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A
Now
I
want
to
welcome
everybody
to
the
subcommittee.
I
infrastructure
in
engineering,
I'm
barb
olson,
I'm
one
of
the
co-chairs
and
I
have
a
notice
to
read.
Members
of
the
board
may
participate
remotely
by
telephone
or
electronic
means
due
to
the
local
public
health
emergency
novel
coronavirus
pandemic,
declared
on
march
16
2020.
Pursuant
to
the
provisions
of
minnesota
statute,
section.
A
13D-021
welcome
and
let's
get
started
with
we're
going
to
start
with
hennepin
avenue
south
well
turn
it
over.
If
somebody
could
pop
up,
I
don't
have
the
agenda
printed
out
for
some
reason.
I
thought
I
had
it,
but
I
don't
have
it.
C
C
Great
thanks
for
having
us
here,
I'm
becca
hughes
with
the
the
public
works
department,
transportation
planner,
with
joe
net
she'll,
introduce
herself
in
a
second
I'm
helping
to
lead
the
design
efforts
for
the
hennepin
avenue.
Reconstruction
allen
cannot
join
us
tonight.
So
it'll
just
be
jonette
myself.
C
A
C
So
thanks
again
for
having
us
here
tonight.
I
think
this
is
the
third
time
that
we've
been
here
in
recent
history.
So
we
were
last
here
in
july
in
august
to
chat
with
you,
as
we
were
kind
of
introducing
and
doing
some
early
vetting
with
the
project.
A
Becca,
can
I
stop
you
for
one
second
sure
we
had
talked
on
one
of
the
meetings
of
I
think
in
general,
the
pac
has
been
in
solid
support
of
option
one,
and
since
we
have
some
ideas
and
options
and
things
we'd
like
to
share,
we
were
hoping,
if
no
one
in
the
pack,
that's
at
the
meeting
objects
that
we
could
just
focus
on
option
one,
because
the
one
with
the
bike
lanes
is
the
one
that
we
are
feeling
strong
most
strongly
about.
Is
that
a
possibility.
C
Sure
we,
this
presentation,
I
think
we
can
whip
through
really
quickly.
Actually
joannette
will
go
through
the
majority
of
the
design
and
then
there's
a
couple
of
key
things.
We'd,
like
your
input
on,
in
addition
to
all
of
the
feedback
that
you've
you've
already
talked
through.
So
we
can
roll
through
this
really
quickly
and
understood.
You
want
to
focus
on
option
one,
that's
what
the
bac
wanted
as
well
on
tuesday,
okay,
great
just
a
reminder
again,
I'm
sure
everyone
in
the
pedestrian
advisory
committee
knows
that
this
is
a
reconstruction.
C
It's
about
1.4,
mile
segment
douglas
on
the
north
lake
street,
on
the
south
lots
of
stakeholder
interest.
As
you
can
imagine,
in
this
project,
we
have
three
neighborhood
organizations,
two
special
service
districts,
a
business
association
and
lots
of
engaged
residents
and
business
owners
both
along
the
corridor
and
within
the
neighborhood
that
have
been
providing
feedback
to
us
on
both
of
the
options
that
we
released
in
early
march
and
jonette,
I
think,
is
taking
it
from
here
for
a.
D
Bit
yes,
so,
the
last
time
that
we
were
with
the
pac,
we
had
several
different
options
that
had
different
configurations.
Over
the
last
few
months,
we've
narrowed
down.
All
the
you
know,
dozens
of
options
that
we
looked
at
to
two
main
design
options
so
option.
One
is
the
one
with
the
bikeway
option.
Two
does
not
have
a
bikeway
on
hennepin
avenue.
D
The
these
have
been
laid
out
along
the
whole
corridor
to
give
you
enough
information
enough
detail
for
the
pac,
as
well
as
the
public,
to
provide
meaningful
comments,
I'll
go
to
the
so.
This
is
just
a
snapshot
of
what
the
layout
looks
like
with
the
with
the
sidewalks
in
the
lightest
color.
We
have
a
two-way
bikeway
on
the
east
side
of
hennepin
avenue.
D
D
D
We're
also
trying
to
achieve
the
bend
out
design
to
pull
the
bike
away
away
from
hennepin
avenue
and
provide
that
buffer
space
provide
the
shortest
crossing
possible.
You
can
see,
we
do
have
some
some
sidewalk
constraints
and
then
you
can
see
what
it
looks
like
where
the
brt
platform,
the
bike
and
the
sidewalk
are
all
next
to
each
other.
D
As
I
mentioned
option
two
very
similar
in
terms
of
the
the
transit
and
the
vehicle
facilities,
the
there
is
not
a
bikeway
on
hennepin
avenue.
What
that
means
is
that
this
sort
of
brownish-orange
space
is
much
larger,
that
space
that
can
be
used
for
greening,
sidewalk,
cafes,
sustainable
storm
water
features,
entree
parking
and
loading.
That's
the
main
difference
in
this
option
so
again
just
giving
an
overview
shot
of
that.
D
So
you
can
see
the
you're
you're,
seeing
more
of
the
sort
of
green
and
brown
areas
which
indicate
the
the
boulevard
and
the
furnishing
zone
so
at
25th
in
the
layout,
without
the
bikeway
on
hennepin,
there
are
actually
left
turn
lanes
at
25th
on
the
layout,
with
the
bikeway
that
wasn't
able
to
fit,
and
so
the
left
turn
lanes
are
moved
in
order
to
keep
the
brt
stations
at
25th.
D
So
you
can
see,
there's
a
bit
more
space
on
the
sidewalk
and
in
the
furnishing
zone
on
this
option,
then
at
26,
as
I
mentioned
there
aren't
left
turn
lanes
at
26,
so
the
left
turns
would
be
restricted
during
much
of
the
day.
D
D
We
we
know
that
there
are
loading
activities
that
do
occur
in
the
corridor
and
if
there
aren't
spaces
for
that
to
happen,
that
will
happen
in
the
bus
lane,
which
is
also
not
what
we
want.
So
there
are
some
select
locations
where
we
are
showing
parking
and
loading,
and
that
is
in
both
options.
There
are
more
of
those
spaces
on
option
two
than
option.
One.
D
Then
there
are
a
number
of
things
that
obviously
we're
still
at
a
relatively
early
phase
of
the
design.
So
there
are
some
things
we
just
don't
know
yet
there
they
need
to
be
further
explored,
they're
part
of
the
detailed
design.
So
some
of
those
things
have
to
do
with
green
space,
storm
water
and
green
infrastructure
tabled
crosswalks,
particularly
for
the
cross
streets,
where
they
intersect,
hennepin
the
details
about
intersection,
corners
and
geometry,
and
then
parking
and
loading
on
cross
streets.
D
Where
the
the
bac
or
sorry
the
pac
input
would
be
most
helpful.
We
we
started
a
list
here.
C
Just
in
terms
of
the
but
the
bikeway
and
the
sidewalk
design
separation
treatment
on
option,
one
we'd
love
to
to
hear
more
of
your
thoughts
about
that.
The
sidewalk
with
for
option
two.
It
doesn't
sound
like
we
want
to
spend
much
time
there,
but
there
are
clearly
opportunities
for
us
to
expand
the
par
in
some
of
those
areas
in
certain
locations
along
the
corridor.
C
You
know
if
there
are
specific
elements
you
know
boulevard
or
furnishing
zone
elements
that
you'd
like
to
address
tonight
that
you
think
are
key
or
critical
elements
along
hennepin
that'd
be
good
to
know.
I
imagine
that
there
might
be
some
interest
in
benches
and
other
types
of
amenities
like
that
in
terms
of
the
minor
street
intersection
intersections.
I
think
it
would
be
good
to
hear
your
thoughts
on
incorporating
table
crosswalks
along
the
corridor.
C
What
your
thoughts
are
related
to
the
median
we've
heard
some
mixed
opinions
about
it,
but
curious
what
the
pdc
thinks
about
that
and
then
also
the
crossings
that
have
been
put
in
place
on
some
of
the
shorter
black
segments
along
hennepin
as
well
as
just
you
know,
general
comments
related
to
operations,
whether
it's
lpi
no
turn
on
red
restrictions.
Things
of
that
nature,
I
think,
would
also
be
beneficial
in
addition
to
the
other
topics
that
you'd
like
to
talk
about
tonight.
So
thanks
again
that
that
was
our
presentation.
E
Could
we
get
clarity
on
the
where
we're
at
in
the
process?
First,
I
I
know
that
there's
more
engagement
happening
in
july,
but
I'm
just
curious
like
this
going
to
tpw
what
is
being
what
is
happening
in
july.
C
C
In
terms
of
the
overall
schedule,
you've
probably
heard
that
we
have
been
able
to
push
out
construction
a
bit
on
the
project,
and
that
gives
us
a
few
months
more
to
work
with
this
year
which
we're
happy
about.
So
we
would
anticipate
coming
back
to
the
pac,
probably
two
more
times,
one
more
time
as
an
increment
before
we'd
bring
a
final
design
option,
you
know
being
at
the
10
to
15
percent.
We
still
have
some
work
to
do.
Obviously,
as
jonett
mentioned,
there's
a
lot
of
detailed
design
work.
C
We
need
to
to
work
through,
so
you
know
we
are
still
intending
to
move
forward
to
tpw,
at
least
at
this
time,
for
layout
approval
in
august.
So
that's
generally
the
schedule
that
we're
working
with
and
we've
we've
got
a
little
bit
of
play
in
there
because
of
the
push
of
construction
out
to
2024.
E
C
F
I
just
had
a
note,
like
I
know,
you're
looking
for
minor
intersections.
Is
there
a
reason
like?
Can
we
talk
about
major
intersections
or
only
minor.
C
Oh,
absolutely
I
mean
we
want
to
hear
about
all
of
them.
We
anticipate
we'll
hear
a
little
bit
about
lake
lagoon
and
franklin.
So
of
course
we
want
to
hear
about
all
the
intersections.
It's
just
that
you
know.
In
past
conversations
we've
had
with
the
pac
there's
been
a
desire,
and
some
of
those
minor
intersections
to
provide
the
connections
and
crossings
across
the
street,
and
so
that's
one
element.
F
And
maybe
someone
else
can
speak
to
my.
My
biggest
concern
is
crossing
widths
of
crossings,
so
so
my
biggest
concern
is
there's
any
space
where
a
pedestrian
interacts
with
the
cars
like
we
can.
You
know,
I
think
you
know
that
yeah
we
might
want
to
talk
about
sidewalk
widths
and
this
and
that,
but
what
we're
really
afraid
of
is,
I
think
it's
like
at
lagoon.
There's
five
lanes
of
traffic
to
cross
to
go
to
the
library
and
that's
unaccept,
that's
unacceptable
and
then
also
the
bus
lane
disappears
like
what
the
heck.
F
But
then,
in
addition
to
that,
all
the
curb
cuts
are
problematic
as
well,
because,
as
you
know,
hennepin
has
those
sort
of
t
like
intersections.
Where
you
know
one
of
the
streets
comes
out
at
an
angle,
because
hennepin
is
angled
right
and
so
a
lot
of
those
as
well.
F
I
think
there's
a
lot
of
opportunity
I
think
for
for
potentially
I
don't
know
what
other
pac
members
think
about
this,
but
like
it's
like
another,
curb
cut
intersections
like
that,
I
think
there's
opportunities
to
cut
down
on
those
intersections
between
where
cars
and
pedestrians
cross
each
other-
and
I
just
didn't
know
if
you
had
plans.
I
know
that
you're
looking
at
potentially
closing
a
lot
of
curb
cuts
for
for
parking
where
they
can
enter
and
exit
on
the
side
streets.
