►
Description
Additional information at:
https://lims.minneapolismn.gov
A
Good
afternoon,
this
meeting
may
involve
the
remote
participation
by
members,
either
by
telephone
or
other
electronic
means
due
to
the
local
health
emergency
novel
coronavirus
pandemic.
Pursuant
to
the
provisions
of
mnstat
sections
13d
point
zero.
Two
one
welcome
everyone
to
the
ine
subcommittee.
We've
got
a
pretty
full
agenda
today.
A
There
will
be
six
substantive
items
so
we'll
keep
that
in
mind
in
our
questioning
and
hopefully
in
the
presentations
as
well,
we'll
be
efficient
with
the
time
and
we'll
get
through
the
full
agenda
as
written,
we
don't
need
to
do
roll
call
or
do
we
do.
We
want
to
do
formal
adoption
of
the
agenda
agenda
chris,
all
right.
I
think
we
can
just
jump
in
then.
Let's
do
that.
A
B
There
we
go
so
everyone
can
see
my
screen,
I
assume,
and
so
introducing
ourselves.
I'm
jason
stabel
with
hamilton
county
with
me
here
today.
Kelsey
from
the
city
stephanie
is
a
consulting
helping
us
with
outreach,
aaron
tag
with
mndot
and
lisa
from
mndot.
So
I'll
do
most
presentation
and
we'll
see.
If
you
have
questions,
I
might
defer
to
all
these
different
agency
people.
A
A
B
So
this
project's
at
hiawatha
lake
lakes
period
in
hiawatha
and
I'm
minneapolis,
so
we're
focused
on
this
interchange
here
between
lake
street,
which
is
a
county
road
and
hiawatha,
which
is
highway
55
on
mndot
road.
So
let
me
go
the
project
partners,
I've
kind
of
mentioned,
hennepin,
county
mndot,
minneapolis
and
metro
transit.
B
So
the
redesign
of
this
area
is
building
off
of
some
previous
studies.
Phase
one
happened
in
2016
and
the
phase
2
27
through
2019
to
reimagine
the
intersection
of
these
two
roads,
some
context
of
the
high
lake
space,
it's
three
three
different
neighborhoods
that
kind
of
intersect
at
this
place
and
there's
a
bunch
of
micro
communities
within
all
these
neighborhoods
a
lot
of
destinations
around
this
area
for
people
using
various
transportation
modes,
so
some
barriers,
some
demographics,
of
the
the
three
neighborhoods.
B
B
B
B
So
the
that's.
What
the
currently
looks
like
and
moving
forward,
we
are
changing
this
into
a
tight
diamond
design,
so
a
tight
diamond
is
probably
more
common
for
you
for
everyone
to
see
in
minneapolis
whether,
where
there's
an
interchange,
it's
two
ramp
ramps
on
each
side
of
the
bridge
that
come
to
signals
and
with
this
we're
also
narrowing
the
lanes
that
are
on
the
ramps,
a
number
of
lanes
and
where
we
can
with
some
of
ramps
and
then
changing
the
dynamic
of
lake
street
a
little
bit
too.
B
B
The
minimal
thing
that
could
be
done
is
just
make
it
concrete
and
just
a
concrete
pedestrian
bike
area,
but
we
we
want
to
get
a
sense
of
where,
where
people
want
to
do
with
this
area
and
what
what
other
possibilities
can
function
in
this
area,
I
will
point
out
that
there's
an
existing
trail
that
runs
along
hiawatha
that
goes
through
lake
street
to
the
to
the
north,
and
then
we're
proposing
to
extend
this
trail
along
would
be
southbound
exit
ramp.
This
connects
up
to
28th
right
now.
B
D
E
G
I
I
had
a
question
just
a
few
slides
back
and
you
don't
have
to
go
back
to
it,
but
the
statistic
that
there's
40
000
vehicles
a
day
that
go
through
this
intersection
does
that
include
vehicles
going
continuing
through
on
hiawatha
or
is
that
vehicles
making
turning
movements
and
using
lake
street?
It's.
B
G
It
seems
like
that
might
be
something
you
could
if
you
could
adjust
that
like
it
seems
like
you're,
not
engineering,
for
the
traffic
going
through
on
hiawatha
right,
correct,
correct.
It
seems
reasonable
to
have
a
lower
number,
so
it
doesn't
seem
like
this
is
primarily
a
space
for
cars,
because
the
cars
most
of
the
cars
are
just
dealt
with
by
the
bridge
deck.
B
A
B
B
Government
is
not
always
the
best
partner
to
maintain
and
activate
a
space,
but
we
can
provide
the
space.
So
we're
also
looking
for
some
logical
community
partners
to
make
this
space
even
better,
and
then
we
have
some
guidelines
that
what
we
can
put
under
a
bridge.
So
we
have
to
weigh
that
too.
The
example
I
always
use
is
we
can't
really
have
a
flammable
liquid
or
something
that
could
damage
the
bridge
underneath
there.
B
B
B
Kind
of
talked
about
this
already,
and
so
the
website
is
hennepin.us
hi
lake,
I'm
the
project
manager
for
the
design,
not
design
public
outreach.
So
the
county's
leading
the
public
outreach
mndot
is
leading
the
design
and
construction,
but
we're
all
working
closely
together
with
that
open
to
other
questions.
A
H
B
A
F
I
urge
you
to
add
in
all
legs
of
all
intersections.
I
have
a
really
important
means
of
communicating
pedestrian
orientation
and
just
looking
at
the
milwaukee
sample.
That
seems
really
at
least
the
view
that
we
have
in
what
you
shared
is
really
car
oriented
and
the
scale
and
the
design-
and
I
don't
know
if
you
have
other
examples
that
are
the
skate
part,
looks
great
just
in
terms
of
something
I'd
like
to
walk
by,
but
murals
that
are
at
that
scale
are
not
for
the
people
walking
past
them.
F
Therefore,
the
driver
is
going
past
and
I
urge
you
to
really
consider
the
speeds
that
people
are
moving
and
how
close
they
are
to
different
pillars
or
whatever
the
other
elements
are
and
what
the
kind
of
lighting
is.
It's
a
really
miserable
underpass
to
be
under
right
now,
and
I
don't
know
if
something
like
that
would
even
really
make
a
difference
because
of
its
scale.
F
Posing
so
it's
it's,
I
I
hear
that
I
just.
I
know
that
a
lot
of
times
we
see
that
the
general
perspective,
that's
even
given
in
like
designs
presented
to
the
city
for
a
building,
is
a
very
distant
perspective
rather
than
what
you
get
when
you're
walking.
So
I
I
think
that's
where
we
default
to
across
all
sorts
of
planning
means.
I
On
this
one
yeah-
and
maybe
I
can
just
jump
in
with
a
quick
note
about
the
art
itself,
so
there
is
a
public
art
grant.
That's
been
awarded
to
this
project,
so
it'll
be
a
separate
process
from
the
city
side
to
design
the
art.
So
we'll
share
those
comments
back
that
we
get
on
the
art
itself
with
that
team,
but
there
will
be
some
more
engagement
work
around
what
that
art
actually
looks
like.
