►
Description
Additional information at
https://lims.minneapolismn.gov
A
I
never
see
when
it's
up
so
just
let
me
know:
okay,
it's
ready.
Okay,
welcome!
All
of
you,
everyone
to
the
subcommittee
meeting
to
the
infrastructure
and
engineering
subcommittee
of
the
pac,
I'm
barb
olson,
I'm
co-chair
and
I'm
going
to
read
the
notice
members
of
the
board
may
participate
remotely
by
telephone
or
other
electronic
means
due
to
the
local
public
health
emergency
novel
coronavirus
pandemic,
declared
on
march
16
2020.
A
13D021
so
welcome.
We've
got
four
presentations
today
and
so
let's
remember,
we've
been
talking
about
remembering
to
raise
our
hand
and
maybe
only
have
one
question
per
time
then
get
back
in
line
so
that
helps
us
get
through
the
meeting
more
efficiently.
So
thank
you,
everyone
for
your
cooperation
and
why
don't
we
go
ahead
and
start?
We've
got
jason
stable
from
hennepin
county
and
kelsey
floyd
regarding
the
lindell's
avenue
south
medians
at
25th
and
27th.
B
Good
evening,
everyone
I'll
kick
it
off.
I'm
kelsey
bo
the
transportation
planner
with
the
city
of
minneapolis
public
works,
I'm
here
with
jason
savelle
from
hennepin
county
to
talk
about
the
lindale
avenue
south
medium
project
at
25th
and
27th.
B
I
think
we're
gonna
last
here
in
march
or
april,
to
introduce
this
project
and
have
made
a
couple
updates.
So
we're
back
with
an
update
for
the
group
that
I'll
take
it
over
to
jason.
C
Hello
yeah,
I'm
jason
stevell
with
hennepin
county,
like
kelsey,
said
so
I'm
here
to
just
get
a
little
update
on
the
27th
and
25th
median
projects
on
lindale
avenue,
and
so
where
we're
at
in
the
project
we're
getting
close
to
go
out
to
bid
to
get
a
contractor
on
board
and
the
goal
is
to
start
construction
on
these
medians
in
september
of
this
year,
and
then
it
participated
to
take
a
couple
months
for
them
to
finish
so.
C
What
I
have
up
on
the
screen
is
at
27th
street
west,
and
so,
as
I
mentioned
last
time,
we
were
here.
The
the
project
is
redoing,
the
ped
ramps
at
all
four
quadrants,
getting
them
to
be
ada
compliant
and
then
also
building
a
median
on
lindale
and
then
shifting
traffic
vehicle
traffic
towards
the
curb
lines.
C
C
So,
along
with
the
concrete
work,
there
is
some
additional
lighting
that
will
go
in
at
these
intersections
right
now.
There's
three
lights
in
the
between
the
two
intersections,
we'll
add
a
fourth
one
that
gets
so
all
the
quad.
C
All
the
crossings
will
have
at
least
one
light
with
this
we'll
go
in
rrfb's,
rectangular,
rapid
flashing
beacons
and
all
four
all
crossings
across
lindale,
and
so
with
the
enhanced
crossing
systems,
there
will
be
painted
markings
on
the
rope
on
lindale
for
the
crossing,
so
it'll
be
stripe,
standard
striping
for
something
like
that
in
the
city
of
minneapolis.
C
We
understand
with
this
there's
still
a
dual
threat
issue
with
two
lanes
going
each
direction
and
what
we
have
is
a
stop
bar.
That's
20
feet
back
from
the
crossing,
and
this
will
be
us
where
the
bus
buses
will
stop
and
it'll
help
with
some
visual,
visual
or
people
trying
to
cross
in
their
visual
seeing
of
traffic
and
vice
versa.
C
People
in
cars,
seeing
seeing
those
rfbs
and
the
people
trying
to
cross
I
kind
of
mentioned
the
bus
stops
kind
of
get
moved
out
further
from
the
intersection
to
get
behind
that
stop
bar
and
so,
like.
I
said
this
is
27th.
C
25Th
is
very
similar
design
and
just
a
couple
blocks
down
the
road.
So.
C
The
project
that
we
plan
on
doing
this
fall
there's
a
lot
of
interest
in
a
four
to
three
conversion
along
lindale,
and
I
can
speak
that
the
county
is
committing
to
do
a
4-3
pilot
project
next
spring
early
summer
and
what
that
will
be
is
a
chip
seal
which
is
a
seal
coal,
basically
a
long
window
and
then
a
re-striping.
C
I'm
not
the
project
manager
on
that.
But
we
will
be
coming
to
your
committee
here,
probably
august
september
somewhere
in
there
to
kind
of
get
that
that
ball
rolling
and
then
that's
a
we're,
calling
it
a
pilot
project.
As
as
many
are
aware,
the
traffic
on
lindale
is
way
above
the
guidance
for
a
4-3.
C
So
we
want
to
study
how
how
making
a
43
will,
what
the
impacts
of
that
will
happen,
and
so
we'll
be
working
closely
with
agencies
and
and
advisory
committees
kind
of
what
are
the
steps
we're
going
to
take
so?
But
I
don't
have
all
the
knowledge
on
that
project
at
this
point.
So
I'm
just
here
to
talk
about
medians
and
with
that
I
think
I'm
open
to
any.
A
Raised
mine
I'll
ask
a
really
quick
question:
jason,
where,
when
the
rrfps,
where
are
they
located,
are
they
available
to
be
seen
even
if
the
bus
is
pulled
over
into
the
bus
stops?
Can
vehicles
see
that,
depending
on
where
they're
located,
I'm
just
wondering
where
they
are
in
the
intersection.
C
C
So
if
you
push
if
you're
over
on
this
side,
you
push
the
button,
all
six
of
them
will
flash.
A
E
B
I
mean
sure,
so
we
got
that
same
comment,
christopher
from
the
bac
asking
about
whether
we
could
provide
push
buttons
in
the
street
as
you're
coming
up
and
cut
throughs,
specifically
for
bikes
to
come
through
the
median,
because
25th
and
27th
are
neither
of
them
are
planned
or
existing
bikeways.
B
You
would
just
expect
them
to
use
the
the
crosswalks
so
as
a
as
a
bike,
you're
legally
able
to
come
up
to
the
curb
ramp
and
cross
on
your
bike
through
the
crosswalk
same
as
you
would
on
on
foot
or
on
a
wheelchair
or
whatnot,
so
you're
still
able
to
cross
the
street
if
you'd
like
to
at
this
point.
But
we
would
just
ask
that
you
do
it
in
the
marked
house
walk.
E
B
If
there's
not
a
bike
way,
then
there's
not
typically
like
a
green
conflict
marking
that
would
go
as
a
as
a
kind
of
a
bikeway
crossing
specific
for
bikes.
So
I
guess
all
across
the
city,
bikes
are
able
to
use
the
crosswalk
the
same
as
heads.
Would
I
can't
think
of
any
good
examples
to
speak?
