►
Description
Additional information at
https://lims.minneapolismn.gov
A
Welcome
to
the
bac
engineering
committee
today
is
november,
9th
2021
and
I
have
a
notice.
The
notice
is
members
of
the
board
may
participate
remotely
by
telephone
or
other
electronic
means
due
to
the
local
public
health
emergency
corona
virus
pandemic,
declared
on
march
16
2020.
Pursuant
to
the
provisions
of
minnesota
statute,
section
13d
.021
all
right.
We
have
eight
things
on
our
agenda
today,
so
we
don't
have
a
lot
of
time.
A
B
D
E
And
appreciate
the
time
everybody
I
know,
we've
got
a
tight
agenda.
We
have
a
ton
of
information
to
share,
so
I'm
going
to
try
to
just
kind
of
blast
through
the
slides
I
have.
I
know
everybody
has
seen,
or
I
think
everybody
has
seen
some
concepts
in
advance,
so
we're
looking
forward
to
some
conversation
afterwards
too.
So
why
we're
here
and
just
kind
of
a
recap?
You
know
we
met
with
this
group
for
the
first
time
about
a
year
ago
to
introduce
the
project
at
the
zero
percent
level.
E
We
had
a
second
meeting
with
the
group
april
2021
of
this
year
and
we
talked
about
one-way
versus
two-way
bike
facilities
and
coming
out
of
that
meeting,
the
preference
was
to
really
maintain
a
one-way
pair
facility
similar
to
the
roadway
network.
So
that's
what
we're
going
to
share
today
and
then
today,
of
course,
just
to
get
your
input
and
feedback
on
the
concept,
alternatives
that
we're
going
to
talk
about.
E
Project
area
you've
seen
this
slide
before,
primarily
on
hennepin
avenue,
1st
avenue
northeast
between
main
street
and
8th
street.
This
is
a
little
different
than
before.
We
did
add
the
orange
line
on
main
street
between
the
first
and
hennepin.
That's
where
the
seam
trail
connection
through
the
park
board
is
going
to
be
integrated
with
this
project.
We've
got
a
slide
on
that
later
too.
E
E
Schedule
wise
construction
for
this
project
changed
from
2023
to
2024.
That's
now
in
line
with
when
the
e-line
brt
will
be
implemented
through
this
area.
Otherwise,
we're
currently
here
in
phase
2
of
our
planning
effort,
sharing
concepts
and
we
plan
to
be
back
with
this
group
and
others
early
2022,
with
a
preferred
alternative.
E
E
We
have
a
slew
of
engagement
opportunities
that
we've
done
so
far
and
that
we
plan
to
do
as
part
of
this
project.
Like
I
mentioned
before
we're
kind
of
here
in
the
second
round
of
engagement
meeting
with
advisory
committees,
neighborhood
groups,
we
have
a
public
open
house
next
week,
similar
process
to
what
we
did
the
fall
and
winter
of
last
year.
E
Key
things
we've
heard
to
date,
safety
and
accessibility,
actively
active
living
and
walkability
serving
a
plan,
growth
in
the
area,
streetscape
and
public
realm
improvements
are
important
to
people.
Of
course,
the
business
district
and
supporting
that
is
important
in
this
area
and
then
parking
needs.
So
those
are
the
very
summarized
versions
of
what
we've
heard
throughout
the
engagement
we've
been
through
to
date,.
E
The
project
team
summarized
all
the
input,
we've
gotten
kind
of
paired,
with
the
goals
for
the
project
into
eight
evaluation
criteria
that
are
shown
on
the
screen
here
that
we're
using
to
compare
alternatives
and
so
later
on.
In
the
presentation
we
do
have
a
a
screen
grab
of
the
matrix.
We
have
that
compares
the
concepts
we
have
to
the
existing
situation
out
on
hennepin
or
first
looking
at
these
eight
different
criteria.
E
So
just
a
refresher
for
folks.
This
is
the
existing
typical
section.
I'll.
Just
note
too,
that
there
really
is
nothing
typical
about
either
one
of
these
roadways.
This
particular
section
was
taken
on
hennepin
between
second
and
university,
so
that
general
three-lane
section
two
parking
lanes,
one
on
each
side
and
then,
of
course,
no
bike
facility.
Now,
with
sidewalks
largely
on
both
sides
of
the
streets.
That's
the
existing
setup
pen
dependent
first.
E
This
concept
includes
floating
transit,
stops,
curb
extensions
where
we
can
free
right
removals,
ada
improvements
and
then
a
couple
other
things.
I've
got
some
detailed
slides
on
later
on
and
again,
this
is
pretty
much
in
line
with
the
federal
grand
tat
in
it.
So
we
wanted
to
make
sure
we
we
took
that
idea
got
it
on
paper
in
a
way
that
was
feasible,
and
this
is
just
a
rendering
of
what
they
could
look
like.
So
again,
the
three,
the
three
general
purpose
travel
lanes
and
the
on-street
buffer
bikeway
with
the
paint
buffer.
E
The
second
concept
we
have
is
a
variation
of
that,
where
we're
actually
repurposing
the
third
travel
lane
on
the
road.
So
this
concept
has
two
general
purpose:
travel
lanes,
the
right.
The
right
lane
becomes
a
transit
lane.
There
remains
to
be
one
parking
lane
on
the
left
side
of
each
roadway,
one
protected
bike
lane.
So
again,
that's
taking
place
the
parking
on
the
right
side.
There's
some
there's
a
couple
instances
where
that's
not
the
case
in
the
concepts
that
you
see
on
the
layouts,
but
for
the
most
part,
parking
is
removed
on
the
right.
