►
Description
Additional information at
https://lims.minneapolismn.gov
A
A
All
right
well,
welcome
everyone
to
the
may
20th
infrastructure
and
engineering
subcommittee
meeting
of
the
pac,
I'm
barb
olson,
I'm
one
of
the
co-chairs
and
I'm
going
to
read
the
the
announcement
members
of
the
board
may
participate
remotely
by
telephone
or
other
electronic
means
due
to
the
local
public
health
emergency
novel
conor
clone.
I
can
never
say
that
coronavirus
pandemic.
A
A
I
just
want
to
reiterate
the
last
time
we
had
an
ie
meeting.
We
talked
a
little
bit
about
hand
raising
and
also
about
keeping
our
comments
one
at
a
time,
and
if
you
have
a
comment,
then
you
have
to
get
back
in
the
line,
and
so
we've
got
a
lot
to
cover
tonight
and
this
helps
us
get
through
more
efficiently.
So
I
appreciate
your
support
and
encouragement
and
ability
to
help
with
this.
A
C
A
A
Okay,
thank
you
matthew.
I
appreciate
that
so
why
don't
we
get
started
milson
you
take
the
roll
call,
so
we
don't
have
to
do
anything
right.
That's
correct!
Okay,
we're
going
to
start
with
the
near
north
side,
safe
routes
to
school.
It's
at
30
with
forest
hardy
and
nathan,
kimmer
from
minneapolis
public
works.
A
D
D
D
D
D
D
And
all
ages
and
abilities
bikeway
map,
16th
ave
between
penn
and
lindell.
As
indicated
on
that
map,
looking
at
the
crash
data,
that's
available
from
2011
to
15,
we
had
four
pedestrian
crashes,
one
bicycle
crash
and
47
motor
vehicle
crashes
in
that
time
period,
looking
at
speeds
and
volumes
from
logan
to
knox
near
north
commons
park,
we
had
a
85th
percentile
speed
of
31
miles
an
hour,
so
that's
pretty
fast,
especially
for
a
residential
street.
D
So
some
of
the
treatments
that
we're
using
to
slow
down
this
traffic
in
this
project
would
be
mini
traffic
circles.
That's
a
kind
of
a
go-to
tool
that
we
use
in
the
toolbox
to
slow
down
traffic
at
intersections,
especially
on
bike
boulevards
and
raised
crossings.
We
don't
have
many
of
them
in
the
city:
here's
one
of
them
at
18th
avenue
trail
in
northeast
minneapolis,
but
we'll
be
implementing
a
few
of
these
along
the
corridor,
especially
where
students
are
crossing
between
the
schools
and
parks.
D
D
Penn
avenue
was
already
reconstructed,
so
it's
already
improved
with
curb
extensions
at
oliver
and
newton,
where
traffic
is
coming
into
the
neighborhood
from
the
west.
We
have
many
traffic
circles
at
that
location
to
slow
down
traffic
and
kind
of
a
gateway
effect
and
then
near
the
north
commons
park
on
either
side
of
the
park
at
morgan
and
james.
We
have
raised
crossings
to
slow
down
traffic
at
the
crossing
where
the
students
are
crossing
from
north
high
to
north
commons.
D
They
utilize
the
ball
fields
at
north
commons
for
some
of
their
after
school
practices
and
that
kind
of
thing
and
then
south
of
the
park.
We
have
some
speed,
humps
kind
of
a
tried
and
true
method
of
slowing
down
traffic
there
further
to
the
east.
At
irving
and
gerard,
we
have
many
traffic
circles
providing
that
same
kind
of
gateway
effect
for
traffic
coming
to
the
neighborhood
from
the
east,
and
then
we
have
a
storm.
D
Water
planter
mid
block,
that's
kind
of
constricts
constricts
down
the
road
kind
of
like
a
choke
point
which
will
have
another
traffic
calming
effect.
There,
then,
at
the
busy
street
fremont
avenue,
we
have
a
flashing
beacon
to
help
students
cross
that
that
major
street
with
a
active
device
there
further
to
the
east
at
emerson.
D
There
is
a
traffic
signal
already
there
we're
not
doing
any
work
with
this
project,
but
it
will
be
upgraded
this
this
year,
I
believe
as
part
of
the
traffic
h2
project
and
then
moving
to
the
area
of
the
neighborhood
east
of
emerson,
it's
kind
of
its
own
little
pocket
of
schools
and
parks.
Over
there.
D
D
As
you
can
see
here,
we're
updating
the
ped
ramps
as
well,
where
those
are
out
of
date-
and
you
see
the
bike
boulevard
stencils-
that
we'll
be
placing
along
the
route
as
well
and
then
here
at
morgan
avenue
at
the
edge
of
the
park.
There's
a
raised
crossing
and
we
would
likely
do
curb
extensions
to
really
choke
down
the
street
and
make
and
emphasize
that
raised
crossing.
D
So
a
couple
of
engagement
events
we
have
coming
up.
We
just
had
the
open
house
last
night
and
then
we
have
a
meeting
with
the
local
cyclists,
which
is
a
student,
cyclist
group
and
then
some
north
high
students
after
school
students
that
we'll
be
meeting
with
in
the
near
future
and
zam
associates
is
running
that
engagement
for
us
and
then
later
this
summer.
E
I
have
a
general
question
not
specifically
about
this
project,
but
maybe
you
can
tell
us
for
this
project.
Do
you
have
a
budget
now
for
this,
or
does
that
evolve
when
the
engineering
drafting
and
specific
designs
are
done,
or
are
you
locked
in
with
a
budget
now
before
you
know,
citizen
feedback,
or
does
that
happen
afterwards?
Can
you
talk
a
little
bit
about
the
funding
and
when
it's
locked
in
on
a
project
like
this,
that's
got
a
lot
of
a
lot
of
pieces
to
it.
D
Yeah,
certainly
so
this
project
was
awarded
some
federal
funding
back
in
2018
is
when
we
applied
for
that
funding
and
that
kind
of
locked
in
the
budget.
At
that
point
in
time
and
from
there
planning
the
treatments
is
a
little
bit
of
a
moving
target
just
trying
to
get
them
calibrated
right,
so
it
meets
within
the
budget,
but
yeah
the
budget
is
usually
set
well
before
the
project
is,
as
is
going
into
engineering
design.
E
And
so,
if
you
get
a
lot
of
feedback
from
local
residents
is
there?
What
is
that?
Can
that
affect
in
any
way?
Is
there
another
pot
take
a
little
bit
more
or
something
or
is
it
it's
locked
in
the
amount
is,
you
know,
sought
it's
awarded
and
that's
it,
and
then
this
goes
out
to
the
community
like
this
is
where
we
anticipate
spending
our
money.
Is
that's
correct,
my
assumption.
D
Yeah,
so
if
there
are
elements
that
are
above
and
beyond
you
know,
what's
the
scope
of
this
project,
that's
something
that
we
just
say
is
is
ultimately
out
of
scope.
If
there
were
like
certain
treatments
that
we
were
seeing
as
a
priority,
and
we
wanted
to
invest
more
in
those
and
take
away
others
in
certain
areas,
that's
something
we
could
do
within
the
the
project
scope.
