►
Description
Additional information at:
https://lims.minneapolismn.gov
A
Welcome
to
the
minneapolis
bistrian
advisory
engineering
committee.
Please
note
that
this
meeting
may
involve
the
remote
participation
by
members,
either
by
telephone
or
other
electronic
means
due
to
the
local
health
emergency
novel
coronavius
pandemic.
Pursuant
to
the
provisions
of
mnsat,
section
13d
.021.
A
C
D
B
So
I'm
I'm
bringing
some
updates
on
that
progress
today
and
the
fact
that
we've
kind
of
narrowed
in
on
one
layout
at
this
point
that
we're
looking
at
refining
a
bit
more.
So
I
was
going
to
just
share
the
layout
on
the
screen
and
talk
through
some
updates,
as
I
scroll
through
that
and
then
provide
some
schedule,
information
and
and
take
any
questions
you
might
have
today.
B
B
So
the
the
main
point
is
that
we've
been
focusing
on
a
layout
that
includes
a
shared
use
path
along
lowry,
avenue
for
the
length
of
both
phases,
all
the
way
from
marshall
street
to
johnson
street
and
in
that's
kind
of
been
based
on
feedback.
We've
been
getting
through
these
committee
meetings
and
public,
a
public
workshop
that
was
held
in
in
december
as
well
and
comments
through
our
social
pinpoint
site.
B
B
B
So
that's
a
change
to
this.
This
version
of
the
layout
that
you
wouldn't
you
didn't
see
before
otherwise,
in
this
two-lane
vehicular
section
of
lowry
avenue
just
wanted
to
go
down
to
a
typical
section
of
what
that
looks
like
as
well
11
foot
through
lanes
with
curb
and
gutter.
So
you
have
two
feet
to
the
face
of
curb
as
well.
B
B
B
If
you
have
a
six
foot
wide
median,
then
you
have
effectively
11
foot
lanes
on
each
side
of
that
one
in
each
direction
for
vehicles,
they're
labeled
as
14,
because
that
includes
the
space
to
the
face
of
curb
both
on
the
median
side
and
the
outer
side.
So
you
have
a
one
foot
curb
on
the
median
side
and
a
two
foot
curb
pan
on
the
outer
side
of
the
lane.
B
B
So
I
hit
on
the
construction
schedule
a
bit
and
how
we're
looking
at
shifting
that
I'm
working
with
chris
to
plan
out
another
round
of
public
information
workshop
to
talk
through
these.
These
updates
in
more
detail.
We
currently
have
plans
for
that
to
be
may
11th,
and
then
we
were
looking
at
the
timing
of
seeking
municipal
approval,
either
later
in
may
or
early
june
of
this
year,
so
that
we
can
start
to
get
into
the
details
of
the
designs.
B
A
B
I
mean
from
we
we'd
like
consensus
on
just
the
lane,
configuration
that
we're
showing
and
the
bike
facility
type,
and
you
know
the
the
municipal
approval
is
focused
on
those
kinds
of
aspects
and
not
much
more
detailed
than
that.
I
guess
so.
One
we
get
into
the
detailed
design.
There
will
still
be
opportunities
for
input.
A
And
so
with
that
being
said,
you're
looking
for
a
motion,
a
resolution
today
then-
and
just
and
then
my
specific
question
is
you
stated
that
that
14
foot
section
that
involves
median
a
median
in
the
center
I
did?
Did
I
understand
right
that
public
works
said
that's
the
minimum
that
they
can
operate
in.
Excuse
was
11,
plus
two
plus
one.
It
was
the
fourth
fourteen
feet
it
was
is:
is
your
understanding
that's
because
of
their
an
existing
equip?
Why
is
that?
B
A
Do
you
just
I
mean
asking
this
is
maybe
not
specific
for
this,
but
do
you
have
any
understanding
if
public
works
is?
Are
they
going
to
maintain
this
size
of
snow
plow
for
urban
use
or
because
it
seems
like
we're
building
roadways
to
fit
a
truck
and
the
roadway
is
going
to
last
longer
than
the
truck?
If
we
could
start
getting
more
urban
scale
trucks,
then
we
can
have
more,
in
my
opinion,
appropriately
sized
lanes.
A
If
we're
building
a
wider
lanes
at
14
feet
to
accommodate
a
snow
removal
truck,
maybe
we
could
change
the
snow
removal
truck
and
then
we
can
have
a
little
bit
more
flexibility
in
your
work.
Have
you
heard
anything
that
they're
committed
to
this
size
of
truck
to
have
a
homogeneous
fleet
of
this
kind
of
truck?
Or
do
you
know
anything
about
that?.
A
C
B
You
for
that
question.
Yes,
so
the
shared
use
path
would
need
two
feet
for
a
clear
zone
on
either
side,
so
we're
providing
that
wherever
wherever
we
can,
the
sidewalk
doesn't
have
technically
doesn't
have
a
clear
zone,
but
we
are
trying
to
have
a
little
bit
of
space
to
the
right-of-way
just
in
case
there
are
existing
encroachments
that
can
be
avoided
or
just
for
constructability
too,
so
that
we
can
keep
the
work
within
the
right-of-way.
G
G
F
I'm
concerned,
I
know
that
a
lot
of
the
planning
for
this
road
has
to
do
with
it
being
a
truck
route,
which
means
that
we
have
noisier
vehicles
and
that
really
impacts
pedestrian
experience.
So
having
particularly
wide
streets
encourages
faster
speeds,
and
that
leads
to
higher
auditory
volumes
and
greater
stress
on
pedestrians.
F
F
So
the
crossings
at
first
street
nor
northeast
there's
not
cutthroats
in
the
median
and
then
at
sixth
and
seventh,
and
I
could
be
missing
the
mind.
It
wasn't.
The
sixth
and
seventh
are
adjacent
to
the
railroad
track
bridge
and
so
there's
a
much
greater
distance
there
between
where
you
can
cross,
and
then
the
mediums
just
make
it
even
more
difficult
for
for
anyone
who
has
any
mobility
issues
and
can't
easily
climb
or
mount
a
raised
median.
F
I'm
really
wanting
to
make
sure
we
have
all
of
our
legal
crossings
for
people
walking
and
using
wheelchairs
and
then
just
understanding
what
benefits
the
medians
produce
for
for
pedestrians
since
they
come
with
those
wider
lanes
based
on.
I
share
christopher's
concerns
about
how
we're
designing
for
trucks
right
now,
but
given
that
I'm
curious
how
medians
benefit
pedestrians,
since
they
do
lead
to
wider
lanes
in
how
we're
talking
about
it
today,.