E
This
bikeway
has
curb
protection,
but
it's
at
street
level.
Again
the
floating
transit
stops,
curb
extensions,
free
right,
removals
and
ada
improvements
are
all
part
of
this
project
are
part
of
this
concept
as
well
and
again
just
a
rendering
of
what
this
might
look
like.
So
you
see
the
two
general
purpose
lanes
the
bus,
only
lane
where
we're
showing
the
transit
bus
in
there
and
then
the
the
protected
bikeway
on
the
right
side.
E
Another
key
piece
to
these
concepts
is
what
we're
looking
to
do
at
the
triangle.
So
the
triangle
is
the
intersection
of
hennepin
central
and
fifth
again.
This
is
something
that's
included
in
both
of
those
concepts,
so
concept,
one
and
concept.
Two,
as
many
of
you
know,
this
intersection
is
pretty
complex
right
now,
it's
hard
to
know
where
everyone's
going,
it's
a
mix
of
vehicle,
pedestrian,
bicycle
traffic.
E
This
also
has
a
bottleneck
for
traffic
in
the
area
as
well
and,
most
importantly,
this
is
one
of
the
most
unsafe
intersections
between
the
corridors.
So
a
lot
of
crashes
have
occurred
here
in
the
past,
so
we
really
looked
for
a
way
to
to
improve
this
area,
and
the
idea
that
the
team
came
up
with
was
to
essentially
separate
fifth
street
for
vehicle
traffic.
E
So
they'll
go
from
a
three-phase
signal
to
a
two-phase
signal:
when
the
fifth
street
fifth
street
vehicle
phase
is
removed,
all
bike
and
ped
crossings
will
remain
signalized
and
just
kind
of
additional
information
on
the
safety
component.
Here,
I'm
looking
at
a
couple.
Different
versions
of
conflict
points,
this
one's
vehicle
conflict,
so
humongous
reduction
in
motor
vehicle
conflict
points
which
should
correspond
with
reduction
in
crashes,
so
58
conflict
points
down
to
16.
E
With
this
concept
installed
on
the
pedestrian
side,
that's
a
40
reduction,
so
35
down
to
21.,
of
course,
depending
on
how
you're,
using
the
the
facility
on
a
bike,
might
be
more
in
line
with
one
or
the
other,
depending
on
where
you're.
Actually
writing
so
humongous
safety
benefits
as
a
potential
here,
with
with
doing
this
fix.
E
We
did,
like,
I
said,
summarize,
the
concepts
kind
of
on
a
scale
of
poor,
fair
and
good
as
we're,
comparing
all
the
concepts
to
one
another.
I'm
using
those
eight
goals
I
mentioned,
and,
generally
speaking,
you
know,
we're
short
on
time.
Concept
two
tends
to
fare
better
than
concept
one.
When
you
compare
those
concept,
one
tends
to
compare
better
to
cons,
to
no
build,
of
course,
as
you're,
adding
infrastructure
for
bicyclists
and
improving
things
for
other
modes
as.
E
E
If
you
saw
on
the
layouts,
we
do
have
images
for
green
infrastructure,
but
at
this
point
no
actual
locations
are
identified
for
that.
Yet
that's
something
that's
being
worked
on
right
now:
coordination
with
other
projects
in
the
area
and
which
project
is
going
to
do
what
and
of
course
on
street
parking
impacts.
E
The
next
steps
we
do
have
an
online
listening
session,
so
the
kind
of
the
big
public
open
house
next
wednesday,
the
17th
six
to
eight
everyone's
welcome
to
join
that
there
will
be
more
information
shared
during
that
meeting.
We
have
a
longer
time
design
refinement
based
on
input.
We
receive
more
targeted
outreach
with
stakeholders
and,
like
I
mentioned,
a
project
update
early
2022,
where
we'd
bring
back
the
preferred
alternative
for
more
input.
E
F
G
J
Hey
yeah,
I
just
I
actually
don't
really
have
a
question.
I
just
wanted
to
compliment
the
team
on
concept
two.
I
think
that
is
fantastic.
The
the
transit
lane,
plus
the
bicycle,
protected
bicycle
lane,
I
think,
will
make
a
huge
difference
in
the
area
and
then
specifically
that
triangle,
I
think,
will
be
just
such
a
huge
improvement
over
the
area.
Obviously
you
have
stats
related
to
that
that
you
were
sharing,
but
I
just
really.
I
don't
travel
through
that
area.
A
ton.
K
J
G
G
E
I
think
I'm,
I
think,
I'm
understanding
so
in
concept.
Two
we've
got
the
transit
lane
on
the
right
and
then
we
need
to
have
two
through
lanes
to
get
everyone
else
through
and
so
that
left
lane
can
be
shared
as
a
shared
through
left
with
the
concept
shown
on
the
screen.
Here
again
that
was
meant
to
provide
space,
I
believe
for
the
bikeway
on
the
right-hand
side
of
the
road
cody.
You
can
jump
into.
If
I'm
missing
a
point
here,
but.
H
So,
as
ross
mentioned,
we
need
those
two
through
vehicular
movements
through
that
intersection,
which
is
why
that
extra
curb
work
is
needed
on
the
north
side
concept.
One,
I
believe,
would
be
that
the
two
right
lanes
would
be
through
lanes
and
the
left
lane
would
be
a
left
only
and
the
curb
work
would
not
be
needed.
C
L
K
So
this
is
matthew.
