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From YouTube: March 3, 2021 Transportation & Public Works Committee
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A
In
cromwell
court
and
lindell
avenue
south,
but
also
includes
james
avenue,
south
from
54th
55th
streets
west,
these
streets
were
all
reconstructed
in
1975
and
have
a
payment
condition.
Index
of
63.,
actually
gerard
avenue
from
minnehaha
parkway
to
53rd
street
has
been
removed
from
the
original
project
designation.
A
This
street
segment
was
repaved
as
part
of
the
2019
sewer
main
replacement
project
there
and
does
not
require
resurfacing
at
this
time.
In
fact,
the
formal
action
to
remove
this
from
the
designation
was
consent.
Item
number
three.
On
the
consent
agenda,
the
proposed
street
resurfacing.
Special
assessments
were
determined
by
applying
the
2021
uniform
assessments
rates,
assessment
rates
to
the
land
area
of
benefited
parcels
located
within
the
street
influence
zone
along
the
improved
streets.
A
These
assessments
are
not
calculated
based
on
their
project
cost
alone.
The
city
uses
a
formula
that
combines
influence
area
with
an
annually
established
uniform
assessment
rate.
This
formula
is
carefully
considered
and
applied
by
city
staff
and
is
intended
to
account
for
and
reflect
each
project's
value
to
the
benefited
properties.
A
The
proposed
total
assessment
amount
for
the
south
borough
street
resurfacing
project
is
nine
hundred
eighty
one
thousand
eight
hundred
seventy
five
dollars
and
one
cent
individual
assessments
over
150
dollars
would
begin
collection
on
22
2022,
real
estate
tax
statements
with
interest
charged
at
2.4
percent
and
assessments
of
150
or
less
would
be
collected
in
their
entirety.
On
the
2022
real
estate
tax
statements,
we
did
hold
a
neighborhood
meeting
on
february
24th
about
this
project.
There
were
some
768
in
invitations
mailed
and
six
people
attended.
A
The
virtual
meeting
also
center
point
energy,
who
is
who
has
a
lot
of
work
to
do
ahead
of
our
resurfacing
work
in
the
neighborhood?
Was
there
to
talk
with
the
neighbors
as
well?
If
they
had
questions
there
were
really
no
real
interest
or
real
questions
raised
by
the
people.
At
that
meeting.
However,
we
are
aware
of
by
my
account
some
six
letters
of
objection
where
people
have
expressed
an
interest
to
object
to
the
the
assessments
here
and
I
believe,
there's
one
person
who
is
said
that
they
may
want
to
talk
here.
B
Thank
you,
mr
kennedy.
Are
there
any
questions
per
the
staff
presentation
from
committee?
B
I'm
not
seeing
an
indication
of
any.
I
will
then
open
the
public
hearing
I
see
in
the
chat
we
have
someone
signed
in.
You
can
hit
star
six
to
unmute
state,
your
name
and
address
for
the
record,
and
I
will
start
with
karen
garen.
C
C
C
B
Thank
you
for
the
presentation
of
those
points
we
will
respond
to
them.
Typically,
we
try
to
take
in
all
testimony
and
then
gave
a
uniform
and
irrigate
response.
The
queued
is
there
anyone
else
in
the
queue
or
by
phone
to
our.
B
A
The
the
method
of
funding
these
projects
is
typically
partially
by
assessments,
partially
by
net
debt
bonds,
which
are
supported
by
property
taxes.
Sometimes
we
can
find
state
aid,
minnesota,
state
aid
or
gas
tax
dollars
to
help
support
it
as
well.
A
A
People
look
out
and
say,
the
street
doesn't
look
so
bad,
but
it's
in
in
the
point
of
its
life
cycle,
where,
if
we
don't
take
some
kind
of
steps
like
this
at
this
time,
it's
on
a
slippery
slope
and
the
pavement
conditions
deteriorate
very
rapidly
and
we
get
to
a
point
where
we
would
have
to
do
resurfacing
or
a
reconstruction
project
at
a
much
higher
cost,
and
so
this
is
a
way
to
extend
life
cycle
so
that
we
don't
have
to
come
by
with
a
very
with
a
much
higher
assessment
in
the
near
future,
and
many
people
are
asking
you
know:
why
are
we
doing
this
at
the
time
of
the
pandemic?
A
The
city
feels
that
we
need
to
continue
to
deliver
these
valued
services
that
people
want.
This
is
street
resurfacing.
It
goes
a
long
ways
toward
neighborhood,
livability
and
overall
liability
in
the
city,
and
it's
just
part
of
the
it's
in
the
point
of
this
life
cycle
right
now
where
the
work
needs
to
be
done.
B
Thank
you
for
that
yeah.
Sometimes
when
you
do
a
large
area
with
multiple
streets,
any
given
section
might
have
a
certain
condition
on
the
index
versus
another,
but
in
aggregate
there's,
probably
an
overall
systemic
question
about
its
condition
in
that
general
area
and
projects
aren't
done
foot
by
foot
they're
done
street
by
street.
B
If
that
is
a
good
way
to
summarize,
so
are
there
any
other
questions
or
deliberation
from
committee?
B
If
not,
I
would
council
member
palmisano.
D
Thank
you,
mr
chair.
I
just
wanted
to
acknowledge
the
the
person
who
called
in
ms
garan's
comments
and
say
that
the
way
that
we've
heard
impact
input
or
feedback
so
far,
these
first
couple
of
weeks
as
it's
been
thawing,
has
really
been
about
the
the
condition
of
other
roads
that
happen
to
be
our
parkways
right.
D
People
are
are
losing
tires,
rims
of
their
cars
on
lake
harriet
parkway
and
are
screaming
at
us
about
that,
and
I
appreciate
that
it's
hard
to
try
to
understand
that
our
parkways
are
on
a
different
road
maintenance
program
than
our
city
streets,
but
these
city
streets,
particularly
for
this
burroughs
project.
D
They
are
not
uniformly
in
need
for
repair,
but
there
are
some
very
weird
pockets
here
and
I
usually
talk
about
resurfacing
like
preventive
care
right,
like
preventive
health
care,
you
don't
necessarily
feel
like
there's
something
wrong
or
there's
some
kind
of
emergent
need
when
you
go
in
and
get
a
more
regular
checkup
and
from
the
aspect
of
our
major
public
assets
and
our
roads.