B
B
So
that's
the
minimum
to
consider
it
a
refuge
space,
and
I
do
see
your
comment,
though,
on
the
distance
between,
in
this
case,
between
5th
and
7th
or
washington
street,
though
we
narrow
the
median
in
between
there
to
four
feet,
to
try
to
balance
some
some
boulevard
space
and
space
for
the
bike
and
ped
facilities
going
along
lowry
there.
So
I
I
do
see
your
comment,
though,
on
the
distance
between.
E
Next
to
that
bridge,
and
so
I
was
a,
I
was
a
little
concerned
that
perhaps
the
visibility,
if
you
imagine
a
pedestrian
crossing
from
the
north
side
to
the
south
side,
they'd
be
blocked
by
those
bridge
piers,
and
I
just
wanted
your
feedback
on
if
you
would
prefer
to
have
a
crossing
there
which
might
encourage
pedestrians
to
use
it
despite
it
potentially
being
on
the
safe
due
to
visibility.
So
I
don't.
F
Narrow
the
lane
a
15
foot
like
make
it
make
it
a
10
foot
through
lane,
so
that
people
have
to
slow
down
when
they're
driving,
and
I
mean
I
just
don't
think
we
can
remove
pedestrian
facilities
because
we
can't
trust
drivers
to
be
responsible.
And
if
it's
a
matter
of
us,
designing
lanes
that
are
so
wide
that
people
are
going
faster
than
they
should
for
a
low
visibility,
pedestrian
crossing.
We
need
to
design
so
that
drivers
are
going
slow
enough
for
a
low
visibility,
pedestrian
crossing,
but
we
can't
remove
pedestrian
facilities
to
facilitate.
F
A
Yeah,
I
I
mean
I,
I
echo
that
I
think
that
you
start
with
this
project
should
be
based
first
of
all,
install
safe
pedestrian
infrastructure
and
if
certain
portions
of
it
can't
be
installed
safely,
then,
as
you
go
down
the
pyramid
to
bicycles
or
private
cars
or
trucks,
then
that
thing
has
to
be
changed,
but
I
think
the
you
start
with
the
making
sure
that
the
most
vulnerable
users
are
safe.
In
this
case
it's
pedestrians
and
they
shouldn't
give.
I
I
agree.
I
agree
with
julia.
A
This
is
just
the
case
where
you
know
centering.
The
motor
vehicle
traffic
is
taking
away
something
that
should
be
present
in
a
in
a
pedestrian
infrastructure
and
it's
being
taken
away
because
of
a
design
or
anticipated
use
by
motor
vehicles,
and
I
don't
know,
I
think
this
is
you're
right.
Chris
I
mean
it's
one
cross
one
crossing,
but
it's
one
huge
issue.
B
H
G
E
I
jump
in
again
kelly.
One
other
thing
to
note
julia
is
that
the
the
trade-off
there
would
be
to
have
the
center
turn
lane.
The
counties
expressed
that
they're
not
interested
in
having
just
two
through
lanes
without
separation
and
allowing
left
turns
there.
So
really
the
difference
that
we're
looking
at
is
between
two
lanes
with
a
median
which
would
allow
a
pedestrian
to
take
one
lane
of
traffic
at
a
time
and
would
also
have
a
slowing
effect
anytime.
E
You
put
something
in
the
roadway
I
I
would
bet
that
that
would
slow
vehicles
more
than
a
12
10
12
with
nothing
in
the
center.
You
get
something
called
a
gateway
effect
and
we
could
be
looking
at
signage
here
and
other
things
like
that.
So
I
I
do
actually
think
that
it
does
provide
pedestrian
safety
at.
A
E
I
want
to
say
six
or
seven
years
ago
and
that
project
did
not
go
through
at
the
time,
and
so
the
approach
that
we've
taken
here
is
to
start
with
something
that
just
shows
a
proof
of
concept
of
how
we
can
do
this
and
still
maintain
some
of
the
interests
of
the
stakeholders
along
the
corridor,
primarily
which
is
maintaining
parking
and
loading
zones,
and
things
like
that.
So
this
first
proof
proof
of
concept
that
I'm
going
to
show.
E
We
have
the
ability
to
do
thinner
lanes
where
the
city
wasn't
doing
10
foot
lanes
or
things
like
that
in
the
past,
so
just
wanted
to
provide
some
of
that
context
as
to
why
it's
coming
at
15
for
the
first
time
so-
and
this
actually
needs
to
be
updated.
It's
a
2023
project
and
we're
looking
at
9th
and
10th
street
downtown
between
hennepin
avenue
and
chicago
on
9th
and
then
hennepin
avenue
and
park
ave
on
10th
there's
a
little
picture
of
kind
of
the
existing
conditions
on
9th.
E
E
The
injuries
rate
is
high
same
with
bicycles
and
with
motor
vehicles.
You
know,
there's
a
lot
of
crashes
less
likely
to
be
injured,
but
there
are
a
lot
of
motor
vehicle
crashes
out
here
as
well,
so
the
intent
is
to
make
this
safer
for
all
users
and
yeah.
I
think
I'm
gonna
just
hop
over
to
the
layout
now
so
again,
this
kind
of
proof
of
concept
is
what
I'm
calling
it
definitely
up
to
change.
This
is
a
striping
and
bollard
protected
bikeway
project.
E
We
will
be
implementing
vision,
zero
improvements
as
well.
Some
of
those
come
just
kind
of
from
the
bikeway
project,
but
there
will
also
be
locations
along
this
corridor,
we'll
we'll
be
looking
to
add
temporary
bump
outs
on
the
other
side
of
the
street,
perhaps
some
signage
and
any
of
the
other.
Our
vision,
zero
team
will
be
kind
of
reviewing
this
and
making
sure
that
all
their
standard
things
are
brought
in
here
as
well.
E
E
E
And
really
just
kind
of
similar
things,
I'm
happy
to
go
back
to
any
of
these
blocks
later.
If
anyone
has
specific
questions,
it's
also
important
to
note
that
there's
a
lot
of
one
ways
or
like
on
marquette
here,
vehicles
can't
turn
left
because
it's
bus
only
and
so
in
those
cases
there's
no
conflict
between
left
turning
vehicles
and
bikes,
which
means
we
can
just
extend
a
normal
bikeway
to
the
corner
and
in
many
locations.
E
I'm
just
going
to
kind
of
move
through
quickly.
It's
a
lot
pretty
repetitive,
we'll
tie
into
the
hennepin
county
project
there
as
well
on
10th,
so
in
in
total,
there's
100
parking
spots
on
both
of
these
corridors.
