►
From YouTube: May 5, 2022 Public Works & Infrastructure Committee
Description
Additional information at:
https://lims.minneapolismn.gov
A
B
A
A
Number
five
authorizing
subordinate
funding
agreement;
number
seven
with
the
metropolitan
council
to
reimburse
the
city
for
construction
costs
related
to
the
metro.
Green
line.
Extension
project
number
six
authorizing
subordinate
funding
agreement;
number
eight
with
the
metropolitan
council
to
reimburse
the
city
for
relocation
of
traffic
signal,
fiber
optic
infrastructure
related
to
the
metro
green
line
extension
project.
A
I'm
going
to
add
here
that,
in
light
of
the
engagement
that
we've
received
from
members
and
groups
within
the
community,
as
well
as
the
fact
that
council
member
ellison,
who
represents
this
ward,
is
recover
who's
recovering
from
covid
we're
gonna
delay,
taking
a
vote
on
this
item
for
one
cycle.
So
we'll
come
back
at
our
next
regularly
scheduled
meeting
where
we'll
take
this
item
up
again.
A
But
we're
going
to
take
the
time
now
to
do
the
presentation
on
this
between
now
and
our
next
meeting
staff
will
work
with
the
impacted
council,
members
and
community
members
and
incorporate
that
feedback
into
an
updated
resolution
which
we'll
bring
back
director
anderson
kelleher.
Who
is
going
to
be
presenting
on
this
item
today?
Well.
C
Thank
you,
chair,
tug,
chug
thai,
as
well
as
council
members
today,
kathleen
male
may.
L
is
here
she's
the
supervisor
of
the
transportation
planning
area
and
she
is
a
transportation
planner
herself.
She
has
with
her.
She
will
start
and
then
jim
voll
interim
planning
manager,
long
range
planning
from
cped
as
well
as
some
colleagues
from
the
county
are
here
dan
soler
from
hennepin
county
as
well.
As
I
know
there
was
a
change
kathy
gold
is
here
from
hennepin
county
and
nick
landwehr
is
here
from
the
metropolitan
council.
C
So
thank
you,
chair
and
I
think
I'm
looking
forward
to
the
presentation
myself.
D
Thank
you
good
afternoon,
chair
tug
tai
committee
members.
Thank
you
director,
anderson
kelleher.
My
name
is
kathleen
male.
I'm
a
transportation
planning
supervisor
in
public
works,
transportation,
planning
and
programming
division.
Jim
voel
be
joining
me.
Other
staff
on
this
project
team
are
jennifer,
hager
and
rebecca
hughes
from
public
works
and
amber
turnquest
also
from
cped.
So
this
is
really
maybe
not
typical
to
do
joint
presentation,
but
it's
really
been
a
joint
effort
between
our
two
departments,
so
we'll
go
over
the
project
background,
which
dates
back
over
a
decade,
the
current
history.
D
What
is
the
current
topic,
which
is
the
route
modification
report
and
the
alignment
recommendation
and
our
recommendation
based
on
that
and
where
we
anticipate
this
going
next
so
dating
back
more
than
a
decade.
The
city
has
been
involved
in
this
project.
D
The
project
team
advanced
this
project
into
the
engineering
phase,
which
was
working
through
the
design
and
engineering
of
that
route.
Alignment
and
as
a
part
of
that
engineering
phase,
is
the
finalizing
those
third-party
agreements
to
make
the
project
come
into
reality
and
a
key
part
of
that
was
an
agreement
with
the
bnsf
railway
and
regarding
the
co-location
of
the
freight
and
passenger
rail.
So
this
was.
D
This
is
just
zooming
into
the
minneapolis
section
of
what
that
previous
alignment
was
reaching
from
target
field
station
along
olson
memorial
highway
with
two
stops
at
van
white
boulevard
in
pen,
ave
and
then
hugging
the
eastern
portion
of
worth
park.
With
a
stop
at
plymouth
that
really
served
a
lot
of
residents
in
north
minneapolis.
