►
Description
Additional information at
https://lims.minneapolismn.gov
B
Okay,
I'm
going
to
gotta
go
there.
B
B
B
Okay,
so
if
everybody
has
been
able
to
find
the
the
agenda,
which
is
in
an
email
that
was
sent
on
6
11
21
under
the
city
of
minneapolis
email
site,
you'll
be
able
to
pull
up
the
agenda
and
look
at
that
and
I
think
we're
going
to
go
ahead
and
start
with
the
discussion
which
starts
with
the
lindell
avenue
south
medians
at
25th
and
27th.
That's
at
30
percent
and
jason,
stable
hennepin,
county
kelsey
from
minneapolis
public
works.
What
we
will
be
presenting.
C
D
Great
well
thanks
for
having
us
I'll,
let
jason
leave
the
majority
of
the
presentation
here,
but
just
as
a
quick
recap
for
the
group
we're
here
last
in
march,
with
a
concept
that
we
shared
with
you
all
and
got
some
good
comments
back
and
so
we're
here
with
an
update
just
to
share
back
with
the
group.
E
So
what
I
have
up
on
the
screen
here
is
27th,
so
this
project
involves
redoing
all
four
quadrants
of
the
pedram,
so
ada
upgrades
adding
a
median
in
the
middle
of
lindale,
shifting
out
traffic
to
the
curb
lines,
vehicle
traffic
it
has
painted
crosswalks
along
across
lindale
and
then
also
rrfbs
in
all
the
quadrants
and
then
also
in
the
median
so
improvement
to
the
pedestrian
realm
in
this
area.
E
E
E
So
this
is
helping
with
that's
that
sight,
distance
issue
that
would
still
remain
this
project
is
I'm
just
gonna:
go
to
25th
25th
the
same
basic
layout,
just
a
little
bit
different
context,
so
again
median
and
pedramp
work,
and
so
the
the
pro
where
we're
at
with
this
project
is
this
fall.
These
would
be
constructed
and
it
would
anticipate
maybe
take
two
months
so
it'd
be
september
to
november.
E
I
forgot
to
add:
there
is
some
additional
street
lighting
that
will
be
added
at
one
of
the
quadrants
is
missing,
does
not
have
a
street
light,
so
we're
going
to
be
adding
a
street
light
onto
that
quadrant,
and
so
this
is
a
what
we
call
a
in
from
safety
and
prop
improvement
that
will
help
with
the
pedestrian
realm
of
these
two
intersections
you've
more
likely
heard
of
the
interest
in
a
four
to
three
lane:
conversion
on
lindale
avenue.
E
That
the
county
is
committed
now
to
do
a
pilot
pro
project,
probably
next
late
spring
early
summer,
to
do
look
into
the
four
to
three
lane
conversion.
So
when
I
say
look
into
it,.
E
From
now,
until
next
spring
would
be
developing
what
that
four
to
three
lane
configuration
would
be
limits
of
the
four
to
three
and
then
next
spring
would
be
next
spring
early
summer
would
be
when
there'd
be
a
chip
seal
along
the
whole
corridor
and
then
the
re-striping,
so
that
pilot
program
and
the
these
medians
and
pedrams
work
well
together,
so
that
they
can
they
both
can
happen.
So
with
that,
I
can
open
to
any
questions
you
might
have.
F
Philip
yeah,
I
I
know
that
we
had
talked
about
when
this
came
before
us
before
having
two
separate
sort
of
island
cuts,
one
for
pedestrians,
one
for
bicyclists.
I,
since
the
bicyclists
are
going
to
be
on
the
cross
streets,
but
again,
I'm
not
aware
of
emerging
best
practices
and
whether
that
cost
issues
and
so
forth.
But
I
think
we'd
raised
that
earlier
and
maybe
dan
you
can
help
us
on
that.
E
Well,
I
can
say
that
that
was
something
that
was
brought
up
in
march.
We
had
some
discussions
with,
I
think
kelsey
and
matt
about
that,
and
I
think
what
I'll,
let
matter
kelsey
talk
about
the
network
of
bikes
in
this
area,
so.
D
Sure
sure
I
can
jump
in
so
we
did
discuss
that
since
there's
not
a
planned
or
existing
bikeway
on
25th
or
27th.
I
felt
that
the
bikes
can
use
the
crosswalk
with
the
pedestrians
that
there
wouldn't
be
specific
bike
infrastructure
provided
for
goes
crossing
since
there's
no
planned
bikeway
on
those
streets.
B
Do
what
is
the
width
of
the
opening
at
the
median
there
for
to
cross.
E
So
in
here
should
I
zoom
in
a
little
bit
it's
not
going
to
help
dimensions,
but
it
is
eight
feet
wide.
Okay,.
E
B
Plans-
and
is
there
an
rf,
rapid
flashing
beacon
at
both
of
these
intersections.
E
Yes,
so
they'll
the
beat
there'll
be
push
buttons
on
each
quadrant
for
for
people
to
activate
the
rfb
with
the
flashers
and
things
of
that
nature,
and
then
in
the
media.
We'll
also
have
flashers
so
that
it's
flashing
in
the
median
too
so
drivers
in
that
inside
lane
we'll
see
a
flash
here
and
and
so
there's
a
total
of
six
different
flashes
at
each
of
these.
B
Well,
super,
I
don't
see
any
more
questions
or
anybody
with
raised
hands.
I
really
appreciate
you
bringing
jason
and
kelly
bringing
this
back
before
us.
I
think
it
was
a
great
conversation
in
march,
but
it's
just
I'm
appreciative
that
we
can
see
that
this
is
happening
and
that
good
news
about
the
four
to
three
pilot
program.
E
Yeah
and
when
that's
getting
more
kicked
off,
they
will
be
definitely
I'm
not
the
project
manager
on
that
one,
but
they
will
be
definitely
coming
back
to
you
guys
with
some.
B
H
Hello,
I
am
not
a
bsc
member,
but
I'm
here
to
present
on
a
different
project.
So
I
wasn't
here
for
the
march
meeting.
May
I
ask,
is
the
the
red
part
of
the
median?
Is
that
going
to
be
concrete,
or
is
it
going
to
be
green
like
it
is
like
the
medians
that
are
south
of
lake
street
down
lindale.
E
E
So
we
see
that
the
green
infrastructure
along
lindale-
that's
the
project,
that's
going
to
really
enhance
that,
so
it
should
be
in
the
county,
cip,
starting
next
year.
It's
tentatively
in
there
as
the
staff
are
working
on
it,
but
by
the
end
of
the
year
the
elected
officials
make
it
efficient.
So.
F
F
I
was
just
thinking
of
the
reconstruction
of
whatever
the
highway
that
goes
down
into
the
city
of
afton
and
they
did
a
very
you
know
they,
oh,
I
don't
think
they
did
trees
they
put
in
they
they
put
in
some
sturdy
vegetative
matter
and
with
might
be
about
the
same
here.
F
I
know
it
just
occurred
to
me
that
they're,
you
know,
even
in
some
of
these
temporary
two
three
four
five
year
installations-
I
don't
know
if
it's
more
hassle
or
difficult
or
challenging
or
operations,
but
you
know
maybe
there
might
be
an
evolving
standard
of
plant
material
that
can
be
put
in
that
again.
It's
just
sort
of
it's
more,
a
visual
softening
than
anything
else,
just
a
thought,
but
the
city
of
afton
was
quite
happy
so
far
with
what
they
did.
E
It's
not
going
to
be
built
to
be
a
50-year
prod
median
it's
going
to
be
built
knowing
that
10
10
years
from
now.
This
will
probably
need
to
be.
This
will
not
probably
be
in
the
same
format,
so
we
were
concerned
that
if
we
tried
to
put
top
soil
on
top
of
the
existing
concrete
road,
that's
under
there,
it's
just
going
to
be
a
kind
of
a
a
mess
of
dirt.
B
Okay,
well,
thank
you
very
much
jason
and
kelly.
D
No
I'd
leave
it
up
to
the
committee.
We
did
get
a
resolution
from
you
all
when
we
were
here
last
with
the
previous
concept,
and
I
don't
think
we
we
need
one
to
move
forward
if,
if
there's
something
that
you
all
would
like
to
memorialize
great
or
something
about
the
4-3
support
for
that
coming,
maybe
would
be
would
be
good,
but
I
don't
think
for
this
project
that
we
need
any
further
resolutions.
I
I
So
this
is
a
county-led
project.
The
city's
been
a
partner
along
with
mndot
metro
transit.
I'm
sure
steve
will
provide
some
more
detail
as
well,
and
I
think
we
last
came
to
the
bac
in
august.
So
there's
been
quite
a
bit
of
discussion
since
then,
and
provided
an
update
today
to
the
committee,
so
kelly
steve.
I
will
pass
it
over
to
you.
J
K
J
L
You
mike
thanks
everyone
for
having
us
as
part
of
your
agenda
tonight.
We
have
some
updates
on
the
university
and
fourth
roadway
improvements
project
for
you
this
evening,
steve.
