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From YouTube: March 2, 2021 Bicycle Advisory Committee 5E Subcommittee
Description
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A
This
meeting
may
involve
the
remote
participation
by
members,
either
by
telephone
or
other
electronic
means
due
to
the
local
public
health
emergency
novel
for
coronavirus
pandemic.
Pursuant
to
the
provisions
of
minnesota
sketches
section
13d.
A
Okay,
well
hi
everyone,
I'm
free
the
new
some
committee
chair
from
superheroes,
so
I
apologize
ahead
of
time
for
any
inconsistencies,
especially
since
alyssa
was
such
a
pro
at
it.
A
I
guess
we
don't
have
to
do
an
official
roll
call,
so
that's
cool,
and
then
I
guess
just
to
introduce
myself
a
little
bit
more
so
marie
what
craft
she
her.
I
used
to
work
at
daryl
bike
rex
for
like
nearly
seven
years
and
was
laid
off
in
january
of
last
year,
so
I've
worked
with
a
handful
of
folks
on
the
bac.
A
I'm
super
passionate
about
biking.
I
currently
have
10
bicycles,
but
they're
all
for
different
things,
except
one.
I
have
two
road
bikes
and
yeah,
so
I
just
really
love
biking
in
minneapolis
and
I
went
to
the
university
of
minnesota
as
an
undergrad
and
I
hadn't
owned
a
car
since,
like
two
and
a
half
years
ago,
so
I
mainly
biked
around
the
city
to
get
around
and
some
transit
and
walk
in
as
well.
A
So
yeah,
I'm
really
excited
to
be
a
part
of
this
subcommittee
for
the
bc
overall,
so
feel
free
to
reach
out
to
me.
If
you
have
any
questions
or
want
to
chat
yeah,
my
email
is
now
on
the
website.
I
saw
so
there
you
go
heather.
Are
you
there?
B
Well,
I
feel
a
little
bit
strange,
introducing
my
small
bike
fleet.
Now
that
amounts
to
only
five.
I
have
apparently
a
lot
of
room
to
grow.
B
I
only
have
a
little
bit
of
overlap
in
there
turns
out
that
you
need
a
winter
bike
in
minnesota
wow
and
then
you
need
more
than
one,
because
winter
is
long
and
bikes
are
fun,
but
my
name
is
heather
gillick,
I'm
at
the
minneapolis
health
department
and
excited
to
be
in
this
space.
I
also
ride,
said
bikes
all
over
the
city
and
have
for
some
time
I've
been
here
in
minneapolis
for
just
two
years,
using
my
bike
as
a
primary
mode
of
transportation.
B
I
did
manage
to
get
out
a
little
bit
on
my
bicycle
today,
which
was
fantastic,
but
I'm
excited
to
be
in
this
space,
both
from
a
public
health
perspective
and
from
the
perspective
of
a
resident
of
minneapolis
here.
So
I
will
turn
it
back
over
to
you,
bri
and
just
full
disclosure.
I
do
have
to
step
out
and
back
into
this
meeting
briefly
to
go.
Give
a
vaccination
presentation
here
in
a
few
minutes,
so
I'll,
let
you
know.
A
Thanks:
okay,
well,
chris,
you
have.
C
C
Yeah,
so
we
we've
got
the
agenda.
Ethan
is
first
up
with
the
street
design
guide
and
we
can
just
jump
right.
D
E
E
Everyone-
it's
great
to
see
this
such
a
great
crew,
welcome
to
the
the
the
new
members
or
the
newer
members
of
the
bac.
It's
great
to
see
you
and
see
people
that
I've
interacted
with
for
many
years,
so
hi,
bri
and
and
others.
I'm
gonna
share
my
screen
here
and
give
a
presentation
on
the.
Why
am
I
not
seeing
the
right
thing
here
so?
Okay,
here
we
go
on
the
street
design
guide,
so
I'm
gonna
do
a
slide.
Show
here:
okay,
just
a
second!
E
I
just
want
to
make
sure
I
can
see
anything
here.
Okay,
there
we
go
okay,
so
you
should
be
seeing
this
now.
Let
me
if
no,
if
you're
not
so
what
is
the
street
design
guide.
So
I
visited
the
committee
for
those
who
were
on
the
committee
back
in
I
believe
september
and
gave
an
introductory
presentation
of
the
street
design
guide
and
so
coming
back
now
that
this
is
published
to
share
more
details
about
it.
We
this
is
so
it's
available
on
the
website.
E
This
guide
informs
the
planning
and
design
of
all
future
street
projects
in
the
city,
so
this
includes
reconstruction
projects
more
retrofit
projects
that
the
city
is
doing
also
county
pr,
the
cities,
what
the
cities
has
to
say
about
county
and
mndot
project,
as
well
as
private
development
and
utility
work.
E
This
is
really
focused
on
what
you
all
see
kind
of
zero
to
30
percent
design.
We
call
really
up
to
like
a
layout
of
a
street,
so
it's
not
like
getting
into
all
the
details
of
engineering.
It's
really
focused
more
on
the
street
design
and
planning
side
of
things.
I
want
to
note
for
from
a
technical
perspective,
this
is
guidance,
it's
recommendations
to
help
inform
our
internal
technical
work,
but
it's
not
standard
in
the
same
way
that
some
other
things
we
have
to
follow
are
standard
or
requirements.
E
We
will
be
updating
this
kind
of
regularly
going
forward,
we'll
be
adding
to
it.
We'll
talk
about
this
a
little
bit
in
the
at
the
end
as
well.
So
this
this
guide
comes
out
of
it's
really
an
implementation
guide
to
help
support
adopted
city
policy.
So
this
is
a
there's:
a
comes
out
of
the
transportation
action
plan
directly,
but
a
lot
of
other
city
policies
help
inform
this
overall.
E
What
we
see
is
like
with
the
street
design
guide
and
these
city
policies
we're
looking
to
achieve
benefits
for
people
walking,
biking
and
taking
transit,
which
are
clearly
priorities
for
the
city,
safety,
narrower
streets,
traffic
calming
other
things
like
that
related
to
our
vision,
zero
work,
etc,
providing
more
space
for
greening,
as
well
as
street
trees
and
green
storm
water
infrastructure
and
then
provide
making
sure
that
we're
providing
equitable
access
across
the
city,
so
the
the
bicycle.
E
What
so
sorry
the
the
name
of
this
the
title
on
this
slide
is
incorrect,
but
the
the
content
is
correct.
This
is
the
bac
position
from
october.
The
pac
had
a
position
as
well.
So
just
generally
here,
you're
supporting
many,
the
the
bac
supported
many
other
things.
E
There
was
some
speaking
to
maybe
a
desire
for
for
fewer
11-foot
lanes,
which
I'll
talk
about
a
little
bit
further
here
and
then
how
we're
clearly
different,
clearly
communicating
advancing
complete
streets
policy,
prioritizing
walking,
biking
and
transit,
so
I'll
try
to
touch
on
those
things.
We
definitely
tried
to
reflect
that
within
the
guide,
so
I'll
get
to
those
details
just
wanted
to
reflect
what
you
all
said.
So
I'm
gonna
now
actually
gonna
stop
sharing
this
and
I'm
gonna
actually
walk
through
a
few
things
on
the
website
itself.
E
E
Watch
me,
which
is
fine
or
you,
if
you
prefer,
you
can
log
in
yourself.
I
guess
so,
hopefully
you're
seeing
the
do
I.
This
is
not
the
right
thing.
E
Okay,
all
right.
Are
you
seeing
the
street
design
guide
website?
Now,
I'm
confused
now
yeah
we're
seeing
this
okay
cool
cool
cool,
so
this
is
the
home
page
of
the
guide,
for
I
do
want
to
know
just
first
of
all,
this
is
a
very
technical
document.
E
We
tried
to
make
this
user
friendly
as
well,
and
it's
really
targeted
for
planners
engineers
or
consultants
and
but
also
for
like
members
like
yourself
who
are
informing
our
process.
So
hopefully
I
get
you
started
in
this,
but
it
is
quite
technical,
so
there's
for
kind
of
early
users.
E
I
I
recommend
this:
how
to
use
the
guide
starting
point,
which
will
give
you
some
place,
some
basic
information
about
how
the
guided
structure
some
of
the
things
I
already
talked
about
and
what
its
purpose
is
and
some
places
you
can
kind
of
start.
E
So
within
this
you'll
see
that
the
guide
is
broken
down
into
kind
of
two
sections:
there's
guidance
around
what
we
call
a
different
street
types,
so
every
street
in
the
city
is
assigned
a
street
type
based
on
like
its
context
and
its
what
its
functions
and
stuff
like
that,
and
then
from
that
we
have
guidance
to
help
with
thinking
about
especially
like
if
it
were
being
reconstructed.
E
We
also,
in
addition,
have
a
lot
more
detailed
guidance
in
different
parts
of
the
street,
so
on
sidewalks
everything
from
sidewalks
to
intersections
and
different
parts
and
bikeways,
of
course,
so
that's
just
sort
of
the
basic
how
the
guide
is
structured.
E
You'll
see
within
this
that
we
have
so
I
mentioned
the
different
street
types.
We
have
this
map
interactive
map
that
chris
put
together
nice
job
chris
now
I
know
it's
just.
I
think
people
will
really,
if
you
you,
like
this
kind
of
stuff,
you'll,
probably
enjoy
this
map
this
this
map,
you
know
every
street
in
the
city,
it's
assigned
a
street
type,
but
you
can
also
click
on
an
individual
street.
So
let's
say
you
know,
there's
a
public
meeting
tonight
about
hennepin
avenue
and
uptown.
E
So
you
can
click
on
a
section
of
hampton
avenue
and
you
can
see
more
information
about
hennepin
avenue.
So
when
we've
shared
like
is.
E
And
abilities
bikeway
network.
Yes,
it's
listed
as
a
near-term
low-stress
bikeway,
so
from
a
planning
perspective,
we're
trying
to
get
a
bike
way
in
here,
so
that
would
be
you
know
and
other
things
that
help
inform
the
planning
and
design
of
the
street.
So
this
is
something
you
might
want
to
play
around
with
and
then
the
search
feature
you
can
definitely
search
for
different
things.
Just
note
that
this
is
sort
of
it's
going
to
come
up
chronologically
so
over
in
the
menu
here.
E
You
can
then
see
how
different
sections
of
of
the
guide
are
broken
down
and
kind
of
expand,
different
things.
You
can
see
the
bike
within
bikeways.
We
have
like
a
bunch
of
you-
can
just
click
on
bikeways
and
go
there,
but
you
can
also
see
that
there's
you
know
you're
looking
for
information
about.
How
do
we
do
shared
youth,
pads
or
advisory
bike
lanes
or
something
you
can?
E
You
can
find
that
in
here
and
then
in
intersections
as
well
and
I'll
dig
in
a
little
bit
more
on
some
of
the
bikewise
details
in
a
bit,
but
intersections
there's
a
lot
here
in
bikeway
intersection
design
as
well.
So
lots
to
look
into.
I
just
want
to
give
you
a
basic
introduction
to
the
the
site,
I'm
going
to
actually
go
back
to
my
presentation
now
and
go
through
a
few.
E
G
E
Know
I'm
going
through
a
lot
of
information
if
you
have
a
question,
if
you
can
interrupt
at
any
point,
but
they'll
also
have
time
at
the
end
so
still
trying
to
make
sure
I
can
see
you
in
case
you
do
something:
okay,
there
we
go
okay,
so
some
highlights
so,
as
I
had
talked
about.
