we
haven't
identified
what
type
of
parking
it
would
be.
We
did
ask
some
questions
as
part
of
public
feedback.
While
we
were
out
there,
you
know
how
should
what
should
these
five
parking
spaces
be?
And
I'd
say
I
was
probably
I
didn't-
do-
run
the
numbers,
but
I
got
the
impression
was
sort
of
split
evenly
between
resident
only
and
meters.
So
that's
a
decision
we'll
make
later
right
now.
It's
you
know
it's
time
restricted,
there's
a
lot
of
complicated
rules.
You
can't
park
during
rush
hour.
Q
You
can
only
park
during
hour
during
the
day
you
yeah,
it's
there's
a
lot
of
different
rules,
but
it's
not
metered,
and
so
we're
not
sure.
Yet
what
that
looks
like,
but
yeah
we'll
see
what
parking
has
if
they
have
something
new
that
they're
ready
to
roll
out.
This
might
be
a
good
place
to
try
something
where
we
see
a
lot
of
turnover.
I
Yeah
I
mean
you
could
put
in
again
put
in
sensors
and
that
would
affect
the
the
pricing
so
that
again
you
know
you
can
park,
you
may
have
to
pay,
but
people
are
going
to
be
willing
to
do
it
on
on
this.
A
Stretch,
okay,
katie:
this
is
dan
miller,
I'm
having
difficulty
finding.
Oh
there.
It
is
there's
the
hand
anyways
regarding
the
raised
crosswalks.
I
think
you
know
I'm
appreciative
of
seeing
them
there
and
I'm
also
realizing
that,
like
in
many
cases
they
they
have
a
good
chance
of
not
surviving
the
technical
and
cost
things
that
go
on
and
without
them.
Of
course,
you
can't
get
parallel.
I
mean
zebra
crossings
across
there.
A
I
just
I
once
again,
I
see
a
lot
of
facilities
in
in
northeast
in
north
minneapolis.
That
could
really
benefit
from
having
some
zebra
crossings,
but
they've
been
locked
out
of
that
because
they
don't
have
raised
intersections.
A
I
don't
know
if
you
can
bring
that
back
to
people,
but
it's
to
me
it's
it's
worth
really
pushing
up
against
that.
That
ruling
that
that's
not
allowed.
A
You
all
right,
let's
see
katie,
this
is
at
30.
Do
you
envision
coming
back
to
us
or.
Q
I
know
I
won't
be
well,
you
know,
there's
the
meetings
as
we
get
closer
to
construction,
but
I
don't
know
that
we'll
be
coming
back
to
talk
about
design
questions.
Q
L
E
E
E
But
how's
that
sound.
Q
P
A
A
L
Thank
you,
maybe
I'll.
Kick
it
off
quickly
and
just
say
hello.
I'm
kelsey
folk
from
the
city
of
minneapolis.
The
county
is
here
to
introduce
the
the
safety
project
proposal,
glendale
avenue
south
between
25th
and
26th
7th
street,
so
jason.
I
think
handing
it
over
to
you.
S
Sounds
good
great
share
my
screen
hi,
so
you
can
see
it.
So
thank
you
for
having
us.
My
name
is
jason
stebel
and
with
me,
is
nariman
vanakki
and
we'll
be
going
over
some
improvements
on
lindale
avenue,
as
as
stated
between.
K
S
And
27th
avenue
and
then
nirman's
going
to
talk
more
at
the
end
about
kind
of
the
future
of
lynndale
avenue
where
we're
that,
where
that
project
is
and
I'll,
let
him
talk
more
about
that.
S
S
S
There
we
go
sorry
about
that,
so
some
initial
delineators
were
put
out
on
25th
and
27th
so
center,
the
limit
center,
lane
delineators
and
bump
outs,
and
so
this
restricted
left
turns
at
these
intersections
and
it
was
initial
try
to
get
there
out
there
as
as
soon
as
possible
to
get
something
out
there
to
improve
safety.
We
understand
that
this
was
is
not
a
long-term
solution,
as
you
can
see,
there's
a
gap
in
the
in
the
center
lane
delineators.
S
So
there
is
probably
a
lot
of
violations
of
people
taking
lasting
throughs.
S
Later
this
year
we
want
to
take
a
current
interim
safety
improvements
at
these
intersections.
So
I
have
some
graphics
that
are
coming
up
here,
but
the
highlights
are
a
raised
concrete
median
across
the
whole
intersection,
so
more
of
a
hard
boundary
for
people
not
to
take
lefts
of
those
inner
sections.