If
you
want
to
go
to
the
next
slide
for
introductions,
I'm
kelly
augusto.
I
am
at
hennepin
county
in
their
transportation,
design,
division
and
I'm
managing
the
university
in
fourth
project
and
with
me
this
evening
is
steve
wesser,
our
design
consultant
project
manager
with
alliant.
L
The
university
of
minnesota
is
also
a
partner
in
the
project
and
are
supportive
of
a
one-way
bike
facility
on
university
avenue
and
fourth
street,
mostly
citing
safety
and
operational
concerns
with
a
two-way
facility
and
the
changing
student
population
each
year,
bringing
in
users
who
may
be
unfamiliar
with
that
type
of
facility.
L
So
for
the
phase
of
public
engagement
that
we
are
currently
gearing
up
for,
we've
decided
to
bring
two
layout
options
that
we'll
be
discussing
tonight
that
we
that
we'd
like
to
bring
to
the
public
one
version,
will
have
a
two-way
facility
on
university
avenue,
and
that
will
be
the
main
focus
of
the
work
in
that
option.
K
Okay,
thanks
kelly
yeah
I'll
just
provide
a
quick
summary
of
some
of
the
key
design
decisions
that
we've
arrived
at
to
date
through
our
work,
the
project
does
include
a
comprehensive
multimodal
traffic
analysis
where
various
lane
configurations
were
screened.
K
The
results
are
that
the
county
staff
of
ports
supports
three
lanes
of
traffic
between
10th
avenue
and
17th
avenue.
To
balance
the
operations
and
the
queuing
and
promote
efficient
transit
travel
times
through
the
corridors
lanes
will
be
reduced
on
the
east
end
of
the
project,
though,
with
two
general
purpose.
Travel
lanes
from
17th
avenue
to
oak
street
project,
as
kelly
mentioned,
is
a
partial
recon
to
achieve
the
goals
of
the
project,
of
improving
the
facilities
for
bicyclists
pedestrians
and
transit
users,
but
not
a
full
reconstruction
of
the
roadway.
K
A
full
reconstruction
project
would
require
a
significantly
larger
budget,
probably
three
times
the
the
amount
that's
allocated
for
this
project
transit
platform
locations
that
will
accommodate
the
future.
E-Line
brt
university
of
minnesota,
buses
and
local
routes
have
been
identified
and
consolidated
along
the
corridor,
and
the
design
will
provide
for
separating
travel
modes
at
the
transit
platforms
by
bringing
the
bikes
behind
the
shelters
at
the
sidewalk
level
and
a
separated
pedestrian
space
behind
behind
the
bikeway.
K
So,
working
with
the
project
partners,
we've
developed
two
layouts
that
you
have
copies
of
the
first
layout
we
generated
labeled
layout,
a
has
a
two-way
curb-separated
bike
facility
on
university
between
10th
avenue
and
oak
street.
The
intent
is
to
provide
a
buffered
bike
lane
on
universe
on
4th
street
as
well.
K
However,
some
of
the
stakeholders
have
stressed
that
4th
street
may
be
a
slightly
lesser
priority
than
university
and
that
a
more
minimalistic
approach
on
4th
may
be
understandable
to
work
within
the
budget
provided
by
the
county,
while
providing
a
better
bikeway
on
university
avenue
so
layout
a
has
more
effort
spent
on
university
than
it
does
on
4th
street,
but
we're
trying
to
maintain
existing
curb
lines
and
sidewalks
wherever
possible
and
where
the
infrastructure
is
in
good
condition.
We'll
try
to
maintain
that
in
place.
K
The
design
would
look
similar
to
the
existing
facility
on
oak
street
south
of
washington
avenue
on
campus,
as
shown
here
in
the
left
side
of
the
drawing
the
view
at
the
right
shows
the
dimensions
being
considered
and
highlights
one
of
the
areas
constrained
by
features
within
the
right
of
way
out
here.
The
green
circles
represent
mature
oak
trees,
some
over
three
feet
in
diameter
that
are
right
behind
the
existing
sidewalk
that
we're
trying
to
maintain
with
with
either
either
design
that
you'll
see
tonight.
K
K
I
do
want
to
point
out
that
the
existing
condition
out
there,
which
you'll
see
on
the
lower
left,
photo
there.
The
existing
bike
lane
is
on
the
it's.
It's
a
wide
gutter,
pan
area.
Basically,
it's
an
integral
construction
with
the
kerbin
gutter,
but
it's
a
six
foot
wide
bikeable
surface.
That's
actually
a
wide
gutter
pan
as
well
for
for
drainage
purposes,
but
to
avoid
reconstruction
of
the
infrastructure.
K
This
allows
us
to
leave
the
sidewalk
the
boulevard,
the
light
poles
as
well
in
place,
leaving
the
green
space
in
the
boulevard,
leaving
all
of
that
in
place,
while
still
providing
a
two-way
bikeway
in
this
area.
With
this
two-foot
buffer.
Curb
that
we
would
add
here,
we'd
still
be
able
to
maintain
basically
a
15-foot
wide
area
from
curb
to
curb
face
that
would
allow
us
to
add
a
two-way
bike
facility
in
that
area,
while
still
remaining
leaving
the
remaining
infrastructure
in
place.
K
K
There
would
essentially
be
a
two
foot
wide
buffer
remaining,
which
would
likely
be
striping
and
raised
delineated
posts
in
this
scenario,
similar
to
what
you
see
on
the
right
side,
drawing
here
the
right
side
photo,
there
would
also
be
a
basically
a
four
foot
wide
biking
surface
and
then
the
outer
two
feet
would
be
the
existing
gutter
pan
along
4th
street.
K
East
of
17th
avenue
fourth
street
would
have
two
through
lanes.
There's
been
a
request
from
the
university
to
provide
space
for
charter
bus
parking
to
be
used
during
events.
K
The
space
has
been
also
discussed
for
potential
meter,
general
purpose
parking
and
all
the
other
times
that
it's
not
used
for
event
parking.
So
that
would
be
the
the
use
of
this
nine
and
a
half
foot
wide
area
here
with
a
three
foot
buffer
and
a
six
foot
bikeway
in
this
area.
We'd
also
again
propose
to
leave
the
kerbin
gutter
in
place.
K
The
sidewalk
in
place
and
the
existing
light
poles
and
the
existing
trees
that
are
in
that
area
would
would
also
remain
in
place,
and
then
we
provide
a
three
foot
wide
buffer
that
would
likely
be
striped
with
the
linear
post
to
facilitate
easy
unloading
for
the
parked
vehicles
with
layout
a
the
proposed
traffic
signal.
Phasing
along
university
avenue
with
a
two-way
bikeway,
would
mimic
the
phasing
implemented
on
the
recently
constructed
jackson
street
bikeway
in
saint
paul.
K
A
leading
bike,
ped
signal
interval
would
be
provided,
and
then
right
turns
would
be
restricted
on
red
to
minimize
the
conflict
of
right.
Turners
from
the
university
cross
streets
looking
to
their
left
for
oncoming
traffic
and
pulling
out
in
front
of
bicyclists
traveling
in
the
counter
flow
direction
right
turns
on
red
would
also
be
restricted
on
university
avenue
signal
phasing
would
include
the
use
of
a
flashing,
yellow
arrow
and
a
green
ball
indicator
on
university
avenue
and
signage
would
be
installed
to
identify
that
right.
Turners
on
green
must
yield
to
bikes
and
pads
in
the.
K
Crossing
the
second
layout,
we're
working
on
a
label
option
b
has
one-way
separated
bike
facilities
along
both
streets.
Again,
construction
would
be
focused
on
the
bikeway
side
of
the
road.
With
the
majority
of
the
infrastructure
remaining
in
place,
as
you
saw
with
layout,
a
the
intent
would
be
to
try
to
maintain
much
of
the
in-place
curb
and
gutter
in
the
sidewalk
lighting
and
the
boulevard
spaces.
K
K
K
K
In
this
type
of
scenario,
striping
and
delineator
posts
could
be
considered
in
lieu
of
the
curb
to
make
it
feel
a
little
more
open
for
the
bikers,
but
that
would
come
at
the
expense
of
better
protection
afforded
by
the
raised,
curb
and
more
potential
for
handlebar
impacts
with
the
bikers
and
the
delineator
posts.
So
we've
showed
a
raised
curb
element
on
this
scenario.
K
K
The
eight
foot
width
would
be
an
improvement
for
side-by-side
riding
and
passing
maybe
provide
a
more
comfortable
ride
for
a
biker
than
the
six
way
or
the
six
foot
wide
alternative
in
some
of
the
other
areas
that
we've
provided
in
the
layouts
moving.
The
curb
allows
for
a
wider
boulevard
and
green
space
and
potential
green
storm
water
infrastructure.
K
K
There
may
be
some
budget
available
to
provide
for
a
curb-separated
bikeway
along
4th
street
from
end
to
end.
The
buffered
curb
would
have
to
be
narrow
if
we
maintain
the
outside
curbs,
be
one
foot
wide
and
the
bike
lane
would
still
be
six
feet
face
to
face
of
curb
the
same
as
option
a
but
there'd
be
a
raised,
curb
element.