I
think
it's
important
to
note
the
kind
of
pedestrian
scale
piece
that
you
you
shared
julia.
So
thanks
for
that.
F
F
B
A
B
I
just
wanted
to
say:
there's
some
open
houses
coming
next
tuesday
and
march
1st
there's
also
a
virtual
tour.
If
you
go
to
hennepin.use
highlake,
you
can
get
to
this
virtual
tour,
and
this
is
kind
of
all
the
same
stuff
I
shared
with
you
already.
We
have
sliders,
so
you
can
kind
of
see
it
over
each
other
and
then
at
the
bottom.
We
do
have
a
rendering
a
3d
rendering
of
what
it
would
look
like
from
a
pedestrian
slowly.
H
B
J
Here
we
go
everyone,
I'm
christian
zimmerman,
I'm
an
associate
transportation
planner
with
the
city
of
minneapolis,
one
of
the
folks
that
works
on
the
vision,
zero
capital
program
yeah.
I
just
want
to
provide
you
all,
with
kind
of
some
information
about
the
capital
program
in
general
in
relation
to
vision,
zero
and
talk
a
little
bit
about
our
202
2022
projects
that
are
coming
up
for
for
later
this
year.
J
So
a
little
bit
of
program
overview,
so
the
vision,
zero
capital
program
supports
the
vision,
zero
action
plan.
Really.
What
we're
looking
to
do
is
make
cost-effective
safety
improvements,
we're
looking
to
do
those
systematically
on
and
rapidly
on
our
high
injury
streets
and
our
head
injury
streets.
J
J
J
Mainly,
you
know
what
I
talked
about
where
these
paint
and
bollards
and
you
can
see,
there's
different
ways
that
we
can
use
these
materials
and
different
ways
to
to
get
different
outcomes
and
safety
treatments.
Our
first
one
here
is
delineator
bump
outs,
which
I
think
everyone
on
this
call
is
fairly
familiar
with.
J
We
use
these
to
visually
and
physically
narrow
the
roadway,
creating
those
shorter
and
safer
crossing
distances.
High
visibility,
crosswalk
that
we
have
it
our
signalized
intersections
our
slow
turn
wedge.
These
are,
essentially,
you
can
kind
of
think
of
them
as
a
half
bump
out,
which
would
be
instead
of
wrapping
the
entire
radius
of
a
curve
in
in
one
quadrant.
We're
really
just
doing
it
on
one
side,
those
help
to
just
kind
of
lead
the
the
vehicle
and
follow
that
proper
turning
path.
J
So
it's
it's
kind
of
an
extension
of
that
of
that
curved
line,
and
then
our
delineator
medians,
those
are
you
know,
just
our
bollards
out
in
the
middle
of
the
roadway
that
helped
to
break
up
the
two
two
or
more
vehicle
travel
lanes
that
we
have,
and
we
can
at
times
use
those
to
provide
some
level
of
protection
to
pedestrians
and
or
bicyclists
that
are
crossing
the
roadway,
our
head
and
center
lines.
These
are
still
using
our
bollards.
J
It
forces
the
vehicle
to
not
cut
the
corner
too
early,
so
it
forces
them
to
move
out
into
the
intersection
a
little
bit
further
and
really
allows
for
that
good
sight
lines
with
pedestrians
that
may
be
entering
the
crosswalk
or
already
in
the
crosswalk,
our
bike
conflict
zone
striping.
That's
that
green
paint
that
you
see
around
at
our
intersections
and
those
just
help
to
delineate
space
for
bicyclists
at
those
intersections.
J
Really
what
it
is
is
it's
essentially
a
yellow
tape
that
goes
around
the
edge
of
the
back
plate
and
that's
highly
reflective.
It
just
helps
to
alert
that
driver's
eye
to
the
signals
they
work
pretty
well
during
the
day
and
at
night
and
just
reflect
off
of
headlights
and
other
lights
that
are
in
the
area.
J
So
this
map,
here
this
is
showing
our
vision,
zero
capital
program,
our
roadways
that
we're
doing
corridors
some
of
these
from
2021,
showing
our
2022
and
then
an
outlook
to
23,
24
and
beyond.
What
you'll
see
here
is
orange
represents
our
2021
locations.
We
did
multiple
intersections
and
then
we
did
the
corridor
of
glendale
avenue
north
with
the
vision,
zero
program,
the
intersections
of
bryant
and
dowling
up
in
north
minneapolis
and
then
8th
in
chicago
15th
in
chicago
35th
and
nicola
in
37th
in
nicolette.
J
Those
were
intersections
that
we
actually
partnered
with
the
university
of
minnesota.
Last
year,
the
university
was
looking
to
do
a
study
on
different
crossing
features
that
could
be
added
to
the
roadway
just
to
find
more
compliance
with
pedestrians
getting
vehicles
to
stop
to
allow
them
to
cross.
We
don't
have
that
data
yet
from
that
study,
but
we
are
expecting
to
get
that
sometime
in
the
spring
of
this
year
from
the
university
for
2022.
J
J
J
We've
developed
an
online
kind
of
a
mapping
tool
that
allows
you
know
anyone
to
go
on
and
look
at
these
high
injury
streets
that
have
been
identified.
You
can
click
onto
these
and
you
can
leave
a
comment
and
it's
just
another
engagement
tool
that
we
have
for
this
year.
It's
only
been
up
and
running
for
maybe
a
month
or
two,
and
we
have
quite
a
bit
of
good
feedback
there
and
you
can
access
that
through
the
vision,
zero
capital
program
webpage
and
I
can
put
that
link
into
the
into
the
chat.
A
Thank
you
christian.
I
just
have
sort
of
an
introductory
question.
Could
you
explain
a
little
bit
about
the
funding
of
vision,
zero
you
mentioned
like
this
year's
1.18
and
then
it
drops
about
55
or
60
to
500
000
for
the
next
couple
years.
Why
is
that
and
just
remind
me
where
the
the
program
gets?
It
gets
its
money
and
just
a
little
bit
of
explanation
on
that.
J
Yeah,
so
it's
a
little
it's
a
little
a
little
murky.
It's
not
super
straightforward,
but
so
this
funny
comes
out
of
the
the
capital
budget
and
so
there's
each
year,
there's
a
certain
amount.
That's
that's
allocated.
We
also
use
some
bonding
efforts
that
we
have
for
these
programs
and
these
projects,
and
so
that
funding
as
we
are
moving
forward-
and
we
have
less
corridors
that
that
we
have
to
do
that
funding
kind
of
decreases
as
there's
just
less
corridors
for
us
to
implement.
J
But
there's
still
always
you
know
that
doesn't
mean
that
our
our
work
is
say
over
in
2024,
because
there's
always
corridors
to
continue
to
work
on
and
there's
you
know,
ever-changing
funding,
potentials
and
and
possibilities
that
we're
consistently
going
after
to
acquire
more
funding
for
this
program.
But
right
now,
500
000
has
just
been
allocated
for
2023
and
beyond,
but
there's
always
the
potential
that
that
that
can
shift.
That's
it's
not
set
in
stone.
I
should
say.
