►
Description
Additional information at
https://lims.minneapolismn.gov
B
Okay,
thanks
thanks
for
joining
everyone,
it's
the
minneapolis
bicycle
advisory
committee,
five
e's
subcommittee
meeting
today,
let's
see.
B
Thanks
so
much-
and
here
we
are
starting
great-
it's
a
beautiful
day
out
bum
to
have
missed
the
bike
ride,
but
it
looked
like
a
lot
of
fun.
B
And
let's
see
chris
I'm
looking
at
the
the
agenda
and
it
looks
like
we're
going
to
start
with
philip
and
then
you.
D
Philip
on
and
I
was
actually
going
to
ask
him
anyways
if,
if
we
could,
let
katie
go
first
since
she's
on
it,
and
I
guess
anyway
so
since
he's
not
here-
and
I
don't
think
we
need
to
ask
him-
we
can
let
katie
jump
in
if
that's
good
with
you.
E
A
A
And
then
I
need
to
like
rotate
all
my
screens
around
and
everything
and
chris
or
brie,
or
someone
can
tell
me
if
or
what
it'll
take
to
get
you
to
see
just
the
presentation
itself
now.
Do
you
see
the
you
should
just
see
the
slide
itself
right
yeah.
It
looks
good
awesome.
Thank
you
very
much.
A
Okay,
terrific,
my
screens
are
all
set
and
good
to
go.
So,
as
I
said,
my
name
is
katie
white.
I'm
a
transportation
planner
in
transportation,
planning
and
programming.
Today's
presentation
for
those
groups,
consideration
and
discussion-
is
our
heat
streets
policy,
update,
there's
a
little
bit
of
history
that
I'm
going
to
go
through
and
then
there's
the
content
of
the
policy
itself
that
we're
going
to
talk
about.
A
So
I
do
have
several
slides
here,
just
as
a
heads
up
we'll
talk
about
the
tap
background
that
led
us
to
creating
an
update
of
the
policy
at
this
time.
Some
of
the
technical
work
involved,
the
content
itself
and
the
new
modal
hierarchy,
one
of
the
most
famous
or
recognizable
features
of
our
complete
streets
policy
is
the
the
triangle
or
the
graphic,
and
we
have
a
new
graphic.
A
The
discussion,
which
I
think
a
lot
of
people
are
looking
forward
to
so
the
tap
is
most
folks
in
this
group
are
aware
adopted
at
the
end
of
2020
and
it
fell.
It
was
the
culmination
of
a
nearly
three
year
process.
We
polluted
three
rounds
of
engagement
to
get
our
new
transportation
action
plan.
So
there
was
a
lot
of
opportunities
for
people
who
provide
feedback
on
the
direction
of
public
works,
the
direction
of
the
city.
A
What
we
should
do
and
how
we
should
do
it
over
the
next
10
years,
and
that's
a
really
big
ask
to
make
when
doing
engagement,
it's
very
open-ended
and
a
lot
of
the
engagement
opportunities.
We
ask
people
to
get
a
little
bit
more
specific,
but
we
just
got
a
whole
gigantic
outpouring
of
feedback
and
comments,
which
was
super
useful.
A
Some
of
that
feedback
was
specific
to
our
complete
streets
policy.
It
was
last
it
was
adopted.
You
know
period,
it
was
adopted
for
the
first
time
in
2016..
It
was
new
to
the
city
at
that
point
and
we
were
doing
this
tap
engagement,
2018
to
2020,
and
we
got
a
lot
of
feedback
on
the
policy
as
part
of
the
the
overall
tap.
So
there
are
a
lot
of
people
who
said
that
you
know
that
the
policy
itself
is
very
important.
A
It's
important
that
we
have
it
it's
important
that
we,
you
know,
live
it
as
a
policy,
but
it
all
the
feedback
also
said.
We
need
to
update
the
complete
streets
policy
to
respond
to
these
trends.
You
know,
scooters
weren't
a
thing
in
2016
and
that's
something
new.
That's
happened
since
2016.,
smaller
delivery
vehicles,
bike
squad,
amazon,
delivery,
those
were
new
since
2016
and
weren't
reflected
in
the
policy.
A
So
there
was
a
lot
of
feedback
that
the
complete
streets
policy
is
important.
We
just
need
to
make
it
stronger
and
update
it
to
reflect
the
times
that
we're
in
today
and
hopefully
prepare
for.
You
know
the
needs
of
the
future
as
well.
So
we
got
feedback
to
minimize
the
role
of
parking
collaborate
with
other
jurisdictions.
You
know
our
complete
streets
policy
applies
to
the
city,
but
other
jurisdictions
do
work
in
the
city.
We
also
had
some
comments
on
winter
maintenance
concerns,
which
was
a
big
deal
in
the
tap
as
well.
A
So
you
know
we
did
all
this
engagement
from
the
tap
and
so
the
feedback
that
we
received
via
the
tab
was
used
as
the
baseline
framework
for
the
policy
update,
and
you
know
the
tap
was
adopted,
but
so
we
aren't
doing
a
very
big
public
set
of
outreach
on
this
update
to
complete
streets,
because
we
did
so
much
feedback
and
we
got
so
much
feedback
as
part
of
the
tap
process.
So
we
wanted
to
respect
the
feedback
that
we
had
already
gotten
about
the
complete
streets
policy
and
not
duplicate
the
work
unnecessarily.
A
So
technically
we
had
a
lot
of
participation
as
well
as
we
got
into
the
nitty
gritty.
A
All
the
public
works,
transportation,
directors
and
administrative
leadership
were
involved
in
developing
the
draft
that
we're
going
to
talk
about
today
and
we
had
a
work
group
which
was
it
consisted
of
a
lot
of
public
works
staff
from
across
public
works.
But
we
also
had
a
lot
of
external
stakeholders
as
well.
In
addition
to
our
usual
suspects
of
metro,
transit,
hennepin,
county
and
mndot,
we
had
representation
from
the
downtown
council,
minneapolis
building
owners,
our
streets
moved
minneapolis
and
the
bac
and
pac
as
well.
A
So
I
wanted
to
call
up
jim
and
alyssa,
specifically
at
one
point:
julia
participated
as
well
from
the
pac,
and
I
there
might
have
been
an
alternate
from
the
bac
who
made
another
meeting
as
well,
but
I
want
to
thank
them
for
their
participation
as
we
got
into
the
you
know,
document
and
draft
review
process.
A
It
started
about
a
year
ago,
and
we've
had
four
work
group
meetings
in
that
year,
time
that
helps
create
the
draft.
That's
in
your
hands
today.
A
So
we've
talked
a
lot
about
the
tap,
but
the
tap
adopted
in
december
of
2020.
You
know
had
a
lot
of
strategies
and
actions
and
one
of
the
many
actions
is.
A
We
will
incorporate
break
freight
micro,
mobility
and
green
infrastructure
into
the
city's
existing
complete
streets
policy.
This
can
be
found
in
our
street
operations
chapter
or
heading
in
the
tap.
You
know
all
of
the
tap
strategies
have
these
graphics
here
that
show
the
support
of
goals.
If
we
do
this,
how
are
we
supporting
our
city
schools
and
then
we
had
a
difficulty
which
we
marked
as
medium
and
a
time
frame.
We
said
we
were
going
to
update
the
complete
streets
policy
soon
within
the
adoption
of
the
tap
itself.
A
So
this
is
one
of
the
first
things
that
we're
doing
living
into
the
vision
of
the
tab.
A
We
had
some
comments
on
construction
impacts
or
detours
for
bikes
and
beds
as
part
of
the
process,
winter
maintenance,
which
came
up
pretty
heavily
during
the
tap.
We
also
got
feedback
that
the
end
of
the
old
complete
streets
policy,
the
2016
version,
had
an
exemption
component.