There
are
23
of
those
are
on
10th,
so
there's
a
lot
less
parking,
but
it
is
constrained
in
some
areas
and
so
you'll
see.
There's
no
parking
here,
we'll
figure
out
the
mixing
zone
same
thing
with
the
protected
intersections
two
blocks,
where
this
kind
of
proof
of
concept,
where
we're
just
kind
of
seeing
what
happens.
E
And
again,
pretty
straightforward,
a
lot
of
tenth
there's,
not
any
parking
on
the
bikeway
side,
so
it's
just
kind
of
a
standard
biking,
looking
at
protected
elements,
figure
out
how
those
work
best
and
then
at
like
the
I-35,
interchange,
ramp,
kind
of
area.
There
tenth
goes
down
to
two
lanes
and
bikeway
continues
pretty
straightforward
for
the
rest
of
the
way
until
we
get
to
this
intersection
with
park,
which
is
a
tricky
one.
So
the
bicyclist.
E
If
a
bicyclist
is
traveling
along
tenth
and
wants
to
take
a
left
on
the
park,
they
need
to
go
to
the
far
side
as
it
is
currently
built.
They
need
to
go
to
the
far
side
of
the
street.
There
are
also
two
lanes
of
left-turning
vehicles,
so
essentially
we
would
be
putting
vehicles
cutting
across
bikes,
which
is
not
something
that
we
want,
and
so
this
design,
quite
frankly,
will
be
able
to
do
a
lot
better
than
this.
E
I
don't
think
that
this
works
we'll
be
looking
at
taking
away
potentially
left
turning
vehicles,
so
that
one
of
these
lanes
is
only
straight
through
and
those
those
are
the
types
of
things
we'll
be
looking
for
there.
But
it
is
tricky
because
then
you
also
have
bikes
that
if
you
want
to
go
straight,
the
that's
on
the
right
side
of
the
roadway
here
so
just
kind
of
gonna
brainstorm
and
do
some
designing
around
how
to
how
to
best
get
bicyclists
through
that
intersection
with
minimal
conflict.
A
E
I
I
don't
need
a
resolution
now,
if,
if
anyone
has
ideas
for
any
of
these,
I'm
I'm
happy
to
take
them
and
we'll
definitely
take
those
under
consideration.
It
doesn't
necessarily
have
to
be
a
formal
resolution,
I'll
definitely
be
back
at
30
or
maybe
even
like
an
interim
before
30,
when
we
do
some
of
the
protected
intersection
design.
E
A
See
a
number
of
hands,
but
I'm
going
to
recognize
peter
vader's
hand.
First,
he
he
wrote
a
couple
questions
because
he's
not
able
to
attend
today,
so
he
asked
me
to
ask
them
at
this
point.
The
two
questions
one
is
regarding
winter:
maintenance
of
these
downtown
protected
bike
lanes.
Specifically,
what
is
the
plan
to
handle
snow
behind
these
protected
bike
lines?
A
Just
logistically
what
that
is
and
what
the
plan
is
and
then
secondly-
and
I'm
not
quite
sure
I
follow
this-
many
states
can
the
second
can
the
9th
street
bike
lane
run
on
the
same
side
of
the
street
on
both
sides
of
hennepin?
Currently,
the
bike
lane
currently
the
bike
lane
arrangement
hops
from
the
left
side
of
9th
before
hennepin
to
the
right
side
after
an
opinion,
is
to
put
riders
on
the
right
side,
the
hallway,
with
the
professionally
operated
buses,
so
maintenance
and
then
yeah.
E
Yeah
cool
thanks
for
sharing
those
questions
so
yeah
with
maintenance,
we'll
we
are
working
with
our
maintenance
team
to
make
sure
that
the
bike
lanes
and
where
the
bollards
go
are
wide
enough
for
our
vehicles,
the
vehicles
that
they
use
downtown
and
there's
plenty
of
space
throughout
this
corridor.
We
have
already
had
them.
Take
a
look
so
we'll
continue
to
do
that,
especially
with
the
protected
elements.
E
E
That's
maybe
something
I
can
try
and
get
for
next
time,
some
of
it
they'll
leave
kind
of
in
in
that
buffer
area,
but
eventually
they
do
go
through
with
these
temporary
projects
and
try
and
remove
that
snow,
especially
if
it
builds
up
and
I'm
not
really
sure,
if
there's
a
difference
with
parking
protected.
So
we
are
coordinating
on
on
that
front
and
the
the
question
about
ninth
being
on
the
other
side
of
the
street,
the
putting
the
bikeway
on
the
other
side
of
the
street
is
one
that
I've
heard
several
times.
E
I
can't
remember
the
exact
end,
but
it
does
go
past
there,
and
so
I
think,
it'll
be
better
suited
with
that
project
to
potentially
change
the
docs
on
the
other
side
of
hennepin
or
or
really
just
to
take
that
question
under
consideration
of
how
do
we
make
this
whole
corridor
complete
without
needing
to
switch
back
and
forth?
So
for
several
reasons,
I
think
it
makes
sense
right
now
to
keep
this
bikeway
as
it
is.
I
think
we'll
have
more
support
from
stakeholders
along
the
corridor.
A
I
Yeah
my
question
is:
is
this
I,
when
you're
doing
the
the
quick
striping
and
the
bollards
and
protected
stuff,
is
that
you
see
that
as
temporary
for
for
a
couple
years,
are
you
collecting
material
on
whether
or
not
this
is
working?
Or
will
you
be
collecting
information
about
that
after
you
do
this
project.
E
I
E
We
when
we
say
temporary,
it
basically
means
no
concrete
work
yeah
and
that
temporary
could
be
anywhere
from
like
one
to
two
years.
It
really
just
kind
of
depends
on
when
the
funding
comes
through
to
do
a
more
permanent
project.
In
this
case,
if
we
get
awarded
that
regional
solicitation,
you
know
in
2020
27
we
would
come
through,
so
it
would
be
like
a
four
year
project.
We
would
definitely
be
looking
at
at
how
it's
working
in
terms
of
project
management,
for
that
future
project
would
want
to
know.
E
E
C
E
Yeah
so
personally,
with
this
type
of
temporary
project
on
on
9th
and
10th.
Here
you
know
essentially
what
we'd
be
looking
at
if
we
like
took
away
lane
of
travel,
for
example,
is
10
feet
of
extra
space
that
would
go
and
create
a
13
foot
buffer,
which
you
know
to
me.
I
I
think
it
there's
a
couple
things.
E
I
think
one
people
might
look
at
it
and
say
why'd
you
take
that
lane
away
for
nothing
and
then
two
ours
might
go
into
it
and
it
might
be
hard
to
kind
of
control
that
space
and
and
have
it
actually
have
some
of
those
benefits.
