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A
Senior
transportation
planner
with
transportation,
planning
and
programming,
as
mentioned
we're
here
to
present
the
draft
proposal
for
the
bryant
avenue
reconstruction
project,
trey
is
gonna,
start
it
off,
and
I'm
gonna
join
back
in
we're
gonna
leave
as
much
time
for
questions
as
possible.
This
is
a
very
long
corridor,
so
there's
there's
lots
of
available
information
online.
We're
just
gonna
kind
of
hit
some
of
the
high
points
and
then
talk
about
the
things
you
all
are
most
interested
in.
C
C
Yeah,
I'm
sorry
about
that.
There's
a
little
bit
of
background
noise.
My
brain
sometimes
shuts
down,
like
your
background,
knows
but
yep
so
I'll
go
ahead
and
start
as
mentioned:
trey
joyner,
I'm
associate
transportation
planner
with
the
city
of
minneapolis,
I'm
an
assistant
project
manager
for
the
brand
new
software
construction
project,
as
liz
did
note
that
we
do
have
a
lot
of
information
online
that
I'll
kind
of
briefly
go
over
as
I'm
going
through
our
our
draft
recommended
concept
here.
C
C
So
the
bryant
project
reconstruction
project
is
a
2.5
mile
long
reconstruction
project
that
goes
over
five
business
nodes
and
overlaps
with
the
bicycle
boulevard,
a
bikeway
along
bryant
that
connects
down
to
minnehaha
parkway
and
then
connects
to
the
north
up
to
midtown,
greenway
and
all
the
way
up
to
franklin
and
up
closer
to
downtown
brian
has
transit
on
it,
as
well
as
two
lanes
of
parking
and
two
travel
lanes.
C
It's
60
feet
of
ride,
away
and
55
feet
of
effective
right
away.
So
with
the
combat
knowledge,
public
works
has
five
project
goals
for
the
project
those
are
to,
and
I
just
know
that
these
project
goals
are
are
set
in
place
by
city
policy.
Our
translation
action
plan,
which
you
are
familiar
with,
and
our
efficiency,
our
action
plan,
our
complete
streets
policy
and
also
minneapolis's
declaration
of
climate
emergency,
we're
kind
of
incorporating
all
those
into
how
we
set
the
project
goals
for
this
project.
C
In
addition
to
some
of
the
stakeholder
feedback
we
received
thus
far,
so
those
goals
are
to
improve
pedestrian
safety
and
comfort
created
all
ages,
liabilities,
bicycle
connection
area,
which
is
language
that
that
is
enumerated
in
our
translation
action
plan,
which
means
to
create
a
bicycle
facility.
That's
comfortable
and
usable
by
a
wider
range
of
cyclists,
not
just
those
who
are
most
comfortable
with
riding
in
lane
with
vehicles
also
to
support
existing
and
future
transit
service
in
the
area.
Liz
will
talk
more
about
this,
as
she
goes
over.
C
The
proposal
to
move
transit
to
lindale
also
we're
proposing
adding
a
luscious
amount
of
boulevard
along
the
corridor,
and
this
is
speaking
to
the
goal
about
supporting
and
using
green
infrastructure
to
treat
stonewater
runoff
and
also.
We
know
that,
as
I
mentioned,
there
are
five
business
nodes
along
bryant
and
a
few
businesses
scattered
throughout
the
quarter,
and
we
want
to
support
and
accommodate
business
deliveries
and
customer
access,
because
we
know
that's
important
to
people
who
live
and
frequent
the
corridor.
So
the
project
timeline
in
2020,
we
started
off
the
conceptual
design.
C
We
kicked
off,
kicked
it
off
with
our
first
open
house
in
spring
of
last
year,
where
we
went
over
our
existing
conditions,
we
put
out
a
survey
online.
We
also
had
a
wiki
map
where
folks
could
interact
with
the
map
and
put
in
the
specific
comments
around
around
certain
blocks
and
then
throughout
that,
from
spring
to
december,
we
continued
our
first
phase
of
outreach
and
contacting
businesses
and
talking
with
stakeholders
and
collecting
and
synthesizing
all
that
first
round
engagement.
C
That,
as
I
mentioned,
is
on
our
website
for
your
review
and
then
in
december
we
had
our
our.
We
kicked
off
phase
two
with
our
draft
recommended
concept
where
we
had
our
open,
our
virtual
open
house,
and
we
launched
another
round
of
online
wiki
mac
that
actually
showed
our
draft
concept,
which
is
up
on
our
website
and
another
survey,
and
from
december
10th
on
to
where
we
are
now
we're
continuing
that
second
phase
of
engagement.
C
We
had
some
very
successful
small
group
meetings
last
week,
six
where
we
talked
with
residents
along
with
glendale
and
bryant,
and
so
we've
kind
of
done
a
lot
over
the
course
of
2020
2020
and
to
where
we
are
now.
C
The
intent
is
to
move
toward
a
a
council
approved
document
early
summer
or
council-approved
design
concept
in
early
summer
and
then
moving
on
to
detailed
engineering
design
after
that,
and
this
project
will
be
constructed
over
two
years,
starting
in
2022
and
then
moving
on
to
2023,
and
we
haven't
determined
which
section
of
the
road
to
be
constructed
first,
but
we
know
we
would
split
it
at
some
point.
So
with
that
that
was
a
lot
of
talking.
C
I'm
gonna
kind
of
go
over
a
little
bit
of
our
design
considerations
that
we
considered
or
designs
that
were
considered.
Excuse
me,
as
I
get
this
pdf
working.
C
All
right
so
as
that
moves,
so
some
of
the
design
options
we
considered
were
or
the
squeezing
option
bikes
on
bryant,
which
is
reflected
in
the
draft
current
proposal
and
the
transit
and
transit
on
bryant.
C
Because
of
of
our
project
goals
and
ensuring
that
we
we
meet
those
as
we
move
forward
on
on
the
design,
we
decided
that
the
bikes
on
bryant
option
and
moving
trend
to
lindell
was
most
viable
for
meeting
the
project
goals
and
accounting
for
stakeholder
feedback
squeeze
it
in
option
essentially
recreated.
What
bryant
is
is
today,
and
so
we
don't
get
a
lot
of
deliveries
on
green
infrastructure.
C
We
don't
get
a
lot
of
deliveries
on
safe
and
comfortable
bikeways
or
or
deliveries
on
on
a
supportive
transit
or
a
pedestrian
accessibility
along
the
corridor
and
then
the
transit
on
bryant
option.
We
kind
of
moved
away
from
that,
because
that
involved
moving
a
basket
facility
to
an
adjacent
street,
but
also.
C
Bryant
suitability
for
for
for
for
transit
in
the
future.
It's
it's
limited
due
to
the
limited
right-of-way
on
brian
and
the
actually
the
the
option
to
move
bicycles
to
ejection
street
and
I'll
use.
C
Alderson
an
example
actually
gave
us
all
the
issues
of
putting
a
bicycle
most
of
the
issues
and
putting
a
bicycle
facility
on
bryant
without
a
lot
of
the
benefit
to
moving
it
to
an
adjacent
street,
because
we
would
still
have
to
end
up
partaking
and
kind
of
removing
a
whole
land
of
parking
and
dealing
with
some
of
our
most
complicated
intersections
at
like
lake
and
50th.
C
So,
as
I
mentioned,
right
is
60
feet
right
away.
It's
55
feet
of
effective
right
away,
and
public
works
kind
of,
as
a
practice
tends
to
work
within
that
effective
right
away.
That
effective
right
away,
essentially,
is
when
we're
constrained
by
retaining
walls
or
our
fences
or
stairways.
C
We
tend
to
want
to
avoid
dipping
into
those
because
they
can
become
costly
and
can
can
kind
of
put
a
lot
of
a
lot
of
a
lot
of
a
lot
of
that
stress.
But
it
can
link
in
the
work
that
we
need
to
do
on
link
the
time
spent
of
working
engagement
when
you
do
on
the
project
to
kind
of
coordinate
those
things
away.
C
C
So,
in
addition
to
meeting
the
project
goals
and
kind
of
why
we
selected
the
moving
from
the
to
lindell
option,
we
incorporated
some
stakeholder
priorities,
those
were
maintaining
vehicle
access
and
maintaining
on-street
parking
into
our
project
goals,
and
when
we
looked
at
those
side
by
side
the
trade-offs
between
each
design
consideration
and
when
we
incorporated
those
stakeholder
priorities,
we
found
that
the
option
to
keep
bikes
on
brian
and
then
move
transit
to
lindell
met
most
of
our
goals
without
compromising
without
having
too
many
severe
trade-offs.
C
So,
in
addition
to
the
the
the
reasons
we
went
for
it,
where
we
went
forward
with
the
current
ricket
draft
recommended
design
proposal.
As
I
kind
of
detailed
earlier,
we
were
still
in
the
kind
of
phase
of
stakeholder
outreach,
but
what
we've
heard
thus
far
is
reflected
in
our
draft
design
proposal,
but
I'll
kind
of
like
talk
about
what
that
actually
was.
So
we've
heard
from
from
a
lot
of
people
that
we
want
to
improve
the
bicycle
facility
create
a
protected,
dedicated
bicycle
infrastructure.
C
There's
concerns
around
combining
bikes,
cars
and
buses
on
the
same
narrow
street.
We
know
fire
it's
a
very
constrained
corridor.
We've
also
heard
about
feedback
about
slowing
vehicle
speeds
and
traffic
calming.
C
I
would
say
that
this
has
been
a
one
of
the
most
paramount
things
we've
had
we've
heard
across
all
stakeholders
is
that
it's
really
important
that
we
slow
and
calm
speeds
along
bryant
and
as
as,
if
you've
had
the
chance
to
look
over
the
draft
concept,
you
can
see
this
by
some
of
the
chicanes
we've
offered
in
the
road
and
narrowing
of
the
road
cross-section
and
right-sizing
our
parking
at
certain
blocks.
C
We've
also
heard
calls
for
increased
green
infrastructure,
we've
added
boulevards
to
bryant,
which
previously
no
boulevard
existed,
and
in
some
places
we
have
watched
enough
boulevards
to
plant
large
trees
and
do
some
wallet
quality
infrastructure.
C
Also,
we've
heard
comments
about
the
need
to
cross
the
street
and
or
at
cross
street
intersection
control,
but
also
the
calls
for
intersection
safety
improvements
along
glendale,
as
we
as
we
kind
of
think
about
what
that
proposal
to
translate,
looks
like
and
then
just
generally
concerns
about
pedestrian
accessibility
in
the
area.