S
S
But
we
feel
that
this
12-foot
median
it
will
work
well
if,
in
the
future,
there's
a
4-3
conversion
of
lynndale
avenue,
as
you
can
see
in
each
quadrant,
we're
upgrading
the
pedestrian
crossings,
there'll
be
striped
crossings
with
the
rfbs
as
I've
mentioned,
and
then
the
bus
stops
will
be
adjusted
a
little
bit
to
improve
sight
lines
at
these
intersections.
S
So
the
goal
would
be
to
get
these
put
out
later
this
summer
and
and
be
functional
by
by
the
end
of
the
fall.
S
S
With
this,
we
also
will
have
some
parking
removal
to
incorporate
the
shifting
of
the
lanes
and
that
that's
a
future
outreach.
We
plan
on
doing
here.
We
went
to
the
advisory
committees
first
to
kind
of
talk
through
this,
and
then
we
also
meeting
with
the
neighborhood
associations
and
then
also
getting
down
to
the
business
and
the
property
owners.
T
Yeah
thanks
jason.
So,
as
jason
mentioned,
this
is
really
kind
of
a
continuation
of
some
of
the
temporary
stuff
that
was
put
out
there
last
year
with
the
delineators
and
really
just
the
next
iteration
of
that.
As
an
interim
safety
improvement.
T
As
we
try
to
address
safety
along
the
corridor
as
we
can,
we
also
are
looking
out
to
the
future.
We,
you
know,
we've
heard
a
lot
from
the
community.
We've
done
a
lot
of
engineering
analysis
and
really
feel
that
to
kind
of
make
the
significant
changes
that
that
we
would
like
to
improve
safety
as
well
as
what
we
hear
from
the
community
as
well,
really
we'll
take
a
reconstruction,
and
so
we've
had
focused
a
lot
of
our
attention
on
focusing
on
trying
to
get
this
project
into
our
cip
as
a
reconstruction
effort.
T
But
but
in
the
meantime,
we
acknowledge
the
need
to
continue
to
address
safety
and
make
improvements
that
we
can,
because
that
reconstruction
process
can
take
some
time,
and
we
acknowledge
that
we
want
to
make
sure
we
are
improving
safety
between
now
and
then
as
well.
So
this
is
kind
of
the
next
step
of
that
building
off
of
those
delineators
that
were
placed
out
there
in
some
targeted
locations.
That
we
know
are
some
problem
areas.
T
We
also
are
con
considering
other
additional
interim
improvements
as
well,
so
we're
analyzing
what
a
four
to
three
lane
restriping
project
would
look
like
and
want
to
see
kind
of
establishing
what
the
what
that
would
look
like,
and
I
referenced
it
as
a
pilot
project,
because
I'm
sure,
as
everyone
is
aware,
some
of
the
operations
out
here
are
not
exactly
what
we
are
conducive
to
four
to
three
lanes,
that
we
are
done
elsewhere.
T
J
Hey
yeah,
so
thank
you
both
for
this
presentation.
I
I
wanted
to
say,
too
that
I
want
to
acknowledge
that
I'm
excited
to
see
some
progress
on
this.
This
will
be
a
big
change,
even
if
it's
not
the
final
change
and
especially
because
I
I
was
there
for
some
of
those
initial
reactions
and
actions
after
ted
ferreira
was
killed.
Trying
to
cross
at,
I
think
25th
street.
J
J
I
had
a
couple
just
quick
notes
that
for
consideration-
and
one
of
them
might
actually
help
you
with
the
businesses
on
window,
but
right
now,
there's
a
very
gradual
fade
out
of
the
no
parking
of
the
parking
restrictions
and
the
and
which
I
think
will
actually
allow
people
to
feel
more
comfortable
driving
faster
in
that
stretch,
and
so
maybe
you
hold
this
close
to
your
chest
as
you
talk
to
the
businesses,
but
what
I
would
suggest
is
tightening
that
up
a
little
bit
so
that
it
almost
creates
kind
of
a
chicane
effect
right
before
that
median.
J
J
It
looks
like
there's
an
11
foot
and
a
13
foot
travel
lane
shown
in
the
diagram,
and
so
what
I
think
might
make
that
crossing
even
safer
in
the
interim,
especially
if
we're
reconstructing
those
those
curb
cuts
at
those
intersections
would
be
if
we
could
squeeze
out
an
additional
just
two
to
three
feet,
to
even
create
the
illusion
of
a
bump
out.
Even
if
it's
not
a
full
on
regular
scale,
bump.
D
S
Yeah,
we,
you
know
we're
reconstructing
those
ped
ramps
there.
The
the
thing
that
we'll
definitely
have
to
be
looking
at
is
what
what
effects
that
has
on
drainage
on
getting
around
those
corners.