To
the
contrary,
I
guess.
G
H
I
don't
agree
with
it,
but
the
actuated
button
situation
means
since
bikes,
don't
trigger
the
on
street
level,
they're
functionally
forced
to
go
onto
the
sidewalk
anyhow,
although
I
don't
know
that
most
people
actually
know
that,
because
there's
zero
to
tell
you
unless
you
spend
too
much
time
observing
traffic
signals,
but
that
might
be
sort
of
a
parallel
thing.
It
doesn't
seem
like
a
great
practice.
I
agree
with
you
chris
if
that
christopher.
If
that's
what
you're
saying.
E
Yeah,
I'm
just
I'm
just
I'm
just
trying
to
think
it
through,
because
the
the
basically
the
call
buttons
for
a
pedestrian
are
set
back
away,
so
a
cyclist
properly
in
the
street
won't
be
able
to
trigger
them
right.
So
they
lose.
Is
that
correct.
E
E
Okay,
so
that's
that
that's
what
I
thought
so
a
cyclist
won't
be
able
to
be
legally
in
the
street
as
they
should
be
not
on
the
sidewalk
coming
up
to
the
intersection
and
push
and
push
the
button.
They'll
have
to
go
up
on
the
sidewalk
or
dismount
to
take
advantage
of
the
actual
the
actualization
of
the
the
flashing
light
or
they're.
Just
I,
it
just
seems
like
they're
they're,
not
getting
advantage
of
the
lights,
because,
where
the
buttons
are
placed,
it's
funneling
cyclists
with
pedestrians.
G
G
Way
I
see
this
working,
just
really
quick
to
me
is
very
fluid,
so
if
from
a
bicyclist
coming
up
to
it,
I
would
I
would
rather
quickly
go
to
the
curb
ramp
hit
the
button.
The
yellow
flashing
would
start
and
I
would
cross,
I
think,
that's
the
appropriate
way
to
cross
lindale.
I
think
I
think
that's
going
to
be
more
predictable
than
a
like
a
vehicular
cycling
movement
in
this
case,
because
it's
not
a
bike
way.
H
It
seems
it
might
be
appropriate,
but
it's
definitely
not
convenient,
so
it's
appropriate
only
in
a
car
centric
design.
It
doesn't
seem
great
for
city.
That's
trying
to
prioritize
fighting
to
make
that
somebody
who's
biking.
Do
that
extra
effort
and
cause
potential
conflict
with
high
stress
street
crossing
with
people
who
are
on
foot
and
using
wheelchairs.
I
C
There
is
no
section,
you
know
it's
it's
staying
at
the
current
elevations
that
are
out
there.
It's
it's
milling
a
little.
D
C
The
middle
of
the
road
and
putting
in
a
median
and
then
making
the
88
peta
amps
more
compliant.
So
I
there
is
no
sections
to
share.
C
It's
like
it's
about
five
to
six
inches
high
and
there's
cut
throughs
for
pedestrians,
so
they
they're
not
going
up
this
five
or
six
inches
they're.
Staying
at
the
road
level
to
cross
and.
I
C
There
will
there
be,
there
are
signs
there
that
say,
keep
basically
keep
right
or
so
yes,
there
are
signs.
There
there's
also
some
signs
in
the
middle
of
the
median.
That's
a
one
way
for
vehicle
traffic,
so
they're
they
can't
crop.
They
can't
cross
if
they're
on
25th,
for
example,
here
or
take
a
lap.
So
these
roads
become
right
in
right
out
for
vehicles.
H
Sorry,
thank
you.
My
first
question
is
about
the
stop
bars
and
why
they're
at
20
feet,
rather
than
what
I
thought
was
the
city
standard
of
15..
My
understanding
was
that
the
city
had
tested
those
to
see
what
driver
response
was
best
and
then
I
have
a
second
question
about
the
write-in
write-out.
C
Okay,
so
for
our
rrfs
and
the
guidance
is
between
20
and
50
feet
for
for
putting
the
stop
bar
and
so
we're
balancing
the
the
bus
stops
and
having
and
the
removal
parking.
So
that's
where
we
came
to
20
feet.
So
it
gives
a
little
bit
more
room
in
the
city
at
15
feet
and
so
that
that's
where
we
got
to
20
feet
and.
H
Okay,
as
far
as
the
right
and
right
out
when
I've
been
walking
on
london,
a
lot
of
streets
that
are
similar
that
are
two
lanes
in
one
direction.
H
It's
really
there's
a
lot
of
conflict
if
I'm
coming
from
the
drivers
right
as
they're
turning
right
and
I've
been
hit
multiple
times
by
drivers
who
are
blocking
like
I
had
to
be
forced
into
traffic,
they
look
left
and
they
move
their
vehicles
right
and
they
often
accelerate
very
quickly,
and
I'm
concerned
that,
because
glendale's
staying
two
lanes
there,
there's
that
won't
be
addressed.
H
Is
there
anything
that
you
will
be
doing
to
remind
the
drivers
that
they
need
to
not
just
look
one
direction,
because,
especially
on
a
street
that
has
a
high
volume
of
traffic,
it
seems
like
they
forget
to
ever
look
back,
and
it
can
be
a
long
period
of
time
that
you're
approaching
they
just
never
check
for
you.
H
Besides
just
walking
in
front
and
I've
been
hit
multiple
times,
it's
generally
kind
of
slow
speed,
but
I've
I've
twisted
my
foot.
It's
like
it
is
not
pleasant,
and
I
am
concerned
that
this
doesn't
address
that
and,
if
anything,
it
kind
of
might
worsen
it,
because
there's
no
reason
for
drivers
to
look
left
or
to
look
right
before
they
move
their
vehicle
since
they're
they're,
not
interacting
with
that
vehicle
traffic
anymore.
At
all,.
G
Well,
and
just
just
to
be
clear
julia
are
you
thinking,
they're
that
the
writing
component,
like
exacerbates
that
issue.
H
It's
the
right
out
that,
I
think,
is
the
issue
because
the
drivers,
so
it's
drivers
going
from
the
slower
streets
onto
busier
street,
because
they're
also
feeling
threatened
by
these
speeding
drivers
on
lindale.
H
So
they're
like
it,
isn't
usually
the
other
way
or
not
quite
as
much.
It's
definitely
like
coming
out
of
driveways
onto
hennepin
onto
lindale
onto
lake
street
any
place
you've
got
a
a
two
lane
in
one
direction.
They're
really
really
focused
on
looking
for
that
gap
and
then
often
trying
to
get
up
to
speed.
So
it's
a
it's
often
sort
of
a
fast
start
and
they're
they're.
Just
really
they
don't
show
up
in
the
vision,
zero
study,
but
they
it's
all
the
time.
It's
just
chronic.
H
I
don't
think
serious
injuries
very
often,
but
they
do
cause
injuries.
They
do
make
it
really
unpleasant.