F
So
yeah
you're,
looking
at
closing
a
lot
of
parking
lot
entrances
off
of
hennepin,
so
people
have
to
get
on
like
here
and
your
example
they
get
in
and
out
on
fremont.
But,
yes,
I
was
just
wondering
what
what
are
the
conditions
to
make
sure
that
those
things
actually
happen.
What
are
the
conditions
for
also
closing
those
those
edged
streets
from
allowing
cars
in
and
out?
F
And
what
are
your
reasons
for
not
allowing
left
turn
lanes
at
certain
hours,
but
disallowing
them
24
hours
a
day
or
putting
in
a
median
there
as
an
alternative
for
some
of
these
smaller
streets
like
here
on
25th,
for
example,.
C
Okay,
how
about
I'll
start
and
then
jonette?
Maybe
you
can
address
some
of
the
the
intersections
lake
lagoon
and
the
the
bus
lane
facility.
Yes,
this
is
definitely
a
work
in
progress
as
you're
well
aware,
what
we've
we've
tried
to
do
is
flag.
The
the
private
curb
cut
accesses
to
businesses
right,
whether
it's
a
parking
lot
or
what
have
you
and
we've
had
some
really
good
conversations.
C
So
I
feel
like
we're
moving
in
the
right
direction
that
way
in
terms
of
the
streets
that
you've
indicated,
we've
heard
a
lot
of
varying
feedback
right
we've
heard
from
people
that
say
it
should
be
closed,
and
I
certainly
understand
that.
We've
also
heard
from
the
public
saying
that
these
some
of
these
that
are
one
way
should
be
converted
to
two-way
to
allow
better
access.
C
You
know
so
we're
hearing
a
lot
of
different
feedback.
I
think
it's
good
to
hear
from
the
pac
and
if
they're
specific
or
if
it's
all,
just
kind
of
clarity
on
on
how
how
you'd,
like
just
us
to
approach,
for
example,
like
emerson
as
we
have
up
on
the
screen,
if
it
you
know
I'll,
say
that
that
is
our
next
step.
C
D
And
as
becca
mentioned,
we
are
in
the
midst
of
conversations
with
property
owners
about
driveways
and
working
through
various
options
for
what
that
means.
If,
if
some
driveways
are
closed,
there
are
also
driveways
that
we
know
are
not,
we
can't
close,
but
they
can
be
significantly
narrower
than
what
they
are
today.
So
we're
looking
at
all
those
opportunities
in
our
inactive
conversations,
as
so
to
the
left,
turn
question
what
we
were
trying
to
achieve
here
so
where
there,
where
there
is
not
a
left,
turn
lane.
D
There's
a
couple:
there's
a
couple
considerations:
first
from
a
safety
perspective,
but
also
from
an
operations
perspective.
So
what
we
know
is
that,
if
left
turns
at
an
intersection
like
this,
if
left
turns
are
allowed,
a
driver
will
sit
there
and
then
people
will
dive
around
them
in
the
bus
lane,
which
is
not
great
for
for
buses.
D
F
D
So
so
many
of
these
intersections
do
have
left
turn
restrictions
in
the
morning
and
in
the
afternoon
and
from
the
traffic
data
we
have
pre-covered.
Those
left
turn
restrictions.
Certainly
not
everyone
follows
the
rules,
but
there
there
are
relatively
few
people
that
make
left
turns
where
it's
restricted.
D
We
are
looking
at
things
like
blank
out
signs
and
other
applications
to
try
to
reinforce
that
the
as
the
question
about
why
don't
we
just
close
the
intersections
that
really
gets
to
some
of
the
neighborhood
circulation,
and
that
also
plays
into
some
of
the
streets
like
emerson
and
fremont,
is
the
ability
for
for
vehicles
to
continue
to
access
businesses
neighborhoods
as
it
is.
You
know
there
are
some
cases
where
that
access
is
now
less
direct,
but
we're
not
trying
to
make
it.
D
You
know
access
still
needs
to
be
maintained
to
those
to
those
areas,
so
we're
trying
to
strike
that
balance.
So,
as
becca
mentioned,
some
people
have
said
well,
since
I
now
have
to
circulate
around
the
block.
Why
can't
some
of
these
streets
be
two-way
instead
of
one
way
that
would
be
better
for
circulation,
since
people
can't
turn
left
where
they
want
to
turn
left.
E
I've
got
a
question,
that's
related
to
that.
I
just
looking
at
the
design
and
spending
quite
a
bit
of
time,
walking
it
while
looking
at
it
as
well.
Can
I
I'd
like
to
see?
I
think
this
is
a
comment
more
than
a
question.
I
would
like
to
see
the
design
team
look
at
approaching
mndot
to
remove
the
on
and
off
ramps
from
hennepin.
We
know
that
that's
the
direction
that
we're
moving
towards
nationally
and
it
seems
like
a
lot
of
the
really.
E
What
must
feel
really
constricting
on
the
design
end
is
dealing
with
these
particular
highway
on
and
off
ramps
onto
a
city
street,
a
community
and
residential
corridor,
and
if
there's
10
billion
dollars,
that's
that's
coming
up
to
help.
Remove
the
you
know
the
highways
that
break
apart
and
hurt
our
city.
This
seems
like
it
might
be
a
great
opportunity
to
start
with
that
and
to
make
that
request,
especially
since
the
city
has
previously
requested
looking
into
removing
other
portions
of
highway,
and
I've
also
been
in
the
car
with
people.
E
Since
looking
at
the
designs
and
checked
like
this,
isn't
the
only
access
point
for
cars?
There's
still
that
other
exit
and
other
entrances,
whether
it's
entering
on
lindale
or
as
exiting
on
sort
of
that
oak
grove
exit
and
then
turning
left
onto
hennepin,
that's
it
doesn't
remove
that
access,
but
it
seems
like
it
would
shift
the
numbers
enough
to
address.
You
know
some
of
the
most
dangerous
intersections
in
minneapolis
like
hennepin
and
franklin
more
robustly.
E
So
that's
a
related
comment.
I'm
also
I
don't
want
to.
I
don't
know
if
abigail
or
others
had
more
on
that,
but
I
I
want
to
really
push
about
having
bike
lanes
that
go
the
full
length
of
the
corridor.
E
I
walk
this
corridor
a
lot
and
people
bike
where
they
need
to
be
and
they
bike
where
they
feel
safe
and
especially
on
the
portion
between
franklin
and
douglas.
If
you're
heading
northbound
biking,
you
are
on
the
sidewalk
or
you're
taking
contra
flow
against
multiple
lanes
of
traffic,
that
you
know,
vehicles
drivers
not
expecting
to
stop
and
that's
a
particularly
drag
racing
section
of
the
street
for
a
street.
That
has
a
lot
of
that.
E
So
I
don't
think
that
we
can
handle
a
reconstruction
that
doesn't
make
sure
that
we
have
that
doesn't
protect
people
who
are
biking
so
that
they're
not
on
the
sidewalks
there.
That's
that's
how
it
functions
right
now
and
it
seems
like
it.
The
like
two
lanes
to
one
lane
to
two
lane
to
one
lane
that
happens
from
douglas
to
22nd
seems
like
it
could
be.
C
City,
I
don't
think
there
was
a
question
there
necessarily
other
than
maybe
talking
with
mndot,
and
you
know
that's
something
that
we
had
brought
up.
You
know
a
couple
of
years
ago
and
we
had
started
this
project
back
in
2018
to
talk
about
the
fact
that
we
were
applying
for
the
regional
solicitation
of
the
federal
funds
for
the
project.
So
we've
had
that
conversation
in
increments.
They
sit
on
our
attack,
our
technical
advisory
committee
and
there
hasn't
been
an
expression
of
interest
in
pursuing
that.
C
But
that's
certainly
something
that
we
can
continue
to
to
mention
in
our
conversations
with
them.
E
Would
the
expression
of
interest
come
from
them,
or
would
it
come
from
like
how
what
does
what
does
it
take
to
get
that
conversation
going,
because
it
seems
like
completely
a
different
conversation
under
the
last
administration,
then
now
looking
at
what
we're
seeing
coming
out
of
the
usdot?
So
if
there's
regarding
that
or
getting
it.
C
You
know,
I'm
not,
I'm
not
privy
to
exactly
where
we're
at
with
those
conversations,
but
clearly
this
would
be
one
of
many
examples
of
those
conversations,
and
so
what
we
can
do
is
is
again
flag
the
interest,
especially
from
the
pedestrian
advisory
committee,
to
to
look
into
that
more
to
see,
if
that's
a
possibility
and
there's
no
question
that
you
know
federally
things
are
changing,
and
so
perhaps
there's
an
opportunity.
So
we're
happy
to
address
that
or
to
look
into
it.
E
It's
literally
like
three
blocks
and
they're
short
blocks
down
to
the
lindale
entrance,
and
I
think
it's
about
it's
basically
douglas
to
franklin
plus
another
block
and
a
half
ish
for
the
exit.
So
those
seem
like
really
a
lot
of
on
off
for
a
tiny,
tiny
portion
is
that
does
that
look
like
it
would
be
a
good
candidate
for
this
because
of
that
and
because
of
the
city
control
of
the
street,
or
does
that
not
change?
It.
C
You
know
I
I'm
just
going
to
say
that
we
haven't
had
detailed
conversations
or
that
level
of
detail
of
disconnecting
hennepin
from
the
regional
system.
You
know
that's,
that's
not,
but
anything
that
I've
been
involved
in
having
conversations
with
and
whether
that's
happening
at
a
managerial
level.
I
don't
want
to
get
into
you
know.
I
don't
know
how
mndot
screens
or
or
looks
at
these
different
elements
as
being
a
positive
on
one
corridor
and
not
on
another.
I
don't
I
don't
know
the
considerations
that
they
make
but
spatially.
C
G
Julian
I
flagged
this
topic
for
a
pnp
too,
for
when
hennepin
reaches
that.
E
Okay,
great,
I
I
thought
it
was
more
specific.
I'm
sorry
for.
G
E
The
median
is
interesting
to
me,
but
it
seems
like
because
of
the
reaction
time
we've
got
four
feet,
plus
another
additional
three
to
four
feet
that
we're
losing
from
pedestrian
and
and
people
space
to
cars
by
having
a
median
and
by
having
it
that
wide
and
having
it.
That
long
is
that
something
you
could
like.
I
don't
know
where
other
people
are
on
that
or
or
how
we
can
get
more
space
back
for
people
from
that
sort
of
no
man's
land.
D
Yeah
on
the
on
the
medians,
we
are
showing
four
foot
medians.
We,
those
medians,
are
there's
a
few
different
ways
that
we
could
go
about
designing
those
depending
on
the
width.
You
know
determines
whether
that
can
support
any
greening
in
those
medians.
D
D
E
I
mean
green
in
the
middle.
Does
me
no
good?
It
seems
to
and
watching
how
drivers
interact
with
those
along
hennepin
they
throw
trash,
and
that's
like
it's
used.
I
mean,
I
guess
I
appreciate
it,
because
some
some
people
who
are
signing
will
use
them
and
it
keeps
them
safe
and
I
feel,
like
their
presence,
helps
remind
drivers
that
there
are
humans,
but
I
I
wish
we
weren't
in
a
situation
where
people
have
to
sign
for
money
to,
you
know
meet
their
needs.
So
overall
I
want.
E
I
want
the
green
to
be
where
pedestrians
are,
and
I
also
have
accessibility
concerns
that
illegal
crossings
can
happen
anywhere
from
douglas,
except
for
franklin
to
22nd
and
then
again
until
27th,
because
of
the
light
things,
and
this
means
that
it's
that
much
harder
for
anybody
who
has
trouble
with
a
curb
to
make
those
crossings
wherever
they
want
to
and
and
they're
legally
allowed
to.