That
said,
we
will
do
the
complete
streets
policy
in
all
instances
except
when,
and
there
are
a
couple
of
conditions
there.
A
So
we
have
feedback
that
the
exceptions
process
might
not
be
necessary
because
it
had
never
been
invoked
in
the
construction
project
of
the
city
before
we
also
received
feedback
that
there
was
a
desire
from
for
a
definition
of
what
the
complete
streets
process
is
and
distinguishing
between
the
complete
streets
as
a
as
a
noun
as
a
thing
versus
the
definition
of
a
complete
street
process,
and
we
decided
to
go
with
the
process
definition
which
we'll
talk
about
later
and
then
there's
also
a
new
section
on
interpreting
modal
hierarchy.
A
It's
a
new
component
of
the
document.
So
now
I'm
going
to
go
through
a
few
of
the
different
components
and
each
there's
going
to
be
several
slides
here
with
different
themes.
So
I
I
think
I
can
take
questions
now.
I
think
the
agenda
looks
okay,
cursor
millison
can
correct
me,
but
we
it
might
be
easier
to
save
questions
for
the
end.
I
want
to
respect
the
chair
bree
and
what
this
group's
norms
usually
are.
A
A
For
green
storm
water
infrastructure,
you
know
this
is
relatively
new
to
the
city,
we're
incorporating
it
and
everything
that
we
do
with
a
much
higher
standard
for
requirements.
A
Some
of
these
improvements
take
space
in
the
right
of
way
above
ground.
Some
are
below
ground
and
provide
the
benefits
without
people
being
aware
of
them
or
people
noticing
them,
or
you
know
strongly
competing
with
the
spaces
that
the
people
are
using
on
the
street
and
and
again
we
want
to
coordinate
with
the
street
design
guide
on
how
to
integrate
brainstorm.
Water
infrastructure
and
design
features
micro
mobility.
A
A
The
next
few
slides
took
a
little
had
a
few
more
conversations
to
get
to
where
we
landed.
A
The
new
policy,
where
we
talked
about
construction
impacts
and
detours
for
bicycles
and
pedestrians,
says
that
we
will
provide
the
same
level
of
protection
for
people
walking
and
biking
during
construction
as
during
non-construction
conditions,
and
this
is
an
alignment
with
our
tap
street
operations,
strategy,
9
and
a
lot
of
cases.
We
have
used
the
language
from
the
tab
or
closely
followed
the
language
from
the
tab
and
incorporate
it
into
the
complete
streets
policy,
because
it's
not
new.
It's
already
adopted
something
that
we've
committed
to
previously
and
we
can
continue
to
commit
to.
A
A
There
were
some
last
minute
language
changes
on
the
city's
commitment
and
how
we
talk
about
winter
maintenance,
but,
most
importantly,
we
align
with
you
know.
The
complete
streets
policy
now
is
in
alignment
with
the
2018
bicycle
and
pedestrian
winter
maintenance
study
commitments
that
were
made
in
that
document,
which,
of
course,
is
newer
and
different
from
what
we
were
saying
and
talking
about
in
2016,
when
the
first
policy
was
created.
A
The
exceptions
part,
is
you
know
if
you
were
to
create
a
red
line
version.
This
would
be
a
big,
a
lot
of
red
lines
being
struck
out.
We
have
eliminated
the
exemption
process,
it
used
to
say
if
there
is,
for
some
reason,
the
need
to
not
follow
the
complete
streets
policy
that
will
be
allowed,
and
in
the
five
years
since
the
complete
streets
policy
was
adopted.
A
No
one
ever
asked
for
an
exemption.
We
have
been,
you
know,
using
the
trade-offs
and
working
through
design
limitations
and
physical
constraints
for
all
of
our
projects,
since
2016
and
all
of
them,
you
know
we
feel,
have
lived
into
the
spirits
of
the
complete
streets
policy.
Given
these
considerations
and
so
the
the
consensus
was
well,
we
don't
need
an
exemptions
process
because
you
know
sometimes
there
are
things
that
we
can't
physically
do,
and
that
doesn't
mean
that
it's
not
a
complete
street.
A
Even
without
that,
and
so
we
have
removed
the
exemption
process
from
the
policy.
A
We
also
received
some
feedback
that
there
was
a
reference
to
how
the
city
will
use
level
of
service
in
creating
design
solutions,
and
we
have
removed
the
phrase
while
providing
acceptable
levels
of
service
to
all
modes.
A
We
have
instead
added
language
about
the
importance
of
traffic
analysis
and
measurement
tools,
because
we
want
to
understand
the
impacts
of
our
changes
to
the
network,
but
we're
adding
language
recognizing
that
increases
in
delay
for
cars
are
not
the
driving
force
of
design
and
operations
decision
making.
So
that's
pretty
explicit
and
that
I'd
say
is
a
pretty
big
change
from
where
we
were
in
2016..
A
We
have
a
new
definition
of
the
complete
streets
process-
I'm
not
quoting
it
here,
because
it's
actually
a
couple
of
paragraphs.
If
you
look
at
the
first
page
of
the
document,
it's
the
last,
I
think
two
paragraphs
pretty
substantial
language.
This
we
take
no
credit
for
this
is
borrowed
very
heavily
from
smart
growth,
america.
We
have
rephrased
a
couple
of
things
to
make
it
specific
to
the
city
to
make
it
specific
to
a
process
and
we
reordered
things.
A
We
moved
a
comment
about
context-sensitive
solutions,
essentially
from
the
second
paragraph
to
the
first
paragraph.
It's
not
a
perfect
word
for
word,
but
I
want
to
be
very
clear
that
we
did
not
write
it
and
we
want
to
give
credit
where
credit
is
due,
and
we
also
want
to
be
specific
that
we
are
referring
to
a
process
of
how
we
create
a
complete
street
in
our
decision
making,
instead
of
saying
a
complete
street.
Has
these
features?
That's
not
what
we're
doing,
and
that
was
a
pretty
significant
conversation
from
all
of
the
stakeholders.
A
A
A
This
car
is
also
representative
of
one
person
architect
and
also
multi-person
occupancy
vehicles
and
then,
of
course,
the
small
delivery.
Small
delivery
doesn't
always
look
like
this
visually.
It
can
be
private
vehicles
also,
but
it's
not
intended
to
reflect
small
deliveries
and
we
have
large
freight
at
the
bottom.
A
We
do
have
green
storm
water
infrastructure
along
the
side.
This
is
representative
of
its
flexibility.
How
great
stormwater
infrastructure
can
be
incorporated
above
ground
below
ground?
You
could
see
it,
you
might
not
see
it.
It
could
be
something
that
you
think
is
a
amenity
for
pedestrians,
but
really
it's
creating
an
important
physical
piece
of
infrastructure
for
water
treatment,
there's
a
lot
that
it
could
be
and
we
played
around
with
the
idea
of
well.
Is
it
the
second
tier?
Is
it
the
highest
here?
Where
does
that
actually
go?
A
And
so
we
just
wanted
to
be
clear
that
green
stormwater
infrastructure
is
part
of
everything
we
do
and
reflects
real
moods
here,
so
we're
continuing
to
work
in
coordination
with
other
city
plans
and
policy
towards
citywide
transportation
goals.
These
goals
are,
of
course,
transportation
action
plan,
and
so
you
know
they
all
these
documents
work
together.
The
tap
complete
streets
of
policy,
other
city
policy
and
documentation
support
each
other
push
each
other.
A
So
that's
a
very
long
spiel,
there's
a
lot
of
content
to
cover
and
I'm
happy
to
take
questions
now
and
flip
it
back
to
another
slide.
If
people
want
me
I'll
put
that
to
the
hierarchy,
because
it's
really
pretty,
but
I'm
happy
to
take
questions
now
from
the
chair
or
other
folks.
G
Hello
katie.
Thank
you
for
the
nice
presentation.