A
And-
and
just
so
I
understand
out
of
that
amount,
does
staff
come
out
or
can
you
give
us
an
idea
of
how
many
fdes
there
are
in
the
program
that
is
covered
by
these
amounts
annually
or
I'm
just
trying
to
get
an
idea
of
the
current
size
of
the
program
because
initially
it
was,
you
know
one
person
and
a
hundred
thousand
dollar
budget
kind
of
thing?
Could
you
talk
to
that
about
staffing
levels
and
full-time
equivalents?
If
there's
more
than
one
person-
and
you
know
that
kind
of
thing.
J
C
I
think
christian,
if
I
could
just
jump
in
for
a
quick
second
christopher
just
so
you
know
like
the
cip
and
all
the
capital
programs
is
separate
from
what
funds
are
staffing.
That's
the
budget
specifically
for
the
capital
piece,
so
some
of
that
capital
piece
might
be
design
work
that
goes
towards
it.
C
A
F
I've
got
one,
I'm
just
curious
with
the
the
comments
about
the
supply
chain
issues.
That's
something
that
I
know
the
pac
has
raised
periodically
as
an
increasing
concern,
as
climate
breakdown
continues
to
intensify
and
impact
impact
things
like
global
supply
chains,
and
I'm
wondering
what
you've
learned
from
what's
been
going
on
so
far
and
what's
being
done
to
be
able
to
make
sure
that
we're
able
to
rapidly
shift
our
streets
in
the
face
of
supply
chain
issues
so
that
the
things
that
are
worsening
because
of
transportation
emissions
are
not
there.
F
J
Contractors
to
have
these
installed,
so
we
are
quite
a
ways
ahead
from
where
we
were
previously.
Some
of
this
work
does
go
out
and
is
is
performed
by
by
city
crews,
and
some
of
the
other
work
is
broken
out
too
to
contractors
and
and
last
year
you
know
with
the
supply
chain
issues.
There
was
at
the
point
that
we
were
able
to
get
to
them.
It
was
just
a
little
too
late
for
for
them
to
be
able
to
get
their
hands
on
on
products.
J
So
this
year,
we've
really
shifted
to
making
sure
that
we're
at
that
point
at
a
lot
earlier
standpoint
in
the
year.
So
if
they
do
happen
to
run
into
those
issues,
there's
time
on
the
on
the
front
end
of
this
to
take
care
of
those
and
work
through
those-
and
you
know-
and
we've
already
worked
with
our
our
contractors
from
last
year-
to
retain
them
for
this
year
to
install
those
2021
improvements.
J
J
F
That's
excellent.
I'm
also
wondering
if
there's
any
barriers
that
may
not
have
been
a
problem
in
the
past,
but
could
I'm
thinking
in
choosing
subcontractors
or
sourcing
materials
where
there
might
be
a
preference
for
whatever's
cheapest
rather
than
whatever
has
the
most
local
materials
or,
if
there's
ways
if
there
are
any
barriers
internal
in
the
system
that
restrict
the
options
for
what
can
be
used
or
put
dependence
on
a
global
supply
chain
instead
of
a
local
reuse
chain
or
anything.
F
J
I
appreciate
those
comments
and
and
yeah
we
we
look
at
you
know,
there's
there's
different
materials
we
can
use
and
we
definitely
look
at
those
of
you
know
what's
readily
available
and
also
weighing
that
that
measure
against
you
know
what's
readily
available
versus
something
that
might
only
last
us
a
little
bit
of
time,
and
so
there's
kind
of
that
cost
benefit
analysis
that
we're
also
putting
into
those
pieces
too.
So.
J
So
when
we're
going
through
this,
you
know
we,
we
are
aware
of
those
aspects,
and
you
know
we're
really
out
there
trying
to
put
safety,
as
is
one
of,
and
obviously
we
understand
that
the
safeties
of
you
know
environmental
hazards
and
trying
to
make
those
as
quickly
as
possible.
So
it
is
something
that
you
know.
J
We
don't
want
to
delay
any
further
than
it
needs
to
be
so
we're
you
know
we're
rapidly
trying
to
get
these
in
as
as
quickly
as
we
can,
and
if
that
means
that
we
can
put
in
some
improvements,
you
know
in
one
year
and
a
couple
of
those
other
pieces.
I
have
to
wait,
you
know
until
the
next
year,
unfortunately,
you
know
we
are
trying
to
get
as
many
of
the
improvements
as
we
can.
If
that
means
kind
of
shifting
who's
installing
for
that
year
or
what
those
materials
are.
F
A
All
right
well,
thank
you.
Everybody
we've
slipped
a
little
bit
behind
schedule,
but
not
much
christian.
Thank
you
very
much
for
the
presentation
and
I
think
we'll
push
on
to
the
51st
avenue
reconstruction
presentation.
So
thank
you.
Christian.
Let's
see
katie
and
ahmed
who's
here,
okay,
kitty's
here.
A
L
I
am
going
to
be
sharing
a
little
power:
oh
not
a
powerpoint,
I'm
not
sharing
a
powerpoint.
Today
I
am
sharing
a
one
page
or
four
pager
really
document,
but
I'm
gonna.
I
have
an
email
ready
to
go
to
chris
to
share
with
the
ac
and
pac
with
the
latest
information
that
I
wasn't
able
to
get
in
in
time
to
meet
your
limbs.
Submission
cut
off,
so
I
have
more
information
for
you.
L
L
First
avenue
south
is
right
in
the
middle
of
the
city,
ready
really
we're
looking
on
the
south
and
lake
street
here
crossing
the
midtown
greenway,
which
I'll
come
back
to
and
stopping
here
at
franklin
avenue.
This
green
segment
will
be
reconstructed
in
2024
and
then
franklin
avenue
up
to
grant
street
right
at
the
con
convention
center.
That
will
be
reconstructed
in
2025
and
I'm
going
to
call
out
a
couple
of
key
points
along
the
corridor
to
start
lake
street.
Of
course,
the
lake
street
kmart
happening
right
at
the
site.
L
First
avid
first
avenue
is
the
eastern
border
of
the
kmart
site,
so
we'll
be
working
closely
with
kmart
site,
as
they
move
through
their
very
extensive
engagement
process
over
the
next
couple
of
years,
as
they
move
towards
demolition.
Potentially
in
2024
of
kmart,
we
are
crossing
the
midtown
greenway
bridge
here,
and
the
replacement
of
the
bridge
itself
is
included
in
this
work.
So
we
are
taking
comments
on
the
bridge
itself
in
the
future
bridge.
L
So
that's
an
important
component
of
this
project
for
2024
and
it's
a
driving
factor
in
our
schedule,
because
this
historic
bridge
takes
so
much
effort
to
replace.
I
also
want
to
call
it
franklin
avenue-
I
imagine
I'll
be
here.
Speaking
with
you
in
probably
four
to
eight
weeks
about
the
franklin
avenue
project
hennepin
county
is
reconstructing
franklin
through
here
in
2025.
L
I
am
the
city's
representative
on
that
project
and
also
in
a
I
don't
like
this
word,
but
very
good
synergy
here.