Hendricks
chiming
in
I
actually
feel
a
little
more
strongly
towards
concept
2,
because
it's
got
a
physical
raised
buffer
for
the
bike
lane
and
because
it
includes
transit,
and
so
I
think
we
may
want
to
state
that
preference
more
strongly
to
say
you
know
we
should
pursue
or
we
we
recommend
that
the
county
and
the
project
partners
pursue
concept
two
specifically
and
not
pursue
concept
one.
K
A
M
B
Marty
just
quickly
to
jump
in
on
process
here
this
is
chris.
Just
like
previously,
we
haven't
really
been
voting
on
those
resolutions
in
subcommittees,
so
I
think
the
next
step
for
that
will
just
be
to
matthew
or
janice.
However,
we
want
to
move
that
language
forward,
we'll
bring
it
to
the
full
committee.
B
K
A
A
N
N
N
So
public
works
plans
to
resurface,
1.2
miles
between
penn
avenue,
north
and
lindale
avenue
north.
For
those
of
you
who
are
familiar
with
this
area,
this
is
actually
a
border
street
between
city
of
minneapolis
and
brooklyn
center
and,
as
a
lot
of
you
know,
minneapolis
public
works
has
a
standard
practice
that,
with
our
mill
and
overlays
or
resurfacing
projects,
we
like
to
take
that
opportunity
to
really
leverage
our
resources
and
implement
a
bikeway
connection,
as
identified
in
our
city's
10-year
transportation
action
plan,
all
ages
and
abilities
network.
N
N
N
Here
or
travel
this
area
right
now,
we
really
have
anywhere
from
36
feet
to
42,
in
some
cases,
44
feet
with
unmarked
parking
lanes
in
some
areas,
so
you
have
around
17
feet
just
for
one
driving
lane
currently
because
of
all
the
potholes.
Maybe
cars
are
going
a
little
bit
slower,
but
there
is
a
concern
that
once
this
is
resurfaced
really,
this
wide
road
will
become
even
more
kind
of
a
getaway
or
a
cut-through
for
vehicles
who
are
speeding.
N
Let
me
just
back
up
over
here,
I'm
going
to
start
at
penn
avenue
here,
so
this
is
where
I
believe
it
was
this
committee
that
recommended
that
this.
This
is
where
we
should
have
signage
that
points
down
to
shingle
creek,
even
though
it's
just
one
block
south.
So
this
is
where
our
project
would
start
and
what
we're
proposing
on
this
side
is
striping
standard
bike
lanes.
N
So
you
would
have
10
foot
driving
lanes
in
each
direction
with
a
one
and
a
half
two
foot
buffer
and
then
six
and
a
half
to
seven
foot
bicycle
lane.
The
reason
why
this
concept
is
being
proposed
is
because
this
area,
the
the
west
end
of
53rd,
has
much
lower
traffic
vehicle
counts.
The
street
almost
kind
of
ends
over
here
at
russell.
It
dead
ends
to
a
park
and
also
we
have
several
transit
stops.
That
would
really
impact
a
different
type
of
facility.
N
So
this
would
carry
all
the
way
through
to
humboldt
avenue
north,
which
is
actually
where
we
would
transition
to
a
two-way
baller
protected
by
quay
facility,
which
would
include
again
ten
foot
lanes
a
three-foot
buffer
and
then
at
a
minimum
12
foot
two-way
bikeway
facility
and
in
some
cases
more
than
that,
because
the
street
does
vary
a
lot.
We
would
retain
parking
on
these
two
blocks
to
again
narrow
visually
that
street.
We
have
a
transitional
bike
box
here.
N
That
would
help
the
westbound
bicyclists
kind
of
carry
forward
on
so
they
can
continue
west
onto
these
bike
lanes.
So
this
would
carry
on
towards
the
east
end.
We
have
another
kind
of
typical
section
here
with
this
is
a
12
foot
lane
that
would
include
two
feet
on
curb
and
gutter
10
foot
lane
and
just
again,
your
12
foot
two-way
bikeway
facility.
N
We
did
have
kind
of
a
conflict
with
one
of
the
transit
steps
that
the
buses
here
had
southbound
on
bryant.
So
initially
the
bus
stop
used
to
be
here
on
53rd,
but
in
order
to
be
able
to
implement
a
two-way
bikeway
facility,
we
are
proposing
that
we
move
that
bus
stop
around
the
corner
there
and
we
will
work
with
those
residents
to
notify
them
of
that
change.
N
And
again.
This
will
continue
now
here
when
we
get
to
the
most
eastern
end,
where
we
really
see
wider
sections
between
52
feet
and
46.
So
our
plan
would
be
to
continue
on
the
baller,
protective
two-way
bikeway
facility
and
connect
here
to
mississippi
river
trail
and
then
also
just
adding
a
shoulder
here
on
the
bridge
to
again
visually
narrow
that
so
a
pretty
straightforward
project
resurfacing
and
I'm
happy
to
take
any
questions.
I
do
want
to
thank
you
all
for
your
feedback
at
zero
percent.
N
A
O
Oh
yeah,
sorry,
okay
I'll,
go
just
real
quick.
I
want
to
gush
about
my
co-worker
yasuna
here
she
sort
of
drove
this
effort,
so
we
were
totally
planning
on
doing
standard
bike
lanes.
She
heard
from
a
lot
of
people
that
they
wanted
something
better.
It
was.
It
became
like
a
little
bit
harder
of
a
project,
so
I
just
want
you
all
to
know
this
is
all
yazona
is
doing
to
like
upgrade
where
we
typically
wouldn't
have
done
that
so
just
wanted
to
share
that.