As
you
see
on
that
typical
section
on
the
right.
K
Layout
b
is
identical
to
layout
a
east
of
17th
avenue
again,
there's
two
through
lanes.
Bus
and
potential
general
purpose
parking
in
that
area.
Striping
and
delineator
buffers
would
allow
for
easy
loading
into
the
parking
areas
and
we've
maintained
the
outside,
curb
and
gutter
sidewalk
and
the
light
pulse
infrastructure,
which
is
in
good
shape
out
in
this
area.
K
Some
of
the
options
might
have
different,
curb
shapes
to
make
it
easier
for
pedals
and
and
riding
close
to
those
curb
types.
So
a
lot
of
work
to
be
done
there,
as
well
as
determining
the
specific
intersection
type
treatments
so
once
the
feedback's
received
from
the
public
we'll
work
with
the
project
partners
to
select
a
preferred
alternative
and
advance
the
final
design
elements,
and
with
that
I'll
turn
it
back
over
to
kelly
talk
about
kind
of
our
next
steps
with
the
process.
L
L
After
that
and
after
the
engagement
activities,
we
hope
to
arrive
at
a
preferred
layout
with
our
project
partners
to
help
go
for
municipal
consent
on
a
layout,
possibly
in
august
of
of
this
year,
then
the
the
final
design
and
environmental
documentation
efforts
need
to
be
completed
and
approved
by
june
of
2022,
so
that
we
can
align
with
the
requirements
of
our
federal
funds
that
are
part
of
our
project
budget
and
then
construction
would
begin
in
spring
of
2023.
L
And
here's
my
and
steve's
contact
information
along
with
the
pro
county
project
website
and
we
can
open
it
up
to
questions
that
anyone
may
have
and
phil.
I
think
your
hand
is
raised
from
before,
or
is
that
a
new
question.
B
M
Hey
yeah,
so
I
just
had
a
question
with
the
the
15
foot
section
of
the
two-way
layout:
a
option
it
just
it's
more.
I
guess
it's
kind
of
like
a
concern,
slash
question.
It's
obviously
amazing
to
have
that
much
space.
So
it's
not
a
bad
thing.
M
My
one
concern
is
that
having
a
15
foot
wide
opening
will
open
that
stretch
up
to
vehicle
parking,
even
though
it's
not
supposed
to,
and
so
so
one
thing
that
I
was
just
kind
of
looking
up
and
maybe
matthew
or
someone
could
send
some
some
of
this
to
you
or
I
could
just
post
this
actually
in
the
in
the
links,
while
I'm
talking,
but
in
the
boysdell
portion
of
the
whittier
window,
bikeway
that
the
city
is
working
on,
they
kind
of
manage
the
the
two-way
section
at
intersections
and
kind
of
curve
it
in
to
follow
so
that
it
makes
it
uncomfortable
for
a
car
to
enter
that
space.
M
And
so
so,
if
you
zoom
in
on
you,
don't
need
to
do
it
right
now.
But
just
if
you
zoom
in
on
that
pdf
at
like
38th
and
blaisdell,
is
the
one
that
I
pulled
up
right
away
or
awake
and
blazed
out
those.
M
Yet
because
this
is
still
yet
to
be
built,
but
just
creative
ways
that
I
think
hopefully
will
keep
cars
out
of
those
areas
and
maybe
there's
some
other
little
tricks.
You
all
could
work
out
to
use,
maybe
like
add
a
couple
concrete,
bollards
or
something
to
narrow
the
car
entry
space.
So
it
looks
like
a
car
couldn't
fit,
even
though
if
it's
like
eight
feet
wide
or
whatever
an
emergency
vehicle
could
still
get
in
or
some.
J
K
Thanks
aaron
yeah
there's
a
lot
of
a
lot
of
intersection
details.
We
need
to
work
out,
obviously,
but
yep,
noting
that
we
want
to
keep
vehicles
out
of
that
space.
There
was
a
similar
situation
over
by
oak
as
we're
trying
to
deal
with
how
they
might
come
down
oak
street
and
turn
into
the
bikeway
there.
So
we
will
take
that
into
consideration
as
we
work
through
the
final
design
details.
B
O
Yeah,
I
have
kind
of
a
general
question.
Maybe
it's
for
everybody.
Has
the
committee
ever
discussed
the
pros
and
cons
of
putting
in
curb
curb
separators
from
the
road
versus
the
the
double
line?
Open
open?
I
don't
know
bullions
or
whatever
it
is
that
go
up
the
side.
It
seems
to
me
like
a
curb
on
only
a
six
foot
wide
bikeway
is
uncomfortable
for
many
bikes.
Have
you
all
ever
discussed
pros
and
cons.
M
I
guess
I
personally
would
go
with
side
with
the
curb.
Maybe
it
might
make
you
feel
a
little
more
constricted
technically,
but
the
physical
separation
that
would
actually
prevent
a
like
a
car
would
actually
have
to
go
over
the
curb,
rather
than
just
I've,
seen
too
many
crushed
bollards
and
snapped
off
ballards
to
find
too
much
comfort
in
them.
G
Wise
I'll
say,
I
think
the
committee
has
talked
about
that
quite
a
bit
over
the
years
and
one
one
of
the
things
that
caught
my
attention
as
well.
Deanna
is
the
the
width
I'm
trying
to
think.
I
think
most
of
our
other
curb
barriers
are
on
a
little
bit
wider.
Typically
on
two-way.
I
think
I
think
plymouth
north.
G
That
is
a
one-way
in
each
direction
and
I
think
there's
there's
definitely
more
width,
so
I
think
about
that
as
well
as
as
maybe
a
concern,
but
I
guess
I
will
note
that
at
least
it's
a
extended
gutter
pan,
so
there
I
believe,
the
whole
way,
maybe
we'll
check
with
other
staff
on
that.
But
so
at
least
there
isn't
that,
like
seam,
you
know
between
the
the
black
top
or
the
bituminous
and
the
gutter
pan.
So
it
feels
like
a
little
more
space.
I
don't
know,
but
I
think.
K
Matthew
would
be
on
on
university
where
they
have
the
wider
gutter
pan,
it's
all
a
concrete
surface
now,
but
on
fourth
street
it'll
be
operating
the
way.
It
is
today
with
the
two
foot
gutter
pan,
basically
and
then
the
four
foot
of
asphalt
right
with
these
two
layouts,
and
that
would
be
to
maintain
those
curb
lines
where
they
are
now.
K
K
We
did
we
met
with
steve
collin.
On
june
8th.
We
had
a
core
team
meeting
on
june,
4th
steve
wasn't
available
for
that,
so
we
met
separately
with
him
on
june.
8Th
he's
not.
He
might
tell
me
if
I'm
wrong,
but
he
wasn't
terribly
concerned
about
the
six
foot
width.
It
seems
like
they're
being
more
and
more
common,
where
they're
they've
got
to
bring
out
the
you
know
that
type
of
equipment,
I
will
add
for
snow
clearing.
K
An
eight
foot
width
would
be
more
beneficial
to
bring
out
a
pickup
truck
style
plow,
which
might
be
able
to
clear
faster
than
a
six
foot
that
they
might
have
to
haul
a
bobcat
out
on
a
trailer
download
it,
and
then
you
know,
get
out
there
and
clear
it
off.
So.
I
Yeah
that
that's
right,
steve
just
one
other
thing
to
note
about
maintenance
and
the
different
types
of
barricades
or
separation
between
a
bikeway
and
a
vehicle
lane
is
that
there's,
obviously
more
maintenance,
more
replacement
of
bollards
needed
if
we
just
have
the
bollards
compared
to
the
the
concrete
curb
which
typically
have
the
bollards
on
top
just
for
visualization.
But
when
we
have
the
concrete
curb
you
know
the
ballers
last
longer,
that's
something
that
still
needs
to
be
worked
out
between
the
city
and
the
county.
I
So
it's
been
an
issue,
that's
been
identified,
so
I
just
want
to
also
flag
that
in
case
the
bac
wants
to
get
into
a
longer
discussion
about.
You
know
the
pros
and
cons
of
of
different
separation
types
that
there's
also
another
maintenance
issue
which
we
haven't
touched
on
in
this
conversation
yet,
but
is
being
discussed
within
the
project
team
for
this
project.
P
Yeah,
I
think
kind
of
building
off
of
the
curb
separation,
particularly
where
there
is
the
the
six
foot
bike
lane
that
includes
the
width
of
the
the
gutter
pan
bike.
Lane
width
is
typically
measured.
P
Minus
independent
of
the
gutter
pan
six
feet
is
is
getting
you
to
about
a
four
foot
bike
lane
and
that's
kind
of
like
the
bear,
the
bare
minimum
to
even
be
like
considered
a
bike
lane
by
any
type
of
bike,
lane
standards
now
and
then,
when
you
add
a
curb
on
top
of
that,
you
kind
of
want
a
shy
distance
of
like
nine
inches,
and
so
that
that
is
gonna
feel
pretty
tight
in
those
situations
where
it's
a
six
foot
bike
lane
with
gutter
pan
and
the
curb
there.
