►
Description
Additional information at
https://lims.minneapolismn.gov
A
B
Okay,
this
is
the
bicycle
advisory
committees,
engineering
subcommittee
meeting
and
this
meeting
may
involve
remote
participation
by
members,
either
by
telephone
or
other
electronic
means
due
to
the
local
public
health
emergency
novel
coronavirus
pandemic.
Pursuant
to
the
provisions
of
minnesota
statutes,
section
13
d,
zero,
two
one.
So
with
that
our
agenda
is
going
to
begin
with
the
37th
avenue
reconstruction
and
with
forest
hardy,
mr
mahari
and
mr
f
eleven.
I'm
sorry.
C
Thanks
dan,
can
everybody
hear
me?
Okay,
I
know
my
speaker's
been
cutting
out
lately,
all
right
casey.
Do
you
have
the
presentation.
C
You
might
remember
before
we
brought
this
to
vac
and
we're
between
a
bike
bike
trail
in
the
north
versus
the
south
side
and
we'll
talk
through
some
of
the
benefits
to
that
and
reasoning
behind
why
we
chose
the
north
side
with
that
casey,
you
want
to
take
it
away.
D
Sure
thanks
forest
hi,
I'm
casey
atkins.
I
am
a
multi-modal
design
engineer
with
seh
and
we're
assisting
the
city
with
the
design
of
this
project,
so
we're
going
to
step
through
the
layout
in
the
10
minutes
that
we
have
here
so
as
we
go
through.
If
you
have
have
questions,
feel
free
to
interrupt
me,
but
if
you
would
also
like
to
save
them
till
the
end
feel
free
to
do
that
as
well.
D
As
forrest
mentioned,
we
are
looking
at
adding
a
shared
use
trail
on
the
north
side
of
the
road
along
37th
avenue.
Some
of
those
one
of
those
main
reasons
is
to
connect
to
existing
trails
on
the
west
side
of
central
avenue,
as
well
as
there's
a
trail
on
the
north
west
side
of
stinson
avenue
to
really
reduce
the
need
for
people
to
cross
37th
avenue
multiple
times
in
order
to
make
that
connection
at
central
avenue
here,
you'll
see.
One
thing
that
I
do
want
to
note
is
central
at
37th
avenue.
D
D
One
thing
that
we're
looking
at
is
those
truck
turning
movements
on
here
using
the
minneapolis
street
design
guide.
That
was
just
released,
as
you
can
see
here.
Some
of
those
impacts
are
that
we
are
modifying
curbs
on
central
avenue
in
order
to
accommodate
those
larger
vehicles
and
using
this
as
a
truck
access
route
at
37th.
We
are
looking
at
adding
left
turn
lanes.
D
As
we
step
along
the
corridor
we'll
head
to
the
east,
something
that
we
are
considering
here,
some
feedback
from
the
pac
was
to
consider
a
painted
crosswalk
for
this
location
here
at
tyler
street.
So
that's
under
consideration
we're
having
further
discussion
about
that
along
the
entire
corridor.
We
have
a
10
foot
wide
shared
use
trail
and
where
we
can
in
most
instances
we
have
a
9
foot
wide
boulevard
for
snow
storage,
as
well
as
to
get
some
green
storm
water
infrastructure
along
the
corridor.
D
D
As
we
step
along
the
north
side,
we
do
have
some
elevation
considerations
that
we
need
to
take
into
account.
So
there
are
some
proposed
retaining
walls
along
the
north
side,
just
to
help
us
be
able
to
get
that
trail
in
and
get
that
clearance
for
anyone
biking
or
walking
along
there
I'll
step
down
here
all
right
and
then,
as
we
move
toward
johnson
street
again
we're
looking
to
add
those
left
turn
lanes
at
johnson
street
from
that
safety
perspective.
D
We're
looking
at
pulling
that
trail
back
just
slightly
here
in
order
to
get
some
better
pedestrian
ramps
in
through
here
and
we're
exploring
a
raised
crossing
at
johnson
street
with
columbia,
heights
and
minneapolis.
D
And
then
we
are
also
looking
at
pulling
the
sidewalk
back
just
at
johnson
street,
because
right
now,
it's
right
up
against
the
motor
vehicle
travel
lanes
just
to
create
some
more
buffer
space
in
that
intersection.
Reconstruction
I'll
pause
here
for
a
second
before
we
go
on
to
the
next
page,
any
questions
so
far.
D
All
right,
as
we
step
along
the
corridor
here
again,
holding
that
9
foot
wide
boulevard,
10-foot
shared
use,
trail
one
thing
to
notice
because
we're
nine
feet
away
from
the
motor
vehicle
lanes.
We
should
have
plenty
of
space
to
hold
the
trail
at
that
sidewalk
level
elevation
at
most
of
these
driveways
without
the
need
to
dip
down
as
we
as
people
who
are
biking
cross.
The
driveways.
D
As
we
get
to
hart
boulevard,
we're
looking
at
adding
a
left
turn
lane
into
into
the
northbound
hart
boulevard,
because
there's
some
multi-family
housing
as
well
as
senior
housing
up
here.
In
addition,
there
are
transit
stops
so
we're
looking
at
adding
a
pedestrian
refuge
island
at
this
location
so
that
we
can
accommodate
anyone
taking
transit
that
might
want
to
cross
the
street
in
order
to
get
to
speedway
or
some
other
destinations
on
the
south
side
of
the
road.
D
Another
thing
to
note
at
this
particular
location
is
that
we
are
looking
at
a
six
foot
wide
median
from
back
of
curb
to
backup,
curb
and
we're
looking
at
that
mainly
to
hold
these
curb
radii
a
little
bit
tighter
for
anyone
making
these
turning
movements
and
again
considering
that
raised
crossing
at
hart
boulevard,
just
knowing
that
that
there
might
be
a
higher
volume
of
motor
vehicles
crossing
at
that
location.
D
The
other
thing
to
note
here
is
metro.
Transit
is
considering
37th
avenue
northeast
as
a
possible
future
brt
route,
so
our
design
is
proposing
an
11
and
a
half
foot
wide
boulevard
at
this
transit
stop
so
as
not
to
preclude
future
brt.
We
won't
actually
implement
the
station
and
everything
that
goes
along
with
it,
but
if
they
decide
to
implement
brt,
they
can
do
so
in
the
future.
D
All
right
and
then,
as
we
go
south
we're
at
this
there's
a
center
left
turn
lane
here
here
at
37th
place.
We
heard
back
from
the
public
that
they
really
wanted
to
keep
this
open,
especially
with
the
trains
that
are
crossing
37th
here.
So
what
we've
done
here
is
we've
looked
to
t
up
this
intersection
pull
the
trail
back
a
little
bit
just
to
try
to
get
more
of
a
protected
intersection
crossing
and
again
we're
exploring
that
raised
crossing
at
this
location.
B
E
Yes,
I
just
had
a
question
if
you
can
scroll
back
to
the
previous
sheet
and
thank
you
so
much
for
a
really
thorough
presentation.
I
I
just
have
a
few
questions
about
the
distance.
I
guess
I
have
a
little
bit
of
a
concern
that
motorists
might
pull
a
head
out
in
front
of
some
of
these
crosswalks
that
are
pulled
back
away
from
the
intersection
and
I'm
wondering
if
there's
any
sort
of
mitigation
or
design
considerations
there.
E
Just
in
case
you
know,
drivers
who
might
want
to
like
turn
right
on
red,
potentially
either
pulling
through
or
not
all
the
way
through,
maybe
blocking
those
crossings.
You're.
E
Also,
the
trail
crossing
yet
37th
place.
D
37Th
place
so
we've
designed
this
it's
actually
about
18
feet
back
to
the
trail
and
with
that
that
raised
crossing
would
come
down
even
even
closer
to
the
intersection.
D
So
with
that
a
a
typical
motor
vehicle
will
be
able
to
address
the
trail
cross
the
trail
and
then
come
up
and
stop
here
at
the
stop
bar
without
their
back
end
hanging
out
in
there
now
there.
This
is
a
bus
route,
so
the
bus
would
probably
would
impact
this
right,
but
we've
looked
at
it
and
it
won't.
It
won't
impede
the
entire
trail
crossing.
D
So
if
there
is
someone
biking
along
here
that
they
could
still
get
around
the
back
side
of
a
bus
at
johnson
street,
it's
a
little
bit
trickier
just
because
we
don't
have
as
much
space
to
work
with
you
know.
So
things
that
we
we
could
consider.
We
haven't
had
a
lot
of
conversation
about
yet
would
be
you
know,
maybe
the
possibility
of
restricting
rates
on
red
or
again,
you
know
we
can
look
at
what
that
motor
vehicle
looks
like
here,
just
as
to
how
much
they
are
impeding
the
trail
or.
E
Okay
and
then
there's
a
follow-up
question
to
that,
because
just
thinking
about
particular
instances
where
I've
been
sort
of
caught
off
guard
so
like
say
if
I
was
using
the
shared
use
path
and
I'm
heading
east-
and
there
is
a
driver-
who's
pulled
a
head
on
johnson
who
wants
to
turn
right
on
red,
but
maybe
the
left-hand
turn
lane
that's
eastbound
on
on
37th
is
trying
to
take
a
left.
They're
not
gonna,
see
me
enter
the
crosswalk
if
I'm
entering
behind
a
car
or
a
motorist,
that's
pulled
ahead
of
that
crosswalk.
E
G
Yeah,
my
my
question
is
about
mckinley
street.
G
So
if
you
want
to
scroll
to
that
area
so
that
that's
one
of
the
only
streets
here
that
kind
of
dead
ends
into
this
corridor
there,
there
is
a
sidewalk
connection
to
37th,
but
there's
not
really
a
bike
connection
at
all
to
37th-
and
I
know
in
in
northeast
we're
kind
of
void
of
water
bodies.
Lakes.
I
mean
we
have
the
river,
but
we
don't
really
have
lakes
and
to
get
up
to
like
silver
lake.
It's
kind
of
going
through
this
area.
G
Stinson
is
kind
of
horrible
for
biking
on
around
here,
so
mckinley
is
kind
of
like
the
next
one
in
so
I
think
it
would
be.
It
would
be
helpful
to
be
able
to
access
37th
from
mckinley
from
up
on
on
a
bike,
and
maybe
that
sidewalk
can
turn
into
a
a
shared
use
trail
on
the
south
side,
for
just
like
that
short
distance
to
the
intersection
with
stinson,
so
that
people
could
like
get
up
to
that
trail.
A
little
bit
further.
G
Yeah
either
that
way
or
to
the
other
way,
you
know
either
either
spot
I
mean
you'd
have
to
backtrack
a
little
bit
to
go
to
the
to
the
crossing
of
37th
place,
but
at
some
spot
to
be
able
to
cross
37th
and
then
to
continue
going
north
onto
the
shared
use
path.
That's
a
long
distance
into
the
north.
D
Yeah
and
and
one
of
the
reasons
we
chose,
the
the
trail
in
the
north
was
because
we
had
more
space
in
order
to
make
this
a
bit
more
perpendicular
to
that
rail
crossing
on
the
south
side.
We
really
don't
have
that
unless
we
take
a
look
at
purchasing
right-of-way
in
order
to
do
that,
so.
F
H
H
I
I
just
I
I'm
not
I'm
not
sure
why
we
don't
just
have
the
like.
I
like
the
offset
protected
concept,
but
why
do
we?
Why
do
we
want
cars
to
be
able
to
like
that,
doesn't
feel
normal
to
me?
It
doesn't
feel
right
like
why
can't
we
just?
Why
can't
we
just
treat
that
like,
like
the
other
intersections,
bring
it
closer
instead
of
having
the
stop
bar
in
space,
you
know
kind
of
like
cadence
was
talking
about
I'm
just.
D
One
thing
on
this
particular
location
is
the
concern
of
when
there
is
a
train
blocking
this
location
when
there's
a
train
blocking
this
37th
place,
acts
as
an
outlet
to
motor
vehicle
drivers
and
they
well
in
existing
conditions,
because
it's
not
seat
up
people
are
flying
through
here
and
not
taking
that
time
to
stop
and
look
for
anyone
walking
along
here.
