►
From YouTube: March 17, 2022 Public Works & Infrastructure Committee
Description
Additional information at:
https://lims.minneapolismn.gov
C
Good
afternoon,
everyone
welcome
to
the
regular
meeting
of
the
public
works
and
infrastructure
committee
for
march
17
2022.
I
am
andrew
johnson
and
I'm
the
chair
of
this
committee.
As
we
begin,
I
will
note
for
the
record
that
this
meeting
has
remote
participation
by
members
and
city
staff
as
authorized
under
minnesota
statutes.
Sections
.021
due
to
the
declared
local
public
health
emergency.
C
The
city
will
be
recording
and
posting
this
meeting
to
the
city's
website
and
youtube
channel
as
a
means
of
increasing
public
access
and
transparency.
This
meeting
is
public
and
subject
to
the
minnesota
open
meeting
law.
At
this
time,
I
will
ask
the
clerk
to
call
the
role,
so
we
can
verify
a
quorum
for
this
meeting.
D
C
Let
the
record
reflect
that
we
have
a
quorum.
We
have
today
before
us
a
few
public
hearing
items
a
discussion
item
and
a
consent
agenda.
I
will
begin
by
moving
the
six
items
on
the
consent
agenda,
which
I
will
read
for.
The
record
first
item
is
authorizing
the
submittal
of
a
grant
for
the
2022
metropolitan
council
regional
solicitation
for
federal
transportation
funds.
The
second
is
requesting
a
variance
from
municipal
state
aid
standards
for
median
with
and
bikeway
clearance
and
design
speed
on
hennepin
avenue
south.
C
The
third
is
increasing
municipal
state
aid
revenue
for
the
franklin
avenue
west
street
reconstruction
project.
The
fourth
is
authorizing
a
memorandum
of
understanding
with
mprb
our
park
board
and
heaven
county
for
land
conveyance
for
the
reconstruction
of
osseo
road.
The
fifth
is
approving
a
large
block
event
permit
to
allow
rock
the
garden
to
be
held
on
june
11
2022,
and
the
sixth
item
is
referring
to
staff,
an
ordinance
revising
the
water
and
sewer
code.
C
I
will
see
if
there
are
any
discussion
or
questions
on
the
consent
agenda
or
if
anyone
would
like
to
pull
any
items.
Councilmember
chuck
that.
E
C
C
Chug
guy
is
pulling
that
item
out
for
discussion,
so
we'll
go
ahead
and
move
items
one
and
items
three
through
six
and
then
we'll
turn
to
our
discussion
item.
Is
there
any
discussion
on
those
remaining
items
on
the
consent
agenda,
not
seeing
any?
I
will
ask
the
clerk
to
call
the
role.
C
And
those
items
carry
next,
we
will
take
up
item
number
two
that
was
on
the
consent
agenda,
which
we
have
pulled
for
discussion.
I
will
first
recognize
council,
member
chuck
thai
with
your
questions
or
comments
on
this
item.
E
Thank
you,
mr
chair
and
director
anderson
kelleher.
I
wanted
to
just
pull
this
item
out
of
our
consent
agenda
and
move
it
into
discussion,
because
I
understand
that
this
is
a
variance
that
we
are
requesting
from
the
state
and
a
part
of
our
regular
process
in
in
street
construction
projects.
Like
this,
I
think
I
know
as
well
as
everyone
here
that
hennepin
avenue.
E
South
reconstruction
is
an
item
of
very
high
interest
and
engagement
from
residents
in
my
ward
and
residents
around
the
city,
and
so
while
I
understand
that
this
is
a
very
normal
part
of
the
process,
I
just
hoped
that
director,
anderson,
kelleher
and
her
staff
could
shed
a
little
bit
more
light
on
exactly
what
we
are
doing.
F
Well,
thank
you,
chair,
johnson,
and
good
to
see
you
today
and
thank
you
councilmember
chug
thai.
Today
we
have
a
short
presentation
about
hennepin
south
reconstruction
specifically
to
the
variances.
I
do
think
it
gives
some
more
information.
F
G
The
resolution
you
have
before
you
today
is
to
authorize
the
city
engineer
to
proceed
with
the
variance
requests
from
the
minnesota
department
of
transportation,
stated
rules
specific
to
meeting
with
on
hennepin
avenue,
between
franklin
avenue
and
29th
street,
and
for
bikeway
clearance
and
bikeway
design,
speed
on
hennepin
avenue
between
260
feet,
north
of
franklin,
you
know
it's
very
specific,
which
is
essentially
the
extents
of
the
project
on
the
northeast
end
of
the
corridor
in
lake
street.
Just
a
little
bit
of
background
before
I
dive
quickly
into
this
presentation.
G
Hennepin
avenue
is
the
municipal
state
aid
street,
it's
msa
route,
425
and,
as
you
know,
msa
streets
are
a
collection
of
higher
volume
streets
in
the
city
of
minneapolis
and
local
streets
such
as
hennepin
that
have
this
msa
designation,
meaning
the
city
is
able
to
collect
funding
from
mndot
for
maintenance
and
construction
and
designated
local
streets,
and
so
we
have
over
200
miles
of
these
in
the
city
and
they
represent
approximately
20
of
our
local
street
system
and
to
reiterate,
as
director
anderson
keller
mentioned,
there's
no
action
in
front
of
you
today
for
layout
approval,
but
by
allowing
these
variances
to
advance
that
are
specific
to
technical
design,
details
which
I'll
bore
you
a
bit
with
in
a
minute.
G
It
allows
us
the
flexibility
that
we
need
to
move
forward
with
designing
the
corridor.