They
cause
a
lot
of
anger
and
yelling,
not
just
from
me
often
drivers
angry
at
me,
like
I
haven't,
figured
out
how
to
do
it
in
a
way
that
doesn't
anger
drivers
to
get
around
them.
C
You
you
ask
a
good
question,
I
don't
have
a
good
answer
for
you,
you
know,
how
do
you
get
someone
to
look
back
right.
H
There's
I,
like
I,
I've
waved
umbrellas
to
get
more
extension
of
my
hands.
If
I
knock
on
the
car,
that's
it
often
gets
their
attention,
but
that
also
often
gets
aggressive
attention,
even
though,
like
I
will
stand
there
for
two
minutes
waiting
sometimes,
and
they
just
never
look,
and
if
I
go
in
front,
I
have
to
give
them
wide
berths.
So
I've
been
taking
a
full
lane,
contra
flow
to
cross
lake
on
hennepin.
H
That's
where
I
I
walk
a
bit
more
than
on
lindale,
but
it's
it's
absolutely
chronic,
and
I
really
don't
know
how
to
solve
it
and
it
seems
to
be
a
side
street
to
two-lane
one
direction
problem,
particularly
it
happens
on
26th
28th
as
well,
and
it
just
it's
really
dangerous
and
it's
I
don't
know
why
it
doesn't
show
up
in
vision,
zero
crash
study,
honestly.
F
Julia
I'm
gonna,
I'm
gonna
put
this
in
the
resolution
notes
and
I'm
wondering
if
there's
nothing
else
to
add
to
it.
If
we
can
move
on
to
paul's
question.
K
Okay,
thanks
aaron,
I
have
a
few
questions:
the
what's
the
adt
on
lindale
at
these
two
intersections.
C
It's
about
it's
in
the
25
to
28
000
per
day.
K
Okay,
thank
you
and
then
at
the
stop
bars
that
are
20
feet
ahead
of
the
crosswalks.
Are
you
planning
to
put
any
signing
there?
Also
like
stop
here
for
peds
or
something.
C
C
K
Okay
and
then
you
said
you're
gonna,
add
one
more
street
light
out
there.
I'm
just
curious:
does
the
county
pay
for
street
lighting
on
the
county
streets
or
is
that
minneapolis
picking
up
the
cost
for
the
street
lighting.
C
So
typically,
street
lighting
is
a
kind
of
shared
cost
between
the
city
and
the
county
on
a
county
road.
But
for
this
project
the
county
is
funding
100
of
the
the
streetlight
edition.
E
Just
very
brief-
and
I
know
this
is
not
directly
in
this
project,
but
you
mentioned
a
a
four
to
three
test
or
I
forget
which
what
you
use
pilot
yeah,
that's
right,
have
you
do
you
have
an
understanding
of
how
many
blocks
that
pilot
will
be
not
necessarily
where
anything
but
the
size
of
it?
Have
you
heard
any
discussion.
C
I
think
it's
from
franklin
down
the
lake
for
sure,
but
it's
I
think,
there's
discussions
about
even
further
than
lake,
so
early
details
so.
C
C
L
B
A
M
Got
it
great
so
hi
everyone,
I'm
christian,
zimmerman,
associate
transportation,
planner
city
of
minneapolis,
public
works,
and
I'm
here,
I'm
gonna
introduce
the
first
street
north
mid
black
crossing.
This
location
is
in
the
north
loop
right
around
north
no
low
flats
and
river
station
condominiums.
M
A
little
bit
better
location
map
here
for
you,
so
north
blue
bay
area,
you've
got
2nd
street
north
washington
is
just
off
the
napa
over
here.
The
mississippi
river
here,
parkway
and
then
first
street
north
hennepin
down
here
and
then
star
tribune,
is
right
over
here
with
one
of
their
facilities.
M
So
a
little
bit
of
a
project
overview,
so
this
project
here
is
an
opportunity
to
construct
a
mid-block
pedestrian
crossing,
and
this
comes
as
as
an
opportunity
from
what
we
saw
from
an
existing
mill
and
overlay
with
a
striping
project
that
actually
just
just
came
through.
They
just
did
the
striping
earlier
this
week
on
on
that
segment.
M
Millen
overlay
was
broken
up
into
into
two
years
because
of
a
couple
pieces,
but
that
has
been
completed
so
that
was
kind
of
phase
one
here
and
with
that
we
saw
an
opportunity
to
work
with
the
neighborhood
and
with
the
council
member
to
address
kind
of
what
you
might
call
a
super
block
between
fourth
and
eighth,
where
there
is
no
formal
pedestrian
crossing.
You
have
to
either
be
at
4th
avenue
or
8th
avenue
to
get
one.
M
So
there
was
a
little
bit
of
a
long
block
not
only
of
an
area
for
pedestrians
across,
but
also
with
that
there
wasn't
ada
crossing
within
that
area
either.
So
it
was
about
a
third
of
a
mile
between
those
two
avenues
for
pedestrian
crossings.
So
this
helps
reduce
that
distance
and
just
helps
to
you
know,
give
more
connections
to
the
neighborhood
and
just
overall
in
the
north
loop.
M
This
also
just
enhances
that
access
for
pedestrians,
if
they're,
trying
to
get
to
this
area
that
is
pretty
rapidly
growing
with
you
know,
new
housing.
That's
come
in
to
the
amenities,
there's
a
lot
of
restaurants,
and
you
know
you
have
the
park
system.
M
That's
there,
you
know,
there's
there's
different
uses
along
first
there's
a
you
know:
a
company
club
there
so
a
lot
of
a
lot
of
pedestrian
traffic
in
the
area,
and
this
just
kind
of
helps
enhance
that
access
for
all
and,
like
I
said
this
is
this
was
coordinated
with
a
resurfacing.
M
That's
you
know
has
just
been
completed
and
the
striping
that
his
also
at
the
same
time
just
completed
and
that
that
striking
was
to
add
a
bikeway
which
goes
from
hennepin
avenue
down
first
and
then
there's
a
short
segment
of
eighth
with
which
ties
into
the
bikeway
on.
M
Second,
it's
a
little
bit
of
project
goals
here,
looking
at
vision,
zero
and
just
our
you
know
our
goal
for
how
we
look
at
our
streets,
just
improving
the
the
safety
and
predictability
of
pedestrians
on
first,
you
know
right
now
between
that
long
block,
you
might
have
pedestrians
kind
of
crossing
it
when
they're,
you
know
at
their
time
when
they
when
they
need
to
or
want
to
rather
than
at
a
formal
crossing.
M
So
this
just
helps
enhance
that
access
and
then
mobility
for
residents,
especially
for
those
that
you
know
might
be.
You
know
in
a
wheelchair
or
have
other
needs,
and
then
this
also
just
helps
support
our
active
transportation
options.
M
So
existing
conditions,
speed
limit,
is
25
on
first
and
there
recently
has
been
quite
a
few.
You
know
recent
improvements
for
pedestrians
along
this
corridor.
These
came
through,
I
think
they
started
in
2019
and
I
think
some
finishing
touches
came
through
in
2020.