C
So,
generally,
our
stakeholder
priorities
are
aligned
with
public
works's
project
goals,
but,
as
I
mentioned,
we
have
heard
a
few
well
a
few
but
a
decent
amount
of
feedback
that
relates
to
kind
of
running
contradictory
to
our
project
goals
and
those
are
like
the
vehicle,
access
and
knowledge
street
parking.
C
This
project
also
will
have
assessments,
and
so
I
think,
if
any
of
you
have
had
the
chance
to
look
at
the
draft
concept
on
the
website
now
and
before
I
pass
it
off
to
liz.
I
just
kind
of
wanted
to
talk
about
some
of
these
briefly
talk
about
some
of
these
like
design
treatments.
We're
considering
that
you
can
kind
of
see
on
the
on
on
the
draft
concept,
and
these
are
you
know,
none
of
these
are
are
too
shouldn't,
be
too
unfamiliar
to
you
all.
C
We
have
bump
outs
at
intersections
where
we
want
to
shorten
the
crossing
distance
and
tighten
the
vehicle
turning
radii.
We
have
a
bicycle
trail
on
the
corridor
in
the
southern
portion
of
the
quarter.
It's
shared
use
the
northern
parts
of
the
northern
portion
of
the
core,
that's
separated
from
the
sidewalk.
As
I
mentioned,
we
have
chicanes
to
slow
vehicle
speeds
and
add
to
traffic
calming
and
then
also
right
sizing
our
parking
on
certain
blocks.
C
Where
we
know
we
have
where
we
have
too
much
parking
to
supply
the
the
anticipated
use
and
then
a
green
infrastructure
as
well.
So
just
kind
of
talking
about
that
liz,
I
think
I'll
pass
it
off
to
you.
Let
me
know
what
page
I
need
to
be
on.
A
Yeah
thanks
head
to
page
seven
for
me,
I
think
I'm
going
to
speak
to
43rd,
specifically
just
from
a
pedestrian
perspective,
so.
C
I
don't
want
to
let
sorry
liz
I
want
to
let
everyone
know
you
can
zoom
in
on
teams.
If
you
press,
control
and
scroll
on
your
mouse,
you
can
zoom
in
on
your
screens
as
well.
A
Thanks
yeah,
that's
a
good
reminder.
So,
as
kelly
mentioned
at
the
outset,
this
is
a
very
long
corridor.
There's
a
lot
of
detail
wanted
to
highlight
some
of
the
things
that
trey
mentioned
in
that
matrix
from
a
pedestrian
perspective
of
how
we're
delivering
on
that
goal.
For
for
safe
access
for
pedestrians
and
pedestrian
comfort,
one
kind
of
overall
guiding,
p
or
overarching
piece
is
the
two
different
cross
sections
that
we're
proposing
on
the
street,
based
on
our
existing
counts
and
projected
land
use
for
these
areas.
A
So
the
big
difference
is
in
the
southern
section.
In
this
draft
proposal
we
have
a
shared
use
path,
ten
foot
shared
used
path
and,
and
in
the
northern
section
we
are
proposing
splitting
out
the
pedestrian
and
sidewalks.
We
can
we'll
scroll
away
from
that
in
a
second
here
to
show
an
example
of
what
that
looks
like,
but
in
the
northern
half
where
we
know
we
have
higher
densities,
higher
existing
bicycle
and
pedestrian
counts.
We
are
currently
proposing
to
separate
make
a
separated
bike
and
pedestrian
facility.
A
I'll
also
note,
if
at
our
business
nodes
we're
also
separating
out.
So,
even
in
the
section
where
we
have
our
shardies
path
tree,
if
you
could
scroll
over
to
like
43rd
for
me
right
on
that
intersection
with
clara
barton
easier
to
explain
to
folks.
E
A
There
we
go
so
right
by
that
number,
seven
kind
of
explains
what
I
was
talking
about
here.
So
you
can
see,
we've
got
the
s
path
on
the
west
side
of
the
trail,
but
in
the
locations
of
the
business
nodes.
A
A
Similarly,
from
a
bicycle
perspective,
sorry
I
keep
asking
you
to
scroll
back
and
forth
in
terms
of
comfort.
You
can
see
those
really
wide
boulevards,
and
that
was
one
of
another
driving
pieces
of
why
we
were
proposing
a
shared
used
path
in
the
southern
section
in
terms
of
trade-offs
between
trying
to
fit
everything
in
with
this
and
within
this
narrow
right-of-way.
A
So
you
can
get
we
get
really
wide
boulevards
here,
but
we
also
get.
We
hit
that
minimum
threshold
of
five
feet
in
almost
the
entire,
the
entire
portion.
We
have
the
shared
use
path
and
that
five
feet
is
really
important,
because
that's
where
we
can
that's
the.
A
The
minimum
amount
we
need
to
plant
large
trees,
so
that
was
a
really
important
thing
for
us
that
we
tried.
We
tried
to
hit
throughout
here
also
trying
to
balance
in
parking
where
needed,
as
trey
mentioned,
but
in
multiple
locations
really
right
sizing
and
making
some
pretty
pretty
drastic
I'll
say
changes
to
what
this
cross
section.
A
What
the
street
looks
like
today,
all
getting
towards
trying
to
narrow
the
street
up
and
slowing
traffic
speeds,
also
including
a
chicane
on
each
of
the
blocks,
going
closer
to
getting
getting
closer
to
to
making
sure
that
we
keep
those
speeds
at
a
minimum.
So
you
can
see
that
there
at
number
eight.
So
just
as
a
reminder
for
folks,
the
chicane
is
where
we
kind
of
put
a
wiggle
in
the
center
line,
I'll
call
it
and
helps
keep
traffic
speeds
to
a
minimum.
A
So
you
want
to
go
back
to
the
43rd
intersection
for
me,
so
also
wanted
to
highlight
just
the
very
narrow
cross
section,
both
on
bryant
itself,
but
on
the
cross
streets.
So
on
right
today,
it's
40
feet
curbed,
to
curb,
as
trey
mentioned
at
each
of
these
crossings,
we're
narrowing
that
up
to
22
feet
and
then
on
the
cross
street.
A
So
if
you
were
going
to
cross
43rd
here
down
by
number
seven
today,
that's
a
30
foot
crossing
and
we're
proposing
narrowing
that
up
to
20
22
feet
and
those
dimensions.
Aren't
you
know
exact
at
each
of
the
cross
streets
for
for
all
of
these,
but
the
22
foot
like
the
not
every
foot
is
30.
Not
every
cross
street
is
30
feet
today,
but
at
every
cross
street
we're
narrowing
it
up
to
that
22
foot
really
narrow
distance.
A
E
A
About
parking
from
folks,
we
have
heard
concerns
about
pedestrian
and
bicycle
use
within
this
section,
something
we
were
thinking
about,
what
you
know
what
we
can
do
to
help
with
that
concern,
but
just
want
to
be
transparent.
That
is
something
we're
hearing.
If
you
could
head
to
page
nine
for
me,
try
please,
okay,
thank
you.
So
this
is
where
I
was
talking
about
up
in
the
northern
half.
So
we
are
the
current
proposal:
transitions
at
40th
street,
taking
feedback
on
that
transition.
Point
from
folks.
A
If
you
head
to
our
survey
you'll
see
if
you've
taken
it.
That's
that
something
that's
we're
specifically
asking
about
about
where
that
transition
point.
People
think
that
should
be
so
here
you
can
see
a
block,
though,
so
this
part
of
the
design
north
of
40th
is
where
we
separate
separate
out
the
bike
trail
from
the
sidewalk
in
on
some
blocks.
A
A
A
We've
got,
the
highest
amount
of
bike
counts,
highest
amount
of
ped
counts,
highest
amount
of
traffic,
highest
amount
of
parking,
and
unfortunately
these
are
some
of
our
locations
where
we
have
our
some
of
the
biggest
need
for
green
infrastructure,
or
at
least
it's
an
opportunity
area
for
us,
based
on
some
of
the
earlier
the
week
we've
done,
but
when
you're
talking
about
trying
to
get
everything
in
within
that
55
feet,
you
we,
we
ended
up
with
this
as
our
kind
of
first
go
for
how
we're
balancing
all
those
items
within
the
right
of
way.
A
You'll
see
that
there's
you
know
no
boulevard.
On
the
east
side,
the
eight
and
a
half
foot
of
sidewalk
is
needed
when
we're
building.
You
know
sidewalk
directly
against
a
travel
lane
there
so
that
extra
one
and
a
half
feet
we
need
for
clear
zones
for
signage
any.
You
know
anything
else
that
it's
going
to
be
right
along
that
sidewalk
for
snow
storage
as
well.
A
So
it's
our
first
draft
of
how
we
would
balance
these
things
highlighting
this
block,
because
we
are
taking
feedback
on
the
the
option
of
of
exploring
a
one-way.
There
would
be,
you
know,
trade-offs
with
that,
as
well,
mostly
with
vehicular
impacts
to
cars,
traveling
on
adjacent
streets
and
on
lindale,
but
but
we're
exploring
it.
We
won't
because
we
know
that,
with
a
one-way
option,
we
would
have
would
free
up
some
more
space
to
invest
in
more
boulevard,
as
well
as
in
some
of
these,
from
more
parking.
A
Frankly
in
places
where
we're
hearing
from
folks
that
are
really
concerned
about
what
parking
will
do
and
what
they're
about
what
what
the
drastic
reduction
in
parking
will
do
to.
You
know
the
livability
of
of
these
blocks.
A
Correct
correct,
sorry,
yeah
I
we
we
don't
have
the
specific
cross-sections
or
graphics
for
that
at
this
point,
because
we
still
have
a
lot
of
work
to
do
before
before
we
would
bring
out
what
exactly
that
looked
like
in
terms
of
impacts.
But
yes,
it
would
be
a
one
lane
one
way
and
someone
at
the
bac
mentioned
this
week.
A
A
very
important
point
about
this
is
that
for
folks,
that
we've
heard
from
you
know
want
to
bike
pretty
fast
on
the
street
and
may
not
want
to
be
using
a
a
separated
bicycle
trail
to
go
very
quickly.
It
would
have
impacts
on
people's
ability
to
lead
quickly
on
the
street.
A
We
would
have
to
take
space
away
from
the
all
the
items
behind
the
curb
before
we
head
into
questions
I
do
want
to
highlight.
You
know
one
of
the
the
one
of
the
ways
that
we
freed
up
a
lot
of
space
here
is
our
proposal
to
move
transit
from
bryant
to
lindeau.
You
can
check
out
what
that
proposal
looks
like
on
the
website
and
right
now,
we've
got
your
draft
locations
for
where
stops
would
be
we're
working
with
metro,
transit
and
hennepin
county.