E
Some
of
these
things
are
things
that
I
shared
when
I
presented
previously
in
september,
and
but
I'm
trying
to
provide
additional
details
for
you
now
that
it's
it's
sort
of
finalized,
so
part
of
the
thing
we're
looking
at
within
the
guide
guidance
is
to
generally
provide
more
flexibility
so
that
we
can
maintain
key
city
goals.
So
one
of
the
things
we're
going
to
talk
about
in
a
little
bit,
you
know
we
know
overall
we're
trying
to
support
protected
bike
lanes.
This
is
kind
of
a
good
example
of
how
we're
trying
to
provide
more
flexibility.
E
So
at
times
we
have
not
installed
a
protected
bike
lane
because
of
some
pinch
points,
and
I
and
I
think
overall,
what
we're
saying
with
this
guide-
and
you
know
reflecting
clear
policy,
guidance
and
transportation
action
plan-
is
that
we
need
more
flexibility
to
work
out
those
challenging
spots
rather
than
just
say:
okay,
we
can't
do
a
protected
bike
lane,
and
so
you
can
kind
of
see
how
that
ends
up
being
reflected
here
in
details.
E
So,
for
example,
this
is
a
constrained
cross
section
and
the
way
that
we're
kind
of
balancing
that
is
providing
flexibility
to
implement
a
two-way
protected
bike
lane,
rather
than
just
one
line
in
each
direction,
providing
flexibility
and
widths
on
the
bikeway
and
the
sidewalk
other
elements
lane
widths,
even
like
gutter,
pan
widths
like
we're
trying
to
maximize
flexibility
across
the
board,
every
different
thing
is
giving
within
the
recognition
that
you
know
of
our
modal
priority
and
what
we're
we're
trying
to
you
know
we
want
to
get
that
protected
bike
lane
in
there.
E
We
want
to
maintain
a
a
good
walkable
environment
and
so
those
those
things
all
coming
together.
So,
just
to
note
on
some
of
that
we
are
narrowing
some
lane
widths.
You
can
there's
a
whole
section
on
that.
E
We
within
that
you'll
see
that
generally
10
foot
lanes
are
recommended,
and
then
we
do
have
a
few
places
where
we
recognize
that
11
foot
lanes
may
be
appropriate,
but
they
are
going
to
be
the
exception,
not
the
rule
for
sure
and
and
and
so
within
that
you
know
I
I
would,
I
think
we
we
struck
a
good
balance,
that
sort
of
reflects
that
there
are
times
that
11
foot
lane,
where
you
have
a
lot
of
bus
traffic
or
a
lot
of
of
heavy.
E
You
know,
semi
truck
traffic
kind
of
thing
may
be
appropriate,
but
you
know
not
it's
not
like
every
street
with
buses
on
it
are
going
to
be
11
foot
lane.
No,
that
shouldn't
be
how
it
is.
We've
also
looked
to
narrow
it.
So
if,
if
the
bus
lane
is
adjacent
to
the
street,
I'm
sharing
a
little
more
on
this,
because
you
commented
on
this
in
particular,
if
a
bus
lane
is
adjacent
to
a
curb
and
has
a
adjacent
gutter
pan,
then
that
should
be
a
10
foot
lane.
E
So
that's
the
type
of
thing
that
we've
we've
further
narrowed
up
some
things
here:
we've
also
narrowed
widths
for
urban
neighborhood
street,
these
kind
of
quiet
residential
streets
a
bit
as
well
we're
we're
directing
people
to
right-size
the
designers
to
right
size,
the
amount
of
parking
and
to
support
more
greening
and
other
elements
in
the
street.
So
you
can
see
that,
like
there
should
be
more
streets
with
parking
on
just
one
side.
E
There
should
be
more
streets
where
we
have
curb
extensions
where
we're
providing
space
for
trees,
so
that
we
have
a
bunch
of
guidance
on
this.
E
We
have
guidance
being
clear
about
how
we
should
be
designing
the
street
to
encourage
slower
speeds,
in
line
with
our
new
speed
limits
and
and
and
to
support
safety,
and
this
also
will
support
bikeability
as
well
and
walkability.
We
are.
E
We're
making
several
changes
related
to
raised
crossings,
which
we
don't
have
very
many
of
these
in
the
city.
For
those
who
have
been
around
a
while,
you
may
recall
there
was
a
lot
of
conversation
trying
to
get
raised
crossings
along
the
26th
avenue
north
greenway
in
in
north
minneapolis.
E
In
the
end,
we
did
install
quite
a
few
at
a
number
of
intersections,
but
if
you,
if
you
see
them
today,
they're
sort
of
underwhelming,
I
would
say-
and
that's
because
the
design
speed
is
such
that
as
a
driver-
you
don't
really
notice
it
that
much
it.
E
It's
kind
of
a
quality
of
life,
improvement
for
people
walking
and
biking,
but
it
doesn't
really
slow
traffic
that
much,
but
we're
really
trying
to
make
these
more
like
a
speed
hump,
where
you
also
have
a
crossing
and
we're
trying
to
have
these
be
used
much
more
commonly.
So
that's
something
that
I
think
will
be
of
interest
to
folks
here
and
you
can
see
details
on
that
in
the
guide
as
well.
E
So
I
I'm
gonna
dive
into
some
bike
features
now,
and
I
know
I'm
going
through
a
lot
of
information.
I
think
I'm
just
gonna
plow
ahead
and
then
but
interrupt
me
along
the
way
and
then
we'll
leave
time
for
questions
so
for
for
bikes
bikeways
in
particular.
So
we've
added
some
details
on
facility
types,
bikeway
facilities,
types
to
it
for
a
street
retrofit
project
versus
a
street
reconstruction
project,
and
I
am
going
to
pause
just
for
a
second
to
just
recognize.
E
My
colleague,
luke
hanson,
who
couldn't
be
here
today
because
he's
on
vacation
but
luke,
put
together
all
the
bikeway
specific
sections
and
did
really
tremendous
work,
and
so,
at
some
point
I'm
sure
you'll
meet
luke.
But
thank
him
if
you
see
him
for
the
street
design
guide
bikeway
work,
so
I
just
want
to
give
him
that
plug.
E
So
you
can
see
within
this
is
that
we're
reconstruction
projects
should
implement
either
a
shared
use,
path
or
trail
or
sidewalk
level
protected
bike
lanes
or
neighborhood
greenways.
We
should
not
be
gener.
We
recommend
against
installing
unprotected
bike
lanes
on
street
reconstruction
projects,
and-
and
so
you
see
that,
in
this
guidance
very
clearly
inlane,
our
in-street
bike
lanes
unprotected
can
still
be
used,
but
those
would
be
more
in
retrofit
situations.
E
Austria,
where
we're
not
moving
around
curb
lines,
so
we've
also
added
some
guide,
so
guidance
about
around
intersection
design
treatments
which
I'm
going
to
show
again
on
the
website
a
little
bit
and
then
some
things
around
bus
stops
and
bikeways.
E
So
a
lot
of
details
on
some
of
the
things,
and
I
I
I
want
to
note
that
we've
really
tried
to
reflect
a
lot
of
the
work
that
this
committee
has
done
with
staff
and
the
you
know,
and
we've
been
working
with
pac
and
the
makapod,
the
advisory
committee
on
people
with
disabilities
and
really,
how
do
we
bring
together
biking
and
walking
interactions
right?
You
know
and
bus
stops
and
and
those
other
things
when
we're
having
sidewalk
weather
protected
bike
lanes.
E
So
we've
really
tried
to
to
bring
all
of
that
best
thinking
and
then
show
it
in
the
guide.
So
it's
clear
about
what
we're
doing
and
as
our
recommended
practice
so
I'll
show
that
in
a
second
here
one
thing
before
I
hop
over
there
is
just
wanted
to
note
that
we
do
have
a
lot
of
details
about
turning
vehicles
and
how
tight
curb
radii
should
be
and
stuff
like
that.
E
I
know
that's
an
interest
of
some
folks
who
want
to
see
those
things
slower
and
we
do
as
well,
and
so
we
have
a
lot
of
detail
on
that
as
well.
So
I'm
going
to
pause
again
and
go
back
to
the
website.
Let's
see
if
I
can
do
this
better
than
last
time,
all
right.
E
Okay,
so
I'm
pretty
confident
you're
seeing
the
website,
and
so
I'm
going
to
highlight
a
couple
additional
things
you'll
see
here,
so
we
got
lots
but
there's
so
much
detail
in
my
great
section.
I
look
forward
to
seeing
or
just
hearing
as
you
all
start
reviewing,
so
this
is
for
delineator
protected
bike
lane.
So
I
just
I
ran
you
know
a
random
topic
here,
but
it
gives
an
ins
gives
you
an
introduction
and
kind
of
how
we
have
things
laid
out.
So
the
basic
introduction,
what
the
heck
are.
E
What
are
we
talking
about
with
delineator
protected
bike
lanes?
We
have
some
dimensions
here
about
on
the
different
widths
you
can
see
here.
We
have
constrained
minimum
widths,
preferred
widths
maximum
widths
again
trying
to
provide
flexibility
within
reason,
but
also
trying
to
provide
limits
to
that
and
then
there's
a
lot
of
technical
detail
here
and
then
we
have
some
graphics
about
what
does
this
look
like
and
then
a
lot
of
design
considerations
so,
and
this
helps
in
inform
details
and
projects.
E
So
what
I
would
say
within
this
is
like,
if
you're
you
know,
feel
free.
If,
if,
if
you
see
something
that
you
don't
think
is
aligned
with
the
street
design
guy
that
comes
forward
or
project,
hopefully
we
have
caught
that
at
the
staff
level,
but
I
think
it's
also.
You
know
this
can
be
a
really
good
resource
to
point
it
back
at
us
if
you
want
to
which
that
probably
wouldn't
be
the
first
time
I
know
so.
E
We
appreciate
the
role
that
you
all
play
in
holding
us
accountable
and
continuing
to
push
things
forward,
so
this
guide
will
hopefully
have
information.
That's
very
will
be
helpful
for
that.
We've
also
added
additional
details
here.
Around
neighborhood
greenways,
which
we
know
is
a
topic
of
a
lot
of
interest
in
conversation.
So
within
that
you'll
see
a
general
just
introduction
to
neighborhood
greenways,
we
have
two
types
of
neighborhood
greenways.
E
E
So
we
we
kind
of
document
just
standard
practice
on
like
boulevard,
but
we
you're
probably
also
aware
about
conversation
around,
say
the
north
side,
greenway
other
potential
greenways,
and
we've
really
tried
to
to
put
down
some
details
about
potential
implementation,
both
both
in
more
of
a
kind
of
a
proactive,
lower
cost
way
and
then
in
a
full
reconstruction
sort
of
way.
So
we
have
a
lot
of
detail
here.
E
You
know
there
are
different
types
of
ways
that
this
could
look
with
some
limited
motor
vehicle
access
where
you're
taking
you
know
in
a
retrofit
situation,
you're
taking
a
street
that
has
you
know
a
typical
local
residential
street,
which
we
call
an
urban
neighborhood
street,
and
then
you
convert
it
into
a
one-way
street
parking
on
one
side
and
a
protected
bike
lane,
and
this
would
be
the
retrofit
way
to
implement
a
neighborhood
greenway,
removing
parking
on
one
side
and
basically
providing
the
space.
So
we
really
show
what
that
looks
like.
E
We
have
a
lot
of
some
some
good
basic
guidance
for
that.
We
also
have
then
like,
if
you
were
going
to
be
reconstructing
a
street
like
that,
just
a
typical
cross-section
of
what
that
might
look
like,
and
then
we
also
have
the
option
of
of
no
adjacent
motor
vehicle
access.