D
I
had
someone
come
pretty
close
to
me
when
I
was
out
here
in
existing
conditions.
So
with
that
being
said,
you
know
in
teeing
it
up,
that'll
help
slow
motorists
down,
and
then
we
also
thought
pulling
this
one
back
made
sense
just
because
of
how
it
acts
as
that
outlet
for
the
trail,
so
that,
if
someone
does
get
in
here
and
a
motorist
happens
to
come
through,
they
can
sit
here
and
fully
have
their
vehicle
in
here
without
the
back
end
sticking
out.
D
But
we've
had
multiple
iterations
and
we'd
love
to
hear
thoughts
on
it.
H
I'll
I'll
just
say
this
once
and
then
maybe
maybe
connect
you
know
with
the
next
opportunity,
but
I
feel
like
the
I
feel
like
offsetting.
A
little
bit
is
what
you
want,
but
I
feel
like
it
loses
value
when
there's
so
much
room,
but
you
know
between
the
stop
bar,
because
I
feel
like
most
of
the
protected
intersection
graphics
that
I
see
the
stop
bar
is
you
know
on
on
the
other
side
of
the
raised
portion?
So
I
I
guess
I'm
just
I
don't
know
that's
what
I
would
recommend.
I
bring
it
even
closer,
but.
D
D
A
there's,
a
sweet
spot
right
for
a
protected
intersection,
design
best
practices
are,
are
saying:
six
to
16
and
a
half
feet,
so
we
could
pull
it
a
few
feet
even
closer
to
37th
the
raised
crossing.
We
were
just
trying
to
get
a
little
more
space
with
that,
but
you
know
that's
another
option
as
well.
There's
another.
F
H
B
Okay,
I
think
I'll
take
a
stab
at
it.
Thank
you
for
providing
this
presentation.
It's
the
first
one
that
I
think
that
the
bac
has
seen
where
we
can
actually
have
some
conversation
about,
and
I
think
it's
a
bit
a
ways
away
from
something
that
I
would
find
acceptable.
B
As
you
said
that
this
plays
a
lot
to
columbia
heights,
which
I
think
is
fine.
I
can
understand
connecting
the
west
and
the
north
routes.
B
Both
those
routes,
unfortunately,
did
not
read
as
a
shared
use
trail
and-
and
that
is
a
problem
and
unfortunately
I
think
we're
continuing
that
problem
by
saying
we're
going
to
make
this
a
10-foot
trail
with
when
we
have
more
than
adequate
enough
room
to
get
12
feet
or
more,
to
make
this
a
reasonable
shared
use
trail
that
people
are
not
going
to
be
bumping
into
this
very,
very
important
section
between
stinson
and
central
avenue,
and
so
you
know,
I
see
a
lot
some
attempts
here
to
pull
together
things
for
columbia
heights.
B
This
is
a
seven
million
dollar
federal
effect.
You
know
regional
solicitation,
minneapolis
and
columbia
heights
are
doing
an
additional
1.4.
On
top
of
that,
there
are
definitely
pieces
that
are
about
bike
infrastructure
in
here
that
I
don't
think
are
being
talked
about,
such
as
pedestrian
lighting,
which
is
a
500
000
line
item
and,
quite
frankly,
I
think
you
need
to
come
back
and
address
some
of
those
situations
when
we
have
a
chance
to
speak
when
there
are
not
six
other
projects
on
on
the
list.
So.
B
Yeah,
there's
a
500
000
line
item
in
the
in
the
federals
in
the
regional
solicitation
grant
that
was
submitted
by
the
city
of
minneapolis,
and
you
know,
a
lot
of
these
intersections
are
dark.
If
you
look
at
what
was
put
on
the
west
side
of
central,
none
of
those
intersections
were
treated
as
dark.
It's
a
daytime
only
trail
that
that
a
bicyclist
would
be
very
frustrated
because
there's
not
enough
room
to
be
able
to
maneuver
with
mixed
use
and
a
10-foot
trail
does
not
do
that.
B
You're
gonna
center,
something
that
somebody
down
the
middle
of
that
and
you're
just
gonna
you're,
creating
conflict
between
users.
So,
where
you've
got
this
type
of
space,
you
really
need
to
be
looking
at
a
12-foot
trail.
That
thing
needs
to
be
striped.
Those
intersections
need
to
be
tabled.
They
need
to
be
marked
across
the
thing.
So
it
reads
like
a
trail.
D
B
That
would
be
good
to
be
able
to
come
back
and
to
be
able
to
show
that
because,
as
you
know
in
the
solicitation
grant,
it
was
also
going
to
be
on
the
south
side
of
minneapolis
yeah
right
now.
This
is
not
reading
anything
for
minneapolis.
I've
heard
a
lot
about
improvements
for
columbia
heights,
but
I
can
say
the
same
thing
to
get
across
to
get
to
this
trail
system
from
stinson
from
polk
from
hayes
from
fifth
everything.
I
J
I
About
that
it
sounds
like
maybe
some
of
the
concerns
about
the
pet
lighting
were
answered,
but
we
we
do
just
need
to
move
on.
So
thank
you
casey
for
presenting
this
and
sorry
we
yeah
we,
we
just
don't
have
enough
time.
We
don't
have
enough
time.
D
Yeah,
I
just
one
one
thing
before
we
go
because
I
don't
think
I
address
it
very
well
that
with
the
green
infrastructure,
the
pedestrian
scale,
lighting
and
all
of
those
options,
we
are
looking
to
balance
both
sides
of
the
road.
It
won't
just
be
the
trail
side
that
gets
all
the
trees
and
the
greening,
and
you
know
the
minneapolis
side
gets
nothing.
We
really
are,
as
we
move
forward
are
really
going
to
look
to
balance
that,
but
again
those
other
other
things
that
you
commented
on.
D
B
B
C
K
C
I
have
to
do
it
just
like
this
nathan
kimmer,
also
helping
us
with
community
outreach,
is
zan
associates
and
tool,
design
groups
helping
us
with
some
of
the
graphics
and
other
support
staff
project
goals
are
to
improve
safety
for
the
most
vulnerable
users
of
the
street,
including
our
students
that
are
biking
and
walking
in
the
area.
C
C
Some
of
the
items
we're
looking
at
implementing
are
many
traffic
circles
planted
areas
that
have
raised
circle
area
in
the
middle
of
the
intersection
that
we've
used
in
the
past.
A
lot
of
our
bike,
boulevards.
C
And
then
we're
looking
at
implementing
some
raised
crossings.
These
will
be
raised,
such
as
a
speed,
hump
kind
of
raised
in
the
street,
with
pedestrians
moving
across
the
intersection
in
a
raised
fashion.
We've
done.
C
C
C
So,
coming
from
the
west
to
the
east
and
this
layout,
we
have
a
connection
with
the
queen
bike
boulevard
at
queen
avenue
no
treatments
there
might
be
doing
some
pet
ramps
there,
but
no
treatments
in
the
street
penn
avenue
was
recently
rebuilt.
C
So
we're
not
doing
any
treatments
there
at
penn
avenue
at
that
crossing
oliver
in
newton,
we
would
propose
to
do
many
traffic
circles
at
that
location
as
kind
of
a
gateway
effect
coming
from
the
west
into
the
neighborhood
at
north
commons
park
at
morgan
and
and
the
west
and
james
to
the
east.
We're
looking
at
doing
raised
crossings
moving
from
north
to
south
across
16th
avenue,
to
provide
a
better
treatment
for
that
movement
for
students
coming
from
north
high
to
the
park.
C
Students
actively
do
use
the
park
for
after
school
sports
activities
and
that
kind
of
thing,
so
that
movement,
especially
at
james,
is
pretty
important
in
the
center
of
the
park
area.
We're
looking
at
doing
speed,
humps
near
logan,
avenue
and
knox
avenue
coming
from
the
east
into
the
neighborhood
about
irving
and
gerard
we're.
Looking
at
doing
many
traffic
circles
there
to
slow
down
traffic
at
intersections.
C
As
kind
of
a
gateway
effect
into
the
neighborhood
there
and
some
storm
water
bump
outs
in
between
those
two
traffic
circles
at
the
intersection
of
fremont,
which
is
a
major
intersection
to
the
east,
we're
looking
at
doing
a
rapid
flash
beacon
which
would
be
to
aid
students
across
that
major
street
from
east
to
west.
C
C
So
that
in
general
is
the
30
plan
that
we
would
be
presenting
to
council
later
this
summer,
we'd
have
more
detailed
intersection
drawings
with
that
that
we're
producing
as
we
speak
and
we'll
hopefully
have
some
of
those
for
a
comment
at
our
open
house.
Either
later
this
week,.
J
C
J
Okay-
and
my
next
question
is:
do
the
school
buses
use
this
route.
C
C
No
we've
run
turning
movement
diagrams
and
we
don't
expect
them
to
have
any
problem
with
the
roundabouts.
We
have
other
bike
boulevards
in
the
city
where
it's
no
issue.
F
B
Okay,
this
is
dan
miller
I'll,
go
ahead.
Just
a
comment
on
the
south
side
of
north
commons
park.
You've
got
three,
I
think,
there's
speed
humps.
This
is
a
an
interesting
section.
I
wish
I
knew
a
little
bit
better,
but
part
of
the
park
here
doesn't
have
a
sidewalk
on
it,
so
it's
kind
of
like
a
it
goes
into
the
park
and
then
it
towards
the
western
half.
It
comes
back
out,
but
there
are
some
access
points
there
for
the
neighborhood
at
those
streets.
B
I
am
wondering,
instead
of
speed
bumps
if
a
possibility
of
bump
outs
along
that
curb,
wouldn't
better
kind
of
close
things
down,
identify
where
the
parking
areas
are
and
rather
than
a
speed
bump
that
just
you
know
kind
of
I
don't
know
it's
just
yeah,
so
that
difference
and
the
other
question
that
I
I
do
have
a
little
bit
about
this,
and
it
concerns
the
toolkit
that
that
we
are
using,
which
is
fine,
but
I
think
it's
also
showing
some
some
ways
that
we
should
be
thinking
about
improving.
B
B
Some
of
the
thinking
that's
going
on
around
the
north
side,
greenway,
where
we
actually
close
down
parts
of
these
streets,
and
that
was
referenced
in
one
of
the
comments
on
coming
up
on
north
commons
park
by
matthew
hendricks.
Who
can
speak
to
it
better
than
me?
So
I'm
just
I'm
just
when
I
look
at
this
other
than
the
traffic
circles.
B
This
is
in
the
traffic
circles
and
the
speed
bumps
that
section
between
pen
and
and
tenth
is,
you
know,
is
kind
of
open
and
I
would
like
it
to
look
greener
and
I
don't
know
how
to
do
that.
But
it's
I
just
wish
that
we
we
could
calm
it
down
and
make
it
more.
Park-Like.
B
C
Sure
I
think,
speed
humps,
you
know
they're
they're,
not
a
sexy
treatment
but
they're,
something
that
is
effective
at
slowing
down
traffic,
it's
kind
of
a
go-to
item
in
our
tool
kit.
We
don't
do
them
too
often,
but
I
think
in
a
wide
open
area,
like
you
have
between
the
two
between
adjacent
to
the
park,
it's
one
of
the
more
effective
treatments
that
is
in
a
wheelhouse.
C
I
think
wayfinding
is
something
that
we're
going
to
explore
with
final
design,
we're
looking
at
maybe
making
connections
with
queen
avenue
and
emerson
fremont
and
pointing
people
that
way
at
those
locations.
But
we
just
don't.
We.
B
Great
thank
you.
We
have
cadence
on
the
list
here.
E
Yeah
I
had
questions
in
forest.
Maybe
this
is
the
more
detailed
design
of
the
mini
roundabouts,
but
I
was
wondering
like
if
you
know,
dimensionally
how
they
would
compare
to
some
of
the
many
roundabouts
in
like
the
marcy
holmes
neighborhoods,
for
instance,
or
the
one
that's
down
on
17th
avenue
in
south
minneapolis,
if
they
would
be
generally
that
size
or
or
smaller,
just
the
example
picture.