M
So
at
the
corner
of
eighth
and
second
there's
an
rfb
with
some
curb
extensions
at
first
and
eighth,
you
know
a
new
development
actually
went
in
on
on
that
corner,
so
there
was
some
ada
ramps
and
a
bump
out
was
installed
there
in
coordination
and
then
at
first
and
fourth,
third,
second
and
first
avenue
all
received
curb
extensions
and
ada
ramps.
M
But
you
can
see
from
eighth
to
fourth
there's
a
long
stretch
here
in
which
we
don't
have
any
current
crossings,
and
that's
what
this
project
here
is
looking
to
do
is
to
kind
of
break
this
block
up.
M
So
we
went
out,
and
last
in
november
of
2020
had
a
study
conducted
for
for
a
few
hours.
In
between
times
we
broke
it
up
into
kind
of
the
northern
portion
of
the
block.
So
kind
of
you
know,
if
you
cut
this
into
thirds
closer
to
eighth
avenue,
did
a
you
know,
cameras
and
did
a
count
there.
M
We
did
one
at
the
mid
block
and
then
one
on
the
on
the
southern
block
closer
to
fourth,
and
what
we
really
found
was
that
the
mid
block
was
the
ideal
place
for
this
found
73
crossings
in
a
two-hour
time
span
at
this
location.
That
was
the
highest
amount
of
crossings
in
that
time
period.
So
that's
that's
kind
of
what
the
study
came
out
to
find
is
that
block
would
be
better
conductive
of
the
resources
rather
than
doing
something
closer
to
eighth
or
closer
to
fourth.
M
And
a
little
bit
of
the
opportunities
here
since
this
is
a
super
block
with
you
know
adequate
space
to
implement
this
right
now,
since
that
striping
and
everything
is
out
there,
we
do
have
eight
and
a
half
foot
parking
lanes
with
six
foot
bike
lanes
and
then
ten
and
a
half
foot
travel
lanes
and
what
this
would
do
is
to
with
the
crossing
would
actually
further
reduce
the
crossing
distance.
M
We
would
remove
a
few
parking
spaces
to
shorten
this
distance
by
17
feet,
so
you
would
just
have
the
bike
lanes
and
then
you
would
have
the
two
travel
lanes.
So
a
little
bit
of
the
benefits
of
this
just
provides
a
you
know.
A
safe
crossing
encourages
safer
travel
speeds
by
narrowing
down
that
road,
giving
a
little
bit
more
elements.
You
know
up
there
and
then
also
you
know,
as
I
mentioned
before,
just
continues
to
build
out
that
pedestrian
network.
M
So
here's
the
kind
of
the
concept
for
what
we're
looking
for,
if
you're
familiar
with
the
crossing
on
2nd
street,
which
is
very
close
proximity
to
where
this
location
is.
This
is
very
very
similar
to
what
that
design
concept
is.
You
can
see
here.
This
is
the
the
parking
lane
along
the
curb
on
both
sides.
You
can
see
the
bike
lane
at
six
feet
and
then
you
have
the
two
travel
lanes.
There's
a
bus,
stop
just
north
of
this
location.
M
This
building
here
is
no
low
flats
and
then
to
the
south
or
yeah
on
the
south
location.
This
is
the
river
station
condominiums.
What
we're
proposing
is
to
have
the
bump
out
come
out
and
take
up
the
the
parking
area
space
on
either
side.
So
you,
the
bike
lanes,
would
have
a
you
know:
a
really
minor
disruption
as
they
come
through.
We
do
plan
to
mark
the
crosswalk
at
this
location
for
the
mid
block.
We
would
install
aada
ramps
to
make
this.
M
M
That
alerts
drivers
that
there
are
pedestrians
here
and
with
this
concept
here,
we
this
location,
also
works
out,
because
we
don't
have
that
much
disruption
to
public
utilities
such
as
catch
basins
at
this
location
and
then
also
from
a
standpoint
of
of
disrupting
the
street
parking,
which
is
you
know,
something
that
that
the
neighborhood
is
sensitive
to,
and
these
businesses
are
sensitive
to
this
location,
really
minimizes
the
need
to
remove
parking
which
is
metered
in
this
location.
M
We
actually
wouldn't
need
to
remove
very
much
on
the
north
side.
I
it
looks
like
we'd,
maybe
need
to
remove
two
parking
spaces
on
that
and
we're
able
to
take
advantage
of
that
just
because
right
now
there
are
some
no
parking
zones
just
because
of
of
driveway
access
and
things
of
that
nature.
M
So
not
too
much
removal
down
here
and
then
on
this
side
pretty
similar,
we
would
need
to
take
anywhere
between
two
to
four
spaces
on
this
side,
just
depending
on
what
sight
lines
we
would
end
up
needing
as
we
come
through
this
process.
So
there
would
be
a
little
bit
more
removal
here,
but
anywhere
between
you
know
at
a
at
a
minimum,
maybe
three
spaces
and
at
a
maximum
we're
really
looking
at
probably
six
spaces,
so
not
too
much
disruption
and
then
down
here
for
kind
of
looking
at.
M
What
is
what
does
this
look
like
from
the
street
kind
of
saw
this
on
the
last
slide?
You
know
just
sidewalk
kind
of
comes
out
crossing
would
be
here.
So
just
the
two
bike
lanes
and
the
two
travel
ones.
M
Where
we're
at
in
this
process
and
some
next
steps,
you
know
we
did
that
data
collection
back
in
the
fall,
we've
developed
our
concept
and
right
now
engaging
with
the
public
I've
met
with
the
north
loot,
neighborhood
association.
Recently,
a
lot
of
positive
engagement
there
from
them
they're
very
supportive
of
this
and
happy
to
see
it
come
through
a
council
member
is
you
know,
we've
met
with
him
and
talked
with
him,
also
very
supportive.
M
So
this
is
kind
of
our
last
piece
here
is:
is
with
you
folks
and
we'll
be
finalizing
this
design
this
summer.
This
is
a
very
quick
moving
project
and
a
lot
of
that
just
kind
of
comes
from
the
funding
sources
that
we
have.
They
do
have
to
be
used
by
the
end
of
of
this
year.
So
you
know
we're
moving
quickly
through
here
to
make
sure
that
we
get
that
design
finalize
the
summer
and
then
get
the
implementation
finalized
and
completely
built
out
this
fall
before
before
winter.
M
And
with
that
I'll
open
it
up
for
questions
or
comments,
yep.
F
M
Yeah,
if,
if
the
pac
is
comfortable
with
that
I
I
would
definitely
appreciate
that
today.
A
M
I
think
you're
you're
looking
at
this
here,
maybe
yeah
yeah,
so
those
are
actually
private
drives
this
everything
actually
outside
of
pretty
much
once
you
get
behind
the
sidewalk
is
all
private
property.
Those
are
part
of
river
station
condominiums.