G
G
I
agree
that
almost
it
almost
does
seem
like
you'll
have
to
be
biking
like,
like
almost
like
perfectly
in
a
straight
line,
so
you
don't
either
hit
the
the
curb
with
your
pedal
or,
like
you
know,
kind
of
get
into
the
gutter
pan.
So
I
do
think
that
dimension
feels
problematic
or
challenging
at.
G
B
I
I
really
appreciate
all
the
information
that
this
is
dan
miller.
I
really
appreciate
all
the
information
that
you
provided
us
and
I
think
that
the
two
plan
views
are
perhaps
maybe
worth
just
pulling
up
on
the
screen,
and
I
really
it's
interesting
to
see
what's
happening
with
oak
street
and
and
how
that's
coming
together,
but
that
might
be
helpful
just
to
kind
of
quickly
just
walk
us
through
east
to
west
and
west
east.
K
Here
I
think
I
can
here,
let
me
try
to
grab
screen,
which
one
would
you
like
to
start
with.
J
K
K
Basically,
one
of
the
things
that
we
I
want
to
point
out
that
we
recently
learned
is
that
mndot
is
potentially
considering
reconstructing
the
bridges
over
35w
in
the
2027
2028
time
frame,
so
these
would
potentially
be
reconstructed
which
the
the
improvements
would
probably
stretch
over
to
10th
street,
our
10th
half,
I'm
sorry
so
we'll
be
looking
at
these
blocks
a
little
differently,
but
I
wanted
to
point
that
out
to
the
group
moving
on
so
there's
one
way
bike
facilities
coming
in
from
the
west,
so
we
would
pick
that
up
basically
there's
the
new
two-way
facility
along
tenth
that
will
be
finished
construction
soon.
K
So
what
we've
shown
here
on
the
south
leg
is
a
two-way
bikeway
on
10th
ave.
We
would
then,
with
this
option
a
pick
up
a
two-way
facility.
K
K
That's
why
you'll
see
this
kind
of
the
layout
kind
of
juts
out
in
this
area
in
this
area,
there's
a
couple
of
boulevard
trees
that
would
be
likely
taken
out
with
this
scenario
in
the
other
layout,
where
we've
got
a
narrower
bike
facility,
we
can
potentially
maintain
those
trees,
but
with
this
scenario
we
need
to
take
those
out
might
be
ability
to
plant
a
new
one
with
that
width
if
we
can
provide
some
green
space
here,
it's
very
narrow,
green
space,
though
in
this
area
here
by
11th
street
we're
looking
at
you
know,
consideration.
K
K
Transit
platforms
along
the
corridor
they've
been
consolidated
from
what's
out
there
today,
the
university
has
worked
with
metro
transit
to
identify
three
locations
along
each
corridor
where
we're
going
to
have
transit
platforms,
and
then
again
this
will
service
the
future
e-line
brt
as
well.
So
the
platform
areas,
metro
transit,
would
like
six
feet
out
front
of
the
shelters,
for
accessibility
and
for
loading
and
then
behind
here
we'll
have
to
look
at
the
grading
and
you
know
match
into
the
adjacent
property
here
at
the
university.
K
Then
this
area
here
is
where
we
end
up.
There's
by
roy
wilkins
hall,
sanford
hall,
there's
some
very
large
oak
trees
that
have
been
there
for
many
many
years.
K
A
couple
of
them
are
three
feet
in
diameter
or
more
good
amenities
for
the
university
and
kind
of
historic
elements
in
this
area,
we're
trying
to
avoid
those
they
are
inside
the
right-of-way
between
the
right-of-way
line
and
the
sidewalk.
So
we
would
like
to
try
to
avoid
those
maybe
relocate
in
this
scenario.
K
The
light
poles
that
are
currently
in
the
boulevard
area,
as
you
can
see,
we're
moving
that
curb
line
back,
relocate
those
light
poles
so
that
we
could
still
get
maintenance
equipment
through
here
to
plow
sidewalks,
but
not
impact
these
large
oak
trees
in
this
area.
K
The
bridge
between
13th
and
14th,
basically
in
this
area,
we've
heard
that
parking
is
pretty
valuable
in
this
area
for
the
businesses
in
dinkytown,
with
this
option
we're
maintaining
the
parking
and
showing
an
actual
narrowing
of
the
sidewalk
to
which
would
require.
We
hammer
some
of
that
sidewalk
off
the
existing
bridge
to
provide
the
10-foot
bikeway,
still
a
generous
buffer
from
travel
lanes,
but
basically
reducing
the
sidewalk
space
to
provide
that
10-foot
bikeway.
K
And
then
moving
east
transit
platform
at
15th,
this
one's
heavily
used.
There's
this.
What
you'll
see
here
on
the
layout?
This
is
a
historic
wall,
fencing
that
extends
along
a
good
portion
of
the
university
property
here
along
along
university
ave.
K
The
lighting
is
behind
that
in
this
area,
so
that
that
helps
us
out
in
terms
of
space
but
trying
to
provide
the
transit
platform,
bring
the
bikes
back
behind
the
transit
platform
and
still
having
a
reasonable
space
for
sidewalk.
We
do
have
the
ability
here
on
the
left
side
of
the
street.
There's
a
wider
travel
lane
right
now,
there's
no,
the
the
parking
ends
before
this
driveway
here,
but
there's
a
wider
parking.
K
Slash
drive
lane
over
on
the
left
side
that
we're
able
to
push
into
to
provide
more
space
here
for
the
transit
platform
and
then
in
this
area
along
university,
with
the
two-way
bike
where
we
do
lose
the
boulevard
between
again
the
historic
fencing
wall
area
to
push
into
that
for
providing
the
bikeway,
we
do
lose
that
green
space.
K
K
You
know,
I
believe
I
mentioned
in
the
in
the
kind
of
presentation
area
we
could
provide
a
wider
buffer
curb
or
some
some
other
water
element
to
separate
the
bikes
from
the
travel
lanes.
But
with
this
layout
we're
showing
just
the
wider
more
generous
bike
facilities,
so
the
eastbound
would
travel
on
that
existing
outside
wide
concrete
surface
and
then
the
westbound
would
be
traveling.
On
the
bituminous
surface,.
K
And
then,
at
oak
street,
the
city
has
plans
for
a
two-way
facility
or
enhanced
bikeways
on
oak
street
in
the
future.
We're
assuming.
That
would
be
a
two-way
to
kind
of
connect
up
with,
what's
south
of
washington,
where
there's
a
two-way
bike
facility
on
the
on
the
west
side
of
oak
street,
and
then
we
carry
that
two
two-way
bike
facility
up
to
four
street,
and
then
we,
I
guess
at
this
point,
are
assuming
that
that
two-way
facility
would
continue
on
the
west
side
of
oak
street
north
of
4th
street.
K
So
we
crossed
the
bikeway
over
here
and
then
on
4th
street
here
in
this
area.
This
is
where
the
charter
bus
parking
used
during
events
would
be
in
this
area.
The
nine
and
a
half
feet
is
basically
just
what's
left
over:
to
provide
a
three
foot
buffer
for
door
swings
to
the
six
foot
bikeway.
You
know
you
could
play
around
with
these
dimensions
and
kind
of
mix
that
up
as
well,
but
this
area
would
then
be
considered
for
general
purpose
parking
when
it's
not
used
for
events.
K
Large
transit
platform
here
at
ritter
arena
a
lot
of
express
buses
drop
off
here.
So
this
is
a
one
of
the
longer
platforms
on
the
project
and
then
again
the
bike.
The
bikes
would
go
back
up
behind
the
transit
platform
and
then
back
down
to
street
level
beyond
the
platform
and
then
continuing
on
same
scenario.
Here,
where
we've
got
two
travel
lanes
up
to
17th
a
right
turn
lane
to
provide
access
over
to
this
area,
where
they've
got
a
large
parking
ramp
structure
and
then
three
lanes
to
the
west
continuing
to
15th
at
15th.
K
K
What
we
have
left
is
a
two
foot
buffer
again
showing
just
stripes
and
sticks
currently
there's
a
little
bit
of
a
buffer
striped
out
there,
but
we've
narrowed
up
the
through
lanes
to
provide
a
little
bit
extra
buffer
space
with
this
alternative,
and
that
takes
us
up
to
to
10th
and
the
area
by
the
35w
ramp,
where
we
eliminate
that
free
right
turn
and
bring
the
bike
facility
and
the
pedestrian
facility
up
to
that
that
new
intersection
working
through
some
details
with
mndot
we'll
have
to
work
through
interim
details
here
until
they
come
through
and
build
the
bridge
project
and
and
really
construct
this
block
to
its
permanent
configuration.
K
You
know
to
bridge
the
gap
for
the
next
couple
of
years,
so
I'll
jump
over
to
layout
b,
and
then
we
can
go
back
for
questions
with
layout
b.