We
could
move
forward
without
these
variances,
but
we
do
think
that
these
variants
certainly
offer
the
best
design
potential
for
the
corridor
and,
as
noted,
this
resolution
is
needed
in
advance
of
the
march
variance
meeting,
which
is
next
thursday
march
24th.
This
does
allow
us
to
stay
on
schedule
to
begin
construction
in
2024
and
public
works.
G
G
To
recap:
I
know
all
of
you
are
familiar
with
the
extents,
but
just
to
reiterate
the
hennepin
avenue
project
extends
from
douglas
avenue
in
the
north
to
lake
street
on
the
south.
It's
about
a
1.4
mile
segment.
Next
slide.
G
And
the
next
slide,
thank
you
in
terms
of
the
recommended
design
that
we
advanced
and
released
publicly.
If
you
could
go
back,
one
more
slide,
the
base
section
that
we
released
publicly
in
december
and
then
took
public
comments
through
in
all
the
way
into
the
end
of
january,
included
eight
foot
sidewalks
a
two-way
protected
bike
facility
on
the
east
side
of
the
corridor.
That
varies
from
eight
to
ten
feet.
Two
transit
lanes,
two
vehicle
lanes
as
well
as
left,
turns
at
key
locations
along
the
corridor
as
well
as
a
median.
G
This
really
articulates
the
specifics
so
in
terms
of
median
width,
the
standard
as
it
applies
based
on
the
state
aid
rules,
is
four
feet:
we're
proposing
a
medium
width
of
two
feet
at
mid
block
locations
throughout
the
corridor,
and
there
are
also
two
provisions
relative
to
the
bicycle
path:
standards
that
exist
relative
to
the
state
aid
rules
relative
to
the
shoulder
clear
zone
width.
The
standard
is
two
feet.
G
We
are
looking
for
variances
from
one
to
two
feet
and
it
has
to
do
with
the
way
that
we
measure
this
so
two
feet,
measured
from
the
face
of
curb,
instead
of
back
of
curb,
as
well
as
a
one
foot
clearance
adjacent
to
bus
stops
and
design
speed,
the
standard
is
20
miles
per
hour
and
we're
looking
to
vary
that
provision
to
12
miles
per
hour
next
slide.
G
In
terms
of
the
median
design
we
do
feel
like
this
is
a
really
critical
element
for
the
corridor.
As
we
look
at
the
reconstruction,
hennepin
avenue
is
on
the
minneapolis
high
injury
network,
there's
a
disproportionate
amount
of
bicycles
and
pedestrians
that
are
over
represented
in
crashes,
lots
of
different
crash
types
and
there
are
congested
operations
throughout
the
corridor
due
to
mid
block
left
turns
at
driveways,
and
we
knew
we
know
that
a
striped
median
would
not
achieve
these
project
goals.
We
do
know
that
we
need
an
elevated
median
along
the
corridor
or
raised
median.
G
This
cross
section
essentially
illustrates
one
of
the
components
relative
to
the
bikeway
shoulder
clear
zone
approximate
to
the
transit
shelter.
You
can
see
that
the
bikeway
adjacent
to
the
transit
facility
itself
has
a
one
foot
clear
within
that
eight-foot
composed
bikeway
space
next
slide.
G
So
these
are
images
of
this
variance
that
has
been
approved,
that
we
have
actually
constructed
and
that
are
operating
safely.
You'll
note
that
the
shoulder
clear
zone
really
is
about
maximizing
the
use
of
space
behind
the
curb
in
urban
environments,
and
we
have
received
approval
for
these
variances
before
they've
come
before
the
committee
been
authorized
and
we've
received
approval
through
the
state
aid
board
before
on
both
hennepin
downtown
in
washington.
Washington
excuse
me.
The
first
image
is,
of
course,
on
washington.
G
We
have
two
feet
measured
from
the
face
of
the
curb
and
the
standard
again
is
from
the
back
of
curb,
so
it's
essentially
a
six
inch
variance.
This
is
currently
operating
safely
and
the
second
image
that's
kind
of
in
downtown
and
we
were
approved
for
one
foot
adjacent
to
the
brt
station.
So
again,
this
is
about
the
separation
between
the
transit
station
and
the
actual
bike
facility
itself,
so
we'd
be
varying
that
one
foot
again
we've
been
had
this
previously
approved.
G
This
is
hennepin
downtown
and
again
it's
all
about
that
restriction
within
the
public
right-of-way,
where
we
have
just
limited
amounts
of
right-of-way
and
these
standards
really
apply
everywhere.
So
these
bike
path,
shoulder
sort
of
standards,
apply
in
trails
pathways,
but
in
urban
environments
it's
very
common
to
ask
for
variances
from
these
components.
Next
slide.
G
G
It's
important
to
note
that
we
do
want
bicycles
to
actually
travel
at
slower
speeds,
especially
when
you
have
the
potential
for
conflicts
between
pedestrians
and
other
types
of
conflicts,
and
so
this
is
again
one
that
we've
received
approval
for
in
the
past.
It
basically
minimizes
the
space
that
we
have
to
take
up
within
that
boulevard
by
making
it
tighter
in
terms
of
the
radii
and
making
bicyclists
slow
down.
So
again,
this
is
a
variance
from
20
miles
per
hour
to
12
miles
per
hour
at
these
transition
spaces
along
the
corridor.
G
This
is
obviously
on
washington
and
on
hennepin
downtown
as
well.
So
these
are
two
examples
that
we
have
built
and
constructed
based
on
the
approval
of
these
variances
next
slide,
we
do
expect
to
receive
approval
of
these
variances
again.