Could
you
explain
just
a
little
bit
about
how
the
the
complete
streets
and
the
transportation
action
plan
and
the
street
designs
sort
of
interconnect
and
sort
of
the
layering
of
you
know
how
one
works
with
the
other
and
which
superimposes
the
other.
A
Sure
I
I
wouldn't
say
they
superimpose
each
other,
but
they
do
serve
different
purposes.
I
think
the
street
design
guide
I
mean
if
you've
paged
through
it.
It
is
very
specific.
It
talks
about
three
feet
to
five
feet.
It
talks
about
eighteen
inches,
eight
inches,
you
know
it
gets
very
specific,
and
so
we
weren't
going
to
duplicate
that
level
of
vapor
here.
A
So
especially,
I
think
that's
mostly
true
for
the
freight
component,
especially
a
large
freight,
because
there
is
a
lot
of
language
in
the
street
design
guide,
that's
specific
to
large
freight,
and
we
did
not
include
that
level
of
detail
here
because
there's
another
resource
elsewhere
for
it,
and
so
there's
references
to
the
street
design
guide
and
the
importance
of
using
that
when
creating
a
complete
street-
or
you
know
sorry,
we
don't
say
that,
but
the
importance
of
using
the
street
design
guide,
while
you
know
to
facilitate
the
movement
of
these
vehicles,
manage
the
movement
of
these
vehicles.
A
And
so
in
that
respect,
you
know
we
just
want
to
tie
it
together,
because
the
2016
version
of
the
policy
doesn't
talk
about
large
freight
a
whole
lot,
and
so
we
want
to
use
that
signpost
to
direct
people
to
where
there
is
a
lot
more
commentary
on
the
large
rate,
the
tap
in
general.
Well,
the
tap
has
these
large
goals
very
broad
goals
of
equity
and
prosperity
and
everything
and
then
says
specifically
what
we're
going
to
do,
and
one
of
the
things
that
we
said
we
were
going
to
do
was
update
the
complete
streets
policy.
A
F
G
This
policy
here:
how
do
you,
how
do
you
resolve
that.
A
G
No
I'll
try
one
more
time
and
see
if
I
can
it
comes
through
for
you,
I'm
just
asking.
If,
if
you
notice
what
you
perceive
as
a
deep
con
between
these
three
policies,
how
do
you.
D
B
I
just
have
a
question
about
the
new
model
hierarchy
and
I
really
like
it
and
of
course
yes,
it's
pretty,
but
how
are
we
going
to
see
those
new
priorities
change
in
the
street
design?
I
mean
when
I
see
this,
I'm
like
oh,
it
means
that
sidewalks
are
going
to
be
bigger
and
wider
and
then
there'd
be.
You
know,
lots
of
bike
lanes
and
you
know
rapid
bus
transit
and
then
less
space
for
cars.
B
A
Yeah
I'd
say
that
every
project
is
going
to
be
different
and
reflect
the
needs
of
you
know,
engagement
on
those
projects
and
reflect
you
know
the
land
uses
that
are
adjacent,
and
so
we
do
have
our
design
standards.
That
should
not
waver
too
much.
You
know
like
a
six
foot
sidewalk
and
you
know
it's
pretty
standard
across
the
city
and
so
that's
going
to
continue
to
exist.
A
I
think
that
you
know
when
you're
in
a
constrained
right-of-way,
it's
sometimes
hard
to
know
what
you
know
what
is
going
where
and
the
new
modal
hierarchy
will
continue
to
say
that
you
know
these
are
important
features
for
us
and
we,
as
a
city,
are
going
to
prioritize
these
things.
A
We
have
some
language
and
I
didn't
print
it
out
because
I
don't
have
a
printer
at
home,
but
the
the
language
is
fairly
firm
on
saying
that
the
delay
of
cars
is
not
going
to
be
something
we
shy
away
from,
and
so
your
question
is
well.
You
know
it
sounded
like
your
question
was
headed
in
the
direction
of.
Are
we
going
slowly
chip
away
as
facebook
cars,
and
that
might
be
true
because
we're
no
longer
using
the
delay
of
cars
as
as
something
we're
trying
to
avoid?
A
A
We've
got
the
six
foot
sidewalk
design,
and
you
don't
always
feel
that
right.
You
know,
because
we
don't
always
you
know
it's
just
a
harder
thing
to
perceive,
and
so
I
don't
know
that
it's
going
to
feel
like
a
shock
to
the
system.
A
But
it's
going
to
this
reinforces
a
lot
of
questions
that
we've
had
over
the
last
few
years.
People
will
say
we
have
this
complete
streets
policy,
but
do
you
really
mean
it
and
you
have
this
complete
streets
policy
and
well
what
about
you
know
the
taylor,
swift,
16
semi
trucks
that
come
into
town
when
she
performs
at
the
viking
stadium,
and
this
graphic
now
represents
this
is
what
we're
doing
this
is
our
policy.
D
Yeah
sure
I
can
go
ahead
and
read
that
so
it
says
if
there
is
a
perceived
conflict
between
the
complete
streets
policy,
the
transportation
action
plan
or
the
street
design
guidelines.
How
do
you
pursue
a
resolution.
A
Okay,
terrific,
because
I
apparently
can't
turn
off
my
microphone
anymore.
Thank
you
for
the
question
dan.
I
don't
know
that
we're
going
to
see
a
conflict
between
the
complete
streets
policy,
transportation
plan
or
street
design
guide
right
now.
These
have
all
been
adopted
now
within
a
year
of
each
other
within
12
months,
so
they
should
be
fairly
consistent
and
we
wrote
a
lot
of
the
language
so
that
it
mimics
or
outright
copies
each
other.
A
G
G
Is
there
one
that
gets
priority
over
the
other
or
how
does
that
get
worked
out?.
A
Well,
you
know
what
they
say
at
engineering
is
you
can
solve
anything
with
more
time
or
more
more
space
or
more
money
in
our
case
right?
So
I'm
not
sure
what
the
solution
is
going
to
be
in
any
number
of
hypotheticals
that
we
might
encounter
over
the
next
few
years.
I
know
that
green
storm,
water
infrastructure
has
a
huge
host
of
things
and
we
could
make
green
stormwater
infrastructure
invisible.
You
know
and
we
could
make
all
the
space
for
trails
that
we
need.
A
It
would
just
be
more
expensive,
green
storm,
water
infrastructure,
and
so
that's
going
to
be
the
trade-off.
I
think
it's
less
it's
a
little
bit
about
space,
as
you
imagine
you
know,
a
rain
garden
next
to
a
trail
potentially
or
a
eight-foot
trail,
maybe
a
10-foot
trail,
but
then
you
make
the
rain
garden
smaller,
and
so
I
think
it's
less
about
the
space
on
top
and
it's
more
about
the
money
available
and.
E
I
A
Huge
amount
of
flexibility
in
the
green
stormwater
infrastructure,
and
you
know
we-
we
have
a
lot
of
conversations
about
pedestrian
space
next
to
green
space
and
usually
green
space.
A
Next
pedestrian
space
is
a
win
for
both,
so
I
think
that
in
a
constrained
environment,
you
know
we're
saying
the
green
stormwater
infrastructure
is
important,
because
we
have
these
new
regulations
tied
to
our
permit,
and
then
we
also
have
pedestrians
as
the
number
one
in
our
priority,
and
so
I
think
that
those
two
are
probably
going
to
routinely
be
the
most
important
components
and
rarely
be,
and
I
think
that
they'll
just
learn
to
close
this-
that
way.
G
Thank
you
I
I
I
hear
you
on
that
and
I
guess
what
I
have
just
been
somewhat
observing
recently
or
in
recent
projects.
Hennepin
hennepin
avenue
being
one
lowry
being
another
37th
being
another.
Is
that
in
order
to
get
in
order
to
get
stormwater
infrastructure,
we
have
to
sacrifice
elements
of.