A
Obviously,
as
hennepin
ani
owns
that
street,
to
figure
out
what
that
looks
like
in
more
detail,
we'll
be
coming
out
with
that
in
our
next
round
of
outreach.
But
one
of
the
biggest
things
we've
heard
from
folks
is
concerns
about
pedestrian
safety.
On
lindale
I'll
note
that
this
section
of
glendale
looks
very
different.
You
know
south
of
lake
than
it
does
north
of
lake,
but
we're
still
hearing
concerns
about
pedestrian
crossings,
specifically
at
those
intersections
where
we're
proposing
transit
stops
at
unsignalized.
A
So
you
know
intersections
with
no
traffic
signal
at
those
intersections
I'll,
say
one
of
the
really
great
opportunities
that
we
have
through
this
project
that
we
wouldn't
have,
if
we
wouldn't,
if
we
wouldn't
be
proposing
or
end
up
moving
transit
to
lindale,
is
that
we'd
be
able
to
make
investments
at
those
intersections
specifically
looking
at
pedestrian
medians
along
along
that
corridor
at
those
locations,
I
think
we
hit
the
high
points
trade
did.
I
did
I
miss
anything
big.
C
No,
I
think
I
think
we
got
it.
I
think
we're
ready
for
a
couple
questions.
I
J
I
have
a
quick
question
when
you
mentioned
that
slowing
traffic
is
a
priority,
are
you
building
for
20
miles
per
hour
or
25
miles
per
hour?.
A
Good
question
we
are,
the
speed
limit
on
the
street
would
be
25.
Excuse
me,
it
would
be
20
miles
per
hour
if
it
were
yes.
J
Okay,
so
my
question,
I
guess,
is:
would
it
be
possible
to
go
down
to
at
least
one
nine
foot
lane
if
you
have
got
a
low
speed?
I
know
that
there
are
probably
delivery
vehicles
on
the
street,
but
would
would
it
be
possible
to
have
narrower
lanes
like
that.
A
Yeah,
unfortunately,
based
on
the
guidelines
that
we're
building
to
on
the
street
and
kind
of
based
on
the
amount
of
traffic
that
we
we
know
is
currently
being
served
here,
nine
foot
lanes
aren't
going
to
be
something
that
public
works
proposes
on
the
street.
Okay.
J
I
appreciate
the
20
mile
an
hour
design.
I
think
that's
really
great,
because
it
will
mean
that
bicyclists
will
be
more
comfortable
biking
mixed
in
traffic,
which
should
free
up
a
little
bit
of
those
fast
bicyclists.
J
My
second
question
was
something
that
julia
curran
has
brought
up
a
number
of
times,
which,
if
you're
doing
green
infrastructure
and
storm
water
collection.
One
of
the
concerns
that
we
always
have
is
that
storm
water
collection
and
pedestrian
crossings
are
co-located,
and
is
that
something
that
you're
looking
at,
like
you
know,
they're
all
at
the
corners
right?
So
you
have
backed
up
storm
water
into
pedestrian
crossing
areas,
and
are
you
guys,
looking
at
putting
stormwater
collection,
mid
block.
A
Yeah,
so
right
now,
at
this
level
of
design,
we
won't
be
getting
to
answer
those
questions,
but
we
can
note
it,
but
I'll
say.
Yes,
we
are
planning
on
you
know,
looking
at
treatments
mid-block
as
well
right
now,
we're
we're
only
carving
out
the
available
space
to
make
those
investments
in
green
infrastructure
and
those
best
management
practices.
So,
whether
that
be
you
know
something
above
ground
which
is
often
much
cheaper,
so
rain
garden,
tree
trenches,
etc.
So
we
can.
G
A
We
are
hold
on
sorry.
I
want
to
write
down
that
thing,
because
I
want
to
put
that
on
my
post
30
hold
on
a
second,
and
I
didn't
have
my
notes
up,
because
I've
got
too
many
teams
windows
on
this
small
laptop
hold
on
one
second,
so
post
30,
it's
drainage
for
gi
intersections.
Okay!
Now
I
can
type
and
talk
at
the
same
time
so
table
intersections.
A
I
will
say
that
we
have
really
learned
from
some
of
our
po
from
our
past
projects,
so
the
gerard
avenue
and
johnson
street
projects
where,
at
this
level
of
design
we
said
yeah
we
can
do
tabled
crosswalks
and
or
raised
crosswalks
at.
I
guess
you
asked
about
table
tennis
sections,
I'm
going
to
talk
about
raised
crosstalks
quickly
and
then
I'll
get
to
table
intersections
as
well,
because
they're
related-
and
we
know
that
the
raised
crosswalks,
especially
on
the
side
where
the
bicycle
trail
or
the
shared
used
path,
are
really
important.
A
A
So
we
don't
want
to
over
promise
to
everyone
and
then
not
be
able
to
get
them
in
on
based
on
some
of
the
grades
on
some
of
our
past
projects,
it
ended
up
that
you
know
to
get
them
in
to
make
them
work
once
we
got
out
in
the
field,
we
realized
that
we
would
have
to
you
know
reconstruct
like
a
full
block
of
a
street
for
the
intersection,
and
we
just
unfortunately,
don't
have
this
project
scope
and
available
budget
to
do
that
in
some
locations.
A
However,
as
I
said,
we
know
they're
really
really
important,
and
so
we
have
that
noted.
It's
something
we're
gonna
public
works
will
be
continuing
to
track
as
the
project
moves
forward
in
terms
of
tabled
intersections.
This
project
is
a
municipal
state
aid
street
and
unfortunately,
it
makes
it
very
you
know
difficult
to
be
able
to
do
that.
Design
treatment
along
bryant
avenue
along
the
north-south
sides
of
bryant
avenue,
for
tabled
intersections.
G
What
is
the
barrier
there?
Is
it
the
same?
Memorial
excuse
me,
but
I
know
that
olson
memorial,
the
issue
was:
if
vehicles
going
at
the
posted
speed
limit
would
like
go
airborne
or
something.
What
are
the
msa
concerns
with
tabled
intersections
sure.
A
So
it's
based
on
the
design
guidelines
so
you'd
be
able
to
get
something
that
would
be
like
designed,
for
you
know
just
a
very
slow
speed.
It
would
be.
It
would
look
more
like
a
nicolette
avenue.
Excuse
me
like
downtown
design
like
the
nicolet
mall,
where,
in
my
opinion,
you
know
they're
they're
good
for
the
nikolai
mall
for
what
that
design
was.
But
if
we're
talking
about
speed
reductions,
I'm
thinking
around
going.
G
To
get
them
as
much,
I
think
primarily
around
drainage,
particularly
looking
at
bike
paths
that
and
sidewalks
those
having
non-street
bike
paths
that
end
up
with
the
same
kinds
of
issues
with
plowing
that
sidewalks
and
crosswalks
have
constantly.
G
A
A
Say
everyone
that
we're
working
on
seeing
some
nods
are
roughly
well.
So
that's
great
in
terms
of
drainage,
cool
yeah.
I
can
pass
that
along.
A
Trey,
can
you
help
me
out
with
that
one?
It's
3
000
vehicles
per
day
up
in
the
north,
and
I
want
to
say
it
ranges
down
to
a
thousand
in
the
south.
Is
that
correct.
A
K
Okay
and
then
on
your
typical
section
between
40th
and
lake,
you
know
you
have
a
bikeway,
eight
foot,
bikeway
five
foot
walk
and
then
a
one
foot
boulevard
to
me.
That's
hardly
worth
using
that
space
because
I'm
sure
that
grass
or
whatever
turf
you
put
in
there,
is
not
going
to
last
and
I'm
wondering
if
you
know
if
you
made
that
all
hard
surface,
I
assume
the
city's
going
to
plow
the
bikeway.
K
If
you
made
that
whole
section
hard
surface
with
some
kind
of
divider,
then
could
the
city
then
plow
the
walk
at
the
same
time?
So
you
get
snow
removal
in
there
because
I
can
see
where
the
residents
would
follow.
You
know
shovel
the
walk,
throw
it
on
the
bikeway
and
then
the
city
comes
back
and
pushes
it
back
towards
the
walk.
So
that's
I'm
wondering
how
you're
planning
to
handle
that.
I
B
A
B
A
K
A
Got
it
that
that
may
just
be
a
poor
communication
and
color
choice
on
our
point,
our
part,
that
would
just
be
to
note
like
the
clear
zone
and
that
we
would
be
having
some
sort
of
oh,
my
gosh.
I
can't
believe
I'm
playing
detectable.
A
People
with
vision
impairments
would
be
able
to
delineate
between
those
two
types
of
uses
or
excuse
me.
Two
types
of
design
features
on
the
street
question
about
plowing
is
interesting.
I'll
have
to
ask
I'll,
have
to
ask
our
plowing
folks
about
the
operations
of
how
that
would
work,
but
you
were
correct,
so
the
city
would
be
plowing
the
any
location
so
they're,
both
the
shared
use
path
and
the
eight
foot
bike
trail
we'd
be
responsible
for
plowing.
That.
E
G
It's
I'm
concerned
talking
about
the
parking
and
livability
and
transition
plans
for
parking,
just
thinking
about
climate
breakdown.
Looking
at
how
much
parking
is
being
provided,
adjacent
to
transit
corridors
and
building
a
street
that
should
outlast
the
current
parking
demands.
G
What
is
the
transition
plan
for
those
spaces
and
what
kind
of
consideration
is
being
given
to
the
livability
of
the
negative
livability
of
providing
that
parking,
as
well
as
like
continuing
to
incentivize
driving
so
close
to
transit
lines?.
A
Good
question,
so
I
would
say
that
you
know
we.
We
are
throughout
the
entire
corridor
at
a
high
level,
currently
proposing
to
remove
70
of
the
parking
it's
a
pretty
drastic
change
and
as
we're
kind
of
moving
towards
how
people
are
currently
using
this
street
and
making
making
that
transition.
A
F
A
How
they
might
get
there
and-
and
you
know
how
they
currently
structure
their
lives?
That
being
said,
we're
balancing
that
very
carefully
against
the
our
goal
for
green
infrastructure.
Here,
if
you
take
a
look
at
and
specifically
why
we're
talking
about
the
one
way,
so
that's
like
the
biggest
consideration
here
is,
is
how
we
can
try
and
thread
that
needle
between
those
two
items
that
you
just
brought
up
and
the
tension
there.
G
A
A
Yeah
so
to
that
goal,
it's
we're
talking.
So
when
we're
talking
about
green
infrastructure
on
this
project,
we're
talking
specifically
about
train
about
drainage
and
tree
and
planting
large
trees-
and
you
know
other
native
plantings
and
and
what
we
can
get
within
those
boulevards.