You
showed
a
pretty
small
traffic
circle,
so
I'm
just
trying
to
gauge
like
what
that
what
that
looks
like
for
this
particular
corridor.
C
Right
yeah,
I
don't
know
exact
dimensions.
We
would
want
to
design
it
enough
to
where
we
can
get
school
buses
around
them,
but
you
know
big
enough
to
where
we're
actually
slowing
down
vehicles,
so
there's
that
sweet
spot
in
between
those
two
things
so
and
we're
likely
rebuilding
corners.
A
lot
of
these
intersections
as
well
with
the
pedram
so
we'll
make
sure
to
tighten
up
those
radii
and
such
as
we're
rebuilding
them.
K
Hi,
thank
you
yeah.
I
just
wanted
to
note
that
I
think
the
most
exciting
part
of
the
plan,
at
least
from
my
perspective
when
it
was
presented
last
time
around,
was
the
closure
of
the
streets
that
connected
the
high
school
with
north
carolina's
park,
and
I
understand
that
maybe
you
know,
may
feel
like
a
big
step
to
take,
and
there
may
be
concerns
around
that.
So
I'd
recommend
that
the
city
explore
doing
a
temporary
closure.
K
Just
so
folks
can
have
a
chance
to
experience
it
and
see
what
the
pros
and
cons
are
in
real
time
and
if
it's
done
temporarily
and
there
are
more
disadvantages
than
benefits,
then
it
can
be
quickly
and
easily
removed
as
well.
But
I
wanted
to
note
this.
This
idea
of
connecting
a
school
to
a
park
is
not
it's
nothing.
New.
K
K
I'm
sorry
city
view
school
is
connected
to
perkins
hill
park
and
then
jenny,
lind
elementary
school
is
connected
to
bohanan
park
and
50th
avenue
was
closed
in
order
to
make
that
connection
happen,
and
I
think
the
the
dynamic
when
parks
are
connected
to
schools
is
that
it's
a
really
helpful
benefit
to
the
school
to
have
that
access
to
green
space,
and
I'm
I'm
simply
not
aware
of
very
many
instances
where
schools
or
parks
are
requesting
that
the
roads
that
were
closed
between
them
be
reopened.
K
I
think
once
it
happens,
the
benefits
generally
are
seen
to
overwhelmingly
outweigh
whatever
you
know.
The
cost
was
for
that
change,
and
so
still,
though,
I
think
doing
something
here,
that's
reversible
would
make
sense
to
honor
and
respect
the
concerns
that
are
out
there.
So
that's
my
main
comment.
I
think
that
would
be
a
very
effective
way
to
reduce
volumes
on
the
street
and
make
it
much
more
comfortable
for
people
to
to
use
it
for
biking
and
walking.
So
I
hope
the
city
will
add
that
back
into
the
the
options
being
explored.
C
Thanks
matt,
you
haven't
respond
to
that.
I
think
the
the
rationale
behind
choosing
another
route
there,
and
not
not
closing
out
that
portion
of
the
street
is
due
to
the
large
footprint
of
north
commons
park
and
the
many
truncated
streets
that
are
already
in
the
area.
C
Traffic
and
access
would
likely
be
detrimented
in
the
area
and
another
thing
is
the
the
volumes
along
16th
avenue
are
kind
of
well
within
the
bike
boulevard
recommendations
by
nacto.
So
it's
not
it's
not
a
matter
of
trying
to
reduce
the
amount
of
traffic
volume
in
the
area.
I
So
I
I
do
need
to
cut
us
off
and
move
us
on
to
the
next
item.
One
thing
for
us
before
you
leave:
I'm
not
sure
if
you
want
a
resolution
from
either
of
your
past
two
items.
I
Time,
good,
okay,
and
so
in
the
in
that
case,
we
we
don't
really
have
time
to
craft
those
online
right
now.
So
if
anyone
wants
to
speak
up
right
now
and
volunteer
to
write
a
draft
and
bring
it
to
the
full
that'd,
be
great
otherwise
dan
and
I
will
figure
out
how
to
bring
that.
I
Forward-
and
I
think
dan
you
were
thinking
about
taking
the
lead
on
the
37th
one-
is
that
right.
B
I
can
do
that,
yes,
and
if
any,
the
the
crux
of
this
is
to
do
these
these
resolutions,
they
need
to
be
in
millicent's
hands
by
friday
at
around
one
o'clock
that
it
needs
to
preferably
get
to
me
before
that
time,
but
if
anybody's
interested
in
working
on
either
of
these,
please
contact
me
and
we'll
figure
out
what
to
do
or
how
to
go
forward.
Thank
you
all
right.
We're
on
to
the
franklin
avenue
franklin
resurfacing,
bikeway
with
amy
morgan.
H
I
think
I
think
he
skipped
one
or
is
that
am
I
looking
at
it
wrong?
No
you're
right,
matthew,
oh
okay,.
H
The
2022
hennepin
county
h
safety
project,
you
called
by
roll
okay,
so
this
is
a
fairly
rare
opportunity
where
I
get
to
present
something
to
the
committee,
although
I'm
going
to
immediately
hand
it
off
to
our
awesome
friends
at
hennepin
county,
but
it's
still
exciting
for
me.
So
just
a
bit
of
context,
this
is
an
hzip
project.
Oligoloki
offer
lobby
and
kelly
augusto
are
going
to
present.
H
I'm
very
excited
about
this
project.
I
think
they've
been
doing
fantastic
work
engaging
with
the
city
on
this,
so
I
want
to
thank
them
for
that,
and
then
I
also
want
to
know
the
reason
that
I'm
on
it.
I
took
over
for
abdullahi
who
has
left
the
city
and
that's
why
I
am
on
it
so
with
that.
I
think
I'll
turn
it
over
to
ologoki
to
give
us
some
more
information.
M
Awesome,
thank
you
very
much
matthew
appreciate
it
good
evening.
Everyone,
my
name,
is
olago
kayafa
labi
with
philippine
county,
I'm
the
county's
project
manager
for
the
2022
highway
safety
improvement
project
in
the
city
of
minneapolis.
It's
a
it's
an
instruction
project,
five
intersections
in
total,
and
it's
actually
slated
for
a
2023
construction.
M
So
I'm
just
going
to
go
over
quickly
the
concept
at
each
of
the
sections
and
if
you
have
any
questions
as
I
present,
please
feel
free
to
ask,
or
you
can
just
ask
right
after
the
presentation,
so
I'll
get
started
here.
M
So,
as
I
mentioned
earlier,
it's
five
total
intersections
the
first
one
at
cedar
and
lake
street,
the
remaining
four
intersections
along
42nd
or
second
42nd
21st
and
42nd,
it's
on
the
sixth
and
42nd,
and
columbus
and
42nd,
and
it
will
be
a
2023
construction
so
just
to
go
over
the
layout
here
so
on
syrian
forces
on
cedar
and
lake
street.
Currently
there
are
three
curve
extensions
at
three
of
the
corners
of
the
intersection,
so
the
hc
project
will
be
adding
a
fourth
club
extension
at
the
southwest
corner
right
here.
M
We
would
also
be
upgrading
the
pad
ramps,
as
well
as
adding
aps
to
the
signals
and
adding
push
buttons
to
the
to
the
applications
and
would
also
be
restri.
I
would
also
be
restriping
the
crosswalk
marking
for
better
visibility
and
that's
pretty
much
all
we
are
doing
at
this.
On
a
section,
I
would
mention
that
there
is
also
a
coordination
with
metro
transit
for
the
b
line
project,
addison
section
as
well,
so
that
coordination
is
also
going
on
with
the
eight
zip.
M
The
next
intersections
are
along
42nd
and
the
first
one
here
is
a
cedar
and
42nd.
This
intersection
is
currently
a
two-way
undivided
for
this
project.
I
mean
for
this
project
that
is
in
the
section
we
will
be
adding
a
dedicated
left-hand
link
and
the
reason
for
that
is
at
a
2019
engagement
with
the
standish
ericsson
group.
M
The
biggest
comments
and
biggest
concern
we
got
at
this
intersection
was
left-handed
vehicles,
conflicting
with
pedestrians
and
bicyclists,
so
to
address
that
we'll
be
adding
a
dedicated
left-hand
line
with
some
modifications
to
the
signals
to
better
protect
pedestrians
and
basically
added
to
that
would
be
doing
chrome
extension
to
further
reduce
the
crescent
distance,
as
well
as
having
a
bike
bend
out
for
a
protected
bike
facility,
adding
intersection.
M
We
would
also
be
restricting
this
crosswalk
markets
with
better
visibility,
as
well
as
restricting
the
larry
configuration
due
to
the
addition
of
the
left.
Also
we'll
be
adding
push
buttons
to
these
intersections
as
well,
so
both
signalized
intersections
will
be
having
push
buttons
and
aps
are
gone.
The
next
intersection.
M
Oh,
I
should
also
mention
that
we
would
also
would
also
stripe
the
on
road
bike
facility
as
well
to
better
dedicate
that
on
42nd
and
21st.
The
remaining
three
intersections
along
for
the
second
are
not
are
not
signalized,
so
they
do
get
a
different
treatment
from
the
stigma
on
42nd
and
21st.
M
We
are
putting
in
a
medium
through
the
intersection,
the
biggest
comments
we
got
on
these
on
the
sections,
especially
21st
and
26th,
where
drivers
making
left
turns-
and
you
know
conflicting
with
pedestrians,
as
well
as
drivers,
not
waiting
and
bypassing
drivers,
waiting
to
make
a
left
or
using
the
bike
lane.
So
to
address
some
of
these
comments,
we've
got
back
in
2018.
M
We
are
introducing
a
curb
through
the
intersection
and
converting
these
intersection
from
a
writing
right
out.
This
then
reduces
the
conflict
points
from
32
to
four,
which
better
improves
the
safety
of
these
intersections
added
to
that
will
be
having
median
refuge
for
patients
to
wait
while
crossing.
So
it
takes
away
the
need
to
cross
two
lanes
so
that
way
they
have
the
opportunity
to
wait
as
they
cross
through
each
lane,
we'll
also
be
upgrading
the
pad
ramps
and
these
instructions,
as
well
as
restricting
by
claims.
M
As
you
can
see,
we
make
sure
that
the
median
is
wide
enough
to
accommodate
that
pedestrian
with
you
to
use
it
go
ahead.
Cadence
cadence,
right.
E
Yes,
thank
you.
I
just
had
a
question.
You
said
that
you
would
be
adding
pedrams.
So
if
I,
if
I'm
biking
along
21st,
will
I
be
able
to
wait
in
this
meeting
with
my
bike
like
perpendicular
to
42nd?
Is
there
enough
room
for
a
user
like
me
to
wait.
M
That
is
a
great
question,
and
I'm
glad
you
mentioned
that
because
I
forgot
to
mention
that
while
I
was
presented
so
we
also
have
a
bike
cut
through
at
this
medium.
So
we
are
aware
that
21st
is
a
black
boulevard
so
to
maintain
that
usability
for
bicyclists
we
are
having
in
the
median
just
specifically
for
bicyclists,
so
there
will
be
no
conflict
between
bicyclists
and
pedestrians.
M
Oh
he's
in
the
median
great
question
appreciate
it:
moving
on
to
26th
similar
concept
with
21st
same
idea,
same
process,
same
concept
of
having
pedestrian
putting
the
median
through
to
making.
M
Out
and
releasing
the
conflict
coins
and
the
final
intersection
is
no
promise
and
for
the
second,
this
currently
is
a
four-way
stop
and
in
2019,
when
we
met
with
the
neighborhood
association,
the
biggest
comment
we
got
was
the
resident
wanted.
The
four-way
stop
to
stay
so
to
address
that,
and
as
well
as
reduce
the
traffic
as
well
as
implement
traffic
comment
at
this
intersection.