This
one
one-way
facilities
along
both
streets.
K
Again,
we've
got
an
eight-foot
bikeway
here
coming
off
the
the
ramp
to
get
us
to
the
new
facility,
we're
able
to
provide
a
little
more
width
here,
this
side
of
the
street.
There's
a
little
bit
wider
pavement
out
there
we're
proposing
to
kind
of
fix
that
situation.
There's
a
weird
taper
here
that
we
can
get
rid
of
and
reconstruct
that
again
the
pinch
point
by
flo
floco
fusion
apartments.
K
In
this
area
we
proposed
to
just
shrink
the
bike
lane
down
to
six
feet
through
that
area:
kind
of
save
their
infrastructure,
save
their
trees,
save
the
boulevard
space.
That's
there
today
and
their
accessible
path
again
up
to
their
building
with
this
option
with
a
little
narrower
bikeway
at
11th.
Here
we're
able
to
keep
the
improvements
within
the
right-of-way
without
getting
permanent
easement
from
the
university
which
could
be
problematic
for
the
project.
K
Just
given
the
way
the
land
was
acquired
and
the
with
the
way
the
university
owns
their
land
easements
could
be
could
be
difficult.
So
this
this
option
keeps
the
improvements
within
the
right-of-way
in
this
option,
with
the
one-way
bike
facility
again,
six
feet
wide,
which
we've
we've
acknowledged,
is
narrow.
K
We
can
keep
the
boulevard
trees
in
place
as
well,
which
are
some
of
them
are
fairly
large,
as
well
as
those
large
oak
trees
back
behind
the
sidewalk,
but
all
the
existing
infrastructure,
that's
in
good
condition
the
sidewalk
the
light
poles.
All
that
stuff
would
remain
with
this
option.
We
just
basically
tack
on
that
two
foot
buffer,
curb
right
next
to
that
existing
six
foot,
concrete
gutter
pan
and
then,
with
this
option
we
don't
have
to
get
into
reconstruction
at
the
bridge.
K
This
area
is
pretty
much
pretty
similar,
but
a
little
bit
more
generous
sidewalk
area
with
the
with
this
design,
with
the
narrower
bikeway
we're
working
through
intersection
details
with
the
university
as
well.
This
one
shows
protected
intersection
corners.
K
That's
something
we're
considering,
but
still
have
a
lot
of
detail
to
work
through
with
the
project
partners.
Boulevard
space
here
in
front
of
fallwell
hall
would
remain
with
this
option.
The
green
space
that
you
see
here.
We
can
maintain
that
and
then,
as
you
go
east
of
church
street,
this
is
the
area
where
the
curb
line
moves
out.
So
this
is
like
the
secondary
roadway
curve.
I'll
call
it.
You
got
your
buffer
curb
out
here,
secondary
roadway,
curb
this
is
the
existing
curb
line.
K
If
you
can
see
where
my
cursor
is
so,
this
curb
would
move
out.
We'd
have
a
more
generous
boulevard
space
available
for
either
green
infrastructure
or
just
just
grass
boulevard,
but
more
green
space.
With
this
alternative,
we
show
a
median
in
this
option,
so
the
bike
bike
lane
pulls
back
behind
and
the
ped
crossing
comes
up
here
to
shorten
that
up,
so
that
the
peds
only
cross
two
lanes
of
traffic,
and
they
can
have
this
refuge
median
area
here
and
we
showed
it
as
green
space.
K
K
K
With
this
option
layout
b,
we
show
some
more
enhancements
along.
Fourth,
more
curb
extensions.
You
know
a
little
more
extensive
work
since
again
we're
spending
less
on
university
to
provide
more
more
reconstruction.
There,
maybe
a
little
more
left
in
the
project
budget,
to
do
a
little
more
on
on
fourth
street,
curb
extensions
again
here
to
shorten
the
crossing
distance
on
some
of
the
unsignalized
intersections
and
then
similar
improvements
on
this
end,
the
transit
platform
here
at
10th.
K
We
would
hope
to
try
to
get
this
work
inside
the
right
of
way
very
tight,
not
an
ideal
sidewalk
width
behind
to
provide
a
six
foot
bikeway,
but
you
know
very
tight
for
space
in
this
area
and
then
again
getting
rid
of
the
free
right
condition.
Trying
to
improve
this
intersection
at
the
ramps
is
one
of
the
biggest
problem
areas
on
the
project
that
we've
heard
so
that's
kind
of
a
walkthrough.
Q
B
I
guess
I'd
like
to
ask
first
what
the
timing
is
and
the
urgency
for
emotion
from
from
kelly
and
from
kelly.
I
guess
yeah
kelly
and
michael.
L
Sure,
thanks
dan,
I
I
guess
we
ideally
like
a
resolution
from
your
committee
again
with
support
for
one
option
or
the
other
that's
being
presented.
Similarly
to
the
resolution
that
you
provided
the
last
time.
B
That's
very
reasonable.
I
just
we,
we
often
do
motions
within
right
after
this
meeting
or
during
the
meeting,
and
I
think
that
sometimes
it's
helpful
if
we
I
mean
you've
presented
a
lot
of
information
here.
That
is,
is
really
good
and
I
think
it's
worth
taking
some
time
to
dwell
on
it.
If
we
can.
L
B
With
that
said
robin,
if
you
have
some
thoughts
about
what
we
where
we
might
want
to
go
with
the
motion,
I
think
that's
appropriate.
B
We
want
to
have
just
a
conversation,
or
do
we
want
to
move
this
robin.
Q
So
I
was,
I
was
gonna
move
it
to
just
get
the
the
sort
of
foundational
motion
on
the
table,
and
then
I
think
there
will
be
a
lot
more
like
detail
that
we
can
add
to
it.
But
we
can.
We
can
discuss
it
more
after
it's
kind.
F
Yeah,
I
just
had
a
couple
of
a
couple
of
comments.
Steve.
Thank
you.
I
really
actually
really
did
appreciate
the
walk
through
very,
very
detailed,
so
the
the
two
things
occur
to
me
are
certainly
so
you
have
a
an
area
with
new
students
every
year
and
I
I
can
see
the
and
maybe
this
is
where
you're
going
robin.
I
can
see
the
sense
that
I'm
a
I'm
a
new
bicyclist
new
to
town.
I
want
to
go
somewhere,
oh,
I
can
go
both
directions
on
university.
It's
the
main
thoroughfare.
F
I
know
university,
so
I
I
guess
that
would
be
the
rationale
there.
My
other
more
sort
of
more
picky
english
question
is
I
I
noticed
the
travel
lanes
are
quite
various
at
various
sections
from
13
feet
to
10
and
a
half.
You
know
as
a
bicyclist.
It
does
feel
like
the
buses
and
trucks
there
is
that
going
between
10
and
a
half
and
13
feet
on
some
of
the
three
travel
lanes.
Steve.
F
Is
that
just
to
give
a
little
more
sort
of
buffer
space,
because
with
space
so
tight,
I'm
wondering
why
they're
not
all
well.
K
Yeah,
so
the
the
county
engineer
is
is
comfortable
with
10
and
a
half
foot
through
lanes,
so
where
we've
got
a
I'll
call
it
a
drainage
utility
on
the
outside,
where
we're
picking
up
outside
drainage
water.
There
we'd
have
a
two
foot
gutter
pan,
so
that
would
add
the
two
foot.
K
We
call
it
a
reaction
distance
so
you'd
have
your
10
and
a
half
plus
two
in
the
areas
where
we're
accommodating
transit
vehicles
in
that
outer
right
lane,
where
they're
traveling
and
stopping
we're
shooting
for
an
11-foot
lane,
plus
that
outside
utility,
where
we
have
the
just
the
buffer,
curb
the
way
we're
anticipating
the
drainage
would
work.
Is
we
just
provide
gaps
in
that
so
that
water
would
flow
to
the
outside?
Curb?
K
B
So
robin
has
moved
that
we
support
option
a
and
I
see
two
more
hands
up
here:
I'll
go
with
diana
first
and
then
cadence.
O
For
the
section
under
option,
a
that
is
two-way.
What
is
that?
Is
that
about
eight
blocks?
How
long
is
that
stretch
where
it
comes
in
right
by
the
highway,
and
then
it
goes
back
to
one
way.
K
It
it
comes
in
at
the
highway,
so
it
comes
across
the
the
bridge
currently
on
university
as
a
one-way,
and
then
we
would
continue
the
one-way
from
basically
the
ramp,
the
off-ramp
to
10th,
and
then
it
would
become
two-way
under
layout
a
and
then
it
would
be
two-way.
All
the
way
to
oak
street,
which.
B
K
O
Okay,
all
right,
I
guess
in
some
ways
there's
there's
a
there's,
a
simplicity
to
having
the
bikes
go,
one
way
with
the
traffic.
You
know
one
way
down
university
and
one
way
back
forth
to
into
to
to
actually
introduce
the
the
eight
to
ten
blocks
of
two-way,
so
in
in
some
ways
it's
convenient.