G
Bicycles,
but,
and-
and
I
find
that
disturbing-
and
I
I
don't
know
if
you
can
solve
I'm,
not
asking
you
to
solve
it
tonight-
I'm
just
saying
that.
There's
a
perception,
at
least
for
me,
that
sheridan's
past
and
bike
facilities
are
getting
getting
pitted
against
pedestrians
and
and
stormwater,
and
I
find
that
unfortunate
and
I
don't
know
how
to
resolve
it
when
I'm
confronted
with
it
and
it
it's
bothersome.
A
Sure
yeah,
you
know
you've
heard
more
about
those
projects
than
I
have.
I
think
we
do
get
stuck
because
lowry
is
a
county
facility
and
they
don't
have
you
know
they
have
their
own
complete
streets
policy,
not
ours
and
they're.
Certainly
following
us
on
the
green
stormwater
component,
and
so
I
think,
there's
a
very
steep
learning
curve
for
everybody
in
the
city,
especially
and
then
also
for
our
external
partners,
who
have
to
learn
to
live
with
our
requirements
on
that
too.
J
Oh
yeah
hi.
Thank
you.
Thank
you,
hi
katie.
Thank
you
for
the
presentation.
My
question
is
also
sort
of
a
round
of
for
the
money
in
space.
They
said
so
now.
I'm
talking
and
I
I
know
there
was
some
language
in
the
computer
policy
around
parking.
But
even
the
question
is:
is
there
do
you
feel
the
policy
enables,
or
do
you
feel,
there's
more
appetite
in
the
city
for
more
carefully
evaluating
needed
parking
and
higher
technology
parking?
J
People
will
tend
to
think
less
about
something
but
screen
outputs.
Neither
there's
a
there's
a
calculation
I
think
in
it.
It
feels
like
it's
important
to
start
to
train,
I'm
actually
calling
in
from
brooklyn,
which
is
just
astounding.
I
mean
there
are
commercial
districts
here
that
always
have
weird
parking
and
there's
always
you
know
a
couple
spaces
available,
because
it's
nice
and
I
don't
see
that
like
along
hennepin
avenue,
you
know-
I
don't
I
don't
see
you
go.
You
have
a
block
from
hampton
you've
got
free
parking
as
opposed
to
meter
parking.
J
A
Yeah,
we
didn't
get
into
that
little
detail
for
the
complete
streets
policy.
However,
I
know
that
the
transportation
action
plan
does
have
a
couple
of
actions
specific
to
parking,
so
those
will
be
separate
initiatives
led
by
other
folks
and
that's
definitely
something
we
want
to
continue
the
conversation
on
over
the
next
10
years.
Yes,.
A
Yeah-
and
you
know
the
graphic
you
know,
the
the
car
is
representative
of
moving
cars
and
parked
cars
and
just
deprioritizing
all
uses
of
that
automobile.
F
B
There
we
go
chris,
do
you
want
to
do
the
cip
or
phillips
tap
next.
J
In
berkeley,
which
is
really
quite
remarkable,
we
all
know
you
know,
we've
heard
stories
and
seen
pictures
it's
it's
the
bicycle
infrastructure
walk
infrastructure,
number
of
pedestrians,
bikers
busers,
walkers,
it's
and
and
parking
meters.
It's
really
quite
a
pleasant
place
to
move
around
distinctly
lower,
vmt
and
and
quieter.
So
that's
that's
the,
but
they
started
they
started
way
early
and
they
had.
J
You
know
this
kind
of
rock
star
group
of
sort
of
land
use
people
who
prepared
a
pattern,
language
several
hundred
patterns
for
creating
livable
cities-
and
you
really
see
those
patterns
played
out
in
parts
of
berkeley,
so
kind
of
exciting.
Anyway,
on
to
the
transportation
action
plan
which
covers
so
I
so
I'll
make
sort
of
observations.
What
I
glean
from
this
work
comments
for
about
10,
minutes
or
less
and
then
we'll
take
questions,
comments
comments.
J
So
as
we
all
most
of
you
know
who
who
were
on
the
bac
this
was.
The
plan
was
adopted
in
december
2020.
It's
a
10-year
plan,
it's
an
action
plan.
So
under
seven
topics
there
are
six
strategies
and
under
each
strategy
there
are
specific
actions.
Sometimes
it's
study
investigate,
but
a
number
of
the
actions
are
implement
or
or
do
sometimes
coordinate.
So
the
we're
talking
about,
obviously
transportation,
covering
what
I
gathered
was
22
of
the
land
in
minneapolis.
The
gross
land
area.
22
is
public
right
away,
so
that's
roads.
J
J
I
think
what
I,
what
I
think
is
the
sort
of
the
meta
message
is
that
this
is
a
plan
that
really
is
helping
us
design
and
use
streets
as
a
platform
for
adding
adding
value
to
so
adding
value,
so
building
wealth
and
health,
so
personal
public
health
wealth
in
terms
of
what's
along
the
street,
because
we're
not
talking
about
an
interstate
where
it
sort
of
doesn't
matter.
J
What's
on
other
side
of
an
interstate,
if
there's
no
intersection,
you
can't
get
off,
there's
no
interaction
between
that
transport
of
materials
and
people
and
the
land
uses,
but
in
in
minneapolis
we're
talking
about
streets,
and
why
are
we
moving
around
on
streets?
It's
to
engage
with
the
land
uses,
so
this
and
I
think
the
design
topic
or
chapter
in
the
transportation
action
plan.
F
J
Is
the
closest
talking
about
how
streets,
transportation,
moving
materials?
People
really
facilitates
health
and
wealth?
So
so
I
found
it
personally
very
very
exciting.
There
are
seven
topics,
the
sort
of
obvious
ones.
You
know
bike,
walk
transit
freight.
Those
are
four,
then
there
and
then
there's
street
operations
and
technology.
So
those
are
the
topics,
and
so
today
I'm
talking
about
the
design
ones.
There
are
six
strategies
in
the
in
the
transportation
action
plan
in
the
other
topic.
J
Sometimes
there
are
11
strategies,
but
here
there
are
six
strategies
for
the
design,
topic
or
chapter
two
of
them
deal
with
and
truly
are
those.
How
do?
How
does
the
street
facilitate
types
of
wealth
so
and
health,
so
greening
the
streets
and
incorporating
carbon
reduction
design
elements?
J
Those
are
two
of
the
six
strategies:
fostering
vibrant
public
spaces,
a
key
in
terms
of
design,
the
one
that's
sort
of
done
is
develop
a
street
design
guide,
that's
the
first,
the
six
strategies
and
then
the
last
two
are
used
designed
to
street
design
to
improve
transit,
something
since
minneapolis
doesn't
own
its
own
buses,
we're
influencing
the
other
other
agencies,
the
metropolitan
council
and
then
the
last
one
is
sort
of
an
administrative
one
seeking
design
exceptions
when
dealing
with
other
jurisdictions
or
really.
J
So
as
a
as
I
said,
there
are
actions
under
each
of
the
strategies
I'll
quickly
run
through
those
for
each
action.
There's
a
level
of
difficulty
noted.
Is
this
an
easy
action
to
achieve
in
10
years,
although
a
time
frame
of
less
than
10
years
is
often
specified,
degree
of
difficulty
is
is
noted,
and
then
how
is
this
specific
strategy
action,
supportive
of
other
actions
and
strategies
in
the
transportation
action
guide?
So.
J
And
supportive
of
specifically,
you
know:
safety,
prosperity,
mobility,
climate
equity,
those
are
the
ones
that
jumped
out
so
so
so
any
questions
just
right
off
the
bat
on
that
sort
of
the
overview
and
the
what
I
gathered
from
it.
J
If
there's
nothing
so
looking
at
the
six
strategies,
so
starting
at
the
top,
so
develop
a
street
design
guide.