E
Yeah
I
just
okay
yeah
thanks
for
that.
I
just
it
seems
like
from
a
financial
point
of
view.
All
these
projects
are
done
before
anybody's
talked
to
outside
of
the
city
the
before
the
residents
are
talked
to
before
we're
talked
to,
and
that
actually
is
of
more
import,
sometimes
than
coming
in
at
30,
because
it's
it
is
the
scope
yeah.
I
mean
you're
right.
How
much
is
the
budget
for
this.
E
F
D
Yeah
great
question
there's
several
reasons
that
we
kind
of
steered
away
from
that,
one
being
that
the
volumes
are
well
within
what
we
consider
suitable
for
bike
boulevard
under
a
thousand
a
day
or
1500
a
day.
So
it's
not
it's
not
that
we're
trying
to
treat
for
volume
control,
which
is
one
reason
we
would
do
diversion,
but
also
just
there
a
lot
of
other
areas
in
this
neighborhood
that
kind
of
block
off
the
access
so
north
commons
park.
D
You
know
it's
a
three
block
stretch
from
north
to
south
that
blocks
off
access
and
then
north
community
north
high
school
is
two
blocks
to
the
south
there.
So
this
is
one
of
the
main
routes
through
the
neighborhood
there's,
also
a
lot
of
one-way
streets
in
the
area
that
also
limit
access.
So
we
just
heard
from
a
lot
of
people
that
that
vehicle
access
would
be
detrimented
by
instituting
something
like
that
at
that
location.
C
C
A
G
C
Currently
we
are,
as
we
mentioned,
kind
of
a
preliminary
between
preliminary
stages
and
30,
and
the
plan
is
to
get
me.
This
book
consents
for
the
layouts.
By
june,
we
had
an
engagement
yesterday,
an
open
house
engagement
with
the
public
to
get
there
to
introduce
projects
to
them
as
well
as
get
feedback,
so
I'm
just
gonna
quickly
go
through
the
improvements
at
all
five
intersections,
so
the
first
one
you
see
here
is
cedar
and
lake
street.
C
Currently
these
intersections
has
three
curve.
Extensions,
as
of
today
are
the
hcp
will
be
adding
a
fourth
cup
extension
on
the
sideways
corner
to
further
release
crossing
distance.
Also,
we
will
be
upgrading
the
paired
rams
for
better
accessibility,
as
well
as
adding
push
buttons
at
all
quadrants
for
with
audible
capabilities
for
especially
visually
impaired
users
and
then
on
moving
the
next
one.
This
is
one
of
the
four
intersections
along
for
the
second
street,
and
this
is
the
first
one
that
we're
looking
at
here.
C
So
currently,
this
roadway
is
a
two-way,
undivided
roadway
and
when
we
met
with
the
public
back
in
2019,
the
biggest
concern
that
we
received
was
left-handed
vehicles
colliding
with
pedestrians
and
bicyclists.
So
to
address
that
we
added
a
dedicated
left
hand
lane
as
of
today.
There
are
no
dedicated
lifetime
lanes
at
this
intersection.
C
So
to
reduce
that
conflict,
we
added
a
dedicated
left-hand
lane,
which
would
also
be
which
we
would
also
be
incorporating
with
the
signal
system,
so
we'll
be
upgrading
the
signal
system
to
further
protect
pedestrians
with
the
with
the
use
of
the
dedicated
electron
lens
here.
Additionally,
we
are
having
crop
extensions
at
all
four
corners
to
further
reduce
the
crossing
distance
for
our
pedestrians,
as
well
as
having
a
bike
bend
out
for
a
protected
intersection
for
bicyclists
using
the
intersection.
C
I
guess
the
overall
goal
of
this
project
is
to
make
sure
that
we
make
all
intersections
safe
for
all
users,
bicyclists
pedestrians,
people
rolling,
as
well
as
people
in
transit
and
drivers
as
well,
and
then
added
to
that.
All
all
corners
of
this
intersection
will
be
getting
upgraded
for
the,
where
all
the
ramps
will
be
getting
upgraded
to
meet
ada
standards
we'll
also
be
adding
push
buttons
at
all
four
corners
here.
C
The
next
three
intersections
are
unsignalized
intersection,
so
those
don't
get
any
push
buttons,
but
we
did,
but
we
are
proposing
other
safety
alternatives
at
this
intersection
and
for
the
second
and
21st
we
are
proposing
a
median
through
the
intersection.
One
of
the
major
concerns
we
also
got
from
the
public
back
in
2019
was
drivers.
C
C
C
C
The
only
thing
with
this
one
is
there
really
isn't
a
bike
cut
through
going
in
for
for
for
this
intersection,
but
there
will
still
be
medium
refuge
for
pedestrians
to
use
when
crossing
and
the
final
intersection
is
for
the
second
street
and
the
promise
this
intersection
currently
has
a
four-way
stop
sign,
and
back
in
2019
residents
expressed
their
desire
to
re
to
keep
that
four-way
stop
control.
At
this
now
we
thought
with
that.
That
would
the
oven
before
we
stop.
C
There
will
still
create
some
safety
benefits
which
will
allow
drivers
to
stop
and
look
out
for
pedestrians
before
they
proceed
through
added
to
that
we'll
be
including
medians
to
also
create
a
refuge
for
pedestrians
to
cross
the
region
section.
I
would
also
like
to
mention
that
the
addition
of
the
medians
through
the
three
intersections
along
for
the
second
also
serve
as
a
traffic
combine
measure
and
the
the
lanes
will
also
be
slightly
narrower
than
than
it
is
today.
C
So
that
creates
that
sense
of
illusion
for
drivers
to
slow
down
as
they
approach
the
intersection,
and
all
of
these
in
a
section
will
also
be
getting
proper
signage,
proper
crossing
signage,
proper
pedestrian
signage
at
the
medians
and
on
the
sidewalks
to
properly
alert
drivers
as
they
go
through
the
intersection.
And
that
completes
my
presentation
and
I
will
open
it
up
for
questions
and.
C
C
B
H
Thanks
yeah
to
that,
to
that
point
of
is
there
much
is
so
much
parking
being
affected
at
these
really
sharp
looking
intersections.
Is
that
so
we
is
there
any
of
that
kind
of.
Would
we
anticipate
any
objections,
changes
and
things
that
we
should
speak
to
in
the
in
the
resolution
about
parking
being?
You
know
that,
like
park
being
lost.
H
C
Oh,
I
see
yeah
there,
there
is
the
potential
for
parking
and,
as
we
go
through
the
design
process,
we
plan
to
engage
with
residents
or
business
owners
that
utilizes
this
sparking
to
make
sure
that
they're
aware
this
is
coming
out.
At
the
same
time,
we'll
also
be
working
with
the
city
of
minneapolis,
with
this
perkins
as
well
matthew.
I
don't
know
if
you
have
anything
to
answer
to
that.
B
I'll
add
that
you
know
the
the
one
we're
looking
at
is
is
a
good
example.
So
there,
the
the
parking
impact
will
be
where
you
see
the
median
plus
the
taper
sort
of
the
two
yellow
lines
go
and
end
up
meeting
together.