One
of
our
consultants
on
first
avenue
south,
is
also
one
of
the
consultants
on
the
franklin
athlete
project
the
company
is
leading
so
we're
looking
forward
to
you
know
fewer
duplicative
work,
better
communication
between
the
projects
as
a
result
of
that
and
then
first
avenue
from
franklin
to
grant
again
in
2025.
L
So
you
know
this
is
also
the
location
where
we
had
the
woody
orlindale
bikeway
go
in
in
2021.
The
engagement
for
that
was
2019
and
2020.
I
think,
and
so
we
have
a
temporary
condition
on
first
avenue
south
right
now
and
it's
a
very
good
trial
to
see
what
works
and
what
doesn't
work.
And
so
I'd
like
to
hear
folks
opinion
about
how
first
avenue
south
has
been
improved
for
the
pedestrian
experience
or
could
be
improved
further
in
the
pedestrian
experience.
L
L
L
So
I,
what
I'm
going
to
send
chris
is
a
a
link
to
the
project
website,
where
there
will
be
more
information
also
on
the
project
website.
It's
not
there
yet,
but
we
are
going
to
put
up
the
information
needed
to
join
a
virtual
open
house
on
tuesday
march,
8th
at
6,
00
pm
and
so
we'll
have
a
link
to
join
that
meeting
from
the
project
webpage.
I'm
also
going
to
be
sending
to
chris
a
link
to
essentially
a
wiki
map.
L
We're
able
to
come
up
with
concepts
a
lot
quicker
than
we
normally
would,
and
so
I
think
our
second
round
of
engagement
will
be
in
the
height
of
spring
and
then,
hopefully
coming
to
layout
approval
late
summer
or
early
fall.
So
that's
the
the
timeline
for
this
work
and
I
think
I'll
stop
there
and
take
any
questions,
since
this
is
just
an
introduction
to
the
project.
A
A
F
One
very
quick
comment:
I
know
I'm
looking
at
the
estimated
daily
users
and
it
would
be
awesome
if
we
could
have
something
that
kind
of
looks
at
the
based
on
what
we
know
of
destinations
or
using
straight
light
data.
What
I'm
sure
there's
people
who
drive,
because
they
don't
feel
safe
enough
to
bike.
F
I
would
be
interested
in
data
that
reflects
more
the
potential
daily
users
by
modes
based
on
distance
of
trip
or
origin
destination.
That
kind
of
thing
I
know,
that's,
probably
way
more
difficult,
but
given
how
our
streets
are
designed
for
cars,
not
for
people,
I
would
that.
Might
that
feels
like
it
would
be
more
informative.
L
Yes,
we
are
going
to
be
significantly
changing
the
streets,
the
car
portion
of
the
streets
in
the
redesign
we
are.
This
is
going
to
be
in
the
temporary
condition.
We
moved
it
to
one
lane
northbound
and
we
will
be
advancing
that
for
almost
the
entire
corridor
in
the
reconstruct
as
well.
The
two-way
bike
facility
will
be
outside
sidewalk
height
and
I
think
we're
going
to
see
a
significant
reduction
in
parking,
and
so
just
the
asphalt
you
know
for
cars
is
going
to
be
significantly
narrower.
F
And
yeah,
that's.
That
is
awesome.
I
think
my
comment
is
specifically
on
the
way
the
information
is
presented
reflects
current
usage,
not
necessarily
expected
usage.
If
that
makes
sense,
and
because
it's
so
car
dominated
it,
I
worry
that
it
could
be.
People
could
interpret
it.
As
I
worry,
it's
not
the
best
data
for
the
lens
of
what
we're
looking
to
do
and
what
we
know
or
could
know
based
on
things
like
straight
light
data
yeah.
A
M
How
about
now
it's
good
much
better!
Okay!
I
have
my
headphones
on
backwards.
Silly
me,
all
right,
can
you
all
see
the
presentation?
Yes,
thank
you
all
right,
great
all
right!
Thank
you
all
for
allowing
myself
and
and
a
member
of
the
team
here
greg
greg
brown
to
help
us
out
and
present
this.
This
really
unique
and
fun
project
to
you
all
right
now,
as
the
screen
says,
it's
really
we're
at
zero
percent.
M
There
we
go
so,
as
I
said,
my
name
is
tyler
pedersen,
I'm
a
project
manager
over
at
the
minneapolis
park
and
recreation
board,
and
we
have
kimley
horn
is
our
our
lead
firm
for
the
design
team.
Greg
brown
is
is
with
me
as
well.
He'll
he'll
speak
in
just
a
few
moments,
and
then
we
have
bill
smith,
helping
us
out
with
some
community
engagement
and
at
the
bottom.
There
is.
Our
project
webpage
feel
free
to
check
it
out
some
cool
stuff
on
there
right
now,.
M
So
this
is
that
little
blue
streak
up
and
down
that's
the
mississippi
river,
the
the
the
freeway
on
the
on
the
left-hand
side
of
the
image
is
I-94
and
the
horizontal
magenta
line
is
26th
avenue
north
and
the
vertical
magenta
line
is
the
trail
system
or
the
trails
along
west
river
road
there.
So
we're
trying
to
fill
in
that
hundred
foot
gap.
M
So
this
project
kind
of
stems
from
the
earlier
earliest
phases
of
above
the
falls
master
planning
so
going
back
15
or
more
years
it's
been.
It's
been
a
long
project
trying
to
plan
riverfront
park,
expansion
in
in
north
minneapolis
and
north
east
minneapolis
above
plymouth.
Avenue
so
one
of
one
of
the
key
things
was
to
continue
the
the
pattern
of
of
regional
park
trail
system
along
the
river,
and
this
is
one
key
piece
to
that
this
project
here.
M
So
the
project
scope,
as
I
mentioned
right
now-
we're
kind
of
getting
a
bunch
of
information
talking
to
a
lot
of
people
trying
to
get
the
word
out,
trying
to
really
get
some
feedback
on
on
what
what
you
all
and
what
folks
would
want
to
see
then
we'll
jump
into
some
concept:
development
refinements
we've
got
a
lot
of
data
to
collect.
We've
got
a
lot
of
coordination
with
adjacent
land
owners.
M
The
site
has
some
geotechnical
issues.
The
bluff
is
is
not
quite
a
natural
bluff.
It's
there's
a
lot
of
a
lot
of
junk
in
it.
So
we've
got
to
figure
out
how
to
engineer
our
way
through
that
and
then
there's
the
river
impacts.
You
know
it's
there's
a
floodway
there's
some
wetlands
that
are
down
there.
It's
it's
a
river
that
goes
up
and
down
so
we've
got
to
take
that
into
consideration,
and
then
we
want
to
make
sure
that
it's
an
experience
and
not
just
kind
of
a
through
route
for
a
trail.
M
This
is
an
important
link
for
north
minneapolis.
They've,
been
there's
been
a
little
bit
of
ignoring
of
of
the
those
connections
into
north
minneapolis.
You
know
being
cut
through
or
cut
bisected
from
the
river
by
the
freeway,
so
we
want
to
try
and
restore
some
of
those
connections
to
the
river
and
the
river
to
them
and
and
make
it
experience,
make
it
an
experience
and,
of
course,
the
practical
portions
of
it.