You
know
we
get
cars
going
into
bike
lanes
all
the
time
so
in
in
my
mind,
I
think
that's
a
really
like
that
absolutely
should
be
examined
as
part
of
the
regional
solicitation
project.
A
F
F
I
appreciate
that
and
it
makes
sense
for
when
there's
more
drivers,
but
the
majority
of
the
time
when
I'm
down
there-
and
this
is
you-
know,
weekdays
it's
basically
anytime-
that
isn't
your
half
hour
rush
hour,
it's
so
overbuilt
that
it
just
really
invites
a
lot
of
speeding
and
I'm
curious.
If
there
are
benefits,
do
drivers
go
slower
if
it's
10
foot
lanes
when
there's
nobody
around
them
and
it's
three
and
one
way:
10
foot.
E
You
know,
theoretically,
there's
always
gonna
be
like
a
certain
percentage
of
drivers
who
drive
like
regular
recklessly
fast
and
in
the
times
that
you're
talking
about
on
a
roadway
like
this
or
even
on
a
one
or
a
two-lane
roadway
design
can
only
do
so
much
if
someone's
committed
to
speeding.
There's.
H
E
F
G
F
I'm
not
sure
I
don't
know
what
best
practices
are
out
there.
I
don't
know
what
other
cities
are
doing.
I
know
that,
having
like
just
hugely
overbuilt
streets
in
the
downtown
zone
is
not
unique
to
minneapolis
so,
and
I
guess
I
don't
have
a
question
as
much
as
is
common
and
if,
if
that
is
something
that
could
be
explored
in
this
project,
it
seems
like
one
that
we
could
learn
a
lot
from
for
other
roads
around
minneapolis.
E
Yeah,
you
know
I
don't
envision
like
the.
I
have
seen
things
where
lanes
are
blocked
off
by
something
that
pops
up
out
of
the
ground
since
we're
not
reconstructing
anything,
and
I
I
wouldn't
expect
that
to
be
a
a
part
of
this
and
yeah
at
a
certain
point,
I
think
the
fact
that
you've
mentioned
that
it's
over
built
for
off
peak
hours,
especially,
is
something
to
strongly
consider
when
we
put
some
concrete
down
out
here,
but
it
it
is
a
hard
thing
to
tackle
with
a
project
like
this.
F
F
A
Okay,
thanks.
Thank
you,
julia,
I'm
not
seeing
another
anybody
else
with
a
hand
raise,
but
that
doesn't
necessarily
mean
one's
not
does
anyone
else
have
any
questions
or
comments
for
chris
all
right
hearing?
None.
We
will
move
on
thanks
chris
for
that
presentation
and
then
we're
gonna
go
to
agenda
item
four
lindell
avenue
south
from
henneman,
county,
kelsey
and
josh.
A
G
Sounds
good,
hey
everyone,
kelsey
vogt
with
the
city
of
minneapolis
public
works,
we're
here
to
talk
about
the
lindell
project.
It
was
here
about
a
a
year
ago
as
a
potential
project,
and
so
we're
here
to
share
more
information
on
that
project.
I
have
josh
potter
from
hennepin
county
and
a
couple
members
of
our
consultant
team
on
the
line
as
well.
J
K
H
K
Yeah,
all
right,
so
all
right,
just
getting
my
screen
set
up
here.
The
presentation
we've
already
introduced
ourselves
so
just
want
to
go
through
what
we
plan
to
go
talk
about
this
evening.
I
just
want
to
talk
about
some
transportation
goals
as
well
as
some
background
data
talk
about
the
safety
improvements
that
we
have
planned
here
on
lindell
avenue
and
certainly
at
the
end,
we'll
have
time
for
any
feedback
and
questions.
K
Talking
about
county
and
city
transportation
goals,
I
know
many
people
in
this
group
are
familiar
with
the
various
plans
that
we
have
from
climate
action
to
complete
streets
to
transportation,
action
plan
and
vision,
zero,
just
kind
of
want
to
high
level
just
focus
on
the
facts,
certainly
geared
towards
all
users.
As
we
know.
Historically,
in
the
past,
our
transportation
infrastructure
has
been
geared
more
towards
the
automobile,
and
certainly
with
these
initiatives,
we
are
trying
to
make
a
philosophy
shift
here.
H
H
As
josh
mentioned,
the
pilot
project
would
be
piloting,
piloting,
piloting,
excuse
me
and
evaluating
the
soon
to
be
implemented,
three-lane
configuration
and
to
fully
understand
the
change
from
its
current
configuration,
we'll
be
comparing
existing
conditions
to
after
implementation
conditions.
So
we'll
have
a
good
clean
before
and
after
comparison
to
look
at.
H
So
in
order
to
look
at
the
existing
conditions,
we've
been
out
collecting
all
kinds
of
data,
transit
and
traffic,
bikes
and
beds
crash
information
parking,
and
on
the
next
few
slides
we
have
a
few
of
those
details.
So
the
first
one
up
is
the
daily
traffic
volume
and
the
daily
transit
ridership.
So
north
is
on
the
right.
H
H
Those
are
the
total
volumes
at
those
intersections
that
are
listed,
and
so
people
walking
ranges
between
about
500
to
2000
a
day
at
each
intersection
and
biking
is
up
to
about
200
daily
at
the
busiest
intersections
then,
on
the
next
slide,
we
have
some
crash
history
information.
This
is
from
the
last
10
years
or
the
most
recent
10
years,
data
that
was
available
and
similarly
to
the
previous
graphs
and
charts
right
as
the
north
side.
H
The
red
drops
show
the
injury
crashes
and
there's
a
larger
red
dot.
That
was
a
fatality
near
26th
street
in
2019
shading
on
the
chart
shows
the
total
crash
density
with
red
being
the
most
dense.
Generally,
that's
at
the
intersections,
especially
the
busiest
intersection
at
lake
street
and
the
less
dense
the
blue
is
in
between
those
intersections.
H
H
So
then,
next
we're
going
to
talk
about
some
of
the
overview
of
the
project,
I'll
talk
about
how
the
project's
gotten
to
the
stage
that
we're
at.
Why
are
we
doing
the
project?
What
are
some
of
the
goals
and
how's
the
schedule?
Look,
and
then,
after
that,
we
have
about
five
slides
that
show
some
of
the
details
of
what
the
project
will
look
like.
H
So
why
is
this
a
pilot
project?
Hennepin
county
is
testing
the
project
project
out
before
complete
reconstruction,
which
should
happen
in
about
five
seven
years.