M
We
are
proposing
medians
at
this
intersection
as
well,
but
instead
of
writing
right
out
due
to
the
stop
sign,
we
are
just
we'll
keep
the
intersection
open
for
full
access,
but
we'll
still
implement
media
and
refuge
for
pedestrian
safety.
M
We'll
be
upgrading
the
paired
ramps,
as
well
as
strapping
the
bike
line
for
more
visibility,
as
well
as
making
it
more
dedicated,
and
that
concludes
the
presentation
for
the
acip
and
I'll
open
it
up
for.
E
Sorry,
I
don't
remember
off
the
top
of
my
head,
which,
if
all
of
these
intersections
are
currently
signalized.
I
know
some
of
them
are,
but
I
just
like
don't
remember
at
nicomas
and
42nd
if
it's
signalized
and
if
this
one
will
be
added
push
buttons
or
what
that
treatment
looks
like.
So.
M
Of
all
five
intersections,
two
of
them
are
signalized,
and
one
of
them
is
cedar
and
42nd,
which
is
north
of
I
mean
one
of
them
is
sitting
on
lake
street,
which
is
north
of
the
42nd
intersection.
The
second
one
is
at
cedar
and
42nd.
The
remaining
three
are
now
nokomis
is
a
is
a
stop
controlled
in
a
section,
so
it's
not
signalized,
so
we
only
put
push
buttons
at
the
signal
license
section
yeah
thanks
for
that
question,
any
other
questions
from
anyone.
H
Are
thinking
I'm
I'm
very
excited
for
the
protected
intersection
concept
of
at
cedar
42nd?
I
think
that's
something
that
we
want
to
do
more
and
more
is
have
spot
protected
intersections.
Even
if
the
you
know
rest
of
the
corridor
isn't
protected.
Yet
I
think
that's
in
line
with
you
know,
teeing
up
a
good
protected
network
over
the
the
10-year
period
of
our
transportation
action
plan.
H
So
that's
one
of
the
things
that
I've.
I
really
appreciate
with
the
county
teaming
up
with
us.
M
Awesome,
thank
you.
Matthew,
matthew,
hendricks
looks
like
you
were,
gonna,
say
something.
K
So
I'm
a
little
concerned
about
this
one
or
significantly
concerned.
I.
I
think
this
is
probably
an
improvement
over
what's
there
today.
So
that's
worth
acknowledging,
but
it
still
seems
like
a
lot
of
lanes
to
cross.
If
you're
on
foot
so
crossing
five
lanes
to
get
across
cedar
is.
Has
there
been
an
analysis
that
shows
each
of
those
lanes
individually
is
absolutely
necessary,
and
I
ask
in
part
because
cedar
has
been
converted
to
you-
know
one
lane
each
direction
a
little
bit
north
of
lake
street
so
to
have
it.
K
M
Thank
you
for
that
question
matthew.
So
we
as
a
county
did
not
actually
do
any
larry
configuration
analysis
for
this.
That
said,
lake
street
is
currently
part
of
the
metro,
transit
b-line
project
and
from
the
understanding
they
are
looking
at
reconfiguring
the
lane.
That
said,
I
don't
know
the
details
to
which
they
are
planning
on
doing
that,
but
I
know
that
metro
transit
is
performing
some
traffic
analysis
on
what
alternatives
they
have
at
this
curator
or
degree
of
lake
street.
M
That
is
as
far
as
cedar
is,
I'm
also
not
sure
whether
it's
looking
at
that,
but
for
my
county
perspective
and
for
the
hc
purposes
that
wasn't
looked
at.
I
don't
know
if
that,
as
such
a
question
matthew.
K
Yes,
that's
helpful,
I
mean,
I
think,
the
feedback
that
I'd
love
the
bac
to
be
able
to
give
is
that
you
know
we're
really
excited
about
the
improvements,
but
we're
not
necessarily
excited
about
the
cedar
lake
street
intersection.
The
way
it's
designed
recognizing,
though,
that
that's
that's
in
large
part,
a
legacy
of
you
know
decades-old
decisions,
so
just
to
kind
of
note,
there's
still
safety
work
to
do
here
right,
even
as
we're
excited
about
some
of
the
improvements
that
are
happening
today.
M
Right
and
I
will
make
sure
to
note
that
down
and
check
back-
and
you
know
I
can
discuss
that
yeah.
Thank
you.
Thank
you.
Thank
you.
Someone
else
has
the
hand
raised.
N
Yeah
matthew:
this
is
the
tray
the
question
going
to
the
cedar
and
40
second
intersection:
do
you
know
what
the
design
curves
are?
I
guess?
Okay,
do
you
know
what
the
design
occurs
on
the
bikeway
is.
M
N
The
design
curve
on
the
bikeway,
whether
it's
designed
to
a
20
mile
power
bikeway
curve
or
if
it
looks
like
just
like
a
slant.
So
I'm
curious
what
that
curve
is
through
the
curb.
M
So
it's
not
an
actual
curve,
but
it's
just
more
of
an
off
ramp
from
the
road
I
mean
well
and
yeah.
I
ran
to
get
him
off
the
road
ish
and
get
him
onto
the
trail.
Well,
I
would
call
it
try,
but
it's
not
a
full
trail,
but
it's
technically.
We
haven't
looked
into
the
detailed
design
of
it
yet
to
know
whether
it's
made
in
certain
speed
for
bicyclists,
but
this.
M
H
Do
you
have
anything
after
that?
Well,
I'd
be
interested
in
what
trey's
thinking
about
the
design
speed,
because
you
know
state
aid
standard,
says
20
miles
an
hour.
I
think
we've
actually
gotten
variances
to
go
lower
than
that
on
the
downtown
sections
of
hennepin,
and
so
I
guess
I'm
just
curious
where
you're,
what
you're
thinking
about
there
trey.
N
Yeah,
I
was
curious
if
you
guys
had
gone
for
a
variance
in
this
location
because
it
doesn't,
even
though
it's
conceptual
it
doesn't
look
like
it's
20
miles
per
hour.
I
would
assume
you'd
probably
need
to
stretch
the
the
curve
out
a
little
bit
more
kind
of
like
how
the
northwest
quadrant
is
yeah.
North
east
quadrant.
I'm
sorry.
N
Quadrant
yeah
but
yeah,
I'm
just
curious:
okay,
yeah
right.
M
M
B
Yeah
dan
miller
here
just
looking
at
that,
a
little
bit
more
with
a
five
foot,
wide,
etc,
etc,
and
just
thinking
about
the
bicyclists
that
may
be
going
on
42nd
avenue
and
whether
one
would
take
that
that
five
foot
path
or
just
stay
in
the
lane
and
wait
for
the
light
to
turn.
B
Then
move
back
in
it's
it's
just
a
question
I
have,
and
I
think
that
whatever
we
can
do
to
reinforce
that
the
five
foot,
whether
it's
wider,
whether
it's
with
less
of
an
angle
or
so
forth,
would
be
appropriate
if
we're
expecting
that
type
of
user
to
use
it.
H
You
I
dan,
I
think,
that's
an
interesting
comment
and
part
part
of
where
I
think
is,
like
you
know,
there's
sort
of
a
relative
short
and
a
relative,
long
term
frame
for
this
too,
like
eventually,
we
hope
to
have
protective
bike
lanes.
You
know
raised
protected
bike
lanes
along
the
whole
corridor,
and
so
I
just
want
to
note
that.
H
But
so
I
guess
in
my
mind,
if
you
know
if
a
cyclist
is
riding
along
the
corridor
and
they
feel
comfortable
in
the
street
already
and
and
there's
just
no
cars
around
like
they,
they
totally
bicyclists
totally
have
the
right
and-
and
it
makes
sense
to
stay
in
the
street
to
go
to
cross.
H
But
I
think
you
know
the
point
is:
there's
probably
a
lot
of
people
that
would
feel
more
comfortable
up
there
and
there
might
be
red
lights
and
and
different
things
like
that,
where
you
know
they
can
so
I
guess
my
thought
is:
if
people
stay
in
the
street,
I'm
I'm
cool
with
that.
H
M
B
You
thank
you
all
righty.
Our
next
item
is
the
franklin
resurfacing.
Bikeway
30,
with
amy
morgan
public
works.
O
Hi
everyone
amy
morgan
with
minneapolis
public
works,
associate
transportation,
planner
here
to
talk
about
the
franklin
and
resurfacing
and
bikeway
project.
Can
you
all
see
my
screen?
Okay
cool?
So
you
had
not
so
in
2021,
our
public
works
department
is
planning
to
resurface,
franklin
avenue
between
penn
avenue
and
colfax
avenue,
we'll
be
looking
at
the
striping
between
hennepin
and
penn.
O
Franklin
avenue
is
a
really
important,
east-west
connection.
It's
one
of
the
only
continuous
roads
between
hennepin
to
the
west
side
of
lake
of
the
isles,
or
it
is
the
only
one
excuse
me.
It
connects
businesses
parks.
I
have
kenwood
elementary
school
there,
just
a
really
important,
east-west
connection,
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
project
of
hennepin
avenue.
O
O
So
looking
at
our
project
goals,
there's
five
main
goals
here,
looking
to
improve
the
safety
and
predictability
for
all
people,
regardless
of
how
they're
traveling
along
franklin,
maintaining
that
existing
on-street
parking
due
to
the
high
demand
redistributing
the
space
along
franklin
to
help
balance
the
needs
of
different
users,
maintaining
the
access
and
mobility
for
residents
and
businesses
and
then
supporting
active
transportation
options
along
franklin
avenue
back
in
I
believe
april
of
last
year,
the
speed
was
reduced
to
25
miles
an
hour
along
this
corridor.
O
We
did
speed
studies
in
august
of
last
year
so
after
that
change
happened,
and
what
we
saw
was
that
the
speeds
along
this
corridor
are
significantly
higher
than
that.
25
mile
an
hour,
speed
limit,
and
so
you
see
the
highest
the
highest
speed
limit
is
here
between
humboldt
and
gerard
one
of
the
places
where
we
had
the
tubes
out
and
something
I'll
note
specifically
about
that
area.
That
is
a
place
that
does
not
currently
have
on
street
parking.
O
It's
about
32
feet
wide,
you
just
you
get
those
faster
speeds
with
two
travelings
just
because
there's
not
really
anything
constraining
people
along
with
pulling
that
speed
data.
We
also
looked
at
the
reported
crashes
between
2016
and
2019
along
this
corridor.
O
Over
that
time
period
there
was
a
total
of
22
reported
crashes
over
a
quarter
of
which
resulted
in
injury
on
this
quarter.
So
again,
what
we're
hearing
the
concerns
we've
heard
from
the
community
about
fast
feeds
and
on
safe.
I
think
the
data
is
really
telling
that
same
story
along
franklin.
We
have
essentially
two
different
zones.
O
We
have
opportunity
areas
where
we
have
adequate
amount
of
space
to
reduce
the
travel
lanes
to
10
feet
and
add
in
standard
bike
lanes,
but
we
also
have
a
couple
areas
that
are
a
bit
more
challenging
because
they
do
currently
have
on-street
parking.
We
don't
have
as
much
space
to
work
with,
and
so
within
those
areas
which
are
highlighted
here
on
the
bottom
image,
between
dupont
and
fremont,
and
then
between
pen
and
kind
of
just
west
of
lake
of
the
isles.
O
So
taking
city
policy,
our
technical
analysis
and
what
we've
heard
from
the
community
we've
gotten
to
our
concept,
design
and
really
there's
two
main
bicycle
treatments
that
we're
proposing
along
franklin,
avenue
kind
of
in
those
opportunity
areas
we're
proposing
standard,
on-street
bike
lanes
in
those
areas
that
are
a
bit
more
challenging.
We
don't
have
as
much
or
we
have
more
demand
for
the
space.
That's
there
we're
proposing
advisory
bike
lanes.
O
This
allows
the
on-street
parking
to
remain
in
place
while
still
providing
that
access
and
network
continuity,
so
advisor
bike
lanes
for
those
who
might
not
be
as
familiar
it's.