This
is
an
important
thing
to
do
so
that
we
don't
have
the
much
more
expensive
and
costly
reconstruction
needs
in
this
area
as
as
quickly.
D
So
I
just
wanted
to
share
that
that
I
have
heard
a
lot
of
feedback
and
we're
working
with
others
and
and
also
express
my
appreciation
to
the
public
works
staff
who
have
been
working
one-on-one
about
a
whole
lot
of
questions
from
people
in
this
area.
So
I'm
supportive
of
this
and
wanted
to
just
acknowledge
that
thanks.
B
If
not,
I
will
ask
the
clerk
to
call
the
role.
F
G
H
H
This
proposed
ordinance
update
is
the
result
of
several
years
of
work
amongst
our
team,
which
included
staff
from
both
the
surface
water
and
sewers
division,
as
well
as
staff
from
the
minneapolis
park
and
recreation
board.
It's
the
product
of
regulatory
review,
technical
work
and
reflects
feedback
from
several
stakeholder
groups,
as
shown
in
our
stakeholder
engagement
program.
I
I'm
going
to
start
today
by
talking
about
the
goals
of
this
ordinance,
update
the
impacts
that
stormwater
has
on
our
city
and
the
need
for
stormwater
management,
the
substantial
changes
to
the
ordinance
and
who
they
will
impact,
as
well
as
the
next
steps
and
timelines
all
right.
So
the
primary
goal
for
this
ordinance
update
was
to
remain
in
regulatory
compliance
with
the
city's
federal
clean
water
act
permit
and
with
local
watershed
management
organization
regulations.
I
Staff
completed
a
benchmarking
survey
of
seven
cities
across
the
nation
to
ensure
that
our
water
resource
policies
were
in
line
with
national
norms.
We
also
looked
at
the
needs
of
our
system.
We
wanted
to
take
a
data-driven
approach
to
managing
flooding,
water
quality
improvements
and
climate
resiliency
as
they
relate
to
our
stormwater
infrastructure.
I
We
also
wanted
to
engage
a
diverse
group
of
internal
and
external
stakeholders
in
this
process.
I
would
especially
like
to
call
out
the
north
and
south
side
green
zones,
the
minneapolis
tree
advisory
committee
and
ciac
for
all.
Taking
the
time
to
learn
about
this
ordinance,
update
and
offer
comments
and
suggestions,
so
the
increase
in
impervious
surface
with
development
has
a
significant
impact
on
our
natural
systems.
I
Next
slide,
please
storm
water
management
as
we
are
requiring
in
this
ordinance
attempts
to
help
mitigate
these
impacts
to
our
natural
systems
by
reducing
storm
water
runoff
rates
and
helping
to
relieve
the
burden
on
our
existing
storm
sewer
system
we're
requiring
storm
water
quality
practices
that
remove
pollutants
from
storm
water
before
they
reach
our
lakes
creeks
in
the
river
and
we're
requiring
infiltration
in
appropriate
areas
to
help
recharge
aquifers
next
slide.
Please
here's
a
summary
of
the
most
substantial
changes
that
we're
proposing
to
the
ordinance
today.
I
First,
we're
proposing
to
lower
the
threshold
for
applicability
from
one
acre
to
half
an
acre
of
land
disturbance.
We
are
adding
a
volume
reduction
standard
for
projects
without
restrictions.
I'll
kind
of
go
into
that
later,
we
are
removing
the
exemption
for
linear
or
road
reconstruction
projects
and
we're
updating
language
on
required
notifications,
compliance
procedures
and
owner
responsibilities,
post
construction.
I
The
first
standard,
that's
changing
is
that
the
stormwater
management
ordinance
will
now
apply
to
projects
that
are
half
an
acre
or
greater,
as
opposed
to
the
existing
ordinance
that
apply
to
projects
one
acre
or
greater
for
reference.
An
acre
is
approximately
the
size
of
a
football
field
on
the
next
slide.
I
Please,
based
on
past
trends,
this
chart
is
showing
data
from
2012
through
2019
projects
that
are
greater
than
an
acre
and
were
required
to
meet
the
existing
stormwater
management
standard
account
for
approximately
15
percent
of
all
projects
that
go
through
the
development
review
process.
I
We
are
estimating
that
this
change
by
lowering
this
threshold
will
mean
that
nearly
three
times
as
many
projects
will
require
storm
water
management
as
part
of
their
development
approval,
and
that's
the
bar
in
yellow
on
your
screen.
Here
is
what
we're
estimating
we
would
have
seen
given
the
half
acre
threshold.
I
I
Next
slide,
please,
the
next
change
is,
we
are
proposing
to
add
a
volume
reduction
requirement.
Volume
reduction
requires
that
storm
water
be
fully
retained
on
site
either
through
infiltration
into
the
ground
or
through
some
type
of
reuse.
The
current
ordinance
has
a
requirement
to
attempt
infiltration
as
much
as
possible.
I
I
I
These
standards
are
a
little
bit
different
than
what
we're
applying
to
private
developments.
Private
developments
are
required
to
infiltrate
1.1
inches
off
of
their
in
their
net
impervious
on
the
site.
We
are
requiring
0.55,
which
is
less
for
the
city,
road
reconstruction
projects.
However,
this
is
consistent
with
state
standards
and
with
state
guidance.
That's
coming
to
us
through
our
permit.
I
I
We
are
planning
on
working
with
cped
on
a
public
outreach
and
engagement
campaign
to
ensure
that
developers
are
aware
of
the
new
requirements
and
when
they
will
go
into
effect,
we
will
be
working
on
updating
our
technical
guidance.
What
we
call
our
storm
and
sanitary
sewer
guide
to
account
for
all
of
these
new
requirements
and
due
to
the
changes
in
city
projects
we'll
be
working
with
other
public
works
staff
on
training
and
guidance,
to
make
the
transition
to
this
ordinance
as
easy
as
possible.
I
Another
program
that
we'll
be
working
on
updating
over
the
next
few
months
is
our
stormwater
utility
credit
program.
We've
received
a
lot
of
useful
feedback
that
we
want
to
make
sure
is
evaluated
and
corp
and
incorporated
into
that
program
and
we're
anticipating
bringing
that
program
to
the
council
before
the
summer.