So
we
we
know
overall
that
in
greenway
planning
that
there's
going
to
be
kind
of
a
combination
of
different,
you
know
kind
of
block
to
block
some
blocks
might
have
partial
access.
Some
might
be
more
like
a
bike
boulevard.
E
Some
might
be
a
full.
You
know
a
greenway
with
no
adjacent
access,
so
we
tried
to
just
show
what
all
those
could
look
like
and
then
have
some
key
design
things
within
that
to
make
sure
it
will
work
well
for
walking
biking
also
for
emergency
vehicle
access
and
and
other
things
like
that.
E
So
we
added
that
in
here
and
you
can
take
a
look
at
that
this
isn't
3.4
I
so
I'm
also
going
to
just
hop
over
to
the
the
inner
side,
the
bike
weight
intersections
design
area,
and
so
some
of
this
stuff.
We
we
tried
to
add
a
lot
of
detail
about
just
guiding
folks.
E
I
think
we
hear
a
lot
from
this
committee
and
others
through
engagement
is
we
still
have
to
do
better
at
intersections
and
protected
bike
lanes
like
we
know
it's
not
enough
to
just
add
the
protection
mid-block
and
then
then
you
have
a
mixing
zone
at
an
intersection
now
you're
sharing
with
a
right
turn
vehicle
and
you're,
stuck
in
the
exhaust
and
feeling
uncomfortable
again
at
every
intersection,
and
so
we've
really
looked
at
the
technical
details
around
that
using
existing
recent
projects
that
have
gone
through
this
committee,
like
the
whittier
lindale
bikeway
project,
where
we
really
had
a
lot
of
intentionality
to
how
can
we
use
protected
intersections
in
a
retrofit
situation?
E
So
we
really
try
to
just
document
a
lot
of
that
to
to
really
clearly
define
some
of
the
key
elements,
and
this
is
partly
based
on
natural
resource
research,
as
well
as
like
our
local
work
here
on
on
all
the
work
that
you
all
have
been
helping
with
for
for
many
years,
and
so
we
have,
you
know
like
graphics
here,
for
you
know
what
does
this
look
like
and
the
different
elements
here
and
you
know
key
things
like
the
driver
yield
zone.
E
You
know
this
is
like
the
the
forward
queuing
area
for
pedestrians,
just
how
different
interactions
you
know
bend
out
bike
lane
design,
and
you
know
we
really
know
the
benefits
of
that,
and
so
we're
really
just
documenting
that
and
saying
that
that's
sort
of
our
standard
and
and
here's
how
all
these
things
come
together.
E
And
so
that's
you
can
see
that
also
some
more-
and
this
is
a
retrofit
example,
but
also
with
a
two-way,
so
just
how
things
come
together,
how
you
can
get
to
these
slow
turn
wedges,
as
we
call
them
here
to
to
really
tighten
up
the
the
curb
radii
slow
vehicle
movements
across
the
bikeway,
and
we
have
information
about
signal,
phasing
all
that
kind
of
stuff
to
help
and
and
inform
this,
but
so
that
you
know
our
we're
really
moving
towards
protected
bikeways
being
as
protected
as
possible
at
the
intersection
as
well,
and
he
should
be
yielding
both
comfort
benefits
for
biking,
but
also
safety
benefits
for
both
people
walking
and
biking.
E
So
so
those
are
just
some
of
the
things
we
wanted
to
highlight
and
give
you
a
basic
introduction.
That's
a
ton
of
information.
I
realized
only
it's
really
scratching
the
surface
here,
but
I
I'm
gonna
now
stop
sharing,
and
so
you
can
see
everybody
and
I'm
available
to
answer
questions.
E
Oh,
I
guess
I.
I
should
also
talk
about
just
some
steps
going
forward,
so
I
I
mentioned
earlier
that
this
is
a
living
document,
so
we
will
be
making
additions
to
this
guide
as
we
have
new
information,
so
we're
actually
going
to
be
working
on
a
few
things.
Coming
up
we're
working
on
neighborhood
traffic,
calming
procedures,
our
traffic
staff
are
we're
working
on
more
details
around
quick,
build
safety
improvements
and
more
details,
additional
details
about
different
intersection
treatments.
So
those
are
examples
of
things
that
we'll
be
adding
to
the
guide.
E
As
we
have
ready.
We
also
will
be
updating
the
guide
say
the
complete
streets
policy
is,
you
know,
going
to
be
updated
at
some
point
here.
We
will
update
the
guide
to
reflect
that
and
then
potentially
in
the
future,
we'll
update
the
guide
if
best
practices
evolve.
Other
things
like
that,
so
we
want
to
keep.
This
will
be
a
living
document.
E
I
think
throughout
that
we'll
be
making
sure
that
you
all
are
plugged
in,
as
updates,
are,
are
made
through
the
process,
and
then
there
will
be
times
where
we're
trying
to
work
something
out
where
we're
going
to
really
engage
further
with
the
committee
as
well.
So
just
want
to
note
that
going
forward
so.
I
Hi
ethan,
this
looks
really
great
yeah,
it's
impressive
stuff.
I
think
it's
gonna
be
very,
very
helpful.
I
just
wanted
to
mention
to
folks
that
it's
also
coming
to
the
transportation
public
works
committee
of
the
council
tomorrow.
So,
if
folks
want
to
see
that
I'm
just
putting
that
link
in
the
chat
and
my
one
question
that
I've
got
is
to
what
extent
do
we
think
that
this
guidance
might
also
be
accepted
by
be
followed
by
folks
like
hennepin,
county
mndot,
other
people
who
touch
our
streets.
E
This
is
intended
to
inform
city
how
the
city
comments
on
our
agency
partner
projects,
and
we
also
know
that
our
agency
partners
are
not
in
100
align
with
us
on
some
things
like
lane
widths
as
an
example,
two-way
protected
bike
lanes
might
be
another
example
where
you
know
we
continue
to
evolve
kind
of
based
on
what
we've
heard
and
seen
and
the
constraints
that
we
have
and-
and
so
our
our
intention
is
to
to
bring
these
and
then
continue
to
show
these
designs
working
well
in
an
urban
context
and
continue
to
support
our
partners
on
having
good
designs
and
and
hopefully
seeing
that
the
flexibility
can
work
in
an
urban
environment.
E
Well,
so
I
will
note
that
there
are
also
a
few
things
in
here
that
are
not
where
we
note
that
it's
not
100
aligned
with
the
state
aid
standards,
for
example,
which
are
put
down,
and
we
have
to
follow
for
the
first
aid
streets
that
receive
state
funding,
and
so
you
know
part
one
of
the
actions
in
the
transportation
action
plan
reflects
that
that
ongoing
work
with
agency
partners
on
things
like
standards
and
other
things
will
will
have
to
happen.
E
And
so
that's
not
gonna
just
happen
overnight,
but
we
we
do
hope
that
this
we
believe
a
lot
in
this
guidance
and
we
hope
that
it
will
be
helpful
for
our
agency
partners
as
well.
E
K
I
was
just
muted.
I
had
first
time
today
had
to
happen
sometime.
Yeah
totally
agree
with
robin.
Thank
you.
So
much
a
lot
of
really
great
stuff
in
here
really
excited
to
see
the
minimization
of
those
11
foot
lanes
like
we
commented
on,
and
you
know,
just
even
through
your
click
quick
clicking
around-
saw
a
lot
of
reference
to
our
complete
streets
policy,
so
I
think
that's
really
really
exciting,
and
I
appreciate
you
bringing
that
specifically
back.
K
I
guess
I
have
two
questions,
one.
If
there's
any
as
the
streets
are
being
redesigned,
I
guess
one
thing
I'm
curious
about
is
signal
timing
and
how
that
obviously
like
that
is
not
street.
That
is
not
exactly
street
design,
but
it
obviously
impacts
the
experience
of
people
using
these
new
facilities
or
improved
facilities
that
you
all
will
be
building.
So
I
guess
I'm
curious
about
how
that
fits
relative
to
some
of
the
goals
in
the
transportation
action
plan
and
then
also
just
wanted
to
get
some
clarity
from
you.
K
It
seems
like
really
the
type
of
street
design
that
you
referenced
is
like
not
having
room
for
cars.
Is
that
neighborhood
greenways-
and
I
just
wanted
to
be
clear
on
that-
I
guess
there's
there's
no
other
guidance
that
would
indicate
to
folks,
as
they
are
designing
a
street
that,
like
there's
no
room
for
cars
on
this
street.
E
Sure
so,
good
questions.
Let
me
start
with
the
signal
question.
The
yeah.
The
street
design
guide,
does
not
go
into
signal
timing,
that's
kind
of
beyond
the
kind
of
the
purpose
of
the
street
design
guide.
We
do
have
in
the
transportation
action
plan,
several
actions
that
relate
to
signal
timing
and
and
working
to
adjust
signals
to
better
reflect
our
complete
streets
policy,
and
so
that
is,
I
mean
you've
seen
some
of
that.
We've
already
implemented
some
of
those
things
through
covid
related
changes.
E
For
example,
you
know
changing
almost
all
signals
to
being
you
don't
have
to
push
a
button
to
get
a
walk,
sign
or
a
green
light.
You
know
just
as
an
example,
but
that
work
will
you
know
I
don't
know
the
exact
timeline,
but
there
will
be
additional
work
coming
on
that
we
do
hope
to
have
a
more
comprehensive
kind
of
update
to
some
signal
timing
pieces.
E
We
did
make
some
changes
the
signal
timing
to
for
implementation
of
speed
limits,
so
we
had,
we
had
a
lot
of
changes
actually
had
to
be
made
there
to
really
kind
of
slow
things
down
to
reflect
the
new
speed
limits
and
some
other
things
that
are
kind
of
required
of
us
related
to
that
as
well.
But
we,
we
will
be
coming
back
with
for
further
actions
on
that,
but
I
don't
know
the
exact
timeline
for
car
free
streets.
E
Yes,
I
you
know
the
street
design
guide
is
not
it's.
It
follows
adopted
city
policy,
so
the
street
design
guide
isn't
the
place
where
we
introduce
like
a
bunch
of
new
car
free
streets
that
aren't
already
identified
as
potential
in
the
transportation
action
plan.
So
we
are,
you
know
the
street
types
that
we've
identified
and
other
things
are
in
line
with
the
adopted
policy
in
minneapolis
2040
and
the
transportation
action
plan,
and
so
that
does
within
it.
E
You
know
transportation
action
plan
lays
out
neighborhood
greenways
as
a
as
a
strategy
and
actions
around
that
and
those
are
focused
on
those
urban
neighborhood
streets,
and
so
that's,
what's
reflected
in
the
street
design
guide.
F
Phillip
yeah
yeah
hi,
ethan,
so
yeah,
so
I
think
it's
sort
of
a
basic
question
that
I
don't
totally
understand
about
terms
so
gutter,
pan
with
mndot
reaction
zone
with
mndot
state
standards,
interacting
with
city
streets,
that
use
state
aid
money.
What
are
the
sort
of
limitations
requirements
in
this
cluster?
Of?
E
Fair
enough
there's
a
lot
in
here,
so
there
are
a
ton
of
details
within
here.
We
do
have
a
section
on
curbs
in
the
guide.
So
if
you're
interested
in
curbs
3.3
b.
E
Just
basic:
how
wide
is
a
curve
and
some
of
those
things
you'll
see
within,
as
you
dig
in
on
some
things,
especially
the
street
type
guidance
we
we
are.
I
mentioned
flexibility
in
that
space,
so
maybe
I
should
pull
up
a
picture.
So
let
me
share
my
screen
again.