The
project
gives
an
opportunity
to
see
how
elements
will
work
to
see
what
issues
may
need
to
be
addressed
as
part
of
that
permanent
reconstruction.
H
It
is
a
high
volume
road
with
almost
30
000
vehicles
per
day
and
that
second
bullet
kind
of
gets
to
that
point
that
typically
a
three-lane
road
wouldn't
be
considered
for
thirty
thousand
cars
a
day
generally.
The
maximum
that
the
three-lane
cross-section
might
be
considered
would
be
about
eighteen
to
twenty
thousand
vehicles
per
day.
H
H
H
H
Then,
on
the
next
slide
overview
of
the
what
the
project
is,
one
travel
lane
in
each
direction
with
a
center
left
turn
lane
parking
will
remain
on
both
sides
of
the
road.
Virtually
no
change
to
parking
and
transit
stops
will
remain
in
similar
locations.
There
may
may
be
some
slight
adjustments
of
a
few
feet
here
or
there,
but
generally
not
much
of
a
change.
H
So
some
of
the
considerations
and
pros
and
cons
that
I've
been
alluding
to
this
slide,
coincidentally,
shows
the
example
down
at
28th
street
and
we'll
talk
about
the
details
of
that
in
a
couple
more
slides.
But
much
of
the
corridor
will
look
like
this
with
a
few
variations
from
for
transit,
turn
lanes
and
things
at
the
project
terminal
down
at
31st
street
and
franklin
avenue.
H
A
few
of
the
positives
that
we
anticipate
as
a
part
of
the
project
include
safer,
easier
crossing
for
all
people,
walking
and
rolling
vehicle
speeds,
dedicated
things,
reduced
crash
severity
and
no
impact
of
parking
and
going
through
that
I'll
make
a
quick
note
about
the
safety
on
the
corridor.
With
the
existing
four-lane
configuration.
H
The
drivers
are
largely
focused
on
what's
immediately
in
front
of
them,
and
they
don't
have
much
of
an
option.
They
don't
need
to
be
making
all
of
those
decisions,
so
they
can
focus
on
bikes
and
peds
and
not
hitting
the
car
in
front
of
them
and
then,
when
they
do
pull
into
a
turn
lane,
they
have
a
safe
place
to
sit
to
wait
to
make
that
move.
H
H
There
is
the
potential
for
traffic
spilling
into
adjacent
and
parallel
streets
and
use
of
the
side
streets,
and
I
did
see
the
note
right
before
the
meeting
that
somebody
wanted
to
ask
about
that.
So
we
can
talk
about
that
a
little
bit
more
as
we
get
into
this,
but
that
is
a
part
of
our
data.
Collection
is
counting
cars.
Before
and
after
on
the
adjacent
streets
and
the
parallel
streets.
H
K
H
H
In
this
particular
location,
there's
no
dedicated
right
turn
lane
at
27th.
There
are
a
couple
of
other
places
where
there
there
may
be
a
dedicated
right
turn
lane,
but
generally,
this
is
what
what
it'll
look
like
and
then
you
can
see
the
center
left
turn
lane
and
the
parking
that's
remaining
on
the
sides.
H
So
the
next
one
is
back
to
that
same
28th
street
that
we
saw
a
minute
ago
no
changes
to
parking
one
lane
per
direction
and
then
that's
this
particular
picture.
The
two
cars
that
are
facing
us,
the
blue
car,
that's
about
to
make
a
southbound
left
and
the
gray
car
that's
sitting
in
the
through
lane.
I
just
want
to
point
out.
One
of
the
benefits
is
that
little
buffer
between
those
two
cars
kind
of
provides
for
that
blue
car.
K
F
K
K
I
just
want
to
circle
back
at
the
ongoing
safety
improvements
at
25th
and
27th,
so
this
is
including
the
median
improvements
as
well
as
crosswalk
striping.
So
these
are
the
so
a
couple
of
the
intersections
in
the
quarter
that
are
not
do
not
have
traffic
signals
today.
So
we
know
people
are
turning
around
because
they
can't
even
cross
at
these
locations.
So
this
week
they
started
work
on
the
medians
last
fall.
K
One
of
the
other
main
improvements
that
we'll
we
see
here
as
well
is
25th
and
27th
streets
at
lindale
become
right
in
right
out,
so
we
certainly
saw
based
on
the
crash
history
that
the
number
of
safety
issues
were
from
those
left,
turners
and
people
going
straight,
and
so
by
making
these
intersections
writing
right
out.
It'll
make
it
safer
for
all
users,
but
particularly
focusing
on
pedestrians
and
those
crossing
the
street
here
and
then
just
rounding
us
out.
We
have
an
interactive
map
where
you
can
give
feedback.
L
I
did
take
a
look
at
it
earlier
and
I
have
some
specific
points
on
specific
intersections
but,
like
I
just
want
to
give
overall
comments
and
then
turn
it
back
to
the
group
because
we're
running
out
of
time-
and
this
is
a
big
project
one-
I.
I
truly
believe
that
a
pilot
project
needs
more
time
for
adjustment
periods
and
if
you
go
out-
and
you
put
in
this
pilot
project
in
june
and
then
in
july
and
august
you're,
like
grabbing
up
data,
people
still
haven't
adjusted.
Humans
are
human.
Their
behavior
is
not
static.
L
It's
not
like
water
in
a
funnel.
Yes,
maybe
in
july,
maybe
part
of
august.
There
will
be
some
extra
cars
on
the
side
streets,
but
eventually
people
on
the
border
line
of
choice
will
say:
hey
you
know
what
it's
nice
today,
I'm
gonna
like
I'm
gonna,
walk,
I'm
gonna
bike.
People
are
gonna,
people
are
gonna,
say
I'm
not
even
gonna.
Take
a
trip
today
because
linda's
just
a
little
bit
slower
and
you
know
what
I
don't
need
to
take
a
trip.
L
People
are
gonna,
make
different
decisions,
but
they
need
time
to
adjust
for
that,
and
so
I
think
grabbing
data.
The
minute
you
lay
down
new
lanes
is
actually
going
to
give
you
misleading
information
on
what
people
choose
to
do
in
the
long
term.
So
I
do
think
that
you
should
consider
collecting
data
as
well
as
doing
community
engagement
and
feedback
in
like
december
november
or
november
december
or
later,
because
I
think
you're
gonna
actually
see
more
accurate
data
on
like
what
people
are
choosing
to
do.
So.
K
L
Okay,
that's
good
yeah.
I
still
think
that
we
need.
Then
people
need
a
bit
more
time.