That's
about
where
you
know
the
taper,
so
that
there
will
be
some
parking
impact
there,
because
we're
planning
on
carrying
the
bike
lane
through
there
as
well.
So
yeah
there's
a
little
bit
of
an
impact.
I
I
am
a
little
curious
about
the
lake
and
theater
and
if
you
already
answer
this,
I'm
I
apologize,
but
it
that's
an
intersection.
I
walk
fairly
frequently
and
it
seems
like
the
improvements
are
minimal
there
cedars
over
and
over
just
such
a
dangerous
street
is
this:
is
there
any
flexibility,
that's
being
built
into
this,
assuming
that
at
some
point
we
won't
be
okay
with
five
lane,
speeding
highways
through
our
densest
areas
or
what
what
are
you
doing?
Maybe
that's
innovative,
knowing
the
restrictions
that
exist
currently.
C
We've
we
have
been
getting
comments
about
cedarbin
that
wide
and
we
will
take
those
comments
back
in
and
discuss
with
the
design
stuff,
as
well
as
our
traffic
staff,
to
see
what
options
we
have
here
if
there
is,
if
there
is
a
possibility
of
creating
a
bump
out.
But
we
really
didn't
look
at
that
when
we
were
putting
this
layout
together.
But
now
that
we've
been
constantly
getting
comments
about
cedar
being
too
wide.
I
Excellent,
I'm
also
wondering
about
the
eastbound
21..
I
feel
like
when
I,
when
I
take
that
and
a
light
at
cedar.
The
bus
is
a
bit
of
protection
when
the
light
changes
and
it's
still
there,
because
drivers
can't
turn
right
and
that's
often
sort
of
that
that
dangerous
movement
is
the
right
turning
drivers
on
red.
Is
there
anything
that
might
be
able
to
happen
there
so
that
the
bus
could
stop?
Do
an
inline
stop
like
by
pulling
the
bump
out
further
back.
J
C
C
So
I
I
should
mention
that
there
is
a
beeline
and
metric
transit
project
along
lake
street
and
they
are
reconsidering
what
options
they
have
in
terms
of
the
locations
of
the
bus
stations
at
this
intersection
that
hasn't
been
finalized.
Yet,
but
that's
a
comment
that
I
can
take
back
to
metro
transit
as
they
as
we
coordinate
with
them
at
the
same
section.
So
if
I'm
understanding
your
questions
very
well,
you
are
looking
to
make
sure
that
the
bus
can
stay
in
the
through
lane
to
prevent
average
from
trying
to
make
a
right
turn.
I
A
I
didn't
have
a
question.
I
just
have
a
comment
I
really
like
I.
I
live
very
close
to
the
nokomis
and
42nd
street
and
we
use
that
all
the
time
walking
and
and
driving
and
it's
it's
such
a
high
people
go
really
fast
on
42nd,
it's
helped
that
the
lanes
have
been
narrowed,
but
especially
you're
only
about
three
blocks
from
the
intersection
of
hiawatha
and
42nd,
which
is
a
a
really
busy
and
kind
of
awkward
intersection,
because
34th
avenue
comes
into
a
couple
blocks
past
nokomis.
A
J
Hi,
yes,
thank
you.
If
you
wouldn't
mind
going
back
to
the
lake
and
cedar
layout,
I
just
wanted
to
mention
something
to
add
on
to
what
julia
was
saying.
The
current
eastbound
21
stop
is
near
side
of
the
intersection,
so
it's
on
the
south
west
quadrant
and
it
looks
like
that
bump
out,
is
long
enough
to
reach
the
back
door
of
the
bus,
which
is
great
and
also
provide
some
extra
space
for
amenities.
Like
the
felter.
We
have
there
and
widen
the
park.
F
I
C
Yeah
and
in
terms
of
land
width,
typically,
the
county
tries
to
not
go
lower
than
11
foot,
but
sometimes
we
have
certain
scenarios
where
we
could
go
slightly
lower
than
that,
but
and
some
of
these
dimensions
you
see
here,
especially
the
12,
the
12
lanes.
Those
are
those
aren't
the
actual
travel
lanes.
Sometimes
those
include
the
curve
pens
are
added
to
that
I
mentioned,
but
in
terms
of
reducing
it
that
late
entirely,
we
can
I'll
we'll
definitely
take
that
back
in
and
again
see
what
options
we
have.
L
L
We
will
be
resurfacing
between
penn
avenue
and
colfax
avenue,
and
really
this
resurfacing
project
provides
us
an
opportunity
to
reevaluate
the
striping.
That's
out
there
today
and
look
to
do
safety
improvements
along
this
corridor,
we'll
be
looking
at
the
striping
all
the
way
from
hennepin
to
penn
for
this
project,
and
as
I
mentioned
this,
this
is
an
opportunity
to
bring
the
street
more
in
line
with
our
city
policies
and
goals
such
as
vision,
zero,
complete
streets
and
our
transportation
action
plan.
L
There's
also
the
connection
to
the
future
reconstruction
of
franklin
avenue
just
to
the
east
of
here
between
hennepin
and
lindale,
also
connecting
to
the
future
reconstruction
of
hennepin
avenue
between
douglas
and
lake.
This
corridor
is
identified
as
a
bicycle
corridor
in
our
transportation
action
plan
as
well-
something
I
will
note
is
not
identified
as
a
aaa
network.
It
is
identified
as
a
connector
route,
so
back
in
fall
of
2020.
We
did
some
initial
outreach
to
the
neighborhood
and
businesses
along
this
corridor
and
what
we
heard
during
that
time
were
four
main
themes.
L
The
desire
for
slower
vehicle
speeds,
the
need
for
safer
travel.
We
heard
that
the
existing
parking
is
in
really
high
demand
and
is
very
important
for
both
businesses
and
community
members,
and
we
heard
that
we
need
to
maintain
the
access
for
businesses
and
residents
so
taking
that
develop.
These
project
goals
first
and
foremost,
is
to
improve
the
safety
and
predictability
of
all
people,
regardless
of
their
travel
mode.
L
We
also
looked
at
the
crash
data
between
2016
and
2019,
a
total
of
22
reported
crashes
during
that
time,
over
a
quarter
which
resulted
in
injury
and
so
again
from
what
we're
hearing
from
the
community.
What
we're
seeing
through
the
data
there's
a
lot
of
speed
and
safety
concerns
along
this
corner
that
we're
aiming
to
improve
with
this
project.
L
So
along
this
corridor,
there
are
both
opportunity
areas
and
some
more
challenging
zones
within
the
opportunity
areas.
Those
are
places
where
we
have
adequate
amount
of
space
curve
to
curb
to
reduce
the
travel
lanes
to
10
feet
and
implement
standard,
but
on-street
bike
lanes
for
those
challenging
areas.
Those
are
areas
where
there
are
a
there's,
just
more
demand
for
that
street
space,
more
uses
and
a
limited
amount
of
space,
and
so
those
two
areas
are
highlighted
here.
L
L
We
are
able
to
maintain
that
on
street
parking,
where,
if
we
had
standard
lanes,
we
wouldn't
be
able
to
do.