E
Okay,
so
here's
the
curved
section,
it's
a
little
hard
to
understand
here,
so
I'm
to
kind
of
use
this
street
a
bit,
and
actually
this
isn't
the
greatest
street,
but
the
gutter
pan
is
basically
the
seam
it
often
it's
typically
concrete,
and
so,
if
you
had
an
asphalt
rolled
it
would
be.
You
can
kind
of
see
more
of
this
edging
here.
E
The
gutter
pan
serves
a
a
function
of
moving
storm
water
and
so
that's
its
primary
function.
We
we
don't
really
want,
you
can
have
people
park
there,
but
you
don't
really
want
people
bike
in
there.
You
don't
want
people
driving
there,
and
so
we
generally
that
that
standard
is
two
feet
wide.
That
is
also
reflected
as
the
standard
for
kind
of
what
is
called
curb
reaction
distance
by
the
state
aid
standards.
E
It's
basically
that
gutter
and
but
we
do
recognize
that
designers
may
consider
a
one
foot
gutter
pan
inside
in
some
constrained
situations,
and
so
that
is
reflected
in
the
guide.
We
push
to
provide
more
flexibility,
so
defining
some
of
those
terms.
There
there's
a
lot
of
details
like
that
in
the
guide.
Okay,.
H
Hi
there,
so
I
have
just
a
couple
questions.
The
first,
I
think,
is
pretty
quick.
This
is
sitting
outside
of
the
transportation
action
plan
at
the
moment,
but
we'll
be
put
into
it
once
it
gets
approved.
E
E
We
had
a
street
design
or
street
and
sidewalk
design
guide
guidelines.
Those
similarly
are
like
implementation
of
the
access
minneapolis
plan
and
they
weren't
there.
Neither
document
is
fully
adopted
by
the
city
council.
E
What
we're
doing
with
the
transportation
on
public
works
committee
tomorrow,
as
robin
mentioned,
is
a
receive
and
file
of
a
summary
of
of
of
the
guide,
but
it's
not
formally
adopted
because
it's
it's
at
a
level
of
implementation,
detail
beyond
kind
of
the
adopted
policy,
if
that
makes
sense,
so
this
will
stay
as
a
separate
document
from
the
transportation
action
plan.
It's
its
own
website,
there's.
Obviously,
a
lot
of
connection.
H
And
is
this?
Is
it
okay
to
share
this
publicly
now.
H
My
last
question
is
you
know:
you
showed
an
example
of
a
raised
crosswalk
with
zebra
markings
on
it.
You
know
recently
we
had
the
bryant
avenue
project
come
before
the
the
committee,
and
it
was
talked
about
about
zebra
crossings
along
the
the
trail
and
liz
had
mentioned
that
they're,
not
sure
if
they
can
do
raised
crosswalks
there,
whether
it's
because
of
water
control,
I'm
not
sure
what.
H
But
if
it's
not
a
raised
crosswalk
it,
it
can't
have
zebra
crossing
according
to
city
policy,
and
I
was
wondering
if
this
addresses
this,
because
basically
that
condemns
26th
avenue
north
from
ever
having
any
better
protection
at
intersections.
H
It
affects
the
grand
rounds
around
the
whole
northern
half
of
the
twin
cities
of
minneapolis
and
affects
18th
avenue
in
my
ward,
and
it
would
be
nice
to
make
improvements
to
those
intersections.
Even
though
the
chance
of
getting
raised,
crosswalks,
you
know
is
likely
on
is
highly
unlikely
in
the
next
10
15
years.
E
Yeah,
so
so
a
couple
things
here,
so
we
are,
you
know
this
street
design
guide
definitely
does
greatly
expand
the
use
of
ray's
crossings
and
they
will
be
you
know,
standard.
They
are
standard
for
protected
bike
lanes
across
quieter
streets
and
the
so
along
bryant
avenue.
You
know
what
we
would
be
trying
to
do
is
get
them
in
anywhere
that
you
have
a
quieter
street.
E
That's
crossing
the
bikeway,
but
there
are
times
when
we,
you
know
we
saw
this
at
26
avenue
north,
like
there
are
sometimes
drainage
limitations
that
make
it
hard
and
those
are.
There
are
sometimes
ways
that
we
can
get
around
those,
and
then
there
are
sometimes
legitimate
times
when
we
just
can't
make
it
work,
and
so
I
I
know
historic
I've
been
an
advocate
where
I
was
you
know
for
folks
who
were
around.
E
We
were
pushing
for
race
crossings
on
26th
avenue
north
and
we
were
like
we're
not
buying
your
what
you're
telling
us
when
you
can't
do
them,
but
there
are
legitimately
times
when
we
can't,
but
we're
really
trying
to
push
to
limit
those
when
we
can't-
and
then
I
I
think
in
in
as
we
go
in
the
future
we
are
looking
for.
This
is
an
area
where
I
mentioned
that
we're
looking
for
more
quick,
build
safety
improvements
and
I'm
we're
exploring
as
part
of
that
potential
for
raise
quicker.
E
You
know
kind
of
retrofit
versions
of
race
crossings,
we're
you
know
that
maybe
take
may
take
us
a
little
bit
longer
here
to
sort
out,
but
that's
definitely
on
our
radar
and
then
I
would
just
also
note
that
currently,
the
state
aid
standards
limit
our
ability
to
install
race
crossings
across
state
aid
streets,
so
across
busier
streets
we
can't
have
race
crossings.
That
is
something
that
I
think
we
are
interested
in.
E
When
we
talk
about,
you
know
having
a
supporting
a
design,
speed
of
25
miles
an
hour
on
our
city
state
aid
streets.
We
need
to
be
able
to
have
things
like
race
crossings
or
speed
humps,
so
that
could
be
something
that
we're
working
towards.
It
is
something
we
are
working
towards
and
then
hopefully,
in
the
future,
we'd
be
able
to
add
more
details
on
that
to
the
street
design
guide.
A
Thanks
so
much
ethan
we're
almost
getting
an
hour
into
the
meeting
so
yeah,
I,
like
your
background,
ethan
any
open
streets.
E
Yes
and
yeah,
you
see
my
house
and
it's
lake
street
we'll
all
be
together
again
having
fun.
K
Hey
everybody:
I've
been
avoiding
staying
on
video
because
I
desperately
need
a
haircut,
so
I'm
here
to
give
a
brief
overview
of
the
presentation
that
happens
to
the
transportation
public
works
committee
every
year.
K
So
this
is
just
verbal
there's,
no
screen
sharing
mandated
in
the
bicycle
advisory
committee,
bylaws
and
also
the
enabling
resolution
that
formed
our
committee
is
the
fact
that
we,
as
a
committee,
need
to
have
either
the
vice
chair
or
the
chair,
go
forward
in
front
of
the
transportation
and
public
works
committee
once
a
year
and
basically
give
give
some
sort
of
presentation
or
update
on
our
work,
so
that
will
be
happening
at
the
very
end
of
the
month.
K
It'll
be
on
march
31st
at
it's
a
wednesday
at
1
30
in
the
afternoon.
If
that
is
an
accessible
time
for
you,
you're
all
encouraged
and
welcome
to
attend.
I
will
be
giving
the
presentation
this
year
in
collaboration
with
abigail
johnson,
who
is
the
chair
of
the
pedestrian
advisory
committee.
K
The
bac
and
pac
both
used
to
give
separate
presentations
and
in
recent
years
have
done
our
presentations
together
because
we
have
a
lot
of
alignment
in
the
way
that
we
think
about
the
world,
and
it
is
a,
I
think,
a
much
stronger
presentation
when
we
come
together
jointly
and
say
you
know
here
are
the
things
that
matter
to
us:
here's
what
our
hopes
and
dreams
are
for
the
future
of
minneapolis
so
and
when
we,
when
we
met
in
person,
we
would
often
go
out
for
like
lunch
or
something
afterward
to
celebrate
and
talk
about
how
it
went.
K
Obviously,
we
won't
be
doing
that
this
year,
because
it's
a
few
short
weeks
from
now,
but
I
think
it's
a
really
great
opportunity
to
not
just
share
with
members
of
the
council
what
we
are
thinking
about
within
our
work
but
also
to
to
you
know
we
don't,
as
a
group,
get
a
lot
of
face
time
with
council
directly,
and
so
it's
really
great
and
folks
do
notice.
K
How
many
of
our
committee
members
show
up
in
these
in
to
the
to
the
conversation,
and
obviously
it
won't
have
the
the
same
impact
as
when
we
were
all
meeting
in
person
and
would
show
up
in
council
chambers,
but
so
that's
sort
of
the
logistics
of
what
will
be
happening
on
march
31st,
and
then
I
kind
of
wanted
to
give
folks
just
a
super
super
high
level
overview
of
how
the
presentation
is
taking
shape
thus
far
so
abigail
and
I
have
had
a
number
of
conversations
and
then
also
met
with
matthew
as
staff
chris
as
staff
to
kind
of
talk
about
what
do
we
need
to
cover?
K
What
is
the
theme
of
the
presentation
this
year?
How
do
we
want
to
talk
about
again?
Not
only
what
have
we
done
in
the
past
year,
but
also
what
our
hopes
and
dreams
for
moving
forward,
and
so
the
presentation
has
sort
of
as
it's
coming
to
shape.
K
Right
now
has
a
high
level
theme
which
we're
still
working
on
narrowing,
but
the
theme
is
sort
of
emerging
that
what
we
think
we
want
to
be
communicating
to
council
is
that
it
is
past
time
for
us
to
take
some
really
bold
and
visionary
action.
We've
done
a
lot
of
planning
the
last
number
of
years.
As
as
a
city
we
passed
the
comp
plan,
we
passed
the
climate
emergency,
we
did
the
transportation
action
plan.
K
We
have
all
these
really
great
policies
and
plans
in
place,
and
now
it's
really
time
to
be
implementing
those
and
doing
that
quickly.
K
So
that's
sort
of
the
high
level
theme
of
the
presentation
and
the
different
sections
we
there's
going
to
be
some
highlights
of
looking
at
highlighting
some
of
the
specific
resolutions
that
we
passed
in
the
last
year
talking
a
little
bit
about.
How
did
our
committees
continue
to
operate
even
with
the
switch
to
covet
and
online
last
year?
K
Other
committee
milestones,
one
of
the
things
we're
exploring
looking
at
is
like
a
a
case
study
of
a
specific
project
and
maybe
missed
opportunities
for
that
project,
and
then
talking
about
some
of
the
sort
of
transformative
change
that
we
think
needs
to
be
happening
at
a
city
level
based
in
a
lot
of
the
resolutions
that
the
pedestrian
and
bicycle
advisory
committees
have
passed,
not
just
in
the
last
year,
but
in
the
last
number
of
years.
K
So
I
just
wanted
to
give
you
all
kind
of
a
brief,
like
that
high
level
overview
and
open
it
up
to
questions
about
either
those
themes
in
the
presentation
any
of
the
logistics.
Any
other
comments
I'll
be
working
with
abigail
to
to
finalize
like
specific,
slides
and
presentation
over
the
next
couple
weeks,
but
really
wanted
to
kind
of.
Let
folks
know
high
level.
Some
of
the
things
that
we
are
are
ideating
on
right
now,
janice.
G
Okay,
so
I
just
wanted,
like
you
said
specifics,
so
if
you
refer
to
it,
sounds
like
this
is
going
to
be
a
zoom
meeting,
as
opposed
to
in
person.
Is
that
true.
K
G
K
The
link
the
limbs
link
for
the
meeting
is
not
up
yet.
I
did
check
it
right
before
this
meeting,
so
they
have
this
it's
on
the
calendar,
but
there's
no
link.