B
J
Maybe
you
could
talk
about
a
little
bit
more
and
you
did
kind
of
focus
in
on
the
one
acre
versus
0.5
acres
and
I'm
just
wondering
why
we
didn't
decide
to
go
lower
now
and
wouldn't
that
also
yield
some
good
benefits
and
then
the
second
one
was
about
managing
all
the
storm
water
on
site.
J
Do
we
make
any
accommodations
for
the
possibility
that
that
there
might
be
some
kind
of
shared
storm
water
management
potential
with
nearby
property
owners
a
park
that
someone?
That's
even
looking
for
a
wetland?
I
mean
I
don't
know,
but
it
seems
like
in
fact
I've
seen
one
that
we've
tried
in
an
innovation
district
in
the
city.
J
I
All
right,
thank
you.
Councilmember
gordon,
I'm
gonna
address
your
first
question
in
regards
to
the
one
acre
versus
half
an
acre
threshold,
and
we
actually
did
have
a
lot
of
staff
discussion.
Sometimes
heated
about
this
threshold,
the
same
as,
as
you
mentioned,
would
going
low
or
produce
a
greater
benefit
with
our
water
resources.
I
Looking
at
some
regional
communities,
they
range
those
triggers
range
anywhere
from
being
that
acre
all
the
way
down
to
5
000
square
feet,
which
we
felt
was
was
far
far
too
small.
So
there
there
is
really
a
limit
on
how
small
we
can
go
and
still
get
a
fully
functioning
system
that
a
a
property
owner
can
fit
onto
their
property,
with
doing
development
that
that
isn't
an
undue
burden
and
we
really
landed
after
a
lot
of
discussion
on
this
half
an
acre
threshold
and
then
your
your
second
question
on
shared
systems.
I
We
are
in
no
way
opposed
to
shared
systems.
We
are
working
internally
with
public
agencies
to
develop
some
type
of
a
public
banking
system.
For
you
know,
city
projects
or
with
the
university
of
minnesota,
we're
a
little
reluctant
to
have
some
type
of
banking
like
that
for
private
development,
simply
because
a
private
property
owner
or
a
private
business.
I
We
have
concerns
that
they
may
not
be
around
long
term
in
the
long
term
use
of
these
bmps,
which
may
exist
for
for
30
years.
So
we
want
a
public
entity
to
be
involved
in
that
banking
program,
but
there's
nowhere
in
this
ordinance,
where
it
rules
out
the
possibility
of
doing
something
like
was
done
at
tower
side
or
in
the
innovation
district.
I
J
Projects.
Okay,
thank
you
very
much.
I
think
one
thing
we
should
all
think
of
is
maybe
educational
opportunities
for
smaller
projects
and
smaller
actions
that
people
could
take
when
they're
developing
something.
J
I
know
we
have
a
fee
that
could
make
people
think
twice
about
how
they're
managing
their
storm
water
potentially
and
I'm
not
sure
how
well
that's
working
as
a
liver
but-
and
I
don't
know
there
might
even
be
a
role
that
if
a
project
is
smaller
comes
through
for
planned
development
review
or
something
there,
people
are
handed
some
information
or
they're
made
aware
of
something.
So
let's
keep
that
I'm
sure
you
guys
are
keeping
that
in
mind,
knowing
how
fabulous
you
all
are.
But
let's
just
keep
that
in
mind
as
we're
going
forward.
B
Thank
you
for
those
points.
Customer
gordon,
oh
colin,
councilmember,
fletcher,.
K
Thank
you,
trey
reich,
and
thank
you
for
this
presentation
and
for
all
the
work
that
went
into
this.
I
know
this
has
been
in
process
for
quite
a
while
and
really
did
take
some
careful
thought
and
study,
and
I
just
wanted
to
kind
of
say,
to
reflect
the
feedback.
K
I've
heard
from
ward
3
constituents
who
live
along
the
river
that
the
the
lack
of
public
testimony
here
at
this
hearing
is
not
in
any
way
a
reflection
of
a
lack
of
public
interest
in
this
topic
that,
in
fact,
I
think
it
probably
does
reflect
that
people
like
the
direction
that
the
city
is
going
and
it
didn't
feel
the
need
to
come
up
and
and
and
testify
to
the
contrary,
but
I
think
it.
K
I
think
this
really
is
a
significant
improvement
both
that
were
including
public
infrastructure,
the
you
know,
you
know
right-of-way
projects
in
in
this
policy
and
that
we
are
capturing
some
smaller
projects.
K
I've
definitely
had
projects
built
in
ward,
three,
where
constituents
have
asked
us
to
impose
this
on
a
particular
project
to
say
we
want
to
make
sure
there's
not
runoff,
you
know
can't
we
do
something
more,
and
it's
it's
been
hard,
sometimes
that
we
can't
arbitrarily
assign
something
like
this
on
a
project
by
project
basis
and
say
you
have
to
do
this.
You
know
because
the
council
member
says
so
or
because
the
neighborhood
asks
for
it.
K
We
have
to
do
it
in
policy
and
we
have
to
do
it
in
a
thoughtful,
deliberate
way
where
we
vote
on
it,
and
this
gives
us
the
opportunity
now
to
make
this
a
part
of
projects
going
forward,
and
that
is
a
fix
that
people
have
been
asking
for
on
a
project
by
project
basis,
and
I
really
appreciate
that
we're
going
to
have
this
change
to
the
way
we
design
these
projects.
Thank
you.
B
Thank
you
for
those
comments,
councilman
fletcher.
Anyone
else
on
committee
wish
to
comment.
If
not
I
see,
director
jelly
is
in
the
queue.
G
Thank
you
chair
right.
I
I
thought.
Maybe
I
would
give
a
quick
thank
you
to
the
staff
and
and
to
the
committee
after
the
public
hearing
as
not
to
jinx
anything
but
hey
this.
This
update
has
been
going
on
for
multiple
years.
It's
spanned,
multiple,
surface
water
and
sewers
directors.
G
I
think
to
council
member
fletcher's
point.
I
think
today
reflects
good
intentional
outreach
and
conversations.
You
know
these
are
regulations
and
usually-
or
it
can
happen
when
we're
updating
our
regulations.
We'll
hear
more
at
this
point
and
I
think
it's
a
reflection
of
the
really
good
work
of
the
team
and
again
driving
towards
our
city
adopted
goals,
and
I
just
want
to
thank
stephanie
and
thank
liz
and
thank
the
rest
of
the
team.