So
this
is
you
know.
The
heart
of
this
is
street
typologies,
which
we
read
most
about
in
the
comprehensive
minneapolis,
2040
comprehensive
plan
and
street
topology
deals
with
you
know
widths
and
curve
bulbs
and
curb
cuts
and
signage
and
all
those
physical
elements
and
what
type
of
space
is
a
particular
street
moving
through.
And
what
do
we
call
that
so
developing
the
guide?
J
I
guess
developing
or
refining
the
complete
streets
checklist
to
align
with
the
street
design
guide,
which
was
a
my
understands.
The
street
design
guide
was
adopted
also
in
2020.
I
think
it's
2020..
One
of
the
also
I
think
quite
significant
in
the
in
this
in
this
first
design
strategy
is
that
there
be
developed
guidance
for
use
of
curb
space,
in
particular
thinking
about
freight
drop,
offs
street
art
transportation.
J
Automated
vehicles
uber
lyft,
so
so
that's
an
emerging
issue
and
so
having
that
as
a
specific
action
is
great
fostering
second
strategy,
fostering
vibrant
public
spaces.
There
are
actions
around
plazas,
open
spaces,
benches
public
art,
parklets,
george
floyd
square
is
specifically
called
out,
decreasing,
curb
cuts.
I
know
there
is
a
city
ordinance
about,
I
think,
only
sort
of
grand
parenting
in
existing,
like
you
know,
mcdonald's
type,
fast,
food,
curb
cuts
and
then
carfrey
streets.
J
So
those
are
the
actions
under
fostering
vibrant
public
spaces
which
again
streets
as
as
facilitating
the
livable
community
that
we
want
to
want
to
create
greening
the
streets.
Let's
see
so
we're
talking
about
yeah
we're
talking
about
decreasing
sort
of
carbon
potential
through
increasing
material,
longevity
decreasing
simply
the
amount
of
pavement
and
then
also
looking
at
sending
in
something
so
so
very
specific
actions
that
we
will
be
able
to
tell
what
sort
of
progress
we've
made
at
the
end
of
ten
years.
J
I'm
sorry
I
switched
that
on
that
was
incorporating
carbon
reduction
design
elements
into
city
infrastructure
projects,
so
that's
the
sorry
materials
pavements
and
sense
helping
so
the
green
in
the
streets.
So
this
is
sort
of
green
infrastructure.
Stormwater
infrastructure
actions
here
are
around
sort
of
investigating
testing
implementing
soil
additives,
partly
for
sort
of
sequestering
carbon,
but
improving
the
longevity
of
additions
like
trees,
which
we
all
know
the
example
of
a
tree,
gets
planted
into
a
terrible
little
coffin
and
it
dies
three
years
later
and
has
to
be
replanted.
J
So
investigation
of
soil
additives,
placing
sort
of
sort
of
gr
sort
of
sort
of
biophilic
elements
where
where
people
are
to
again
sort
of
enhance
the
livability
of,
for
example,
transit
stops
and
then
here
is,
as
katie
mentioned,
specific
action
about
placing
trees
in
under
utilizing
underutilized
parking
spaces.
And
hopefully
I
think
this
would
lead
into
you
know
all
those
private
parking
spaces
which
were
developed
under
the
sort
of
the
rigid
parking
code
before
city
minneapolis
dropped
parking
parking
minimums.
J
So
it
feels
like
a
very
important
action
again
where
we
can
really
measure
what
sort
of
action
accomplishments
we've
taken
the
using
street
design
to
improve
transit.
J
That
strategy
has
three
actions:
adapting
streets,
adapting
streets
to
better,
facilitate
transit,
looking
working
with
metro,
transit
to
develop,
safer
transit
stops
and
then
increasing
wave
findings
so
that,
if
you're
not
at
a
stop-
or
you
don't
know
where
trends
are
out,
might
be,
there's
better
way
finding
to
getting
you
to
the
ability
to
use
transit
and
then
the
last
strategy,
the
whole
design
exceptions.
This
is
really
dealing
with
trying
to
collaboratively
work
with
influence
other
jurisdictions,
so
their
actions
around
the
four
actions
in
this
strategy.
J
So
specifically,
some
called
out
specific
parcels
to
work
with
mndot
in
terms
of
reclassifying
and
there's
a
description
of
types
of
streets.
J
There
there's
an
action
around
working
with
msa
rules
so
that
we're
not
always
asking
for
exceptions
and
then
simply
evaluating
the
need
for
variances
as
street
projects
to
go
forward.
J
B
Thanks
so
much
phil
yeah
there's
a
lot
in
there.
J
G
Hi
phil,
thank
you
for
your
presentation.
This
I
just
have
been
scanning
quickly
as
you've
been
speaking
the
the
tpa
and
it
looks
a
little
different
than
what
I
remember
it
being
say
a
year
ago.
I
might
have
missed
something
I
may
not
have,
but
it
does
look
a
little
different
and
kind
of
graphically
kind
of
ties
in
with
what
katie
presented
today,
with
black
dots
that
represent
different
things.
G
One
thing
which
I
earlier
had
been
I
found
interesting
and
something
worth
noting
was
an
area
that
talks
about
the
actions,
and
I
can't
find
it
in
this
during
this
meeting.
But
I
know
that
when
I
looked
at
wayfinding
and
wayfinding
was
something
that
was
an
important
thing
to
me
and
I
think
an
important
thing
for
minneapolis
to
realize
that
the
action
about
wayfinding
didn't
begin
until
three
years
after
passing
the
tpa-
and
I
think
that's
you
know,
2020
we're
two
years
into
it.
G
We
haven't
heard
about
wayfinding
and
I
think
that's
something
that
somehow
easily,
which
I
find
trying
to
go
through
this
document
online
is
difficult
to
do,
is
to
start
to
line
up
the
things
and
when
the
due
dates
of
when
these
different
things
are
starting
and
ending-
and
you
know
maybe
chris
has
some
information
that
he
can
share
with
us
on
that,
and
I
have
a
question
in
the
in
the
chat
too,
that
you
can.
D
D
G
D
Dan,
just
one
one
quick
clarification,
so
it
probably
seems
like
a
while,
because
we
worked
on
the
tap
for
a
really
long
time,
and
this
group
had
a
lot
of
back
and
forth.
It
has
been
actually
less
than
a
year
since
we've
officially
passed
it,
so
it
was
december
of
2020,
so
we're
still
in
the
first
year
of
that
in
in
terms
of
like
when
it
says
zero
to
three
years.
D
Four
to
six
or
I
forget
the
exact
four
to
seven.
I
think
it
is,
however,
they
break
that
down
and
and
part
of
what
we've
been
doing,
which
is
kind
of
starting
to
roll
out
internally
is
really
like.
Obviously,
it
was
a
huge
lift
to
get
all
this
work
into
the
tap
and
to
complete
the
tap
itself.
What
we've
been
doing
is
really
breaking
out.
Okay.
D
Now,
how
do
we
do
this
and
meet
all
those
guidelines
and
for
council
at
least
like
we've
committed
to,
I
believe
it's
every
two
years
so
like
at
the
end
of
next
year.
There
will
be
a
whole
report
on
all
that,
so
at
the
very
least
like
this
group
and
the
public
in
general,
we'll
get
an
update
on
where
we're
at
as
a
whole,
with
all
those
different
types
of
strategies
and
actions.
With
that
I
I
can't
commit
to
that
being
any
more
or
less
or
any
more
frequent
for
this
group.
D
It
might
be
I'm
just
not
sure
how
that'll
work
out,
but
just
a
a
couple
notes
on
that.
That
said,
I
mean
if
wayfinding
is
still
something
you
want
to
push
us
to
like
work
on
now
and
move
forward
and
make
sure
that
we're
highlighting
you
still
have
every
every
right
to
bring
that
up
as
something
you
want
to
want
to
focus
on.