My
guess
is
that
what
will
end
up
happening
is
that
matthew
will
get
abigail
and
I
added
as
as
attendees
and
then
other
folks
will
probably
have
to
call
in
using
the
public
number
if
you
want
to
attend.
But
I
am
not
sure
on
that,
because
I
haven't
seen
the
link
yet
matthew
jump
in
actually.
J
Yep
yep
and
I'll
send
that
email
and
and
everything,
but
the
you
will
be
able
to
to
see
it
like
a
full
presentation
like
this.
So
it
won't
be
a
call
in
it
won't
be
a
phone
number
it'll,
be
a
link,
so
you'll
be
able
to
view
the
presentation
just
like
you're
viewing
here
today.
So
yeah.
K
J
J
Plus
a
piece,
my
part
of
it
will
be
to
kind
of
like
provide
a
little
bit
of
context
of
the
past
year
and
everything
that
we've
dealt
with.
And
you
know
the
shift
to
remote
and
and
just
you
know
how
all
of
that
has
gone
and
then
also
just
honoring
members
who
have
left
so
we'll
do
that
as
well.
K
Thanks
matthew,
any
other
comments
or
questions
right
now,
you
all
have
my
email
and
my
phone
number.
So
if
there
are,
if
you
end
up
with
other
questions,
dan
feel
free
to
jump
in.
H
Yeah
hi
there,
so
I've
got
to
open
the
bike,
advisory
committee,
2020,
cip
recommendations
and
I'm
assuming
what
you'll
present
is
something
you
know
either
similar
to
this
or
revising
parts
of
this
document.
K
Yeah
no,
so
I
think
that
is
for
the
next
item
on
the
agenda
discussion
on
the
cip
process
for
this
year,
so
we
don't
have
like
a
completed
powerpoint
deck
for
the
tnpw
presentation.
K
Yet
I
wanted
to
check
in
with
the
group
and
kind
of
give
you
some
of
that
big
picture
framing
before
we
got
to
a
point
where,
where
things
were
totally
final,
so
folks
had
questions,
or
you
know,
suggestions
about
what
they
would
hope
to
see
in
the
presentation
that
you
all
had
an
opportunity
to
weigh
in
on
that.
So.
A
Well,
thanks
so
much
melissa
and
it's
great
that
we
do
it
with
the
pac.
I
did
not
know
that
so
the
only
few
times
like
I've
gone
to
a
couple
bac
meetings
in
the
past,
but
it
was
like
in
2012,
and
I
think
that
was
when
there
was
it
was
like
just
bpac.
A
It
was
pedestrians
and
queen
as
well.
So
I
don't
know
what
those
names
cool
so
chris
is
up
next
on
the
cip
resolution,
prep.
K
J
K
I
just
didn't
catch.
What
was
the
date
of
that
presentation
so
that
I
can
just
put
it
in
the
notes
yeah,
it's
wednesday
march
31st
currently
scheduled
for
1,
30
p.m,
and
folks
can
also
double
check
that
on
limbs-
and
I'm
sure,
like
like
janet
said,
matthew
usually
sends
out
a
reminder
a
couple
days
beforehand
and
like
this
meeting,
it
will
be
recorded
and
you
can
watch
it
on
youtube
afterward
if
you
miss
it
live
perfect.
Thank.
C
You,
okay
cool
thanks
alyssa,
so
I'm
gonna
jump
into
the
cip
recommendations
section
of
this
and
just
give
a
little
bit
of
background
and
then
really.
This
is
just
meant
to
be
a
brainstorming
session
or
the
brainstorming
session
to
figure
out
what
you
all
want
to
highlight
and
and
put
in
here.
C
C
I
was
sent
out
on
the
agenda
and
just
for
the
sake
of
time
I
just
kind
of
want
to
start
to
dig
in
here,
but
essentially
last
year
we
sort
of
switched
to
gears
a
little
bit
from
how
things
had
previously
been
done
and
and
kind
of
took
a
higher
level.
C
Look
at
a
lot
of
this
and
focused
really
more
on
funding
buckets.
So,
as
you
can
see
in
here,
if
you
get
to
kind
of
the
meat
of
this
resolution,
create
and
propose
a
20,
a
capital
budget
request
to
fund
neighborhood
greenways,
so
really
talking
about
creating
a
program
here,
as
opposed
to
specifically
calling
out
like
a
section
of
bikeway
that
you
all
wanted
built
or
something
like
that.
C
It
was
more
about
establishing
a
fund
like
this
I'll
just
say
that
the
the
fund
this
this
was
not
added
to
the
cip
last
year
and
neighborhood
greenways
were
included
in
our
transportation
action
plan
in
a
big
way.
So
I
think
it
makes
a
lot
of
sense
personally
just
to
to
keep
that
one
in.
If
that's
something
you
all
still
want
to
prioritize,
creating
and
proposing
a
capital
budget
request
to
fund
transit
improvements.
C
That
also
is
is
not
in
the
cip
that
was
passed
most
recently
create
and
propose
a
capital
budget
request
to
fund
evaluation-based
spot
improvements
in
infrastructure,
adjunct
adjustments
to
remedy
gaps
in
recent
capital
projects.
C
So
I
I
think
this
was
and
if
anyone
wants
to
add
context
to
this,
I
think
this
was
about
like
I
think
there
was
some
frustration
expressed
of
sometimes
projects
don't
seem
to
be
built,
as
they
were
kind
of
brought
forward
to
this
committee,
or
it
seems
like
maybe
they
were
built
slightly
like
wrong
for
whatever
purpose
was
it
originally
intended
and
so
being
able
to
to
evaluate
recently
built
infrastructure
and
go
back
and
correct
those
things
if
possible.
So
that
was
another
thing
you
all
highlighted.
C
Increasing
funding
amounts
for
some
of
our
existing
funding
programs,
so
listed
off
safe
routes
to
school,
our
defective
hazardous
sidewalks,
sidewalk
gaps,
pedestrian
street
lighting
corridors,
pedestrian
safety
program
and
protected
bikeways.
C
So
that's
something
that
you
all
could
include
in
here
some
some
of
these
have
I
I
believe
some
of
these
were
increased
actually
partially.
Due
to
like
this
resolution
and
your
advocacy
last
year,
I
I
want
to
say
I
know
for
sure
matthew,
maybe
jump
in
if
you
know
I
know
the
ped
safety
program,
I
believe,
was
bumped
up,
I'm
not
as
familiar
with
some
of
the
other
programs,
but.
C
And
then
one
other
thing
just
kind
of
a
hint
from
our
our
cip
team
is
we
we
also,
obviously,
with
the
passing
of
the
transportation
action
plan,
have
kind
of
a
new
network
that
we
propose
to
build
in
10
years
in
all
ages
and
abilities
network,
and
so
it
might
be
something
to
include
that
for,
like
protected
bikeways
and
all
ages
and
abilities
network
making
sure
that
we're
funding
that,
in
an
appropriate
way
to
be
able
to
complete
that
within
10
years
for
the
next
five
years
only
implement
reconstruction
projects
that
include
a
design
that
represent
significant
improvements
for
walking
biking,
walking,
rolling
biking
and
transit
use.
C
So
that's
that's
where
we're
at
from
from
last
year,
I
would
probably
recommend
kind
of
using
this
format
and
and
just
adjusting
like
what
still
feels
right
or
what
you
want
to
cut
out
of
here
and
what
you
want
to
prioritize
so
that
that's
primarily
how
I
was
thinking
of
going
through
this
this
session
today
is
people
just
kind
of
speaking
up
and
if
you
like,
a
certain
part
of
this
or
if
you
think,
there's
too
much
or
too
little
about
about
a
certain
area,
then
now
is
the
time
to
kind
of
make
that
known
and
then
ultimately,
at
next
month's
full
meeting.
C
We
would
be
ideally
voting
on
a
resolution
as
a
as
a
group
and
and
passing
that
alyssa.
So
you've
got
a
question
or
a
comment.
K
Mute
it
again,
I
was
just
gonna,
say
just
to
ground
for
folks.
So
this
this
is
a
continuation
of
the
discussion.
We
started
with
mike
samuelson
at
the
last
five
e's
meeting,
where
he
did
sort
of
an
overview
of
what
is
the
budget
process.
K
This
is
like,
where
the
bicycle
advisory
committee
weighs
in
on
what
we
think
public
works
should
propose
as
part
of
the
capital
budget
process
before
that
ends
up
going
to
the
capitol
long-range
improvements
committee
and
the
mayor
and
the
council
and
stuff.
So
it
sounds
like
this
is
our
sort
of
working
touch
point
between
that
initial
conversation
with
mike
and
then
he's
still
coming
back
to
a
future
meeting,
or
is
that
not
true?
He
had
mentioned?
He
was
gonna.
He
was
planning
on
returning.
C
Yeah,
so
so,
when
he'll
come
back
and
the
process
is
after,
this
resolution
would
likely
be
passed
and
more
of
kind
of
a
report
back
of
what
they
what
and
why
they
took
or
didn't
take
from
the
resolution.
C
That
said,
if
there's
any
questions
that
like
for
him
or
anything,
you
kind
of
want
to
feedback
on
I
I
can
definitely
be
the
intermediary
and
take
questions
from
today
or,
if
there's
like,
for
some
reason,
you
think
there's
a
need
to
have
him
like
in
the
room
as
we're
passing
the
resolution
to
like
clarify
stuff
at
the
next
full
meeting.
C
I
I
can
definitely
talk
to
him
and-
and
I
would
think
he'd
be
open
to
that
as
well,
but
likely
he
would
be
coming
back
to
this
subcommittee
to
kind
of
talk
through
everything
at
next
month's
subcommittee
and
thanks
for
that
context.
Alyssa
dan.
H
Yes,
this
is
going
to
be
a
little
free-flowing,
but
I'll
try
here.
So
your
line
item
that
says
increase
proposed
funding
amounts
for
pedestrian
bicycle
safety,
bikes,
bicycle
specific
capital
programs,
including
safe
routes
to
school,
etc.
H
Considering
complete
streets
improvements
to
asphalt,
repaving
projects
and
parkway
repaving
projects,
I'll
tell
you
why
I'm
I
don't.
I
don't
know
the
exact
language
of
this,
as
you
know,
or
may
not
know,
theater
worth
parkway
was
repaved
last
year,
it's
a
a
rare
occasion.
That
happens.
H
I
don't
know
it's
probably
over
20
years,
so
it's
the
last
time
anybody's
going
to
look
at
it
for
another
long
period
of
time,
and
I
had
talked
with
the
project
manager
in
the
parks
about
the
possibility
of
enhancing
basically
the
26th
avenue
intersection.
H
So
you
had
a
pedestrian
crossing
sign
and
perhaps
some
zebra
crossing
and
receive
the
standard
reasons
why
we
don't
do
that
and
we'll
take
it
under
consideration.,
but
the
reality
of
it
is
is
that
theater
with
parkway
there's
four
intersections
there,
that
you
could
also
include
plymouth,
which
is
going
through
a
reconstruction
this
year
down
there
to
get
to
theater
worth
park,
mcnair,
26th
and
29th?
H
And
it's
it's
astounding
it's.
I
will
just
tell
you
it's
astounding
and
I
just
think
that
there's
no
way
to
really
get
at
projects
that
are
going
on
now
that
they're,
basically
putting
a
new
coat
of
of
asphalt
down
and
not
thinking
anything
about
how
you
get
across
these
streets
or
through
them.
And
so
that's
my
comment.
I
don't
know
where
to
take
it
from
there.
H
Well,
I'm
thinking
about
programs
that
have
typically
not
gone
before
the
bac
or
the
pac
and
the
two
big
ones
that
I
think
of
are
asphalt,
repaving
and
and
the
parkway
repaving.