A
So
specifically
talking
about
that
and
then
we're
looking
at
our
opportunity
area.
So
we've
done
a
lot
of
groundwork.
You
can
check
that
out
on
the
website
as
well
to
try
and
identify
the
areas
where
it's
most
our
biggest
opportunities
to
be
investing
and
trying
to
make
sure
that
we
have
boulevard
space
available
for
that
those
treatment,
design,
treatments.
D
A
Yeah,
we're
actually
probably
gonna,
be
coming
back
twice
so
we're
coming
out
in
march
and
then
as
well
march,
april-ish
with
another
kind
of
draft
proposal
likely
on
on
bryant.
But
it's
going
to
be
really
focused
on
lindale
and
what
those
design
features
look
like
and
then,
as
trey
mentioned
sometime
in
the
summer,
we
would
be
coming
through
with
our
final
recommendation.
D
Okay,
great,
thank
you
so
much.
We
appreciate
it
and
now
we
have
you
bet,
and
now
we
have
forest
hardy
coming
up
with
lowry
avenue,
northeast
reconstruction.
B
Yes,
hello,
everyone,
I'm
forrest,
transportation,
planner
of
the
city
of
minneapolis
here
to
talk
about
lowry
avenue
from
washington
to
johnson
street
northeast,
it's
a
2023
construction
project
and
we
have
kelly
augusto
with
the
county.
That's
here
to
talk
about
that
today,.
D
I
Hi
there,
I'm
not
sure
I
think
I
got
an
error
message
on
that,
but
as
forrest
mentioned,
I'm
I'm
kelly
augusto.
I
work
for
hennepin
county
in
their
transportation
design
division
and
am
the
project
manager
for
the
lowry
avenue
northeast
reconstruction
project,
so
just
going
to
go
over
some
higher
level
details
on
that
for
you
this
evening
on
phase
or
segment,
one
of
of
two
that
received
federal
funding
and
also
kind
of
recap,
some
concept
recommendations
that
came
out
of
the
study
done
in
2015.
I
Can
you
all
see
the
slides?
Yes,
thank
you
for
us.
I
So
the
segment
that
I'll
be
talking
about
is
about
one
mile
along
lowry,
avenue
from
washington
street
to
johnson
street
and
includes
the
intersection
with
central
avenue
or
minnesota
highway.
65.
I
I
Some
of
the
project
background
includes
a
study
that
was
done
in
or
that
culminated
in
2015
with
the
lowry
avenue
northeast
corridor
plan
and
implementation
framework.
All
of
that
information
is
still
available
on
the
county's
website
at
the
link
provided
in
the
slide.
I
It
was
adopted
by
the
minneapolis
city
council
and
then
the
hennepin
county
board
of
commissioners
in
2015,
and
it
included
a
pretty
extensive
public
engagement
and
also
traffic
analysis
was
done
to
provide
some
concept
recommendations
essentially,
which
is
is
kind
of
where
we're
we're
looking
at
a
starting
point.
Basically,
we
haven't
gotten
into.
We
certainly
aren't
at
a
preferred
alternative
at
this
point,
but
just
thinking
through
some
options
and,
of
course,
taking
into
account
what
came
out
of
the
2015
study.
I
So
they
pretty
much
kind
of
split
this
segment
of
the
corridor
in
two
at
central
avenue,
so
east
of
central
avenue,
they
were
looking
at
wider
sidewalks
parking
and
bicycle
facilities
and
a
two-way
two-lane
roadway.
So
a
maybe
easier
graphic
to
look
at
that
came
out
of
those
study.
Documents
is
shown
in
this
slide
where
there's
an
existing
view
of
lowry
avenue
in
the
upper
left
corner
and
then
a
proposed
view
of
what
it
could
look
like
with
this
concept
is
shown
on
this
slide
as
well.
I
And
then
moving
to
the
segment
of
lowry
west
of
central
avenue,
the
study
looked
at
wider
sidewalks
and
a
three-lane
roadway
and
then
a
graphic
to
look
at
that.
Depicts
that
a
little
a
little
more
clearly
is
on
this
slide
and
shows
the
existing
segment
of
lowry
avenue
in
the
upper
left
again
and
then
what
the
proposed
segment
of
lowry
avenue
could
look
like.
I
I
Preliminary
design
is
starting
and
we'll
go
through.
I
would
say
more
like
fall
of
2021
here
and
then
detailed
design
would
start
at
that
point
and
go
through
approximately
the
end
of
2022,
with
construction
planned
to
take
place
starting
in
2023
and
going
into
likely
going
into
2024.
I
For
community
engagement,
I've
had
the
opportunity
to
talk
to
the
windowman
park,
citizens
and
action
association,
a
couple
of
times
again
just
presenting
basically
the
same
information,
the
high-level
concepts
that
came
out
of
the
2015
study
and
was
able
to
work
with
oliver
smith
in
cped
about
acquisitions
that
are
in
progress
at
central
and
lowry,
so
just
kind
of
coordinating
all
of
that,
and
also
coordinating
with
the
city's
johnson
street
project
as
well.
I
So
future
engagement
plans
are
starting
soon.
I'm
working
to
hire
a
consulting
firm
to
assist
us
with
public
engagement
and
also
traffic
analysis,
so
that'll
be
that'll,
be
kicking
off
soon.
I
D
I
have
a
question
you
gave
the
traffic
counts,
do
you
have
the
pen
counts,
the
pedestrian
accounts
and
the
bicycle
counts
as
well?
Is
it
a
highly
traveled
area
with
pedestrians
and
bicyclists.
I
I
don't
have
those
numbers
readily
available
in
the
information
I
have
tonight,
but
I
I'm
pretty
sure,
there's
information
on
that
from
what
was
looked
at
in
2015,
and
I
certainly
am
I'm
planning
to
get
that
information
from
our
transportation
planning
group
who
works
on
that
and
also
coordinate
with
forest
and
any
information
the
city
might
have
that
way.
D
I
E
This
is
matthew,
I
pulled
up
the
city's
pet
bike
count
website
and
we
do
have
some
accounts.
You
know
it's
been
counted
a
variety
of
times
and
kind
of
since
kind
of
2012
between
about
500
and
600
pets
per
day
near
lowry
and
central,
and
I
think
that
is
like
one
of
the
main
areas
that
we
can't
yeah.
That's
like
the
basic
area
that
we've
counted
in
our
comp
program.
So
that's
what.
E
Yep,
great
and
real,
quick
bikes
bikes
are
are
very
low,
which,
like
90
200
per
day,
which
makes
sense
since
it's
not
a
bike
way.
Okay,.
E
J
My
my
biggest
question
is
about
why
shoes
to
choose
to
have
a
three-lane
roadway
west
of
central
avenue
when
the
adt
is
not
all
that
different
in
the
west
segment
than
it
is
in
the
east
segment.
I
That's
a
great
observation
aaron.
I
wasn't
involved
in
any
of
the
study
done
in
2015,
but
I
do
know
that
they
did
base
their
recommendations
on
traffic
analysis
and
public
engagement.
So
I
know
that
traffic
modeling
was
done
to
come
to
that
conclusion,
that
that
would
work
well
based
on
forecasts
in
the.
G
Area
are
those
forecasts
being
redone,
given
that
it's
a
completely
different
context
than
those
tend
to
look
at?
They
tend
to
look
just
at
sort
of
perpetual
growth
of
driving,
as
opposed
to
climate
breakdown
and
pandemics,
and
a
world
in
crisis.
I
G
Will
the
lane
widths
be
adjusted
to
reflect
what's
better
for
people
outside
of
cars
compared
to
what's
shown
on
the
presentation.
I
Lane
widths
would
definitely
be
something
that
we'll
be
looking
at
in
more
detail.
Certainly,
it's
not
a
detail
that
we've
really
come
to
a
conclusion
on
or
anything
at
this
point.
I
You
said
the
next
phase,
or
maybe
at
about
the
30
level
design.
I
I
would
I'll
coordinate
with
forest
on
that,
but
yeah.
I
think
summer
time
frame
would
probably
be
probably
good
to
come
back.
I
D
Forrest,
don't
okay!
Well,
we
appreciate
you
bringing
this
to
us,
we'll,
look
forward
to
seeing
more
design
elements
and
some
of
the
answers
to
the
questions
we
had
when
you
come
back.
I
D
D
L
Hey,
we
also
have
ciara
from
tool
design
group
that
will
be
attending
and
we'll
be
talking
to
some
of
the
points.
L
Let's
just
turn
on
my
video:
I'm
gonna
pull
up
the
presentation.
L
Yeah,
just
let
me
know
if
my
audio
is
sounding
off
or
anything
like
that.
I'm
just
gonna
adjust
this
as
well,
so
I
can
see
folks
face
on
my
other
screen.
Okay,
everyone
can
still
see
my
presentation
screen
correct.
L
And
how
much
time
do
I
have?
I
just
want
to
make
sure
I'm
being
respectful
together.
D
M
L
Awesome
so
I'll
hop
into
it.
My
name
is
alexander
kato,
I'm
a
transportation
planner
within
transportation,
planning
and
programming
here
to
present
today
on
upper
harbor
terminal,
we've
been
to
various
pac
and
bac
committees
over
the
last
few
years
with
a
lot
of
the
high
level
concepts
and
are
here
today
to
talk
through
the
public
realm
and
infrastructure.
This
is
a
10
concept.
L
L
L
So
it's
a
really
big
transition
and
obviously,
with
that
transition,
there's
definitely
a
desire
to
ensure
that
the
internal
transportation
system
and
then
the
accompanying
transportation
system
to
the
site
is
multimodal.
You
know
provides
and
I'll
talk
about
this
in
our
next
slide
provides
a
safe
and
convenient
bike
and
pet
experience
and
really
maximizes.
That
riverfront,
especially
this
part
of
minneapolis,
does
not
have
a
ton
of
river
recreational
spaces,
and
so
I
think
we
can
all
agree
that
this
is
a
really
exciting
experience
and
place
and
time
for
this
development.
L
L
The
original
scope
stopped
at
the
bridge
and
a
few
of
us
me
and
nathan
and
others
realized
that
the
western
segment
up
to
lindell
was
in
need
of
some
vast
improvements
in
order
to
really
highlight
that
primary
access
point.
So
that's
doweling,
you
can't
see
it
in
here,
but
we're
also
looking
at
the
cip
in
2025
and
expanding
this
treatment
further
west,
I
believe,
to
thomas
avenue
and
so
we're
trying
to
get
this
to
continue
all
the
way
to
theoworth
parkway
and
provide
a
really
nice
east-west
connection.
L
The
green
represents
parkway
phase,
one
parkway
phase
two
is
dashed
here.