So
just
just
some
added
context.
There.
Yes.
G
Yes,
thank
you.
I
realize
that,
and
my
concern
is
that
we
are
putting
in
bike
boulevards
and
we
are
putting
in
different
bike
facilities
right
now
that
and
have
been
put
in
since
in
the
last
few
years
that
are
kind
of
condemned.
They
won't
see
any
of
these
things
because
they're
tied
to
a
street
reconstruction.
G
So
when
will
those
actually
happen?
If
they
will
happen?
Is
anybody
looking
at
that
and
those
are
grave
concerns
for
projects
that
are
that
are
in
the
process?
Right
now
is
that
they
are
being
left
out
of
this,
and
there
is
no
plan,
there's
nothing
to
go
back
and
take
a
look
on
how
to
put
those
things
in
once.
You
figure
it
out.
D
Yeah,
I
think
that's
a
good
comment
to
bring
forward,
as
as
we
do
start
to
work
on
the
wayfinding
aspect
and
like
bring
that,
through
this
group,
bringing
up
like
how
do
we
get
make
up
for
all
the
projects
we've
already
made
and
not
just
have
it
just
be
projects
that
are
moving
forward
and
and
to
your
comments.
So
the
comment
in
the
chat
is
just
about
the
aaa
network
and
and
apparently
having
some
some
trouble
online
accessing
accessing
it.
I
did
just
try
it
dan
and
I
seem
to
be
accessing
it.
D
Fine,
I
know
earlier
it.
Maybe
it's
something
with
your
internet
connection.
Now
it
wasn't
the
volume
earlier
it
was
breaking
up
a
little
bit
so
so
maybe
those
things
are
are
related,
but
if,
for
whatever
reason
that
keeps
happening,
let
me
know-
and
I
can
see
if
there's
anything
on
the
back
end-
I
manage
that
online
map,
so
I
can
mess
with
that.
If
needed,.
G
J
You
know
you
know
it
seems
to
me
that,
where
wayfinding
appropriately
shows
up
under
the
transit
strategy,
it's
it
feels
like
it
absolutely
would
be
par
or
should
be,
and-
and
I
haven't
looked
at
the
street
design
guy,
but
it
certainly
should
sort
of
wayfinding
for
all
modes
should
be
in,
should
have
a
place
in
the
street
design
guides
and
certainly
for
certain
street
typologies.
You
really
do
want
to
help
people
yeah
find.
Where
is
a
bikeway
a
greenway,
a
transit
stop
lrt
so
yeah.
J
This
is
maybe
one
of
these
just
emerging
areas
where
we
need
policy
guidance,
but
then
there
is
right
going
back
to
projects
that
are
already
done,
where
maybe
the
opportunity
was
missed
to
help
people
feel
like
oh
I'm,
driving
and
parking.
But
I
oh
there's
a
walk.
There's
a
greenway
and
oh
there's
like
maybe
I
could
have
used
another
mode.
J
I
mean
I
mean
that's
what
for
me,
that's
what
a
lot
of
what
wayfinding
does
is
it
prompts
you
to
realize
that
maybe
you
didn't
have
to
use
a
car,
so
it's
a
good
area
to
pay
attention
to.
E
B
I
Just
to
add
to
that
it
I
looked
at
it
on
a
phone
recently
and
it
does
come
up,
but
it's
not
coming
up
on
like
my
work
computer.
So
I
wonder
if
it's
like
a
windows
thing.
D
Yeah
I'll
thanks
for
letting
me
know
that
it's
at
least
more
than
one
person
I'll
I'll,
see
if
there's
anything
I
can
do
and
yeah
wes.
That
might
be
the
case
that
something's
just
messed
up
on
some
windows
server
who
knows
but
but
yeah
I'll,
take
a
look
thanks.
B
B
Decision
making,
whatever
you
know
whatever
was
before,
and
how
to
update
that,
even
though
you
know
all
I'm
assuming
the
outreach
and
all
the
things
were
approved,
but
yeah
how
to
go
back
and
make
sure
because
yeah
there
is
that
delay
of
like
okay.
Well,
you
have
this
great
new,
complete
streets
guide
or
whatever
you
just
you
know
built.
B
G
Funding
yet
we
don't
know
what
wayfinding
is
available
and-
and
we
fall
back
to
that-
well,
we're
not
going
to
address
wave
finding
for
three
years
into
the
tpa.
I
think
so
it's
a
it's
a
frustrating
thing
and
as
a
user
and.
G
Support
some
greenways
and
facilities
that
are
coming
up
right
now.
D
And
it
it's
breaking
up
again,
dan,
at
least
for
me.
I
caught
some
of
that,
but
not
the
not
the
whole
thing.
A
G
Let
me
try
this
one
more
time.
How
does
that
sound
cool?
Okay?
For
some
reason,
my
I
deleted
my
sound
a
little
bit
and
it
I
was
trying.
H
B
B
B
Okay,
cool
yeah
does
anyone
else,
have
any
comments
or
questions
about
design
and
tap
as
well.
H
D
That
the.
D
Yeah,
that
just
means
it's
secure,
which
is
which
is
kind
of
weird
but
I'll
I'll
I'll
check
I'll
I'll
see.
If,
like
I
don't
have
that
at
all.
Thanks
I'll
take
a
look
at
that.
I
B
Good
investigation,
janice
and
everyone
yeah,
let's
see,
okay,
well,
let's,
oh
mother
and
okay
go
dan,
go
so
dan
writes
a
concern
about
wayfinding
is
projects
like
37th
avenue,
which
has
a
line
item
for
wayfinding
in
its
regional
solicitation
grant,
but
the
city
will
not
address
wayfinding
for
a
few
years
in
the
tap.
So
what
happens
here.
D
Yeah,
I
think,
ultimately,
because
we
haven't
addressed
it
at
a
system-wide
with
the
transportation
action
plan.
What
I
found
for
the
action
looks
like
it
was
a
four
to
seven
year
out
thing,
but
perhaps
there's
a
different
one,
that's
related
to
the
one
to
three
years,
but
that
would
mean
that
it
would
be
handled
on
a
project
by
project
basis
and
dan.
I
know
that
you're
you've
been
involved
in
that
project
and
talking
to
forest,
but
really
it
would
be
more
of
a
kind
of
situational.
B
Cool,
so
we
will
move
on
to
the
next
agenda.
Item,
see,
there's
a
comment.
Let
me
see
if
okay
dan
says
thank
you
chris.
B
So
next
up
is
the
cip
and
the
bac's
focus
on
equity
and
engagement
with
our
discussions
over
the
last
year.
The
documents
included
in
the
agenda
has
the
resolution.
From
last
year,
2021
and
20,
through
2026
capital,
budget
requests
and
budget
planning
steps,
yeah
we're
getting
a
little
bit.
B
Earlier
in
this
process
and
thinking
about
it
and
you
know,
for
capital
projects.
B
It
is
interesting
to
me
to
like
know
what
is
under
that
umbrella,
and
I
think
we
tried
to
do
that
with
the
resolution
last
year
of
like
kind
of
more
overview
and
then
down
into
more
specific
asks
and
then
also
commenting
about
the
process
as
well.
Chris,
do
you
have
things
to
start
off
start
us
off
with.
D
Yeah,
so
I
think
kind
of
the
vision
for
today
is
just
to
have
more
of
a
high
level
discussion
where
people
can
ask
questions
about
the
cip
process
and
throw
out
just
kind
of
brainstorm.
What
you
all
would
like
to
see
or
like
to
touch
on
in
general,
so
I
mean
we've
talked
a
little
bit
with
the
tap
conversation
about
some
of
the
things
you
all
would
like
to
highlight
or
like
push
public
works
to
do
which
we
can
build
off
that
or,
if
there's
other
specifics.
