Thank you.

Good afternoon.

Welcome to the regular meeting of the Climate and Infrastructure Committee for December 4th,

2025.

Before we call the meeting to order, I want to offer a friendly reminder to all the committee

members and staff and community members that the meetings are broadcast live to enable

greater public participation so we ask all speakers to be mindful of the rate

of their speech so that our captioners can fully transcribe all of the comments

for the online broadcast. Thank you so much. At this time I'll ask the clerk to

call the roll to verify a quorum for this meeting.

Thank you.

Council Member Rainville?

Present.

Vita?

Present.

Osman is absent.

Chavez?

Present.

Vice Chair Kosky?

Present.

Chair Cashman?

Present.

We have five present.

Thank you so much.

So let the record reflect that we do have a quorum and a note for all of the members of the public.

If you're here for a public hearing, please make sure to sign in with the clerks.

And all committee members, please sign in to speaker management.

So before we move on to our published agenda, I have a walk-on edition, which is just a receive-in-file item.

And it's an update to our 2024-2025 Climate and Infrastructure Committee work plan.

So it has some details about all that we did over the past couple of years in this committee.

and a column on the on the right side which you'll see on the limbs file shows

the outcome of these various items so there are several things that we didn't

fully complete from our work plan together but this can lay out a roadmap

for the climate and infrastructure committee in the next term to pick up on

the progress so with that is there any discussion on adding that to the agenda

Seeing none, I will move approval of the agenda as amended.

All those in favor say aye.

Aye.

Those opposed say nay.

The ayes have it and the agenda is adopted.

So we're going to work through our consent agenda, which are items 2 through 13, as well

as the walk-on item.

So item 2 is a resolution expressing support for incorporating the 7th Street North reconstruction

project into the blue line extension light rail construction project item three is amending

resolution 2025 r108 to specify the project stations where criteria are not met and specifying

the design speed reduction this is also in relation to the blue line

item four is amending resolution 2025 r228 to specify the project stations where criteria were

were not met for the Cedar Lake Road Bridge project. Item five is authorizing a contract with

Hennepin County for waste disposal services and I'm going to pull this onto discussion.

Item six is approving a cooperative agreement with the Met Council related to the Blue Line

Extension. Item seven is authorizing a grant application with the Pollution Control Agency

for stormwater resilience planning.

Item eight is receiving and filing a report

on traffic zones, restrictions, and controls.

Item nine is approving a set of resolutions

that amend the 2025 capital improvement resolution

for water distribution improvements

in all related projects.

Item 10 is approving a legislative directive

requesting a summary of the 2006 South Lindale Master Plan

and an analysis for potential redevelopment

in the future item 11 is approving a block event permit for the winterapolis curling plaza to take

place on nicollet mall in february item 12 is amending a previously passed resolution to correct

and clarify municipal state aid rules that the project for 35th and 36th street is seeking a

variance from and then item 13 is approving a legislative directive related to the proposed

closure of the hennepin energy recovery center also known as the herc are there any items that

committee members would like to pull for further discussion or speak on

all right i'm going to pull the the both herc items if that's all right so the one is the

contract and the other one is the legislative directive from council of a rainville i also

I want to just speak briefly on the Winterapolis Curling Plaza.

I'm really excited to see that, you know, there's an event happening to bring activity to Nicollet Mall in February.

I think this will be really great to have during the Winter Olympics.

I did share with the downtown council that my office, representing Ward 7, I do get a lot of complaints from transit riders when the buses are detoured off of Nicollet Mall.

and so it's something for us to continue to work on trying to make that process as smooth and frictionless as possible

for people who do use Nicollet Mall for transit.

But I know that this will be a positive event and will bring a lot of activity to downtown

kind of in the winter phase when we don't have as much tourism activity.

So with that, I'll move approval of all the items except the two Herc-related items.

On that motion, all those in favor say aye.

Aye.

And those opposed say nay.

Any extensions?

All right, those items carry.

So taking up the Herc contract first,

this is a two-year contract for hauler services to the Herc at Hennepin County.

And I just want to be clear that I can't support this item

because I think it doesn't do enough to help us phase out our use of the Herc facility

and sets ourself up to be in a tricky position in a couple of years when we should be ending.

And, you know, we have policies from both the county and the city that we're working towards closure

and repurposing the Herc into something new.