These
are
set
amounts
that
you
know
go
for
street
repair,
but
there's
just
no
con.
I
don't
think
there's
a
whole
lot
of
consideration
given
to
complete
streets,
and
I
don't
think
there
will
be
unless
there's
some
kind
of
understanding
that
they
should
pass
these
projects
through
a
few
different
eyes.
C
C
H
Format,
rather
than
to
just
basically
redo
what
was
there.
C
Yeah
so
a
couple
one
thing:
I'm
I'm
not
quite
sure
if
the
cip,
if
I'm
understanding
correctly,
I'm
not
quite
sure
if
the
cip
is
necessarily
the
right
place
for
that,
because
the
cip
doesn't
necessarily
say
exactly
like
what
a
street
would
look
like
for
a
program
like
that.
If
you,
if
you
want
to
say
like
use
more
or
less
of
that.
H
It's
it's
a
program
there.
There
are
two
programs
that
are
funded
every
year
and
they
come
before
click,
and
I'm
just
saying
that
within
those
programs
there
should
be
a
review
point
that
maybe
you
know
we
can
discuss
some
possibilities
of
some
improvements
that
involve
pedestrians
and
bicyclists.
H
J
H
I
think
it's
for
the
programs
themselves
that
just
typically
we
we
don't
have
any
review
of
and
there's
no
way
to
basically
communicate
change,
communicate
change.
That's
about
the
transportation
action
plan.
It's.
H
And
I
you
know
some
of
those
changes
are
pretty
simple
and
pretty
easy
and
you're
not
talking
about
a
lot
of
money
when
you're
talking
about
putting
up
a
sign
and
you
know
being
able
to
add
a
few
enhancements,
like
I
experienced
this
summer
with
theater
worth
parkway,
you
know,
I
just
think,
there's
some
there's
just
no
way
to
get
these
types
of
spot
improvements
that
getting
attraction.
I
think
asphalt.
H
Repaving
happens
every
year
and
there's
a
set
amount,
that's
given
to
it
and
they
go
after
certain
streets
and
the
same
with
the
park.
Ways
and
it'd
be
a
great
vehicle
to.
C
Cool
thanks,
I
added
some
language
about
basically
adding
flexibility
to
those
programs
to
be
able
to
do
some
of
the
kind
of
spot
treatments
and
stuff.
So
thanks,
phillip,
I
see
you've
got
a
hand
raised.
F
Yeah,
you
know
my
comment
is:
is
sort
of
a
sort
of
neighborhood
input,
cip
process
along
the
line
that
dan
was
saying
and
I'm
thinking
of
how
it's
really
common
for
neighbors
the
first
time
they
hear
about
a
a
million
overlay
in
front
of
their
street,
which
of
course,
they're
going
to
get
assessed
for
the
first
they
hear
of
it.
Is
it's
going
to
happen
and
I've
seen
it
in
in
ward,
2
and
I've
also
seen
park
improvements
where
yeah
sort
of
simple
things
are
are
missed.
F
I
mean
in
just
think
about
my
house,
you
know
bicycles
and
walkers
many
more
than
cars.
You
know
coming
up
38th
avenue
and
you
know
the
repaving.
There
was
no
attention
given
to
the
cars
as
they
come
out
of
the
tunnel
and
they
drop
into
the
street.
There
was
just
no
safety
elements
there
or
the
park
that
failed
to
put
a
a
sidewalk
connecting
dorman
to
seabury,
which
is
a
a
very
you
know.
F
F
You
know
process
for
capital
improvements
it
it.
It
doesn't
touch
base
with
and
I'm
thinking
of
neighbor
associations,
because
they're
in
the
you
know
they
sort
of
they're
closest
to
the
customer,
and
we
rarely
have
neighborhood
groups
are
just
not
aware
of
the
one
to
five
to
ten
year
rolling
plan
for
mill
and
overlay
and
simple
opportunities
there.
So
it's
kind
of
a
rambly.
C
Around
the
cip
process,
I
think
that's
something
that
we
can
definitely
kind
of
relay
on
to
our
cip
team
and
and
and
possibly
including
here.
I
I
will
point
out
one
thing
specifically
about
neighborhood
groups.
The
city
has
released
some
stuff
of
kind
of
digging
into
neighborhood
groups
and
who
neighborhood
groups
represent,
and
I'll
just
say,
like
simply
only
adding
neighborhood
groups.
C
As
a
point
of
contact
in
here,
I
think,
probably
wouldn't
be
the
direction
that
the
city
would
go
just
because
we
know
those
groups
are
more
likely
to
represent
homeowners,
white
white
people.
I
I'm
not
sure
some
other
kind
of
disproportionate
representation.
But
that
said,
I
think
like
something
about
like
just
general
public
engagement
and
like
transparency
may
be
a
piece
of.
C
Of
something
to
kind
of
add,
I
saw
a
hand
from
alyssa
and
and
bree
go
up.
K
Yeah,
I
was,
I
was
just
gonna
say,
I'm
reminded
of
the
conversation
that
happened
at
the
capitol
long
range
improvements
committee
last
year,
wherein
the
committee
encouraged
the
city
to
explore
like
elements
of
participatory
budgeting,
and
so
we
could
potentially
look
at
that
recommendation
for
some
guidance
for
a
comment.
If
that's
the
direction,
we
want
to
go
as
far
as
public
input
and
then
yeah.
I
definitely
agree
chris
with
what
you're
saying
around
you
know:
neighborhood
groups.
K
I
think
engagement
for
engagement's
sake
when
the
city
has
so
many
very
clear
policies
about
the
direction
we
need
to
go.
You
know
you
don't
want
to
be
doing
engagement
where
you
have
a
foregone
conclusion.
K
You
want
to
be
engaging
people
at
a
point
in
the
process
where
there
is
possibility
to
influence
things,
because
that
is
so
much
about
why
people
get
frustrated
with
public
participation
processes
as
they
are,
is
sort
of
the
engagement
happens
too
late,
and
so
I
think
that
participatory
budgeting
process
is
early
enough
in
the
process
that
you
are
engaging
people
at
a
point
that
they
would
be
able
to
have
an
impact
if
we
did
participatory
budgeting.
As
a
city.
A
Yeah,
I
would
like
to
add
to
defund
the
mpd
I
feel
like
just
reading
over
the
bac
resolution.
It's
like
nitpicking,
you
know,
I
mean
substantial
amounts
of
money
but
like
compared
with
what
the
city
is
currently
prioritizing.
A
I
feel
like
we
shouldn't
have
to
be
going
diving
streets,
which
everyone
uses,
because
we
have
an
inflated
budget
for
a
police
department
yeah.
That's
my
two
cents.
C
And
also
like,
if
there's
any
reactions
to
that
one
or
the
participatory
budgeting,
one
like
I,
I
feel
like
it
would
in
a
non-virtual
room,
it
might
be
a
little
more
a
little
more
discussion
oriented,
but
I
do
want
to
encourage
that
like
like
this
is
a
brainstorm
so
like
I
want
to
put
everything
out,
but
also,
ultimately,
the
bac
will
need
to
vote
on
these.
So
here,
if
people
have
certain
responses
to
any
of
these
options,.
J
I'd
be
interested
to
talk
through
a
little
bit
more
about
the
defund
mpd
and
whether
whether
you
all
the
group
wants
to
have
have
that
in
there,
and
I
guess
part
of
the
reason
I
say
that
take
away
the
you
know
the
specific
statement:
defund
the
mpd
and
just
for
a
second.
If
that's
okay,
but
you
know
public
works
like
we,
we
have
no
control
outside
of
you
know
the
capital,
like
the
capital
side
of
the
budget.
J
I
guess
in
this
context-
and
I
guess
what
I'm
I
know,
there's
a
lot
of
conversation
around
defund
mpd,
but
I
guess
I
want
to.
I
just
want
to
talk
through
that.
We
don't
have
control
over
that
through
the
cip
process,
and
so
I'm
curious.
K
I'm
just
going
to
jump
in
with
some
information,
so
I
think
the
capital
improvements
process
right
is
like
it
is
about
the
20
of
the
budget,
that
is
capital,
and
so,
if
we're
going
to
comment
on,
if
something
is
going
within
our
comment
on
cip,
it
probably
you
know
thinking
about
who
the
audience
for
this
comment
is.
I
think
it
does
have
to
be
capital
related.
I
would
that
said.
I
think
that
there
are
lots
of
like
there
are
capital
expenses.
K
One
of
the
proposed
cbrs
last
year
was
for
constructing
a
new
police
station,
which
was
several
million
dollars.
I
can't
remember
the
number
off
the
top
of
my
head,
so
thinking
about
you
know
if
we
are
going
to
comment
on
that
within
the
cip
that
it's
appropriate
to
keep
that
to
the
capital
expenses,
because
this
is
not
a
budget-wide
comment
and
also
we
have
made
comments
on
the
entire
operations
of
city
budget
before
and
definitely
would
anticipate
us
doing
that
again.
K
You
know
last
year
I
think
the
process
was
the
whole
budget
process
was
super
wonky
and
on
strange
time,
frames
and
sort
of
didn't
go
anywhere
for
a
long
time
and
then
was
very,
very
smashed
together
because
of
kovit
and
all
the
restrictions
from
the
clerk's
office
so
would
definitely
want
to
see
whatever
opinions
we
have
about
the
operation
side
of
the
budget
passed
in
a
resolution
about
the
entire
budget,
so
that
I
think
that's
just
some
information
about
the
distinctions
between
where
we're
at
in
the
budget
process
as
far
as
capital.
K
A
A
It's
been
so
long.
I
don't
even
remember
what
it's
called
a
master
of
public
affairs,
and
I
was
really
lucky
enough
to
study
abroad
in
china
and
in
the
netherlands,
and
it
was
just
really
they're
very
different
cultures
and
countries.
However,
it
never
seemed
like
money
was
an
issue
ever
and
I'm
just
like.
Oh
my
gosh,
we
could
live
in
a
world
where,
like
you,
wouldn't
have
to
worry
about
money
for
transportation
like
it
was
like.
Oh,
we
need
to
do
that
to
save
lives.
A
Okay,
we'll
do
that
or
we
need
this
to
like
make
our
city
better
and
yeah.
I
think
to
kind
of
keep
that
in
mind
to
see
a
budget
that
actually
reflects
our
city's
values
in
a
more
community-based
way.
J
I'll
just
say
as
a
follow-up,
I
appreciate
the
context
around
that
and
and
think
it
makes
sense
to
add
that
language
you
know
in
the
in
the
context
part
of
a
resolution
and
then
also
thinking
about
you
know,
capital
versus
the
city's
overall
budget.
That
makes
sense.
So
thank
you.
D
All
right,
sorry,
sorry,
I
was
muted,
so
one
thread
that
might
tie
some
of
the
last
several
comments
together
might
be
to
say
that
what
we
really
want
is
for
the
council
to
fund
the
transportation
action
plan,
because
the
plan,
I
think,
does
a
great
job
of
laying
out
some
of
the
improvements
that
could
be
made
over
the
next
decade.
D
And
it's
it's
already
been
adopted,
and
so
you
know
to
fund
that
I
think,
is
a
logical
next
step
and
I
think
that
is
also
in
line
with
the
way
alyssa
summarized
the
you
know
year-end
report
to
say
it's
time
for
the
city
to
take
some
bold
steps
forward.
So
that'd
be
maybe
one
way
to
to
sort
of
describe
the
funding
request
that
we
have
in
mind.
C
Thanks,
I
I
appreciate
that,
and
I
do
just
want
to
let
people
know
like
we've
already.