D
I
think
one
topic
in
particular
that
brie
and
heather
brought
up
as
we
were
planning
for
this
meeting
is
just
like
what
does
it
mean
to
address
equity,
potentially
like
equity
and
engagement
in
our
cip
and
and
what
does
that
look
like
from
like
a
capital
perspective,
and
I
think
the
resolution
last
year
sort
of
touched
on
some
of
that
stuff
a
little
bit
and
we
had
some
conversations,
but
it
was
a
little
bit.
D
I
don't
know
they're
just
challenging
conversations
to
have,
so
we
wanted
to
give
more
space
for
that
next
month.
As
of
now
at
least
it
could
change.
But
what
we're
playing
as
of
now
is
next
month,
mike
samuelson,
who
came
for
the
cip
stuff
last
year,
he's
our
our
staff
will
be
coming
as
well
as
trey
joyner.
D
To
talk
about
some
of
the
ways
wanted
to
just
give
a
general
update
on
the
cip,
but
then
also
potentially
to
focus
a
little
bit
more
in
on,
like
how
they're
thinking
about
equity
and
the
ways
that
we
can
sort
of
adjust
our
approach
to
be
more
equitable.
There's
also
other
things
like
the
20-year
streets
funding
plan,
which
some
of
you
may
know
a
little
bit
about
which
is
sort
of
related
to
the
cip.
But
it's
not
exactly
the
cip.
D
It's
kind
of
its
own
separate
thing
about
where
we
put
our
money
that
we
get
from
the
cip
and
how
we
rank
projects
and
things
like
that,
and
that
has
to
do
with
equity
as
well.
In
terms
of
what
data
we
look
at
and
how
we
prioritize,
where
projects
go
so
yeah,
I
guess
just
generally
kind
of
opening
up
like
brie
said
we're
early
in
the
process
this
year.
So
there's
no
bad
questions.
D
Anything
that
you
want
to
put
out
there
and
just
wonder
aloud
with
the
group
as
to
whether
it's
something
we
want
to
ultimately
put
into
our
cip
resolution
and
try
and
push
public
works
to
take
a
new
approach
or
a
different
approach
or
specific
type
of
thing.
That's
kind
of
what
we're
thinking.
J
Sure,
thanks
breed
yeah
thanks
chris,
I
think
for
me
the
the
most
useful,
and
this
is
really
sort
of
a
process,
sort
of
admin,
suggestion
or
thought.
But
for
me
the
the
most
useful
way
for
us
all
to
quickly
understand.
Are
we
moving
from
such
a
sort
of
pure
road
car
centric.
J
Transportation,
capital
improvement
budget
to
more
a
more
balanced
system
is
to
have
you
know,
sort
of
maps
graphs
I
mean
it
was
it's
always,
of
course,
very
useful
to
see
a
map
of
the
city,
and
you
know
where
you
know
in
2022.
Where
are
we
doing
the
repaving,
but-
and
I
know
we
talk
about
sort
of
how
much
money
goes
for
bike-
walk
projects
like
transit?
How
much
goes
for
road
projects
we
know.
Sometimes
a
road
project
has
bike
transit
elements.
J
I
think
just
better,
and
maybe
it's
you
know-
maybe
it's
just
so
much
work,
it's
difficult
to
get
deeper
than
what
has
been
done
in
the
past.
But
for
me,
just
you
know,
kind
of
bars
showing
you
know.
What's
what
happened
last
year?
What
what?
Where
the
money
is
plan
to
go
in
the
next
year
in
the
next?
J
You
know
two
to
five
years:
more
sort
of
visual
graphics
so
that
we
can
again
sort
of
see
if
we're
if
the
sort
of
the
needle
is
being
moved,
that
that's
that's
just
our
cluster
of
issues
that
I
think
about,
and
it's
it's
partly
because
when
when
we
engage
any
type
of
public
you
know
visuals
are
just
so
you
know,
visuals
are
just
so
important
and
it's
just
really
it's
hard
to
look
at
a
long
list
of
you
know:
amounts
spent
typed
in
street
addresses
names
of
projects.
J
D
And
I
should
say
I
I
appreciate
that
comment
and
like
another
useful
thing
today
is
like
if
there
are
any
other
just
like
questions
that
you
want
to
prep
to
have
the
cip
team
be
ready
or
things
like
phil
just
said
of
like
what
you
want
to
hear
from
them.
I
think
that's
just
as
useful
as
talking
about
like
brainstorming,
what
you
all
want
in
the
cip
this
year.
B
Man
dan
wrote
it
would
be
worth
reviewing
the
2021
capital
long
range
committee,
comments,
recommendations
and
public
input
as
well
yeah.
I
think
the
link
that
was
included,
which
I
had
never
seen
of
the
keller
budget-
requests
for
2021
through
2026
yeah.
It
is,
it
looks
like
it's
just
links
to.
F
C
K
The
problem,
so
it
it
seems
like
it,
so
I,
like
phil's,
suggestion
a
lot.
K
I
do
wonder
if,
like
what
the
metric
is
that
we
should
be
asking
to
see-
and
it
seems
like
the
thing
we
care
about-
really-
is
the
like
pace
of
change,
the
pace
of
bike
infrastructure
being
built,
and
it
seems
like
in
order
to
to
measure
that
we
would
have
to
have
an
idea
of
like,
what's
the
end
state
that
we're
trying
to
get
to,
and
then
what
is
the
trajectory
that
we
would
have
to
hit
every
year
to
to
put
ourselves
on
a
path
to
actually
getting
there
over
the
course
of
the
of
the
tap?
K
So
if
you
know,
if
we
had
the
network
and
and
were
measuring
ourselves
by,
you
know
whether
we
were
hitting
what
we
would
have
to
hit
in
terms
of
in
terms
of
building
the
network
out
to
actually
get
it
built
by
the
time
we
said
we
were
going
to
get
it
built.
Does
that
make
sense,
yeah.
D
You're,
probably
aware
that
robin-
and
I
know
we
tracked
that
by
a
year
and
made
sure
that
we
hit
goals,
and
I
can
also
say
that
at
our
current
funding,
I
believe
we've
done
this
analysis,
it
it's
coming
from
somewhere
in
the
deep
in
my
brain,
but
like
the
current
funding,
we
have,
we
wouldn't
complete
the
triple
a
network
in
10
years
at
base
level
funding
and
that
may
have
already
changed
a
little
bit
based
on
cip
but
as
like
a
year
ago.
I
believe
that
was
true
but
yeah.
D
B
And
I
think
that
is
oftentimes
the
disconnect
with
the
money
which
we've
mentioned
before
so
yeah
super
helpful.
So
lots
of
graphs
and
colors.
B
Anything
else
about
the
cip.
We
have
about
10
more
minutes
to
fill
our
hour
and
a
half
planned
meeting.
I
mean
chris.
What
would
be
helpful
for
you
know,
sam
and
trey,
because
I
mean
what
we've
been
talking
about.
So
much
is
about
how
to
put
at
the
forefront,
equity
and
engagement
in
these
processes
of
projects.
B
And
how
things
do
get
funded
as
well,
but
I'm
still
not
100
clear
how
the
cip
can
be
utilized
to
do
that.
Just
based
on
the
process
of
it.
D
Yeah-
and
I
mean
I
guess
what
would
be
helpful-
is
for
individuals
or
like
as
a
group
to
just,
if
there's
a
clear
ask
for
what
you
all
want
to
see
in
regards
to
like
equity
engagement
and
the
changes
like
I
I
I
think
what
would
be
helpful
is
like
identifying
those
and
then
what
we
can
do
is
help
you
figure
out.
If
that's
something
that
fits
in
the
cip
or
if
that's
something,
that
we
need
to
address
a
different
way
and
and
the
route
that
like.