Maybe
you
know
in
minneapolis
I
feel
like
the
two
seasons
we
have
are
particularly
important,
so
I
think
that
also
matters
and
then
I
think,
there's
a
few
other
issues
as
well
with
in
in
regards
to
like
pedestrian
crossing
options,
especially
like
29th
street
and
the
width
of
certain
intersections,
especially
with
right
turn
lanes
that
are
just
right
turn
lanes.
C
A
F
K
H
H
H
H
Something
you
wanted
to
say
so:
air
quality.
Yes,
we
will
be
reporting.
Air
quality
is
a
part
of
the
the
vehicle
modeling
that
we're
doing,
and
so
that
would
include
cars
and
trucks
and
any
shift
in
traffic
volumes.
Whether
it
goes
up
or
down
so
certainly
air
quality
be
a
part
of
that,
and
then
you
mentioned
transit
ridership.
We
will
be
working
with
metro
transit
to
get
the
ridership
numbers
after
the
project
and
we'll
probably
be
doing
that
at
the
same
time
that
we're
doing
the
traffic
data
collection
in
october.
F
Okay-
that's
that's
great.
I
would
just
like
to
request
that
that
is
being
discussed
in
terms
of
our
goals
around
reducing
emissions
and
I'm
wondering
about
noise
pollution
as
well.
That's
I
just
didn't
include
that
in
air
quality,
but
I
probably
should
have
just
as
a
part
of
the
health
impacts
of
how
the
street
is
currently.
H
H
Noise,
as
you
know,
is
a
difficult
thing
to
measure
and
talk
about,
but
on
a
day-to-day
basis
it
is
difficult
to
tell
the
difference
of
a
noise
level
change
of
three
decibels
and
you
you
nearly
need
to
double
the
traffic
volume
or
cut
it
in
half
to
get
a
change
of
three
decibels.
So
the
volume
itself
has
to
change
a
lot
to
get
a
really
significant
change
in
noise
levels
and
then
a
couple
of
other
elements
about
noise.
I
don't
think
anybody
disagrees
that
it's
loud
out
there.
H
The
houses
and
businesses
are
close
to
the
road
it's
loud,
but
there's
very
little.
That
could
be
done
for
noise.
In
that
in
the
corridor,
because
there's
really
no
room
for
noise
walls,
noise
walls
would
block
access
for
people
trying
to
access
the
neighbor
properties
from
the
roadway.
If
you
park,
you
can't
get
out
and
run
through
the
noise.
F
Yeah,
just
as
a
pedestrian,
I
know
that
the
speed
of
vehicles
is,
as
far
as
I
can
tell
one
of
the
biggest
determinants
and
reducing
drivers
rubbing
up
to
pass
or
speed
through
red
light
seems
like
it
would
be
helpful,
but
anything
that
reduces
speed,
at
least
in
in
my
perception
of
somebody
who
walks
and
often
with
people
with
some
hearing
hearing
loss
it
that
kind
of
thing
their
small
shifts,
make
a
huge
difference.
It
might
not
be
like
three
decibels
overall,
but
it's
removing
those
most
vicious
noises.
H
F
A
L
Yes
and
chris,
I
can
also
send
this
to
you
christopher.
I
can
send
this
to
you
in
an
email,
but
one
thing
I
just
wanted
to
know.
I
have
other
notes
about
the
safety
aspect,
but
I
think,
on
the
the
thing
I
saw
there
was
nothing
around
29th
street.
You
know
it's
a
t
intersection
29th
street,
just
north
of
lake
street.
L
That
is
an
intersection,
that's
also
an
intersection
right
next
to
the
most
dangerous
intersection
in
the
city
for
pedestrians.
I
think
you
should
have
all
four
legs
of
that
intersection
be
given
zebra
striping
and
I
think
that's
also
a
place
where
you
should
consider
a
an
rrf,
an
rfb
for
pedestrians
to
push
as
an
addition,
because
I
do
think
that
that
is
that's
an
important
place
like
that's,
where
people
are
going
to
walk
around
a
lot
they're
going
to
park
their
car
one
side
of
the
street
crossed
to
the
other.
K
It's
abigail
and
I'll,
be
honest
and
say
I'm
not.
I
don't
have
the
background
of
why
25th
and
27th
and
not
29th,
that's
something.
I
can
certainly
dig
in
further.
I'm
certainly
29th
we'll
be
watching
during
the
pilot
as
well
as
in
that
five
to
seven
year
reconstruction.
We
have
identified
that
we
do
need
improvements
at
29th
as
well.
L
K
L
A
F
I
just
I'm
concerned
about
the
light
timing.
All
the
lights
seem
fairly.
Car
centric
22nd
is,
is
really
really
bad
and
28th
is
messed
up
where,
even
though
it's
a
one-way
there's
not
walk
sign
when
there
is
no
possible
conflict
on
the
west
side
of
the
street.
So
I
hope
that
this
includes
looking
at
those
light
timings
to
reduce
the
amount
of
time
that
people
are
waiting
to
cross
and
making
sure
that
the
light
information
is
giving
clear
information
to
people
who
are
walking
and
using
wheelchairs.
F
E
A
All
right,
I
think
we
should
probably
move
on
to
the
kind
of
concrete
rehabilitation
program
presentation,
but
I
wanted
to
thank
the
team
for
putting
this
together
and
presenting
it
and
just
one
last
comment:
I
actually
live
on
lindale.
I
touched
north
of
this
pilot
program
area
and
it's
probably
my
least
favorite
street,
to
walk
on
as
a
pedestrian.
There
should
be
no
reason
I
can
walk
shouldn't
have
a
good
time
walking
down
to
lake
street,
but
it's
dangerous.
It's
loud.
It's
fast.
A
J
Everyone
thanks
for
having
me
back-
I
was
here-
I
don't
know
a
number
of
months
ago
to
introduce,
so
I
just
want
to
come
back
we're,
so
I
have
30
free
today
we're
actually
kind
of
moving
through
this
relatively
quickly
here.
On
the
the
end,
these
improvements
will
start
possibly
in
june
of
this
year,
so
we're
moving
through
these
last
couple
phases
pretty
quickly,
there's
kind
of
two
different
pieces
to
this.
J
J
J
You
can
kind
of
see
with
the
the
photos
on
the
right.
You
can
see
a
lot
of
cracking
in
the
you
know
in
the
surface,
you
can
see
a
lot
of
asphalt.
Patching
that's
been
done
over
the
years,
so
it's
issues
like
these
that
the
the
city
is
looking
to
address
and
then,
on
top
of
that
we
look
for
opportunities
to
kind
of
get
some
construction
efficiencies
to
improve
the
public
right-of-way
for
all
of
the
users,
specifically
with
minnehaha.