This
also
provides
dedicated
space
for
cyclists
within
the
within
the
roadway
to
help
provide
for
that
network
continuity,
but
also
helping
get
cyclists
off
of
the
sidewalks
and
improve
the
pedestrian
experience
for
those
who
are
on
the
sidewalk.
L
Due
to
the
inches
of
time,
I'm
not
going
to
go
through
every
detail
of
this.
If
people
have
questions,
we
can
zoom
definitely
zoom
in
and
look
at
it,
but
it's
broken
out
into
five
different
sections.
These
are
these
sections
are
based
on
the
street
with
and
what
type
of
treatment
is
there
you'll
see
in
section
a
we
have
advisory
bike
lanes.
L
Section
b
is
the
majority
of
the
corridor
where
we
have
standard
street
bike
lanes,
section
c
again,
one
of
those
areas
with
the
existing
on-street
parking,
we're
proposing
advisory
bike
lanes
and
then
section
d
and
e.
The
road
is
a
bit
wider.
So
it's
a
different
characteristic,
proposing
standard
on-street
bike
lanes
there
as
well
in
terms
of
timeline
and
next
steps.
A
L
G
So,
given
that
one
of
the
goals
of
the
project
is
to
improve
predictability
for
all
users
are,
would
there
be
I
mean,
was
it
considered
and
would
there
be
some
advantages
to
doing
advisory
bike
lanes
throughout
the
whole
project
area
and
narrowing
the
street
even
further,
so
that
trap?
You
know
traffic
has
to
mix
and
merge
and
yield
throughout
the
project
area.
But
there's
not
this
change
from
area
to
area
between
the
types
of
bike,
treatments.
L
Yeah,
we
did
look
at
that
and
just
given
the
it's
realistically,
it's
just
safer
to
have
the
standard
lanes
for
the
majority
of
the
quarter,
especially
as
you're
getting
towards
knox
and
logan
as
you're
coming
around
that
curve
here
and
with.
If
you
were
to
do
the
advisory
bike
lanes,
there's
not
really
demand
for
parking
as
you
get
further
west,
and
so
it
would.
It
wouldn't
necessarily
feel
like
you're
narrowing
the
roadway,
because
it
would
just
feel
like
a
space.
L
L
I
L
With
this
project,
there's
really
little
to
no
curb
work.
That's
being
done
so
we
won't
be
adding
in
any
sort
of
sidewalk
infrastructure
in
terms
of
crossing
where
that
sidewalk
ends
that
you're
mentioning
is
right
at
a
curve,
and
so
that's
not
something
we
would
recommend
putting
a
crossing
at
just
kind
of
given
the
sight
lines
of
that
area.
L
I
Though
that
the
sidewalk
disappears-
and
I
I
mean
I
grew
up
in
the
area
and
like
I-
I
feel
like
I'm
surprised
every
time
and
end
up
having
to
cross
with
that
blind
curve.
So
is
there
the
possibility
of
doing
four-way
stop
at
knox
or
just
signage
to
let
people
know
like
this?
Is
your
last
chance?
Dragons
are
passed
here,
we've
given
up
on
pedestrian
infrastructure
or
we
haven't
installed
it
yet
like?
Is
there
anything
so
that
you're
not
suddenly
like?
Oh
that's
right.
This
is
that
street.
L
I
Back,
I
mean
it's
not
a
predictable
thing
to
run
out
of
sidewalk
and
it's
definitely
an
area
at
all.
The
time
I
see
people
with
their
ice
cream,
cones
heading
to
lake
of
the
isles
and
both
of
those
on
the
south
side
of
franklin,
and
it's
like
it
comes
up
repeatedly
for
especially
people
who
aren't
familiar
with
the
area
as
well
as
those
of
us
who
don't
seem
to
remember
it.
J
L
And
one
thing:
that's
outside
the
scope
of
this
project,
but
I
know
there
is
the
cedar
rails.
Master
plan
planning
process
happening
current
currently,
and
I
think
this
area
I
believe,
is
encompassed
within
that
too,
and
so
like
bringing
that
point
up
within
that
planning
process
would
probably
be
really
valuable
as
well,
since
this
is
just
resurfacing
and
there's
not
any
curb
work.
That's
happening
that
it's
just
not
feasible
to
do
that
with
this.
E
I
do
I
just
at
logan,
you
know,
there's
with
the
three
directions
of
travel.
There's
two
stop
signs.
Eastbound
franklin
does
not
have
a
stop
sign
and
I've
always
sort
of
wondered
why
that
was.
It
makes
it
a
little
dicey
to
cross
north
of
the
park
if
you're
going
to
walk
up
logan,
I'm
assuming
that
not
having
a
stop
sign.
There
helps
traffic
flow
east
and
therefore,
doesn't
people
not
blocking
getting
off
the
parkway
onto
on
to
franklin,
I
mean
that's
the
only
thing
I
could
speculate
on.
E
L
L
Essentially
just
enough
community
demand
for
having
a
stop
sign
then
that
got
put
in
back
in.
I
believe
it
was
in
the
80s,
and
so
that
was
really
done
through
just
community
push.
I
guess-
and
there
hasn't
been
any-
I
guess-
need
or
see
like
foreseen
need
or
a
stop
sign
eastbound
here,
but
again,
that's
a
conversation.
I
can
bring
up
to
our
traffic
folks
to
re-evaluate
that.
I
I
L
L
L
A
L
J
M
M
So
I'll
go
ahead
and
go
ahead
and
kick
it
off
so
the
bryan
avenue
soft
reconstruction
project
we're
in
our
third
phase
of
engagement
for
the
project.
We
kicked
off
this
project
last
year
in
spring,
with
our
existing
conditions
and
our
project
goal
setting
and
then
conducted
a
series
of
engagement
events
across
the
summer
of
last
year
getting
feedback
on
the
priorities
of
our
project
goals
and
then
on
into
the
fall
of
last
year.
We
had
our
second
open
house
where
we
induced
the
revised
two-way
concept.
M
You
can
see
here
that
some
of
the
practicals
on
the
project
were
in
purdue,
pedestrian
safety
and
comfort,
created
all
ages,
all
abilities,
facility,
support
infrastructure
and
future
transit
in
the
area
and
use
green
infrastructure
to
collect
the
street
stormwater
runoff.
That
was
a
rather
new
goal
that
we
included
on
the
forefront
of
this
project.
It's
not
something!
We
typically
include
on
reconstruction
projects
and
then
also
accommodate
business
deliveries
and
customer
access.
M
During
that
first
round
of
engagement
over
the
course
of
summer
of
last
year,
we
actually
included
two
other
project
goals
that
didn't
align
well
stakeholder.
We
included
project
two
other
project
goals
that
came
out
of
stakeholder
feedback
that
didn't
align
with
our
project
goals
and
those
were
to
maintain
vehicle
access
and
maintain
on-street
parking.
M
The
relocation
of
a
bicycle
facility
to
adjacent
street.
We
evaluated
what
it
would
look
like
on
aldrich
or
colfax,
and
the
through
the
evaluation
we
found
out
that
there
was
just
a
lot
of
parking
move
that
would
have
to
occur
on
those
adjacent
streets
and
to
again
meet
those
project
goals
and
the
stakeholder
feedback
that
we
had
received.