You
know
construction
documents
and
then
construction,
beginning
in
about
two
years.
M
There
is
kind
of
a
flat
usable
space
on
the
south
side
of
the
bridge
which
we're
going
to
try
and
utilize
a
little
bit
and
then
a
photo
of
us
kind
of
hanging
out
underneath
the
bridge
so
there's
quite
a
bit
of
vertical
space
to
kind
of
maneuver
through
and
some
good
artwork
there
as
well,
and
then
north
of
the
bridge
is
a
little
bit
trickier.
There's
it
it's
private
land
to
the
river
and
then
there's
a
pretty
steep
bluff
with
two
to
one.
M
D
D
The
other
thing
we
want
to
do,
or
one
of
the
other
things
we
want
to
do
from
a
design
perspective,
is
to
have
this
be
a
seamless
connection
to
the
existing
trails.
At
the
end
of
the
day,
we
want
this
connection.
That's
even
though
it's
just
a
thousand
feet,
but
to
appears
it
was
as
if
it
was
designed
and
and
created
or
conceived
along
with
the
rest
of
the
riverfront
trails.
D
We
can
get
a
good
portion
of
this
as
a
separate
facility,
so
the
two
modes
won't
necessarily
have
to
mix
unless,
unless
we
have
some
pinch
points-
and
we
clearly
clearly
do
have
some
pinch
points,
but
our
goal
will
be
to
try
to
create
some
separate
trails.
To
this
extent,
we
can
tyler
talked
about
the
river
bluff
it.
You
know
it
isn't
really
a
natural
bluff.
D
I
think
anything
we
do
grade
we'll
be
looking
at
restoring
and
ideally
to
a
higher
caliber
natural
environment
or
natural
character.
Then
that
exists
today
and
doing
some
selective
clearing
and
things
so
that
there
are
vistas
that
people
can
utilize,
because
the
views
both
up
the
river
and
and
towards
downtown
are
quite
spectacular
in
this
area.
So
it'd
be
nice
for
more
people
to
get
that
opportunity.
D
I
think
the
next
slide
has
our
yeah
has
our
graphic
of
kind
of
kind
of
our
schematic.
So
this
helps
maybe
outline
or
where
things
are
today
so
ollie
olsen
park.
You
know
which
is
kind
of
right
in
the
left
center.
There
has
a
is
a
terminus
of
the
trail
system
today
on
the
riverfront
and
that's
likely
going
to
still
be
a
kind
of
a
u-turn
or
a
circle
trail
around
that
park.
D
But
what
we'd
like
to
do
is
take
the
bike
trail
that
exists
south
of
there
extend
that
up
through
and
then
the
green
trail
is
the
river
front.
Walking
trail
again
like
like
I'd
mentioned,
we'd
like
to
make
it
a
sinuous,
seamless,
kind
of
path
that
would
take.
Take
a
walker
closer
to
the
river,
so
you're
kind
of
up
on
the
bank
at
the
connection
point
here
like
to
try
to
get
you
down
towards
the
river
but
kind
of
hovering
or
flirting
with
that
100-year
floodplain
elevation.
D
So
it's
stay
a
little
bit
out
of
trouble
from
that
perspective,
then,
as
you
get
to
the
bridge,
you
can
see
in
the
exhibit
both
trails
kind
of
concept
to
each
other,
we're
we're
trying
to
look
at
alignments
that
are
utilizing
the
existing
grade.
That's
that's
right
around
that
flood
plain
elevation
without
having
to
build
structure
or
other
you
know
more
expensive
kind
of
improvements,
and
that
that
should
also
translate
to
a
better
experience.
D
That
means
we
won't
have
to
have
railings
on
the
edge
of
the
trail
or
at
least
be
very,
very
limited
if
we
did
when
we
could
just
kind
of
grade
down
and
then
people
could
stroll
down
into
that
flat
area.
Tyler
showed
us
that
photo
down
by
the
bridge
or
to
the
south
side
of
the
bridge,
it's
a
relatively
flat,
accessible
area
to
the
riverfront
and
be
very
attractive
for
people
as
they
come
in
on
the
walking
trailer
just
to
kind
of
stray
off.
D
If
they
have
some
time
and
touch
the
water,
then,
as
you
leave
the
bridge
across
under
the
bridge
and
head
north,
we'll
be
going
presumably
we're
going
into
continental
cement's
property
under
easement,
then
we'll
be
looking
at
you
know.
In
that
stretch,
can
we
get
two
separate
trails
or
do
they
need
to
be
connected?
D
That's
going
to
be
kind
of
a
iterative
process
in
connection
with
the
property
acquisition
discussions
and
how
much
land
that
takes
and
how
all
that
works,
but,
in
general,
we're
hoping
to
run
these
trails
kind
of
on
the
roughly
on
the
top
of
the
bluff.
We
have
to
do
have
to
cut
down
and
get
get
down,
but
so
the
natural
vegetation
on
the
bluff
or
the
volunteer
vegetation
has
grown
up
over
the
years,
largely
be
unimpeded,
we'll
be
looking
at
the
slopes
of
course,
as
we
always
do
on
these,
especially
the
the
pedestrian
route.
D
D
Then,
as
far
as
engagement
there's
a
number
of
neighborhoods
that
will
have
access
to
the
river
via
26th
avenue,
which
this
will
connect
to
and
that
kutothern
jordan
and
the
business
district
kind
of
includes
not
just
the
businesses
right
around
there,
but
the
west
business
west
broadway
businesses
there's
some
organizations
that
are
focused
on
biking
or
trails
in
the
area.
The
great
northern
greenway,
the
major
taylor
biking
club,
there's
a
quite
a
few
churches
that
are
kind
of
in
that
26th
avenue
corridor.
So
we're
reaching
out
to
to
that.
D
And
our
next
steps
are
a
public
meeting.
That's
coming
up
here
fairly
soon
a
week
from
today.
That
would
be
kind
of
the
first
introduction
of
the
project,
at
least
by
public
meeting,
to
the
community
very
similar
to
this
discussion.
Kind
of
introduction,
soliciting
some
input
on
priorities
and
desires,
and
then,
following
that,
we'll
start
to
get
serious
about
developing
concepts
and
costs
and
alternatives
and
reviewing
and
vetting
those
with
property
owners,
the
community
yourselves
and
working
towards
a
recommended
alignment
and
recommended
scope
of
work.
If
you
will,
after
that
point.
A
A
U
under
the
under
the
washington
avenue
bridge,
then
minnesota
boat
club
all
the
way
on
navy
island,
but
there's
got
to
be
canoers
or
kayaks
that
maybe
have
an
umbrella
organization
seems
like
when
I
ever
want
to
find
something
like
that.
I
go
to
the
bulletin
board
inside
midwest,
mountaineering
and
all.
K
F
You
may
have,
I
don't
know
if
this
was
on
the
list.
I
didn't
see
that
in
the
what
was
sent
around
and
I,
if
you
said
juxtaposition
arts,
I
may
have
missed
it,
but
I'm
just
thinking
when
I
have
walked
around
there.
There
is
a
fair
amount
of
graffiti
and
I'm
not
sure
if
that
was
the
photo.