This
is
all
about
flexity
and
being
able
to
move
forward
with
our
design.
As
director
anderson
keller
had
mentioned,
we're
trying
to
hit
this
march
24th
date,
as
you
can
see,
there's
a
layout
approval
that
we
intend
to
have.
G
That
is
upcoming
and
we
do
not
want
to
have
to
hesitate
and
postpone
or
delay
a
meeting
in
front
of
the
state
aid
committee,
which
would
not
occur
until
june
23rd
and
so
I'll
pause
there
for
any
questions
or
concerns
that
can
we
may
have
thank
you.
C
Colleagues,
I
am
not
seeing
any
council
member
ty.
E
Thank
you,
mr
chair
and
director
anderson,
kelleher
and
miss
hughes.
I
just
wanted
to
thank
you
for
putting
together
this
presentation
and
explaining
a
little
bit
more
about
the
variance
approval
process
and
just
again
really
thankful
for
for
your
work.
I
know
that
the
public
works
team
takes
community
engagement
and
public
engagement
on
this
project
really
seriously
and
in
my
short
time
here.
I've
seen
proof
points
of
that
over
and
over.
E
So
like
really
just
appreciate
that
you
came
in
today
and
and
helped
us
understand
this
process
a
little
bit
better,
so
that
we
can
then
relay
that
to
our
constituents
as
well.
H
Thank
you,
chair
johnson.
I
also
want
to
echo
you
know
thank
you
to
our
staff
for
bringing
this
presentation
forward.
I
have
to
personally
say
I
have
received
hundreds
of
correspondence
from
constituents
and
residents
throughout
the
city
who
has
shown
so
much
excitement
for
this
redesign
project
and
see
it
as
the
first
step
of
you
know
our
city
moving
towards
addressing
our
climate
and
transit
goals.
So
you
know,
while
I'm
extremely
proud
of
the
various
aspects
of
of
this
design,
including
the
back
bike
path
that
you
all
just
discussed.
H
I
do
also
want
to
take
the
moment
to
underscore
the
importance
of
a
24
7
bike
lane.
I
know
you
talked
about
that
in
the
proposal
of
that
being
part
of
this
design.
H
I
know
that
is
something
that's
really
really
important
for
a
lot
of
the
constituents
that
have
reached
out
to
me
and
also
it's
a
it's
a
major
transit
option
for
working-class
people,
and
I
think
all
of
us
have
seen
you
know
what
has
become
very
clear
with
this
pandemic
is
that
working-class
people
or
working
people
are
often
essential
workers,
and
you
know
our
economy
needs
these
essential
workers
to
function,
and
often
many
of
these
workers
are
working
on
odd
hours
and
actually
having
this
24
7
bike
lane
and
bus
lanes.
H
Are
it
basically
allows
them
to
get
from
point
a
to
point
b
in
a
fast
and
efficient
manner,
so
I'm
really
hoping
that
we
stay
committed
in
this
process
towards
working
with
our
met
council
partners,
who
also
support
the
the
bus
lanes
as
well
and
making
sure
that
we
do
everything
that
we
can
to
make
grow
our
infrastructure,
be
it
through
bikes,
but
also
that
24
7.
H
H
I
know
constituents
in
my
award
want
to
see
the
redesign
the
second
place
along
hennepin
come
to
lake
street,
and
you
know
I
also
champion
us
having
that
24
7
by
bus
lane,
along
with
that,
you
know,
safe
bike
passage
in
my
ward,
2
alone.
Lake
street
so
really
excited
to
see
the
full
project
or
scope
of
this
project
in
the
coming,
hopefully
weeks
and
really
setting
a
new
marker
on
what
you
know.
Just
an
inequitable
transit,
a
transit.
C
Thank
you,
councilmember.
Are
there
any
other
questions
or
comments
from
colleagues
not
seeing
any?
I
will
also
express
my
thanks
to
director
anderson
kelleher
and
to
ms
hughes
for
this
presentation
and
the
additional
details.
I
think
it
is
helpful
in
terms
of
public
transparency
around
this
large
project
and
we
really
appreciate
it
so
seeing
no
other
comments
or
discussion
on
this
I'll
go
ahead
and
move
that
item.
It
was
our
second
consent
agenda
item
or,
if
you're
following
online.
D
C
That
item
carries
we
will
now
move
on
to
our
public
hearings
in
the
first
public
hearing
before
us
is
on
considering
a
project,
approval
and
assessment
for
the
cheatham
standish
residential
street
resurfacing
project,
and
I
will
also
note
for
the
record:
that's
this
street.
We
just
had
our
unveiling
of
the
new
street
name.
It
was
formerly
known
as
dice
avenue
and
we're
very
excited
that,
as
of
today,
the
signs
are
up
for
cheatham
avenue,
miss
anderson
kelleher,
who
will
be
presenting
on
this
item.
F
I
Director
kelleher
and
members
of
the
committee
again,
I'm
mike
kennedy,
I'm
a
director
of
our
transportation,
maintenance
and
repair
division.
This
is
we're
getting
close
to
the
end
of
our
run
of
public
hearings
for
the
2022
residential
or
2022
resurfacing
program.
This
one
today
is
about
the
cheatham
standish
residential
street
resurfacing
project.
On
january
27
2022,
the
city
council
designated
the
location
streets
in
improvements
proposed
to
be
made
in
the
2022
street
resurfacing
program.