This
will
not
occur
with
the
phase
one
developments
and
then
33rd
avenue
north
is
also
going
to
be
in
phase
one.
So
the
solid,
yellow,
solid,
green,
solid
blue
lines
will
start
construction
in
23
and
be
wrapped
up
in
a
couple
years,
and
then
the
phase
two
development
will
likely
come
in
2025
and
beyond.
L
This
is
about
a
mile
of
infrastructure,
so
it's
quite
a
bit.
I
mean,
if
you
could
imagine
walking
through
all
that
it'd
probably
take
you.
You
know
for
the
fast
walkers
I
don't
know
maybe
20
30
minutes,
but
I
think
with
all
the
activation
and
activities
you
could
easily
spend
a
couple
hours
just
enjoying
this.
The
space
in
this
place
another
piece
of
this.
So
obviously
we
have.
You
know
what
you
see
above
the
ground.
L
The
walking
the
rolling,
but
also
the
utilities
under
the
ground
we're
providing
water,
sanitary
overhead
power
and
also
storm
water.
For
for
this
presentation,
we're
not
going
to
delve
too
deep
into
the
storm
water.
When
we
come
back
to
you
in
march
with
our
30
percent
concepts,
we'll
have
more
robust,
stormwater
examples
to
share,
but
just
wanted
to
highlight
that,
as
you
can
imagine,
with
a
development
adjacent
to
the
river
there's
a
tremendous
opportunity
to
really
provide
some
robust
stormwater
features.
L
L
So
for
phase
one
is:
is
upper
doweling
if
you've
been
on
dowling
if
you've
been
on
the
site,
you
know
that
there's
a
significant
slope,
and
so
we've
called
upper
doweling,
pretty
much
from
the
bridge,
the
dollar
bridge
in
west,
and
it's
called
upper
dalvin
because
it
goes
up,
and
this
is
a
rendering
of
how
that
could
look.
L
You
may
have
seen
this
in
the
coordinated
plan,
which
was
released
a
few
a
couple
months
ago,
and
it's
been
in
a
few
news
articles
and
such
and
the
proposals
to
have
a
sidewalk
on
the
north
side
and
then
on
the
south
side
having
a
shared
use
path
if
you've
cycled
on
dowling
or
biked
or
walked
on
dialing
right
now.
You
know
that
there's
an
in-street
bicycle
lane
with
this
proposed
design
we'd
be
moving
that
south
here
and
having
a
shared
use
path
to
share
with
cyclists
and
pedestrians.
L
This
is
the
type
of
treatment
we
typically
use.
When
we
have
a
very
constrained
right-of-way,
we
don't
want
to
acquire
any
property
or
eminent
domain,
any
any
of
the
properties
on
the
street,
and
so
this
is
a
treatment
we
use
similar
to
what
has
been
recommended
on
johnson
street
northeast
with
that
reconstruction,
which
starts
in
april,
I'm
going
to
move
into
a
cross
section
that
provides
a
bit
more
details
of
this
treatment.
L
So
you
can
see
the
project
limits
are
from
glendale
and
travel
eastward
into
the
site.
You'll
see
we
have
a
six
foot
boulevard
or
six
foot
sidewalk
a
boulevard
of
varying
width
and
then
on
the
south
side
that
shared
used
path,
which
is
ten
feet
and
also
some
more
boulevard
space,
and
this
treatment
continues
east
to
the
dowling
bridge.
L
N
Yeah,
I
think
I'd
add
that
we
are
able,
to
put
you
know,
curb
extensions
on
sixth
street
there
and
also
have
a
raised
crossing
of
the
shared
use
path
across
sixth
street.
I
wanted
to
mention
you
know
today.
The
sidewalk
is
full
of
obstructions,
and
it's
on
the
back
of
curb.
So
here
this
will
be
an
unobstructed
shared
use
path
with
the
boulevard
where
we
can
put
things
as
you
cross
over
to
the
dowling
bridge.
N
That
is
where
we
will
be
able
to
separate
pedestrians
and
bicyclists
from
the
bridge.
All
the
way
down
to
the
site,
we
aren't
we'll
say
as
constrained.
N
Another
feature
to
highlight
here
is
adding
that
fourth
leg
of
a
crosswalk
at
the
on
and
off
ramps
there
at
the
darwin
avenue
bridge.
So
this
is
just
a
few
thing
features
or
pedestrian
improvements.
To
mention
we
are
showing
the
existing
bus
stops
again
right
now
the
bus
stops
a
light
right
onto
the
sidewalk,
and
here
there
would
be
a
little
bit
more
space
for
passengers
and
people
waiting.
N
F
O
Like
I'd
just
like
to
say
before
a
question
shout
out
pac,
we
listen,
we
know
the
fourth
leg
on
the
interchanges
and
the
ramp,
so
we've
been
working
with
mndot
on
there
and
we
do
have
some
preliminary
positive
reactions
to
adding
that
fourth
leg
on
both
sides.
So
just
wanna
acknowledge
the
the
work
and
the
recommendations
coming
out
of
this
committee.
J
My
my
quick
question
on
this
particular
area
is
whether
there
are
any
safety
concerns
with
transitioning
from
an
off
street
bikeway
to
an
on-street
bikeway
at
a
freeway
on-ramp.
Are
there
other
similar
intersections
that
are
comparable
to
this
in
the
city
that
we
have?
Maybe
a
safety
record
for.
O
I
can
I
can
take
that
one.
We
do
have
a
couple
instances
where
we
have
treatments
like
this.
There's
one
going
to
be
built
here
in
south
minneapolis
in
2021
the
portland
ave
project.
For
those
of
you
familiar,
I
think
I
think
you
bring
up
a
good
point,
it's
about
being
very
intentional
and
detailed
with
that
design.
O
One
thing
that
we
didn't
have
quite
figured
out
at
this
10
level
yet,
but
we
are
looking
at
to
see
if
mndot
will
allow
us
to
carry
that
off
street
trail
right
up
to
the
bridge
abutment.
So
we
are
looking
to
carry
that
off
street
feature
through
the
intersection
and
potentially
having
a
raised
crossing
through
that
as
well.
So
those
are
two
details
that
we
don't
have
ready
quite
yet
pinned
up
to
share
with
you
today,
but
we're
looking
very
very
closely
at
that,
especially
with
the
turn
moves
in
the
conflict.
O
So
it's
very
good
attention
to
detail
that
you
brought
that
up.
G
Can
I
just
request
that,
as
you
give
us
cycling,
mixed
use
and
sidewalk
widths,
you
also
give
us
the
vehicle
lane
lips
just
that
we
have
the
context
of
that
as
well.
O
The
the
through
lanes
are
10
feet,
the
turn
lane
is
10
feet
and
we
do
have
a
2
foot
curb
and
gutter
for
conveyance
of
storm
water,
and
just
just
knowing
that
this
area
is
pretty
pinched
with
some
of
the
bigger
buses
and
trucks
coming
through
at
the
intersection.
So
we
are
mindful
of
the
transit
service
coming
through
this
area.
L
F
L
Sorry
about
the
echo,
so
if
you,
if
you've
gone
across
the
darling
bridge
today,
you
know
what
that
experience
is
like
it's.
You
know
high
vehicle
volume,
a
really
constrained,
sidewalk
space.
You
can
see
in
this
in
this
image
here
the
the
bicycle
traveling
is
still
on
street.
L
So
there's
a
lot
of
opportunity
to
improve
this
space.
We've
been
working
with
mndot
to
understand,
bridge
life
understand
their
cip
cycle.
I
know
they
use
a
different
term
than
cip,
but
really
to
understand
when
they
would
be
able
to
cost
participate
on
improvements
for
the
bridge
at
the
very
minimum.
L
We
were
thinking
of
a
treatment
like
this,
which
is
similar
to
26th
avenue
north,
which
is
a
shared
or
which
is
a
two-way
bike
trail
on
the
northern
side
of
the
street,
so
26th
avenue
north
is
about
a
mile
and
a
half
south
of
dowling
and
the
overall
treatment,
east
and
west
that
we're
recommending
on
dowling.
It
is
very
similar
to
that.
So
this
is
with
bollards
and
ballers
and
just
paint
a
more
robust
example.
L
We're
looking
at
is
having
a
more
robust
separated
treatment
like
this,
with
also
some
artistic
railing
treatments
as
well
conversations
with
men
that
are
still
in
a
very
preliminary
state
and
we
do
recognize
through
community
feedback
and
just
through
our
own
experiences,
a
strong
desire
to
provide
a
more
robust
experience
crossing
the
bridge,
but
so
it's
still
very
forthcoming
for
that
design
treatment.
L
Okay,
so
lower
dialing
today
is
also
a
very
challenging
intersection
for
those
that
have
walked
or
biked
or
even
driven.
There's,
there's
just
a
lot
of
challenges
with
intersection,
skus
sight
lines
and
then
a
lack
of
really
off
street
or
separated
by
facilities.
L
This
is
our
preliminary
proposal
for
washington.
You
can
see
that
traveling
here
we're
restoring
some
of
the
intersection
sku.
We
have
a
two-way
bike
facility
and
then
a
separate
sidewalk
for
pedestrians,
and
so
remember
that
east-west
treatment
that
started
on
lindale
and
continues
across
dowling
across
the
bridge
will
continue
along
here
and
into
the
site.
L
We
also
are
preparing
some
north-south
connectivity
on
washington
as
well,
so
we
would
start
a
two-way
treatment
here
and
are
working
with
the
county
on
continuing
that
treatment
north
to
weber,
tandem,
42
42nd
project
and
then
also
continuing
that
treatment
south
onto
second
street
north
and
then
ultimately,
connecting
to
lowry
avenue
north
cr
I'll
just
turn
to
you
and
see.
If
you
have
any
more
design
details
that
you
want
to
just
highlight
to
the
group.
N
Yeah,
I
guess
I
just
highlight
that
this
is
the
intersection
of
two
high
injury
streets
that
the
city
identified
in
the
vision,
zero
plan,
and
so
we
very
much
have
a
our
eye
towards
improving
this
intersection
for
pedestrians
and
bicyclists,
and
it
will
improve
it
for
for
motorists
as
well.
If
you've
been
to
this
intersection,
dowling
actually
is
so
skewed
that
it
has
separate
signals.
N
N
We
are
able
to
again
fully
separate
all
of
the
movements
between
pedestrians
and
cyclists
at
their
intersections,
so
protected
intersection
design
for
those
that
are
familiar
with
those
words.
We
are
introducing
a
truck
apron.
It
is
the
tannish
area
there
along
washington
at
dowling,
in
an
effort
to
slow
down
the
trucks
that
are
turning
through
the
intersection
and
then
another
thing
I
wanted
to
highlight
is
the
sidewalk
on
the
south
side
of
washington.