You
were
sharing
about
art,
but
I
do
I
do
enjoy
seeing
it.
I
don't
know
what
the
overlap
between
you
know.
F
People
working
with
juxtaposition
and
the
graffiti
community
might
be,
but
that
is
honestly
one
of
the
draws
to
that
space.
For
for
me,
the
safety
issue
is
getting
down
that
slope,
trying
to
figure
out
what
to
hold
on
to
and
what's
broken
glass,
so
that
might
be
another
if
it's
not
on
your
list
already
reaching
out
to
them
to
maybe
work
with
that
that
style
of
art
and
that
presence
that's
already
in
place
there,
and
I
also
have
a
question
about
if
you're,
looking
at
continuing
the
connection
north
of
26th
at
any
point.
M
Yeah,
so
thank
you
for
the
comment
on
juxtaposition,
arts.
We
work
with
them
quite
a
bit
and
I
think
that's
a
an
easy
contact.
We
can.
We
can
solicit
so
as
far
as
going
north,
you
know
this
project,
you
know
we
really
are
focused
on
getting
under
the
bridge.
It
is.
It
is
of
paramount
importance
that
it's
successful,
but
with
this
we
are
going
to
be
exploring
as
we
connect
to
the
26th
avenue
overlook
we're
going
to
be
exploring.
M
You
know
what
makes
sense
going
north
from
there
so
that
we're
teeing
us
up
real
nicely
for
that
future
expansion.
We
don't
want
to
spend
a
bunch
of
money
now
on
that
connection
and
not
have
it
make
sense.
You
know
even
10
years
from
now,
because
it
is
conceivable
10
years
from
now.
It
could
happen
same
thing
on
the
south
side.
M
You
know
we
really
want
to
make
sure
it's
the
the
flow
and
the
feel
and
the
character
is
very
similar
to
what's
there
now
along
the
riverfront
and
the
rest
of
our
grand
round
system
and
then
the
other.
The
other
item
we're
going
to
be
looking
at
and
not
in
great
detail,
but
just
kind
of
again
planning
for
that
future
movement
is
going
across
the
bridge
into
northeast
minneapolis.
So
we
have
a
a
a
really
strong
connection
between
north
and
northeast
because
that's
that's
a
that's
a
huge.
M
F
Do
you
happen
to
have
the
numbers?
I
know,
that's
a
bridge,
that's
fairly
easy
to
process
pedestrians,
and
is
I
mean
I
always
am
seeing
other
people
on
it
when
I'm
there,
and
you
know,
that's
probably
not
what
the
railroad.
I
think
it's
one
where
they
kind
of
accept
it,
but
it
might
not
be
their
ideal,
but
I'm
I'm
curious
if
you
have
pedestrian
numbers
and
bicyclists,
I
also
see
people
with
bikes.
M
M
M
A
F
A
N
A
N
H
H
O
O
O
The
beeline
is
a
12.6
mile
transit
corridor
along
lake
street
marshall
avenue
and
selby
avenue
it's
a
substantial
replacement
of
the
route
21,
which
is
metro,
transit's,
highest
ridership
bus
route,
but
our
slowest
in-service
speed
routes.
What
that
means
is,
you
know,
second
highest
amount
of
users
on
this
bus,
but
also
as
it's
not
performing
its
service.
O
O
K
O
Another
way
we're
able
to
speed
up
this
service
is
via
pay
before
you
board
the
brt
buses
are
kind
of
similar
to
like
a
train
on
wheels.
You
know
people
pay
before
they
get
on
the
bus
and
then
they
can
enter
and
exit
through
each
of
the
three
doors.
So
it
helps
speed
up
the
process
by
not
having
people.
You
know
kind
of
queueing.
C
O
Into
traffic
so
with
curb
extensions,
we're
able
to
keep
the
bus
in
the
lane
and
avoid
a
lot
of
those
delays
and
then
something
pretty
big.
We're
going
to
be
talking
about
later
are
things
like
transit
advantages,
things
like
transit
signal
priority
which
allow
the
buses
to
speak
to
traffic
signals
and
things
like
cue,
jump
lanes
and
bus
approach
lanes
and
bus.
Only
lanes
are
things
that
we've
looked
at
and
we'll
talk
talk
about
those
more
a
little
bit
later.
N
So
I'm
a
segwaying
now
into
our
lake
street
improvements
again
a
separate
but
aligned
effort
with
the
beeline
br
team,
a
little
background
on
the
lake
street
corridor.
I
know
we're
all
very
well
familiar
with
this,
culturally
vibrant
and
important
corridor
of
huge
significance,
not
just
in
our
city
but
the
county.
N
N
The
area
between
hennepin
and
hiawatha
is
identified
as
an
area
of
concentrated
poverty
as
we're
all
well
familiar
like
lake
street
is
the
highest
crash
corridor
in
all
of
minneapolis
and
one
of
the
highest
in
our
county.
So
it's
identified
as
a
high
injury
street
in
our
vision,
zero
action
plan.
As
we
all
know,
it
was
the
site
of
civil
unrest
in
2020,
and
the
area
between
35w
to
hiawatha
is
identified
as
the
minneapolis
south
side
green
zone
next
slide.
N
At
the
same
time,
it
made
sense
to
combine
all
of
our
county
and
city
investments
of
including
signal
modifications
payment
needs.
As
I
mentioned,
the
need
for
a
mill
and
overlay,
as
well
as
ada
upgrades
at
a
lot
of
the
intersections
into
one
single
project
in
order
to
minimize
impacts
to
the
communities,
but
also
the
businesses
along
the
corridor.
So
we're
really
taking
this
as
an
opportunity
to
combine
all
of
our
efforts
and
leverage
this
transit
project
to
do
investments
along
the
entire
corridor.
N
So,
through
weekly
coordination
meetings
over
the
past
year
and
a
half,
we
evaluated
several
concepts
which
chad
will
show
in
terms
of
what
we
ended
up
with
for
the
striping
of
lake
street,
and
we
really
kept
several
things
in
the
back
of
our
heads.
As
we
were
looking
what
type
of
changes
we
can
make
to
lake
street.
So
first,
we
looked
at
all
of
our
existing
plants
and
policies,
including
our
cities
recently
adopted
a
transportation
action
plan,
the
county's
climate
action
plan,
vision,
zero
and
so
on.
N
So,
keeping
in
mind
that
this
is
not
a
full
reconstruction
really,
the
the
changes
are
that
we
are
addressing
are
between
the
curbs
and
include
new
pavement
through
the
corridor
re-striping
to
enhance
safety
and
bus
operations,
and
then
bus
lanes
in
certain
areas
which
are
dominated
by
westbound
bus.
Only
lanes
which
a
chad
will
show
a
figure
that
kind
of
shows
where
we
were
able
to
apply
those.
H
B
H
H
It
shows
bus
lanes
in
each
direction
between
wes
but
but
today,
market,
scott
parkway
and
dupont,
avenue
between
dupont
and
the
mississippi
river.
It's
mostly
dominated
by
a
westbound
bus.
Only
lane
certain
areas
we
are
able
to
get
on
westbound
proposed
westbound
and
eastbound
bus
lanes,
particularly
in
that
park
in
portland
area,
where
the
roadway
is
there's,
there's
more
right
away
available
there
and
the
pavement
between
the
curves.