A
type
of
shared
roadway
where
you
can
expect
mixing,
yielding
and
merging
benefits
of
this
type
of
bike
treatment
is
that
research
shows
it
will
help
slow
vehicle
speeds
and
reduces
crash
rates
along
these
corridors.
O
So
I
won't
go
into
too
much
detail,
I
know
or
short
on
time.
You
should
all
have
these
materials,
but
I'll
just
quickly
note
within
these
areas,
they're
broken
out
into
five
different
sections.
Essentially,
those
suction
sections
are
broken
up
based
on
the
type
of
treatment,
as
well
as
the
the
street
width
and
so
in
sections
a
and
c
those
are
the
two
zones
that
we're
proposing
advisory
bike
lanes.
O
The
majority
of
the
corridor
section
b
is
about
32
feet
curved
to
curb.
We
have
that's
where
we're
proposing
the
standard
bike
lanes
and
then,
as
you
get
over
to
closer
to
hennepin
the
road
widens
out,
and
so
it's
a
little
bit
different
of
a
cross
cross
section.
O
If
anybody
has
specific
questions,
we
can
zoom
in
and
look
at
this,
but
just
for
the
just
to
be
respectful
of
everybody's
time.
I'm
going
to
end
there
and
open
up
for
any
questions.
B
E
Thanks
I'll
have
to
take
a
look
at
the
specific,
a
through
e
littered
sections,
but
it's
more
of
a
comment
that
if
this
is
signed
at
25
miles
per
hour,
the
advisory
bike
lanes
feel
a
little
less
comfortable
for
a
lot
of
users
and
I'm
worried
that
you
might
have
people
popping
back
on
to
the
sidewalk
to
ride
in
those
areas.
If
it's
confusing,
with
the
discontinuity
of
the
bike
lanes.
If
that's
going
to
make
people
feel
even
even.
O
Thanks
for
that
comment,
we
did
look
at
a
different,
a
number
of
different
possibilities
here,
but
given
what
we
heard
from
the
community
and
the
council
office,
really
removing
that
parking
is
just
not
an
option
at
this
time,
and
so
in
order
to
make
things
work,
we
essentially
had
two
options:
we
looking
at
shareholders
or
advisory
bike
lanes
and
given
the
characteristics
of
both
and
what
we've
seen
played
out
in
other
projects
across
the
city.
O
We
feel
strongly
that
advisory
bike
lanes
are
more
favorable
than
having
sharrows
in
these
in
these
constrained
areas,
and
I
understand
the
idea
or
the
thought
about
that,
if
it's
confusing
or
maybe
not
as
clear
to
users
along
these
corridors,
but
we
do
have
a
number
of
these
across
the
city
that
do
that
are
working
well,
that
have
very
similar
conditions
to
this.
B
Okay,
we've
got
four
people
in
the
queue
we
are
getting
tight
on
time,
but
we're
going
to
start
with
janice
and
we'll
work
our
way
down
and
see
if
we
can
get
through
it.
Yeah.
J
Okay,
yeah.
I
live
in
this
neighborhood,
so
I
know
this
very
well.
I
it
looks
to
be
like
the
parking
is
just
an
a
and
then
sandini
just
on
the
edges.
Is
that
true
and
so
yeah
and
that's
the
way
it
is
now
actually
there's
no
parking
in
section
v?
I
think
right
now.
I
guess,
when
you
say
standard
bike
lanes,
do
you
mean
not
protected
because
you
did
say
32
feet,
which
sounds
to
me
like
plenty
of
room
for
protection
for
the
bike
lane.
O
They
would
be
standard,
six-foot
bike
lanes
that
would
allow
for
two
10-foot
travelings
and
two
six-foot
bike
lanes,
and
so
we
don't
have
space
for
that
that
buffer,
1
10.
J
20
32,
oh
so
just
so,
there's
only
room
for
six
foot
bike
lanes
because
the
other
thing,
the
other
problem
with
speeding
on
this
corridor
I
can
say,
is
that
many
p
many
drivers
consider
the
stop
signs
along
franklin
to
be
suggestions,
as
opposed
to
stop
signs,
and
I
can't
I
can
tell
you
almost
every
day
I
see
cars
going
through
the
stop
signs
on
franklin.
J
So
I
don't
I
don't
know,
I
don't
know
how
you
can
improve
people,
making
people
stop
at
the
stop
signs,
but
but
really
speeds
really
need
to
be
reduced.
In
that
section,.
O
Yeah
with
reducing
that
lane
with
the
goal
is
that
it
helps
kind
of
provide
a
visual
narrowing
of
the
street
as
well,
and
so
we're
hoping
that
that
helps
slow.
Those
speeds.
J
I
guess
I
just
had
a
question
about:
are
we
matthew
or
is
the
city's
really
still
putting
in
unprotected
bike
lanes?
Isn't
that
sort
of
against
policy.
H
Yeah,
so
that's
a
great
question
I'll
try
to
be
brief,
because
I
think
it
could
be
a
longer
answer,
but
the
answer
is
yes.
H
The
aaa
network
is
broken
down
into
thick
lines,
which
means
like
higher
priority
within
the
10
years
of
the
plan,
and
then
thinner
lines
like
this,
where
we
want
to
you
know,
take
the
opportunity
on
a
resurfacing
such
as
this
to
add
standard
bike
lanes,
so
it
it
is
important
to
note
that
I
I
do
think
this
fits
with
with
how
we've
laid
out
the
aaa
network
and
that
it's
also,
it
is
a
high
stress.
H
I
mean
at
least
it's
not
a
low
stress
facility,
but
we
think
it's
better
than
not
have
having
any
striping
out
there
at
all.
So
I
just
want
to
acknowledge
that
that
we
don't
we
don't
think
of
this
as
like
in
a
low
stress
like
a
route,
so.
P
Yeah,
so
I
just
wanted
to
so
I
said
on
the
a
park
board
community
advisory
committee
about
cedar
lake,
but
also
lake
of
the
isles,
and
one
of
the
things
that
we've
talked
about
a
lot
is
how
light
rail
is
going
to
provide
an
access
to
cedar
lake
at
21st
street.
P
But
then
the
only
gateway
really
to
lake
of
the
isles
is
through
this
northern
section.
So
for
somebody
who
maybe
is
coming
in
from
a
lower
income
area
along
franklin,
say
franklin
in
chicago
their
route
to
get
there
would
be
along
franklin,
and
so
I
just
kind
of
urge.
I
guess,
urge
folks
associated
with
this
project
to
consider
that
as
we
as
we
create
this
with
the
new
franklin
reconstruction
planned
already
and
then
possible
future
developments,
east
of
hennepin
or
east
of
window,
that
we
maybe
it.
P
Maybe
it
could
be
traffic
calming
measures
along
those
like
additional
traffic,
calming
measures
associated
kind
of
paired
with
the
advisory
bike
coins,
or
something
like
that.
Just
so
that,
if
somebody
who's
only
method
of
being
able
to
get
to
this
lake
by
bike
or
on
foot
or
to
be
through
there,
we
would
have
they'd
have
some
other
means
of
getting
there
like
they
could
feel
comfortable
biking
with
their
family.
P
From,
I
don't
know,
say
well
for
the
sake
of
this
future
reconstruction
from
window
and
franklin
and
they'd
be
able
to
get
there
without
needing
to
ride
on
the
sidewalk
or
something
because
they
don't
feel
safe.
So
that
was
kind
of
my
like
I'm.
I
think
I'm
happy
to
see
this
improvement
for
sure
the
other.
P
I
guess
kind
of
secondary
with
that
same
thing
that
I
was
mentioning
about
the
master
planning
community
advisory
committee
is
that
I
would
recommend-
and
maybe
matthew
can
link
us
in
some
way,
but
just
for
you
to
get
in
touch
with
the
folks
from
the
park
board
that
are
operating
this,
because
that's
that's
been
one
of
the
things
we
haven't
really
gotten
into
the
finalizing
of
any
plan
or
even
anywhere
near
that.
But
one
of
the
things
we've
talked
about
is
how
the
one
gateway
to
this
park
is
through
there.
So
I
don't.
P
O
P
Q
Hey
everyone,
I
feel
like
folks,
have
been
pretty
kind
about
this
presentation
and
I
just
have
to
say,
like
I
find
the
public
works
approach
here
to
be
pretty
disappointing.
Q
We
just
passed
the
transportation
action
plan
in
december,
we're
saying
as
a
city
that
we're
gonna
have
a
maximum
of
two
of
every
five
trips
taken
by
cars,
and
here
that
we
can't
have
a
bike
lane
here,
because
we
need
to
preserve
parking
because
neighborhood
residents
have
said
so,
and
the
council
member
has
said
so
is
really
disappointing.
Q
We
have
a
bunch
of
policies
that
underwent
a
ton
and
ton
of
public
engagement
to
get
us
to
a
point
where
we
had
a
direction
as
a
city,
and
we
have
heard
for
many
years
that
there
is
not
room
for
bike
lanes
and
there's
not
room
for
pedestrian
infrastructure
and
for
transit
and
all
those
other
good
things.
And
so
I
I
think
it's
pretty
disappointing
to
hear
that
explicitly
as
a
reason
that
we
can't
have
bike
lanes
on
any
part
of
this
corridor.
Q
I
would
also
agree
that
advisory
bike
lanes
are
not
a
good
compromise.
Q
I
served
on
click,
and
that
is
some
of
the
most
infrastructure
savvy
people,
I
would
say
in
the
entire
city
and
not
a
single
person
on
click
who
wasn't
a
cyclist,
so
me,
and
several
other
folks
knew
what
an
advisory
bike
lane
was
for,
and
they
all
were
like
vehemently
opposed
and
found
them
to
be
very
confusing.
So
I
understand
that
this
is
a
larger
issue
than
this
one
project,
but
I
just
have
to
say
that
I,
I
think
I'm
pretty
disappointed.
R
F
R
You
know
I
was
just
looking
at
the
connections
across
the
street
that
mid
block
there.
You
know
any
anything
that
links
you
know
the
two
parks
together,
kenwood
and
and
like
the
isles
there
and
then
across
to
the
school,
is
kind
of
what
I'm
what
I'm
looking
at.
B
Thank
you,
miss
morgan
for
this
presentation
and
we're
going
to
move
on
now
to
the.
I
Actually,
dana,
I
think,
we're
on
to
bryant
that
that
one
was
pulled
since
the
time
that
you
and
I
talked
agenda-
shows
the
the
bryant
one
all
right.
N
There
we
go,
it
was
a
quick
cycle.
I
turned
on
my
camera
and
turned
on
my
my
microphone
just
to
get
switched
around.
Can
you
all
see
my
screen.
N
Yes,
yes,
yeah,
awesome,
sweet,
so
yeah.
This
is
the
bright
avenue
south
reconstruction
project.
My
name
is
trey
joy,
I'm
an
assistant
project
manager
for
the
for
the
project
here
and
I'm
associate
translation
planner
and
the
translation,
planning
and
public
works
division
and
I'm
joined
by
liz.
N
Hey-
and
this
is
the
bryant
avenue
south
project-
you
guys
have
seen
this
before
I'll-
give
a
brief
background
on
where
we
are
with
the
project
schedule,
what
the
scope
is
and
where
we
are
as
far
as
our
third
phase
of
engagement.
N
So
the
reconstruction
project
is
a
2.5
mile
reconstruction
of
bryant
avenue
south,
including
the
full
right-of-way
of
bryant.
We
have
a
number
of
project
goals
that
we
set
during
the
first
round
of
engagement
that
occurred
last
year
in
the
spring,
a
number
of
those
or
all
of
those
addressed
city
policy
outlined
in
the
transition
action
plan
and
some
other
policy
documents
like
a
vision,
zero
action
plan
and
national
design
guide.
N
There
also
were
two
other
project
goals
that
we
included
afterwards
hearing
back
feedback
from
round
one
and
round
two
engagement
and
those
were
to
maintain
vehicle
access
and
maintain
on-street
parking
along
the
quarter,
where
we
know
that,
due
to
existing
conditions,
whether
that's
the
absence
of
driveways
or
the
absence
of
alleys
and
kind
of
parking
in
the
rear
garages
in
the
presence
of
large
large
multi-family
housing,
we
know
we
need
to
maintain
parking
where
it's
going
to
be
used
at
at
its
optimal
supply.