F
P
N
N
K
K
But
I
wonder,
if
closer
to
the
western
side
of
the
facility
there'd
be
an
opportunity
to
add
a
diverter
somewhere,
so
that
you'd
get
a
little
bit
of
traffic
reduction
and
maybe
that's
beyond
the
scope
of
this
project.
But
it
was
just
seemed
like
there's
enough
traffic
volume
to
maybe
burn
something
like
that.
O
F
O
N
Yeah
I
mean
yeah
if
there
is
something
that
you
know
supports
this
design,
it
would
be
great
to
have
that
that
we
can
share.
You
know
with
brooklyn
center,
and
you
know
if
we
do
get
any
kind
of
pushback
in
terms
of
like
you
know,
parking
or
mobile.
I
think
it
would
be
nice
to
have
some
type
of
support
from
this
group
for
this
bikeway
design.
L
Q
F
Q
Q
Q
Q
We
don't
have
any
bicycle
facilities
in
this
area.
Currently,
on
58th
and
sunrise,
we
do
have
connectors
up
to
bryant
heading
north
and
then
on
the
eastern
side
of
highway
121,
there's
lindale
heading
south,
we're
looking
to
enhance
the
comfort
and
predictability
of
our
users,
especially
our
bicyclist,
and
then
just
supporting
our
existing
and
future
bicycle
demands
and
improving
the
network
connectivity.
Q
So
you
can
kind
of
see
some
existing
conditions
a
little
bit.
The
two
photos
here,
this
top
one
here
is
58th
street.
It's
just
you
know
a
pretty
pretty
typical
36
foot
wide
roadway
in
our
neighborhood
connector.
You
see
there's
closely
on
the
bus
stop
here.
There
is
transit
service
along
this
corridor.
However,
it
is
suspended
currently
due
to
the
pandemic.
It's
route
156,
but
metro
transit
has
noted
that
they
will
be
bringing
service
back
to
this
corridor.
Q
And
then
on
sunrise
roadway
significantly
changes
its
at
44
feet,
so
an
additional
eight
feet
still
with
the
transit
service
on
either
side
of
the
road
there's
street
parking
on
either
side
currently
and
traffic
to
travel
lanes
so
project
schedule,
we've
kind
of
gone
through
the
data
collection
portion
working
through
public
engagement.
Still
earlier
in
the
fall,
I
went
to
kennedy
elementary
and
connected
with
quite
a
few
families
at
their
back
to
school
event.
Q
Q
So
ford
for
sunrise
drive
the
kind
of
our
design.
Here
it
doesn't
change,
it
stays
stays
the
same
throughout
the
corridor.
We
have
on
the
left-hand
side,
so
we
have
a
transit
stop
here
at
this
corner.
There's
no
stop
mechanism
here,
so
we're
dashing
the
the
bike
lane
with
the
buffer
at
the
bus
stop
and
other
than
that.
It
would
just
be
a
six
foot
bike
lane
with
a
two
foot
buffer
and
then
we
are
looking
to
bother
to
protect.
Q
We
do
have
driveways
throughout
the
corridor,
so
we'll
need
to
leave
those
open
to
to
keep
access
on
the
eastern
side
of
the
street.
We
looked
at
floating
our
parking
just
to
protect
the
bicyclists
as
much
as
we
could.
However,
there's
just
too
many
driveways
and
conflicts
on
this
corridor
that
it
would
make
for
a
really
inconsistent
design.
It
would
create
a
lot
of
striping
and
signage,
just
a
lot
of
maintenance
issues
and
then
just
site
triangles
for
people
trying
to
leave
their
driveways
it.
Q
It
wasn't
going
to
be
maybe
a
design
that
we
would
have
preferred
to
get
the
most
out
of
it.
So
for
this
one,
you
know
we're
going
to
keep
with
the
bike
lane
up
against
we'll,
have
the
the
buffer
and
then
the
bike
lane
and
parking
against
the
curb
for
this
block.
There
won't
be
any
bollard
protection
just
because
of
the
parking
lane
adjacent
to
the
curb.
Q
We
are
shrinking
our
travel
lane
significantly,
you
can
see
these
are
down
to
10
feet,
six
foot
bike
lane.
Then
eight
foot
parking
lane
so
I'll
kind
of
come
down
here,
so
we
can
see
kind
of
what
we
have
in
this
an
existing
versus
what's
proposed
so
existing
right.
Now
we
have
a
shared
travel
and
parking
lane
22
feet
on
either
side
of
the
roadway
and
how
that
space
would
be
reallocated
would
just
be
with
our
bike
lane
two
foot
buffer
with
bothered
protection
and
then
our
travel
lanes
at
10
feet.
Q
Q
We
do
have
a
slight
kind
of
variation
here
at
the
corner,
just
where
the
the
parking
would
end
on
sunrise.
We
will
not
have
parking
on
58th.
Currently
parking
is
permitted
on
the
south
side
of
58th.
However,
through
parking
studies,
we
found
that
it
was
fairly
minimally
utilized,
so
the
bike
lane
would
come
through.
You'd
have
six
foot
bike
lanes
again.
We
would
be
able
to
bother
protect
all
along
58th
and
provide
10-foot
travel
lanes.
Q
Currently
we
do
have
some
march
crosswalks
here
just
getting
students
to
kenny
elementary
into
the
park.
Those
would
remain.
We
have
a
transfer
spot
for
the
school.
We
would
keep
that
and
just
dashed
through
there
emerson.