D
Some
of
the
major
elements
of
that
previous
alignment
was
the
reconfiguration
of
olson
memorial
highway,
which
included
lowered
speeds,
improved
pedestrian
crossings
at
select
locations,
a
two-way
protected
bikeway
on
the
north
side
of
the
highway,
improved
lighting,
and
then
these
artistic
cantenary
poles,
which
are
in
the
bottom
pictures
here
that
you
can
see
which
really
there's
a
community
process
around
looking
at
the
design
of
those
and
and
how
that
reflects.
The
community
purple
was
in
response
in
highlighting
prince
in
minneapolis
and
his
role.
D
There
were,
like,
I
said,
two
stations
and
a
third
one
in
golden
valley,
but
serving
in
minneapolis
and
then
in
august
of
2020.
There
was
a
a
definite
project
transition
where
the
met
council
in
hennepin
county
announced
the
need
to
move
forward
with
a
different
route
alignment
based
on
stalled
negotiations
with
the
railway.
So
again,
this
is
the
previous
alignment.
This
route
goes
all
the
way
up
to
brooklyn
center
and
and
in
particular,
the
impacts
that
we
anticipated
with.
E
Thank
you.
So
the
the
current
timeline
is
the
project
team
or
the
project
office,
as
we
sometimes
call
him.
Hennepin
county
in
the
metropolitan
council
worked
20
20
to
2021
a
looking
for
a
computer
community
supported
alignment
that
obviously
did
not
use
that
freight
rail
corridor
and
then,
in
march
of
this
of
2021,
they
released
the
potential
route
options
and
then,
in
april
of
this
year
they
released
the
recommended
revised
route
and
throughout
that
whole
process.
City
policy
makers
and
city
staff
have
been
involved
through
these
alphabet
soup
of
committees.
E
So
the
corridor
management
committee-
that's
where
the
mayor's
representative
mayor
or
the
mayor's
representative
is
on
that
and
council
member
ellison
and
councilmember
cunningham
in
the
past,
attended
a
lot
of
those
meetings.
Then
we
have
the
tpac,
which
is
a
technical
team
meeting
of
all
the
agencies,
the
business
advisory
committee,
the
citizens
advisory
committee
and
then
weekly
issue,
identification
teams
or
the
city
staff
works
with
the
project
office
staff
and
so
and
we
have
intergovernmental
relations
and
communications
involved
too.
E
So
we've
been
involved
in
all
of
the
steps
through
this
and
working
on
this,
but
backing
up
a
little
bit
the
the
project
as
a
part
of
this
route.
Modification
report
established
principles
and
goals,
so
the
principles
for
for
determining
this
alignment.
Where
that
we
had
to
continue
to
meet
the
federal
transit
administration
new
starts
criteria,
so
that
will
ultimately
be
a
big
chunk
of
the
funding
for
the
project.
E
I
mean
it's
probably
obvious,
but
the
green
is
west
broadway
and
the
purple
is
the
lowry
so
taking
those
goals.
The
project
office
through
their
report
gave
ratings
to
both
routes,
so
I
believe,
poor,
fair,
good,
excellent,
both
lowry
and
west
broadway
routes,
rated
good
and
then
excellent
in
other
areas,
but
ultimately
on
a
couple
of
goals.
West
broadway
was
excellent
and
it
was
tipped
more
in
the
favor
of
that
route,
those
being
the
community
development
goals
and
advancing
equity
and
economic
disparities.
E
So
some
of
our
milestones-
and
you
know
in
light
of
postponing
this
a
cycle,
this
may
slide
a
little
bit,
but
the
comment
period
will
for
the
report
for
the
public
and
everybody
is
through
may
18th
in
june.
We
will
have
the
committee
meetings
and
the
corridor
management
committee,
so
that's
the
committee
with
all
the
other
cities
and
the
county
and
and
us
as
well,
then
the
hennepin
county
board
and
the
metropolitan
council
will
take
action
in
june
and
july
in
the
june
and
then
in
july
we
will
begin
the
environmental
review
process
in
some.
E
So
our
city
staff
recommendation
that
you
see
reflected
in
the
resolution
is
is
based
on.
This
is
based
on
the
feedback
that
we've
received
from
the
community
and
work
that
we've
done
with
the
project
office
and
as
staff
analyzing.