H
A
H
M
H
I'm
thinking
more
of
the
residents
who
may
I
mean
you
know
from
the
neighborhood
organization
study
that
that
face
would
be
wealthier
and
lighter
than
residents
in
every
neighborhood
across
minneapolis
or
maybe
just
about
every
but
significantly,
and
I'm
just
concerned
that
people
who
may
not
generally
feel
welcome
in
the
process
or
in
those
districts
or
not
like.
When
we
hear
planners
go
to
neighborhood
groups,
I'm
worried
about
who's
not
being
heard,
and
I'm
not
as
worried
about
the
business
owners.
M
Certainly
so
we
definitely
have
every
intent
to
make
this
as
inclusive
as
possible
to
include
you
know
not
only
the
businesses
but
residents
that
especially
live
along
this
corridor
to
to
get
their
feedback
and
make
sure
that
this
is
something
that
they're
comfortable
with,
and
this
is
something
that
they
support
and
would
be
happy
to
see.
So
that's
something
that
you
know.
I
think
we
just
need
to
continue
to
make
sure
that
we're
doing
our
best
to
try
and
engage
with
the
community
members
that
live
closest
to
this
project.
H
I'm
just
curious
if
you've
done
outreach
besides
via
the
neighborhood
or
whether
social
media
or
physical,
signage
or
anything.
M
So
there
has
been
physical
signage
on
on
this
corridor.
At
this
point,
there
is
in
the
works
for
working
through
a
project
webpage,
and
we
do
share
that
with
the
with
the
neighborhood
and
organization.
Ask
them
to
share
that
through
their
channels
to
push
that
out
to
as
to
as
many
residents
and
in
businesses
that
they're
connected
with.
H
I'm
just
I'm
still
concerned
that
they
tend
to
function
as
gatekeepers,
rather
than
helping
make
sure
that
the
voices
that
haven't
been
heard
get
heard.
So
I
I
don't
need
to
ask
more
questions,
but
I
urge
you
to
consider
bypassing
neighborhood
organizations
in
order
to
engage
with
people
in
the
area,
especially
people
who
may
not
always
feel
comfortable
speaking
know.
A
A
If
not,
thank
you
so
much
for
your
presentation,
we'll
be
getting
a
resolution
to
you
right
soon.
That's
why
here
it
is.
K
A
Next
on
the
agenda
is
university
and
fourth
bikeway,
with
mike
samuelson
kelly
agosto
from
hennepin
county
and
steve
weiss
weiser.
I
think
from
alliance
design.
L
Thank
you.
My
name
is
mike
samuelson,
I'm
a
transportation
planner
with
minneapolis
public
works
and
I'm
the
city
representative
for
this
county-led
project
and,
as
you
mentioned,
we've
got
kelly
augusto
and
steve
weiser
from
the
county
team
who
are
going
to
provide
a
larger
update,
so
I
will
pass
it
over
to
them.
N
N
We
were
looking
for
your
feedback
on
at
that
time,
and
your
committee
did
issue
a
resolution
following
that,
along
with
the
bicycle
advisory
committee,
issuing
a
separate
resolution
with
recommendations
for
the
direction
of
the
project,
the
feedback
that
we
heard
included
consideration
of
a
two-way
bike
facility
on
university
avenue
and
a
reduction
in
travel
lanes,
which
city
staff
also
support
and
also
advocated
for
consideration
of
dynamic
use
of
a
lane,
possibly
as
well.
N
The
university
of
minnesota
is
also
a
partner
in
this
work
and
have
been
supportive
of
a
one-way
bike
facility
on
university
avenue
and
fourth
street,
citing
safety
and
operational
concerns
with
a
two-way
facility,
and
also
just
the
changing
student
population
each
year,
potentially
bringing
in
users
who
are
who
may
be
unfamiliar
with
that
type
of
facility
so
or
engagement
phase.
2.
N
We're
planning
to
share
two
layout
options
that
we'll
be
discussing
with
your
committee
tonight
and
steve
will
get
into
those
in
a
moment
and
then
just
a
quick
note
on
the
constraints
and
challenges
that
we're
working
through
the
budget
that
the
county
has
available
to
use
on
the
project
is,
is
set
with
the
scope
of
the
project
being
a
partial
reconstruction
and
also
a
goal
to
keep
all
improvements
within
the
existing
public
right-of-way,
and
I
went
through
all
of
that
kind
of
quickly.
N
D
D
Much
of
the
existing
infrastructure
out
there
is
in
good
condition
and
will
be
remaining
in
place.
A
full
reconstruction
project
would
require
a
significantly
larger
budget,
probably
three
times
the
order
of
what
is
allocated
for
this
project
transit
platform
locations
that
will
accommodate
the
future.
E-Line
brt
university
of
minnesota,
buses
and
local
metro
transit
routes
have
been
identified
along
the
corridor
and
the
designs
that
will
provide
for
separating
modes
at
the
transit
platforms
by
bringing
the
bikes
behind
the
shelters
at
sidewalk
level,
with
the
separated
pedestrian
space
behind
the
bikes.
D
Through
our
first
round
of
engagement,
we've
arrived
at
a
preference
for
street
level,
curb
protected
bikeway
design
through
our
our
engagement
with
the
public,
the
project
management,
team
and
city
organizations
as
well.
D
D
However,
some
of
the
stakeholders
have
stressed
that
4th
street
may
be
a
little
bit
of
a
lesser
priority
and
that
more
of
a
minimalistic
approach
on
fourth
might
be
understandable
to
work
within
the
budget
to
provide
a
better
facility
on
oak
street
or
on
university.
Excuse
me
between
10th
and
oak,
but
we're
trying
to
maintain
existing
curbs
and
sidewalks
as
well
wherever
possible,
where
the
infrastructure's
in
good
condition.
D
D
D
This
design
would
look
similar
to
the
in-place
facility
along
oak
street.
Like
you
see
on
the
lower
left
here,
south
of
washington
avenue
on
campus,
the
view
at
the
right
shows
the
dimensions
being
considered
and
highlights
one
of
the
areas
constrained
by
features
within
the
right-of-way.
These
green
circles
represent
the
oak
trees,
probably
75
year
old
oaks,
large
mature
oak
trees
by
some
of
the
university
buildings.
D
D
D
D
With
this
two
foot
wide
buffer
curve
that
we'd
be
adding
here,
we'd
essentially
be
able
to
maintain
a
15
foot
wide
two-way
bikeway
from
curb
face
to
curb
face.
We
put
a
stripe
line
down
here.
The
eastbound
direction
would
travel
on
the
existing
concrete
surface
and
the
westbound
direction
would
go
on
the
existing
bituminous
surface.
D
Essentially,
both
curb
lines
would
remain
in
place
in
this
scenario
that
allows
us
to
keep
the
boulevards.
The
sidewalks
and
the
light
poles
intact
on
the
outside.
D
It
also
so
there'd
be
a
basically
a
four
foot
wide
bituminous
bikable
surface
and
then
next
to
the
four
foot,
concrete
gutter
pan
similar
to
what
you
see
on
the
right
hand,
side
photo.