N
If
you
can
read
the
fine
print,
it
does
say,
or
it
is
a
six
foot
sidewalk
but
know
that
the
idea
is
that
these
are
redevelopment
parcels
and
so
the
pedestrian
realm
would
ideally
be
a
bit
wider
based
on
the
building
frontage
and
the
activation
at
the
ground
level
there.
So,
although
that
may
look
a
little
narrow
now
and
it
kind
of
goes
off
into
the
grass
know,
that
we'll
of
course
work
to
integrate
that
with
the
redevelopment
as
it
comes
along.
N
I
will
say
there
are
some
real
challenges
with
grades
and
getting
directional
ramps
on
that
western
leg,
but
that's
something
that
we're
working
through
those
design
details
right
now
having
enough
space
for
directional
ramps
and
the
aps
push
buttons
and
things
of
that
nature.
G
I've
got
two
questions
on
this.
The
truck
apron
is
that
different.
Then,
can
you
explain
what
that
is?
I
don't
think
I've
recalled
that
previously.
N
Yeah,
I
don't
know
that
we
have
a
picture
in
it
here,
so
it
would
be
a
different
colored
concrete
and
it
would
be
mountable
figure
if
you're
a
pedestrian,
the
truncated
domes
would
be
be
behind
the
truck
apron.
So
it
wouldn't
suggest
that
you
wait
out
in
that
area,
but
it
is
an
area
where,
if
there
aren't
trucks-
and
if
you
don't
have
vision
impairments,
it
does
shorten
the
crossing
a
bit
and
then
slow
trucks
down.
N
But
that's
something
when
we
come
back
in
march,
we
could
have
some
photographs
of
that.
If
that
would
be
helpful
to
understand
what
that
treatment
might
look
like.
G
So
there
it
is
raised,
unlike
we've,
done,
ford,
concrete,
aprons,
hoping
that
would
slow
drivers
but
still
work
for
trucks.
But
this
is
something
that
is
raised
somewhat.
N
Correct
so
different
than
washington
avenue
downtown
where
it's
more
of
a
flat.
This
would
actually
have
some
rise
to
it.
Exactly.
G
Thank
you,
and
I
I
guess
I
also
kind
of
have
questions
about
possibly
being
pork
chops,
even
though
I
usually
hate
them
just
in
some
of
these
rainy
radii
that
and
distances
that
feel
really
very
particularly
different
driver
behaviors
in
this
area.
I'm
curious
what
that
might
be
for
providing
some
sort
of
crossing
reviews,
especially
like
on
downline
delaware,
with
the
ramp,
where
there's
a
no
man's
land
on
the
east
side
of
the
north,
south
boston.
O
You
kind
of
hit
the
main
point
that
we
have
been
debating
with
and
looking
at
tap
and
what
tap
says
about
getting
rid
of
pork
chops,
and
we
have
been
spinning
on
this
for
a
while,
and
that
was
one
of
the
things
that
we
thought
would
be
really
helpful
to
get
something
back
on
this
we
did
put
some
of
the
slow
turning
wedge
and
the
truck
aprons
as
as
they
work
for,
but
if
there
is
some
desire
from
this
group
to
see
some
of
those
pork
chops
reinstituted
here,
that's
something
we
can
definitely
pursue.
O
E
L
Those
are
great
comments.
I'm
gonna
keep
this
moving
along
since
we're
getting
close
to
time.
This
is
an
illustrative
rendering
of
what
lower
dialing
would
look
like.
So
this
is
just
a
little
bit
past
the
intersection
that
we
just
discussed
in
the
last
image,
and
you
can
see
a
two-way
bicycle
path-
a
separated,
sidewalk,
some
active
land
use.
I
mean
this
treatment
would
continue
east
into
the
site.
L
Now
I'm
going
to
move
into
the
parkway,
this
is
a
pretty
big
image,
so
I
apologize
it's
a
little
hard
to
zoom
in
and
see
everything,
but
the
last
two
images
we
showed
were
this
area
here
along
darling
and
then
that
treatment
with
the
separated,
two-way
bike
trail
and
then
the
sidewalk
would
travel
here
and
then
you'd
enter
into
the
site.
L
So
this
would
be
the
initial
intersection
darling
would,
at
this
point,
transition
into
the
parkway
we'd
have
a
table
raised
crossing
and
then
a
treatment
of
a
two-way
cycle
track
here
on
the
south
traveling
for
the
parkway.
This
is
the
park.
This
would
be
some
active
land
use
here
as
well.
Some
living
facilities,
the
music
venue
here
and
this
yeah.
This
is
the
the
the
site
gateway.
We
understand
that
in
an
intersection
like
this,
that
we
really
want
to
provide
safe
crossings
for
cyclists
and
pedestrians,
reduced
vehicle
speeds
as
well.
L
So
they're,
not
you
know
speeding
through
this
intersection
and
causing
any
safety
concerns,
but
at
a
high
level
this
is
the
parkway.
The
next
slide
shows
a
more
illustrative
rendering
see
or
anything
else.
You
want
to
comment
on
in
regards
to
the
parkway
treatment,
where
we're
currently
designing.
N
Yeah,
I
just
wanted
to
mention
that
the
goal
is
to
have
again
pedestrian
and
bicyclists
separated
throughout
the
site
and
even
though
phase
one
of
the
parkway
stops
with
a
cul-de-sac,
the
idea
is
that
there
would
be
a
shared
use
pass
to
connect
from
the
parkside
down
to
33rd.
So
I
just
wanted
to
mention
that
and
then
also
we'll
be
working
through
more
design
details
for
that
raised
intersection.
You
know
making
sure
that
it's
people
with
vision
impairments
are
able
to
navigate
it.
N
That
there's
enough,
you
know
vertical
elements,
but
the
idea
is
really
when
you
arrive
at
the
park
with
the
raised
crossing
that
a
car
starts
to
feel
like
a
guest
and
so
that
that
is
the
design
details
that
we're
working
through.
L
And
I'm
just
going
to
keep
moving
this
along
here's
the
illustrative
rendering
of
what
the
parkway
would
look
like.
You
see
the
two-way
roadway
with
the
red,
granite
chip
seal,
a
separate,
two-way
bike
facility
and
then
a
separate
pedestrian
facility,
and
you
see
the
priority
in
terms
of
who
has
the
best
view
and
it's
the
pedestrians
right.
You
know
right
up
next
to
the
river.
L
F
G
That
you're,
looking
at
separating
the
kinds
of
uses
of
bikes,
I
know
on
a
lot
of
parkways,
there's
kids
learning
and
definitely
including
commuters
with
six-year-olds,
tends
to
be
not
great.
Is
there
a
way
of
trying
to
get
people
who
are
more
confident
bikers
sharing
with
with
vehicle
traffic
or
vehicle
traffic
sort
of
secondary
to
more
confident
bikers.
O
Good
question
julia,
I
think
right
now
is
we
wouldn't
pursue
on-street
bike
lanes,
there's
just
too
much
valuable
space
that
we'd
want
for
green
infrastructure
and
other
pedestrian
usage,
such
as
trees
and
lighting,
that
we
can
bring
that
up
with
the
park
board
to
see
what
they
would
think.
But,
right
now
we
weren't
leaning
towards
that
just
because
storm
water
treatment
was
such
a
high
priority
here
because
of
the
river
location.
G
Not
in
terms
of
separated
like
on
street
bike
facilities,
but
in
terms
of
really
making
it
clear
that
that
people
can
bike
in
the
streets
on
the
parkway,
more
confident
bikers
will
feel
comfortable
taking
their
lane
and
going
at
whatever
speed
they
want
to
go.
Knowing
that
you
know
the
six-year-olds,
the
12-year-olds,
the
people
out
for
a
slow
ride
are
going
to
be
on
the
other
path.
O
L
Moving
on
to
33rd
avenue,
so
this
is
the
secondary
access
to
the
site.
If
you've
been
on
33rd
avenue,
you've
seen
the
roadway
condition
is
not
in
the
best
shape.
I
think
it's
a
pci
of
like
25..
There
are
no
sidewalks
nor
any
bike
facilities,
so
huge
room
for
improvement.
L
There's
also
three
active
rail
crossings
as
well
that
are
are
part
of
this
design
that
we'll
be
providing
ada
crossings
for,
and
then
we
have
a
roundabout
sketched
in
here
to
aid
in
a
lot
of
the
vehicle
access
to
the
site,
especially
with
the
southern
land
uses
that
are
those
light
industrial
uses
and
being
able
to
get
those
large
vehicles
in
and
out
safely.
L
This
is
not
to
scale.
I
think
this
diagram
is
scared,
a
few
people
based
on
the
size.
So
please
know
that
we're
not
going
to
design
a
roundabout
to
encourage
unsafe
vehicle
speeds
just
wanted
to
bring
that
up
and
then
also
just
second
street
noise.
Second
street
north
is
here
so
in
a
previous
slide.
L
I
talked
about
at
washington
and
dowling
the
treatment
that
we're
doing
on
the
corner
there
and
then
we're
also
working
to
try
to
rethink
reconfigure
2nd
street
north
with
with
the
treatment
that
keeps
the
cyclists
on
the
east
side
of
the
street
and
allows
them
to
travel
safely
north
south
on
this
segment
here
and
then
also
connect
to
lowry
avenue
north,
which
is
just
a
few
blocks
south
of
here
ciara
nathan.
Any
other
design
features
that
we
want
to
highlight
for
for
this
segment.
N
I
was
just
going
to
mention
that
yeah,
the
roundabout
is
a
very
early
design,
so
know
that
we'll
be
digging
into
more
details
of
where
the
shared
used
path
or
sidewalks
cross
motor
vehicle
pathways
and
then
alexander,
mentioning
2nd
street
for
those
that
are
familiar.
The
sidewalk
does
end
on
very
near
33rd
avenue
just
a
little
bit
to
the
north,
so
you
know
exploring
concepts
north
of
second
street.
You
know,
isn't
part
of
this
project
per
se,
but
just
know
we
recognize
that
the
sidewalk
does
end
there
as
well.
O
In
in
previous
iterations
of
this
project,
there
hadn't
been
proposed
improvements
along
33rd
for
walking
or
biking.
We
see
this
is
a
huge
equity
need
for
the
north
side
to
have
access
for
walking
biking
to
jobs,
the
venue
the
river.
So
this
is
something
that
the
project
team
did
push
for
to
get
added
to
the
project.
So
we
are
happy
to
share
that.
We
are
adding
walking
biking
features
at
this
site.
It's
it's
critically
important
for
the
north
side,.
L
So
we're
pretty
much
there's
just
a
few
slides
left.