All
of
this
work
and
a
lot
of
the
community
engagement
was
led
by
the
county
and
met
council.
E
We
participated
in
it,
but
there
have
been
over
300
events
which
engaged
over
11
000
community
members,
and
some
of
something
that
came
out
of
that
was
this
creation
of
the
anti-displacement
work
group,
which
was
starting
its
work
now
and
will
work
to
come
up
with
strategies
and
recommendations
about
addressing
displacement,
because
we've
heard
that
that
oftentimes
we
heard
from
people,
we
love
the
train.
We
like
the
idea
of
the
train.
We
want
the
train.
It's
got
a
lot
of
positive
things,
but
we're
concerned
about
displacement
and
staff
is
as
well.
E
Some
of
the
major
themes
heard
from
the
community,
though,
were
impacts
to
the
community
anti-displacement.
As
I
mentioned
safety
improvements,
how
do
we
improve
access
to
transit,
dependent
populations,
and
some
of
that
can
be
getting
people
to
the
train
stations
which
follows
into
this
easy
pedestrian
access,
increasing
access
to
regional
destinations?
E
So
that's
a
positive
thing
that
people
usually
talk
about
with
lrt
a
big
thing
that
we've
heard
is
wanting
support
for
businesses
during
construction,
they're
concerned
about
a
long
construction
project
and
the
impact
it's
going
to
have
on
them
and
then
supporting
economic
development.
So
that's
the
beyond
the
rails.
Work
that
we'll
we'll
be
doing
with
our
partners
at
the
county
and
met
council.
E
I
feel
like
I'm
really
boring
by
reading
all
of
this,
but
the
preference
was
a
important
commercial
and
cultural
corridor
with
a
density
of
businesses.
So
west
broadway
has
a
density
that
people
felt
was
really
important
for
for
routing
lrt
there.
It
was
a
more
efficient
route.
It
had
a
potential
for
reducing
racial
disparities.
E
It
was
closer
to
the
previous
alignment
and
could
provide
economic
benefits
and
there
were
opportunities
to
provide
a
better
pedestrian
environment
on
west
broadway
concerns
were
that
we
do
have
a
lot
of
traffic
on
west
broadway
and
traffic
signals
and
congestion,
and
how
is
the
the
train,
the
lrt,
going
to
work
with
that
impact
on
the
small
businesses
reductions
in
parking?
E
You
know
the
on
street
especially
concerns
over
pedestrian
safety,
and
then
other
are
people
that
had
forwarded
ideas
of
building
it
above
ground,
like
the
l
in
chicago
or
underground
in
a
tunnel
like
a
subway
same
thing.
Some
of
these
concerns
and
preferences
are
probably
the
same
for
lowry,
but
one
of
the
things
that
was
brought
up
was
a
proximity
that
the
lowry
route,
with
the
station
at
washington,
could
provide
to
the
upper
harbor
terminal
and
also
proximity
to
the
north
loop.
E
There
was
a
wider
right
of
way
adjacent
to
vacant
properties,
although
that
condition
tends
to
be
near
the
lindale
intersection
towards
washington
and
concerns
over
there
being
limited
space
on
west
broadway.
E
That
that
concern
about
west
broadway
was
a
preference
for
lowry
and
then
some
of
the
concerns
where
the
washington
road
is
mainly
an
industrial
area.
It's
an
industrial
employment
district.
So
it's
going
to
be
hard
to
transition
that
to
more
intensive
residential
uses
would
result
in
a
lot
of
pedestrian
crossings.
So,
as
lowry
goes
east
west
and
one
blocks
off
those
intersections
that
makes
the
pedestrian
crossings
and
vehicular
crossings
more
difficult.
E
Lowry
may
only
serve
commuters
passing
through
north
minneapolis.
Again.
These
are
concerns
that
that
we
heard
and
then
error
right
away
on,
10th
avenue
in
washington
is
difficult
to
get
a
train
through
there
and
also
keep
traffic
going
through,
and
that's
one
of
the
few
ways
to
get
through
the
the
north
loop.
E
I
didn't,
but
the
this
is
the
high
level
justification
that
city
staff
has
for.