N
So
the
project
right
now
is
a
third
phase
of
conceptual
design.
That's
going
to
last
for
the
better
part
of
2020
or
anticipating,
going
through
detailed
engineering
design
starting
later
on
this
year
and
on
into
2020.
Possibly,
we
would
start
our
construction
in
2022
and
2023..
N
Some
of
the
options
that
we
considered
on
bryant
were
squeezing
option
bikes
on
bryant
and
transit
on
bryant,
squeezing
an
option
essentially
was
building
back
brian
as
it
is
today.
N
Brian
currently
has
transit
bikes
parking
and
motor
vehicles
and
pedestrians
on
the
street
and
all
of
those
require
their
their
own
space
and
one
of
the
main
things
we
heard
back
during
our
first
photos
and
second
phase
of
engagement
is
that
stapler
is
one
of
better
balance
modes
along
the
corridor
as
he
transitioned
in
from
round
one
and
kind
of
synthesized
that
sticker
with
feedback
can
revised
and
our
project
goals
into
our
our
draft
concept.
N
In
in
round
two
of
december
of
last
year,
we
presented
our
bikes
on
bryant
concept,
where
which
included
the
proposed
movement
transit
to
lindale,
to
kind
of
get
that
more
space
on
bryant,
but
also
account
for
windows
potential
capacity
for
transit
in
the
in
the
future.
Just
there's
a
lot
more
space
on
window
to
accommodate
transit
than
there
are
and
there's
on
bryant,
given
the
modes
that
are
currently
on
brian.
N
Another
big
point
about
this,
too,
is
I
didn't
mention
it
earlier,
but
one
of
the
project
goals
was
to
include
green
infrastructure
on
the
front
end
of
a
reconstruction
project.
It's
a
rather
new
goal
that
the
city's,
including
under
construction
projects
and
currently,
as
is
there,
are
no
boulevards
along
bryant.
So
that's
no
goal
of
arts
to
store
some
snow
or
to
treat
storm
water.
So
we
want
to
make
sure
that's
a
important
project
goal
as
we
proceeded
forward
through
conceptual
design.
N
The
other
option
that
we
looked
at
was
a
transit
on
bryant,
where
we
moved
a
bicycle
facility
to
an
adjacent
street.
There
were
some
severe
complications
with
that.
They
included
a
lot
of
parking
mobile
removal
on
either
aldor
colfax,
but
additionally,
there
are
some
rounded
complications
with
the
termini
of
the
the
bikeway
whether
it
turned
mined.
It
ended
at
lake
street
or
50th
street,
given
that
there
are
no
signals
at
those
intersections,
and
so
there
are
some
significant
complications
there.
N
This
is
just
a
a
draft
concept:
design
evaluation
that
we
did.
That
was,
as
we
progressed
into
round
three
of
conceptual
design
and
engagement.
This
is,
as
we
kind
of
digested
some
of
the
feedback
that
we
heard
back
through
round
two
after
open
house
last
year,
when
presented
the
two-way
concept.
A
lot
of
the
the
feedback
we
heard
pointed
to
an
alternative
option
to
balance
the
the
project,
goals
and
stakeholder
feedback
that
we've
been
receiving
along
bryant
and
so
that
terminal
that
alternative
option.
N
After
a
bit
of
work.
On
our
end,
we
determined
that
a
one-way
one-way
option
would
be
potentially
be
a
good
fit
for
kind
of
rebalancing,
those
project
goals
and
stakeholder
feedback,
and
this
is
just
a
evaluation
of
you-
know
our
project
goals
and
those
options
of
the
bikeways
on
transit
or
over
bike
leon,
bryant
and
the
one-way
option,
our
transit
on
bryant
and,
as
you
can
see,
the
bikeway
on
bryant
and
the
one-way
option
for
vehicles
better
balanced
and
met
those
project
goals.
N
L
Sure
so
I'm
just
going
to
give
a
very,
very
high
level
overview
and
then
we'll
open
it
up
for
questions,
because
we
have
a
short
amount
of
time.
So,
as
trey
mentioned
came
out
in
december
with
the
two-way
for
vehicles,
and
we
got
a
lot
of
feedback
back
about
how
people
are
looking
for.
You
know
a
different
option,
a
different
way
to
balance
the
use
of
the
right
boy,
so
we're
here
tonight
with
two
options:
one
is
an
adjusted
two-way
and
the
second
one
is
a
one-way
street
for
cars.
L
We're
considering
this
in
direct
response
to
two
of
our
most
common
concerns
that
we
heard
one
was
concerns
about
pedestrian
and
bicycle
conflicts
on
the
shared
use
path.
So
in
the
two-way
for
vehicles
there
is
a
section
of
shared
use
path,
south
of
40th
street
that
we
had
proposed.
So
we
could
maximize
out
some
of
our
boulevard
space
and
maintain
parking
where
we
we
saw
it
being
used.
The
other
reason
excuse
me:
I
missed
my
main
point
in
the
one
way
option.
L
We
have
no
sections
of
shared
used
path
and
we
are
separating
it
out.
So
you
can
see
in
that
kind
of
bottom
right
hand,
corner
an
example
of
what
that
would
look
like,
which
is
the
separate
trail,
space
and
sidewalk.
L
The
other
reason
we
were
recommending
the
one
way
or
proposing
the
one
way
is
we
hear
a
lot
of
feedback
about
parking
availability,
especially
at
business
nodes,
and
the
one-way
option
does
allow
us
to
maintain
more
parking
on
street
at
those
business
nodes.
Lastly,
we're
also
able
to
add
more
green
space
back
in
just
throughout
the
entire
corridor,
with
the
one-way
option.
L
Trade-Offs,
there's
always
a
trade-off.
Obviously,
when
you
remove
one
traveling,
we
expect
there
to
be
traffic
pushed
onto
those
adjacent
side
streets
in
the
busiest
hour
of
the
day
in
this
corridor.
So
in
the
pm
the
afternoon
rush
hour,
we
expect
to
see
the
local
residential
side
streets
to
have
an
increase
of
approximately
20
to
35,
say
vehicles
in
additional
trips.
L
In
that
peak
hour,
lindale
is
also
expected
to
see
between
65
and
100
additional
vehicle
trips,
but
on
a
street
that
carries
you,
know:
10
000
to
15
000
vehicles,
you're,
probably
not
gonna,
notice,
that
on
lindale
it
likely
will
be
a
change
that
people
will
notice
on
a
residential
street
in
that
busy
time
period,
but
still
a
modest
increase-
and
you
know
one
public
works
is-
is
willing
to
take
on
with
all
the
trade-offs
associated
with
trying
to
meet
all
the
goals
of
this
project.
L
The
other
big
piece
here
is
that,
with
the
proposal
you
know
we
would
be
moving
transit
to
lindale
with
a
lot
of
information
about
that
I'll
say
the
biggest
positive
response
we've
had
on
that
are
to
the
three
pedestrian
medians
that
we're
proposing
so
at
any
location
on
lindale,
where
we
do
where
we
are
proposing
a
bus,
stop
at
a
location
that
does
not
have
a
traffic
signal.
We
are
proposing
a
pedestrian
median
and
people
are.
You
know.
We've
had
a
pretty
positive
reaction
to
that.
L
I'm
gonna
stop
there
and
open
it
up
for
questions.
Given
we
can.
We
can
talk
through.
You
know
specific
locations,
but
I
know
they're
very
short
on
time.
We
do
have
the
full
layout
all
kinds
of
materials
survey
up
right
now,
so
lots
to
dig
into,
but
I'll
stop
and
open
it
up
for
questions.
We
can
go
where
you
guys
want
to.
J
Okay,
mostly
my
question
is
clarification.
So
is
the
idea
to
move
transit
with
both
model,
whether
it's
one
way
or
two-way?
Okay,
so,
no
matter
what
you're
talking
about
moving
transit
correct,
so
no
matter
what
move
transit
and
then
the
question
is
one
way
or
two
way.
J
H
Q
Thanks
dan,
as
I
said
just
a
few
minutes
ago
as
evidence,
that's
a
citywide
problem.
I
think
the
amount
of
parking
here
right,
like
parking
begets
parking
begets
driving,
and
I
think
we
could
probably
do
much
more
visionary
things
with
the
parking
space.
Q
So
I'll
come
up
with
some
thoughts
to
share
as
part
of
our
resolution,
but
just
wanted
to
say,
like
all
the
great
things
are
great,
and
also
if
we
keep
building
parking
in
the
in
the
amount
that
we
are
currently
that
folks
are
currently
using
it,
because
our
whole
system
is
designed
around
cars,
we're
never
going
to
get
where
we
need
to
go
policy
wise.
So
it's
a
broader
conversation.
P
Hey
yeah,
so
I
guess,
building
off
of
what
alyssa
was
just
saying.
I,
my
wife
and
I
sent
an
email
to
the
project
office
about
this.
We
love
the
concept,
obviously,
that
we
ride
bryant
regularly.
It's
it's
gonna,
be
an
amazing
improvement
over
the
existing
conditions.
P
One
thing,
though,
that
really
caught
our
attention
was
the
the
eight
foot
squeezed
zone
of
this
two-way
bikeway,
and
it
kind
of
happens
opposite
to
what
seems
to
happen
with
the
business
nodes
where
we
got
more
parking
wider
streets,
but
then
the
bike
lane
like
where,
where
more
cyclists
would
theoretically
be
at
the
major
intersections,
like
especially
between
what
is
it
about
32nd
street
and
lake
street,
but
all
all
throughout
the
business
notes.
P
I
just
I
just
really
would
like
to
promote
the
idea
of
of
a
minimum
10
foot
bikeway
for
this,
because
it
seems
like
that's
kind
of
like
a
and
throughout
the
entire
corridor,
eight
feet
as
a
as
I
look
outside
my
window
and
see
a
six
foot
sidewalk,
adding
two
feet
to
that
for
two-way
bike.
Traffic
around
lake
street
and
some
of
these
other
business
nodes
just
seems
really
narrow.
To
me.
E
Hi,
I
am
also
similarly
disappointed
with
how
much
space
is
provided
for
on-street
parking
here
now.
I
know
that,
there's
a
challenge
that
a
number
of
the
blocks
on
bryant
on
the
east
side
don't
have
alleyways
like
they
the
backyards
back
up
to
to
one
another
which
is
not
typical
for
the
city
of
minneapolis.
E
However,
I'm
wondering
if
there
really
needs
to
be
in
the
one-way
concept
parking
on
both
sides
of
the
street
for
every
block,
if,
if
there
can
be
blocks
that
could
be
freed
up
from
two-way
from
parking
on
both
sides
of
the
street,
especially
like
around
the
park,
so
I'll
I'll
just
need
to
look
at
that
more
in
depth,
but
that
I
mean
that
that's
one
request
that
I
have
that,
like.
I
almost
feel
like
you're
adding
more
on
street
parking.
Then
then
what
is?
E
I
don't
know
if
you
have
numbers
if,
if
this
one-way
design
is
actually
creating
more
on-street
parking,
that
is
presently
used?
The
second
comment
I
have
is
that
I
can
tell
you
right
now
that
I
probably
won't
use
the
off
street
facility
just
because
I
know
that
this
street
is
going
to
be
signed
20
miles
per
hour.
So
I
will
probably
continue
to
ride
in
the
street,
but
with
a
10-foot,
one-way
lane.
E
It
makes
it
a
little
bit
more
uncomfortable
to
share
that
space,
which
I
know
that
I
have
a
legal
right
to
share
that
space
and
be
on
that
street
with
with
motorists
who
wouldn't
be
able
to
pass
me
with
parking
on
both
sides
of
the
street,
so
maybe
like
creating
a
little
bit
of
a
space
somehow
for
for
them
to.
L
Sure
so
I
could
respond
to
a
couple
of
those
things.