E
So
I
have
a
little
bit
of
concern
about
that,
especially
like
I'd
like
to
see
the
medians
protect
people
in
the
crosswalk
and
the
medians
prevent
turns
at
the
dangerous
points.
I
really
appreciate
the
intent
behind
them,
but
I'm
just
concerned
about
losing
that
much
space
and
bumping
people
you
like
the
bike
lanes
are
so
narrow.
F
I
think
julia,
I
don't
know
if
other
people
also
have
comments
given
time
but
yeah.
I
think
I
think
you
would
make
a
point,
and
that
should
be
in
our
resolution
for
sure
that
the
the
space
shouldn't
be
given
to
a
medium
space
should
be
given
to
pedestrians
on
either
end
or
green
space
on
either
end
and
also
shorten
crossing
distances
and
because
four
and
a
feet
is
also
not
like.
You
know
the
same
kind
of
safety
barrier
kind
of
median
as
we'd
want,
if
it
were
for
that,
like
refuge.
F
So
so
what
do
you?
So?
I
don't
know
if
you
guys
have
a
comment,
but
we
are
going
to
put
that
in
resolution
because
we
think
mediums
are
not
the
best
way
to
utilize
this
street
space
and
cars
should
have
to
kind
of
pass
each
other
against
a
yellow
line,
and
I
think
it'll
be
traffic.
Calming
it'll,
also
slow
them
down.
A
median
will
allow
them
to
hug
that
gutter
pan
and
then
you
can
also
make
a
10-foot
traveling,
because
there
won't
be
a
gutter
pan.
C
Well,
I
think
we
feel
pretty
strongly
about
having
some
sort
of
treatment
and
the
reason
for
that
and
jonette.
You
can
expand
on
this,
but
you
know
part
of
the
reason
for
that
is
because
there
are
so
many
access
points
along
the
corridor.
I
mean
well
we'll
we're
going
to
be
doing
our
best
to
try
and
minimize
that
so
that
we
have
less
conflicts
with
left
turning
cars
that
are
trying
to
cross.
You
know
the
bus
lane
and
one
through
lane
to
access
properties,
but
this
ensures
that
that
doesn't
happen.
C
C
The
idea
of
making
it
four
feet
was
frankly
a
starting
point
so
that
we
could
have
something
that
wasn't
just
concrete
right
so
that
we
could
have
it
as
some
sort
of
amenity
space
or
even
potentially
use
it
for
storm
water
infiltration
or
green
infrastructure,
or
something
something
of
that
nature
and
we're
getting
into
the
details
on
that
on
that
right
now,
whether
that's
even
frankly,
feasible
within
a
four
foot
space,
we
recognize
that
trees
would
be
very
difficult
to
maintain
in
the
forefoot
median.
It's
just
you
know.
C
Typically,
you
need
five
feet
or
more
is
what
we've
we're
seeing
from
best
practices
and
so
really
the
intent.
We
believe,
frankly,
that
we
need
access
control
on
the
corridor,
given
all
of
the
conflicts
and
the
left
turning
vehicles.
We
think
that
improves
safety
along
the
corridor.
You
know
what
it
looks
like
whether
it's
green,
whether
it's
concrete,
whether
it's
a
foot,
whether
it's
two
feet-
I
mean
you,
know
those
sorts
of
things
I
believe
are
negotiable
joannette.
I
don't
know
if
you
have
anything
else
to
add.
D
Yeah,
that's
right,
I
mean
the
the
only
other
thing
I
would
just
add.
Is
we
you
know.
As
we
looked
at
this,
there
were
very
few
sections
that
either
between
intersections
or
driveways
that
even
with
driveway
consolidations,
every
block
had
numerous
locations
where
there
was
the
potential
for
essentially
a
vehicle
to
turn
left
into
a
driveway,
and
that's
what
we
felt
strongly
that
the
medians
were
needed
to
address.
That
issue.
E
I
just
wanted
to
clarify
abigail,
I'm
not
necessarily
against
the
medians.
I
think
that
they're
really
interesting
for
the
reasons
that
back
and
jeanette
highlighted,
but
I'm
curious
about
the
application
and
the
way
it
impacts
the
widths
that
you
described
and
then
also
I
most
of
my
bad
interactions
are
with
right
turning
drivers.
So
that's
I
want
to
zip
it,
so
other
people
can
participate.
But
I
I
it's
it's
an
interesting
treatment
that
I
keep
thinking.
H
I
C
C
Hi
matt
you
just
you
just
froze,
I
did
hear
the
question
about.
Would
they
be
24
hours?
The
intent
right
now
is
that
they
would
be
designated
as
24-hour
bus
lanes
correct.
I
didn't
hear
the
rest
of
your
question.
I
A
I
Yeah,
I'm
wondering
then
as
a
follow-up
to
that,
if
they
are
kind
of
what
the
thinking
between
making
it
four
lanes
between
uptown
transit
and
lake
street
again
there,
because
I
believe
that
it
goes
back
down
to
two
lanes
after
that
on
both
sides.
C
Yeah,
I'm
gonna
rely
on
jeanette
to
answer
this
one
believe
me:
we've
we've
struggled
with
the
the
three
really
busy
intersections
lake
lagoon
and
franklin
for
lots
of
issues,
but
we
knew
we'd
get
questions
on
this,
so
jeanette
I'll
turn
it
over
to
you
to
get
into
more
of
the
specifics.
Thanks.
D
We
tested
a
lot
of
options.
What
we,
what
we're
showing
now
is
what
we
feel
is
the
best
not
only
for
buses
but
for
traffic,
and
so
that
that's
what
we're
showing.
Certainly,
this
is
an
area
that
that
we
have
heard
comments
on
and
we'll
we'll
continue
to
take
a
close
look
at.
F
Yeah,
I
think
the
pack
generally
would
just
say
that
crossing
hennepin
at
lagoon
is
is
way
too
wide
and
there's
far
too
many
car
lanes,
so
I'm
sure
that'll
be
in
our
resolution
as
well
same
for
lake
and
same
for
franklin,
but
the
bus
lane.
There
would
also
be
a
huge
get
because
that
prioritizes
buses
that
that
tells
the
world
hey.
We
prioritize
buses
as
the
city,
we
prioritize
you
taking
transit
and
oh
you're,
stuck
in
a
bunch
of
congestion.
That's
a
good
thing!
F
E
B
Think
510
we
should
cut
it
off.
E
We're
not
seeing
we're
not
seeing
crossing
all
legs
about
intersections
is
concerning
to
me.
E
It
seems
to
prioritize
right
turning
vehicles
over
people
who
want
to
cross
the
street
and
that's
been
a
constant
act
from
the
you
do
see
them
with
the
bus
turn,
which
is
that
one
surprised
me
as
even
being
feasible,
because
you
can
be
mostly
address
turning
motions,
but
we
need
to
have
them
everywhere
and
I'm
curious
about,
what's
being
done
to
address
the
late
night
drag
racing
and
what
happens
in
a
lot
of
a
lot
of
the
times
the
day
where
there
aren't
as
many
drivers
it's
not
a
fun
street
to
be
on
raising
all
intersections.
E
I
would
think
we
would
want
to
support
removing
as
many
driveways
as
possible,
regardless
of
like
using
any
means
the
city
has
at
its
disposal.
I'm
glad
that
that's
being
examined
those
make
things
really
bad
and
tightening
the
radii.
C
D
Did
I
didn't
quite
hear
something
I
heard
something
about
the
right
turns
and
the
bus
lane,
but
I
didn't.
I
didn't
quite
understand
the
comment.
E
Sorry
all
legs
of
all
intersections.
We
are
not
currently
seeing
crossings
at
those
that
includes
where
north
south
streets
meet
up
with
the
east
west
streets
that
cross
hennepin
like
where
emerson
meets
up
with.
I
think
it's
24th,
and
then
you
can
cross
hennepin
on
24th.
There's
very
driver
behaviors
like
we're
not
getting
all
legs
of
all
intersections
at
those,
even
those
those
are
being
addressed.
E
E
The
left,
turning
motions
from
24th
going
southbound
onto
hennepin
from
westbound
24th,
is
that
one
I've
nearly
died
at
multiple
times
and
like
very,
very
close,
misses,
and
I
don't
see,
what's
changing,
to
really
get
drivers
making
the
appropriate
turns.
So
they
see
people,
and
so
they
know
to
respond.
C
And
maybe
I
can
just
start
by
saying
that
you
know,
as
we
talked
about
at
the
top
of
the
presentation
I
mean
the
the
cross
street
intersections
and
the
treatments
there
and
the
radii
are
things
that
we
still
need
to
work
through
as
part
of
detailed
design.
So
I
would
anticipate
that
the
next
time
you
might
see
us
there'll,
be
some
there'll,
be
some
adjustments
there
in
terms
of
you,
know
the
well,
I
guess
specifically
for
the
emerson
leg.
You
know
that's
something
that
we
had
consulted
with
internally
with
our
city
staff
and
design.
C
Folks
at
the
city-
and
you
know
it's
something
that
certainly
we
can
re-look
at
again,
but
the
determination
at
least
just
for
this
draft
concept
was
one
leg.
But
we
can
certainly
look
at
two.
E
Emerson
seems
like
the
one
where
it's,
where
there's
the
least
amount
between
the
two
at
the
others,
it's
more
critical
and
it's
definitely
pack
policy
like
on
emerson,
where
it
pops
out
into
hennepin
we're
not
getting
all
of
our
legal
crossings
and
then
there's
also
the
small
unnamed
street
near
jefferson
school
and
we're
not
getting
our
legal
crossings
there.
It's
looking
like
it's
a
driveway,
but
it's
functionally
a
street
and
I
just
really
want
to
make
sure
that
that's
get
like.
I
don't
want
to
have
to
argue
about
that
in
pac
meetings.
E
I
understand
that
we
might
still
have
to,
but
I
I
want
us
to
have
all
legs
of
all
intersections
as
a
default,
so
yeah.
It
shows
as
a
driveway
just
to
the
north
and
across
from
25th
and
a
half.
D
And
and
that
one
we
have
actually
talked
about-
and
you
know
this,
what
this
concept
is
proposing
is
that,
rather
than
have
that
piece
look
like
a
public
street
where
you
know
the
pedestrians
ramp
down
and
cross
and
ramp
back
up.
This
is
actually
proposing
that
the
sidewalk
and
bikeway
stay
level,
and
it
will
look
more
like
a
driveway
than
a
street.
E
I,
based
on
my
experiences
on
driveways
on
hennepin
drivers,
do
not
respect
sidewalks
at
all.
I've
been
I've.
Had
people
get
out
of
their
cars
to
yell
at
me
for
being
literally
on
the
sidewalk
when
they
wanted
to
turn
it's
it's,
it's
a
really
horrible
street
to
be
on
with
the
entitlement
from
drivers,
but
when
we
talk
about
people
in
intersections
that
seems
like
that
would
still
be
like
it
should
be
tabled,
regardless
of
whether
it's
a
street
or
a
driveway.
E
If
we're
talking
about
tabling
or
doing
raised
intersections
at
all
intersections,
including
these
minor
ones.
So
hopefully
that
would
be
a
moot
point
in
terms
of
a
reason
to
treat
it
as
driveway
versus
street.
A
Okay,
we're
right
at
5,
10
we're
gonna
have
to
wrap
it
up,
wrap
it
up.
I
have
one
I
have.
One
thing
I
want
to
say
is
that
I
agree
with
abigail
in
terms
of
the
support
for
the
transit.
I
really
think
that's
important
and
I
don't
understand
why
it's
cut
off
from
lagoon
to
31st.