We
would
continue
to
keep
all
four
of
the
striping
as
an
entrance
to
the
to
the
elementary,
so
the
the
design
really
doesn't
change
at
all
on
58.
It
just
continues
this
for
all
of
the
blocks
and
then
the
portion,
so
so
the
mill
and
overlay
will
stop
approximately
here
at
aldrich.
Q
This
portion,
through
here
on
58th,
which
is
tying
in
with
highway
121,
is
not
scheduled
for
a
milling
overlay,
but
we
did
want
to
do
some
stripping
because
we
recognized
the
importance
of
getting
users
that
are
using
bryant
and
coming
along
58th
to
then
connect
to
lindale,
which
goes
south.
So
we
just
recognize
the
importance
of
this
intersection
so
currently
on
highway
121,
we
have
kind
of
a
four-lane
layout
where
we
have
a
through
travel
lane,
and
then
we
have
a
left
lane
and
then
that's
duplicated
on
the
south
side.
Q
There's
a
lot
of
movements
and
quite
a
few-
you
know
intersecting
conflict
points,
so
we
were
able
to
work
with
other
divisions
to
kind
of
determine
if
there
was
a
need
for
a
left
designated
left
turn
lane
that
would
take
you
north
onto
highway
121.
We
were
able
to
come
to
the
conclusion
that
we
could
survive
with
traffic
coming
through
and
remove
that
and
give
more
space
to
the
bicyclist
and
give
some
protection.
Q
So
we
have
a
little
bit
of
where
the
curb
kind
of
bumps
out
a
little
bit
here,
so
the
bicycle
bicyclist
can
kind
of
follow
along.
There
continue
that
protection.
You
know,
there's
a
couple
different
names
to
these,
but
one
name
could
be
like
a
slow
turn
wedge,
where
we
kind
of
paint
in
the
corner
and
do
some
bollards.
That
kind
of
helps
to
just
extend
the
protection
for
a
cyclist
as
they
get
out
into
the
intersection
and
and
one
piece
that
kind
of
helps
us
is.
Q
Q
Q
I
think
so.
I
have
a
little
bit
of
a
cross
section,
just
to
kind
of
help
understand
what
that
looks
like
so
currently
today.
This
is
what
it
looks
like
it's
54
feet
of
space.
We
have
a
bike
lane
with
no
buffer
heading
eastbound
on
the
westbound
side
is
actually
not
a
designated
bike
lane.
It's
a
shared
space
between
the
bicyclist
and
the
the
motorist
may
have
two
travel
lanes,
so
our
proposal
is,
to
you
know,
designate
bike
lanes
on
either
side
buffer
with
bothered
protection
where
possible.
Q
L
Q
J
I
just
I
wanted
to
just
chime
in
on
the
future
of
that
121
intersection.
I
think
you
all
did
a
good
job,
given
the
limitations
of
this
resurfacing
versus
reconstruction.
I
remember
from
a
few
months
ago
there
were
some
ownership
issues
too,
or
it's
managed
by
somebody
other
than
the
city,
so
I
just
given,
given
the
monstrosity
of
the
intersection,
I
think
this
looks
looks
good.
L
A
B
Q
B
Q
Q
Q
So
in
2022
we
are
looking
at
concrete
streets
of
minnehaha
avenue
from
franklin
down
to
24th
street
that
has
a
bikeway
currently
on
it
and
then
we're
looking
at
44th
street
from
minnehaha
over
to
edmonds
slash
the
parkway,
essentially
there's
no
bike
facility
on
that
portion
and
then
we're
also
looking
at
42nd
avenue,
which
goes
from
42nd
street
down
to
46th
street.
There's
no
bikeway
on
that
portion
either,
but
the
portion
that
we
do
have
so
I'm
just
gonna
kind
of
do
a
little
bit
of
a
google
street
view
for
you.
Q
So
we're
looking
at
two
intersections
that
could
potentially
have
some
significant
impacts
and
changes
just
from
a
geometry
standpoint,
and
that
is
mini
and
franklin.
So
franklin
underwent
some
changes
with
the
county
a
few
years
ago.
They
did
a
little
bit
of
work
here
at
this
intersection.
Did
some
ada
work
but
we're
looking
to
come
through
and
identify
panels
that
need
replaced
and
then
within
that
we're
looking
at
just
our
opportunities
for
changing
any
kind
of
roadway
geometry
that
that
maybe
doesn't
fit?
Q
Q
Q
Q
Q
This
one
has,
you
know
some,
some
pretty
big
geometry
of
just
how
21st
and
minnehaha
connect
there's
been
a
little
bit
of
work
here
with
just
some
ballards
that
have
come
into
to
try
and
change
up
that
geometry
somewhat.
So
you
can
kind
of
see
the
bike
lane
that
comes
through
here,
so
we'd
just
be
looking
to
upgrade
this
intersection.
Look
at
our
greening
and
storm
water
management
opportunities,
making
sure
that
we're
meeting,
ada
and
providing
safe
crossings
at
all
legal
crossings.
Q
Where
could
we
remove
excess
pavement
and
then
just
providing
you
know
good
bicycle
and
pedestrian
connections
through
here?
So
this
is
our
other.
You
know
main
main
intersection
that
we're
looking
at,
but
throughout
the
rest
of
the
corridor.
You
know
we'll
be
looking
for
opportunities
where
we
could
do
some
greening
and
just
some
traffic
calming
elements
where
those
may
be
feedstable
so,
but
I
think
these
are.
These
are
the
two
intersections
that
I
I
think
would
interest
the
the
bac
the
most
on
this
project.