Our
staff
have
already
been
kind
of
combing
through
the
transportation
action
plan,
since
it
was
unconstrained,
fiscally
they've
gone
through
and
like
have
an
idea
of
what
those
different
things
mean.
So
I
just
want
to
back
up
that.
I
think
a
broad
thing
like
this
will
make
sense
to
the
folks
who
are
actually
working
on
the
cip,
because
they've
done
some
of
the
digging
into
like
the
more
specifics
of
what
a
broad
statement
like
that
would
mean.
C
I
I
I
would
say
say
it
as
like
a
broad
if
I
was
going
to
do
it,
I
would
say
say
it
is
a
bronze
statement,
say,
say:
first
say:
fund
the
transportation
action
plan
and
you
could
say
something
about
like
the
capital
piece
of
that.
But
then
I
would
also
personally
specifically
call
out
like
ensure
that
there's
enough
funding
to
to
build
out
the
aaa
the
all
ages
and
abilities
network
within
10
years
and
ensure
there's
enough
funding
to
build
the
neighborhood
greenways
that
are
proposed
within
10
years.
D
C
Yeah,
sorry,
I'm
immune
to
myself.
Yes,
I
will
do
that
right
now
and.
D
Sure,
while
you're
typing,
I
just
wanted
to
say,
I
really
appreciated
bri
your
international
context
and
and
that
sense
that,
where
there's
a
will
there's
a
way
and
and
when
the
political
will
is
there
to
make
streets
safer,
you
know
it's
feasible,
it
can
happen.
C
So
I
do
want
to
take
just
a
couple
minutes
and
I
know
we
have
one
more
item
and
I
don't
want
to
push
us
too
far
over,
but
this
is
kind
of
the
the
last
thing
before
resolution
for
this.
So
I
I'm
wondering
if
anyone
has
any
strong
feelings
about
like
if
there's
anything
in
this
top
part
from
last
year
that
that
people
feel
strongly
about
removing
or
if
you
all
think,
like
keeping
anything.
Basically
that
wasn't
accepted
in
the
cip
last
year.
K
Chris,
this
is
alyssa.
I
don't
have
feedback
on
that.
I
would
defer
to
the
the
committee
chairs,
but
I
will
let
the
committee
chairs
know
that
as
the
primary
drafter
of
this
last
year,
I
would
be
happy
to
do
the
digging
into
the
numbers
if
we
need
updated
numbers
on
the
2020
one
through
2026
cbrs
and
what
happened
there.
So,
if
folks
need
that,
let
me
know.
B
B
H
Yeah,
this
is
just
something
to
check.
Maybe
alyssa
can
help
me
with
this,
but
I
think
what
you're
going
to
be
looking
for
is
the
instead
of
the
2021-2025
numbers
in
there.
I
think
they're
2022
to
2028
that
has
gone
to
a
six
year
system
instead
of
the
or
is
it
five
years
melissa
or
alyssa.
K
It's
six
years,
but
I
think
that's,
twenty
two,
three,
four,
five,
six
seven!
So
it's
a
2022
to
2027.
yeah
cycle.
C
Cool
all
right,
I
think
that
we're
in
a
good
place
for
this
I'll
coordinate
some
of
the
kind
of
cleaning
up
and
thanks
again
alyssa
for
offering
some
of
that
and
just
do
some
other
coordination
with
the
exec
team
and
and
figure
out
exactly
how
everything
will
work
at
the
full
committee.
A
Awesome
so
we
have
four
minutes
to
be
on
time.
The
next
thing
up
is
what
robin
mentioned
in
the
full
meeting
about
perkins
minimums
and
travel
domain
management,
so
go
for
it
robin.
I
Okay,
so
I
actually
have
joe
bernard
here
from
cped
with
me,
and
I
think
we
could
maybe
try
to
breeze
through
his
presentation
about
as
quickly
as
we
as
we
can
not
necessarily
with
the
intent
of
finishing
the
discussion
today,
but
just
starting
it.
And
then
we
can
talk
more
at
the
next
meeting.
A
Sounds
good
and
if
anyone
needs
to
leave
at
you
know,
5
30,
that
is
fine.
Cadence
is
being
really
great
in
taking
notes,
and
we
have
the
presentation,
I
think
as
well.
L
Joe
hi,
everyone
thanks
for
having
me,
I
think,
the
last
time
we
spoke.
I
brought
this
item
back
in
september
and
you
all
offered
some
really
useful
comments
at
this
point
were
scheduled
to
hopefully
bring
this
item
forward
to
the
planning
commission
for
a
public
hearing
on
march
22nd,
there's
a
decent
chance
that
that
gets
delayed
a
cycle,
but
that's
what
we're
shooting
for
and
then
the
city
council
would
consider
this
at
the
end
of
april.
L
L
The
the
changes
are
really
intended
to
implement
some
specific
policies
that
are
called
out
in
minneapolis
2040
and
in
the
transportation
action
plan.
Like
robin
said,
I'm
going
to
breeze
through
this
today
and
try
and
focus
on
a
couple
of
things
that
maybe
you
this
group
is
more
interested
in,
but
I
think
there's
at
least
one
or
two
folks
on
the
committee
that
are
going
to
attend
the
meeting
this
thursday,
where
we're
going
to
go
into
much
greater
detail
on
this
information
and
I'm
sure
they
they
can
report
back.
L
At
that
time,
so
the
the
biggest
and
simplest
change
that
we're
proposing
is
that
parking
will
no
longer
be
required
of
any
use
in
the
city.
Of
course,
uses
will
still
provide
parking,
but
we're
not
going
to
require
it
anymore,
and
the
reason
for
that
is
we
want
to
reduce.
L
The
biggest
change
here
to
look
out
for
is
that
we
currently
have
a
maximum
for
residential
uses,
only
downtown
of
one
and
a
half
spaces
per
dwelling
unit.
That
requirement
will
now
be
applied
in
more
spaces
or
more
places
throughout
the
city,
and
then
there
will
be
a
maximum
of
two
spaces
per
dwelling
unit
allowed
in
in
all
areas
outside
of
downtown
and
our
transit
supportive
locations.
L
L
We'll
also
be
limiting
surface
parking
throughout
the
city.
You
no
longer
can
just
have
as
much
as
you
want.
In
addition
to
the
maximums
we're
instituting
electric
vehicle
charging
is
going
to
be
a
requirement
of
parking
spaces
in
the
future.
At
least
10
percent
of
spaces
most
uses
throughout
the
city
will
require
10
of
the
spaces
to
have
ev
charging
stations
installed
and
will
have
a
standard
for
ev
readiness
as
well
for
most
other
spaces
in
development.
L
As
far
as
bicycle
parking
and
facilities
are
concerned,
we're
looking
at
increasing
some
of
those
some
of
them
significantly
residential
requirement
today
is
to
have
one
space
for
every
two
dwelling
units
in
a
development
and
with
the
exception
of
there's
the
around
the
university
area,
there's
a
special
zoning
district
that
requires
you
to
have
one
bike
parking
space
for
every
bedroom
in
your
development
that
one
per
bedroom
requirement
near
the
university
is
not
changing.
However,
we
are
increasing
the
residential
bike
parking
requirement
to
one
space
per
one
dwelling
unit.
L
Currently
we
have
bike
parking
requirements
for
a
fair
number
of
commercial
uses,
but
not
all
of
them
we'll
be
expanding.
Our
bike
parking
requirements
to
all
commercial
uses
and
a
number
of
other
uses
in
the
zoning
code,
as
well,
so
to
open
a
business
in
minneapolis
you're
more
than
likely
going
to
after
this
amendment
need
to
supply
at
least
three
temporary,
or,
I
should
say,
short-term
parking
spaces
out
front.
L
The
biggest
change
that's
coming
forward
here
in
this
regard
is
we
have
bicycle
parking
shower
and
locker
facilities
currently
downtown
four
buildings
of
500
000
square
feet
or
greater.
L
Our
proposal
at
this
point
is
that
we
would
require
the
bike
parking
shower
and
locker
facilities
city-wide
on
projects
greater
than
200
000
square
feet.
L
Now,
that's
in
addition
to,
we
still
will
require
bike
parking
for
smaller
businesses,
but
these
are
unique
circumstances
where
the
facilities
would
be
really
high
quality
and
we'll
require
those
at
a
higher
rate.
So
just
to
give
a
sense
of
what
that
change
looks
like
currently
for
a
500
000
square
foot,
building,
which
is
huge.
We
haven't
had
more
than
a
half
dozen
of
those
built
in
the
city
in
the
last
20
years.
L
L
So
to
give
you
a
sense
of
what
size
building
that
is.
That's
like
the
the
gateway
building
under
construction
at
nicolette
in
washington
right
now
is
over
500
000
square
feet,
so
they
would
have
a
requirement
similar
to
this.
Oh,
I
have
an
example
in
here.
City's
public
service
building
current
standard
in
this
size,
building,
25
spaces
proposed
standard
would
be
189.
L
L
L
The
other
major
change
here
to
our
ordinances
in
the
travel
demand
management
section.
Currently,
our
travel
demand
management
ordinance
is
not
very
specific
and
it
applies
to
very
few
developments
by
ordinance.
It
only
applies
to
non-residential
development
over
a
hundred
thousand
square
feet
and
we
do
have
public
works
staff
and
planning
staff.
L
I'm
sorry
if
this
is
kind
of
inside
baseball,
but
I
I
think
this
is
important
to
understand
some
some
of
these
details
before
we
talk
about
what
it
looks
like
on
the
ground.
L
L
We
are
considering
adding
more
things,
changing
the
points
that
you're
awarded,
but
to
give
a
few
examples
here.
Well
I'll,
just
read
down
through
these.
The
intent
here
is
to
ask
developers
to
do
items
that
will
have
the
most
direct
impact
on
achieving
greenhouse
gas
emission
reductions
and
getting
people
out
of
their
cars.
So
the
top
two
things
we're
trying
to
incentivize
here
are
developments
that
promise
and
deliver
a
transit
fare
subsidy
and
developments
that
provide
zero
parking.
L
If
developments
aren't
able
to
deliver
that
they're
going
to
have
to
do
a
higher
number
of
other
elements
from
this
list
to
comply
with
our
ordinance,
so
those
other
things
are
providing
limited
park
parking
doing
pedestrian
realm
improvements,
increasing
the
number
of
shower
locker
and
long-term
bikes.
Bicycle
storage
that
you
beyond
what
you're
required.
Otherwise,
in
the
ordinance
we're
hoping
to
really
encourage
people
to
do
some.
L
Curbside
curbside
demand
solution,
improvements
so
on
street
pickup
and
drop-off
for
for
some
uses
and
allowing
for
deliveries
in
in
some
cases,
curbside
valet
parking
is
always
something
that's
been
encouraged
in
our
tdm
plans
as
well,
for
some
of
our
busier
uses
in
particular,
downtown
we're
going
to
continue
to
incentivize
shared
vehicles,
maintenance
agreements
and
the
posting
of
real-time
transit
info,
and
we're
also
just
allowing
for
some
flexibility
in
our
ordinance
by
allowing
developers
to
propose
additional
ways
to
comply.
L
These
two
projects
were
approved
within
the
last
year
or
two
and
do
not
meet
our
thresholds
for
triggering
these
requirements,
seeing
as
they're
relatively
small,
and
I'm
not
going
to
run
through
all
these
examples,
but
to
just
give
you
a
sense,
this
is
a
project
on
nikola
near
I-94
that
supplied
62
parking
spaces
and
82
bike
parking
spaces.
L
It's
not
clear
how
they
would
have
complied
with
our
proposed
ordinance,
so
they
would
have
had
to
do
something
above
and
beyond
what
they.