M
And
so
this
map.
This
image
right
here
is
just
some
of
our
project
goals
and
the
metrics.
We
use
to
evaluate
them
all
the
options
that
I
just
just
discussed
and,
as
you
can
see,
the
brands,
the
bikes,
bikeway
and
bryant,
and
the
one
way
for
vehicles
better
met
a
majority
of
our
project
goals
and
the
the
two
other
stakeholder
priorities
that
we
incorporated
through
throughout
phase.
One
of
engagement
is
gonna
talk
about
this
one.
N
Sure
so,
if
you
guys
have
been
following
along
since
the
last
time
we
were
here,
you
know
we
came
out
with
that
two-way
in
our
current
round
now
we
have
two
options
for
bryant,
so
our
adjusted
two-way.
So
it's
a
two-way
for
vehicles
and
then
the
other
option
is
a
one-way
street
for
cars
and
we're
proposing
the
one
way
based
in
direct
response
to
their
two
main
concerns
that
we
heard
from
folks
about
the
original
proposal
that
we
came
out
with
in
december.
N
So
the
first
concern
was
concerns
about
pedestrian
and
bicyclist
conflicts
on
the
shared
use
path.
So
on
the
2a
there
was
a
section
south
of
40th,
where
we
were
proposing
shared
space
for
pedestrians
and
bicycles.
So
we
could
max
out
our
boulevard
space
in
that
area
under
the
one
way
we
are
able
to
separate
out.
You
can
see
this
picture
here
down
kind
of,
in
the
rightish
hand,
corner
we
can
separate
out
the
full
corridor
space
for
bicyclists
and
pedestrians.
N
N
The
other
one
thing
that
the
one-way
does
it
allows
us
to
add
more
green
space
to
the
corridor,
especially
specifically
in
areas
where
we
really
need
it
to
treat
stormwater.
So
we've
done
an
initial
evaluation
looking
at
our
opportunity
areas
for
green
infrastructure
and
under
the
one
way
where
we
are
able
to
carve
out
more
space
for
boulevard
space
for
plantings
for
future
green
infrastructure
within
that
one-way
design.
N
Of
course,
there's
a
trade-off,
there's
going
to
be
likely
increased
traffic
on
the
adjacent
local
streets,
so
that's
on
king's
highway,
colfax
and
aldridge
for
removing
that
travel
lane.
We
do
expect
that
in
the
busiest
time
of
this
in
this
corridor.
So
that's
the
evening
rush
hour.
We
expect
there
to
be
an
additional
20
to
35
vehicles,
traveling
along
each
of
those
streets.
N
So
you
know
a
modest
increase,
something
you
may
you
know
if
you
live
there,
if
you're
in
the
area
on
those
side
streets,
something
you
may
notice,
but
you
know
a
modest
increase
to
what's
out
there
today.
We
also
expect
there
to
be
some
very
minimal
spillover
on
to
lindale
so
about
65
to
100
additional
cars
in
the
peak
hour.
But
given
that
lindale
carries
10
000
to
14
000
cars
per
day,
that's
really
not
going
to
be
something
that
folks
are
going
to
notice.
N
I
think
those
are
the
high
points
given
that
we
don't
have
a
ton
of
time.
So
I
guess
I'd
open
up
for
questions.
We
do
have
a
ton
of
materials
online.
We've
got.
You
know
two
and
a
half
miles
of
concepts
for
both
brian
and
lindale.
There
is
an
open
survey
right
now,
where
you
can,
you
know,
give
us
your
feedback
on
the
concepts.
G
N
Yeah,
so
probably
not
existing
modeling
that
we
would
look
to
do,
but
what
we'd
really
look
at
is
some
of
our
you
know
other
one-way
streets
that
are
much
more
similar
to
what
this
design
looks
like.
So
we've
definitely
heard
concerns
from
people
about
one
ways
and
speeding,
but
I
think
the
examples
that
people
are
kind
of
thinking
of
so
the
blaisdells
the
park
in
portland's
are
just
really
really
wide
streets.
This
design
is
much
closer
to
a
parkway
design.
N
Where
you
know
we
have
these
like
really
constrained
narrowed
up
areas
in
the
middle,
where
we're
adding
in
the
chicanes
we're
elongating
those
on
some
of
the
streets
where
we
know
we
don't
have
very
high
parking
usage.
We've
got.
You
know
a
very
narrow
entrance
at
each
of
these
blocks,
so
just
a
lot
of
traffic
calming
designs
that
we
know
work
well
in
our
parkways
that
were
that
we're,
including
here
so
no
not
modeling
per
se,
but
we'd
look
to
existing
designs
that
work
well
within
the
city.
I
I
Currently,
it's
interesting
to
me
that
20
to
35
vehicles
is
seen
as
noticeable
for
a
side
street
but
65
to
100
and
all
the
health
implications
of
that
is
negligible
for
everyone
who
lives
along
glendale,
and
I
guess
I'm
hoping
that
we
see
our
city
using
the
full
street
network
to
rather
than
forcing
pollution
onto
our
highest
density
residential
quarters
and
if
there's
any
insight
or
additional
work
that
you've
done
on
that
that
you
could
share
with
the
pack.
I'd
be
very
interested.
N
Nope
we
haven't
done
those
types
of
emissions.
I'd
say
that
generally
you
know,
if
we're
expecting
today,
that
there's
3
000
to
2000
vehicles
per
day
on
bryant,
that
you
know
approximately
half
of
those
would
be
diverted
to
go
somewhere
else
I
mean,
potentially
they
would,
you
know
end
up
on
lindale.
Potentially
people
would
be
using.
You
know
a
different
mode
of
travel
to
make.
Some
of
these
trips
is
also
another
option,
but
no,
we
have
not
done
any
modeling
on
emissions.
I
I
H
On
the
the
one-way
design,
two
lanes
going,
two
lanes
of
vehicle
traffic
going
in
the
same
direction.
I
was
much
more
heartened
about
chicanes
about
what
what
they
might
mean
for
for
a
two-way
street
like
grand
avenue
does
what
they
say,
one.
What
what
other
calming
methods-
and
I
don't
think
the
parkway,
the
the
parkway
in
my
experience-
is
a
position
that
the
saying
that
city
parkways
are
great
are
or
ones
that
work
for
people
out
walking.
I
I
don't
I
don't.
N
H
That's
what
I
guess:
that's
whatever
that's
what
I
was
asking
I'm
so
I
made
it.
I
made
it
hard
so
yeah,
but
yeah
exactly
two
two
lanes
going
one
two
one
direction
more
more
faster
vehicles
versus
one
lane
going
each
direction,
so
a
car
coming.
The
other
way
is
a
slowing.
You
know
we'll
slow,
a
trap,
we'll
we'll
have
some
calming
effect
on
a
car
going
the
other
way.
So
yes,
so
that
was
my
question.
What
what
what
if
any
additional
calming
methods
are
incorporated
in
one
in
a
one-way
design.
N
Sure
I
think
the
biggest
one
is
that
we
have
these
really
long
stretches
of
very
narrow
areas
in
the
places
where
we
know
we
have
speeding
issues
today.