I
I
I
This
resurfacing
program
is
addressing
city
streets,
which
includes
some
municipal
state
aid
streets
that
are
at
the
point
in
their
life
cycle,
where
a
new
surface
will
extend
the
street's
life,
improve
ride,
quality
and
neighborhood
livability
and
help
slow.
The
overall
deterioration
of
our
city
street
system,
the
2022
resurfacing
pro
project
program
project,
is
identified
in
the
20-year
streets
funding
plan
and
was
included
in
the
2022-2026
capital
improvement
program.
I
The
proposed
street
resurfacing
special
assessments
were
determined
by
applying
the
2022
uniform
assessment
rates
to
the
area
of
land
area
of
benefited
parcels
located
within
the
street
influence
zone
along
the
improved
streets.
These
assessments
are
not
calculated
based
upon
the
project
cost
alone.
The
city
uses
a
formula
that
combines
influence
area
with
the
annually
established
uniform
assessment
rate.
This
formula
is
carefully
considered
and
applied
by
city
staff,
and
it
is
intended
to
account
for
and
reflect
each
project's
value
to
the
benefited
properties.
I
I
Excuse
me
for
the
cheatham
standard
residential
cert
resurfacing
project
is
six
hundred
eleven
thousand
eight
hundred
and
sixteen
dollars
and
seventeen
cents
we
did
hold
a.
There
was
a
public
neighborhood
meeting
held
on
tuesday
march
8th
with
we
had
167
invitations
mailed
out
to
affected
properties.
There
was
one
attendee
who
logged
in
the
project.
Scope
here
is
a
two
inch
milling
overlay,
with
approximately
twenty
percent
select,
curb
and
gutter
replacement.
I
So,
therefore,
our
recommendation
today
is
passage
of
resolution,
ordering
the
work
to
proceed
and
adopting
the
special
assessments
and
set
them
up
for
the
cheatham
spanish
residential
street
resurfacing
project
and
passage
of
resolution
requesting
the
board
of
estimated
taxation
off
to
authorize
the
city's
issuance
and
sale
of
assessment
bonds
in
said
amount.
So
that's
my
presentation.
For
today
we
know
there
were
a
couple
of
write-in
communications
on
it.
We
have
people
from
that
can
respond
to
the
project
and
or
assessments
if
needed.
I
C
You,
mr
kennedy,
we
appreciate
the
presentation.
I
will
go
ahead
and
open
the
public
hearing.
I
see
a
note
from
our
clerk
that
we
do
not
have
any
speakers
registered
on
this
item,
but
I'll
still
ask
if
there's
anyone
here
to
speak,
if
so,
press
star
6
on
your
phone
to
unmute,
give
me
just
a
second.
C
C
C
And
that
item
carries
we
will
now
move
on
to
our
public
hearing
number
two.
Our
second
public
hearing
today
is
the
project,
approval
and
assessment
for
the
legion
lake
residential
street
resurfacing
project
director
anderson
kelleher,
who
will
be
presenting
on
this
item.
F
I
Kennedy
welcome
back.
Thank
you,
mr
chair
members
of
the
committee.
This
is
the
second
public
hearing
that
we
have
today
for
the
residential
street
resurfacing
program.
This
is
for
the
legion
lake
residential
street
resurfacing.
I
On
january
again,
on
january
22,
the
27th
2022
city
council
designated
the
location
streets
and
improvements
proposed
be
made
in
this
resurfacing
program:
legion
lake
residential,
are
local
streets,
bounded
by
54th
street
east,
to
58th
street
east
and
portland
avenue
12th
avenue
and
were
reconstructed
in
1988.
They
have
a
pavement
condition
index
of
61..
I
I
The
these
assessments
are
not
calculated
based
on
project
cost
alone.
The
city
uses
a
formula
that
combines
influence
area
with
an
annually
established
uniform
assessment
rate.
This
formula
is
carefully
considered
applied
by
city
staff
and
is
intended
to
account
for
and
reflect
each
project's
value
to
the
benefited
properties.
Again,
the
2022
resurfacing
rates
are
percent.
67
cents
per
square
foot
for
non-residential
properties
and
22
cents
per
square
foot
for
residential.
I
I
So
we
did
have
a
neighborhood
meeting
again
on
wednesday
march,
ninth,
there
were
459
individual
sent
and
there
were
six
attendees
who
logged
into
the
virtual
meeting.
I
So
our
recommendation
today
is
passage
of
resolution,
ordering
the
work
to
proceed
and
adopting
special
assessments
and
set
amount
and
passage
of
resolution,
requesting
the
board
of
estimate
and
taxation
to
authorize
the
city's
issuance
and
sale
of
assessment
bonds
and
set
amount
again
we're
here
to
we're
here
to
answer
questions
as
needed.
That's
my
presentation.
Thank.
C
You,
mr
kennedy,
we
appreciate
the
presentation
I'll
go
ahead
and
open
the
public
hearing
and
see
if
anyone
is
here
to
speak
press
star
six
to
unmute.
If
you
are,
I
will
note
that
from
our
clerks
I
see
a
note
saying
that
there
are
no
speakers
registered
we'll
give
you
just
a
sec.
If
there's
anyone
on
the
line,
though,
that
wants
to
speak
to
this
star
six,
I'm
mute
not
hearing
any.
C
C
F
J
Good
afternoon,
mr
chairman
members
of
the
committee,
my
name
is
nathan
kemmer,
I'm
a
project
engineer
with
the
train
station
engineering,
design,
division
of
public
works.
Today,
I'm
here
presenting
for
the
public
hearing
for
loyal
anderson
phase
2
city
project
number,
two,
three:
three:
zero.