This
talks
about
railroad
crossings.
We
already,
we
briefly
covered
that
in
the
last
slide,
but
at
33rd
there's
going
to
be
three
crossings
that
dolly
and
there'll
be
one
crossing,
so
we're
definitely
going
to
be
designing
treatments
for
the
safety
of
users
and
abiding
by
those
88
crossing
standards.
L
Engagement
timeline
we're
at
a
10
conceptual
design.
Right
now,
we'll
be
coming
back
in
march
with
the
30
design,
so
things
are
moving
pretty
quickly.
We
have
an
open
house
on
tuesday
of
next
week
from
5
to
6.
L
It's
gonna
follow
a
pretty
typical
city,
minneapolis
open
house
via
zoom
link
and
there'll,
be
a
q
a
session
at
the
end
you
know.
All
of
you
are
definitely
welcome
to
attend
and
I
can
provide
those
links
in
the
chat
box
and
then
we
will
be
looking
for
console
layout
approval
in
september
august
september
time
frame
of
this
year.
So
it's
moving
along
pretty
quickly
and
then
I'm
just
going
to
open
it
up
for
questions
from
the
audience.
H
It
yeah
thank
you.
I
was
curious
about
the
the
transit
components.
Are
those
being
looked
at
at
this
stage
or
what
what's
anticipated
to
bring
people
in
other
than
in
you
know
other
than
in
cars?.
L
Absolutely
we
are
designing
to
accommodate
transit
on
dowling
and
also
on
linda
for
existing
transit
lines
and
we're
also
having
conversations
with
metro
transit
to
provide
transit
service
on
the
actual
uht
site.
Obviously,
there
is
no
transit
to
the
site
right
now,
which
for
obvious
reasons,
but
we
are
having
conversations
as
to
potential
locations
within
the
site
and
that
takes
a
lot
of
coordination
with
land
use,
also
providing
them
the
ability
to
turn
their
vehicles
around
to
park
their
vehicles
for
a
restroom
break.
L
L
H
G
I've
got
two
questions.
The
the
smaller
of
the
two
is
just
thinking
about
benches
along
those
connections
from
the
north
side,
especially
if
people
are
you
know,
coming
over
for
entertainment
purposes
or
with
kids
and
strollers
and
being
able
to
sit
down
to
readjust
things,
take
a
break
if
it's
a
longer
walk
than
a
person
usually
does
I
want
to
make
sure
that
kind
of
feature
is
included
and
usable
all
seasons.
Awesome,
knowing
that's
locked
in
would
be
a
big
relief
and
then
my
bigger
question
is.
G
We
know
that
the
ways
that
we've
designed
sidewalks
in
the
past
have
not
really
accounted
for
snow
and
snow
melt,
and
given
that
this
is
a
really
full-scale
reconstruct
with
stormwater
being
integrated
and
we've
seen,
I
mean
sidewalks
get
cpad
has
all
the
water
from
every
building
draining
across
sidewalks
as
part
of
their
plan
as
a
default,
I'm
very
curious
about
who
you're
working
with
and
what's
going
on
to
design
sidewalks
differently,
so
that
we
don't
see
the
same
issues
here
that
we
see
in
the
rest
of
the
city
in
regards
to
melt
ice
formation.
L
You
know
great
questions.
I
can
definitely
touch
on
the
bench
piece
and
then
I
might
defer
the
sidewalk
question
to
nathan
from
a
green
infrastructure
standpoint.
So
a
bench
is
yes.
We
I
didn't
talk
about
it
in
this
presentation,
but
part
of
our
public
realm
scope
is
around
public
art
and
we're
working
with
juxtaposition,
arts
a
firm
in
north
minneapolis
to
really
think
of
how
we
make
the
public
realm
inclusive.
L
So
that
way,
when
people
are
here
on
the
site,
they
want
to
stay
on
the
site
and
to
make
people
have
that
feeling
they
want
to
be
comfortable,
so
benches
art,
that's
inclusive
and
representative
of
the
area.
Kind
of
just
public
gathering
spaces
as
well.
So
we
are
are
definitely
considering
that
and
our
working
intent
and
with
our
design
team
to
carve
out
spaces
in
the
permanent
infrastructure
where
those
benches
and
other
things
can
be
added.
G
And
that
will
go
along
dowling
to
lindale
as
well,
so
that
yeah.
L
A
lot
along
dowling
and
then
within
the
parkway
as
well,
yes,
and
that's
kind
of
why
we
have
these
spaces
highlighted
here
that
are,
you,
know,
potential
opportunity
areas,
because
we
were,
you
know,
calling
out
those
additional
spaces,
especially
near
the
transit
stops
nathan.
Do
you
want
to
talk
about
some
of
the
more
green
infrastructure,
sidewalk
components
around
drainage.
O
Yeah
julie,
I
know
you're,
referring
to
as
far
as
like
the
built
current
built
environment
and
draining
private
stormwater
on
public.
Clearly
we
have
a
blank
slate.
O
So
we
have
a
new
green
infrastructure
coordinator
who
will
be
helping
track
track
that
item
with
us,
so.
O
O
Katie
kowalski
was
the
previous
screen
infrastructure
coordinator.
She
was
promoted
to
a
new
position
and
allison
is
the
new
green
infrastructure
coordinator
circle
of
life.
Thank
you.
O
I
did
have
one
follow-up
from
last
meeting
you
did
ask
about
public
restrooms.
I
did
confirm
with
park
board
that
at
a
minimum
they
will
have
temporary
biffies
on
the
site,
but
their
goal
would
be
to
have
permanent
restrooms
there.
So
that's
one.
G
Other
thing
to
integrate
in
cpeds
pitches
for
developers,
I've
noticed
like
drinking
fountains
that
are
in
benches
that
are
being
integrated
into
buildings
over
along
the.
U
of
m
transit
way,
and
it
seems
like
sort
of
a
quasi-public
restroom
might
be
another
ask
that
could
be
made
in
such,
and
you
know,
depending
on
what
the
city
requires
of
developers.
O
That's
something
we
can
bring
back
to
the
team.
Yes,
but
there's
also
another
forum
that
this
group,
if
they
want
to
comment
on
the
coordinated
plan
for
cped,
that's
going
for
public
comment
next
month,
as
well
as
the
aoer,
and
we
can
provide
those
resources.
If
you're
interested
in
learning
ways
to
comment
on
more
of
the
development.
E
D
L
D
M
Yeah
thanks
barb,
so
I
know
we're
at
six
o'clock
so
I'll,
try
and
move
through
this
quick
and
then
we
can
answer
any
questions.
Chris
carthizer,
I
know
most
of
you
because
I
helped
stop
this
committee
and
that
nathan,
if
you're
still
on
you,
you
want
to
go
ahead
and
introduce
yourself.
F
Hey
everyone
nathan
camera.
I
work
in
the
transportation,
engineering
and
design
division
of
public
works,
I'm
working
with
chris
on
this
project
and
thanks
for
having
me
sure.
M
And
I'm
just
gonna
start
to
share
my
screen
here,
one
second,
while
I
get
it
all
set
up
all
right,
so
we
are
here
for
zero
percent
to
talk
about
the
lindell
avenue
north
pedestrian
safety
improvements,
and
this
is
a
we
were
awarded
regional
solicitation
funding,
so
federal
funding
for
this.
We
applied
back
in
2018
and
this
will
be
2022
construction
and
it
is
a
spot
treatment,
so
we
have
seven
different
intersections.
M
So
this
is
a
retrofit.
It's
not
a
not
a
reconstruction
and
we're
pretty
tied
to
the
intersections
that
we
put
into
this
application.
M
So
we
don't
foresee
these
changing
at
this
point,
unless
some
kind
of
big
issue
arises,
in
which
case
we
would
handle
that
if
it
came,
but
so
there's
seven
intersections
between
22nd
and
40th
in
north
minneapolis
on
lindell
avenue
north
and
there's
a
few
reasons
that
that
we
chose
this
corridor.
M
There
have
been
a
lot
of
pedestrian
vehicle
crashes
here,
leading
up
to
this
just
scroll
over
between
2011
and
2015.
There
were
16
pedestrian
vehicle
crashes.
That
is
quite
a
few
and
there
were
four
fatalities,
which
is,
as
you
know,
no
fatalities
are
we're
not
willing
to
put
up
with
any
fatalities
on
our
roadways,
but
four
is
a
lot.
M
I've
been
out
on
this
roadway
a
few
times
since
I
started
working
on
this
project
and
it
is
immediately
noticeable
every
single
time,
I'm
out
there
that
people
are
going
very
fast.
Speeds
are
very
high.
This
is
a
the
roadway.
Is
one
one
lane
in
each
direction
and
then
the
southbound
has
a
parking
lane
so
on
the
northbound
side.
M
M
We
did
a
speed
study
as
well,
and
we
did
it
at
a
few
different
places,
but
generally
what
what
came
back
was
that
something
we
look
at
for
is
called
the
85th
percentile
was
about
38
miles
an
hour,
so
that
means
that
15
of
people
are
going
faster
than
that
and
a
lot.
Almost
everyone
is
speeding
on
this
corridor.
This.
M
Speed,
okay,
sure
I'm
insured
go
for
it.
G
M
I
I
mean
I
would
argue
that
if
that's
the
speed
people
are
going
out
there,
then
then
that's
kind
of
the
the
current
design
speed.
I
I
think
peop.
In
my
experience,
people
drive
based
on
what
the
roadway
looks
and
feels
like
and
and
so
the
fact
that
people
are
driving
38
miles
an
hour
or
faster
out.
There
means
that
right
now
that
that
that's
kind
of
what
the
roadway
feels
like
it
should
be,
and
it's
not
a
it's
so
yeah.
M
I
didn't
go
into
the
adt,
so
so
8
000
to
11
000
motor
vehicles
along
the
corridor.
There
are
some
transit
routes,
it's
not
particularly
transit
heavy,
but
the
transit
does
run
on
here
and
then
we've
got
480
pedestrian
count
and
30
bicyclists
count
and
I'm
not
sure
exactly
what
part
of
the
quarter
those
were
taking
that.
But
it
varies
throughout
this
this
corridor.
M
So
what
we
put
again
in
in
the
application
here,
some
of
our
I
guess,
standard
treatments
that
we
consider
for
these
projects
would
be
curb
extensions,
pedestrian,
medians
or
pedestrian
refuge.
Islands
they're
often
called
there's
currently
one
traffic
control
device
out
there
at
lindell
avenue.
M
North
and
27th,
which
is
the
right
in
the
middle
of
far
view
park,
not
fairview
but
far
view,
which
is
a
little
weird
for
the
twin
cities
that
always
screws
me
up
and
so
we'll
be
looking
likely
to
upgrade
the
the
traffic
control
device.