So
the
places
where
we
have
speeding
issues
today
are
you
know
pretty
much
south
of
I'll
say
like
43rd
or
46th
have
to
pull
my
existing
conditions,
but
it's
really
where
we
know
the
parking
isn't
getting
used.
So
it's
where
we
have
that
really
wide
open
space.
N
So,
throughout
this
whole
project
we're
right-sizing
parking,
I
mean
we're
removing
50
of
the
parking
in
the
one-way
proposal,
and
I
mean
almost
a
little
less
than
70
percent.
I
believe
in
the
proposed,
two-way
and
and
so
by
just
having
those
those
really
long,
narrow
sections
and
those
really
narrow
entrances
when
people
you
know
come
into
an
intersection
is
the
way
that
we're
looking
to
mitigate
speeds
on
the
one
way.
A
N
N
So
we're
actually
proposing
a
converging
one
way
and
and
what
that
means
is
that
we're
looking
at
a
southbound
one
way
from
lake
to
46th
and
then
a
northbound
section
from
50th
to
46th
couple
of
reasons
why
we're
looking
at
that
one
at
the
outset,
we
you
know:
did
our
traffic
modeling
and
tried
to
see
like
which
way
people
are
typically
going
if
there'd
be
more
spillover
with
one
versus
the
other,
and
I
was
kind
of
six
of
one
half
dozen
of
another
didn't
really
matter.
If
we
were
looking
north
or
south.
N
So
then
we
start
looking
at
land
use
context
and
and
what
we
need
to
do
to
serve
the
existing
land
uses
in
this
corridor
and
really
the
big
one
for
this
big
chunk
of
southbound
that
we're
that
we're
proposing
is
claire
barton
school.
Can
you
go
on
the
next
slide
for
me
thanks?
So
it
hits
you
know
in
the
background,
but
if
you
think
about
school
bus,
it's
only
got
one
door
on
one
side.
N
N
But
then
the
other
reason
is
that
at
this
intersection
at
50th
and
bryant
for
people
visiting
the
area
by
their
car
being
able
to
access
the
parking
on
the
the
block
between
49th
and
50th,
so
they'd
be
able
to.
You
know
if,
if
you're
accessing
a
regional
destination,
you're
coming
on
the
regional
system
from
50th
and
you'd
be
able
to
turn
north
onto
bryant
to
get
to
some
of
that
parking.
So
those
are
kind
of
some
of
the
big
drivers
behind
the
converging
one-way
proposal.
N
Other
thing
to
note
is
that
actually
you
know
people
make
are
really
making
short
trips
on
bryant,
so
only
four
percent
of
trips
on
bryant
are
actually
going
to
end
to
end.
The
way
that,
like
people
use
lindale
for
what
we
saw
on
bryant
is
that
people
kind
of
you
know
cut
off
cut
over
on
46.,
so
they
cut
out
on
43rd
and
they
go
to
a
specific
destination,
and
then
they
only
go
a
couple
blocks
and
then
they
they
leave
bryant.
N
A
N
That's
the
two
way
so
at
the
narrowest
section
it's
a
14
foot
lane
which
is
inclusive
of
two
foot
gutter
on
either
side
and
then,
when
we're
looking,
there's
a
next
one,
it's
adjacent
to
a
parking
lane,
it's
a
12
foot
through
lane,
but
that
again
it's
a
for
you
guys.
In
the
know,
it's
a
ten
plus
two.
N
N
I
mean
actually,
I
think,
it'd
be
probably
more
helpful
now
frankly
to
if
you
guys
wanted
to
weigh
in
on
the
one
way
versus
the
2a
and
then
just
kind
of
the
overall
idea
to
move
transit
to
lindell,
because
we
also
have
you
know
a
whole
bunch
of
information
on
that
if
people
are
interested
check
out
on
online,
but
that
is
a
huge
piece
of
this
as
well.
Okay,
all
right!
Thank
you.
B
N
A
B
A
K
Awesome
so,
first
of
all,
thank
you
all
so
much
for
having
us
here
today
and
just
for
you
know
all
the
work
you
all
do
to
ensure
that
the
designs
the
city
puts
forth
are
bike,
bicycle
and
pedestrian
friendly.
I
have
ciara
and
chris
from
tool
design
on
the
call
with
me
as
well
we'll
be
talking
about
this
design
as
briefly
as
we
can
and
then
open
it
up
for
feedback
from
you
all.
This
is
a
bit
unique.
We
came
to
the
larger
committee
at
10
with
just
very
preliminary
concepts.
K
Next
slide,
please,
okay,
so
this
is
the
first
option
when
we
showed
the
previous
option
to
you
all
the
shared
use
path
was
on
the
south
side.
We've
since
moved
that
to
the
north,
and
the
reasoning
behind
that
is
that
there's
a
lot
of
truck
activity,
specifically
at
gaf,
which
is
on
the
south
side.
You
can
see
chris's
mouse
hovering
over
it
there's
you
know
upwards
of
100
trucks
going
in
and
out
of
this
area
every
day,
and
so
we
decided
to
shift
the
shared
use
path
to
the
north
side.
K
We
have
in
here
two
11
foot
travel
lanes
with
a
six
foot
shoulder
and
then
also
four
parking
spots
as
well.
The
intention
behind
the
parking
was
to
provide
some
business
parking
as
it
is
today.
The
entire
southwest
side
of
the
corridor
is
parking,
so
we're
taking
away
quite
a
bit
of
that
parking,
but
not
all
of
it.
K
We
still
want
to
to
be
honest,
accommodate
some
of
that
business
parking
for
that
business
to
to
be
able
to
continue
their
operations,
we're
adding
a
six
foot
shoulder
to
provide
some
level
of
staging
and
movement
for
the
truck
operation,
specifically
libra,
which
is
just
a
little
bit
north
chris.
If
you
want
to
just
yeah
libra,
is
right
there.
They
have
about
25
trucks
a
day,
so
they're
doing
a
lot
of
in
and
out
movements
as
well.
K
The
the
real
crux
of
of
this
design
and
you'll
see
how
it
differs
in
the
second
design.
Is
we
have
a
sidewalk
on
the
south?
It's
going
past
this.
You
know
gaf
facility,
which
has
a
lot
of
truck
activity
and,
and
the
real
crux
to
be
honest,
honest
is:
do
we
feel
safe
having
pedestrians
travel
along
this
portion
of
the
roadway,
knowing
the
amount
of
truck
activity
that
is
occurring?
K
K
Oh,
I'm
sorry
or
the
first
one
there
we
go
without
the
subway.
Okay!
Thank
you.
Yes,
so
in
this
option
we
removed
the
sidewalk
to
the
south,
expanded
the
boulevard
on
the
north.
So
there's
a
bit
of
a
green
buffer
and
left
the
sidewalk
for
a
future
development
as
an
alternative
option,
and
so
there's
really
two
options.
You
know
one.
We
keep
the
sidewalk
in
two.
We
take
the
sidewalk
out.