O
You
know
for
that
eight
to
ten
blocks,
but
at
the
same
time
or
it's
a
it's,
a
lot
of
give
and
take
you
know,
give
and
take
to
pedestrians,
give
and
take
to
green
space
in
order
to
get
our
eight
blocks
of
two-way.
That's
my
only
thought
about
about
the,
although
I
certainly
like
the
flexibility.
K
And
I
I
will
say
that's
why
we're
here
with
the
two
alternatives:
we've
heard
comments,
both
ways
from
stakeholders
and
the
public,
and
you
know
we
we've
made
the
decision
to
take
both
of
these
to
the
public
to
get
their
feedback
again.
So
that
is
why
we're
here.
G
It's
not
meant
to
be
argumentative
more
context,
so
in
in
2015
we
passed
a
protected
bikeway
plan
that
identified,
you
know
30
miles
of
protected
bikeways
in
this
this
sort
of
campus
route,
including
the
10th
ave
bridge
you
know
down
to,
like
you,
know
the
carlson
school
of
management
at
4th
street
like
and
then
actually
down
to
down
20th
to
franklin
cedar
minnehaha
is
a
two-way
on
the
east
side,
all
the
way
across
the
bridge
connecting
to
university
on
10th,
and
then
then,
if
you
take
those
eight
to
ten
blocks
down
university
to
oak,
we
have
the
two-way
on
oak.
G
So
I
think,
like
the
the
original
vision
was
that
connected
two-way,
like
hugging
campus,
so
I
just
wanted
to
maybe
provide
that
context
in
case
those
folks
that
maybe
weren't
aware
that
history
of
why
there
would
be
a
a
a
two-way
in
this
stretch.
R
I
I
think
matt
might
have
actually
answered
the
question
that
I
had
but
yeah.
I
guess
some
of
my
main
concerns
are
the
two-way
facility
on
oak
just
having
used
the
existing
facility,
that's
on
oak
many
times
in
the
past,
and
having
a
lot
of
near
misses
when
I'm
trying
to
turn
out
of
that
facility
by
drivers
who
don't
understand
that
I'm
trying
to
turn
left
out
of
out
of
that
facility
if
I'm
going
north.
R
And
so
I
was
just
curious
if
there
were
any
like
lessons
learned
from
that
existing
segment
that
have
been
applied
to
this
design,
to
maybe
try
again
to
minimize
some
of
those,
those
conflicts
that
have
have
happened
or
if
there's
any
insights
there
about
how
this
two-way
facility
would
be
an
improvement
over
the
existing
segment.
That
has
has
some
issues
for
cyclists.
R
Yeah
I've
just
I've,
experienced
a
lot
of
near
head-on
collisions
when
I'm
trying
to
turn
out
of
that
facility,
because
I'm
I'm
on
the
wrong
side
of
the
road
for
motorists
who
are
who
are
trying
to
go
straight
and
it
doesn't
matter.
If
I
signal
like
very
emphatically
with
my
arms
or
like
try
to
make
eye
contact,
I
just
I
don't
think
that
people
expect
me
people
who
are
driving
explain
to
me
there
and
I've
just
had
some
scary
close
calls
where
I've
had
to
throw
on
my
brakes.
K
Yeah
and
that's
part
of
the
concern
with
the
two-way
facility
is
just
that
that
driver
expectation
of
not
expecting
to
see
someone
in
the
contra
flow
direction
on
on
a
one-way
street,
but
to
matthew's
point
two:
there's
two-way
facilities
on
either
end
of
this
project,
which
make
it
a
good
candidate
for
a
two-way
facility
to
try
a
two-way
facility.
So
it
goes
both
ways
and
again.
That's
why
we're
here
with
two
layouts?
We
want
to
hear
feedback
on
both
and
pros
and
cons.
I
Yeah,
I
would
also
just
add
steve
to
what
you
said
in
addition
to
both
ends
of
university
having
two-way
facilities.
Some
of.
I
Work,
that's
being
proposed
here
allows
for
separation
of
bikes
and
vehicles
to
you
know,
eliminate
or
minimize
those
conflicts
compared
to.
I
think
the
location
you're
talking
about
cadence
at
oak
in
washington,
where
there
basically
isn't
a
lot
of
guidance
from
the
signals.
So
there
definitely
have
been
some
lessons
learned.
I
think
that
the
city's
taken
from
previous
projects
and
is
applying
to
projects
going
forward.
B
All
right
robin.
Q
Thanks
dan
and
I'll
just
so,
we've
talked
about
this
a
number
of
times
in
the
past,
but
I
think
it
might
have
been
before
we
had
some
new
folks
join
us
one
of
the
things
that's
really
compelling
to
me
about
this
particular
street
and
why
I
think
it
really
almost
needs
the
two-way
facility
on
the
south
side
of
university
is
that
college
students
are
using
it
as
a
two-way
facility
today
and
they've
been
using
it
as
a
two-way
facility
for
decades
that
ever
since
it
was
put
in
it's
been
a
two-way
facility
de
facto,
and
so
I
think
that,
just
in
the
in
the
interest
of
of
the
the
clear
need
for
a
convenient
way
for
people
to
go
west
in
that
place,
that
they're
showing
us
by
using
the
current
eastbound
lane
to
go
west
in,
but
also
in
the
interest
of
of
the
the
safety
of
those
folks
who
currently
don't
have
any
kind
of
signalization,
don't
have
any
kind
of
other
protection
and
are
are
even
more
sort
of
unexpected
over
there
because
they're
doing
something.
Q
That's
that's
the
you
know,
that's
against
the
rules
today.
I
I
think
this
is
a
place
where
we
we
really
have
to
have
a
two-way
facility,
and
so
I've
been
I've
been
pushing
for
that
for
a
long
time.
I'm
I'm
actually
really
excited
to
see
option
a
being
brought
forward,
and
I
I'm
very
thankful
to
hennepin
county
and
very
also
thankful
to
to
city
staff
for
for
really
continuing
to
to
push
for
this.
So
anyway,
I'm
I
am
an
enthusiastic
option.
A
yes
most.
P
Yeah,
I
think
I
think
you
know
there's
there's
been
a
clear
need
identified
for
having
the
two-way
facility
here.
So
that's
you
know
I.
I
definitely
think
that
is
the
way
to
go
in
the
way
to
throw
our
support,
for
I
think
the
the
other
thing
that
is
a
little.
P
You
know
you
guys
have
done
a
great
job
with
trying
to
work
within
the
constraints
that
have
been
given
you
and
and
putting
forth
an
option
to
see
that
two-way
facility
you
know,
come
to
fruition.
P
You
know
the
two-way
facility,
that's
shown,
is
still
kind
of
doesn't
really
necessarily
meet
minimum
with
standards
for
for
a
lot
of
two-way
facilities
that
are
being
built
now
and
and
even
within
our
mndot
guide
and
there's
a
lot
of
like
saying
like
this
sidewalk
is
gonna,
be
really
narrow
here
or
there's
gonna
be
no
boulevard
space
here
because
there's
a
two-way
facility,
but
I
think
if
you
look
at
the
section
where
there's
only
two
lane
two
traffic
lanes
like
everything
magically
works
and
for
the
most
part,
but
then
where
that's
the
three
lane
sections
it's
it's
it's
kind
of
been
painted
as
like
this.
P
This
two-way
facility
is,
is
the
reason
why
things
are
getting
too
constrained
and
everything,
and
so
you
know
it's
it's
it's
just
that-
that
battle
of
the
it's,
the
bikeway
versus
everything
else,
and
I
don't
think
that
a
two-way
facility
should
be
sacrificed
here
because
of
that
sort
of
reasoning.
N
Actually,
I
think
robin
said,
but
I
was
gonna
say
a
lot
better.
So
I'll
just
also
enthusiastically
support
the
two-way
facility.
M
Hey,
I
just
wanted
to
thank
jesse
for
his
comments
a
little
bit
ago,
because
I
was
kind
of
thinking
the
same
thing.
I
appreciate
all
the
different
designs,
but
definitely
want
to
recognize
that
if
we
had
two
lanes
instead
of
three,
we
wouldn't
have
those
those
issues.
So
I.
M
Enthusiastically
support
option
a
as
well.
Thank
you.
B
Okay,
so
we
could
try
to
pull
together
a
motion
and
a
resolution
for
the
for
the
for,
for
our
upcoming
general
bac
to
vote
on
that
at
the
fourth
week
in
june,
or
the
next
time
would
be
the
fourth
week
in
july,
and
I
too,
I'm
really
I'm.
First
of
all,
I'm
very
excited
about
what
you
put
together
and
all
the
information
you
have
shared
with
us.
B
It's
really
really
helpful
and
I
I
think
that
robin
has
a
good
handle
on
this,
and
I
would
leave
it
to
him
whether
it
makes
sense
to
try
to
put
something
together
for
this
month
or
to
kelly.
If
you
can
wait
till
the
end
of
july,
when
we
could
take
a
little
more
time
at
it,.
C
B
Very
good,
so
robin
could
you
take
the
lead
on
this
and
credible.