We
do
have
a
bike
lane
so
we're
you
know
looking
at.
How
can
we
improve?
J
You
know
those
aspects
and
then
also
are
there
specific
intersections
where
we
can
gain
some
efficiencies
and
improve
the
pedestrian
realm
too.
So
that's
a
kind
of
a
high
level.
I
I
do
want
to
shoot
over
to.
We
have
two
other
roadways-
and
I
had
mentioned
these
the
last
time
and
there's
not
a
whole
lot
to
talk
on
on
these
two
roadways
tonight,
but
I
do
just
want
to
quickly
remind
everyone
that
we
are
also
having
improvements
on
42nd
avenue
south
in
between
42nd
street
and
46th
street.
J
This
is
just
north
of
like
minnehaha.
You
know
like
falls
in
the
park
there
and
we're
also
looking
at
44th
street
east
and
that's
between
minnehaha
and
essentially
the
parkway.
The
work
down.
There
is
really
just
concentrated
on
rehabbing
the
existing
roadway
and
then
we're
updating
all
of
those
intersections
with
88
ramps
that
currently
aren't
compliant,
and
so
this
map
was
shared
when
I
originally
came
through.
I
believe
to
this
group,
but
each
one
of
these
red
dots
kind
of
indicates
all
of
the
different
88
ramps
that
we're
updating.
J
H
J
Looking
at
these
aspects,
quite
a
bit
at
this
first
intersection
here,
this
is
the
south
side
of
franklin
avenue
on
minnehaha
and
you'll
notice,
kind
of
the
two
key
pieces
here,
at
least
from
major
infrastructure
that
we're
doing
is
and
I'll
start
on
kind
of
the
this
right
hand,
side
of
the
roadway
right
now,
there's
a
there's,
a
parking
bay
and
there's
also
a
pretty
wide
pedestrian
realm,
where
it's
just
a
lot
of
concrete.
So
this
area
is
within
our
south
side
green
zone.
J
So
we
identified
this
area
as
an
opportunity
to
eliminate
a
portion
of
that
parking
zone
that
parking
bay
and
some
of
that
additional
concrete
that
we
have
for
that
wide
sidewalk.
We
can
maintain
that
six
foot,
walk
area,
keep
the
pedestrian
clear
zone
and
be
able
to
introduce
some
greening
and
some
storm
water
management
within
there.
So
we'll
be
looking
at
different
native
plantings
and
in
ways
in
which
we
can
capture
stormwater
runoff
from
the
roadway
and
also
any
you
know,
rain.
J
That
falls
on
the
site
specifically
and
then
kind
of
the
larger
piece
of
the
change
is,
on
the
west
hand,
side.
So
the
southbound
lane
of
minnehaha
from
franklin
and
that's
an
opportunity
in
which
right
now
there's
a
pretty
wide
shoulder
of
the
of
the
roadway.
It's
not
actually
striped
as
a
as
a
bike
lane.
Today,
the
bike
lane
picks
up
a
little
further
south
kind
of
down
where
my
my
cursor
is
here
just
to
the
south
of
the
first
curve
cut
that
that
shows
up.
J
I
will
note
that
this
yellow
area
here
that
you
see
dashed
we
looked
at
multiple
different
concepts
internally
at
this
location,
and
we
did
look
at.
Could
we
could
we
kind
of
do
something
with
where
this
you
know?
Existing
kind
of
island
is
and
extend
this
down
a
little
bit,
unfortunately,
we're
just
not
able
to
get
in
there.
There
is
a.
J
Our
other
major
location
that
we
have
here
is
mini
on
21st,
and
this
is
probably
the
I
would
say,
the
intersection
with
the
most
change
to
it
between
the
two.
If
you're
familiar
with
this
area,
currently
21st
comes
in
at
a
at
a
pretty
steep
angle
into
mini.
It
creates
a
lot
of
unsafe
conditions.
So
in
recent
years
there's
been
some
bollards
placed
out
there.
That
kind
of
follow
the
shape
of
this
bump
out
in
this
top
corner.
J
Here
that
you
can
see
so
we're
looking
to
formalize
that
piece
and
with
that
that
allows
us
to
add
additional
boulevard
along
many
and
some
portion
of
21st
avenue
allows
us
to
more
formally
t
up
the
intersection,
and
we
can
also
extend
and
create
additional
pedestrian
realm,
including
sidewalk
along
the
the
roadway.
That's
a
much
I'd,
call
it
or
more
standard
function
of
following
the
street
than
what
we
have
out
there
today
and
with
that.
We,
of
course,
will
do
ada
ramps
at
all
these
locations.
J
So
right
now,
there's
really
only
one
ada
ramp
that,
frankly,
isn't
in
that
great
of
shape
kind
of
in
this
corner
over
here.
What
do
you
call?
Maybe
like
the
northeast
corner?
All
these
other
locations
don't
have
a
crossing
or
ada
ramp,
so
we're
adding
in
a
lot
of
additional
kind
of
legal
crossings
and
ramps
that
we're
missing.
J
J
J
We
do
have
one
aspect
of
there's
currently
right
over
here,
just
towards
the
edge
of
the
screen.
Here
you
can
see
like
a
little
t.
That's
for
the
transit!
Stop!
That's
there
today,
because
we're
adding
this
bump
out.
We
are
going
to
relocate
that.
Stop
just
a
little
further
north,
maybe
by
70
80
feet,
something
like
that.
So
not
much
of
a
change
for
for
users
it'll
still
be
really
nicely
accessible,
especially
especially
with
these
changes
and
that's
kind
of
a
pull
out
bay.
J
That's
existing
today
the
bike
lanes
as
they
are
today.
They
will
remain.
They
won't
change.
They'll
just
have
some
additional
kind
of
protections
of
shortening
up
that
exposure
to
any
turning
vehicles
and
then
on
the
southbound
travel
lane.
We
are
looking
at
adding
in
two
of
our
crossings
with
ada
ramps
and
then
also
extending
the
curb
out
into
the
existing
parking
lane.
We
are
working
with
an
adjacent
property
owner
there
that
has
you
know
some
larger
vehicles
that
kind
of
operate
at
his
site.
J
There
are
two
existing
curb
cuts
there,
so
we're
working
with
them
to
try
and
work
out
a
plan
that
they
can
have
their
deliveries
either
done
through
the
alley
or
off
of
24th
or
22nd
streets
that
are
nearby,
and
so
that
way
we
can
eliminate
these
curb
cuts
to
minnehaha,
and
we
can
get
these
88
ramps
and
and
bump
outs
in
place
with
all
of
this.