K
You
know
from
a
city
policy
perspective,
there
is
some
flexibility
section
3.2
of
the
street
design
guide
talks
about
the
inclusion
of
sidewalks
and
says:
sidewalks
should
generally
be
included
on
both
sides
of
any
newly
constructed
street
streets
that
may
require
selwa
accidentally
once
out
of
the
street,
include
a
street
with
a
severe
topographic
constraint
that
makes
installing
a
sidewalk
prohibitively
challenging
the
southern
side
does
have
a
berman
place.
That
does
add
a
lot
of
grading
challenges
with
the
sidewalk.
So.
K
Is
some
flexibility
I
think
generally
city
policy
likes
sidewalks
on
two
sides
of
the
streets?
We
have
that
as
an
option
and
really
just
want
your
feedback
on
that.
I
will
transition
it
now
to
chris
and
ciara
to
provide
a
bit
more
of
the
details
of
these
designs,
as
they
were
heavily
involved
in
that.
P
All
right,
thank
you,
alexander,
just
a
few
more
details
to
point
out
which
are
on
both
so
chris
just
go
ahead
and
keep
this
up.
You
may
wonder:
why
does
the
shared
use
path,
squiggle
so
much?
There
are
active
rail
lines
in
this
area,
and
so
that
is
intended
to
square
up
the
crossing
across
the
railroad
tracks
and
then
provide
a
more
direct
path
to
the
roundabout.
P
P
It's
not
like
we
have
to
say:
oh,
we
can't
do
a
14-foot
wide
path,
there's
just
some
considerations
with
the
active
rail
crossing
arms
because
they
do
kick
out
when
they
go
down,
and
so
with
the
wider
shared
use
path.
There
is
kind
of
a
jog
that
may
not
be
as
intuitive
for
navigating,
especially
if
people
have
vision
impairments.
So
it's
kind
of
a
notch
in
the
shared
use
path.
P
There
will
be
a
lot
of
truck
traffic
again
using
this
roundabout
to
access
the
private
development
within
the
upper
harbor
terminal
site
and,
as
alexander
mentioned,
gaf
has
some
loading,
docks
and
access
points
that
are
along
on
that
roundabout
as
well,
so
wanted
to
point
out
those
design
details
and
then
chris,
if
you
can
pan
to
the
west
one
more
time.
I
wanted
to
also
point
out.
There
are
topography
challenges
with
the
north
side
as
well.
There
is
a
very
steep
grade
change.
P
So
by
all
means
we
can
definitely
create
the
complete
street
with
a
shared
used
path
and
a
sidewalk
on
the
south
side,
both
of
which
are
back
of
curb.
If
we
do
look
at
an
option
to
accommodate
that
sidewalk
on
the
south
side
through
redevelopment,
then
we
can
have
a
larger
boulevard
along
the
shared
use
path,
if
chris
wouldn't
mind
going
to
option
yeah
there,
and
then
the
future
sidewalk
itself,
instead
of
being
on
the
back
of
curb,
could
be
could
have
a
boulevard
as
well.
I
I
got
some
pretty
major
concerns
about
the
fact
that
we're
even
seeing
something
proposing
a
sidewalk
gap
in
2021
and
especially
for
a
hundred
trucks
a
day
like
that's,
I
just
am
really
I
mean
city
policy
is
really
clear
that
we
provide
walking
infrastructure.
Complete
streets
is
clear.
Transportation
action
plan
is
clear
and
it's
bizarre
to
me
as
somebody
who
walks
along
things
that
have
terrible
slopes.
I
I'm
curious,
if
you
can
share
with
us
more
about
the
slope,
but
I
I,
the
volume
of
vehicles
that
pedestrians
encounter
along
any
given
block,
appears
never
to
have
previously
been
a
concern
in
the
city
of
minneapolis
and
to
use
it
to
justify
the
absence
of
a
sidewalk.
Is
I'm
having
trouble
wrapping
my
head
around
it.
P
Yeah
chris,
if
you
wouldn't
mind
panning
to
the
east,
I
just
wanted
to
mention.
So
it
is
it's
actually
150
trucks
per
day,
and
it's
not
just
that
it's
trucks
going
down
the
street.
They
actually
are
maneuvering
their
trucks
forwards
and
backwards
across
where
the
sidewalk
would
be
so
between
the
railroad
tracks
and
the
roundabouts.
Yes,
so
that
is
a
picture
of
some
of
the
truck
turning
movements
of
the
activities
that
happen
there.
But
you
know
by
all
means
city
policy
doesn't
say,
don't
put
a
sidewalk
in
because
of
truck
activity.
B
O
Yeah,
the
implication
with
the
slope
here
is
that
we
would
need
additional
right-of-way
to
make
this
happen.
You
can
imagine
if
we
widen
out
the
road
here,
we'd
be
eating
into
the
side
of
this
hill.
There
need
to
be
some
kind
of
retaining
wall
here
or
additional
right
of
way
to
grade
that
out.
That's
that's
the
the
implication
of
putting
the
sidewalk
there.
P
I
O
O
I
The
north
side,
what's
what
is
the
barrier?
I
mean
that
sounds
relatively
minuscule
when
we
I've
been
looking
at
the
hennepin
project
downtown
and
the
amount
of
infrastructure
and
engineering.
This
meeting
that
goes
into
city
projects
seems
like
a
retaining
wall
is
like
child's
play,
like
you
send
out
your
interns
to
do
retaining
walls.
I
O
K
I
Okay,
but
I
mean
having
cars
on
a
road
greatly
magnifies
the
cost
of
a
project,
pedestrian
infrastructure.
We
don't
wear
out
roads
or
sidewalks.
Even
so
sorry,
I
barb,
you
should
probably
cut
me
off.
I
I'm
apparently
having
a
lot
of
thoughts
on
this
and
I
don't
want
to
keep
other
people
from
speaking,
but
I,
it
just
seems
like
a
small
cost,
given
that
pedestrian
infrastructure
can
last
hundreds
of
years
and
making
it
so
people
can
travel
easily
without
vehicles
is
key
to
reducing
our
infrastructure
costs
and
I'm
muting
myself
now.
H
O
That
is,
that
is
a
really
good
comment
and
that's
going
to
be
something
that's
really
important,
especially
if
the
sidewalk
is
built
on
the
south
side,
because,
as
you
notice
right
now,
this
is
just
a
giant
sea
of
pavement.
I
think
it's
going
to
be
super
critical,
that
if
this
walk
goes
in
on
the
south
side,
that
we
do
exactly
that
somehow
differentiate
it
and
also
provide
a
detectable
edge.
So
someone
with
a
vision,
disability
can
know
where
that
walk
is,
and
it
doesn't
just
vanish
into
the
giant
parking
lot
they
have
here.
E
Yes,
this
is
just
sort
of
a
general
comment
and
I
don't
know
how
helpful
it'll
be.
I
recognize
that
this
is
a
challenging
situation
with
the
trains
and
the
trucks,
but
just
for
me
personally,
I
wouldn't
walk
there.
I
think
it's
too
dangerous,
as
described
I
am
including
both
the
sidewalk
gap,
the
the
jogs
necessary
for
the
train
tracks.