Thank.
B
You
you
for
those
comments
and-
and
I
will
echo
those
thanks
as
well-
the
team
put
together.
I
think
a
extremely
well
laid
out
document
that
I
think
is
going
to
be
useful
and
durable
over
time.
B
I
think
I
think
that's
a
really
important
point
and
I
think
also
as
it
was
highlighted
in
the
staff
presentation
that
we
will
be
bringing
on
the
development
world
and
other
players
in
the
built
form
moving
forward
to
if
they
haven't
been
engaged
in
this
conversation
that
we
are
going
to
be
there
in
a
help
not
hinder
educate
to
the
com.
B
You
know
the
performance
that
we
we
we
hope
to
get
through
this
ordinance
regulation
in
a
in
a
partnership
sort
of
way,
and
so
I'm
just
so
glad
that
that's
embedded
in
this
document.
So
it's
not
sort
of
static
in
time
that
we
already
contemplate
further
engagement
and
further
participation
as
we
move
to
get
these
outcomes,
which
I
think
is
very
valuable
for
any
sort
of
regulatory
framework
and-
and
I
think
councilman
fletcher
really
really
touched
on
something
that
I
think
is
very
apparent
in.
B
My
would
concur
with
my
observation,
particularly
with
river
neighborhoods,
that
you
know
both.
He
and
I
have
a
fair
number
of
they're
very
engaged,
particularly
when
there's
a
certain
areas
that
are
contemplated
for
redevelopment.
The
question
of
what
what
does
that
mean
for
the
river?
What
does
that
mean
for
the
environment?
A
K
E
C
B
G
G
Ethan
will
get
into
kind
of
tying
this
to
the
plan
itself.
I
just
want
to
acknowledge
that
this
guide
reflects
a
lot
of
work
and
collaboration
across
city
departments,
including
cped,
and
across
multiple
divisions
within
public
works,
and
I
just
want
to
especially
thank
ethan
ali
and
lou
canton
for
their
work
on
this
guide,
and
with
that
I
will
invite
ethan
foley
our
vision,
zero
program
coordinator
to
present
this.
L
L
So
the
street
design
guide
is
available
first
of
all
on
at
sdg.minneapolismn.gov.
L
So
one
thing
you'll
see
right
away
is
that
we
wanted
to
make
this
guide
a
little
bit
more
user
friendly
and
more
publicly
accessible,
so
it's
mostly
housed
in
a
website
there,
and
we
encourage
people
to
take
a
look.
L
This
guide
and
will
inform,
isn't
now
informing
the
planning
and
design
of
all
future
street
projects
in
the
city
that
includes
both
like
our
street
reconstruction
projects,
our
street
retrofit
projects,
but
also
work
with
agency
partners
like
kenneman,
county
and
mndot
and
private
developers
on
our
project,
development
review
and
utilities
as
well.
This
guide
is
really
focused
on
up
to
the
street
layout
portion
so
that,
like
what
might
come
to
city
council
for
approval,
it
is
not
have
all
of
the
the
details
in
detailed
design.
L
So
just
a
note
on
that
it
does
replace
previously,
I
use
guidance
and
from
access
minneapolis,
the
street
and
sidewalk
design
guidance
guidelines.
L
One
thing
I
think
is
important
to
note
here
is
that
this
is
a
living
document,
so
we
will
be
regularly
adding
to
this
document
and
making
adjustments
based
on
adopted
policy
and
best
practices
and
feedback
that
we
receive.
L
We
will
be
reporting
to
the
committee
on
future
updates
of
the
guide
as
part
of
our
biennial
transportation
action
plan
updates
to
the
council.
So
just
a
note
on
that
next
slide,
please
so,
as
mentioned,
this
comes
out
of
the
transportation
action
plan
and
other
many
other
city
adopted
policies
that
really
guide
the
details
that
you
see
in
this
guide.
Next
slide,
please
at
the
core
we
kind
of
when
you
think
about
like
how
do
all
of
those
policies
come
down
and
be
reflected
in
the
street
design
guided
boil
it
down
to
a
few
points.
L
So
when
we
talk
so
I
want
to
give
a
few
examples
of
how
this
is
reflected
in
some
newer
guidance.
That's
in
the
street
design
guide
overall
you're
going
to
see
in
this
guide
increased
flexibility
compared
to
the
access
minneapolis
guide,
additional
flexibility,
so
how
we
can
fit
different
elements
in
a
constrained
right
of
way.
L
We
think
we
can
talk
about
that.
Also
when
we
talk
about
this
guide
says
recommends
that
we
only
install
all
ages
and
abilities
bikeways
in
future
street
reconstruction
projects,
and
we
would
no
longer
recommend
installing
unprotected
bike
lanes
in
street
reconstruction
project
projects
that
comes
out
of
you
know,
feedback
we've
been
getting
an
adopted
policy
and
is
then
supported
by
that
increased
flexibility
that
I
talked
about
previously.
L
The
same
goes
for
looking
to
find
more
ways
to
provide
street
trees
in
more
places
so
again,
using
that
flexibility
to
provide
prioritize
the
elements
that
policy
in
the
city
clearly
prioritizes
some
other
things
that
we've
added
in
here
is
to
support
pedestrian
safety,
we're
expanding
use
of
raised
pedestrian
crossings
and
also
a
bicycle
crossings
as
well,
and
those
are
proven
safety
measure
that
also
helps
with
supporting
safe
speeds
on
our
street
and
aligns
with
the
the
new
speed
limits,
and
we
also
are
you
know
we
get
into
details
like
how
are
we
making
sure
that
we're
providing
accessibility
in
our
right
of
way?
L
L
It
is
in
was
informed
by
all
of
the
engagement
around
the
transportation
action
plan,
so
that
included
a
lot
of
committee,
engagement
with
stakeholders
and
internally
council
member
engagement
through
policy
advisory
committee
and
other
things,
and
then
broader
community
engagement
around
our
design
topic
within
the
street
design
guide.
So
all
of
that
you
know
help
to
to
shape
what
you
see
in
the
street
design
guide.
We
did
specifically
have
a
technical
work
group
of
internal
and
some
external
stakeholders
to
really
work
on
the
details,
and
this
has
gone
through
a
lot
of
internal
review.