D
The
space
has
also
been
discussed
for
potential
metered
general
purpose
parking
at
other
times
not
used
for
university.
Events
in
this
area,
we'd
again
propose
to
leave
the
curb
and
gutter
sidewalk
on
light
pole,
infrastructure,
trees,
boulevard,
trees
in
place
in
this
area,
which
are
in
good
condition
so
in
this
area,
we'd
be
able
to
provide
a
three
foot
wide
stripe
buffer
with
the
linears
and
striping
to
delineate
that
parking
lane
from
the
bike
lane.
D
The
proposed
traffic
signal
phasing
along
university
avenue
with
a
two-way
bikeway
in
option
a
will
mimic
the
phasing
that's
implemented
on
the
recently
constructed
jackson
street
bikeway
in
saint
paul
in
that
project.
In
our
project
as
well,
a
leading
bike
pad
signal
interval
will
be
provided
right
turns
would
be
restricted
on
red
to
minimize
the
conflict
of
right
turners
from
the
university
cross
streets
looking
to
their
left.
D
D
D
Again,
construction
would
be
focused
on
the
bikeway
side
of
the
road,
with
the
majority
of
the
infrastructure
remaining
in
place,
but
they'd
be
one-way
facilities
on
both
roadways,
as
you
saw
with
layout
a
the
intent,
would
be
to
try
to
maintain
much
of
the
in-place
curb
and
gutter
and
the
sidewalk,
wherever
we
can,
the
lighting
in
the
boulevard
spaces
as
well.
D
D
It's
possible
that
this
curb
could
be
replaced
by
striping
and
delineater
posts
just
to
make
it
feel
a
little
more
open
than
the
the
six
foot
bikeway,
that's
being
provided
in
this
area,
but
that
would
obviously
make
it
feel
a
little
more
tight
for
bikeways
with
the
handlebar
potential
impacts
to
the
delineator
posts.
So
the
curb
protection
is
what
we're
seeing
as
kind
of
a
more
robust
separation
mode
between
the
vehicles
and
the
bikes.
D
D
D
Moving
up
to
4th
street
on
layout
b,
here
very
similar
to
layout
a
in
terms
of
space
lanes,
will
be
narrowed
from
the
existing
condition,
provide
a
little
bit
wider
buffer
than
that.
What's
out
there
today,
a
two
foot
wide
buffer
would
be
able
to
be
provided
with
the
one-way
option,
on
university
being
a
little
less
expensive
to
build
than
compared
to
layout
a
there
might
be
some
budget
available
to
provide
for
a
curb
separated
facility
along
4th
street
as
well,
and
that's
the
intent
of
layout
b
here.
D
D
You
could
do
a
different
style
face
on
the
curb
than
the
typical
vertical
style
that
you'd
see
against
vehicle
lanes.
So
we'd
propose
to
maybe
do
a
little
more
of
a
tapered
style
along
the
bike
facility
to
avoid
pedal
strikes
and
that
sort
of
thing.
D
Layout
b
is
basically
identical
to
layout
a
east
of
17th
avenue,
there'd
be
two
through
lanes
again.
The
charter,
bus
and
potential
general
purpose
parking
down
in
this
area
by
the
the
university
of
minnesota,
arenas,
striping
and
delineator
buffers
would
allow
for
easy
loading
into
the
parking
areas
and
we'd
maintain
the
outside
curbing
gutters
sidewalks
and
the
light
pole
infrastructure.
D
N
N
We're
also
kicking
off
our
second
round
of
outreach
with
project
stakeholders,
including
neighborhood
associations,
businesses
and
university
groups,
and
after
these
engagement
activities,
as
steve
mentioned,
we
hope
to
arrive
at
a
preferred
layout
option
and
with
the
project
partners
and
hopefully
looking
for
that
in
the
next
couple
of
months,
so
that
we
can
request
municipal
consent
in
august
of
this
year
and
then
final
design
and
environmental
documentation.
Efforts
would
need
to
be
complete
and
approved
by
june
of
2022
next
year
to
comply
with
the
stipulations
tied
to
the
federal
funding.
N
So
here's
our
contact,
information
and
the
project
website
information
will
be
shared
once
we
have
a
link
live
for
that
public,
open
house
as
well.
So
we
would
look
for
you
all
to
please
check
that
out
and
and
weigh
in
on
that,
and
also,
if
you
could
issue
a
resolution
like
you
did
for
us
last
year,
with
maybe
a
preference
for
a
layout
option.
We'd
appreciate
that
as
well.
O
I
guess
sort
of
more
common,
really
I
assume,
as
the
pack
as
a
whole,
we're
definitely
going
to
choose
the
two-way
bike
lane
option
and
I
think
we
can
just
go
from
there
when
it
comes
to
our
discussion
questions,
because
it's
dumb
to
assume
that
people
won't
just
bite
both
directions
on
any
bike
lane
presented
to
them
on
such
a
terrifying
street.
O
So
that
and
then
two
just
another
comment-
is
that
the
language
about
you
know
at
the
expense
of
boulevard
space
is
kind
of
a
slap
in
the
face,
because
you're
leaving
three
full
travel
lanes
for
vehicles
so
consider.
I
think,
consider
that
when
you
speak
about
this
bike
lane
is
that,
like
maybe
we
don't
have
to
take
anything
away
from
any
of
the
pedestrian
or
bike
spaces,
because
there's
a
ridiculous
amount
of
space
for
cars.
F
F
You
know,
I
see
a
four
foot
bike
lane
with
two
foot
of
gutter
pan
and-
and
I
just
don't
see
that
as
being
being
wide
enough-
and
so
it
just
seems
like
the
the
decision
to
include
three
travel
lanes
is
forcing
these
space
decisions
that
that
you're
making
that
are
going
to
make
the
road,
I
guess
less
than
what
it
could
be
for
all
modes.
F
Had
the
decision
been
made
to
include
two
travel
lanes
in
each
direction
instead
of
three.
N
I
appreciate
those
comments:
it's
definitely
a
lot
to
balance
in
this
corridor,
with
all
the
different
modes
so
and
and
within
the
right-of-way
that
we
have
and
just
looking
at
keeping
construction
to
one
side
of
the
roadway.
So
I
appreciate
those
comments.
A
H
I'd
like
to
echo
what's
been
said
it
I
heard
transit
mentioned,
but
I
did
not
hear
that
there's
going
to
be
a
dedicated
transit
lane-
and
I
heard
a
discussion
about
keeping
this
number
of
lanes,
but
not
returning
these
streets
to
two-way
streets
which
are
safer
for
people
outside
of
cars
and
I'm
hearing
that
there's
these
constraints.
But
I'm
also,
you
know
we're
we're
seeing
unprecedented
drought
hitting
a
huge
amount
of
the
us,
that's
caused
by
decisions
like
the
one
that
we're
seeing
you
know
being
made
right
now
it
all
together.