I
don't
know
what
kind
of,
if
you're
going
to
use
those
you
know
shoots
that
make
people
look
left
and
right
and
and
what
kind
of
markings
and
signing?
E
O
Yeah,
that's
a
good
comment.
I
can
provide
a
little
bit
of
detail
on
the
accommodations
for
the
railroad
crossings.
You
can
kind
of
see
here
on
the
north
side,
based
on
mndot
guidance.
We
will
actually
have
crossing
arms
gates
for
the
shared
use
path,
so
every
single
track
will
have
a
set
of
gates
for
the
shared
used
path.
I'm
showing
it
in
here
it's
a
little
bit
hard
to
see
we're,
not
planning
any
pedestrian
mazes
or
you
know
those
little
shoots
that
you
described
to
get
around
here
on
the
south
side.
O
O
Crossing
signals
and
again,
our
goal
here
is
to
square
up
all
these
crossings
as
best
as
pos
possible
for
folks
biking
and
folks
other
wheeled
users,
so
that
they
don't
fall
into
the
flange
way
gap.
That's
that's
something
we're
trying
to
accommodate,
especially
with
the
shared
use
path
over
here
with
the
sidewalk
on
the
south
side,
for
this
last
crossing,
it's
very
hard
to
do.
We
don't
have
a
lot
of
room
to
work
with,
but
for
the
shared
use
path,
we're
getting
that
on
the
north
side,.
J
G
Yeah,
my
my
question
was
about
the
potential
right-of-way
impact.
If
you
were
to
you
know
accommodate
a
south
sidewalk
with
by
removing
some
of
the
right-of-way,
which
is
like
how
much
traffic
is
actually
going
through
this
area,
and
would
it
would
it
be
a
major
hindrance
to
travel?
If
you
know
vehicles
had
to
take
turns
in
in
places,
you
know
we
do
that.
A
lot
of
in
a
lot
of
roadways
where
there's
parking
on
both
sides
would
would
that
actually
be
a
major
problem.
J
K
I
think
that
would
be
pretty
challenging
when
there's
you
know
multiple
trucks
at
the
same
time,
occupying
the
roadway.
It's
not
really
the
through
trap.
It's
not
the
volume
on
this
street
is
low.
You
know
there's
right
now.
It's
really
just
used
as
an
industrial
facility
and
even
with
the
upper
harbor
terminal
site
being
developed.
K
You
know,
most
of
the
residential
uses
are
to
the
north
of
the
upper
harbor
terminal
site
near
darling,
avenue.
The
southern
portions
of
the
site
are
for
light
industrial,
so
there's
going
to
be
trucks
there
as
well,
but
there's
a
lot
of
trucks.
Turning
in
and
out
of
libra,
the
southern
warehouse
facility
directly
below
libra
has
a
lot
of
trucks.
Turning
in
is
out
in
and
out
as
well
as
gaf.
You
know
over
100
plus
trucks
a
day
in
and
out
of
those
facilities.
K
O
The
idea
with
this
six
foot
shoulder
is
that
as
trucks
are
waiting
here
to
pull
in,
this
is
a
spot
for
them
to
to
wait
and
since
we're
only
providing
six
feet,
the
expectation
is
they
will
extend
into
the
through
lane
to
some
extent,
and
it
will
function
in
that
regard
a
little
bit
while
trucks
are
queuing
here.
So
we
we're
we're
doing
a
little
bit
of
that
already
what
we
have
beyond.
I
I
mean
we
just
saw
that
with
bryant,
and
it
seems
like,
like
complete
streets,
is
very
very
clear
that
that
people
who
are
outside
of
cars
matter
and
that,
like
I,
get
there's
people
who
walk
to
work
here,
I
christopher-
I
understand
you
know
it
is
this
kind
of
space
is
hostile,
though
I
have
trouble
imagining
being
more
hostile
than
walking
along
hennepin
avenue
and
the
number
of
people
going
across
curb
cuts.
But
is
there
a
way?
What
can
we
do?
O
P
O
P
I
can
add
it
right
now:
julia
when
it's
built.
It
is
a
a
dead
end.
If
you
will
it's
only
one
way
in
and
out
33rd
and
then
long
term
33rd
is
going
to
connect
to
the
parkway
and
the
parkway
prohibits
trucks,
and
so
trucks
will
need
to
get
in
and
out
on
33rd.
Having
said
that,
if
someday
all
those
industrial
users
go
away-
and
we
can
can
do
more
things
with
that
street
when
the
land
uses
change
that
that
might
be
a
thing.
I
I
Anything
looking
at
at
the
urgency
of
our
climate
emergency
as
equally
important
as
a
single
single
business,
and
you
know
the
cost
of
a
retaining
wall,
and
I
it
at
least
for
my
part,
I
can't
see
the
path
supporting
something
that
goes
against
the
policies
that
we've
spent
so
much
time.
So
much
effort
working
to
make
sure
that
people
who
walk
and
use
wheelchairs
to
get
around
are
prioritized
like.
O
K
H
Compared
to
my
hands
about,
I
know
it's
exciting
compared
to
compared
to
where
else
in
the
city.
You
know
I
I
I
know
that
I've
been
walking
up
along
along
a
straight
with
a
lot
of
professional
drivers.
I
feel
safer
in
general
that
I
know
if
they
they
at
least
have
some
incentive
not
to
run
over
me
or
run
over
a
bike
or
they
stay
they
face
consequences.
Anything
you
have
anything
happens
their
their
day.
Their
day
is
is
very
ruined
anyway.
H
So
yes,
so
the
answer
questions
I
do
not
have
the
kind
of
safety
concerns
along
the
stretch
I
would
have
elsewhere.
I
had
my
hand
up
for
one
of
the
comment
and
that
is
to
say
you
know
the
the
we
have
we've
been
looking
at
the
stretch,
leaving
the
upper
arbitrary
model,
but
the
project
itself,
as
I
understand
it,
is
designed
to
be
a
seven
day.
A
week
works
workspace,
retail
space,
restaurant
space,
not
just
amphitheater
concerts
on
on
the
weekends
or
in
the
summer.
H
G
O
A
A
K
I'm
not
completely
sure
just
yet.
I
think
I'd
like
to
just
kind
of
talk
offline
with
matthew,
about
what
makes
the
most
sense
and
follow
back
up.
We
will
be
coming
back
in
july
august
with
30
concepts,
but
I
I'll
follow
up,
follow
up
with
matthew
on
they
know.
Does
it
make
sense
to
have
a
resolution,
but
we
we
do.
Thank
you
all
for
your
input,
sure,
and
through
this
we
understand
these
are
challenging
options
and
your
feedback
is
valuable
and
we
thank
for
that.
J
A
I
Make
sure
that
we're
setting
that
sort
of
setting
what
our
line
in
the
sand
is
because
it's
been
a
hard
fight
to
even
get
to
the
point
where
we
try
to
default
to
sidewalks,
and
I
don't
this
isn't
about
the
project
planners
in
this
case.
I
understand
that
there's
different
pressures
on
you,
but
just
from
our
side.
That
would
be
important
to
me,
and
I
do
have
a
question
for
the
project
planners
about.
If
we
get
a
chance
to
go
to
this
site,
do
you
have
certain
times?