Q
So
with
that,
that's
just
a
really
high
level
introduction
just
kind
of
wanted
to
get
that
in
front
of
you
all
just
to
make
you
aware
of
what
we're.
What
we're!
Looking
at
now
I'll
come
back
to
this
to
this
group,
when
we
we
have
some
designs
and
something
to
to
put
in
front
of
you
to
kind
of
see
where
we're
heading.
P
J
C
C
J
Q
A
I
Okay,
can
you
see
my
slide?
I
can
all
right
great
well
I'll
dig
in.
Thank
you
everybody
for
for
having
me
this
evening.
Yes,
I'm
here
to
talk
about
the
40th
street
bikeway.
I've
got
maybe
10
ish
slides
that
I'll
run
through
and
then
get
through
that
quickly
and
hopefully
time
at
the
end.
If
there's
any
discussion
that
or
questions
that
need
to
happen.
I
I
This
project
would
be
put
in
in
2022,
and
the
impetus
for
the
project
is
that
there
is
some
maintenance
there's
a
sealcoat
planned
for
40th
street
happening
in
the
summer,
and
so
the
idea
is
that
we
would
put
the
bike
way
back
in
as
part
of
the
restoration
for
that
seal
coat,
and
so
today,
I'll
cover
this
in
a
little
bit
more
detail.
But
today,
40
street
does
have
existing
striped
bike
lanes
directional.
I
So
on
the
north
and
the
south
side,
and
the
proposed
project
is
to
replace
those
directional
bike
lanes
with
a
two-way
delineator
protected
bikeway
on
the
south
side.
So
it's
not
a
capital
project,
there's
no
curb
work
or
reconstruction
involved,
but
it's
paint
and
delineator
posts
and
there
is
a
little
bit
of
signal.
Work
that'll
happen,
but
very
very
minor.
I
So
this
is
a
very
ugly
map
and
I
apologize
for
that.
But
the
point
is
just
to
illustrate
that
this
is
a
critical,
east-west
connection
and
it
it
really
does
link
together
a
ton
of
stuff
in
the
area
all
of
the
north,
south
south
bikeways
and
with
a
short
connection
that
gets
you
to.
You
know
the
grand
rounds
and
around
the
lakes
and
all
of
that
kind
of
stuff.
So
it's
a
really
important
link
in
the
in
the
in
the
aaa
network.
I
I
kind
of
already
talked
about
it,
but
the
proposed
concept
is
to
do
a
two-way
delineator
protected
bikeway
on
the
south.
It's
about
a
mile
long.
You
can
see
the
quick
cross
section
on
on
the
bottom.
The
picture
this
is
oak
street
over
by
the
u
of
m,
but
it
would
be
similar
to
that
type
of
a
design.
I
A
really
quick,
a
couple
of
slides
that
show
what's
there
today
and
sort
of
what
the
concept
would
look
like.
There
are
a
couple
of
different
cross
sections
that
exist
out
there
today.
Most
of
the
corridor
looks
like
this:
where
there's
parking
on
the
north
side
bike
lanes
and
then
no
parking
on
the
south
side,
the
proposed
concept
would
would
would
reallocate
the
space
so
that
we
have
the
two-way
protected
facility
on
the
south
side
and
it
would
maintain
the
parking
for
most
of
the
corridor.
I
There
is
an
exception
and
that
exception
is
a
two
block
stretch.
It
unfortunately
happens
to
be
a
business
node,
but
it's
the
area
between
bryant
and
lindale
in
this
area.
Today
there
is
parking
on
both
sides
of
the
street
and
under
the
proposed
concept
we
would
lose
one
side
of
the
street
parking.
So
it's
about
19
spaces
in
order
to
be
able
to
have
that
continuous
facility
through
on
the
south
side
of
the
road.
I
So
this
this
is
just
more.
You
know
kind
of
kind
of
cross
sections.
This
is
very
similar
to
the
first
one
that
I
showed,
but
I
think
I
think
you
can
kind
of
see
the
see
the
concept
proposed
here
and
we
can
talk
more
details
if,
in
the
discussion,
if
people
have
questions
so
there
are
some
parking
impacts.
I
I
did
mention
that
we
did
do
a
parking
study
and
are
working
with
the
businesses
and
the
local
stakeholders
to
to
have
those
conversations.
I
I
We
are
doing
some
community
engagement
now
meeting
with
neighbors
businesses.
That
kind
of
thing
and
the
idea
is
to
have
the
design
finalized
by
about
the
end
of
the
year,
and
then
this
would
go
through
the
council
in
a
to
the
record
approval
process,
which
means
it's
not.
You
know
like
capital
projects,
you
have
the
layout
and
you
have
the
0
10
30
90..
This
is
a
little
bit
different.
It's
a
it's
kind
of
a
it
still
is
considered
by
council,
but
it's
a
little
bit
different
process.
I
What
that
means
is
I
wouldn't
necessarily
come
back
to
this
group.
Unless
there
was
interest
I
certainly
could,
but
we
will
move
forward
with
the
design
kind
of
as
as
shown
and
working
through
the
stakeholder
engagement
process.
So
if
there
were
no
major
changes
or
issues
with
what
we
have,
we
would
continue
through
have
it
approved
by
about
the
end
of
the
year,
work
through
engineering
in
the
winter
and
and
be
ready
to
install
this
thing
in
the
summer.
I
J
Yeah
this
one
is
one
I'm
very
excited
about,
so
thank
you
dan.
I
live
just
a
few
blocks
south
of
40th.
So
a
couple
of
kind
of
questions
and
one
comment
or
two.