J
The
proposed
project
consists
of
rehabilitating
the
residential
streets
bound
by
east
42nd
street
46th
avenue,
south
west
river
parkway
and
dowling
elementary
school.
The
project
will
include
concrete
pavement
rehabilitation,
curve,
extensions,
green
infrastructure
and
utility
improvements
as
needed.
J
The
total
project
costs
for
this
project
phase.
Two
is
two
million
dollars,
667
and
hundred
seven
sorry,
two
million
six
hundred
sixty
seven
thousand
seven
and
seventeen
dollars.
The
assessment
value
for
this
phase
is
three
hundred
fifty
four
thousand
five
hundred
twenty
eight
dollars
and
sixty
seven
cents.
J
These
assessments
are
payable
over
a
five-year
period.
The
rest
of
the
city
funding
sources
are
net
debt,
bonds
and
general
fund
and
stormwater
fund
city
staff
has
conducted
numerous
virtual
outreach
activities
throughout
the
planning
and
design
of
this
project.
A
virtual
pre-assessment
meeting
to
provide
an
overview
of
the
project,
discuss,
plan,
improvements
and
answer.
Any
questions
related
to
the
assessment
method
and
process
was
held
on
march
10th
with
five
people
in
attendance
today.
C
A
A
In
addition,
I
noticed
that
42nd
street
is
where
I
live
right
in
that
neighborhood
and
that
the
engineering
design
is
a
complete
fiasco,
so
I'm
not
comfortable
spending
another
dime
on
having
anybody
re-organize
our
city
streets.
That
area
has
had
to
have
a
traffic
police
officer
almost
daily
to
help
with
the
flow
of
traffic.
Once
many
academy
is
let
out
during
the
day
we've
had
when
you
either
turn
left
or
right,
you
have
to
swing
wide
and
you
almost
end
up
in
the
next
lane,
almost
hitting
the
other
lines
of
traffic.
A
In
addition,
I've
been
assessed
twice
for
sidewalks
at
over
eight
hundred
dollars
each
and
I
want
to
be
assessed
another
sixteen
hundred
dollars
and
during
a
pandemic
that
certainly
isn't
pandemic
relief
in
addition
being
charged
an
interest
rate
on
something
which
means
that
you're
making
money
off
of
my
money.
If
I
don't
pay
those
taxes
on
for
that
assessment
on
time,
that's
very
disconcerting
to
me
as
well.
A
A
If
it
isn't
broken,
why
are
we
fixing
it
and
we
seem
to
be
spending
a
lot
of
money
on
fixing
something
that's
not
broken?
I
appreciate
the
resurfacing
that
needs
to
happen,
but
I
also
am
deeply
concerned
that
I'm
spending
sixteen
hundred
dollars
that
I
don't
have,
especially
during
this
pandemic.
It's
been
extremely
difficult.
A
You
know,
being
a
teacher
and
going
out
on
strike
and
not
having
money
and
then
being
assessed.
Had
I
known
that
there
was
going
to
be
an
assessment,
I
would
have
made
an
extra
effort
to
get
to
that
initial
meeting.
I
wasn't
aware
that
we
were
going
to
be
assessed
for
this
as
well.
So
those
are
my
public
comments.
A
C
Thank
you
mark.
We
appreciate
you
calling
in
and
speaking
at
the
public
hearing
want
to
see
if
there's
any
other
folks
on
the
line
to
speak.
If
so,
please
press
star,
sixth,
on
mute.
C
As
the
council
member
representing
this
award
well,
first
of
all,
I'm
not
seeing
any
other
comments
or
questions
from
council
members
as
the
council
member
representing
this
word,
I
was
wondering
mr
kemmer,
if
you
are
able
to
just
speak
around
the
decision
for
this
particular
speak
street
in
terms
of
the
pavement
quality,
which
I
know
has
been
a
concern
with
some
of
the
crack
concrete
and
any
additional
details
you
might
have
on
community
engagement
as
well.
C
I
know
I
was
at
one
meeting
with
probably
a
couple
dozen
residents
in
the
area
on
this,
but
it
also,
I
know
one
other
concern
that
mark
grays-
that
I
think
is
worth
hearing
just
from
you
on
is
around
as
snow
plows
are
being
considered
moving
through
here.
These
different
design
elements
does
public
works,
look
at
those
to
ensure
operationally
and
functionally
the
vehicles
would
be
able
to
get
through
that
the
snow
piles
would
be
able
to
clear
properly.
All
of
that.
J
So
to
speak
on
a
few
topics
there,
so
the
first
one
we've
had
multiple
rounds
of
engagement
with
the
community,
both
in
the
planning
phase
and
in
the
engineering
phase.
Well,
final
design
phase:
I'm
sorry
that
you
didn't
get
the
the
notice
there.
J
As
far
as
the
the
pavement
life,
we
we
split
the
project
into
two
phases
based
on
the
pavement
life
and
that's
why
this
phase
of
the
project
is
going
to
be
rehabilitated
with
the
concrete
grinding
those
types
of
improvements
throughout
the
neighborhood.
The
bump
outs
that
you're
mentioning
those
are
opportunistic
for
us
in
the
city.
When
we
can
do
those
we
like
to
upgrade
the
ramps
and
create
shorter
distances
for
walking
and
also
create
anything,
that's
not
existing.
Currently
and
as
far
as
the
plows
we've
worked
with
our
transportation
maintenance
repair
team.
J
C
Mr
cameron,
that's
helpful
information
just
to
speak
to,
I
know
as
well.