Why
we're
supportive
of
the
west
broadway
alignment
and
again
want
to
be
really
clear
that
that
doesn't
mean
there
won't
be
issues
or
concerns
on
west
broadway.
There
will
there'll
be
things
we'll
have
to
work
through.
We
know
that
and
it
doesn't
mean
that
lowry
didn't
have
any
positive
aspect
to
it,
but
going
through
these
the
we
felt
that
it
better
aligns
with
minneapolis
2040
the
comprehensive
plan
and
the
transaction
transportation
action
plan
policies.
E
It
strengthens
the
historical
development
patterns
and
land
use
designations
on
west
broadway.
So
a
lot
of
the
bigger
buildings
and
mixed
use,
buildings
and
taller
buildings
that
you
would
see
with
transit
oriented
development
are
already
allowed
and
have
historically
been
happening
on
west
broadway.
There
is
a
greater
development
potential
on
lowry,
a
lot
of
the
well.
There
is
vacant
land
there
that
we've
been
trying
to
develop.
A
lot
of
the
adjacent
property
is
single
family
homes,
which
makes
it
harder
to
assemble
parcels
and
oftentimes,
we'll
run
into
more
neighborhood
opposition.
E
West
broadway
has
been
historically
considered
for
fixed
rail
development,
so
we
just
finished
well
just
I
guess
it's
getting
to
be
five
six
years
ago,
but
a
study
for
streetcar
on
west
broadway,
and
then
there
were
these
abundance
of
community
service
destinations.
North
memorial,
which
is
on
both
routes,
the
school
headquarters.
The
career
force
center
as
you
get
down
near
plymouth,
the
hennepin
county,
human
services
and
even
a
bit
of
a
walk,
but
a
reasonable
one
to
the
public
housing
authority
on
washington,
although
that
would
be
on
both
alignments
as
well.
E
There
is
also
the
barrier
of
I-94,
so
the
stations
on
washington
would
be
on
the
east
side
of
94..
The
majority
of
people
are
on
the
west
side
of
94,
so
we're
going
to
have
to
figure
out
safe.
If
we
were
to
have
chose
that
route,
we
would
have
to
figure
out
safe,
well,
lighted,
easy
connections
to
those
stations,
and
then
west
broadway
has
more
signalized
intersections.
E
We
can
do
north
to
south
crossings
on
the
east
to
west
portions
of
either
one
of
those
routes
easier
on
west
broadway
than
we
can
on
lowry,
on
lowry
to
add
more
signalized,
intersections
or
ped
crossings.
You
have
to
widen
the
area
in
between
the
tracks.
You
may
have
to
add
left
turn
lanes
for
vehicles,
because
people
are
going
to
turn
anyway
and
then
you
start
getting
into
property
takings
on
lowry.
So
that
was
a
big
concern.
E
We
had
about
the
impacts
that
that
it
would
have
to
put
a
line
down
lowry
and
then,
finally,
the
lowry
option
would
have
gone
down,
10th
avenue,
which
may
have
been
doable,
but
it
would
have
potentially
been
some
property
taking
some
fairly
significant
buildings
or
not
allowing
traffic
at
all
and
and
that
to
a
lot
of
people
sounds
like
a
great
idea
until
you
try
and
figure
out
well,
if
that's
the
only
way
going
through
there.
Where
else
is
that
road
going
to
go
and
we
couldn't
come
up
with
a
good
solution
for
that.
E
So
just
taking
the
project
office's
report
table
about
the
goals,
we
pretty
much
agreed
with
everything
that
they
said,
but
we
did
on
goal
number
two
say
that
we
felt
lowry
was
excellent
as
well,
not
good,
so
you
know,
but
but
ultimately
west
broadway
the
scales
tipped
in
favor
of
that
and
that
therefore
that's
the
recommendation.
D
Thank
you
just
to
share
kind
of
there's
a
lot
in
front
of
this
project.
Even
though
it's
got
a
10-year
history,
there
are
still
multiple,
probably
at
least
six
years
of
this
project.