First,
we
definitely
do
have
numbers
trey
kind
of
flashed
them
quickly,
there's
a
parking
fact
sheet
up
on
the
website.
L
If
you
really
want
to
dig
into
that
in
terms
of
parking
on
one
side
of
the
street
or
the
other
we're
doing
the
best,
we
can,
to
you
know,
answer
city
goals
and
well
as
stakeholder
priorities
in
the
corridor,
and
this
was
our
best
foot
forward
for
trying
to
balance
all
of
those
needs
for
today's
uses
and
into
the
future
happy
to
take
comments
on
that,
though
you
know,
our
draft
survey
is
up,
so
you
can
send
us
those
our
way
with
the
on
street
versus
off
street
riding
where
people
feel
comfortable
or
not
I'll
say
that
you
know
we're
really
trying
to
attract
a
wider
range
of
cyclists
for
people
who
are
not
comfortable
riding
in
the
street.
L
Totally
hear
you
on
that
it
would
be
less
comfortable.
I
agree
with
you:
it'll
be
like
riding
on
a
parkway
where
it's
like
you
know.
I
mean
not
super
comfortable
to
be
riding
there
unless
you're,
like
really,
you
know,
clipped
in
like
it
up
20
miles
per
hour,
but
yeah.
I
I
think
that
you've
just
hit
on
one
of
the
trade-offs
there.
I'd
say
that
aldridge
people
are
looking
to
want
to
ride
in
the
street
and
go
fast
would
you
know,
obviously
still
be
available.
L
B
Okay,
all
right,
it
looks
like
nobody's
in
the
queue.
If
there's
nobody
else,
I
think
we
will
be
ready
to
move
on.
Thank
you,
trey
and
liz
for
coming
to
join
us.
Is
there
something
you
want
from
us.
L
A
resolution
at
this
point
would
be
helpful
one
way
or
the
other.
What
you
guys
are
looking
for
here.
I'll
also
note
that
this
is
going
to
layout
review
at
tbw
transportation.
Public
works
committee
of
city
council
slated
for
the
end
of
the
summer.
B
Okay,
thank
you
very
much
all
right
with
that.
We've
got
one
more
presentation
and
it's
the
upper
harbor
terminal,
33rd
avenue
north
15
with
alexander
cato
flicking
and
chris
bauer.
T
Yeah
please-
and
I
just
want
to
apologize
in
advance,
I'm
having
some
internet
connectivity
issues,
so
I
will
not
be
on
video,
but,
and
hopefully
my
audio
will
will
sustain
throughout
the
call
and
we'll
get
started.
First
of
all,
thank
you
to
this
group
for
just
all
the
work
you
do
for
the
city
of
minneapolis
and
just
continuing
to
to
advocate
for
multi-modal
facilities.
T
T
The
reason
for
that
is
the
original
version
we
showed
you
of
33rd
avenue
was
very
preliminary
and
we're
now
at
a
point
where
we
have
two
different
design
options
and
want
feedback
on
both
of
those.
We
will
be
coming
back
to
you
for
30
design
for
33rd
avenue,
as
well
as
the
rest
of
our
harbor
terminal.
Next
slide,
please.
T
F
T
Okay,
I'll
continue,
so
it's
the
secondary
access
point
darling
avenue
to
the
north
is
our
primary
access
point.
The
parkway
phase,
one
and
two
will
be
the
multi-modal
access
points
within
the
site,
so
33rd
avenue
is
a
really
critical
connection
piece.
It's
just
off
of
lowry
avenue,
which
you
can
see
on
the
left
side
of
the
image
also
connects
to
the
second
street
bikeway
facility,
and
it
is
just
going
to
be
a
great
secondary
access
point
next
slide.
Please.
T
So
we
have
two
different
design
options.
When
we
originally
came
to
the
pac
and
bac,
we
had
the
shared
use
parkway
on
the
south
side
of
the
roadway
we
have
since
revised
it
and
moved
the
shared
use
path
to
the
north
side
of
the
street.
The
primary
reason
for
that
is,
there's
a
lot
of
truck
activity
on
this
street
upwards
of
a
hundred
trucks
a
day
coming
in
and
out
making
deliveries
to
libra,
which
is
on
the
northwest
corner
of
the
map,
as
well
as
gaf,
which
is
most
of
the
southern
activity.
T
So
there's
two
options
here:
there's
a
lot
of
details,
I'll
talk
to
them
briefly
and
then
transition
to
ciara
and
chris
to
provide
some
additional
details.
I'm
sure
you
both
know
cr
and
chris.
They
work
with
tool.
They've
been
a
great
team,
helping
us
to
drive
forward
on
these
designs,
so
we're
really
excited
to
get
feedback
from
you
all.
T
T
This
design
also
has
a
sidewalk
on
the
south
side,
which
you
can
see
in
this
image
is
the
six
foot
sidewalk
the
left
side
of
the
street
is
24
feet
of
travel
lanes,
there's
also
a
six
foot
shoulder,
and
this
was
implemented
to
provide
a
little
bit
of
staging
and
maneuverability
for
the
trucks
that
are
moving
through
here.
T
We
are
also
adding
or
including
approximately
four
parking
spots
to
serve
that
business
on
the
southwest
parcel.
This
entire
kind
of
southwest
stretch
that
you're,
seeing
with
the
stripe
lines
originally
was
all
parking
and
so
we're
removing
a
significant
amount
of
parking.
We
are
not
removing
all
parking,
I'm
sure
some
of
you
may
have
some
comments
on
that
and
we're
more
than
happy
to
hear
those,
but
we
are
preserving
some
parking
for
the
auto
business
to
provide
some
customer
parking
for
that
business.
T
That's
at
a
high
level.
Everything
on
here
chris.
Can
you
just
move
to
the
second
one,
and
I
can
just
kind
of
highlight
the
boulevard
piece
as
well.
F
T
So
on,
thank
you
chris.
So
in
this
option
we
still
have
the
shared
use
path.
We
are
adjusting
and
removing
the
sidewalk
in
anticipation
of
future
development
and
in
place
we're
able
to
add
in
a
boulevard
with
with
trees,
to
provide
a
bit
of
green
amenities
for
users
of
this
area.
T
We
are
removing
the
sidewalk,
but
still
providing
space
for
its
future
development,
as
as
development
occurs,
and-
and
these
are
the
two
options
that
we
have
set
forth
and
I'll
transition
it
to
cr
and
chris.
If
they
have
any
additional
context
and
then
from
there,
we
can
take
questions
from
the
audience.
U
Yeah
chris,
if
you
wouldn't
mind
going
back
up
to
option
a
and
always
good
to
be
back
at
the
bac,
hello,
everyone.
You
may
be
scratching
your
heads
on
boy
that
shared
used
pasture
squiggles.
U
That
is
because
of
the
the
rail
crossings
and
to
square
up
the
crossing
of
the
shared
used
path.
Also,
that
bikeway
design
speed
is
only
15
miles
per
hour
with
it's
almost
like
a
chicane.
You
may
be
wondering
too
there's
little
black
rectangles
with
lines.
Those
are
the
active
railroad
crossing
arms.
So,
if
you're
familiar
with
like
humboldt
avenue
in
north
minneapolis,
much
fewer
trains
here,
I
will
say
than
than
for
those
that
get
stuck
often
up
on
humboldt
or
lindale
something
else.
I
wanted
to
point
out
with
this
option.
U
U
So
it's
not
actually
in
the
the
travel
way
for
people
walking
or
biking
and
another
thing
to
note
too,
where
it
says
traversable
buffer,
this
road,
if
you've
ever
been
there
for
whatever
reason,
is
very,
very
busy
with
truck
traffic.
There's
trucks
that
are
staging
there.
U
There's
trucks
going
to
and
from
that's
one
of
the
reasons
we
have
the
shoulder,
but
there's
a
lot
of
loading,
docks
loading,
docks
along
this
street
and
so
trucks
actually
will
go
beyond
where
you
see
those
gray
travel
lanes
to
be
able
to
maneuver
into
their
loading
docks.
So
that's
where
it
sort
of
looks
like
some
sort
of
dead
space
there.
That
is
actually
will
be
actively
used
by
the
trucks
that
are
using
the
gaf
site
and
and
the
other
uses
down
there.
U
And
then
I
just
wanted
to
mention
too.
If
you
go
to
option
b
chris
that
the
idea
is,
there
would
be
a
future
sidewalk
right
now.
The
trade-off
with
not
having
a
sidewalk
on
the
south
side
is
that
we
get
that
boulevard
space
on
the
north,
and
I
wanted
to
mention
you
may
say
hey.
It
looks
like
you
can
fit
that
sidewalk
in
the
existing
right-of-way.
Well,
you
can't
actually
without
having
temporary,
easements
or
even
additional
right-of-way
from
the
adjacent
property
owners,
because
there
are
berms
on
both
sides
of
the
roads.
U
That
does
require
some
significant
property
owner
coordination
and
then
the
last
thing
I
wanted
to
put
out
put
out
there
is
that
the
roundabout
design,
if
we
move
to
the
west,
it
does
feature
raised
crossings
where
the
shared
use
path
or
the
future
sidewalk
would
go,
and
if
you're
wondering
what
that
roundabout
provides
access
to
to
the
north.
That
would
be
the
future
extension
the
parkway,
where
you
can
see
a
full
cross-section
of
sidewalks
on
both
sides,
and
then
that
is
where
the
sidewalk
and
bikeway
would
separate.
U
It
wouldn't
be
a
shared
use
path
in
the
full
build
situation
in
the
interim.
There
would
be
a
shared
use
path
there.
So
with
that,
I
know
you
guys
have
limited
time
and
ask
chris
bauer.
Our
senior
engineer,
all
your
hard
questions,
I'll
just
take
the
eu.
Thank
you.
Thanks.
U
B
If
I
don't
see
anybody
here
so
I'll
take
a
chance,
this
is
dan
miller.
B
You
know
if
there's
any
way-
and
I
I
know
that
you've
got
a
building
at
second
and
third
or
33rd
on
the
north
side.
That's
awfully
close
to
this
trail,
but
if
there's
any
way
to
widen
that
10
foot
shared
section
there,
I
think
that
that's
worth
looking
at.
B
I
really
appreciate
it
getting
wide
now
in
the
other
part,
but
it's
just
my
constant
battle
with
seeing
things
built
that
way
and
then
just
getting
clogged
up
where
people
just
are
going
to
take
the
street
and
be
in
dangerous
in
in
conflict
with
100
trucks
coming
in
and
out
of
here.
So.
S
Yeah,
that's
a
really
good
comment.
One
thing:
that's
a
little
hard
to
see
in
the
layout
here
is
this
drop-off,
so
it
drops
off
here,
there's
a
retaining
wall
on
this
other
side
and
a
fence.
That's
our
vertical
constraint
in
terms
of
how
far
we
can
push
out
this
way,
so
you'll
notice,
you
know
on
the
north
side
here
we're
not
building
the
trail,
all
the
way
out
to
the
right-of-way
line.
That's
because
we
have
this
fence
in
this
retaining
wall.
That's
the
vertical
constraint
there.
B
Q
I'm
up
yeah.
I
think
I
would
echo
what
what
you
already
said,
dan,
I
think
big
picture.
I
have.
I
have
a
couple
comments.
One
is
I
mean
we
just
passed
a
street
design,
an
updated
street
design
guide.
That
said,
we're
going
to
use
10-foot
travel
lanes
all
the
time,
except
in
very
rare
occasions
where
we
need
them
for
buses,
and
this
is
not
that.
So
I
think
as
we're
having
this
conversation
about,
is
there
or
is
there
not
room
to
widen
the
bike
path
or
the
shared
use
path
like.
Q
Q
Similarly,
I
cannot
believe
that
we
are
like
reviewing
a
version
of
this
project
where
there
is
no
sidewalk
on
this
outside
we
have
a
complete
streets
policy
that
says
people
walking
are
at
the
top
of
our
modal
hierarchy
and
so
to
see
nothing
there
in
one
of
these
versions
feels
totally
unacceptable
to
me.