Trying
to
minimize
don't
want
the
scope
to
just
get
bigger
and
bigger.
You.
S
It
get
it
out
there
as
soon
as
possible,
but
we'll
we'll
see
if
we
can
yeah
get
a
foot
two
feet.
Saturn.
A
T
A
G
T
G
That's
helpful.
Thank
you.
I
was
wondering
if,
if
bicycle
path
pass-throughs
were
considered
here
or
if
there's
a
reason
for
not
leaving
having
them
on
the
the
medians,
because
right
now,
there's
just
pedestrian
ones,
but
not
necessarily
bike
ones.
S
It
hasn't
been
discussed,
but
we
can
definitely
look
into
that.
I'm
not
aware
of
you
just
talking
generally
people
that
are
riding
bikes
on
25th
or
27th.
G
D
D
S
It's
it's
between.
It's
depends
on
the
quadrant,
but
it's
between
you
know
seven
and
ten
per
quadrant.
Okay,
awesome.
S
D
H
Yeah,
thank
you
for
the
presentation.
I
wanted
to
second
aaron's
comment
about
the
potential
benefit
of
adding
a
little
bit
more
parking
back
in,
so
that
that
curve
has
more
of
a
chicane
effect.
I
noticed
on
the
drawings
you
you
have
it.
You
know
designated
as
a
30
mile
per
hour
speed
and
I'm
probably
not
an
above
average
driver
in
terms
of
technical
skill,
and
I
think
I
could
take
that
at
60
70
miles
an
hour,
no
problem,
so
anything
you
can
do
to
get
more
deflection.
H
Whether
it
might
be
helpful
for
businesses
if
they
could
have
off-peak
parking-
and
that
might
also
be
a
way
to
sort
of
test
the
capacity
of
the
corridor
for
one
lane
during
the
non-peak
hours,
especially
but
yeah,
just
narrow
things
and
allow
sort
of
a
compromise
around
the
parking
there
and
then
I
wanted
to
you
know
it
was
maybe
assumed,
but
I
wanted
to
state
the
obvious,
which
is
the
4-3.
Conversion
cannot
come
soon
enough
here.
H
It's
it's
such
a
dangerous
corridor
as
it
is
today
just
based
on
last
five,
six
years
of
all
the
accidents
that
have
happened.
So
I
encourage
you
to
push
that
work
forward
and
I
cannot
wait
to
see
you
both
come
back
with
the
four
to
three
conversion
presentation.
T
Yeah
thanks
for
the
thanks
for
the
comments
matthew.
I
think
you
know
it's
something
we
should
look
at
jason
with
the
you
know
the
the
taper
limits,
because
that
is
one
of
our
our
goals
or
hopes.
Out
of
this
is
that
you
know
we
can
influence
the
speed
somewhat
by
introducing
the
medians
all
you
know,
and
some
narrower
lane
widths
and
the
tapers
there.
But
to
your
point
you
know
the
more
severe
we
make,
those
it
might
work
better,
and
so
we
can
take
a
look
at
that
as
well.
So
yeah.
T
And
then
one
to
your
other
point
on
the
parking,
so
we
have
actually
discussed
that
as
an
option.
We've
been
thinking
about
more
online,
with
some
sort
of
potential
403
pilot
or
as
an
option,
and
something
like
that.
So
it's
an
interesting
topic
that
you
you
bring
up.
We
haven't
thought
of
it
so
much
with
this
project,
but
it
has
been
an
idea.
That's
been
raised
elsewhere
that
you'd
have
some
sort
of
dynamic
outside
lane
and
it's
an
interesting
concept.
S
Yeah,
we'll
have
to
look
at
you
know
with
parking
being
out
there
and
then
how
how
that
lane
transitions
out,
because
how
can
we
safely
have
a
parking
in
a
lane
off-peak
so
I'll
have
to
see
you
see
what
could
be
done.
H
U
Hi
I
just
wanted
to
add
on
to,
I
believe,
jesse's
comment
thinking
about
the
pass-throughs
for
bikes,
for
the
median.
Also
just
a
related
note
is
locating
a
push
button
for
the
beacon
you
know
on
the
corresponding
corners
for
the
bike,
so
that
there
isn't
like
some.
So
you
don't
have
to
like
ride
up
on
the
quarter
or
something
like
that
where
pedestrians
are
in
order
to
access
it.
If
you're
on
your
bike,
so
just
wanted
to
flag
that
as
another
issue
to
think
about.
U
A
This
is
dan
miller.
Will
the
rapid
flashing
beacons
be
at
both
of
these
intersections
or
both
of
these
locations?.