H
H
This
slide
shows
the
west
body
maca
scout
parkway
station
area,
where
the
concept
proposes
bus
lanes
in
each
direction
from
here
to
dupont,
avenue
the
existing
condition
is
essentially
a
three-lane
one-way
roadways
to
dupont,
and
this
proposes
converting
that
outside
lane
to
a
bus
only
lane
next
representative
section
we
chose
to
share
is
at
hennepin
avenue
for
with
the
one-way
pair
of
lake
and
lagoon.
Intersecting
of
note
here
is
the
proposed
e-line
bus
rapid
transit
route
that
will
also
be
crossing
on
hennepin
avenue
crossing
the
b-line
route.
H
Here
again,
as
shown
previous,
that
outside
through
lane,
proposed
to
be
converted
to
a
bus.
Only
lien
next
is
the
lake
and
lindale
station
area.
This
is
a
location
where
the
transit
and
traffic
analysis
recommended
additional
westbound
through
capacity
to
achieve
acceptable,
transit
and
traffic
operations.
H
This
similar
section
is
being
recommended
at
lindale,
bloomington
and
cedar
avenues.
Other
higher
volume
cross
streets
on
this
corridor,
as
mentioned
in
the
yellow.
Note
if
you're
able
to
read
that
additional
data
collection
analysis
is
anticipated
at
these
locations
as
the
design
continues
and
even
after
construction
to
determine
if
further
striping
modifications
should
occur.
H
H
H
So
now
I'd
like
to
kind
of
shift
into
what
what
we're
doing
for
engagement
and
communication
as
jasmine
mentioned
a
lot
of
this
is
between
the
curbs.
The
assets
are
in
good
condition,
so
we
are
applying
what
we've
heard
through
previous
engagement
efforts
that
are
listed
here
to
really
help
with
with
our
with
our
work
in
developing
this
concept
and
working
with
with
our
three
partner
agencies.
H
H
We
are
kicking
off
some
additional
communication
engagement
as
we
speak
here,
so
metro
transit's
had
their
beeline
project
website
up
for
a
long
time
now,
but
hannibal
county
has
just
developed
and
put
out
there
this
website
on
hennepin.us
and
we
plan
on
getting
this
information
out
to
our
neighborhood
organizations,
we're
planning
on
doing
that
next
week.
Some
of
the
things
we're
we're
working
toward
before
that
notification
goes
out
is
working
on
the
pre-recorded
presentation,
similar
to
what
we're
going
through
today
here
live
that
that
people
could
watch
on
their
own
time.
H
Also
setting
up
a
daytime
and
evening
live
virtual,
open
house
sometime
in
mid-march,
where
questions
can
be
submitted
and
answered
by
agency
staff
from
metro,
transit,
minneapolis
and
hennepin
county,
so
those
follow-ups
will
be
coming.
I
also
want
to
point
out
just
there
have
been
council
member
briefings
and
commissioner
briefings
going
on
with
by
staff,
and
then
these
meetings,
today's
pac,
the
bac,
is
scheduled
for
march
8th,
the
hennepin
county,
active
transfer,
active
transportation
committee
is
february
28th
and
then
the
pwi
committee
on
the
march
31st
and
city
council
on
april
14th.
A
E
A
E
N
So
we're
not
going
to
be
asking
for
approval,
but
we
were
directed
last
year
during
the
transition
plan.
Public
works
committee
by
the
council
to
consider
including
bus
only
lanes
on
along
the
corridor,
so
we'll
be
going
back
to
the
new
committee,
the
pwi,
to
bring
that
back
as
a
receive
and
file
item,
and
something
that
would
be
helpful
for
us
is
a
resolution
by
this
group
on
whether
you
support
this
new
alignment
and
restriping
plan,
so
that
that
would
be
helpful
in
terms
of
whether
we
plan
to
come
back.
N
We
typically
don't
bring
our
brt
projects
through
the
phc
bac
and
we
are
doing
this
because
it's
a
little
bit
different.
It
is
you
know
we
want
to
be
transparent
about
the
other
changes
that
are
going
to
be
occurring
on
lake
street.
So
maybe
that's
something
we
can.
I
can
chat
with
chris
and
melissa
and
we
can.
F
F
N
It
would
look
good
and
I'll
have.
Maybe
chad
talk
a
little
bit
about
that
I'll
just
say
we
could
probably
have
an
hour
meeting
just
to
talk
about
all
the
scenarios
that
we
did
look
at
and
that's
where
the
transit
and
traffic
modeling
and
chat.
I
don't
know
if
you
maybe
want
to
go
into
that,
but
we
did
look
at
that.
So.
H
Yes,
I
can
just
mention
a
few
things
from
that
past
reconstruction
project.
A
lot
of
the
corridor
is
that
that
doesn't
have
the
transit
lanes
in
both
directions.
Is
the
four
was
the
four
lane
or
is
the
four
lane
out
there
today
and
it's
a
narrow
four
lane
compared
to
other
county
county
roads
that
were
built?
So
there's
really
it's
and
it's
got
parking
on
both
sides
and
the
bump
boats
are
mostly
out
there
with
that
project.
H
H
The
the
operations
of
of
the
roadway
just
suffered
any
time.
You'd
have
to
ban
all
left
turns
at
at
most
locations,
maybe
not
at
the
35,
w
or
wyatt's
out
or
high
lake,
but
it
was
looked
at
in
it
based
on
it.
Just
it
was
kind
of
catastrophic
to
the
the
traffic
out
there
and
it
really
spilled
back
and
and
started
affecting
some
of
the
the
transit
operations
as
well
getting
onto
the
corridor
where
those
bus
lanes
actually
started.
H
So
that's
where
it
kind
of
it
more
led
to
okay,
we
need
we
need
turn
lanes
and
turn
lanes
offer
a
huge
safety
benefit
as
well.
So
what
what
space
are
we
left
with
and
where
should
that
be?
What
what
should
have
priority-
and
it
was
the
transit-
should
have
priority-
should
take
that
space
and
then
it
was,
should
it
be
eastbound
or
westbound,
and
that's
what
got
us
to
this.
F
Okay-
and
I
guess
I
part
of
my
interest-
is
knowing
how
quickly
we
need
to
be
reducing
emissions,
particularly
from
transportation
in
minneapolis,
also
knowing
that
31st
runs
parallel
and
actually
crosses
the
highway,
unlike
some
of
the
other,
you
know.
Sometimes
those
highways
are
like
rivers,
so
I'm
I'm
curious
what
it
would
take
for
this
to
be
reevaluated
in
terms
of
mode
share
shift
or
the
ability
of
adjacent
thoroughfares
to
to
take
some
of
the
vehicle
traffic.
H
Well,
I
can
just
offer
that
that
is
not
was
not
in
the
the
scope
of
this
project,
but
that
would
it
wouldn't
be
precluded
by
this
project
occurring,
because
essentially
the
curb
lines
are
staying.
The
same
most
of
them
were,
are
in
good
condition
and
were
rebuilt,
so
that
could
happen
in
the
future.