I
guess
one
question
two
comments.
So
one
question
I
have
is
just
on
that
western
edge
near
bryant.
Looking
at
your
proposed
layout
there,
I'm
I'm
imagining
it's
kind
of
blank
there,
just
because
with
the
incoming
bryant
avenue
bikeway
that
would
link
to
that
is
that.
I
Yeah
you
got
it
and
I'm
sorry.
I
I
spaced
over
that
a
key
point
or
a
key
piece
of
this
project
is
both
the
bryant
avenue
reconstruction
project
and
actually
the
grand
avenue
reconstruction
project
to
the
east
are
building
out
the
the
bikeway
improvements
as
those
projects.
So
it's
setting
up
for
this
as
part
of
the
reconstruction,
so
we'll
have
a
sort
of
the
bend
out
protected
intersection
design
at
both
bryant
and
at
grand
avenue.
J
D
J
I
Yeah
yeah,
I
just
sorry
if
I
can
ask
a
follow-up
question.
So
the
and
I'll
look
at
this.
Thank
you
for
the
comment.
We'll
take
a
look
the
so
the
car
wash
is
on
the
north
side
and
when
you
see
the
cars
blocking
the
bike
lane
is
that
both
sides
of
the
street,
so
they'll
pull
into
the
bike
lane
on
the
south
side.
For
some
reason,
it's
more
frequently.
I
K
D
I
J
R
All
right
is
my
screen
up
and
running:
yes,
great,
wonderful!
Well!
This
is
my
first
time
presenting
to
you
all
at
the
bac,
so
I'm
bria,
I'm
a
new
associate
planner
with
tpp,
I'm
going
to
be
introducing
the
cityview
safe
routes
to
school
project.
Today,
like
I
said
it's
at
zero
percent,
this
project
is
located
adjacent
to
city
view
school,
so
that's
along
fourth
street
north
and
34th
ave
north
in
the
mckinley
neighborhood.
So
that's
just
north
of
lowery
and
just
west
of
I-94
in
ward
4..
R
R
This
is
the
project
schedule,
as
well
as
the
project
team
right
now.
Zero
percent
engagement
moving
into
initial
concepts
within
a
couple
of
weeks
having
that
15
those
initial
design
concepts
by
about
january
and
bringing
those
out
to
the
community
with
engagement
from
about
january
to
april
and
then
moving
forward
from
there.
R
And
then,
if
we
take
a
few
steps
out,
the
safe
routes
to
school
project
is
kind
of
put
in
place
with
a
little
bit
more
context.
So
the
gray
shaded
rectangle
on
the
map
on
the
left
is
what
you
can
see
on
the
right
that
google
sort
of
street
view
image
and
the
two
projects
that
are
located
closest
to
the
city
view
safe
routes
to
school
project
are
the
upper
harbor
terminal,
just
east
and
then
the
pedestrian
safety
project.
A
linear
project
along
glendale
avenue
north,
which
is
just
to
the
west.
R
As
for
the
networks
that
are
located
in
the
project
area,
there's
a
few
key
networks
that
I'm
considering
as
the
project
moves
forward.
The
first
would
be
the
bike
and
pedestrian
networks
laid
out
in
the
transportation
action
plan.
So
these
include
the
pedestrian
priority
network
shown
with
the
blue,
the
big
blue
line,
the
feature
connector
and
long
term
low
stress,
bikeway
on
north
lindelo
ave
and
then
the
future
near
term
low
stress,
bikeway
on
4th
street
north
and
34th,
so
that
falls
directly
on
top
of
the
proposed
route.
R
So
again,
other
things
to
note
here
would
be
there's
a
little
bit
of
a
circle
and
that
number
four
around
the
lindale
ave
intersection
with
34th.
That
will
that's
a
future
intersection
for
a
completely
different
project.
So
that
is
not
an
intersection
that
we
are
considering
for
this
project,
but
it
will
be
a
future
site
for
pedestrian
safety
improvements.
R
As
for
the
route
options,
the
proposed
route
is
on
the
left.
However,
after
doing
some
engagement,
it's
possible
that
the
treatments
could
extend
further
north
on
4th
or
further
west
across
lindale
on
34th
avenue.
Further
engagement
with
cityview
staff
and
families
and
residents
is
going
to
help
make
the
final
call
on
on
what
the
final
route
is
going
to
be.
But
I
can
see
both
of
these
extensions
as
possible
options
that
would
help
us
achieve
our
goals.
R
As
for
the
existing
conditions,
a
few
things
to
note
parent
drop
off
so
there's
a
very
small
traffic
circle
located
near
the
main
entrance
of
the
school.
That's
number
one.
This
gets
very
congested
it
all.
It's
essentially
a
drop
off
circle
around
a
very
tiny
parking
lot
so
run
into
some
issues.
There.
Bus
drop
off,
however,
is
located
mid
block
between
34th
and
33rd.
R
Number
three
is
the
fellowship
baptist
church
parking
lot.
They
have
a
very
large
and
very
active
congregation,
so
the
street
and
this
area
is
activated
on
the
weekends
as
well
as
on
some
weeknights.
They
have
programming,
especially
wednesday
nights,
and
the
number
four
is
an
alternative
parent
drop-off.
R
There
have
been
a
lot
of
bus
drivers,
shortages
which
have
led
to
the
a
couple
of
the
buses
sometimes
do
not
are
not
able
to
arrive
due
to
staffing,
so,
unfortunately,
parents
have
to
scramble
to
drop
off
kids
often
in
the
morning,
or
sometimes
they
have
to
scramble
to
come
pick
them
up.