This
will
drastically.
J
Well,
I
don't
want
to
say
this
will
narrow
up
fairly
significantly.
I
guess
I
would
say
kind
of
the
the
crossing
distances
of
not
only
21st
but
also
minnehaha,
so
we
do
have
some
calming
features
there
and
slowing
up
some
vehicle
traffic
at
this
location.
So
I
think
this
will
be
a
fairly
if
you
go
out
and
see
it
today
versus
you
know,
this
fall
it'll
look
signific
significantly
different,
so
it's
fairly
exciting.
J
A
A
It
do
you
anticipate
cars,
making
a
preliminary
stop
there
and
then
making
a
stop
closer
towards
minnehaha
to
get
a
better
look
at
traffic
sort
of
a
two
two
stage:
stop
in
practice,
not
what
you
want
them
to
do
and
if
there's
a
chance
of
that,
is
there
any
consideration
or
any
chance
of
doing
something?
Maybe
a
raised
walkway
of
some
sort
to
indicate
to
cars.
They
shouldn't
make
a
two-stage
stop
out
of
it,
that
they
should
not
block
the
crosswalk
or
the
trails.
What
I'm
talking
about.
J
Yeah,
that's
that's
a
really
good
point
and
it's
something
that,
because
of
the
geometry
of
of
how
this
sorts
out
it,
it
is
tough
to
get
your
stop
bar
exactly
where
you'd
like
it
with
just
how
this
has
to
kind
of
tie
into
mini
so
yeah.
In
practice,
I
I
would
probably
say
the
vehicles
will
make
their
initial
stop
here
and
they
they
probably
will
creep
up
a
little
closer
to
minnehaha
as
they
make
this
turn.
I
will
say
that
the
sight
lines
will
be
much
improved
over.
J
What's
there
today,
not
only
for
vehicles,
but
also
for
pedestrians
kind
of
making
that
that
visual,
cue
with
with
that
turning
movement,
whether
they're
coming
from
21st
or
they're,
coming
from
minnehaha
and
so
that'll,
be
one
key
aspect,
but
yeah
it
is.
It
is
tough,
which
is
the
geometry
here
of
exactly
how
those
vehicles
are
are
certainly
going
to
make
that
movement,
especially
on
that
kind
of
right-hand
turn
from
21st
to
minnie.
J
So
I
think,
maybe
you
know
we'll
you
know
we'll
want
to
make
that
the
stop
sign
really
prominent
there.
We'll
also
have
our
stop
bar
and
we'll.
You
know
monitor
that
if,
if
we
need
to
kind
of
think
through
maybe
some
additional
signage
or
or
something
like
that,
that
maybe
says
you
know
stop
here.
I
think
that
that
could
certainly
be
looked
at
as
an
opportunity
to
to
just
try
and
get
those
vehicles
to
to
stop
at
that
location
rather
than
creeping
out
into
the
intersection,
but
yeah
noted
it.
A
I
I
I
I
will
tell
you
that
it
is
almost
impossible
and
maybe
the
visual,
maybe
the
the
way
you've
changed
it
and
some
of
the
bump
outs
you'll
have
a
little
better
perspective,
but
if
you're
coming
out
21st
and
wanting
to
turn
right,
which
we
never
did,
we
always
if
we're
driving,
we
always
turn
left
to
go
back
home,
but
it'd
be
impossible
to
see
traffic
from
that.
Stop
sign
that
stop
line,
it's
it.
It
is
historically
and
just-
and
you
don't
see
all
the
pedestrians
either
now.
Maybe
this
will
make
it
so
much
better.
I
I
mean
you're
this.
This
is
a
great
improvement,
but
my
experience
is
that
because
of
the
geometry,
it's
it's
a
very
dangerous
place
to
drive,
walk
or
bike,
and
I
think
walking
and
biking
might
be
improved,
but
driving.
It's
still.
People
are.
I
think
people
are
going
to
have
to
creep
up
if
they're
going
to
turn
onto
minnehaha,
because
you
I
don't
know
how
your
visualization
will
be
that
much
better.
J
Yeah
and
I
think
as
we
go-
and
you
know
just
one
aspect
here
of
you
know
of
course
like
this
is
just
kind
of
a
you
know:
a
high
level
drawing
and
stuff.
So
as
we
work
through
that,
I
think
kind
of
some
of
those
aspects
that
we'll
want
to
apply
it
to
this.
As
we
look
at
that,
stop
bar
is
try
to
fine-tune
where
we
can
place
that,
but
not
putting
it
like
you
know,
part
of
the
the
difficulty
is
too.
Is
you
don't
want
to
place
it
too
close
to
that
pedestrian
crossing
too?
J
J
So
I
think
one
of
the
aspects
we
could
do
is
is
try
to
apply
our.
You
know
our
site
triangle
to
this
and
try
to
find
where's
that
sweet
spot
and
understand
that,
just
because
of
the
geometry
of
how
these
two
roads
are
coming
together
and
you
know
we're
we're
improving
it
quite
a
bit,
but
you
know
trying
to
figure
out
where
that
best
situated
is
and
understanding
that
it's
probably
not
going
to
be
perfect.
Just
because
there's
there's
just
not
really
a
perfect
solution
to.
Unfortunately
how
these
two
roadways
come
together.
I
If
it
were
me,
and
I
had
the
money
to
redesign
it,
I
would
make
that
21st
of
one
way
going
towards
franklin,
because
that's
the
only
way
it's
going
to
be
safe
because
turning
onto
it
is
not
a
problem,
but
people
coming
out
going.
The
other
direction
is
really
scary
for
drivers
for
pedestrians.
For
anybody
on
minnehaha,
it's
it's
a
crap
shoot
it's
a
really
bad
intersection,
but
I
can
see
that
you're
trying
to
make
it
a
little
better,
and
I
appreciate
that,
especially
for
pedestrians.
I
A
J
J
A
pretty
challenging
intersection
is
you're
trying
to
look
for
multiple
pieces
back
there
and
a
stop
sign
could
potentially
help
out
there,
but
I
don't
think
it
necessarily
solves
the
sight
line
issues
and
I
we'd
we'd
have
to
run
a
have.
Our
traffic
folks
run
a
warrant
analysis,
but
I
would
probably
say
that
this
location
wouldn't
meet
criteria
from
an
engineering
standpoint
for
a
four-way
stop,
since
it's
pinned
in
between
two
traffic
signals
would
be
my
fairly
confident.
You
know
outcome
there
that
it
probably
wouldn't
be
the
warrant
analysis.