D
So
what
comes
next
after
a
route
alignment
is
moves
forward,
a
recommended
route
alignment,
the
environmental
review,
including
municipal
consent,
which
is
anticipated
for
2023,
not
sure
exactly
when
in
the
year,
but
sometime
next
year,
and
as
well
as
the
engineering
continuing
on
with
the
engineering
of
the
project
and
then
construction
and
the
full
funding
grant
agreement
from
the
federal
transit
administration
anticipated
well
two
to
two
to
three
years
out
from
now
and
then
construction
with
the
goal
of
opening
this
line
in
2028.
D
Some
of
the
pieces
that
are
part
of
the
public
discourse
right
now
that
we
anticipate
you
know
getting
more
resolution
and
clarity
and
community
feedback
on
as
we
move
forward
related
to
stations,
would
be
the
final
number
of
station
locations
or
final
number
of
stations
and
where
those
locations
are
exactly
you
can
see
on
the
maps
right
now.
D
There's
kind
of
like
these
round
blobs
that
identify
areas
but
they're
not
finalized
the
design
of
those
station
planning
for
those
station
areas,
how
we
connect
people
to
those
stations
on
foot
and
on
bike,
and
what
those
you
know
translations
or
transitions
through
across
the
corridor,
would
look
like.
There
are
also
really
important
pieces
of
the
alignment
that
still
remain
out
there
for
decisions
to
be
made.
D
There
are
refinements,
for
example,
getting
from
target
field
station
to
north
lindale,
there's
one
option
that
uses
olson
memorial
highway
and
turns
up
on
lindale
and
there's
another
one
that
uses
seventh,
so
that's
still
out
there.
Similarly,
there's
options
on
the
table
that
use
21st,
avenue
north
as
well
as
west
broadway,
to
help
mitigate
some
of
those
impacts
to
the
amount
of
lanes
there
are
on
west
broadway
right
now,
and
some
of
those
constraints
in
terms
of
right
of
way
also
street
design
and
what
the
underlying
street
design
would
be
along.
D
There
are
I've
got
five
different
slides
here
for
the
end
of
the
presentation
that
we
just
wanted
to
share
that
there's
a
lot
of
ongoing
conversations
still
about
different
topics
that
come
up
when
we
talk
about
this
project-
and
this
is
just
high
level
on
five
of
them,
so
olsen
memorial
highway.
We
shared
at
the
beginning
of
this
presentation
that
was
clearly
where
the
blue
line
extension
was
going
to
go
and
there's
a
lot
of
still
conversation
about.
How
do
we
keep
some
of
those?
How
do
we?
D
There
are
three
current
efforts:
there's
metro
transit
is
leading
a
brt
study,
a
bus,
rapid
transit
study
from
downtown
minneapolis
to
plymouth
that
we're
participating
in
mndot
has
a
project
in
their
capital
improvement
plan
estimated
for
2027,
and
we
are
helping
and
assisting
on
that
project.
They're.
Currently,
in
the
scoping
phase,
our
streets,
minneapolis,
has
an
advocacy
campaign,
bring
back
six
that
many
people
have
heard
of
as
well
in
terms
of
looking
at
the
historic
nature
of
that
street
and
how
to
go
back
to
something
more
like
that.
D
Also
cped
is
looking
they'll,
be
updating
the
land
use
categories
to
reflect
the
transit
changes
along
olson
memorial
highway
as
well.
So
we
are
very
much
advancing
conversations
around
olson
memorial
highway
as
as
we
move
forward
with
this
project,
we
are
also
looking
at
this
light
rail
project
as
a
catalyst
for
better
streets
in
this
in
where
this
line
will
go.
D
D
The
funders
collaborative
is
a
model
used
from
the
green
line.
Extension,
I'm
sorry
the
green
line
project
that
runs
along
university
avenue
in
st
paul
to
look
at
how
businesses
could
be
supported
during
before,
during
and
after
the
construction
of
that
line,
and
so
there's
a
lot
of
foundation.
Support
and
again
this
is
kind
of
beyond
the
rail.
How
do
we
support
the
communities
and
make
this
more
than
just
a
light
rail
project?