Q
Very
good,
okay,
so
if
folks
have
I'm
going
to
drop
my
email
into
the
chat,
if
folks
have
particular
detail
type
stuff
that
you
want
to
recommend
changes
to,
I
mean
so,
I
think
one
of
the
things
that
I'm
gonna
try
to
incorporate
is
just
to
maximize
the
extent
of
off-peak
parking
on
the
on
like
the
non-bike
non-biplane
side
of
the
road,
partly
because
it
is
actually
pretty
important
to
folks
the
the
small
businesses
in
the
area,
partly
because
to
aaron's
point.
Q
You
know
we
most
of
the
time
most
days
of
the
week.
We
don't
need
three
lanes
on
each
of
these
roadways.
So
that's
one
of
the
things
that
I've
already
got
sort
of
in
my
head
as
as
something
that
we
ought
to
say.
Q
B
Very
good,
thank
you
for
a
great
presentation,
steve
and
kelly,
and
mike
and
very
much
appreciated.
Thank.
B
All
right
very
good,
so
we
have
one
last
project
to
take
a
look
at
and
it
is
the
53rd
avenue
north
bikeway,
which
is
at
zero
percent,
and
the
presenter
is
I'm
going
to
get
jasna
hedzik
stanic
with
minneapolis
public
works,
yeah,
hello,.
H
Last
but
not
least,
let
me
just
get
set
up
good
evening.
Everyone
thank
you
so
much
for
having
me
today
and
for
your
undivided
attention,
as
I'm
the
last
one
at
the
end
of
the
meeting,
and
so
as
dan
mentioned,
I'm
here
for
53rd
avenue
north
bike
way.
H
We
are
at
zero
percent
and
my
name
is
yasna
hajistanik,
I'm
a
transportation
planner
with
public
works,
transportation,
planning
and
programming.
H
So
in
2022,
minneapolis
public
works
plans
to
resurface,
1.2
miles
of
53rd
avenue
north
from
penn
avenue
north
to
lindale
avenue
north.
So
the
resurfacing
is
taking
place
between
penn
and
then
this,
where
you
see
the
green
line
here,.
H
However,
we
are
looking
at
the
bikeway
that
is
identified
in
our
city's
10-year
transportation
action
plan
all
ages
and
abilities
network.
We
do
have
a
bikeway,
a
connector
bikeway
facility
identified
from
penn
to
the
mississippi
north
river
regional
trail,
which
provides
an
opportunity
to
implement
this
bikeway
segment
as
part
of
that
resurfacing,
and
as
many
of
you
know,
typically,
our
bikeway
projects
with
resurfacing
are
limited
to
striping
and
signing
so
53rd
avenue.
H
North
is
a
border
street
and
shared
street
between
city
of
minneapolis
and
city
of
brooklyn
center
on
the
north
side,
and
as
you
can
see
here,
we
have
a
couple
of
the
so
this
will
connect
the
northernmost
part
of
the
city
to
our
existing
low
stress,
bikeways,
the
shingle
creek
parkway
and
the
mississippi
north
regional
river
trail,
and
we
also
have
identified
in
our
all
ages
and
abilities
network,
a
couple
of
other
north
stock,
running
facilities,
low
stress
at
dupont
and
a
couple
of
connector
that
will
be
coming
in
the
future.
H
H
In
addition
to
that,
some
of
the
goals
of
this
bikeway
project
include
enhancing
comfort
and
improving
predictability
for
all
users.
So
everyone
knows
they
can
expect
to
see
bicyclists
on
this
roadway,
supporting
existing
and
future
bicycle
demand,
as
I
just
talked
about
and
outlined
here
on
this
map,
improving
bicycle
network
connectivity
and
access
to
destinations.
H
This
is
the
primarily
residential
area,
but
it
does
have
a
lot
of
parkways,
as
I
mentioned,
and
a
regional
park
here
that
people
want
to
connect
to
with
all
modes
and
then,
lastly,
reducing
vehicle
travel
speeds.
As
most
of
you
know,
through
our
vision,
zero
efforts,
we
are
lowering
speed
limit
on
city
streets,
border
streets
will
come
later
and
I
know
brooklyn
center
is
looking
at
approaching
their
speed
limits
collectively.
So
that
may
not
happen
as
part
of
this
project,
but
it
will
happen
in
the
future.
H
I
will
come
back
to
the
timeline
and
just
jump
to
some
of
the
existing
data.
So
53rd
is
fairly
a
low
traffic
volume
traveled
street
for
all
modes.
It's
it's
low
enough
for
people
walking
biking
that
we
don't
actually
have
the
counts
for
that
through
our
historical
data
in
terms
of
route
22,
which
runs
on
segments
of
53rd
avenue
north
there
are
an
average
18
people
on
boarding
that
bus
route
and
for
motor
vehicles,
it's
anywhere
between
2100
to
5300
and
there's
more
traffic.
H
As
you
get
closer
to
the
94
here
in
terms
of
reported
crashes,
there
are
given
the
volume
of
this
three.
There
are
more
crashes
than
we
typically
see
on
similar
streets
with
135
total
three
pedestrian,
zero,
bicyclists
and
132
motor
vehicles
with
hundred
of
the
pedestrian
ones,
resulting
in
a
crash
with
an
injury.
No
fatality
and
same
with
the
motor
vehicle
35
resulted
in
some
sort
of
injury
and
no
fatality,
and
this
data
is
between
2010
and
2020.
H
in
terms
of
existing
conditions.
Right
now,
they're
just
directional
travel
lanes
and,
as
I
mentioned,
it
is
shared
between
brooklyn
center.
There
is
a
separated
trail
closer
to
the
I-94
for
a
couple
of
blocks.
Brooklyn
center
does
not
have
any
plans
to
extend
it
trail,
which
is
why
these
by
the
bikeway
is
being
implemented.
H
The
street
very
varies
in
width
anywhere
from
36
to
42
feet
and
there
is
no
parking
on
the
north
side
and
the
brooklyn
center
side,
except
for
fremont
and
logan,
and
then
also
on
the
south
side.
There
is
parking
for
the
most
part,
except
for
humboldt
and
knox
in
terms
of
schedule.
So
right
now,
as
I
mentioned,
we
are
zero
percent.
We
just
finished
collecting
speed
data,
we're
finishing
up
our
parking
study
and
just
collecting
all
that
data.
H
Doing
some
of
this
initial
engagement
with
the
neighborhood
groups
as
well
as
the
bac
tonight
and
then
we'll
be
once
we
compile
that
the
engagement
feedback
will
be
looking
to
develop
a
concept
for
a
bikeway.
H
So
I
will
come
back
here
in
the
next
couple
of
months
to
present
that
layout
to
you
all
and
we
will
provide
a
final
design
by
end
of
the
year,
so
brooklyn
center
can
get
that
submitted
to
mndot
due
to
the
type
of
funding
that
they're
using
and
the
implementation
is
set
for
next
summer,
and
I
think
I
skipped
over
this
part.
But
I
don't
know
if
any
of
you
live
near
53rd
or
travel
along
there.
S
Hey,
I
was
in
the
community
meeting
hey.
I
just
want
to
thank
you
for
your
presentations.
I
love
that
that
sign.
You
have
all
the
different
information
on
that.
Thank
you
for
that
and
thank
you
for
doing
something
on
another
site.
That's
really
really
nice.
I
have
biked
that
way
and
I
avoid
it
because
of
that
95
94
getting
on
and
off
94.
S
really
dangerous
people
run
through
the
stop
sign.
That's
nearest
the
park,
so
I
don't
know
you
I
don't
know
going
you
know
going.
94,
east
or
west
is
very,
very
scary
and
there's
a
little
speeding
on
that
road.
So
I
know
you
talked
about
signage
being
there
I
don't
know.
Are
there
any
other
safety
measures
that
could
be
implemented
because,
as
I
said,
it's
really
dangerous
when
people
are
trying
to
get
on
those
ramps.
S
Yes
and
and
the
cars-
I
don't
think
cars
you
know,
there's
a
bike
trail
right
there,
but
I
don't
think
cars
are
used
to
bikers
being
on
that
road.
You
know,
because
there's
not
really
a
lane
for
us,
so
just
something
to
think
about
it's
just
really
hard
to
cross
there,
and
so
I
avoid
it.
I
go
to
49th.
Instead,
okay.
H
Yeah-
and
you
know
that's
why
we
kind
of
do
this
initial
introduction
to
the
project
just
to
garner.
H
You
know
feedback
from
the
public
as
far
as
what
may
be
some
of
the
conflict
points
again,
we
are
a
little
bit
well
very
much
limited
in
the
fact
that
this
is
a
resurfacing
project,
but
if
we
see
that,
if
we
hear
from
you
know
enough
people
that
travel
this
way,
that
that
is
a
very
a
big
conflict
there,
you
know
we
could
do
some
additional
video
put
up
some
video
and
just
see
what
happened
what's
happening
there
and
yeah.
I
don't.
H
I
don't
want
to
over
promise
anything,
but
maybe
do
something
with
bollards
again,
because
this
is
a
temporary
solution
right
now,
as
it
is
a
long-term
low
stress
bikeway.