L
As
you
can
imagine,
there
are
a
lot
of
details
in
here
in
addition
to
luke
hansen
who
was
mentioned
earlier,
my
colleague,
I
also
want
to
mention
paul
hudala
and
allison
bell
who
helped
in
leading
on
the
green
stormwater
infrastructure
portion
of
the
of
the
guide
and
then
the
many
many
other
people
who
shared
a
lot
of
of
work
on
this.
So
thank
you
to
them
next
slide,
please
so,
just
a
quick
overview
of
a
couple
parts
of
you'll
see
in
the
guide
and
how
it's
laid
out.
L
One
is
street
types
guidance,
this
we
assign
each
street
in
the
city
to
a
street
type
and
then
within
that
we
have
a
detailed
guidance
to
help
inform
say
if
we
are
reconstructing
us
at
street,
and
we
also
have
this
interactive
street
type
map,
which
is
going
to
be
very
helpful
for
us
internally.
L
That
really
you
can
click
on
indie
street
in
the
city
and
get
a
lot
of
information
about
that
street,
including
the
guidance
that
we
would
use
to
design
it
next
slide.
Please
we
here's
an
example
of
a
typical
cross
section
that
we
have
included
in
the
guide,
for
this
is
just
the
downtown
core
on
street
type,
but
we
have
those
these
for
and
sometimes
multiple
ones
of
these
for
each
street
type,
just
providing
some
common
information
that
helps
to
get
provide
examples
of
what
these
my
streets
might
look
like
next
slide.
L
L
Bikeways
transit
stops
roadways
and
intersections
we're
covering
a
lot
of
the
details
that
are
necessary
as
we
design
the
different
elements
of
a
street
and
bring
them
all
together
as
well,
and
so
you
see
some
of
the
some
graphical
examples
that
these
are
just
really
illustrative
of
the
level
of
detail.
That's
in
this
guide,
where
we
are
really
getting
down
to.
L
How
do
we
make
all
that
policy
really
fit
into
in
the
left
example
here,
a
protected
intersection
that
works
for
people
walking
and
biking
and
and
and
then
everybody
through
an
intersection
in
a
safe
and
comfortable
way,
and
then
the
right?
How
are
we
balancing
by
street
type,
the
various
widths
we
should
have
to
provide
a
great
pedestrian
environment
next
slide,
please.
L
So
this
is
again
the
website
for
the
street
design
guide
and
I'm
happy
to
take
any
questions.
Thank
you
very
much
for
the
opportunity.
B
I'm
not
seeing
any
questions.
I
will
make
a
brief
comment
from
my
perspective.
B
It's
not
surprising
to
me
that
not
not
too
shortly
after
we
created
a
very
long
in
in
the
making
transportation
action
plan
document
that
right
out
of
the
gate,
mr
foley
is
coming
out
with
a
tool
to
help
make
it
real
and
implement
it
in
the
actual
build
world.
So
I'm
not
surprised,
but
it
is
a
work
that
we
shouldn't
take
for
granted,
I'm
very
impressed
by
the
speed
in
which
you're
bringing
this
to
the
public
again.
B
That
has
a
complete
recipe
for
what
will
be,
but
I
think,
a
really
really
potent
guiding
tool
to
translate
objectives
and
policy
into
what
gets
actually
built
and
the
expectations
around
that
so
really
really
valuable
tool
and
I'm
just
very
impressed
by
the
speed
by
which
you
delivered
the
final
product.
At
this
time,
councilmember
gordon.
J
Thank
you
yeah,
and
I
appreciate
this
and
all
the
work
that
went
into
it.
I
just
also
noted
in
the
staff
report
and
some
other
communications,
that
there
was
a
resolution
from
the
pedestrian
advisory
committee
and
also
one
from
the
bicycle
advisory
committee.
J
I
think
the
bicycle
advisory
committees
was
pretty
narrow
and
specific,
indicating
some
potential
changes
that
could
be
made
and
the
pedestrian
advisories
was
broader
and
was
a
little
bit
concerned
about
us,
wavering
off
of
our
complete
streets
policy,
which
of
course,
was
very
important
to
me,
and
I
think
it
should
be
what's
guiding
this
and
has
been
so
for
just
for
me
and
maybe
for
the
public's
benefit,
who
paid
attention
to
that.
K
L
L
At
that
time,
we've
worked
to
really
incorporate
quite
a
bit
of
their
feedback
into
the
the
street
design
guide,
and
I
and
I
have
just
in
the
last
couple
weeks,
I've
been
back
to
visit
both
of
the
bodies
and
share
the
the
detailed
current
version
of
the
street
design
guide,
with
the
recognition
that
we
continue
to
make
updates
as
well.
So
I
think,
broadly,
you
know
the
question
about
complete
streets
policy,
which
I
think
was
a
kind
of
a
core
thing
in
both
of
the
the
committee's
comments
says.
L
You
know
we've
really
tried
to
reflect
that
very
clearly
within
this
guidance
and
and
so
you'll,
see
within
the
typical
cross
sections
and
other
details
in
the
guidance
really,
as
I,
as
I
said,
working
to
prioritize
benefits
for
people
walking,
biking
and
taking
transit
per
our
complete
streets
policy,
providing
additional
space
within
the
right-of-way
by
using
that
flexibility
by
some
of
the
narrowing
of
further
narrowing
of
traffic
lanes
and
and
roadways
and
right
sizing
of
parking
and
other
things
that
are
aligned
with
the
complete
streets
policy.
L
So
we
are
always
happy
to
get
additional
detailed
feedback
on
ways.
We
can
further
improve
that,
but
I
that
was
a
key
driver
of
the
creation
of
this
guy
and
then
I
will
note
that
you
know
that
they're,
one
of
the
things
we'll
be
working
on
it
we
are
working
on
is
an
update
to
the
completions
policy,
and
you
know
that's
sort
of
an
example
of
when
that
comes
through
and
is
ultimately
adopted
by
the
city
council.
L
Then
we
will
be
amending
adjusting
the
the
street
design
guide
to
reflect
that
updated
policy
and
make
changes
substantive
changes
line.
Those
up,
if
needed
as
well,
so
that's
a
kind
of
our
approach
on
that
and
and
overall,
I
think
we
work
to
try
to
address
a
lot
of
the
the
comments
that
we
were
able
to
in
terms
of
this
technical
document.