So
I'd
like
to
see
that
I'd
like
well,
that
will
probably
be
in
our
resolution
as
well,
but
thank
you
becca
and
thank
you
jeanette.
We
appreciate
it.
These
are
interesting
conversations.
A
A
Next
next
up
is
franklin
west,
with
katie
white
hi.
K
I'm
going
to
take
a
second
matthew.
Has
the
patience
with
saint
I'm
going
to
try
to
present
this
and
still
be
able
to
watch
the
screen.
K
I
have
a
50
success
on
this
technology,
so
I'm
gonna
start
with.
Oh
now,
I'm
afraid
I'm
frozen.
K
Yeah,
okay,
terrific,
my
computer,
is
keeps
flashing
on
and
off,
and
so
I
don't
actually
have
a
screen
right
now.
So
thank
you
for
communicating
with
me
audibly.
Can
you
confirm
that
you
can
see
the
title
page
for
my
presentation?
You
can
terrific
okay
thanks
so
much
so
I
I'm
here
with
our
30
design
for
the
reconstruction
of
franklin
avenue
between
hennepin
and
lindale.
I
was
last
here
in
december,
I
believe,
to
talk
to
this
group
and
let's
see
how
everything
has
shifted
again.
K
Okay,
so
I'll
go
briefly
over
a
lot
of
the
same
material
that
I
touched
on
since
december
since
the
december
design
that
we
talked
about
informs
greatly
the
design
that
you
see
today
and
I'm
happy
to
take
questions
after
that.
K
It's
going
to
be
one
construction
season
which
in
minnesota
is
april
to
november
for
this
segment-
and
I
guess
I
don't
have
the
graphic
here,
but
it's
just
the
three
blocks
from
hennepin
avenue,
which
of
course
we
were
just
talking
about
to
lindale
avenue,
so
project
goals
are
to
improve
the
pedestrian
experience,
provide
an
all
ages
and
abilities
bicycle
facility
support
existing
and
future
development
along
the
corridor,
incorporate
green
infrastructure,
if
possible,
while
also
incorporating
existing
city
policies.
K
So
this
was
the
december
second
draft.
I'm
gonna
blow
through
this
a
little
quickly
in
order
to
save
time.
For
your
specific
questions
on
this
big,
a
big
improvement
that
is
being
proposed
here
is
this
median
at
bryant.
Bryant
avenue
is
a
bicycle
boulevard,
and
just
to
the
north
of
this
drawing
is
the
lauren
greenway,
which
provides
at
least
1200
bicycles
a
day
with
a
trip,
and
so
there's
a
lot
of
bicycle
traffic
going
through
here,
there's
currently
a
median
at
bryant.
K
It's
sort
of
this
far
western
portion
here
and
this
far
eastern
portion
here
exists
today.
The
proposal
is
to
make
it
larger
and
also
add
this
middle
component,
which
would
prohibit
left,
turns
in
all
directions
and
would
prohibit
a
north-south
movement
for
cars
on
bryant,
while
providing
channels
here
at
for
bicycles
in
the
middle
and
pedestrians
to
the
side.
K
Adding
boulevards,
there's
really
no
boulevard
out
there
today
and
green
storm
water
infrastructure,
where
possible
right
now,
we're
talking
about
little
curb
cuts
essentially
to
allow
water
to
access
these
new
green
spaces.
Instead
of
running
straight
down
the
hill
down
to
london
lindale.
K
The
sidewalks
here
are
at
least
six
feet
wide
in
some
places
they
are
eight
feet
talking
about
adding
a
bicycle
facility
behind
the
curb
eastbound
traffic
on
the
south
side
of
the
street
and
westbound
traffic
on
the
north
side
of
the
street
transit
amenities.
Here,
a
shelter
dedicated
for
route,
two
customers
here,
instead
of
sharing
with
hennepin
avenue
customers
over
here,
a
shelter
here
on
the
south
side
over
at
lindale
and
a
signpost
again
because
it's
mostly
people
getting
off.
K
This
is
the
end
of
the
two,
the
second
and
last
stop
on
the
two.
So
very
few
people
wait
for
the
bus
at
this
location
and
five
parking
spaces
three
here
in
a
bay
pulling
them
out
of
traffic
a
little
bit
and
then
two
more
parking
spaces
on
the
other
side
of
aldrich.
So
that's
what
we
talked
about
last
december.
K
We
then
engaged
in
our
typical
outreach
process.
We
used
open
houses,
online,
neighborhood
meetings,
online
surveys
and
one-on-one
conversations
for
email
and
also
over
the
phone
to
gather
feedback
from
folks
interested
in
this
corridor.
K
I
also
connected
with
property
owners
along
the
corridor
about
right-of-way
and
construction
impacts
that
those
questions
have
been
coming
already
and
generally
the
feedback
was
really
positive.
We
ran
some
numbers
about
you
know,
statistically,
based
on
who
participated,
how
people
felt,
but
feedback
has
been
positive
if
a
little
quiet.
This
has
not
been
incredibly
controversial.
K
That
being
said,
some
changes
have
been
incorporated
since
december
2nd.
The
first
is
we're,
including
the
evaluation
of
raised
crossings
at
aldrich
and
bryant
on
the
north
and
south
sides
of
the
street.
It
is
too
early
in
the
design
process
right
now
to
know
if
they're
a
good
fit
for
this
corridor.
The
steepness
of
the
hill
down
to
lindale
can
make
raised
crossings
too
difficult
to
incorporate.
This
difficulty
is
tied
to
grade
changes.
You
know
the
dirt
underneath
the
asphalt
substantial
impacts
to
bryant
and
aldrich.
K
The
other
thing
that
we're
changing
is
that
you
know
I've
sort
of
gone
out
of
my
way
over
the
last
several
months
to
say
we're
not
touching
the
corners
at
hennepin,
because
the
hennepin
project
is
touching
those
corners
and
we're
not
touching
the
corners
at
lindell,
because
it's
a
county
facility
and
we
didn't
want
to
get
things
too
complicated
with
the
county.
Well,
that
has
now
changed
at
lindale
when
we
were
looking
to
tie
in
the
new
bicycle
and
pedestrian
facilities
at
the
corner
at
lindale.
K
It
was
getting
kind
of
awkward
and
crowded
if
we
didn't
touch
those
corners,
and
so
we
had
a
good
internal
conversation.
A
couple
of
times
with
other
folks
in
public
works
and
determined
that
we
could
rebuild
the
corners
at
lindale
without
causing
too
much
cost
and
signal
needs
just
for
the
placement
of
where
the
signals
are
makes
it
possible
to
touch
the
concrete
underneath
it
without
getting
too
expensive
on
the
signal
work.
K
You
know
that's
that's
above
the
ground
and
so
we're
going
to
be
rebuilding
those
western
corners
now
included
in
this
franklin
avenue.
Reconstruction
we've
looked
in
the
county,
of
course,
to
this
work
and
they've,
given
us
a
preliminary
okay
and
we'll
continue
to
work
with
them
over
the
next
year
as
part
of
the
design
process.
K
So
that
being
said,
here's
our
new
design
that
we're
talking
about
these
light
sort
of
pastel,
yellow
colors
indicate
the
potential
for
future
table
crossings.
Again,
we're
not
sure
right
now
that
we
can
say
100
confirmed
that
we'll
be
including
raised
crossings,
but
it
is
something
that
we're
dedicated
to
continuing
the
conversation
on
over
the
next
several
months
and
hopefully
we'll
be
able
to
incorporate
and
then
the
other
changes
here,
of
course,
the
corners
being
rebuilt
at
lindale
other
things.
K
You
know
very
small
things
if
you
compared
the
december
design
to
the
march
design,
this
section
of
the
bikeway
originally
sort
of
did
a
little
jog.
There
was
a
bend
in
and
then
a
bend
out
again
we've
been
able
to
straighten
that
out,
but
in
general
the
the
main
components
of
this
project
have
remained
very
similar.
So
that's
the
end
of
that's
the
summary
of
what's
going
on,
but
I
wanted
to
spend
most
of
the
time
talking
about
your
questions.
If
that's
okay
with
you.
J
I
just
have
a
question
regarding
that:
the
slope
down
to
lindale,
particularly
on
the
north
side,
has
there
been
any
developments,
discussion
concepts
about
that
since
december.
J
No,
no
I'm
talking
about
the
the
sidewalk.
You
know
that
I
mean
that
I
just
personally,
I
find
it
somewhat
treacherous
in
the
winter
just
because
of
the
grade
and
stuff.
I
know
we
had
talked
about.
Well,
maybe
there's
a
possibility
for
a
railing,
maybe
there's
you
know
different
things
that
we
had
discussed
in
december.
Has
there
been
any
additional
thought
about
that
or
consideration.
K
You
know
I
couldn't
find
a
good
example
to
advance
or
replicate
here.
I
think
that
one
of
the
better
opportunities
and
I've
been
talking
with
our
development
team,
because
that
the
corner
the
former,
I
forget,
the
title
vision:
research,
not
vision,
vision,
loss
resources,
maybe
because
this
is
going
to
be
redeveloped
eventually,
there
might
be
an
opportunity
to
take
that
new
concept
whenever
they
propose
it
and
build
in
some
features.
K
But
I
don't
think
it
would
be
a
public
facing
feature
like
handrail,
otherwise
I'm
not
sure
that
that's
something
that
we're
equipped
to
advance
right
now.
So
I
don't
know
where
that
what
what
our
opportunity
is
there.
A
K
Yeah,
I
think
that
this
is
an
example
of
you
know:
it's
an
80-foot
right-of-way,
which
is
a
lot
and
we
have
a
lot
of
space
to
play
with,
and
that
gives
us
the
opportunity
to
fit
in
a
lot
of
a
lot
of
everything.
And
so
what
we
do
have
had
the
trade-off
conversations
and
we
can't
get
absolutely
everything
in
there.
But
this
is
pretty
successful.
A
I
ask:
are
the
parking
spaces
needed
because
of
businesses
or
were
they
required
by
or
were
they
asked
for
by
residents?
Since
there's
only
what
looks
like.
K
Five
yeah,
that's
a
great
question:
parking
was
parking
is
being
retained
because
the
neighborhood
itself
is
generally
pretty
busy
for
parking.
K
Franklin
itself
is
not
super
busy
for
parking
right
now,
there's
a
lot
of
time
restrictions,
and
so
I
think
a
lot
of
people
choose
not
to
part
park
on
franklin,
because
you
know
no
parking
between
during
rush
hour
and
you
can
only
park
for
an
hour
during
the
day
and
it's
just
sort
of
a
lot
of
if
I
park
here
am
I
gonna
have
to
move,
and
it's
just
confusing,
so
I
think
people
avoid
it.
So
franklin
today
does
not
get
a
lot
of
parks.
Cars.
K
The
side
streets,
however,
are
very
well
parked
up.
I
heard
a
lot
from
landlords
in
the
area
who
are
concerned
that
they
will
lose
tenants
because
of
the
lack
of
available
freon
street
parking.
But
that
being
said
also
during
engagement,
we
heard
a
lot
of
people
say
well,
we
need
metered
parking,
so
the
cars
turn
over.
More
often,
we
also
heard
people
say
needs
to
be
resident.
K
Only
parking
there's
been
movement
in
the
neighborhood
that
people
want
to
designate
this
as
a
critical
parking
area
for
residents
only
so
that
hasn't
been
determined
yet
for
these
five
parking
spaces.
But
the
five
parking
spaces
were
retained
because
some
people
are
interested
in
in
maintaining
additional
parking
capacity
in
the
neighborhood.
E
Is
there
any
move
to
any
transition
plans
for
moving
those
away
from
parking
to
other
uses
or
to
making
sure
that
they
are
accessible
to
people
who
don't
have
own
cars?