If
a
bus
does
not
arrive,
a
lot
of
parents
are
doing
it
here,
and
kids
are
crossing
at
that
34th
and
4th
intersection,
even
if
they
are
not
fully
walking
biking
or
rolling
from
home.
R
As
for
some
of
the
existing
conditions,
again,
there
have
been
two
engagement
events
as
well
as
a
site
visit.
I
did
and
the
results
have
been
pretty
similar
excessive
speeding,
like
we
talked
about
increased
parent
drop-off,
an
increased
signage
demand
for
alerting
folks
that
they
are
entering
a
school
zone,
the
active
church,
congregation
and
parking
areas
and
then
a
demand
for
quick
solutions
as
well.
This
is
a
20.
R
R
R
We
receive
surveys
from
the
walk
bike
role,
audit,
as
well
as
in-person
engagement
with
a
map
and
a
question
sheet
for
the
parents
and
again
the
three
priority
issues
to
come
out
of.
That
would
be
the
excessive
speeding,
especially
along
4th
street
north,
which
is
a
connector
between
the
dowling
exit
of
I-94
and
lowry
and
then
highlighting
school
zone
designation.
There
are
two
school
ahead
signs
on
fourth
street
folks.
R
R
A
A
J
P
J
Street
isn't
a
through
street
through
lowry,
and
maybe
maybe
it's
like
converting
a
black
to
be
one
way
or
something
like
that,
but
somewhere
in
that
kind
of
l
shape
of
the
pedestrian
improvement
zone
on
fourth
street.
I
think
I'm
looking
at
just
south
of
34th,
maybe
just
thinking
about
like
just
I
don't.
D
A
R
B
B
B
A
J
O
B
J
Yeah,
actually,
the
plymouth
one
too
I've
had
the
privilege
of
google
told
me
it
was
closed
still,
but
I
happened
to
go
there
when
it
was.
It
had
just
been
soft
open
the
night
before
that
was
on
friday.
I
think
I
wrote
and
it
was
wonderful.
There
were
kids
playing
on
the
sides
like
it
looked
exactly
how
we
envisioned
it
so.
A
O
So
check
that
out,
it's
like
a
long
block
or
a
couple
blocks,
or
something
like
that-
maybe
one,
but
that
is
that
is
a
really
interesting
one.
It's
the
the
street
is
like
literally
like
20
feet,
wide
and
also
inside
includes
or
within
the
gutter
pan,
but
it
is
you
almost
have
to
like
check.
I
did
like
I
did
like
a
little
unofficial
measurement,
because
I'm
like
guys
that
just
looks
so
narrow
you
know
and
that's
the
point
right
and
then
the
the
bike
path.
O
O
O
Cool
yeah
that'd
bring
that
one
up
since
we
have
a
little
time
hopefully,
but
is
you
know
when
we
think
about
the
neighborhood
greenway
system?
That's
pretty
close
to
what
I'm
envisioning,
just
maybe
a
little
narrower
and
and
make
it
a
one-way
or
you
know,
yeah
just
get
excited
thinking
about
the
possibilities.
If
we
can,
if
we
can
do
some
of
that,
so.
K
K
Okay,
so
so
here's
the
motion,
the
bac
recommends
that
the
hennepin
first
multimodal
improvements
project
team
pursue
concept
2
exclusively
because
it
includes
a
curb,
protected,
bikeway
and
a
dedicated
transit
lane.
We
recommend
the
team,
I'm
sorry.
We
commend
the
team
on
the
concept
for
improving
and
simplifying
simplifying
the
intersection
of
fifth
street
with
hennepin
and
central,
and
then
it
continues
concept.
One
lacks
both
of
these
features
and
by
taking
a
very
minimalist
approach
to
any
changes
from
existing
conditions.
K
J
K
K
O
I'll
just
note,
I
appreciate
the
the
focus
on
the
the
you
know
the
difference
between
the
two,
because
I
think
you
know
given
it
has
federal
funds
and
all
that
I
don't.
I
don't
think
the
you
know,
buffered
bike
lane
even
meets
a
definition
that
I
would
consider
of
low
stress
or
all
ages
and
abilities.
K
J
G
When
I
was
looking
at
it,
I
was
wondering
why
the
protection
wasn't
continuing
from
fourth
and
university
to
like
independent,
first
or
to
first
specifically
in
between
the
two
blocks
it
at
the
concept
that
they
shared.
It
didn't
look
like,
there's
any
sort
of
protection,
or
even
any
any
bike
lane
at
all
in
between
the
two
blocks.
So
that
might
be
one
thing
that
we
want
to
talk
about
is
like
you
know.
Fifth
is
obviously
getting
better.
G
B
G
Connection
and
from
my
understanding,
I
think
I
believe
universe
well,
I
believe
university
and
forth
are
kind
of
like
they're
they're.
They
have
extra
capacity
on
them
for
vehicle
traffic.
So,
like
I,
I
don't
think
that
there's
too
much
of
an
issue
with
reducing
that
capacity
via
lane
reduction,
so
I
think
it's
definitely
worth
having
them
explore
a
little
bit
further.
A
G
G
Is
there's
that
fifth
and
hennepin?
I
I
I
if
I'm
thinking
correctly,
I
think,
there's
a
fifth
in
hennepin,
but
not
at
fifth
and
first
or
or
sorry,
let
me
bring
up
the
map
map
on
my
end
again,
I'm
just
going
to
look
at
it
again,
but
there's
a
there's
one
intersection.
That's
missing
a
signal,
we're
not
missing
a
signal.