C
I've
been
out
on
site
with
residents
and
public
works
staff
and
engineers
looking
at
some
of
the
areas
of
focus,
including
around
that
42nd
street
in
the
recent
reconstruction
and
just
around
the
ability
to
make
turns
and
get
through
there
and
all
of
that,
and
so
I
appreciate
you
adding
those
additional
details
here
in
this
meeting
in
response
to
those
concerns,
any
additional
comments
or
questions
from
committee
members,
not
seeing
any
I'll
go
ahead
and
move
this
item
for
approval
and
ask
the
clerk
to
call
the
role.
C
K
Thank
you,
chair
johnson
and
director
anderson,
kelleher
and
members
of
the
committee,
it's
great
to
be
here,
giving
you
our
annual
update
on
our
traffic
safety
initiative.
Vision.
Zero
next
slide,
please
so
for
those
that
are
or
who
are
new
to
the
committee.
I
just
want
to
get
a
little
grounding
here
and
I'll.
Do
this
a
couple
times
throughout
the
report
just
about
our
vision,
zero
efforts.
More
broadly
so
vision,
zero
was
adopted
as
city
policy
in
2017.
K
It
sets
a
goal
of
getting
to
zero
traffic
deaths
and
severe
injuries
on
our
streets
by
2027.
To
help
us
make
progress
towards
that
goal.
The
council
adopted
a
vision,
a
three-year
vision,
zero
action
plan
in
2019
next
slide.
Please
I
want
to
start
with
some,
unfortunately,
some
of
the
stats
that
we
see
on
traffic,
related
deaths
and
severe
injuries
on
our
streets.
So
this
graphic
shows
you
over
the
last
six
years,
the
trends
for
fatal
crashes
by
different
ways
that
people
are
getting
around.
K
You
can
see
that
in
2021
unfortunately
had
23
fatal
crashes,
killing
24
people.
This
was
our
highest
level
since
2007
in
the
city,
pedestrian
deaths,
where
we
had
11
of
those
that
was
the
highest
since
1998..
K
So
this
was,
I
just
want
to
say
this
is
terrible.
This
is
unacceptable.
K
I
know
we're
all
committed
to
making
progress
on
this
and
if
we
go
to
next
slide
for
just
a
second,
I
wanted
to
just
put
up.
These
are
the
names
of
people
who
were
killed
in
our
city
on
our
city
streets
last
year.
I
just
want
to
take
a
moment
for
folks
to
be
able
to
read
their
names.
K
Thank
you.
I
want
to
recognize
that
six
of
these
names
are
teenagers.
You
know
who
I
think
has
some
parents
talked
about
the
the
trauma
of
that
loss
and
the
loss
of
life
for
folks
with
so
much
to
to
live
going
forward,
and
so
I
want
to
put
this
forward
because
there's
a
real.
We
talk
about
numbers
a
lot
in
this
there's
a
real
human
family
impact
to
this,
and
it's
unacceptable
that
we
lost
as
many
people
on
our
streets
last
year.
K
So
next
slide,
please,
if
we
look,
I
I
think
there's
definitely
some
things
we
see
that
are
different
since
the
pandemic,
and
probably
also
some
since
the
murder
of
george
floyd,
those
things
kind
of
were,
I
think,
are
having
we
see
that
reflected
in
our
traffic
traffic
crash
data.
So
going
back.
If
we
look
for
2021
compared
to
2016
to
2019
kind
of
average,
we
see
that
the
fail
crashes
are
nearly
double.
What
we
were
seeing
before,
as
you
saw
on
previous
slide,
severe
injury
crashes
are
about
the
same.
K
K
You
can
see
on
the
slide
here
also
just
comparison
from
2021
to
2020
as
well.
Just
so
you
can
understand
that
we've
had
some
it's
a
little
worse
than
2021
than
it
was
in
2020
next
slide.
Please,
a
big
part
of
that
we're
seeing
is
that
this
is
just
like
a
lot
of
things
we
see
in
the
pandemic.
There's
disportion
a
disproportionate
impact,
so
our
our
areas
of
concentrated
poverty,
where
majority
of
people
are
people
of
color,
are,
are
seeing
the
most
of
these
severe
and
failed
crashes.
K
You
can
see
65
percent
of
our
fatal
crashes
last
year,
even
though
there
are
only
28
population
in
those
areas,
and
the
north
side
has
been
the
most
impacted,
48
of
fatal
crashes
in
2021
just
by
having
16
of
the
population,
so
just
want
to
recognize
those
inequities
and
the
need
to
to
really
make
progress
on
those
next
slide.
K
Please
a
big
factor
here
that
we're
starting
to
really
see
like
that
it
started
emerging
in
2020
and
has
got
take
another
step
forward
in
2021
is
really
the
nature
of
the
the
fatal
crashes
is
changing
a
bit
so
prior
here
you
can
see.
You
know
that
we're
seeing
about
one
out
of
every
three
fatal
crashes
involved,
what
I
would
deem
to
be
very
reckless
driving.
So
someone
speeding,
very
recklessly
and
running
red
light.
K
Something
like
that
combining
multiple
unsafe
things,
whereas
last
year
was
about
eighty
percent
of
all
of
our
fatal
crashes,
so
we're
gonna
one
of
the
things
so
just
recognize
that
this
is
a
really
complex
challenge.
It's
one!
K
That's
not
seen
the
same
across
all
parts
of
the
city
and
it
there's
a
lot
of
layers
to
it
and
and
trauma,
and
you
know
stress
and
insecurity
and
and
all
kinds
of
things,
and
and
upstream
in
our
on
our
society
and
community
and
and
equities
that
exist,
and
so
I
think
we
have
to
recognize
this
challenge
and
then
also
I'm
not
gonna,
say
I
know
exactly
what
the
solution
is
right
now
and
and-
and
I
think
it's
it's
one-
that
we
have
to
figure
out
like
how
do
we
make
meaningful
and
equitable
progress
towards
addressing
this
challenge
next
slide,
please.