If
we're
doing
you
know
free
public
space
that
people
can
set
stuff
in
is
that
it
seems
like
this
might
be
an
area
where
sure
there's
not
parking
in
your
renting,
but
you
also
don't
have
a
place
to
guard
it.
L
K
You
know
so
I
I
did
hear
the
question,
though
julia.
I
don't
know
that
our
parking
division
has
been
looking
at
parking
spaces
being
used
for
alternative
uses.
At
this
point,
the
design
we
don't
indicate
if
it's
resident
only
or
metered,
only
or
flexible
or
available
as
part
of
a
new
program.
K
A
K
You
know
we
are
looking
to
take
this
to
our
transportation
and
public
works
committee
on
wednesday
march
31st,
and
I
had
a
conversation
with
matthew
this
week
about
how
the
timing
doesn't
work
out
great
for
when
your
next
full
committee
meeting
is
so.
I
defer
to
matthew
on
what
he
prefers
from
a.
K
H
Yeah,
I
guess
part
of
the
thought
was
depending
on
where
you
all
are
as
a
as
a
committee.
I
think,
unless
there
was
like
a
major
like
fundamental
change,
that
you
thought
should
be
made
any
any
comments
that
may
come
out
of
the
resolution,
I
think,
could
probably
definitely
be
addressed
in
in
final
design
as
well
like.
I
was
curious
to
see
what
you
think,
so
your
resolution
will
will
still
be
helpful
for
the
project.
Is,
I
guess
the
point.
J
N
Great
everyone
I'm
here,
I
think
most
people
know
me
but
kelsey
vote
with
the
city,
I'm
one
of
the
transportation
planners
working
on
this
project
with
jason
and
nirman
jason.
I
will
hand
it
over
to
you.
M
Excellent,
yes,
so
I'm
jason
sabell
with
hennepin
county
transportation,
design
and
then
nariman
bernanke
is
also
on
he's
project
delivery
assistant
director.
So
I'm
going
to
talk
about
the
upcoming
safety
improvements,
we're
going
to
hopefully
roll
out
here
at
this
later
this
year
at
25th
and
27th
street,
and
then
airmen
will
finish
it
up
with
kind
of
discussing
the
future
of
lynndale
avenue
and
some
upcoming
news.
O
M
M
So
in
2020,
some
initial
temporary
safety
improvements
were
put
out
at
these
two
intersections
to
try
to
address
some
safety
concerns
of
crossing
in
these
two
locations.
M
Okay,
some
initial
temporary
delineators
were
put
out
at
25th
and
27th,
so
you
can
see
that
at
this
intersection
here,
very
temporary
trying
to
trying
to
quickly
address
some
concerns,
and
so
these
delineators
were
to
restrict
left
turns
from
lindale
and
from
the
cross
street
onto
lindale
then
puts
try
to
get
some
separation
off
the
curb
line
for
pedestrians
to
cross.
M
So
it's
very
temporary
and
we're
hoping
to
expand
upon
this
with
a
more
interim
solution.
That
truly
does
restrict
the
left
turns
because,
as
you
can
see,
there's
a
gap
in
those
centerline.
O
M
Golly,
okay,
so
the
current
interim
safety
improvement
will
be
to
install
a
raised
concrete
medium,
add
rectangular,
rapid
flashing,
beacons,
rfbs,
add
some
intersection
street
lighting
and
then
upgrade
the
pedestrian
ramps
on
all
the
quadrants.
O
M
Show
this
in
more
of
a
layout
view
here
in
the
next
slide,
but
the
rfb's
examples
would
be
the
at
66th
avenue
in
richfield.
It's
the
photo
on
the
right
side.
M
So
what
we're
looking
at
here
is
25th
street
west
and
what
we're
proposing
to
put
in
is
a
12
foot
concrete
medium
with
pedestrian
cross
throughs
on
both
quadrants
all
the
two
quadrants
crossing,
and
these
will
be
painted
crosswalks
with
the
rfb's
throughout
the
quadrants
and
and
actually
into
the
center
median.
M
With
this
proposed
design,
the
travel
lanes
get
pushed
out
towards
the
curb
line
and
we'll
be
maintaining
the
two
lanes
in
each
direction.
We'll
talk
more
about
the
picture
of
this
corridor
soon,
but
this
is
a
quicker
project
to
try
to
get
into
some
sort
of
improvement
out
there
in
the
interim,
and
so
you
can
see
the
the
bus
stops
will
be
relocated
slightly
to
be
further
away
from
the
intersection,
and
our
goal
is
to
have
this
later
this
summer.
So
this
is
25th.
Street
27th
is
very
similar.
M
Design
same
same
things
will
be
put
in
and
it's
it's
it's
about
the
same
type
of
look
for
each
intersection.
O
Yeah
thanks
jason
yeah,
so
today
we're
here
to
really
talk
about
the
project.
That's
coming
up
this
year
and
these
two
safety
improvements
at
the
locations
that
jason
referenced.
But
we,
we
understand,
there's
an
interest
in
the
corridor
as
a
whole,
and
so
we
want
to
make
sure
we
address
that
and
can
answer
any
questions
you
may
have
on
that
as
well.
O
O
So,
in
addition
to
what
jason
referenced
during
his
presentation,
we
also
have
begun
looking
at
the
feasibility
of
a
potential
four
to
three
lane
restriping
project,
and
so
that,
like
I
said
that,
that
process
has
begun
and
will
continue
through
the
next
few
months
here
and
and
as
that
process
develops,
you
know
we'd
be
happy
to
come
out
and
talk
to
talk
to
folks
again,
specifically
about
that.
J
I
have
a
question
regarding
the
future
once
it
becomes
a
fully
funded
project.
Is
it
a
five-year
timeline
or
you
know?
What
are
we
talking
about
once
funding
is
secured.
O
Yeah
it's
a
great
question.
You
know,
it
kind
of
depends
depends
on
what
the
what
type
of
funding
we
get
and
you
know
when
it
gets
into
our
cip,
but
I
think
the
the
time
frame
that
you
outline
is
pretty
accurate,
generally
takes
anywhere
from
three
three
to
four
years
to
design
a
big
project
like
this.
You
know,
especially
in
a
project
like
this,
that
would
have
robust
community
engagement.
You
know-
and
that
takes
time
too
so
yeah.
I
think,
typically,
that
five-year
window
is
probably
pretty
accurate,
but
again
it.
J
Thank
you
for
that
clarification.
It
seems
to
me
that
you
know
if
there's
I'm
just
picking
numbers
if
there's
a
couple
years
before,
funding
can
be
identified
and
then
four
or
five
years
after
that
you
know
we're
looking
seven
years
out,
potentially
just
for
discussion
purposes.
J
I
think
that
really
underscores
the
the
need
to
do
a
43
striping,
and
I
I
do.
Can
you
offer
any
more
guidance
on
what
it
means
for
a
pilot
project?
Are
they
just
talking
about
a
couple
of
blocks
or
something
or
what
does
that
mean.
O
Yeah,
so
the
reason
we
reference
it
as
a
pilot
project
is
because
we
would
want
to
do
some
level
of
analysis
if,
if
we
were
to
proceed
with
that
type
of
project,
where
you
know
we'd
do
some
preliminary
analysis
of
the
existing
corridor
and
then
you
know
follow
up
with
the
follow-up
analysis
after
any
sort
of
restriping
was
implemented
so
that
we
can
learn,
you
know,
learn
more
about
how
it
functions.
What
does
it
do
to
side,
streets
or
neighboring
side
streets?
O
What
does
it
do
for
the
number
of
vehicles
that
are
traveling
down
it?
What
does
it
do
for
you
know
all
those
sort
of
things
that
we
would
be
interested
to
learn
on,
and
so
that's
why
we
reference
it
as
a
pilot,
because
there
would
be
some
higher
level
analysis
that
would
go
along
with
it,
maybe
different
than
some
of
our
other
four
to
three
conversions
that
the
county
has
done
recently.
So.
J
And
and
I'll
just
ask
one
more
follow-up
question,
then
I'll
be
quiet
with
that
being
said,
just
so
I
understand
is,
is
then
the
idea
of
you
know.
Just
let's
talk
from
franklin
to
lake,
for
example,
is
the
concept
or
what
is
that?
What
would
be
a
potential
timeline
to
have
a
four
to
three
conversion
done,
let's
just
say
from
franklin
to
lake.
Is
that
something
that
is
additional
so
many
years
that
it
bumps
starting
to
bump
up
against
a
curb
to
curb
reconstruction?
J
Or
can
you
give
any
clarification
on
that.
O
J
O
Yeah
yep,
so
I
don't
have
a
specific
time
frame
on
on
a
potential
restriping
project.
You
know
we're
doing
some
of
that
analysis
now,
and
so
I
you
know
and
looking
at
it.
So
I
don't
have
a
specific
time
frame,
but
I
think
there
would
be
merit
potentially
to
it
before
any
reconstruction
efforts.
I
guess
I
should
have
mentioned
the
other
reason.
I
reference
it
as
a
pilot
project.
It's
because
I
think
it
would
help
us
learn
a
lot
about
the
corridor,
as
I
mentioned,
and
in
advance
of
a
reconstruction
project.
O
I
think
that
information
can
be
very
helpful,
and
so
you
know
that's
another
reason.
It's
referenced
as
a
pilot
project,
but
I
don't
I
wouldn't
say
necessarily
you
know
on
the
timing-
would
be
impacted
based
on
the
reconstruction
project
at
all.
It
more
has
to
do
with
making
sure
we
do
the
analysis
and
understand
and
then
lay
out
the
criteria
for
what
we're
looking
at
and
also
make
sure
we're
set
up
to
do
any
sort
of
post
analysis
as
well
so
and
just
making
sure
that
you
know
it's
an
important
corridor.
O
F
I
have
a
question
too
on
timing,
when
you
say
you're
discussing
when
you
might
be
able
to
do
a
restriping
pilot,
I
think
everyone
here
would
be
in
agreement
that
the
absolute
sooner
the
better
it
should
have
been
done
10
years
ago.
But
when
will
you
when
can
you
say
that
you'll
know
if
slash
win,
you'll
do
a
restriping
project?
If
you
say
you're
discussing
it
now,
will
a
decision
be
made
in
this
calendar
year.
O
Again,
I'd
love
to
give
more
concrete
time
frames,
and
I
understand
these
are
important
questions
and
I'd
love
to
be
able
to
give
you
some
more
specific
answers.
You
know
right
now
and
I'll
tell
you
right
now.
What
we're
looking
at
is
we're
trying
to
learn
more
about
who
are
the
people
using
the
corridor?
O
Where
do
we
think
that
they
could
potentially
be
deferred
to
if
this,
if
the
current
configuration
wasn't
available,
and
so
that's
what
we're
looking
at
right
now
and
then
in
the
next
you
know
month
or
two
we'll
be
working
with
our
city
partners
to
understand
potential
impacts
to
alternate
routes,
and
so
those
are
kind
of
some
of
the
next
immediate
steps.
So
hopefully
that
gives
you
some
insight
on
what
we're
looking
at.
It's
not
we're
not
just
sitting
around
talking
about
it,
we're
doing
some
real
work
and
analysis
on
it.
O
So
but
I
don't
have
a
better
time
frame
than
that
that
I
can
give
you
right
now,
but
you
know
again,
as
we
learn
more
we're
happy
to
come,
talk
to
you
all
and
and
anyone
that's
interested
and
keep
sharing
that
information
as
that
process
develops.
So,
okay.
O
F
Comment
on
that
and
then
another
question
is
one
the
people
that
don't
use
the
corridor
because
of
its
dangers
and
because
of
because
of
its
dangers
and
because
of
the
the
issues
it
has
for
being
something
that's
unsafe
to
bike
and
or
walk
on.