So
I
really
appreciate
that
comment
and
I
will
make
sure
I
bring
this
back
to
the
work
group
as
we
continue
as
we
as
we
develop
the
layout
thanks.
F
Phil
yeah,
thank
you
yasna,
so
the
westbound
lane
is
17
feet.
That's
on
the
north
side,
I
presume
it's
an
unmarked
parking
space
for
parking,
and
you
know
if
this
is
a
residential
area.
There's
parking
on
the
other
side.
You
know
always
my
feeling
is.
Why
is
there
parking
it
feels
like?
We
should
definitely
use
that
for
a
bike
facility.
N
F
They
were,
I'm
sure,
there's
not
metered
parking
going
north,
of
course,
into
brooklyn
brooklyn
senators.
So
it
feels
like
there's
there's
space
here
and
I
would
simply
take
what's
the
unacknowledged
parking
space.
That's
my
sense.
Unless
I'm
missing
something.
H
Yeah
and
based
on
the
parking
counts
there.
It's
very
low
parking
along
53rd
usage
in
terms
of
who's
parking,
because
a
lot
of
the
houses
are
side
facing.
So
there's
not
a
lot
of
front
entrances
facing
53rd
that
cross-section
I
did
show
at
you,
know
53rd
and
fremont
right,
quite
quite
wide
lanes
and
a
lot
of
the
parking.
It's
not.
Actually.
I
think
the
paint
has
worn
off
so
I
I
don't
think
you
can
even
tell
that
it
is
a
parking.
H
I
mean
people
by
signs,
you
can't
you
can
so
there
is
a
very
visually
yeah.
It
is
very
wide
and
physically.
So
that's
where
I
think,
by
removing
parking.
Let's
say
it's
where
it
is
42
feet
on
one
side
will
really
visually
narrow.
The
roadway
when
you
do
put
in
these
directional
bike
lanes,
so
yeah
yeah.
F
B
I'll
take
a
stab
at
it.
This
is
dan
miller,
so
I
took
I
went
over
there
this
weekend,
just
to
kind
of
survey
what's
going
on
and
my
first
impression
the
condition
of
the
road.
If
you
just
looked
at
the
surface,
this
thing
looked
more
like
a
street
reconstruction
project
than
a
street
resurfacing.
I
mean
it's
in
rough
shape
and
it's
pretty
well
they've
got
they've,
got
it
coned
all
the
way
from
penn
all
the
way
I
bet
past
bryant,
I
mean
they're
doing
serious
work
up
there
right
now.
B
First
question:
is
these
ada
compliant
pedestrian
ramps?
Are
they
doing
any
bump
outs
in
this
area
at
all?
Or
is
it
just
straight
up?
B
You
know
repairs
to
the
existing
sidewalks.
H
Yeah
good
question,
so
there
is
a
bit
of
a
trade-off
with
given
the
width
at
some
points.
It
is
for
the
most
part
36.
It
wouldn't
be
possible
to
do
bump
outs
and
a
bikeway
at
the
same
time.
So,
given
that
this
is
on
our
aaa
network,
we
are
implementing
a
bikeway
and,
to
my
knowledge,
different
staff
are
leading
the
ada
implementation
portion,
but
between
brooklyn
center-
and
you
know,
city
of
minneapolis
was
decided
to
just
upgrade
the
ramps,
that's
kind
of
what
they
had.
The
funding
for.
B
So,
to
take
phil's
point
about
eliminating
parking,
yeah,
there's
substantial,
no
parking
up
there
right
now
and
what
is
interesting
if
you
look
at
49th,
there's
no
parking
on
49th
and
there's
no
parking
on
57th,
which
are
both
bikeways.
The
57th
is
the
is
the
region
is
the
twin
lakes,
regional
path
and
49th
is,
I
believe,
a
well
it's
an
off
street
bikeway
on
that
that
so
it's
been
narrowed.
B
So
I
think
that
you've
got
kind
of
this
section
that
really
could
support,
because
of
the
low
parking
to
really
just
take
that
space
and
use
these
other
two
streets.
As
examples
of
where
that
has
taken
place.
B
I'd
like
to
kind
of
mention
that
getting
over
to
lindale
the
overpass,
it's
a
great
opportunity,
as
marty
said.
Nobody
understands
that
that
path
there
and
people
crossing
there
and
to
really
look
at
as
a
model
57th
again
where
they
widened
that
that
sidewalk
and
made
it
comfortable
to
get
across
the
street
to
do
more
than
what
was
done
on
26th
avenue
north,
which
is
basically
to
add
bullards
to
the
thing
and
they
get
ripped
apart
and
beat
up
and
torn
apart
and
is
not
in
good
condition
now.
B
So
that's
I'm
glad
that
you're
going
to
lindale
and
I'm
glad
that
I
hope
that
something
more
can
be
done
besides
stripe
and
bullard's.
B
And
lastly,
this
is
getting
to
penn
avenue
and
that
one
block
section
south
on
penn
takes
you
to
the
shingle
creek
parkway
and
to
be
able
to
add
signing
or
to
be
able
to
enhance
that
knowledge
of
people
that
shingle
creek
is
down
there.
A
block
away
would
be
helpful.
H
Thank
you
for
those
comments.
They
are
noted
and
I
really
appreciate
that
you
took
out
that
you
went
out
there
in
the
field
and
looked
at
the.
H
Matthew
is
that
usually
at
later
on
that
we
asked
for
something.
Can
you
remind
me
again.
G
Yes,
I
think
so
I
think
zero
percent-
probably
just
you
know,
you
got
a
lot
of
good
feedback
today,
but
resolution
probably
at
30.
I
would
imagine.
B
I
don't
know
if
you
can
come
back
at
15,
but
it's
I
kind
of
like
to
see
where
you're
going
and
just
kind
of
what
what's
coming
together
on
this
and
it's
it's
a
good
project.
I
mean
this
is
a
lengthy
section
and
it
might
be
I'd
appreciate
you
coming
back
at
15
before
we
get
totally
in
at
30,
where
you,
where
you
don't
come
back
to
us
at
all,.
H
Certainly,
thank
you
we'll
be
I'll,
be
in
touch
with
matthew
and
the
rest
of
the
team.
B
All
righty,
those
are
all
the
projects
that
we
had
to
go
through
with,
and
I
think
we
could
have
some
announcements.
We
have
a
a
bike
ride
coming
up
this
thursday
does.
J
B
Here
want
to
talk
about
that,
or
does
everybody
know
about
the
bike
ride.
B
I
know
this
is
a
ride
to
check
out
the
some
improvements
on
hennepin
avenue.
They
are
basically
it's
a
tactile
script
that
on
hennepin
that
they
put
in
as
a
test
and
brie
is
leading
it
and
it's
leaving.
I
believe
that
four
o'clock
from
the
the
big
letters
at
help
me
with
the
park
there
at
across.
B
Oh,
yes,
yes,
so
there's
some
big
letters
there
on
second
and
and
that's
where
we'll
be
meeting
at
four
o'clock
a
little
bit
before
four
o'clock,
so
we
can
leave
it
for
I
better
have
that
time
right
and
think.
B
Well,
I'm
sorry
it's
leaving
at
three
o'clock,
it's
three
to
four
and
we
leave
at
gold
medal
park
second
street
and
eleventh,
is
the
intersection
and
we'll
be
leaving
at
3
15..
So
if
you
get
there
at
three
and
it'll
be
an
hour
ride,
we're
gonna
go
down
to
hennepin
avenue
and
then
we're
going
over
to
the
burger
fountain
at
loring
and
then
back
to
goldman
park
gold
medal
park.
T
B
All
right,
phil,
we're
gonna,
miss
not
having
you
there
and
we're
gonna
wish
you
the
best
of
luck
tomorrow,
I'll
be
checking
in
on
you.
C
B
F
I
will
miss
my
bike,
but
I'll
be
able
to
walk
much
much
better
after
the
surgery,
so
training,
one
for
the
other
temporarily.
F
B
So
I'm
not
seeing
anything
coming
up
on
the
screen
and
if
there's
nothing
else,
to
chat
about
we'll.
B
Put
our
hand
down
so
thank
you.
S
Sorry,
sorry,
oh
I
I
didn't
know
I
was
muted.
Sorry,
hey!
I
just
wanted
to
throw
out
to
everybody.
If
you
can
come
out
of
your
comfort
zone
a
little
bit
and
go
to
some
of
the
juneteenth
events.
I
know
they're
offering
some
there's
a
slow
roll.
I
think
and
there's
a
couple
other
things
going
on.
So
if
you're
not
doing
anything,
I
believe
the
website,
if
you
put
in
june
teens
minneapolis-
but
I
just
I
just
want
to
give
it
a
shout
out-
it'd-
be
a
good
thing
to
go
to.
S
B
Well
with
that,
if
we
have
nothing
else
to
talk
about,
I
think
we
can
say
goodbye.
Thank
you.
Thank
you.
Everybody.