E
E
E
H
M
H
Lane
so
you'd
actually
have
to
remove
parking,
probably
on
both
sides.
If
you
were
to
kind
of
keep
the
same
section,
we
have
to
add
one
and
that
we
were
not
ready
to
tackle
that
with
this
project
partially
from
a
parking
removal
standpoint
but
other,
but
also
just
from
a
infrastructure
standpoint,
there's
so
many
bump
outs
out
there
from
our
past
project.
That
would
be
a
lot
of
curb
work
and
a
lot
of
extra
cost
to
this.
Essentially,
it's
an
overlay
restriping
project,
most
of
this
okay,
all
right
thanks.
A
Great,
if
anybody
has
just
a
very
quick
question
or
comment,
we
will
move
on
to
the
to
the
last
item
on
our
agenda
and
we're
sort
of
on
schedule,
seeing
none
or
hearing
none.
Thank
you
I'll
see,
cody
chad
and
yazma
yeah.
So
thank
you
and
I
think
we
see
you
again
yazna
with
again
christian
again
for
the
final
agenda
item
about
safe
routes
to
school,
so
we
can
just
transition
to
that,
we'll
be
in
good
shape.
N
All
right,
thanks
again
for
having
me
today,
to
introduce
the
green
central,
safe
routes
to
school
project
which
is
named
after
richard
green
central
park
elementary
school,
and
I
am
again
yes
stanic
and
I'm
working
on
this
project
with
christian
zimmerman
who
presented
earlier,
but
he
had
to
sign
off
so
yeah.
Let's
go
so
today.
I'm
gonna
just
go
over
just
have
a
couple
slides
to
share
shouldn't.
Take
too
long
I'll
go
over
the
project,
introduction
some
of
our
existing
city
policies
and
plans.
N
As
you
all
know,
the
overall
goal
and
focus
of
our
safer
school
program
is
to
make
it
easier
for
kids
to
walk
and
bike
to
school
by
providing
pedestrian
and
bicycle
facilities
and
improving
traffic
safety
historically
state
park.
School
projects
typically
include
bikeway
improvements,
traffic
calming
elements,
pedestrian
crossing
improvements,
as
well
as
lighting.
In
addition
to
the
overall
safe
routes
to
school
program
goal,
we
do
have
some
project
goals,
which
include
improving
traffic
safety
for
people
walking
and
bicycling,
improving
the
bike
network
connectivity
and
access
to
nearby
destinations.
N
So
this
is
our
project
area
here,
so
this
is
a
two
million
dollar
federally
funded
project.
So,
as
I
mentioned,
it
will
implement
pedestrian
and
bicycle
related
improvements
along
34th
street,
from
4th
avenue
all
the
way
to
potterhorn
park,
so
10th
avenue,
and
then
from
here
we
actually
show
two
different
alignments
which
we
will
take
through
community
engagement
to
decide
which
alignment
will
serve
as
our
bikeway
and
pedestrian
connection.
N
All
the
way
north
here
to
the
midtown
greenway
and
the
bicycle
facility
on
28th
street
11th
actually
goes
would
go
through
a
huge
trunk
of
potterhorn
park
and
then
it
would
kind
of
end
right
at
anderson,
middle
school
here
north
of
the
greenway
10th
avenue
and
11th
hour.
11Th
already
has
some
existing
traffic
calming
treatments,
including
speed
humps
that
are
several
locations
here
in
terms
of
10th
avenue.
N
This
is
another
segment
which
I
will
show,
but
it's
identified
in
our
cities
triple
a
network
all
ages
and
ability
network
and
both
streets
cross.
Several
of
our
high
injury
streets,
including
31st
lake,
which
we
just
talked
about
and
then
also
on
34th.
We
have
portland
park
and
then
chicago
where
the
future
v-line
will
cross
over.
K
N
This
is
looking
at
10-year
data
from
2011
to
2021,
starting
with
east
34th
street,
where
there's
been
a
total
of
106
motor
vehicle
crashes,
one
pet
crash
and
two
bicycle
crashes.
Both
of
those
non-motorized
resulted
in
crashes
with
injuries
and
then
looking
at
10th.
There
is
for
such
a.
I
don't
know.
If
folks
are
familiar
with
the
street,
it's
a
fairly
quiet,
neighborhood
street
it.
It
does
have
a
lot
of
crashes
for
such
a
neighborhood
street.
N
The
plan
includes
a
variety
of
strategy
around
the
60s,
so
equity
engineering,
education,
encouragement
and
evaluation,
and
this
list
here
provides
a
lot
of
the
activities
that
the
school
already
does.
In
fact,
when
we
were
there
doing
a
field
walk
observation
of
school
dismissal
time,
we
saw
a
bike
train
in
motion
of
little
kids
and
really
they're
at
a
point
where
they
now
need
the
infrastructure
improvements
in
order
to
support
all
the
encouragement
and
education
that
they've
been
doing.
N
They
also
have
identified
34th
in
their
safe
routes
to
school
plan
as
an
area
of
concern
and
improvements
and
tenth
avenue
is
a
somewhere
where
they
would
like
to
see
these
bikeway
connections
made,
and
then
the
letters
and
the
circles
around
park
portland
show
again
the
difficulty
of
kids
being
able
to
cross
at
those
streets.
So
that's
something
that
we're
certainly
going
to
be
looking
at.
N
A
A
A
A
We
support
the
we
support
the
project
and
I
think
we
we
could
say
you
know
we
wish
it
would
be
broader
in
scope
as
outlined
by
barb
and
julia,
but
but
that
we
do
support
it,
but
just
what
are
people's
first
blush
thoughts
on
that?
It's
just
again
just
to
get
kind
of
a
couple
of
bullet
points.
So
two
or
three
people
can
work
on
the
the
motion.
A
All
right,
well,
that
makes
it
simple
and
now
who
who
would
like
to
take
a
laboring
or
or
to
in
drafting
it.
I
am
going
to,
unfortunately
take
myself
out
of
the
running,
because
I
have
a
big
legal
brief
due
on
monday
that
that's
sort
of
my
focus
right
now
do
we
can
we
get
two
or
three
names
of
people
just
to
circulate
a
paragraph
or
two
amongst
themselves?
E
A
K
F
A
K
Would
I
would
be
willing,
I
would
love
to
help,
but
I
as
a
new
pac
member,
I'd
like
to
work
like
with
barb
and
julia,
or
you
guys
just
to
see
how
the
formation
like
how
you
formulate
the
the
statements
and
stuff
so
but
I'd
love
to
be
in
the
loop
with
this
around
and
lake
street?
Is
I
lived
on
lake
street
for
10
years
so
kind
of
a
heart
project?
For
me,
too,.
A
E
Wrapped
up
just
so,
you
know
I
will
be
gone
starting
thursday.
I
will
be
out
of
town
from
next
thursday
until
the
following
monday,
so
I
will
do
that.
I
will
do
what
I
can
do
and
then
I
will
send
it
to
you.
If
you
have
responses
right
away,
I
can
edit
a
little
bit
if
not
I'll,
be
gone
on
thursday
and
won't
be
doing
any
more
editing
after
that.