Q
I
am
just
like
and
again
I
know
this
is
a
larger
city
policy
issue
than
like
this
particular
project
team,
but
that
is
like
awful
and
disappointing
and
I'm
sure
the
pedestrian
advisory
committee
will
have
things
to
say
about
it,
but
I
really
think
like
we
need
to
be
thinking
a
lot
harder
and
making
different
trade-offs
than
the
ones
we're
making
right
now
trade-offs
in
favor
of.
U
B
U
Ask
a
follow-up
question.
I
guess
both
to
you
and
alyssa.
Would
you
prefer
a
narrower
boulevard
to
get
a
wider
shared
use
path.
B
B
This
is
going
to
get
used
and
you
know
get
12
feet.
It
would
be
a
little
bit
easier
to
get
around
each
other
yeah.
U
U
Several
active
railroad
tracks,
plus
trucks,
maneuvering
active
loading,
docks,
and
I
guess
that's
the
part
where
it's
weighing
the
safety
with
with
the
access.
So
it's
absolutely
that's.
Why
we're
bringing
the
two
options
forward.
S
Getting
into
this
to
expand
on
that
just
a
little
bit
more,
it's
hard
to
see
from
the
aerial
photo,
but
there's
something
like
seven
different
loading
docks
on
the
north
edge
of
this
property
and
the
way
that
this
works
is
those
trucks
actually
back
into
these
things,
so
they
would
be
backing
across
the
sidewalk
and
it's
kind
of
a
challenging
environment.
The
hope
here
is
that
eventually,
maybe
this
redevelops-
and
this
is
no
longer
industrial
and
there's
an
opportunity
to
build
a
future
walk
in
a
better
way
without
these
conflicts.
S
T
T
You
know
this
is
a
really
unique
project
in
that
we
are
transitioning
an
area,
that's
largely
been
very
industrial
into
a
multi-use
development
with
housing
and
recreational
activities,
and
you
know
the
reason
we
designed
this
future
walk
is
with
the
intention
in
mind
that,
as
this
area
to
the
south
does
redevelop-
and
we
are
still
providing
that
opportunity
to
ensure
that
we
are
getting
that
space
allocated
when
it
does,
we
develop.
H
Yeah,
I
guess
I'm
I'm
interested
in
framing
it
as
a
safety
challenge
on
the
south
side.
I've.
I
see
this
and
then
have
sort
of
thought
of
it,
as
you
know,
trade-off
between
green
and
ped,
and
I'm
I'm
sort
of
in
this
camp
of
being
pretty
surprised
that
we're
talking
about
this-
and
I
guess
I
I
don't
I
don't
I'll
just
say
I
don't
buy
the
safety
challenge
on
the
south
side.
H
I
I
also
think
this
is
a
regional
connection
and
like
people
will
be
walking
in
the
street
like
if,
if
you're
gonna
go
south
on
second,
if
you're
coming
from
the
south
side
on
33rd
eastbound,
I
mean
you're
going
to
people
are
going
to
be
walking
in
the
street
and
I
think
it's
a
it's
a.
I
wasn't
going
to
say
anything
but
but
the
the
safety
aspect-
I
I
don't,
I
don't
buy,
removing
a
sidewalk
in
a
reconstruction
because
there
are
trucks
going
in
and
out.
G
Yeah,
I
guess
I
was
just
kind
of
curious,
like
especially
like
to
the
east
of
the
of
the
tracks
there.
What
percentage
would
like
actually
be
like
walk
in
current
conditions
versus
like
driveway
aprons?
I
don't
know
if
they
don't
know.
If
you
have
like
a
rough
estimate
like
would
it
be
like
75
percent
driveway
burn
and
like
25,
walk
with
current
conditions
or
like
what?
What
is
sort
of
like
that
existing
breakdown,
the
really
challenging.
S
Part
of
this
is
is
just
the
truck
turning
movements
like
I
said.
Everything
here
is
a
loading
dock,
so
there's
a
loading
dock
here,
a
loading
dock
here,
loading
dock
here
loading
back
here.
The
way
that
the
truck
turning
movements
work
is
that
they
drive
over
this
entire
area
yeah.
So
what
it
would
be
is
functionally
nearly
100
driveway
for
an
except
for
in
front
of
a
tank
where
trucks
aren't
getting.
F
E
Yeah,
I
sorry
it
was
unmute,
I'm
trying
to
wrap
my
head
around
the
sorry
there's
some
weird
feedback,
the
roundabout
design.
It
looks
like
obviously
it's
designed
for
track
turning
movement
and
like
a
driveway
or
like
an
apron
for
them
to
drive
up
on
I'm
just
curious
if
y'all
have
engaged
some
of
the
industrial
property
owners
or
like
the
businesses
there
and
what
they've
had
to
have
to
say
and
if
this
would
actually
make
them
reconsider,
retaining
their
their
operations
here
like
it.
E
E
Have
you
talked
to
the
property
owners
and
or
businesses
that
are
operating
the
the
truck
operations
out
of
here,
with
respect
specifically
to
the
roundabout,
and
I'm
just
curious
if
you've
received,
if
you
have,
if
you've
received
comments
from
the
business
owners
being
like,
we
don't
like
this,
we
want
to
move
our
businesses
like
something
to
that
effect.
E
T
That's
a
great
question:
we
have
engaged
with
gaf
with
libra
with
sanchez
auto,
so
all
the
business
owners
around
here.
Overall,
they
are
in
supportive
support
of
the
roundabout,
because
it
it
simplifies
their
vehicle
turnaround
operations
and
also
is-
is
pretty
critical
to
providing
truck
access
onto
the
upper
harbor
terminal
site,
especially
in
phase
one
of
the
development,
and
also
additionally,
at
least
in
my
conversations
with
gif-
is
that
they
have
they're
intending
to
stay
in
this
area
for
the
foreseeable
future.
T
T
Q
Yeah,
I
just
wanted
to
come
back
to
two
things:
the
safety
issue
right,
so,
if
we're
anticipating
that
it's
gonna
be
decades
until
this
is
fully
redeveloped
like
we
can't
wait
decades
to
put
a
sidewalk
in
on
the
south
side,
I
think
that's
not
acceptable
and
then
second,
I
just
wanted
to
go
back
and
respond
explicitly
to
tiara
your
question.
Hi
sierra
nice,
to
see
you
again,
it's
been
many
years.
I
would
support
taking
space
from
the
11
foot
travel
lanes
and
the
six
foot
shoulder
to
widen
the
shared
use
path.
Q
I
don't
think
right.
Green
infrastructure
is
really
important
and
I
don't
think
we
should
have
to
make
a
choice
between
green
infrastructure
and
biking
and
walking
infrastructure.
I
think
we
should
make
that
trade
off
in
the
street.
F
B
I'm
going
to
offer
just
one
more
comment:
piggybacking
off
of
alyssa
to
sierra,
about
the
boulevard
there,
just
based
on
my
experience,
an
ongoing
experience
with
26th
avenue,
which
has
a
bikeway
and
a
much
larger
boulevard,
but
was
planted
similar
to
a
parkway
boulevard
with
regular
trees.
Is
that
the
boulevard
never
gets
maintained
in
that
area
and
it
really
gets
beaten
up.
So
I
don't.
B
I
don't
know
what
the
answer
is.
I
don't
necessarily
think
just
plotting
one
foot
and
a
half
or
two
foot
of
a
boulevard
is
going
to
get
us
anything
other
than
a
a
mud.
So
maybe
that's
my
moment.
Thank
you.
U
Chris
bauer,
could
you
spell
option
a
that
shows
the
sidewalk
again,
I
think
so
people
can,
I
know,
there's
a
question
of
how
much
is
driveway
apron.
How
much
is
sidewalk
just
so
folks
can
sort
of
see
what
that
looks
like
a
little
bit
more.
S
U
And
I
guess
the
other
thing
I
wanted
to
mention
too
is
of
course
there
are
zero
bike
bed
facilities
here
right
now.
This
is
these
are
my
words
it
very
much.
If
you're
down
there
looks
and
feels
and
operates
as
a
driveway
and
truck
staging
area
for
the
gaf
asphalt
shingle
plant,
I
mean
that's
sort
of
what
it
what
it
feels
like.
H
So
I
mean,
I
guess
I
guess
part
of
that
you
know
driveway
apron
versus
like
regular
curb
I
mean
that
there's
there's
like
other
options
right
like
multiple
curves
or
different.
You
know
different
degrees
on
the
curb
you
know,
so
it's
like
because
we're
only
talking
about
like,
like
big
wheels
of
big
trucks
that
can
go
over
something.
So
I
mean
I
I
think
we
can
use
the
curb
design
to
you
know
to
accommodate
those
wheels.
H
S
Completely,
you
know
what
we're
showing
right
now
is
mountable
curb
on
the
travel
lane
side.
The
question
that
I
would
have-
and
this
is
the
thing
that
gets
really
important
in
the
detail-
design-
is
what
happens
on
the
back
of
the
walk.
So
what
defines
the
back
edge
of
the
walk,
so
it
just
doesn't
blend
into
this,
and
it
becomes
all
one
sea
of
pavement
that
becomes
really
critical.
I
think
here
so
we
look
at
maybe
doing
things
like
colored,
concrete
or
some
something
here.
S
H
S
S
Typically,
they
would
be.
This
might
be
an
instance
where
we'd
want
to
design
this
with
actual
concrete
roadway
pavement,
because
it's
going
to
be
driven
over
by
trucks.
If
we
use
the
regular
6x6
concrete
panels
that
may
not
hold
up
over
time-
and
you
may
have
faulting
or
ada
compliance
issues
or
things
like
this,
so
it
may
actually
be
structural
roadway
pavement
in
order
to
stand
up
to
that
abuse,
which
again
makes
it
all
the
more
crucial
that
we
differentiate
it.
Somehow
from
the
rest
of
this.
H
S
B
I'm
sorry,
folks,
it's
six
o'clock
and
listen
his
hand
is
up.
I'm
gonna
be
needing
to
leave
for
another
engagement
chris.
If
you
could
take
over
the
chair
on
this
that'd
be
appreciated
and
we'll
recognize
alyssa.
Q
Thanks
dan,
I
think
so
my
two
quick
closing
comments,
one.
I
think
we're
spending
a
lot
of
time
on
sort
of
the
right
hand,
side
of
the
design
right
where
all
the
loading
docks
are.
But
I
do
want
to
make
a
point
of
saying
like
it
is
really
surprising
to
me
that
we
have
a
shoulder
that
effectively
means
that's
a
17
foot
travel
lane
on
one
side
and
like
that,
could
all
be
sidewalk
space.
Q
Q
I
both
appreciate
the
intention
of
wanting
to
bring
us
options
and
choices
and
like
many
ideas
to
discuss
and
also
like
from
a
policy
perspective,
I
I
would
have
been
like
much
happier
to
just
see
the
first
design
and
get
some
notes
from
you
all
on,
like
other
things,
that
you're
considering
and
not.
Q
Have
you
build
out
a
whole
design
that
relies
on
not
putting
a
sidewalk
in
so
I
just
you
had
mentioned
like
doing
some
of
that
work
and
I
think,
like
we,
don't
always
need
to
see
two
designs
if
the
first
design
meets
all
of
our
policies.
That's
great.
There
are
definitely
times
where
we
do
need
to
see
two
designs,
but
in
this
case
it
feels
like
a
clear
choice
between
sidewalk
and
no
sidewalk.
So.
B
Okay,
I'm
seeing
no
questions
in
the
queue
we're
going
to
need
to
if
we're
going,
to
be
putting
motions
together
in
this
stuff,
we'll
need
to
collect
them
to
and
get
them
to
announcement
by
friday
at
noon,
and
I
like
trying
to
assemble
everything
for
millicent
if
it's
in
one
piece,
so
we've
got
a
busy
couple
days
if
people
are
interested
in
doing
a
an
action
on
this,
please
give
me
some
heads
up
that
you're
planning
to
write
something
so
thank
you,
alexander
and
ever
and
sierra
and
chris
for
making
this
final
presentation.
B
With
that,
I
think
we're
ready
to
adjourn.