Usually
I
think
you're
gonna
have
like
like
a
lack
of
actual
true
accounting,
so
there
is
gonna,
be
that
is
gonna,
be
something
to
think
about.
F
So
when
you
think
about
like
who's
using
and
who
will
be
deferred,
think
about
who's
being
deferred
already
because
of
the
way
it
is
so
I'd,
say
one
and
then
two
is
there
a
reason
that
29th
street
is
not
getting
any
sort
of
median
protection
or
an
rfp,
because
technically
that's
a
pedestrian
crossing
and
it
isn't
actually
one
of
the
more
busier
intersections.
27Th
and
25th
are
obviously
awful,
and
so
I'm
excited
about
these
medians.
But
what
about
29th
street
is
my
question
and
that's.
L
O
Yeah,
these
two
are
selected
really,
you
know,
as
a
result
of
some
of
our
the
data
that
we
had
and
then
also
as
a
result
of
that
listening
session,
that
we
held
it
really
the
community.
Many
of
the
comments
that
we
heard
are
were
on
these
two
specific
locations,
and
so
that's
how
we
focused
our
attention
here.
You
know,
like
I
said
before,
there's
there's
a
number
of
locations
that
could
you
know,
use
improvements
and
really
we
think
that
you
know
the
right
way
to
do.
O
That
is
that
reconstruction
process
and
that's
why
we're
working
towards
that
to
address
the
whole
corridor
so.
E
I'm
curious,
you
mentioned
the
volumes
of
people
using
these
streets
and
it
seems
like
it's
assuming
that
people
are
kind
of
attached
to
vehicles
rather
than
that
they're
trying
to
get
places,
and
I'm
wondering
what
you're
looking
at
and
in
talking
to
metro
transit
about
making
the
four
more
frequent
bus
route
as
it's
been
in
the
past,
getting
back
to
sort
of
its
historical
frequency
or
increasing
frequency,
adding
a
brt
doing
any
of
the
things
that
allow
the
you
know
even
more
people
to
move
along
the
street
but
reduce
the
number
of
vehicles.
E
And
so
that's.
My
first
question
is
what
how
you're
working
with
metro
transit
to
get
people
out
of
cars,
so
that
you
don't
have
that
that
perceived
need
to
move
drivers
rather
than
or
cars
rather
than
people.
And
then
I
also
have
a
concern
about
the
design
specifically.
E
What
I
hear
from
friends
who
drive
is
that
in
that
kind
of
a
scenario
they
often
don't
want
to
stop,
because
they're
worried
that
the
next
car
over,
when
it's
two
lanes
in
each
direction,
they're
worried
that
they
will
stop,
and
then
they
will
witness
somebody
being
killed
because
they
they
gave
somebody
that
right
of
way
and
the
person
following
behind
just
blew
past
them
and
that
on
lindale.
That
seems
to
be
a
really
frequent
occurrence
and
I'm
curious
what
in
the
design
protects
like,
encourages
drivers
to
stop
rather
than
think.
O
Yeah,
so
I
can
address
your
first
question
that
people
could
transition
back
to
jason
to
talk
about
these
specific
locations
and
improvements.
So,
yes,
we
agree
and
we're
going
to
be
looking
at
everything
and
all
users,
so
we
want
to
benefit
all
users
and
that's
part
of
that
data
collection.
Piece
of
it
is
to
make
sure
that
you
know
whatever
interim
improvements,
and
then
you
know
more
so
for
a
future
reconstruct
that
it
is
it's
safe
for
everyone
and
and
we
want
to
understand
who
those
users
are.
O
L
L
E
O
Yeah
we
talked
to
metro
transit
about
this
particular
project
that
jason
jason
is
showing
here
and
we
will
definitely
engage
them
in
any
four
to
three
discussions
as
well.
O
Yeah,
I'm
I'm
happy
to
have
that
conversation.
We
have
that
type
of
conversation
on
all
of
our
projects
and
but
you
know
those
are
conversations
that
we
always
have
and
we
would
have
similarly
here
as
well.
You
obviously
have
more
opportunities
to
make
improvements
on
with
reconstruction
type
projects,
but
even
on
interim
type
projects.
We
are
meeting
with
metro
transit
and
talking
about
all
those
opportunities.
M
So
I
think
I
heard
about
the
double
threat
issue
with
a
four
lane,
so
we
feel
that
you
know
putting
in
the
rfb's
helps
the
drivers
understand
that
there's
someone
crossing
road
here
and
we've
set
the
stop
bar
back
30
feet,
which
is
the
guidance
to
when
someone
stops.
M
When
someone
activates
the
rfb
people
should
be
stopping
back
there.
It
does
not
eliminate
that
possibility
of
someone
stopping
and
the
left
flanks
continuing
through,
but
it
does
have
that
right.
Lane
stop
further
back
so
that
someone's
in
that
crosswalk
they
can
see
that
car
in
the
left
lane
if
they
blow
by
that
other
car
stopped.
E
M
I
don't
have
them
off
the
top
of
my
head:
it
rfb
compliance
kind
of
is
correlated
with
number
of
pedestrians
crossing,
and
so
we
see
higher
compliance
when
there's
more
pedestrians
using
it
and
the
drivers
are
more
used
to
seeing
people
there.
If
you
had
rfb
with
no
people
ever
crossing,
then
the
compliance
goes
down.
O
Another
one
of
our
hopes
with
this
project
I
think,
helps
address
your
question
a
little
bit.
Julia
is
that
you
know
we're
hoping
by
shifting
the
lanes
out
and
putting
the
12-foot
median,
which
is
pretty
substantial,
that
you
know
we
can
help
slow
some
people
down.
You
know
we
understand
it's
not
gonna.
O
You
know
solve
everything,
but
we
think
it's
better
than
what's
out
there
today
for
sure
and
has
an
interim
step
in
a
kind
of
a
continuation
to
do
what
we
can
now,
while
we
really
work
towards
that
full
reconstruction,
like
I
said
so,
I
think,
there's
definitely
an
improvement
there
and
we
hope
that
some
of
the
lane
changes
would
would
help
reduce
speed
as
well.
M
M
It
re
takes
away
the
left
turn
so
there's
less
conflict
points
that
drivers
have
to
react
to,
and
people
have
to
keep
their
eyes
out
on,
so
it
we
feel
that
for
interim
and
project
you
know
the
12
foot
medium
provides
a
two
phase
crossing
of
lindale
understanding
that
the
preferred
is
the
full
three
lane
from
this
group,
and
so
this
12
foot
median
doesn't
preclude
re-striping
that
might
go
to
a
three-lane
in
the
near
future.
So
that's
all
I
have
to
say
right
now.
J
This
christopher-
I
just
I
just
have
one
quick
question:
has
there
been
any
thought
of
adding
to
the
pilot
program
that
we've
talked
about
potentially
a
restriping
pilot
program?
A
reduction
in
the
speed
limit
seems
like
you're,
taking
care
to
notify
drivers
of
the
pedestrians
through
having
the
stop
line,
the
stop
line
back
30
feet
and
to
have
the
flashing
lights.
M
A
One
thing
I
would
like
to
say
is
that,
while
I
I
understand
before
you
enter
into
a
pilot
project,
you
have
to
do
some
analysis
and
stuff.
I
think
julia's
point
earlier
is
that
your
analysis
may
be
not
fully
accurate.
A
If
people
are-
and
I
know
I
don't-
cross
those
streets
or
walk
comfortably
on
lindale
avenue,
so
I
I
would
encourage
you
and
hope
that
the
analysis
period
and
the
time
for
considering
this
is
person
to
the
point
and
short
so
that
we
can
get
into
a
restriping,
because
I
think
that
the
most
important
part
here
is
the
safety
of
pedestrians
and
people
that
are
using
the
street
and
people
who
live
in
the
residential
areas.
So
that
would
be
my
encouragement.
O
Yeah
thanks
and
that's
a
great
comment,
and
you
know
I
just
want
to
make
clear.
You
know
some
of
the
other
things
that
we're
looking
at
are
kind
of
some
of
the
you
know,
potential
key
challenges
that
might
arise.
You
know
from
a
three-lane
configuration
and
some
of
those
are
safety
related
challenges.
O
Now,
there's,
obviously
a
lot
of
benefits
that
I'm
sure
you
all
know
about
from
a
4-3
conversion,
but
we
want
to
make
sure
that
we
are
looking
at
it
holistically
and
then
identifying
any
other
key
challenges
that
may
arise
as
part
of
a
conversion
and
then
work
with
our
city
partners
to
understand
mitigation
potential
and
and
what
could
we
do
to
be
prepared
for
it,
like?
I
said,
just
really
doing
our
due
diligence,
so
we're
prepared
and
proactive
so.
E
O
Yeah,
I
think
I
heard
most
of
it.
You
know
we
hope
that
by
providing
improved
crossings
like
this
at
25th
or
27th,
that
people
utilize
them
and
that
that
you
know
we
are
using
some
proven
safety
measures
on
both
of
these
locations,
and
so
we
hope
people
use
them
and
that
that
improves
the
safety
there.
So.
E
So
this
could
also
absolutely
take
you.
I
mean
I
don't
want
people
to
have
to
go
a
long
ways
out
of
their
way
if
they
they
should
be
able
to
cross
the
mid
block
here
since
there's
not
traffic
control
devices
at
those
intersections.
O
Well,
I
think
well,
by
providing
them,
you
know
at
these
locations
again
we're
hopeful
that
they're
used
and
that
it
provides
you
know
a
reasonable
place
to
cross
for
for
people.
That
is
definitely
an
improvement
from
what's
out
there
today.
M
M
A
M
I
was
just
gonna
say:
here's
our
contact
information
and
then
also
there's
a
website
for
this
medium
project
for
future
reference,
and
thank
you
for
having
us
and
I'm
sure,
we'll
be
in
touch
about
this
corner
many
times
in
the
future.
O
O
Yeah
they
would,
that
would
be
another.
You
know
outreach
and
engagement
effort
separate
from
this,
but
we
didn't
want
to
ignore
it
either
because
we
know
that's
what
a
lot
of
people
are
interested
in,
and
so
we
wanted
to
be
able
to
talk
about
that
here,
but
yeah
we
yeah.
We
hope
to
have
more
more
to
share
and
we'll
do
that
for
sure.
N
K
Hello
again,
I'm
going
to
pull
up
the
far
view
park
graphic.
So
I
was
last
here
gosh
several
months
ago
now
to
talk
about
far
view
park,
and
you
know
most
of
our
projects.
We
bring
to
you
and
then
we
stop
at
about
30
and
get
your
sign
off
in
the
general
concept
before
it
goes
to
detailed
engineering
and
with
far
view
park.
The
closer
we
got
to
detailed
engineering
as
we
advanced
to
the
60
threshold
is
what
we
call
it.
K
We
realized
that
there
was
some
a
pretty
big
obstacle
in
our
way
to
advancing
the
design
that
you
guys
looked
at,
and
so
we
wanted
to
show
you
what
we've
come
up
with,
instead
a
modified
design.
Now
that
we've
made
a
pretty
substantial
change,
so
this
is
4th
street
north.
It's
a
north
south
street.
K
So
here
south
the
south
end
of
the
corridor
is
26
over
here
on
the
right
and
then
the
northern
end
of
the
quarter
is
28th
here
on
the
left
and
what
we're
going
to
focus
on
is
this
quadrant
with
28th?
So
I'm
going
to
zoom
in
and
you
know
we
have
a
six
foot
sidewalk.
We
aren't
taking
out
any
of
these
trees.
You
know,
that's
that
part
hasn't
changed,
but
I
am
going
to
zoom
in
over
here
to
talk
about
this
I'll.