D
If,
if
no
direction
or
no
specific
questions
related
to
equity,
specifically
come
from
this
group,
then
I
think
the
the
direction
that
mike
and
trey
will
go
is
that
there
are
a
couple
things
that
they're
thinking
so
they'll
just
more
kind
of
present.
What
they're
planning,
which
may
spark
some
comments
from
this
group.
B
B
Those
folks-
and
it
doesn't
seem
like
the
cip,
like
at
least.
D
Yeah,
so
for
for
transportation,
specifically
that's
kind
of
where
the
the
20-year
streets
funding
plan
ties
into
the
cip.
So
what
the
20-year
streets
funding
plan
does
is
like
identify
how
we
pick
the
projects
that
end
up
but
being
resurfaced
or
reconstructed
and
there's
a
portion
in
there
where
we're
looking
at
data
of
like
community
demographics,
income
and
race,
and
things
like
that
that
help
figure
that
out.
So
I
I
can
ask
them
to
maybe
like
give
a
little
more
background
on.
D
What's
in
that
now,
and
that's
also
something
that
we're
kind
of
reevaluating
is
like
the
20-year
streets
funding
plan
and
how
we
use
those
metrics
and
how
we
evaluate
success
right
right
now,
we're
very
like
acp
50,
driven,
which
is
the
areas
of
concentrated
poverty
where
50
or
more
of
the
people
are
people
of
color
and
it
it
kind
of
breaks,
but
very
specific
parts
of
the
city
you're
either
in
the
acp-50
area
or
not,
and
we're
moving
away
from
that.
For
a
number
of
reasons.
D
I
think
we've
spoken
a
little
bit
about
that
before,
but
so
like
that's
a
place
where
the
bac
could
have
some
influence.
In
kind
of
thinking
through
how
we
effectively
prioritize
our
money
in
the
cip
to
reach
to
reach
folks
in
an
equitable
way,.
B
B
D
Yeah
so
like,
if
you
go
down
to
the
second
page
on
the
public
public
works,
it
says
street
paving
and
then
those
are
all
the
different
programs
that
you've
you've
probably
heard
us
talk
about
these
so
like
each
given
program
is,
is
gonna
have
a
pot
of
money
where,
like
we
have
a
little
bit
more
leeway
on
a
year-to-year
basis
to
do
our
analysis
to
figure
out
what's
gonna,
be
resurfaced,
anything
that
says
like
dowling
avenue
or
hennepin
avenue.
That's
a
specific
reconstruction
project.
D
So
yeah,
that's
a
little
bit
of
a
cue
on
on
kind
of
how
to
read
this.
It
is
a
ton
of
information
and
it's
six
years
and
like
yeah,
it's
a
lot.
It's
a
lot
of
stuff.
B
Yeah,
I
mean
it's
interesting
how
it's
broken
down
like
this,
because
you
don't
really
see
like
what
phil
mentioned
and
also
just
like
for
where
you
know
these
projects
are
located.
It's
like
you
kind
of
need
a
google
map
to
understand
like
how
many
projects
are
in
one
area
versus
the
other
neighborhoods
yeah.
You
must
have
that
something
like
that.
Chris
right.
D
Yeah
we
do-
and
I
can't
remember
if
I
feel
like
someone
was
working
on
a
public
version
of
that.
I
don't
know
if
there
is
one
or
not,
but
but
yeah
like
for
any
given
resurfacing
year,
there's
like
a
map
that
goes
along
with
it.
B
D
Yeah
and
our
our
cip
team
gives
a
report
to
council
every
year
on.
I
think
it's
called
the
your
your
city
or
streets
report
where
they
break
down
like
the
mileage
of
how
much,
as
I
said,
acp
50
areas
has
been
the
main
thing
that
we've
used
so
they'll
say,
like
five
miles
of
streets
were
resurfaced
within
acp
50
areas,
whereas
like
25
miles
on
the
whole
city,
or
something
like
that.
D
J
Phil
yeah,
I
you
know
I
had
as
a
totally
different
small
little
topic
if
we're
just
about
ready
or
before
we
adjourn.
J
Go
oh
yeah.
Well,
it
says
it's
a
really
simple
one.
So
I
was
over
at
malcolm
yards,
this
new
sort
of
eatery
beverage,
the
old
harris
canvas
warehouse
by
the
surly
brewery
in
southeast
and
wonderful,
interesting,
great
fun,
and
I
was
like
totally
shocked
when
it
opened
and
there
was
not
a
single.
I
think
this
even
showed
up
in
the
newspaper,
it's
like
where
the
hell,
it's
like
all
these
bicycles,
where
my
bicycle
they're
all
changed,
trees
and
lampposts
and
so
forth.
J
So
I
was
just
a
little
surprised
that
a
project
would
get
so
far
as
to
open
up
without
any
bicycle.
I
think
they
said
sure
we'll
add
them
in
a
few
weeks,
but-
and
maybe
that's
just
fine
and
reasonable,
but
I
I
guess
I
was
a
little
surprised
and
is
it
is
it
that
developers
blow
this
stuff
off
or
that
or
that
I'm
just
curious?
J
Why
malcolm
didn't
open
with
adequate
bike
parking
on
day?
One.
B
J
K
Want
to
hear
robin
answer
your
so
so
two
things
for
you:
one
is
they've,
got
temporary
racks
up
now,
yeah,
okay
and
the
other
is
so.
What
I've
heard
from
john
wall,
who
is
the
owner
of
the
of
the
place,
is
that
they
have
them
on
order
and
they've
got
like
serious
backups
in
bike
rack
production.
At
this
point
now.
K
Getting
some
kind
of
special
bike-
rack,
that's
harder.
You
know
like
that,
has
their
logo
in
it
or
something
they
might
be,
so
that
might
be
part
of
what
is
contributing
to
the
to
the
length
of
time
but
yeah
they
they.
K
They
are
well
aware
that
that
this
has
been
a
black
eye
for
them
and
even
kind
of
like
I
I've
seen
them
proactively,
saying
to
folks
and
we're
getting
by
cracks.
B
Yeah
I
mean
in
construction
for
developments
like
that
bike.
Parking
is
usually
the
last
thing
that
goes
in
on,
like
the
project
timeline
and
so
that
lines
up
with
ordering-
and
you
know
they
probably
ordered
them
way
in
advance
and
yeah.
I've
heard
from
my
bike
parking
contacts
as
well
that
yeah
the
supply
chain
is
still
messed
up
because
of
covid
due
to
you
know,
folks,
being
sick
or
labor
shortages,
or
you
know
just
shipping
things
but
yeah.
It
reminds
me
of.
B
I
think
I
think
in
case
I
feel
like
this
happens
a
lot
of
times,
and
I
think
it
is
because
bike
parking
is
one
of
the
last
things
to
be
installed
in
development,
but
yeah.
I'm
glad
people
call
it
up,
usually.
J
B
Well,
they
probably
should
there's.
I
remember
going
the
day
that
it
opened
for
lunch,
so
yeah,
and
I
noticed
that
too
yeah
cool
anything
else
from
folks
that
they
want
to
share.
D
I'll
I'll
voice,
what
what
dan
just
put
in
the
chat,
because
it
is
pretty
awesome,
the
four
to
three
conversion
on
lindale
between
roughly
broadway
and
plymouth
in
north
minneapolis,
looks
awesome
and
it
got
installed
like
a
week
ago
and
it
just
it.
I
I
don't
know
what
the
actual
dimensions
are
it
feels
like
it
must
be
like
10
foot
lanes
or
like
10
and
a
half
like
even
the
middle
turning
lane.
D
It
just
looks
very
narrow
and
nice
and
there's
buffered
bike
lanes,
I'm
not
sure
if
they're
gonna
end
up
being
protected
or
not.
I
think
I
think
they're
still
kind
of
figuring
out
that
detail.
But
there's
a
two
foot
buffer
looks
looks
good.