That's
out
there
to
an
rfb,
a
rectangular,
rapid
flashing,
beacon
and
we'll
we'll
figure
out
right
now,
it's
one
of
those
intersections
that
only
the
north
side
connection
is
there
with
curb
cuts
for
pedestrians.
M
So
it's
a
t
intersection
and
the
south
side
does
not
have
curb
ramps
to
cross
lindale,
we'll
we're
looking
into
adding
that
on
the
south
side
and
whether
or
not
we
should
be
adding
extending
that
traffic
control
device
or
not.
But
that's
that's
likely
the
only
place
that
we
would
put
a
traffic
control
device
on
this
corridor.
M
It's
not
off
the
table
anywhere
else,
but
that's
kind
of
the
main
main
location
that
has
a
large
destination
that
being
the
park
out
of
the
ones
that
we've
chosen
here
and
then
I
I'm.
I
can't
remember
if
I
already
said.
F
M
We'll
be
doing
ada,
making
all
the
curb
ramps
ada
compliant,
which
they
they
are
not
currently
for
the
length
of
the
quarter.
So
here's
another
kind
of
closer
look
at
the
corridor,
as
I
said,
northbound
and
southbound
travel
lane
and
then
parking
on
one
side,
and
this
is
just
sort
of
another
another
option.
I
I'm
not
presenting
any
designs
today.
M
We
have
started
to
tool
around
with
some
some
different
options
at
these
and
some
of
the
unique
designs
I
think
for
a
retrofit,
especially,
I
think
you
saw
some
of
the
chicane
designs
on
on
bryant
today.
We're
looking
into
those
I
think
in
a
in
a
perfect
world.
Those
would
be
really
nice
for
speed
mitigation
and
when
you
make
a
a
automobile
driver
move
over
like
instead
of
just
going
straight,
it
kind
of
inherently
tends
to
slow
them
down,
especially
if
you're
doing
that,
with
a
curb,
as
opposed
to
paint.
M
It's
really
gonna
come
down
to
cost
and
and
budget.
We
do
have
seven
intersections
for
this
whole
thing,
and
so
we're
looking
we're
looking
at
how
to
maximize
the
most
for
all
these
seven
intersections.
A
couple
of
these
at
the
north
end
between
40th
and
39th.
M
Those
intersections
are
back
to
back
as
well
as
this
is
22nd
and
23rd
here.
So
we
definitely
won't
be
doing
any
mid
block
crossings,
but
by
doing
sort
of
a
chicane
design
or
something
like
that.
You
have
the
potential
to
maybe
switch
parking
on
these
blocks
so
to
help
kind
of
facilitate
that
chicane
movement.
So
those
are
just
things
that
we're
considering
with
this.
We
definitely
have
not
settled
on
that
and
again,
cost
is
going
to
be
something
to
consider
with
do
here.
M
We're
also
working
with
allison,
who
was
just
mentioned.
The
green
infrastructure
coordinator
for
potential
green
infrastructure,
storm
water,
related
infrastructure
throughout
the
corridor
and
that'll
be
my
first
time
working
with
her
and
trying
to
implem
implement
some
of
that
into
a
project,
so
we're
at
the
very
early
stages
of
that
as
well,
but
we'll
try
to
maximize
that
nathan,
if
you
want
to
add
anything,
feel
free
that
that's
all
I've
got.
H
Yeah
thanks
on
the
lux
I
I
didn't
catch,
how
many
traffic
lights
signal
lights
are
along
this
stretch,
but
on
a
long
stretch
like
that,
it
becomes
just
a
the
drivers.
When
I
speak
of
drivers
talking
about
myself,
you
just
kind
of
look
like
I
got
to
make
the
next
light
make
the
next
light
make.
The
next
light
is
signal.
Timing
of
a
strategy
that
would
be
effective.
M
That's
a
good
question,
so
something
that
I
I
didn't
mention
so
thanks
for
bringing
this
up.
These
are.
These
are
all
non-signalized
intersections
aside
from
the
one
traffic
control
device.
M
And
that
that's
just
that
was
intentional
in
how
we
did
this.
It
happens
to
align
with
something
where
we're
applying
for
hsip
funds,
highway
safety
improvement
funds
for
the
signalized
intersections.
I
don't
believe
that
we've
heard
back
on
that
application,
but
that
would
be
potentially
doing
similar
types
of
improvements
at
the
signalized
intersections
along
this
corridor,
which
I
haven't
looked
into.
M
How
new
those
signals
are
what
the
signal
timing
is
any
of
that
I
I
will
definitely
bring
that
back
to
see
if
that's
something
that
makes
sense
either
for
this
project
as
as
we're
just
addressing
this
huge
corridor.
Even
though
we're
not
hitting
those
lights,
is
there
something
we
can
do
to
adjust
the
timing
or,
if
maybe
that's
something
we
just
kind
of
tee
up
for
the
the
hsip
project,
which
would
be
a
little
bit
further
down
the
line.
J
To
what
extent
are
the
changes
in
this
project
tied
in
with
the
changes
in
the
lindale
segment
that
ends
at
broadway
the
pedestrian
improvements
that
are
happening
there,
so
that
you
have
a
coherent
feel
to
the
street
as
you
as
you
travel
along
the
corridor.
M
M
I
believe
with
some
bikeway
elements
as
well,
and
that
is
all
matthew
feel
free
to
correct
me,
but,
but
I
believe,
striping
and
paint
or
yeah,
so
striping
and
potentially
bollards
is
the
limits
of
that.
I,
so
it's
a
pretty
different
feel
in
my
opinion,
south
of
broadway
compared
to
north
of
broadway,
and,
that's
not
to
say
we
shouldn't
be
considering
how
to
manage
speeds
and
safety
throughout
the
whole
corridor,
but
because
of
the
right
right-of-way
and
the
roadway
with
changes.
It
is
a
pretty
different
feel.
M
I
also
want
to
say
that
the
adt's,
the
the
vehicle
traffic
south
of
broadway,
is
quite
a
bit
lower.
I'm
I'm
kind
of
pulling
this
out
out
of
a
hat,
but
I
want
to
say
it's
more
to
the
tune
of
a
few
thousand,
as
opposed
to
like
eight
eight
to
ten
thousand,
but.
M
That
we're
aware
of
and
and
I
do
think
that
anything
that
we
do
at
the
intersection
of
22nd
and
23rd
is
going
to
help
kind
of
be
sort
of
a
gateway,
I'd,
ideally
sort
of
a
gateway
treatment.
That's
like
adjusts
drivers
behavior
with
speed,
since
we
have
those
two
blocks
there.
I
think
that
in
an
ideal
world,
by
the
time
they
hit
22nd
and
23rd
we're
hoping
to
really
slow
slow
speeds
for
northbound
travelers.
G
I
wanted
to
go
into
the
design
speed,
just
kind
of
curious
if,
if
this
is
an
area
where
people
are
purposefully,
speeding
or
if
more
place,
making
more.
G
I
don't
know
I,
I
appreciate
the
chicanes,
but
it
seems.
G
It
seems
like
the
speeds
are
higher
than
I
would
expect
the
design
speeds
to
be,
which
I'm
curious.
If
that
happens,
and
if
that's
happening
here
like
if
you
just
looked
at
it
from
the
way
that
the
road
was
initially
engineered.
Are
these
the
speeds
that
you
would
expect
to
see,
or
is
there
something
additional
going
on.
M
So
what
one
thing
I
just
want
to
note
like
we're:
it's
not
definite
that
there
will
be
the
chicanes
we're
we're.
Looking
into
that.
F
F
M
There's
not
a
lot
of
like
pet
or
bike
activated
space
along
here,
like
people
activated
space
along
this
you've
got
the
park
for,
for
the
most
part,
it's
single
family,
almost
through
the
entirety,
with
a
few
institutional
like
there's
some
religious
institutions
at
least
one.
Maybe
a
couple
that,
like
the
bus
ridership's,
not
that
high.
M
My
guess
is
that
even
the
pedestrian
count
of
480,
close
to
500
is
probably
closer
to
one
of
the
busier
intersections
here
and
there's
not
that
many
people
moving
along
the
length
of
this
corridor
or
even
like
four
or
five
blocks
at
a
time
and
and
not
to
say
that
there
shouldn't
be
or
people
don't
want
to
be
just
because
of
how
how
it
feels
right
now.
M
But
so
I
don't
know
the
I,
I
think,
all
of
those
things
probably
play
into
the
the
speed
of
how
people
are
traveling
out
there.
I
don't
know
that
we
have
a
way
of
saying:
are
people
intentionally
speeding
compared
to
anywhere
else
or
even
how
to
necessarily
distinguish
that,
based
on
a
segment
in
the
city.
E
M
M
M
Information
is
that
I
mean
people
are
just
going
fast.
I
I
don't
know
if
it's,
if
they're,
I
I'm
not
sure
exactly
where
they're
connecting
to
it's
or
it's
important,
it's
wide.
It's
fast,
it's
personal
vehicles,
mostly
I
I
was
out
there.
I
will
say
this,
so
I
I
did
some
quick
build
a
few
quick
build
projects.
Actually
each
of
these
intersections
this
this
past
few
that
were
implemented
just
like
some
basic
bump
outs
and
medians
and
went
out
there
and
tested
to
them
and
beforehand.
M
I
don't
think
anyone
would
have
ever
stopped
for
me
when
trying
to
cross
the
street-
and
I
I
did
try
to
cross
at
one
of
the
the
medians
and
two
cars
went
past
and
and
then
the
third
stopped,
which
I
still
found
to
be
like
somewhat
of
a
success.
So
so
I
I
I
do
think
it's
like
the
design
of
the
roadway
is
like
it.
It
does
not
say
people
use
this
outside
of
cars,
and
so
the
hope
is
that,
with
this
we
can.
M
I
don't
need
anything
today
and
I
will
be
back
for
a
30
for
sure
we're,
probably
in
the
next
like
couple
months,
like
maybe
march
or
april,
or
something
like
that
and
that
probably
most
likely
be
the
the
last
time
I'd
be
here,
depending
on
kind
of
the
design
process.
But
we'll
have
some
designs
and
layouts
to
show
you
at
that
point.
H
H
D
E
I
was
trying
to
look
through
to
see
yeah
that's
interesting.
Our
our
full
committee
got
interrupted
obviously
by
the
events
of
the
capitol
so
yeah
christopher
ross,
and
then
sarah
goodell
and
matt
steinbrueck
are
the
three
new
members
and
dang.
Hopefully
they
will
attend
the
you
know
the
pmp
coming
up
and
we
can
take
some
time
at
the
beginning
to
say,
hi
and.