H
It
just
seems
like
a
missed
opportunity,
and
especially
when
the
outreach
is
as
far
as
I'm
understanding
it
happening
when
there
is
not
a
huge
amount
of
student
presence
on
campus,
with
outreach
to
neighborhood
groups
that
are
historically
extremely
anti-student.
I
I
don't.
I
understand
that
there's
constraints
that
you're
facing
and
that
the
county
is
really
difficult
to
work
with.
So
I'm
not
trying
to
put
this
on
those
of
you
who
are
assigned
to
present
it
to
us,
but
it
just
it
just
seems
out
of
touch
with
reality.
H
It
just
seems
honestly
kind
of
delusional
because
we
need
to
move
people
around.
We
don't
need
to
move
cars
around,
and
this
is
an
area
where
you
can't
have
pedestrian
infrastructure
with
the
speeds
that
vehicles
go
along
here.
You
can't
talk
to
somebody
else
with
you.
You've
got
kids
who
are
out
on
their
own
for
the
first
time
who
are
around
here.
H
I
went
to
you,
you
know
it's
people
are
we're,
expecting
we're
designing
for
for
danger,
both
in
the
immediate
spaces
around
here
and
in
the
impacts
of
these
choices
on
every
part
of
this
planet,
and
I'm
I'm
just.
I
really
wish
we'd
seen
something
come
back
that
looked
very,
very
different.
A
A
Okay,
well,
thank
you
for
the
presentation.
I
think
we
will
be
working
on
a
resolution
for
you,
especially
containing
some
of
the
comments
that
you've
heard
today
from
our
pack
members.
So.
P
Thanks
barb,
yes,
so
hey
everybody,
I
think
most
or
all
of
all
of
you
know
me.
Chris
carthauser
associate
transportation,
planner
and
tpp
also
staff,
the
committee,
so
you
all
saw
this
at
what
was
basically
a
30
and
put
a
resolution.
In
already
I
wanted
to
come
back
because
there
have
already
been
a
couple
things
that
we've
had
to
tweak,
and
I
know
that
this
committee,
as
well
as
the
bac,
has
often
said,
like
post
30
or
like
when
things
get
changed
due
to
engineering
reasons
or
just
whatever.
P
They
may
be,
that
you're
all
interested
in
hearing
the.
Why
so,
there's
still
some
flexibility
before
we
really
like
firm
up
30,
even
though
I
would
say
this
is
at
30,
there
are
still
like
a
few
details
and
obviously,
between
30
and
100,
like
there's
more
details
that
get
figured
out
in
that.
But
this
one
was
significant
enough
where
I
wanted
to.
Let
you
all
in
on
the
reasons
why
there
are
some
some
changes
here
so
just
wanted
to
point
those
out
and
then
take
your
feedback.
P
So
if
you
recall,
the
lindelof
north
project
touches
seven
intersections
on
linda
lab
north
between
22nd
and
40th
avenue,
north
and
they're,
almost
all
identical
when
you
get
into
the
minutia
of
engineering,
there's
some
slight
differences,
but
for
the
most
part
it's
kind
of
one
typical
design
and
then
I'll
show
you
the
one
intersection
at
far
view
park.
That's
a
t
intersection,
we've
also
narrowed.
In
last
time
I
was
here
we
had
two
different
options.
We
were
just
kind
of
toying
with
we've
narrowed
in
on
the
final
one.
P
P
P
As
you
all
know,
the
street
design
guide
was
finished
earlier
this
year
and
even
though
it's
finished
we're
still
kind
of
hammering
out
some
details
and
kind
of
like
putting
it
into
real
world
practice
and
seeing
what
that
means,
and
so
this
was
an
example
of
where
we
basically
took
the
design
vehicle
that
was
decided
in
the
street
design
guide.
So
our
policy
moving
forward
and
applied
it
to
the
design
we
had
with
keeping
in
mind.
P
Part
of
your
all
resolution
was
that
you
wanted
to
maintain
the
nose
on
the
medians,
so
this
little
piece
kind
of
towards
the
center
and
in
doing
that
with
the
design
vehicle.
This
was
basically
the
narrowest.
We
could
get
kind
of
maintaining
that
same
sort
of
design,
and
so
we
did
have
to
widen
the
lanes
by
a
foot
and
a
half
in
the
north
and
a
foot
headed
south,
and
so
I
just
wanted
to
acknowledge
that.
P
Let
you
know
there's
also
a
little
bit
of
change
in
some
of
the
curb
rat
radii
to
make
that
work
sort
of
in
in
different
ways
here
and
then
the
the
final
piece
that
I
wanted
to
show.
You
all
is
that
you
might
not
notice
it
at
first
glance,
but
also
in
order
to
make
those
turning
movements
work,
while
keeping
the
nose
on
the
median.
We
did
have
to
sort
of
scoot
everything
back
with
the
median.
P
So
it's
offset
a
little
bit
and
you'll
notice
that,
like
if
someone
was
walking
straight
here
normally
we
would
just
have
a
curb
ramp
that
would
go
straight
through
and
the
walkway
would
be
straight
through
and
the
nose
would
be
somewhere
up
here
with
this
design.
P
What
we
would
be
forced
to
do
really,
assuming
that
we
keep,
that
nose
would
be
to
offset
this
a
little
bit,
and
so
it's
it's
not
a
straight
through
line
here.
P
I
don't
have
a
ton
of
detail
on
on
what
it
would
look
like
here,
but
we
would
be
making
sure
that
it's
ada
accessible,
that
there's
edges
detectable
edges
that
someone
who's
visually
impaired
would
be
able
to
still
navigate
this
area,
whether
this
be
grass
or
some
sort
of
concrete
or
something
else,
and
so
those
those
are
the
two
main
things
and
then
also
just
to
point
out
we're
we're
still
in
conversations
with
what'll
happen
at
the
bus
stops
and
how
exactly
those
will
function
and
with
some
other
property
owners
for
they're.
P
Just,
I
think
two
driveways
on
this
corridor
that,
if
we
were
to
put
in
with
this
design,
they'd
no
longer
be
able
to
take
a
left
out
so
just
figuring
out
if
that
means
adjusting
the
median
so
that
they
are
able
to
leaving
it
as
is.
But
those
are
just
a
couple
of
the
things
that
will
the
driveway
thing
will
probably
be
dealt
with
post
30.
P
P
And
so
this,
like,
I
said
last
time,
we
showed
you
a
couple
different
designs.
This
is
what
we've
decided
to
go
with
for
for
this
one
as
well
and
and
so
the
other
option
was
kind
of
using
the
current
bus
bay.
That's
right
here
and
diverting
traffic.
P
This
one
seemed
to
kind
of
fit
in
with
the
rest
of
the
corridor,
well,
also,
budget
considerations
which
we're
still
dealing
with
and
kind
of
up
close
on
the
budget
side,
but
just
wanted
to
show
you
this
as
well,
and
this
is
a
location
that
has
a
signalized
push
button
crossing.