S
Yes
and
the
thought
is
to
have
it
actually
looking
at
having
six
beacons
so
one
on
each
corner
and
two
in
the
median
so
and
how?
How
all
that
the
push
buttons
will
work,
which
will
still
work
out.
What
what
flashes
when
so
yeah
both
intersections
will
have
rfbs,
including.
I
T
You
know
we
don't
have
a
time
frame
on
it
right
now.
It's
one
of
the
things
we're
looking
at
you
know.
What
is
what
does
that
pilot
look
like
you
know.
We
would
want
to
set
up
some
parameters
for
the
type
of
you
know.
What
type
of
things
are
we
looking
at
and
analyzing
and
we'd
probably
want
to
do
some
preliminary.
T
You
know
data
gathering
and
collection
and
and
set
ourselves
up
so
that
we
are
doing
that
the
right
way,
because
you
know
it
would
be
a
big
change
and
we
want
to
make
sure
we
do
it
the
right
way
and
so
we're
making
sure
we
have
doing
our
due
diligence.
So
I
don't
have
an
exact
time
frame
on
that,
but,
as
that
develops,
you
know
we'll
make
sure
to
come
out
and
talk
to
folks
and
get
that
message
out
one
way
or
another
for
sure.
So.
S
Well,
thank
you
for
having
us,
but
there's
no
other
questions.
A
Very
good,
would
you
like
us
to
write
something
up
on
this
write,
our
comments
up
for
you,
or
do
you
think
you
have
them.
R
Yes,
sorry
I
snuck
in
late.
I
just
had
a
question
if
we
would
be
seeing
this
again
before
the
next
phase.
T
Yeah
yeah,
we'll
we'll
we
have
to
think
about
what
that
kind
of
engagement
looks
like
and
outreach
and
working
but
yeah,
definitely
there
that
will
have
its
own.
You
know
outreach
efforts
and
coordination
efforts
for
sure.
S
A
I
think
it's
worth
that
to
you
know
it's
exciting.
You've
done
a
really
really
great
job,
and
I
think
that
you've,
you've
gotten
some
good
input
here
and
it'd,
be
good
to
see
how
that
gets
added
to
this
and
see
what
you
come
up
with
so.
S
Definitely
like
all
these
smaller,
like
maintenance
projects,
things
move
a
lot
faster,
so
I
would
guess
to
would
want
to
try
to
come
back
in
may
or
june
somewhere
in
there.
So
yeah
I'll
work
with
kelsey,
I'm
getting
that
set
up.
Okay,.
A
All
right,
I
see
no
further
questions,
jason,
naramon
and
kelsey.
Thank
you
so
much
for
what
looks
like
a
very
exciting
project.
This
is.
This
is
really
great
news.
Thank
you.
A
Okay,
folks,
I
think
we're
we're
done
with
our
discussions
and
presentations
and
we're
at
announcements.
F
I
just
want
to.
I
was
chatting
with
becca
a
little
bit
and
wanted
to
note
you
know
regarding
the
the
context
around
the
two-way
path
at
hennepin
and
franklin
that
we
were
talking
about
on
katie's
project
becca.
Let
me
know
that
the
project
team
is
is
looking
at
or
at
least
exploring
the
feasibility
of
extending
the
bikeway
option,
just
a
little
chunk
north
on
north
of
franklin
on
hennepin
right
now,
there's
like
a
back
of
curb
sidewalk
and
then
it
as
it
wraps
around
the
building.
F
The
sidewalk
connects
to
bryant,
and
that
could
just
be
a
spectacular
little
connection.
I
see
robin's
face.
E
G
That
too
matthew,
and
if,
if
that
happens,
to
be
partially
in
midnight
right
away,
just
let
me
know,
and
we
can
try
to
coordinate
something.
A
Very
good:
well,
hey
it's
5
39,
and
I
think
that
we're
going
to
wrap
this
one
up
a
little
sooner
than
previous
the
past
few.
So
going
once
going
twice
any
more
announcements.
R
I
just
wanted
to
let
y'all
know
that
robin
I
did
get
your
text
copied
into
a
notes
document,
so
I
can
bring
it
to
the
next
bac,
but
the
one
that
oh
matthew,
I
think
you
were
working
on.
I
don't
have
so
you'll-
have
to
type
that
and
bring
it
yeah.
R
A
A
quick
note,
chris,
the
presentation
that
was
just
done
on
on
lindale
if
we
could
get
that
presentation
loaded
up
to
limbs,
so
we
had
that
just
for
a
record
and
reference
would
be
really
helpful.
What's
on
limbs,
right
now
is
just
the
the
floor.
The
layout.
P
I
A
Okay,
the
silence,
I
think
we're
done.