L
Some
comments
are
a
bit
more
on
the
policy
side
and
outside
the
realm
of
the
of
the
street
design
guide
technical
document,
but
I
feel
pretty
good
about
how
we've
been
able
to
address
their
comments,
and
I
think
we
had
positive
visits
in
the
last
two
weeks
to
both
bodies
and
and
very
happy
to
continue
working
with
them.
B
Super
anyone
else
have
questions
for
mr
foley
cnn.
Thanks
for
those
explanations
in
response
to
councilman
gordon's,
query,
I'm
glad
that
the
process
will
be
iterative
with
some
of
our
key
stakeholders
and
groups
that
advise
us
and
yeah
before
you
even
gave
your
explicit
answer
I
was
thinking
about.
B
We
are
in
the
process
of
updating
our
complete
streets,
and
so
we
want
to
be
able
to
accommodate
whatever
adjustments
happen
per
per
that
document,
which
I'm
sure
will
have
many
of
the
core
principles
of
our
current
complete
streets,
but
might
have
refinements
that
are
based
on
things.
We
know
now
that
we
didn't
know,
then,
and
also
a
sense
of
being
even
bolder,
with
how
we
think
of
infrastructure,
how
people
move
and
how
it
impacts
people's
lives
in
a
more
probably
more
explicit
ways
than
in
the
past.
G
Thank
you,
chair
reich.
This
is
a
highway
252.
I
need
94
project
update
from
mndot
and
I
would
like
katie
white,
who
is
a
transportation
planner
in
transportation,
planning
and
programming,
to
introduce
this
item.
M
M
M
You
know
strict
scrutiny
of
understanding
of
what
the
data
collection
and
engagement
needs
to
be
to
help
come
up
with
that
outcome.
What
should
the
future
of
252
be
and
therefore
what
impacts
could
we
expect
to
see
on
I-94
in
north
minneapolis,
and
this
is
called
an
environmental
impact
statement,
this
heightened
level
of
analysis
and
and
study.
M
So
the
presentation
today
will
be
explaining
the
background
about
an
eis
is
and
what
the
decision
points
will
be
and
where
the
city
is
going
to
be
involved
over
the
next
several
years,
and
this
will
all
come
out
in
their
presentation.
M
I
want
to
acknowledge,
of
course,
that
I-94
through
north
minneapolis
is
primarily
in
the
purview
of
wards
four
and
five
who
do
not
sit
on
this
committee.
We
have
briefed
those
council
members
individually
in
advance
of
today's
presentation
at
tpw,
and
so
I
want
to
aware
that
I
want
you
all
to
be
aware
that
they
are
aware
of
this
work
in
the
presentation
today,
so
with
that
I'll
turn
it
over
to
jerome
adams
from
mndot.
Thank
you.
F
Hi,
let's
see,
does
my
mute
button
work
am
I
can
everyone
hear
me?
Yes,
all
right,
chris,
were
you
gonna
start
this
chris
and
then
I
go
into
it.
Chris.
N
Yeah
sure
can
I
just
wanted
to
take
a
take
the
opportunity
and
say
thank
you.
We
we
appreciate
that
the
time
here
on
the
agenda
and
your
interest
in
the
project,
so
with
that,
I
think
we
can
advance
to
the
next
slide
and.
N
N
All
right
so
the
the
main
takeaways
from
our
presentation
today,
I
think,
as
katie
said
mndot's
leading
our
our
environmental
review
for
the
corridors
of
252
and
I-94.
It's
called
an
environmental
impact
statement
and
really
what
it's.
N
What
it's
looking
to
do
is
establish
corridor
visions
for
these
two
highways
within
the
the
area
that
we're
studying
and,
in
this
case,
252
the
the
northern
boundary
of
our
study,
we're
proposing
to
be
highway
610
and
on
the
south
in
the
city
of
minneapolis,
our
our
southern
boundary
that
we're
proposing
is
the
fourth
street
exit
in
the
downtown
there.
So
as
far
as
as
really
the
key
messages,
I
think
we're
trying
to
get
across
today,
we've
got
we're
really
in
the
initials
phase
of
this
eis.
N
The
very
beginning
we've
been
working
for
the
last
year
to
try
and
take
the
feedback
that
was
received
under
the
previous
efforts
and
and
use
that
to
inform
kind
of
the
the
development
of
these
key
steps
in
the
process.
The
the
first
steps
being
the
identification
of
that
project
study
area
identifying
what
the
purpose
for
the
project
is
and
what
transportation
needs
exist.
N
N
F
Very
good,
hello,
everyone,
my
name
is
jerome
adams
and
I
am
the
mndot
project
manager
for
the
252
I-94
project.
This
is
an
abbreviated
presentation
and
so
we're
trying
to
respect
your
time
and
chair
and
committee
members.
You
know
we
definitely
want
to
know.
If
you
have
questions
that
we
can
answer,
we
do
have
much
more
information,
so
I'll
kind
of
go
wrong
along
promptly
here.
So
this
is
kind
of
the
overall
schedule
and
you
know
right
away
on
the
schedule.
F
So
you
know
some
of
the
things
that
we've
heard
in
the
past
is
that
you
know
minutes
made
the
decisions
already
and
stuff
like
that,
and
I
want
to
be
very
clear
that
you
know
the
process
and
the
schedule
does
not
show
that
you
know
we
have
a
process
where
we're
in
purpose
and
need
now
we
move
into
scoping
decision
document.
Draft
yes
and
finally
is-
and
that
concludes
in
2024..
F
F
One
of
those
comments
was
about
looking
at
brt
on
the
corridor,
and
so
we've
updated
the
purpose
and
need
to
reflect
that
and
we'll
be
releasing
that
for
comment
very
quick
here
in
the
next
month
or
so
so
schedule
wise.
What
happens,
then,
is
for
the
rest
of
2021.
We
do
a
process
called
the
scoping
decision
document.
F
That
process
is
where
we
list
all
the
alternatives
that
we
should
consider
as
part
of
the
project
so
that
it's
a
critical
process
and
we'll
want
to
make
sure
that
we're
checking
in
with
minneapolis
and
that
we're
considering
the
correct
alternatives.
F
F
That
concludes
with
the
final
eis
and
the
record
of
decision
where,
hopefully,
in
that
stage,
we're
able
to
respond
to
all
comments,
and
hopefully
we're
able
to
reach
a
conclusion
that
we
have
a
viable
project
with
public
support.