H
I'm
a
little
curious
about
the
design
vehicle,
what
vehicle
it
is
and
what
kinds
of
speeds
it's
moving
at
and
what
it
takes
to
be
able
to
design
decent
streets
could.
Is
there
a
design
human
like.
P
H
P
I'd
be
I
actually,
I
don't
recall,
but
I,
but
it's
under
it's
well
under
the
speed
limit,
and
it's
not
like
making
it
at
speed.
I
mean
these
are
all
stop
signed
on
the
cross
streets,
so
it'd
be
moving
for
and
and
those
the
turning
movements
from
the
cross
streets
on
to
lindale
are
what
drive
that,
like
kind
of
the
median
adjustments
here
in
the
lane
adjustments
here,
it's
not
as
much
about
turning
from
lindale
onto
the
side
streets.
F
F
It
would
be
nice
to
see
if
there's
any
way
to
you
know
build
it
so
that
you,
you
know
you
don't
have
to
like
make
a
right
turn
and
then
a
left
turn,
but
just
like
a
smooth
walking
movement.
P
I
I
appreciate
that
comment
and
we'll
definitely
take
that
back
and
I'll
be
the
first
to
acknowledge
that
I
am
not
an
expert
in
like
ada
ramps
or
navigating
like
this
type
of
thing
and
we'll
absolutely
kind
of
look
into
best
practices.
For
for
this
sort
of
thing,
if
you
have
any
specific
ideas,
I
mean
one
thing
is
just
to
like
kind
of
make
an
angled
like
at
least
like
angle.
It
there.
I
I
don't
know
if
that's
better
or
not,
but.
H
P
P
G
I
just
I
sort
of
want
to
acknowledge,
like
chris's
work
on
this,
in
a
sense
because
that
the
nose
we
we
have
struggled
with
with
that
quite
a
bit,
because
the
nose
is
one
of
the
most
important
features
of
this
and
it's
been
so
hard
to
like
work
through
all
the
different
functional
areas
and
the
design
vehicle
and-
and
so
like
I
mean
the
offset
in
in
a
way.
I
think
I
could
argue
as
like
a
feature
of
it.
G
You
know,
because
that's
part
of
you
know
kind
of
part
of
a
protective
intersection
too
to
like
get
sight
lines
and
then,
like
you
know,
just
making
it
work
with
like
the
slightly
wider
width
there,
which
that
might
be
counterintuitive
but,
like
all
of
those
things
came
together
like
I
feel
like
a
year
ago,
maybe
even
we
would
have
just
gotten
rid
of
the
nose
you
know.
So
I
think
that
the
work
that
chris
has
done
on
this,
I
think,
will
help
us.
G
You
know
be
able
to
get
these
noses
in
in
a
way
that
you
know
actually
work
and
then
also
I'll
just
say
the
single
unit
truck
as
a
design
vehicle,
it's
actually
fairly
short
and
I
think,
there's
other
elements
of
public
works
that
may
want
us
to
to
plan
for
a
bigger
truck.
So
I
mean,
I
think,
there's
a
few
little
like
small
wins
built
on
like
persistence.
P
Thanks
matthew,
paul.
P
K
Okay,
yeah.
I
think
this
is
yeah.
This
is
a
unusual
design,
so
the
you
know
it'll
be
interesting
to
see
if
the
pedestrians
actually
make
that
jog
don't
go
across
or
if
they
just
walk
down
like
if
they're
on
37th,
walk
down
the
sidewalk
and
just
walk
across
the
grass
and
then
make
the
diagonal
to
the
crossing
through
the
intersection
as
they're
crossing
the
street.
K
K
Just
go
straight
ahead
and
this
diagonally
walk
across
the
street
on
a
diagonal
go
through
that
opening
in
the
medium
and
then,
if
you're,
you
know
visually
disabled
too,
then
again,
then,
if
you're
used
to
going
straight
across
the
intersection
on
the
sidewalk,
there
could
be
some
confusion
there
for
folks,
navigating
that
that
jog
in
the
sidewalk
but
better,
be,
I
think,
it's
a
interesting
concept
to
try
out
and
then
you
know,
hopefully
me
afterwards.
K
You
have
some
staff
to
or
intern
or
something
to
go
out
and
study
it
and
watch
people
and
see
if
they're
act,
how
they're,
using
the
intersection
and,
if
they're,
using
it
as
designed,
yeah.
P
I
think
that's
a
great
idea
and
that
last
comment:
where
were
you
talking
about
someone
who's?
I
think
I
missed
it
visually
impaired,
having
trouble
navigating
kind
of
the
jog
a
little
bit
potentially,
okay
yeah.
I
I
mean
that's
something
that
I
think
we'll
want
to
pay
a
lot
of
attention
to
in
the
design
of
what
features
we
can
use
to
to
help
that
as
much
as
possible.
A
J
A
J
P
It
is
22nd
22nd
to
40th
and
it's
seven
intersections
gotcha
thank.
J
P
And
I
and
I'll
I'll
I
have
a
slightly
updated
version
of
this
to
send
you
sonya
to
talk
through
some
of
the
the
transit
stuff.
Great.
J
P
H
Paul
your
comment
made
me.
I
think,
a
really
interesting
one,
because
it
made
me
suddenly
realize
how
much
of
official
pedestrian
infrastructure
is
primarily
for
people
who
don't
have
any
other
choice
like
adding
curb
cuts
instead
of
being
able
to
cross
any
point
on
the
street
and
how
a
lot
of
what
pedestrian
infrastructure
does
is
calm
drivers,
even
if
we're
not
using
it
as
it's
designed
like
it
still
is
there
functioning
to
to
shift
how
drivers
are
behaving
even
if
we're
crossing
20
feet
away,
because
now
it's
a
little
safer
to
do
so.
H
So,
thanks
for
for
bringing
that
up
and
I'm
going
to
be
paying
more
attention.
P
No
thanks
for
these
comments.
It's
it's
helpful,
especially
in
addressing
kind
of
that
offset
and
realizing
that
it's
not
ideal,
but
it's
maybe
better
than
some
of
the
alternatives,
so
appreciate
everybody's
feedback.
A
E
I
this
is
christopher,
I
just
I.
I
just
want
to
point
out
that
you
know
we
were
told
that
bicycles
throughout
the
city
can
ride
in
the
sidewalk
and
that's
not
true.
Minneapolis
has
a
cycling
ordinance
that
prohibits
that
states
no
person
shall
ride
a
bicycle
upon
a
sidewalk
within
a
business
district,
so
I
mean
there's
various
business
districts
around,
but
I
just
didn't
want
to
leave
that
with
the
impression
that
bicyclists
can
ride
on
sidewalks.
G
E
G
E
No,
I
know
it's,
it's
169.22
subdivision
four
section
four
subject
and
it
says
that,
and
it
says
no
person
shall
ride
a
bicycle
upon
a
sidewalk
within
a
business
district
unless
permitted
by
local
authorities.
That's
what
the
state
statute
says,
the
military,
sorry
I
mean
go
ahead.