K
Do
one
more
to
talk
about
this
part,
so
what
we
were
planning
to
do
was
end
the
sidewalk
about
where
you
can
see
my
cursor
here.
There
is
a
beautiful
tree
here,
which
you
can
see
illustrated
with
this
graphic
tree,
but
you
can
see
how
big
the
tree
canopy
is
in
the
aerial
photo
here
right.
It's
a
gorgeous
big
tree
and
the
park
board's
not
interested
in
taking
it
out
we're
not
interested
in
taking
it
out.
K
It's
not
it's
not
elm,
it's
not
ash,
you
know
susceptible
to
a
disease,
and
so
they
wanted
to
keep
it,
and
so
our
goal
was
to
put
in
a
crossing
here
just
short
of
where
normal
pedestrian
crossing
would
be
and
do
a
receiving
end
pedestrian
crossing
over
here,
just
short
of
where
it
would
normally
be,
and
we
talked
we
got
into
designing
what
the
construction
of
that
looks
like,
but
to
put
in
this
curb
ramp,
just
short
where
we
thought
it
was
going
to
be.
K
It
was
going
to
damage
the
root
structure
too
much
to
this
giant
beautiful
tree,
so
we
tossed
around
some
options
about
what
we
could
do
on
this
side
of
the
street
on
this
side
of
28th.
To
make
this
a
reality,
and
we
came
up
with
an
option
that
adds
even
more
sidewalk
actually
is
what
we
came
up
with.
So
what
we're
doing
proposing
now
is
that
here's,
the
traditional
sidewalk,
you
know
with
the
boulevard
space
separating
you
from
the
curb
now.
K
What
we're
doing
is
we're
bumping
the
sidewalk
into
the
street
itself,
so
the
traditional
curb
would
be
about
where
the
back
of
the
sidewalk
is
now
so
take
putting
a
new
curb
line
in
into
the
driving
space
or
parking
space,
and
then
reconnecting
with
this.
The
curb
on
the
north
side
here
and
then
adding
another
pedestrian
ramp
crossing
here
on
the
north
side
of
28th.
K
So
since
we're
adding
another,
I've
missed
the
measurements
here,
30
feet
or
so
of
sidewalk.
We
want
to
let
you
know
that
this
change
was
being
made
to
improve
the
pedestrian
accessibility
of
4th
street
north
at
fairview
park,
but
wanted
you
to
know
that
it's
just
different
than
how
we
thought
it
was
going
to
be
in
the
first
place.
E
Awesome,
I
hope
you
use
that
problem
you're
that
becomes
department-wide
problem-solving.
It's
anything
that
has
gorgeous
trees
and
gives
even
more
pedestrian
access
is
a
really
lovely,
lovely
thing.
A
A
E
Is
katie
gone?
No,
I'm
here
julia!
What's
up,
do
you
have
any
tips
for
future
projects
like
this,
like
what
made
it
work
that
you
were
able
to
to
do
this
protect
the
tree
really
provide
good
access.
That
seems
like
it'll
work
for
people
with
impaired
vision,
etc.
What
what
made
this
one
work?
I
think,
because.
K
It's
a
relatively
low
used
street,
but
it's
a
pretty
wide
street
to
begin
with.
I
think
it
was
32
feet
and
our
traffic
departed
apartment
said
well
yeah.
K
You
can
take
away
eight
feet
and
or
six
feet
or
I'm
losing
the
dimensions
right
now,
but
traffic
said
yeah,
there's
plenty
of
through
lane
space
there
anyways,
if
you
were
to
bump
it
out,
and
so
there
was
plenty
of
space
in
the
roadway
and
at
the
same
time
you
know
we
did
hear
from
some
neighbors
that
actually
chris
is
going
to
talk
to
you
about
lindale.
K
Next
and
lindale
is
on
the
other
side
of
this
park
in
part,
and
we
heard
from
some
neighbors
that
some
people
use
fourth
instead
of
lindale
because
they
think
they
can
go
faster
on
fourth
and
so
the
idea
of
making
you
know
a
pinch
point
here
was
was
also
a
no-brainer
and
we
were
comfortable
with
that
too.
G
B
All
right
so
I'm
here
to
talk
about
lindale
av,
north
pedestrian
safety
improvement
project
and
I'm
just
going
to
pull
up
the
map
real,
quick
here
from
this
one
pager
I
was
here-
I
forget
exactly
when
it
was-
I
think,
sometime
earlier
this
year,
to
do
an
introduction
to
the
project.
I
just
realized.
B
It
doesn't
say
this
on
the
agenda
this,
this
project's
at
I'll
call
it
like
25
somewhere
between,
like
20
and
30
percent,
definitely
room
to
still
adjust
these
designs,
and
so
I
really
I've
got
a
couple
key
questions
that
I'm
hoping
to
ask
you
about
one
main
one
and
then
anything
else
that
you
all
are
wanting
to
suggest
for
the
project.
B
I
would
love
to
hear
it
and
have
a
resolution
right
now.
I
think,
would
be
appropriate
too,
if
you
all
are
interested
in
that.
So
seven
intersections
between
40th
ave
now
north
at
the
north
end
and
22nd
ave
north
at
the
south
end
lindale
up
north
on
the
kind
of
right
side
of
the
image
here.
B
I'll
zoom
in
has
one
northbound
lane
for
traffic
vehicle
traffic,
one
southbound
lane
for
vehicle
traffic,
a
southbound
parking
lane
and
then
the
sidewalks,
with
at
least
some
amount
of
boulevard
space
for
for
most
of
the
corridor.
So
that's
what
we're
dealing
with
here
and
another
just
refresher
reminder.
B
The
real
problem
out
here,
I
guess
I
would
say,
is
speed,
which
obviously
you
can
say
that
about
a
lot
of
our
streets.
But
it's
definitely
very
much
an
issue
here
we
did
a
speed
study
and
most
almost
everyone
is,
is
over
the
posted
of
what
at
the
time
what
was
a
30
mile
an
hour,
speed
limit.
It's
now
a
25
mile,
an
hour,
speed
limit.
A
very
good
chunk
of
people
are
going
over
40,
probably
over
45.
B
B
It's
got
a
sort
of
a
chicane
or
curve
in
the
roadway
here,
bump-outs
at
the
various
corners.
You
can
sort
of
see
the
the
previous
curved
line
here.
So
a
lot
of
changing
in
in
the
curb
line
on
these,
and
so
so
yeah
this.
This
is
one
option
kind
of
the
s
curve
and
then
the
second
sort
of
general
option
is
still
a
little
bit
of
the
s-curve
design.
Here.
You'll
see,
there's
still
a
little
bit
of
right-to-left
movement
for
vehicles
when
they're
when
they're
driving.
B
So
it's
not
just
straight
through
which
we
know
that
that
causes
folks
and
vehicles
to
to
slow
down,
and
that's
the
intention
behind
the
the
design.
But
then
this
other
option
is
to
have
a
median
as
a
part
of
this
as
well.
B
B
I'd
be
interested
in
hearing
all
your
feedback
on
on
that,
and
what
you'd
like
to
see
here,
so
those
dimensions
are,
are
things
that
are
definitely
still
on
the
table
and
would
like
to
hear
about,
and
one
last
piece
that
I
just
wanted
to
throw
out
here
is
because
this
is
not
a
full
reconstruction.
This
is
we're
dealing
with
each
intersection
on
like
an
intersection
basis.
We're
just
going
in
and
kind
of
retrofitting.
These
budget
is
something
that
plays
a
little
bit
of
a
different
role
in
the
design.
B
I
think
kind
of
essentially
the
farther
away
from
the
intersection
we
get
with
any
of
these
designs,
the
more
it's
going
to
cost,
but
I
think
there's
the
ability
to
improve
these
designs
with
some
of
these
features
that
aren't
immediately
adjacent
to
the
intersection.
So
just
one
thing
that
we're
keeping
in
mind
is
is
making
sure
that
we
stay
in
budget
for
this,
and
as
we
do,
that
kind
of
thinking
through
what
aspects
of
this
may
have
to
be
cut
back
on
so
like,
for
example,
in
final
design.
B
It
could
be
possible
that,
like
for
one
of
these
intersections
or
something
like
that,
we
may
have
to
adjust
what
this
taper
looks
like
and
and
not
address
this
with
actual
curb
work
in
like
this
southwest
quadrant
here,
but
perhaps
do
something
temporary
along
with
it,
and
so
those
are
just
some
of
the
things
that
are
a
little
bit
in
flux
and
we
will
also
be
upgrading
all
the
curb
ramps
for
ada
compliancy
at
these
spots
as
well.
B
So
if
you
were
able
to
look
through
these
you'll
see,
a
lot
of
these
intersections
are
basically
just
kind
of
copies
it.
The
corridor
doesn't
have
too
many
changes
so
for
the
most
part,
it's
kind
of
those
two
designs
applied
at
these
different
intersections.
I
will
call
out
this
one
is
on
the
opposite
side
of
katie's
project
that
she
just
talked
about
at
far
view
park.
B
There
are
a
few
different
designs
here
that
we're
still
kind
of
deciding
between
for
the
park
access
and
how
to
address
this
area,
basically
again
kind
of
coming
down
to
the
question
of
if
we
should
do
a
median
or
not,
and
then,
if,
if
we
choose
either
way
kind
of
some
of
the
dimensions
of
looking
through
those,
so
that
is
generally
kind
of
the
things
I'm
hoping
to
get
and
then
obviously
wherever
you
all
want
to
take
it
as
well.
J
Chris,
I
just
have
one
question
regarding
funding
and
the
budget
part
of
it
at
first
blush,
just
speaking
for
myself,
the
medians
appear
more
more
beneficial
in
this
context.
Having
said
that,
is
there,
what
are
they
giving
up
specifically?
Is
it
the
not
could
could
more
intersections
be
treated
with
the
second?
You
know
the
non-median
revision,
or
where
does
the
money
come
from
if
medians
are
put
in?
Does
it
does
it.
B
B
So
I'll
just
give
a
really
brief
budget
overview,
so
this
is
a
feder.
We
were
awarded
federal
funds
for
this,
so
we
got
a
million
dollars
of
federal
funding,
there's
a
minimum,
20
local
match
and
and
then
we
we
have
about
two
million
total
for
this
project,
which
also
includes
like
the
cost
of
like
engineering
and
soft
costs,
as
well
as
like
kind
of
the
hard
costs
and
capital
costs.
So
basically
the
funding
is
is
pretty
much
set
and
it's
figuring
out
how
far
we
can
take
the
design
with
that
funding.
B
If
that
framing
kind
of
makes
sense,
the
medians
typically
cost
a
little
bit
more
in
the
cost
estimates
that
we've
put
together,
but
I
I
mean
I,
I
guess
to
kind
of
get
to
the
heart
of
your
question
of
when
it
really
gets
down
to
it.
What
we
will
have
to
see
like
if
we
decide
the
first
thing
here
is
to
say
like
okay,
do
we
want
medians,
and
I
have
been
hearing
that
from
engagement
so
far
like
pretty
consistently.
B
So,
if
that's
a
pretty
resounding
answer
from
this
group,
then
what
we'll
try
and
do
is
apply
that
concept
throughout
the
corridor
and
see
where
our
cost
estimates
are
again.
If
we're
able
to
get
all
seven
intersections
with
medians
and
that's
what
we
want
and
what
like
we
hear
through
our
engagement,
then
that
would
kind
of
be
the
end
of
it.
If,
if
we're
coming
up
right
up
like
up
against
the
budget
and
we're
not
sure
if
we're
gonna
be
able
to
hit
that,
then
we
would
want
to
have
a
conversation
about.