D
D
So
the
there's
also
impacts
of
construction
that
you
know
we
know,
are
even
starting
pre-construction,
so
we're
looking
to
limit
and
mitigate
those
those
impacts,
so
there's
displacement,
potential
takings,
there's
disruption
to
businesses
during
construction
and
the
nuances
related
of
construction
and
then
post
construction,
there's
also
the
property
value
impacts
and
displacement.
D
So
there
is
a
lot
of
conversation
around
this
from
both
you
know,
a
policy
level,
a
community
level,
a
project
level,
and
so
that
is
certainly
an
ongoing
part
of
the
the
project
work
as
well,
and,
in
particular,
the
project
team
has
hired
cura
the
center
for
urban
and
regional
affairs
at
the
university
of
minnesota
to
lead
an
anti-displacement
work
group
that
began
officially
in
march
of
this
year
and
continues
for
a
year
to
a
year
and
a
half
really
looking
to
to
come
up
with
real
solutions
policies.
D
You
know
plans
for
how
to
create
kind
of
a
new
model
of
looking
at
how
we
develop
light
rail
in
the
region
and
how
we
really
work
to
address
the
the
concerns
and
the
potential
displacement
that
goes
along
with
an
investment
of
this
kind
in
the
city,
which
is
pretty
historic,
and
we
have
jim
voel
as
well
as
joey
dobson
from
cped
are
involved
in
that
as
our
city
official
reps
and
on
the
committee,
but
largely
it's
made
up
of
community
members
and
and
organizations
in
the
neighborhood,
so
that
wanted
to
end
with
just
kind
of
some
of
those
ongoing
larger
thematic
conversations
that
are
that
are
ongoing.
D
A
Thank
you
for
that
presentation,
kathleen
and
jem.
Are
there
any
questions
from
committee
members,
council,
member
payne.
F
Thank
you,
madam
chair
yeah.
I
was
just
curious
on
the
background
of
the
original
freight
corridor
and
did
we
end
up
having
to
not
utilize
that
corridor
as
a
result
of
legal
challenge
or
financial
challenge?
I'm
just
wondering
if
there's
a
good,
clear
answer
there.
D
Thank
you,
councilmember
payne
and
cher
chughtai.
I
will
answer
that,
but
I
will
let
anybody
from
the
team,
if
they've
got
more
detailed
info,
that
they
want
to
jump
in
you
can
it
was
so.
Railways
have
extreme
set
of
power,
and
so
it
was
a
legal
issue.
They
were
unwilling
to
compromise,
are
unwilling
to
say
that
and
allow
that
passenger
rail
to
be
co-located
with
the
freight
rail.
D
So
it
was
really
on
those
terms
and
and
it
there
were,
you
know
multiple
levels
of
government
from
the
gov
layers
of
government
from
the
governor
on
down
that
you
know
were
involved
in
the
discussions
and
decided
that
the
right
move
forward
was
to
pick
a
new
alignment.
C
Madam
chair,
can
I
add
to
that
councilmember
payne
in
my
capacity
as
mndot
commissioner,
I
actually
had
direct
conversation
with
bnsf
as
well,
and
I
think
there's
a
couple
of
things
that
kind
of
precluded
using
that
route.
One
is
exactly
what
kathleen
talked
about.
C
The
other
is
the
advent
of
the
crash
wall
on
southwest
which,
as
you
may
be
aware,
is
both
a
barrier
and
impediment,
and
it
has
cost
the
project
northwards
of
100
million
dollars
now,
and
so,
if
that
was
going
to
be
a
requirement,
the
crash
wall
along
this
alignment
would
have
been
even
longer.
C
C
Okay,
eight
miles
would
have
been
so
that
gives
a
good
sense
of
you
know
the
cost-benefit
analysis,
I
think,
became
a
challenge.
A
Excellent.
Thank
you
any
other
questions.
Wonderful,
seeing
none!
We
are
we're
gonna
table
approval
for
now,
but
thank
you
very
much
for
this
presentation
and
we're
gonna
come
back
at
our
committee
meeting
on
may
19th
and
and
take
up
the
approval
of
this
item
with
that.
We've
concluded
all
business
to
come
before
this
committee.
Without
objection,
we
stand
adjourned.
Thank
you.
Everyone.