Shall
we
go
to
the
next
slide?
Please.
F
All
right,
I'm
just
looking
at
something
just
in
the
screen
here.
The
purpose
and
need
is
derived
from
existing
and
anticipated
transportation
problems
within
the
project
study
area.
The
core
elements
of
the
purpose
need,
as
defined
by
the
es
process,
have
evolved
over
time
dating
back
to
the
mid-2000s.
F
It
is
an
essential
step
in
developing
project
alternatives
to
consider
for
improvement,
defining
the
issues
and
the
reasons
for
the
project
focuses
things
for
stakeholders,
officials,
the
public
to
consider
as
a
range
of
project.
Alternatives
is
developed,
and
you
know
I
want
to
point
out
here
that
you
know
the
purpose
in
a
document
is
a
20-page
document
with
appendices.
F
So
again,
this
presentation
is
just
going
to
give
a
really
quick
overview,
but
there
is
a
larger
document
with
more
detail.
Just
looking
at
the
slide
here
again,
all
right.
Let's
go
to
the
next
slide.
Please.
F
The
purpose
of
the
highway
252
I-94
project
is
to
improve
the
safe
and
reliable
movement
of
people
and
goods
across
multiple
modes
on
and
across
highway,
252
and
I-94
between
highway
610
and
4th
street
north
in
minneapolis,
and
that's
that
broad
statement.
If
we
can
go
to
the
next
slide,
please
and
again,
you
know
this
slide
summarizes
the
needs
and
again
we
we
have
a
20
page
document
that
explains
these
needs
in
more
detail,
so
in
general,
we're
here
because
of
vehicle
safety.
F
On
I-94.
We
don't
have
really
a
crash
problem,
that's
greater
than
the
state
average
or
the
metro
average,
and
we
don't
have
deaths
really
occurring
on
I-94,
but
safety
is
always
a
concern
and
then
we
have
vehicle
mobility
and
again
in
this
vehicle
mobility.
This
is
a
big
bucket,
so
in
here
we
are
doing
a
transit
feasibility
study
to
look
at
brt
and
other
transit
options
in
the
corridor.
F
Again,
252
drives
a
lot
of
the
poor
mobility
with
vehicles
because
of
the
signals
and
as
katie
mentioned,
depending
on
the
fix,
we
do
on
252
that
can
send
more
traffic
to
minneapolis
and,
of
course,
as
all
of
you
know,
metropolitan
council
has
a
policy
that
you
know.
We
need
to
look
at
transit
advantages
and
making
sure
that
we're
improving
transit
on
projects
and
mndot
and
metro
con
council
acknowledge
that
we
simply
can't
build
enough
general
purpose
lanes
for
single
occupant
vehicles.
F
So
these
are
kind
of
an
overview
of
the
needs
there
shall
we
go
to
the
next
slide.
F
All
right
so
then
we
have
project
objectives.
Broad
project
objectives
have
been
identified
for
the
highway
252
and
94
project
that
are
both
transportation
and
community
related.
The
project
objectives
reflect
what
has
been
heard
through
past
community
outreach
and
thus,
what
is
important
to
a
broad
cross
section
of
people
and
they
provide
context
as
the
project
progresses.
F
F
F
Please
all
right
evaluation
criteria.
What
are
evaluation
criteria,
they
measure
benefit
and
impact
of
proposed
project
elements
analyze
and
compare
project
alternatives
to
the
no
build
alternative
in
general.
You
know,
we
ask
a
question:
how
well
does
the
potential
project
address?
Project
needs,
considerations
and
objectives?
F
Please
so
it
you
know.
These
are
kind
of
the
the
headings
of
the
criteria
and
and
again
this
is
an
abbreviated
presentation.
We
have
a
entire
technical
memo
on
what
the
evaluation
criteria
is
and,
of
course
you
know,
we
have
many
engineering
criteria
that
were
we're
using.
You
know
level
of
service
and
m
loss
and
volumes
and
vmt
and
everything
like
that.
F
Those
are
all
technical
and
engineering
oriented.
We
have
to
make
sure
that,
as
we
go
through
the
alternatives-
and
we
work
with
the
public
that
we
turn
all
that
engineering
language
into
plain
language,
and
we
think
one
of
the
approaches
we're
going
to
do
that
is
through
showing
the
criteria
through
questions
that
we're
asking
so
the
broad
categories
that
these
criteria
are
in
is
we
will
be
looking
at
vehicle
safety,
we'll
be
looking
at
vehicle,
mobility,
walkability
and
bike
ability,
transit
and,
of
course,
the
social,
economic
and
environmental
criteria
next
slide.
N
Yeah
thanks
jerome,
so
one
of
the
one
of
the
things
we
heard
from
in
our
engagement
work
and
the
feedback
that
we
got
from
agency
partners
as
well.
Is
that
there's
a
real,
a
real
question
out
there
about
how
transportation
investment
and
health
intersect
and
and
as
we
were,
looking
at
our
processes,
we
we
really
wanted
to
find
a
venue
to
have
that
conversation,
and
so
we
we've
implemented
this.
N
This
effort
that
we're
terming
equity
and
health
assessment
as
a
venue
or
a
place
to
have
those
discussions
with
the
community
about
health
and
transportation
and
and
we're
folding
in
the
equity
aspect.
Here,
we've
mndot's
developed
an
equity
lens
framework.
N
Really
it's
it's
a
list
of
questions
that
help
frame
in
our
minds
and
put
our
minds
in
the
right
place
to
evaluate
and
make
sure
that
any
action
that
we're
taking
in
this
case
the
health
assessment
we
can,
we
can
clearly
see-
are
there
disproportionate
effects
are
those
are
those
effects
affecting
underrepresented
communities
or
marginalized
communities,
social
disparities,
things
like
that.
N
So
it's
a
way
to
focus
us
in
our
efforts
in
ensuring
that
we're
not
having
a
disproportionate
or
negative
effect
on
on
any
of
these
communities,
and
so
we're
bringing
that
to
bear
on
this
on
this
health
assessment.
This
question
of
how
does
transportation
and
and
health
you
know
come
together
and
and
and
focusing
us
on
questions
that
the
community
might
have
that
are
there?
Are
there
health
issues
associated
with
transportation
that
we
should
be
looking
at
in
in
our
decision
making
next
slide?
Please.