K
So
I
mentioned
our
vision:
zero
action
plan
before
which
is
a
three
year
plan
2020
to
2022..
In
that
plan
we
have
72
actions.
You
see
just
generally
like
some
of
the
progress
we're
making
across
the
board
in
these
actions,
I'm
now
going
to
transition
into
talking
a
little
bit
about
some
of
our
next
steps
for
the
action
plan
process
and
then
also
some
of
the
highlights
from
some
of
the
work
that
we
have
been
doing
to
make
our
street
safer
next
slide.
Please.
K
So
we
are
planning
to
update
our
vision,
zero
action
plan
this
year,
because
the
plan
is
through
this
year,
so
we
plan
to
update
for
2023
to
2025
for
a
new
plan
and
it
will
build
from
the
existing
plan,
we're
not
trying
to
start
from
scratch
and
also
from
the
transportation
action
plan
which
had
a
lot
of
good
work
and
was
adopted
in
2020.
K
So
the
we
we're
expecting
that
to
come
forward
in
about
november
to
council,
and
we
will
have
some
engagement
starting
this
summer
and
then
some
more
and
we'll
have
like
we
plan
to
have
a
comp
public
comment
period
and
some
things
like
that,
but,
like
I
said
this
will
be
more
of
an
update
coming
from
the
existing
plan
more
to
come
on
that
in
the
future.
Next
slide,
please
so
some
highlights
of
some
of
the
work
we've
been
working
on
next
last
year.
Next
slide.
Please.
K
So
we've
one
of
the
things
we
know
is
that
our
four
lane
undivided
streets-
this
is
an
after
shot
of
lindell
avenue
north
just
north
of
plymouth
avenue
are
some
of
our
most
unsafe
streets
on
in
urban
environments,
and
so
we've
been
working
a
lot
to
do
safety
conversions
on
these
streets.
This
is
an
example
where
we've
gone
from
four
lanes
to
three
lanes
with
the
center
left
turn
lane
and
we've
been
working
a
lot
with
our
partners
and
other
agencies,
and
we've
got
upcoming
safety.
K
Conversions
in
the
planning
process
for
lindell
avenue,
south
lake
street
hennepin
avenue
south,
as
was
kind
of
discussed
previously
and
lowry
avenue
northeast,
and
we're
also
working
to
finalize
the
study
of
all
of
our
remaining
four
lane
under
undivided
streets
in
the
city.
Next
slide.
Please.
K
We
also
are
working
one
of
the
things
we
heard
on
getting
rapid
safety
improvements
out
there.
So
one
of
the
things
we
heard
in
our
visions,
your
action
plan
pro
process
is,
we
want
you
to
move
quickly
to
make
safety
improvements,
and
so
one
of
the
ways
that
we
can
do
that
I'm
at
lower
cost,
is
by
using
what
we
call
quick
build
improvements.
Mostly
these
are
with
plastic,
post,
ballers,
delineators,
a
variety
of
names
and
paints,
or
also
some
signal
work.
K
So
you
can
see
on
this
map
just
all
of
the
high
injury
streets
in
this
city
and
their
relative
status
of
safety
improvements.
K
A
lot
of
the
blue
lines
are
ones
that
are
being
funded
through
vision,
zero
capital,
yellow
lines
are
ones
that
are
being
funded,
are
in
the
process
of
being
planned
through
other
funding
sources,
street
reconstructions,
like
hennepin
avenue,
south
or
other
types
of
projects,
and
then
there
are
still
some
that
we
are
still
working
on
to
address
in
the
coming
years
and
a
lot
of
those
are
in
partnership
with
mndot
or
henneman
county
next
slide.
Please.
K
This
year
we
this
past
year,
we
also
partnered
with
the
university
of
minnesota
for
a
pedestrian
safety
research
project
project
to
really
help
inform
and
help
us
in
prioritizing
our
future
pedestrian
safety
investments.
So
you
might
have
seen
these
blue
signs
around
town.
I
would
acknowledge
that
part
of
this
shows
we
still
have
a
lot
of
ways
and
a
lot
of
work
to
do
so.
K
K
Due
to
the
changes
we
were
installing
other
things,
we
did
see
a
marketed
improvement
up
to
about
48,
but
I
think
we
could
all
recognize
that
we
should
probably
get
to
better
than
that
that's
sort
of
a
proxy
for
other
elements
of
safety
and
how
we
can
inform
our
projects
so
more
to
come
on
this.
This
report
will
be
released,
released,
finalized
and
released
this
spring
next
slide.
Please,
we
also
have
been
working.
K
We
have
a
lot
of
projects,
getting
reconstructed
streets
being
reconstructed
through
the
20-year
streets,
funding,
program
and
and
other
means,
and
so
we've
been
working
to
incorporate
safety
best
practices
into
all
of
those.
A
few
of
these
examples
include
the
plymouth
plymouth
avenue
north
reconstruction
here
with
some
medians
and
other
things.
Whittier
lindale,
bikeway,
johnson
street,
northeast
with
medians
and
other
features.
K
K
We
also
so
leading
pedestrian
herbal
if
you're
not
familiar
with.
That
is
a
little
hard
to
tell
in
this,
but
this
picture,
but
the
walk
signal
is
on
here,
even
though
the
red
of
the
red
light
is
on
as
well.