B
G
Say
chris,
it's
peter,
the
s
curves
and
chicanes
are
are
feel
new
to
me
and
we're
seeing
it
a
lot
of
these
recent
designs
of
grand
avenue
et
cetera.
Do
we,
I
know
we
have
high
hopes
for
it.
What
are
what
are
the
gifts
specifics
as
to
the
efficacy
of
these
s-curves
chicanes
with
lanes
that
are
otherwise,
you
know
13
feet
wide.
You
know
what
we're
seeing
elsewhere
in
the
country
elsewhere,
the
state
metro,
et
cetera,
is
there
what
are
our
hopes
for
that
or
what
are
how
complicated.
B
B
I
think
we'd
want
to
study
this
to
to
help
us
get
closer
to
being
able
to
say
like
when
we
do
a
chicane,
like
this
we've
seen
a
reduction
in
like
five
miles
an
hour
on
average
or
10
miles
an
hour
or
something
like
that,
whatever
it
may
be,
the
other
thing
that
it
it
gives
that
the
option
for
is
like
if
we
did
this
project
and
we're
still
seeing
a
speeding
issue
and
a
crash
issue
out
here.
B
One
thing
that
I
know
that
has
good
data
behind
it
is
is
called
like
the
the
gateway
effect,
and
this
kind
of
sets
us
up
to
be
able
to
do
something
like
that,
and
basically
a
gateway
effect
with,
like
an
rfb,
for
example,
would
be
where
you'd
have
signage
on
the
on
the
median
and
on
each
side
of
the
roadway
here
and
and
that
that
helps
to
increase
the
the
rate
at
which
people
driving
cars
yield
for
people
who
are
crossing
the
street
so
that
that's,
I
just
throw
that
out
as
one
other
data
point
where
we
know
this
kind
of
design
helps
slow
people
down
and
make
people
more
compliant
to
stop
their
vehicles.
B
G
B
Yeah,
so
so
I'll
I'll
just
say
what
what's
out
here
right
now
based
on
this-
and
I
I
mean
I,
I
I
hear
what
what
this
group
says
a
lot.
I
think.
Basically,
I
would
like
to
hear
you
all
say
what
you
want
here
and
that'll
help
me
to
be
able
to
push
the
design
out.
E
B
So
right
now,
what
it's
showing
is
a
tenth
of
travel
lane,
one
foot
reaction
on
the
median
and
then
two
foot
gutter
pans
on
the
side.
I
think
and
matthew.
Maybe
I'll
look
to
you
here.
I
think
the
lowest
that
we
would
go.
B
I
I
want
to
say
is
12.
Maybe
that's
maybe
11..
I
guess
I'm
not
sure
if
we've
gone
below
11
on
a
kind
of
a
median
design
like
this.
H
Well,
I
I
actually
think
this
is
the
lowest
we'll
go
according
to
our
current
standard,
and
so
what
I
mean
by
that
is
that
you
know
there's
there's
10
feet
of
a
travel
lane
and
then
there's
the
gutter
pan.
So
the
right
side,
gutter
pan
is
two
feet
wide
and
the
inside
is
one
foot
wide,
and
so
I
think,
according
to
our
current
standard,
this
would
be
the
lowest
we
would
go
now.
I
think
there
is.
H
If
we
were
able
to
you,
know,
construct
a
one
foot
outside
gutter
pan,
then
you
could
probably
bring
it
down
a
foot
which
I
guess
I
would
just
say
this
is
what
I
understand
to
be
our
our
standard.
B
And
I
I
can
just
address
the
nine
foot
lane
quickly.
That's
something
that
we
wouldn't
even
be
able
to
consider
on
a
nine
foot
lane
with
this,
because
it
is
msa
state
aid
and
like
federal
standards
anywhere
that
the
only
way
we
would
be
able
to
do
an
actual
nine
foot
lane
like
a
true
nine
foot.
Lane
would
be
on
a
city-owned
street
that
doesn't
get
any
any
outside
funding
at
all
and
doesn't
have
to
comply
with.
H
Also
clarify
the
nine
foot.
Is
it's
it's
less
of
a
lane
dimension
I
mean
it
is.
It
is
allocating
space,
but
that
that's
on
cops.
What
what
are
the
new
street
type
called
neighborhood
column
street,
or
something
like
that,
but
basically
the
the
cross
streets
that
you
see
here.
You
know
our
we,
we
lowered
our
our
standard
from,
I
think
32
to
30,
and
so
what
that,
what
that
does?
L
H
A
nine
foot
lane
it's
just
it's
just
on
our
lower
volume,
kind
of
side,
street
neighborhood
streets.
It
does
go
lower
than
10.
I
guess
if
that
makes
sense.
B
So
it
obviously
you
all
like
get
to
decide
what's
in
your
resolution,
yeah
I
I
would
I'll
offer
up
that
like
if
you
put
in
a
resolution
that
you
want
to
see
12-foot
lanes
here.
I
think
that
that
would
be
probably
the
most
realistic
thing
that
we
could
look
into
in
the
manner
that
matthew
just
said
of
like
seeing,
if
we're
able
to
get
rid
of
a
foot
of
that
gutter
pan
and
if
that
makes
sense
in
this
location.
B
H
If
I
could
answer
that
chris
I'll
I'll
say,
I
think
you
can
ask
for
what
you
want.
I
think
what
what
I
think
at
least
I
chris
and
I
are
trying
to
articulate
here
is
like,
is
like
the
way
to
to
get
a
little
bit
lower.
H
B
B
H
I
want
to
clarify,
though,
because
I
julia-
I
was
talking
about
the
outside
gutter
pan,
so
the
inside
is
already
one
foot
and
then
you
have
and
then
you
have
the
10
foot
travel
lane.
So
that's
11
and
then
it's
a
2
foot
cutter
pan.
So
when
I
talk
about
reducing,
possibly
the
the
gutter
pan,
I
am
talking
about
the
you
know
the
sidewalk
side,
the
outside.
B
And-
and
one
thing
that
I
I
haven't
mentioned
yet-
is
that
I
am
working
with
our
green
infrastructure
coordinator
on
this
project
and,
as
we
kind
of
we've
already
started
some
conversations,
but
especially
once
we
have
a
better
idea
of
what
these
designs
look
like
towards,
like
30
and
beyond,
then
we'll
be
digging
into
the
stormwater
green
infrastructure,
green
infrastructure
aspect
of
that.
So
I
I
honestly
just
don't
know
how
that
has
the
potential
to
impact
the
gutter
pan,
but
that's
something
that
could
help
us
get
to
that.
B
So
just
another
thing
to
consider.
B
B
I
would
argue
this
wouldn't
be
the
place
I
what
my
hesitation
would
be
on
a
street
where
people
are
driving
50
if
we
put
them
in
and
they
like,
I'm
using
quotes
here
for
those
who
can't
see
me
like
don't
work
or
if
they
like
cause
issues
that
that
could
just
be
I
I
I
don't.
I
don't
know.
I
think
I
think,
without
knowing
a
lot
about
how
those
work
and
trying
those
on
other
types
of
like
arterial-esque
corridors
like
this,
where
traffic
is
moving
so
fast,
and
it's
just
a
retrofit.
B
Potentially
yeah
and,
like
obviously
that's
a
driver
like
the
issue,
there
is
how
the
driver
is
behaving.
I
just
don't
think
that
I
don't
know
that
we
would
be
able
to
design
that
in
a
way
that
wouldn't
have
major
issues
once
built.
If
that
makes
sense,
just
being
kind
of
frank
about
that,
I
guess
but
we've
also
we
we
hadn't,
like
we
haven't,
consider.
I
haven't
considered
that
prior
to
now.
So
that's
just
kind
of
my
gut
reaction.
I
guess.
B
E
What's
the,
how
often
what's
the
traffic
changes,
I
guess
the
medium
thing
seems
interesting
if
you
have
low
volumes
of
vehicle
traffic
where
you're
getting
drivers,
that's
where
you're
getting
the
speeding
and
the
median
seems
like
it
functions
in
place
of
having
enough
other
cars
on
the
road
to
start
calming
people
down.
But
I'm
I'm
curious
what
your
insight
would
be
around
that
specifically.
B
So
we
we
put
out
temporary
like
bollards
and
paint
medians
and
bump
outs
along
this
intersection,
and
I
went
out
and
tested
it
and
I
don't
think
any
car
ever
would
have
stopped
for
me
as
a
pedestrian
without
anything
out
there
that
the
first
time
I
went
out
and
tried
to
cross
with
the
median
bollards
there.
It
was
not
the
first
car
it
was
this
the
either
the
second
or
the
third
car
in
a
line
of
three
cars,
but
they
stopped
for
me.
B
B
So,
based
on
on
my
kind
of
experience
out
there,
the
median
design
worked
well
to
stop
flowing
traffic,
which
then
made
it
easier
to
at
least
take
that
leg
of
the
the
street
and
in
my
experience
once
you're
standing
in
a
median,
it's
a
lot
easier
to
have
people
stop
for
that.
Second
leg.
That's
probably
not
always
true
and
I'm
sure
they're
examples.
E
B
A
B
It
it
isn't
currently
a
part
of
this
project
to
look
at
at
lighting
or
enhancing
lighting.
I
I
mean,
if
that's
something
you
all
want
to
put
in
here,
I
I,
I
think
it'd
be
worth
kind
of
looking
into
to
this.
I
I'm
I'm
not
sure
I
I
think
that's
going
to
be
outside
of
the
scope
of
this
project.
Frankly,
but
yeah.
So
as
of
now,
there's
there's
no
lighting
upgrades
planned
or
anything
like
that.
A
J
Well,
chris,
I
I
think
that
the
the
median
is
my
preference.
You
know
for
two,
the
two
big
reasons
that
you've
already
articulated
one
it
visually,
I
think
and
physically
will
slow
down
traffic
and
also
it
will.
It
will
permit
pedestrians
to
only
necessarily
commit
to
crossing
one
lane
successfully
at
a
time.
Then
then,
the
two
it
just
gives
another
opportunity
to
make
sure
that
it's
safe
to
go
and
that
the
oncoming
traffic
doesn't
continue
to
speed
through,
while
one
lane
does
stop
for
you.
A
B
B
Oh
and
I'll
I'll,
add
and
then
julie,
I'll,
let
you
go,
but
it
will
be
in
lane.
Transit
stops
either
way,
and-
and
so
I
think
another
added
benefit
of
that
median-
is
that
then
vehicles
will
find
it
much
harder.
E
That
I
like
to
see
that
it's
it's
not
preventing
or
adding
extra
barriers
to
mid-block
crossings
and
it
has
full
pedestrian
crossing
protection.
I
so
I
think
I'm
leaning
towards
supporting
that,
but
I
also
want
to
make
sure
that
we
don't
lose
like
the
little
gray
concrete
nub
for
left
turn
action.
It
seems,
like
we
often
see
medians
that
are
basically
do
not
provide
island
protection
for
people
crossing,
and
I
don't
know
what
the
possibilities
are
within
this
project
for
things
to
get
cut.
G
B
B
A
A
B
Yeah,
in
all
seriousness,
we
are
looking
at
green
infrastructure
kind
of
wherever
we
can
so
not
my
area
of
expertise,
but
coordinating
very
closely
with
on
that
piece.
E
B
E
I've
noticed
that,
and
I
think
I
think,
for
this
kind
of
thing,
with
the
calming
impacts,
especially
when
we're
looking
at
13
foot
lanes.
We
need
to
get
verticals
in
there,
whether
it's
like
trees
that
do
well
in
swale
type
things
or
looking
more
at
the
storm
water
only
on
the
boulevards,
rather
than
in
the
median,
and
treating
the
median
like
a
standard
boulevard
and
doing
just
trees.