N
So
it's
a
it's
really
a
three-phased
approach
here,
basically,
starting
out,
we
want
to
make
sure
that
we
understand
baseline
conditions
and
how
the
the
highway
that
exists
today
is
affecting
people,
but
then
taking
the
next
step
and
and
working
with
the
community
to
identify
what
are
these
these
issues
that
exist
and
and
how
can
we
put
a
metric
to
those
and
how
can
we
develop
and
prioritize
those
metrics?
N
So
so
we
can
understand
what
the
issues
are
and
then
take
that
the
next
step
and
assess
and
inform
our
project
next
slide,
please.
This
is
a
real
abbreviated
time
frame
for
this
effort.
I
think
the
reality
is
is
that
we
might
see
some
schedule
slide
on
this,
but
we're
really
looking
to
try
and
and
deliver
this
in
the
next
or
this
effort
in
the
next
year
by
the
end
of
the
year
here,
to
really
understand.
N
Are
there
significant
health
issues
that
exist
that
that
our
project
alternatives
might
might
affect
and
and
understanding
what
that
is,
so
between
now
and
december,
we'll
be
looking
to
really
kind
of
get
into
the
weeds
with
with
members
of
the
public
that
live
and
work
alongside
these
corridors
on
a
daily
basis?
F
All
right,
you
can
hear
me
chris,
yes
shaking
his
head,
okay,
so
this
is
the
alternative.
So
what
happens
next
and
so
in
the
next
year
we're
doing
this
scoping
decision
document,
and
that
is
steps
one
two
and
three
you
see
on
this
slide
and
then
step
four
is
really
going
to
take
off
in
the
year
2022
and
that's
the
draft
eis
process
that
takes
us
through
2024..
F
So
again,
in
this
next
year,
in
the
year
of
2021,
we
are
creating
the
alternatives
to
be
considered
in
the
draft
eis
step.
One
is
you
know
we
identify
the
project
improvements.
We
should
be
looking
at
again.
The
transit
feasibility
study
folds
into
that.
So
we
do.
You
know
lots
of
different
engineering
studies.
The
transit
feasibility
study
is
focusing
on
transit,
we're
also
looking
at
bike
and
pad
connectivity.
F
We
also,
of
course,
look
at
you
know
the
good
old-fashioned
traffic
volumes
on
the
roads,
and
so
we
look
at
all
that
and
we
put
together
the
improvements
that
we
should
look
at
step.
Two
then
gets
in.
How
do
we
package
those
improvements
into
a
set
of
alternatives
and
step?
Three
really
ask
the
question:
do
those
alternatives?
We've
assembled
meet
the
purpose
and
need,
and
should
they
be
considered
in
the
draft
eis?
F
So
this
is,
you
know
a
critical
step.
That'll
take
us
through
about
you
know
around
march,
to
may
of
2022
to
make
sure
that
we're
looking
at
the
right
alternatives,
and
so
that's
what
we
will
be
working
with
minneapolis
on
for
the
next
year.
F
Then
after
2022
we
launch
into
the
draft
eis
with
step
four
and
we
actually
start
comparing
those
alternatives
to
the
no
build
and
see
if
we
can
select
one
single
alternative
for
construction,
shall
we
move
to
the
next
slide.
N
So
you
know:
we've
we've
gone
through
quite
a
bit
of
stepwise
things
that
are
happening
as
part
of
this
project,
and
you
know
that
needs
to
be
supported
by
a
robust
public
engagement
process.
N
I've
got
a
few
things
up
here
on
the
slide,
just
to
lay
out
kind
of
what's
been
happening
in
in
recent
months
and
is
ongoing.
We've
got
these
eis
101s
as
we're
terming
them
they're
they're.
Basically
a
you
know:
educational
themes
that
we'd
previously
heard
where
there
was
quite
a
bit
of
questions
about
how
things
were
incorporated.
So
we
we
developed
something
to
help
folks,
get
a
baseline,
baseline
understanding
and
then
and
then
provide
us
with
with
their
thoughts
in
in
listening
sessions.
N
Furthermore,
we've
got
these
council
presentations
like
we're
here
today,
just
to
try
and
make
sure
that
we're
getting
our
our
policy
makers
up
to
speed
on
the
initial
steps
here,
but
then,
furthermore,
to
support
kind
of
some
of
these
other
efforts
that
jerome's
highlighted
with
the
scoping
decision
document,
especially
over
the
next
year.
We
have
both
targeted
stakeholder
outreach
and
kind
of
broad
outreach
as
well.
N
So
so,
there's
gonna
be
themes
that
emerge
and
and
interests
that
emerge
that
are
gonna,
take
some
specific
opportunity
to
engage
with
the
public
and
and
get
their
feedback
on,
and
that's
really
that
targeted
stakeholder
outreach
between
now
and
and
november
ish
to
support
that
scoping
decision
document,
but
also
there's
kind
of
the
broad,
the
broad
and
general
outreach
and
engagement
that
needs
to
happen
just
to
keep
people
plugged
into
the
process
and
understanding
what's
coming
next
and
where
there's
opportunities
to
learn
or
to
provide
additional
comment
and
then
obviously
we
all
have
you
know
all
of
our
agencies
have
have
project
websites
and
we
need
to
just
continue
to
keep
that
information
fresh
and
and
getting
email
updates
out
to
folks
who've
expressed
interest
in
receiving
those.
N
N
B
Thank
you
for
that
and
if
there's
no
further
commentary
from
public
works,
I'll
entertain
commentary
from
the
committee
members
or
query.
B
B
There
should
be
multiple
stages
and
each
should
be
iterative
and
influential
to
the
next
stage,
and
it
seems
that
that
that's
the
spirit
in
which
you're
proceeding
and
also,
I
would
say,
to
committee
members
and
to
people
who
might
be
stakeholders
that
take
an
interest
in
this
in
your
in
your
rewards
or
broadly
that
we
do
have
staff
that
can
play
a
liaison
role
with
mndot
on
a
very
flexible
way.
So
we
can
keep
that
sort
of
open
door
policy
through
that
medium
and
and
yeah.
B
Thank
our
public
works
staff
from
minneapolis
for
setting
this
up
and
thank
the
presenters
for
mndot
for
being
so
thorough
in
your
highlight
of
a
very
in-depth
project
overview
and
see
no
further
business
before
us
as
a
committee
and
with
no
further
objection.