This
gives
people
walking
up
enrolling
a
few
second
head
start
to
get
into
the
intersection
and
improve
some
visibility,
especially
for
vehicles
turning
and
shown
to
improve
safety
for
pedestrians
quite
a
bit
at
intersections.
So
we
installed
some
more
of
these.
We
have
about
15
and
at
15
intersections
in
the
city.
K
Have
this
right
now,
but
we
are
working
to
expand
this
starting
this
year
with
looking
at
our
high
injury
streets,
and
there
are
some
considerations
for
making
sure
that
we're
balancing
where
we
have
accessible
pedestrian
signals,
but
you're
going
to
see
many
more
of
these,
especially
for
when
people
push
the
button.
K
So
next
slide,
please
we're
also,
for
I
think
I
guess
it's
just
chair
johnson,
who
would
have
heard
the
presentation
on
the
the
draft
neighborhood
traffic
calming
procedures
that
public
works
brought
forward
last
or
near
the
end
of
last
year.
We
are
planning
to
bring
forward
a
final
version
of
an
updated
neighborhood
traffic
calming
procedures
to
really
help
us
in
making
and
prioritizing
safety
improvements
based
on
the
community
requests
we
get
on
are
these
are
on
streets
that
are
not
high
injury
streets.
K
So
really,
looking
at
that-
and
we
are
also
the
council
mayor-
approved
funding
through
the
arpa
phase,
one
for
traffic
calming
neighborhood
traffic
calming
in
acp50
areas,
and
so
we
will
be
working
to
install,
hopefully
a
number
of
traffic
circles
this
year.
With
that
funding
next
slide,
please,
we
also
are
working
on
things
outside
of
street
engineering
and
street
design.
One
of
those
things
is
speed.
Safety
cameras,
speed.
These
are
also
red
light
safety
cameras
as
well.
K
K
That
would
allow
for
a
pilot
of
speed
safety
cameras
on
high
and
highway
work
zones
and
in
local
areas
near
schools,
and
so
that's
something
that
we've
been
working
on
over
the
last
year
or
so
with
with
other
partners,
to
really
make
sure
that
that
can
be
done
in
a
fair,
effective
and
efficient
way
that
also
promotes
equity
and
recognizes.
We
have
to
be
mindful
of
the
disparate
impact
that
tickets
and
fines
can
have
on
people
with
lower
incomes.
K
So
we're
uncertain
exactly
of
the
timeline
when
when
we
will
get
a
pilot
approved
at
the
legislature,
obviously,
but
when
that
happens,
we
will
be
doing
robust
engagement
to
help
inform
a
local
pilot,
and
so
this
is
something
that
we
are
pushing
forward,
because
we
see
that
around
the
country.
This
has
proven
successful
at
saving
lives
and
can
make
a
difference
in
street
safety.
So
next
slide.
Please
also
the
office
of
performance
and
innovation
did
work
earlier
this
year
on
or
last
year.
K
Excuse
me
on
analyzing
alternatives
to
traffic
enforcement
by
licensed
peace
officers.
So
one
of
the
things
here
is
that
opi
found-
and
we
knew
this
was
true-
is
there's
limited.
State
law
limits
the
ability
that
only
licensed
peace
officers
can
enforce
for
moving
violations,
there's
more
flexibility
on
non-moving
violations.
K
So
a
lot
of
their
initial
resource
research
in
this
area,
which
was
completed
near
the
end
of
last
year,
focused
on
non-moving
violations
and
opportunities
for
alternative
enforcement
measures
and
and
staff
in
that
area,
and
so
one
of
the
things
this
this
slide
here
talks
about
some
of
their
process,
which
they
use
their
kind
of
traditional
process
for
developing
alternatives
and
enforcement
alternatives
and
one
of
the
things
they
recognize
when
they
presented
on
this
to
city,
council
and
or
a
committee
in
november.
K
I
don't
know
that
actually
any
of
the
members
of
this
committee
would
have
been
at
that
committee
meeting
and
so
I'll,
just
I'll
just
note
that
they
recognize
that
the
need
for
some
additional
clarity
on
direction
for
this
work,
given
some
limitations
in
the
previous
staff
direction
and
also
you
know
just
the
outcomes
of
the
elections
and
where
policymakers
would
like
to
take
it.
So
this
is
really
important.
Work,
I
think,
as
we
all
know,
we
have
challenges
in
in
staffing
traffic
enforcement.
K
We
have
trust
challenges
as
well
and
delivering
that
and-
and
so
this
is
an
area
that
hopefully
we
get
some
clarity
and
continue
work
on
in
the
future.
So
next
slide,
please
so
with
that,
I'm
just
going
to
wrap
up
and
here's
just
our
vision,
zero
website
and
happy
to
take
any
questions.
C
I
am
not
seeing
any
so
I
will
just
say
thank
you
very
much
for
the
presentation,
we're
glad
to
see
all
the
progress
and
the
work
and
it's
a
great
reminder
of
all
the
work
we
have
yet
ahead
of
us
to
do
to
make
our
streets
safe
for
everybody
and
truly
achieve
that
vision
of
zero,
serious
injuries
or
fatalities.
C
Any
additional
comments,
questions
not
seeing
any.
I
will
go
ahead
and
direct
the
clerk
to
receive
and
file
that
report,
and
with
that
we
have
concluded
all
business
to
come
before
this
committee.
Without
objection,
we
stand
adjourned.
Thank
you,
everyone
and
I
hope
you
have
a
great
day
and
enjoy
this
lovely
warming,
weather.