They
already
proposed
to
do
same
here
with
the
previous
example
of
planned
parenthood,
not
clear
how
they
would
have
met
these
requirements.
So
the
point
here
is
that
we're
raising
the
bar,
I
think,
for
development
moving
forward
to
make
sure
that
they
really
are
contributing
in
a
way
to
our
built
environment
that
helps
us
achieve
our
mode
split
goals.
L
I
I
F
Ahead,
phil
yeah
yeah
thanks.
My
question
is
about
district
parking.
My
experience
in
a
number
of
cities
around
the
state
is
that
I
guess
I
think
I've
always
seen
the
total
number
of
parking
spaces
decreased
when
a
district
parking
scheme
is
implemented.
So
the
question
is:
do
is
there
a
proposed
policy
around
district
parking
and
then
sort
of
the
follow-on
comment
is
that
it
seems
absolutely
essential
to
have
sort
of
a
sort
of
model
legal
agreement
so
that
property
owners
can
can
sell
properties
on
the
secondary
market.
F
It
feels
like
the
killer,
usually
for
a
property
owner
that
wants
to
participate
in
in
district
parking
is
that
they
don't
have
a
legally
sort
of
firm
enough
agreement.
That's
conforms
to
what
the
secondary
market
real
estate
market
will
accept,
so
is.
Is
there
in
proposed
district
parking
and
the
question
about
just
sort
of
model,
legal
agreements
which
is
separate
than
policy.
F
Sorry,
oh
well,
it
would
be
where,
instead
of
three
property
owners
all
putting
up
their
own
parking,
two
of
them
may
say
I
will
have
no
parking
on
my
property,
but
I
will
enter
in
a
legal
agreement
with
a
third
property
and
we'll
put
the
parking
there
and
I
like
the
the
limitation
of
the
maximum
size
of
100
parking
spaces.
So
that's
that
keeps
from
obviously
having
these
massive
parking
surface
parking
lots
specifically.
L
Sure
so
a
couple
of
thoughts,
one
is
that
the
the
ordinance
that
we
currently
have
there's
a
huge
section
on
shared
parking
and
how
you
figure
that
out
from
a
required
parking
perspective
that
all
goes
away
with
our
new
ordinance
because
we're
not
requiring
any
parking.
So
if
you
want
to
share
parking
with
with
a
group
of
business
owners,
there's
no,
the
city
doesn't
need
to
be
involved
in
figuring
out
whether
or
not
you
have
enough.
L
If
you
have
parking
on
a
residential
property,
a
commercial
business
is
not
going
to
be
able
to
use
that
parking,
because
we
want
to
make
sure
that
the
the
coming
and
going
of
vehicles
is.
The
activity
is
consistent
with
the
use
for
the
site.
L
The
last
thing
is
more
of
just
a
that.
I
can
share
as
more
just
a
philosophy
that
the
that
we've
taken
with
these
this
issue
of
secondary
market
for
parking
in
the
zoning
ordinance
is
that
we
there
are
provisions
to
discourage
and
even
prohibit
the
the
leasing
of
spaces
to
folks
who
aren't
using
the
parking
on
the
site
for
the
purpose
of
of
of
visiting.
L
That
site,
and
part
of
the
reason
here
is
that
if
we
don't
have
some
sort
of
regulation
like
that,
it
opens
the
doors
to
folks
building
parking
specifically
for
the
purpose
of
selling
it
to
someone
else,
and
we
want
to
avoid
that
outcome.
But
you
know
shared
parking
is
something
that
we
love
to
see
and
for
the
most
part,
the
zoning
ordinance
is
now
going
to
be
silent.
On
on
that.
So.
F
I
So
maybe
I
could
say
just
a
little
bit
more
about
that
philip
one
of
the
things
that
we're
very
interested
in
is-
and
I
I've
been
looking
through
the
comp
plan
to
see
if
I
can
find
it,
because
I
know
we
made
this
change,
but
basically
it's
the
idea
of
like
coupon
parking
in
a
residential
area.
So
right
now
we
have
these
critical
parking
areas
that
where
it
says
like
you,
you
can
only
park
here
for
an
hour.
I
You
can't
park
here
at
all
unless
you
have
the
the
thing
that
says
that
you
live
there
and
one
of
the
things
that
they've
tried
in
other
places
that
I
don't
think
this
is.
This
is
the
right
ordinance
to
address
or
the
right
way
to
do
it.
I
But
we
could
do
it
as
part
of
our
like
curbside
management
work
that
public
works
is
working
on
is
to
establish
these
broader
areas
where
it's
not
a
parking
meter
kind
of
a
thing,
but
where
there
is
some
sort
of
a
fee,
and
so
it's
not
the
the
same
exact
kind
of
district
parking
that
you're
talking
about
where
it's
like
centralized
lots
of
ramps
that
that
are
being
shared
by
commercial
users.
I
Like
treating
a
lot
of
the
on-street
parking
in
a
given
area
like
district
parking,
totally
yeah
and
actually
taking
some
of
that
money,
I
mean
one
of
the
promises
of
that
is,
if
folks
are
paying
for
that,
then
then
we
can
take
that
money
and
we
can
put
it
into
pedestrian
improvements
and
into
greening
and
into
bike
improvements,
and
that
kind
of
thing.
F
Yeah,
curb
management
I
agree
is-
is
separate
than
district
parking,
but
yeah
I
mean
I'm
even
for
curb
management.
I
mean
it's,
it's
it's,
it's
mostly
theoretical,
but
you
can.
You
know
you
can
even
have
you
can
even
have
auctions
and
you
can
have
maximums
and
minimums
and
you
can
take
take
the
take
the
money
raised
and
it
can.
It
can
be
giving
bus
passes
to
people
it
can
be
paying
for
bicycles.
I
mean
you
can
do
a
lot
of
creative,
market-based
things
yeah
another
yeah.
K
Thanks
so
I
guess
one
question
and
one
comment:
joey
gives
a
lot
of
really
great
examples
of
kind
of
before
and
after,
but
I
think
it's
hard
for
me
to
get
a
sense
of
you
know.
K
Are
we
going
to
be
meeting
all
of
our
mode
split
goal
like?
Are
we
going
to
be
providing
enough
bike
parking
for
that?
Every
building
that
we,
you
know
that
undergoes
a
tdm
review
has
enough
bike
parking
to
meet
the
mold
split
goal
for
bicycling?
That's
in
like
the
transportation
action
plan
and
and
minneapolis
2040..
K
So
I
guess
that's
the
question
and
the
other
comment
that
I've
made
in
a
number
of
spaces
is
sort
of
the
intersection
between
like
public
place
making
and
this.
So
we
think
about
vehicle
parking.
We
think
about
where
we're
gonna
put
scooters.
K
We
think
about
where
we're
gonna
put
bikes-
and
I
don't
know
that
this
conversation
includes
benches,
for
people
walking
and
like
that
is
the
closest
thing
that
we
can
think
of
is
like
for
like
parking
for
people
who
walk,
but
just
would
be
interested
in
kind
of
continuing
to
push
us
in
that
direction
of
also
thinking
about
what
does
it
look
like
to
have
facilities
for
people
who
are
walking
to
rest,
and
I
think
that
that
sort
of
gets
subsumed
into
the
public
placemaking
conversation,
but
it
actually
is
part
of
this
like
if
we
want
people
to
walk
places
to
a
restaurant
or
to
a
shop
and
wait
for
a
friend
right,
they're
going
to
need
a
place
to
sit.
K
So
just
thinking
about
that
also.
I
know
that
we
are
not
the
pedestrian
advisory
committee,
so
there
might
be
things
in
the
ordinary
ordinance
that
we
just
didn't
cover
today,
but
just
wanted
to
raise
that
up
as
well.
L
There's
there's
one
of
the
standards
in
the
tdm
point
system
is
pedestrian
realm
improvements.
We
get
really
cautious
about
being
specific
about
the
improvements
that
we
would
call
for
in
those
situations
when
it's
so
often
site-specific,
so
in
the
case
of
benches,
for
example,
love
to
see
more
benches
outside
of
development.
But
there's
there's
this
shaky.
L
L
I
think
what
we
can
do
to
address
that
question
is
to
include
that
in
the
list
of
of
options
that
we
would
negotiate
when
a
developer
proposes
to
meet
the
standard
of
public
realm
improvement
in
terms
of
of
biking,
bicycle
spaces,
the
number
of
bicycle
spaces
in
development
and
whether
or
not
we
know
it's
going
to
be
enough
to
meet
the
to
support
the
goal
of
reducing
greenhouse
gas
emissions
and
achieving
our
mode
split
goals.
L
I
think
I
I
know
you're
familiar
with
this
and
others
maybe
too,
that
the
tdm
process,
as
it
is
today
and
and
the
engineering
firms
who
work
on
tdms,
it's
an
inexact
science
and
we
we're
leaning
towards
we'd
rather
have
a
static
requirement,
either
per
use,
so
minimum
number
of
spaces
per
year
use
or
and
or
a
minimum
requirement,
based
on
the
gross
floor
area
of
the
building,
so
a
rate-based
number,
and
to
set
expectations
at
at
least
a
minimum
level.
L
Many
of
these
very
large
projects
will
still
have
to
go
through
the
traditional
tdm
process
of
having
an
engineering
report
and
a
traffic
study
and
there's
still
room
for
negotiation
to
talk
about
what
is
the
appropriate
level
of
of
of
bike
parking
for
some
of
these
situations.
But
we
would,
I
guess
long
answer
even
longer-
is
that
we
would
prefer
to
have
not
negotiate
that
on
a
case-by-case
basis
and
have
a
static
requirement
for
most
uses
and
have
that
requirement
outside
of
the
tdm
process
as
well.
I
So
I'm
thinking
that
maybe
let's
have
more
of
a
discussion
about
this
at
our
next
meeting
and
aim
for
having
something
pass,
the
the
full
bac
in
april.
I
think
that'll
be
about
the
right
timing
to
affect,
as
it
goes
through.
The
planning,
commission
and
the
council
and
and
in
the
meantime
at
least.
Alyssa
is
on
the
at
this
meeting
next
thursday,
where
we
can
sort
of
dig
in
a
little
bit
more.
A
Okay.
Well
thanks
everyone
for
staying
longer
and
thanks
joe
for
joining
us.
H
Yeah
I
just
wanted
to
I've
just
put
in
the
chat,
a
link
to
an
article
that
appeared
in
min
post
today
by
bill
light
lindike,
it's
an
article
on
robin
hutchinson's
era
and
it's
a
nice
light.
Read
that
I
think
is
worth
just
taking
a
look
at.
So
we
get
a
chance
to
take
a
look.
K
There
is
a
group
of
advocates
putting
together
a
letter
asking
the
mayor
to
engage
in
a
national
search
process
for
the
next
director
of
public
works.
That
will
probably
be
going
public
in
the
next
week
or
so
and
will
probably
be
posted
on
all
the
usual
in
all
the
usual
advocacy
spots,
but
we'll
be
encouraging
folks
of
in
the
public
to
sign
on
to
that.
So
keep
an
eye
out.
I
It's
it's
important
stuff
because
that
that
has
not
been
the
normal
practice
for
this
administration
to
do
national
searches
for
this
kind
of
stuff.
So
I
think,
having
advocates
out
there
making
clear
that
we
that
we
do
need
that
we
need
someone
of
robin
hutcheson's
caliber,
nothing
against
brett,
nothing
against
anybody
in
in
public
works
right
now,
but
like
we,
we
had
a
serious
national
leader
as
our
public
works
director
and
we
made
a
lot
of
progress
because
of
that,
and
we
need
to
continue
that
leadership.