And if we're not incorporating that policy into our contracts,

then we're not setting ourselves up to be in a good position.

so on this item I will ask if there's any other questions or comments from

committee members but my proposal is to move this forward without recommendation

to the full council and work really hard to get that contract length brought down

to one year instead of two years so that's the motion that I'll put forward

today any comments or discussion councilmember Chavez I think you check

Cashman I do not support this item I will support your motion but I want to

be very clear if there is no changes i will just not support this item at full council

all right thank you and we'll work on communicating with the county to see how we can get to an

agreement is there anything you wanted to add director all right so on the motion to move

this forward without recommendation to next week all those in favor say aye aye those opposed say

nay any abstentions that motion carries on the legislative directive that council morainville

is bringing forward we did have a couple of language suggestions on it and I'm

wondering if you'd be amenable to moving this forward without recommendation and

work together on clarifying a couple of things as it relates to the energy

that's produced at Hennepin at the Herc yeah I do have your draft suggestions

and I do have your draft suggestions and I'm amenable to almost all of them okay

great but there there's one that's kind of a deal killer but all right let's

talk about it sounds great thank you for yeah being open to having that

conversation so I'll move this item for without recommendation as well and we'll

we'll get together on that language on that motion all those in favor say aye

aye those opposed they may any abstentions that motion carried so we are the

consent agenda and next up we'll take our public hearing item so a reminder if

you're here for this item which is the West River Parkway construction project

please go ahead and see the clerk over here clerk Michael and I'll invite staff

to briefly speak on this before we open the public hearing good afternoon chair

cashman members of the committee my name is Michael Ritchie I'm a senior

professional engineer in the transportation engineering and design division of public works

today i'm here to present the public hearing for the west river parkway phase two construction

project city project number 2294. the proposed project will construct approximately 0.3 miles

of new parkway which will connect the phase one west river parkway with the 33rd avenue north

roundabout to complete access and circulation through the upper harbor site the new roadway

will support future development including the community foreign art center and upper harbor

regional park the project construct new sidewalk ADA compliant pedestrian ramps curb and gutter

pavement utilities signage pavement markings and stormwater management infrastructure total

The total anticipated project cost is $3,718,402.

Total street construction assessment is $718,402.

This is based on the 2026 uniform assessment rates

and influence area method.

The rates are $3.20 per square foot

for non-residential properties and $1.12 per square foot

residential properties and the rest of the funding comes from common project

reserve tax increment financing funds today Public Works is asking the City

Council of the past resolutions ordering the work to proceed adopting special

assessments authorizing sale of the assessment bonds and authorizing

abandonment and removal of areaways in conflict with the project that concludes

my presentation I will stand by for any questions all right thank you so much for the presentation

so now we're going to proceed to open the public hearing all right and I am curious if Al flowers

Byron Richard and others if you meant to sign up for this public hearing if you're here not for this one

Okay, and gatekeeper also for the next okay, and then Paul

Burnberg and this is also for George Floyd Square

Okay, is there anyone who is here to speak on the West River Road

project

All right, seeing none, I will close the public hearing and ask if there are any questions or comments from committee members.

So first I'll recognize Councilman Rita.

Thank you, Chair Cashman.

No questions.

Just want to say thank you so much.

It's good to see this on the agenda today.

It is kind of like the final connector to make sure that the north side is accessed throughout the parkway and on the river.

So it's really nice to see this here, and I appreciate the good work that you all are doing to make sure that the North Side has full access to the river.

Thank you.

All right.

Would you like to make a motion on this item?

I'll motion to move this item.

Thank you.

Thank you so much.

On the motion to approve this item, all those in favor say aye.

Aye.

Those opposed say nay.

Any abstentions?

That motion carries.

Thank you so much.

All right.

So we have two ordinances before us, which are a continuation from our last meeting.

And they go together, but they're two separate ordinances.

So the first one is the gas franchise fee ordinance.

And the next item after that is the electric franchise fee ordinance.

And colleagues, before you, you'll see an amended version to each ordinance.

And just to briefly summarize what these amendments do,

and they were requested by our utility partners,

Excel and CenterPoint.

They moved the date of implementation back to April 1st

to allow the utilities to start implementing these fees

on their timeline for their customer services.

And the second amendment relates to the data

that we're requesting from the utilities as well.

And we're trying to make sure that that is in line

with their privacy policies and and just collecting the data that the city needs

while not infringing on the data privacy that the utilities have to conform to

so I'm going to move approval of both these amended versions and ask if there

are any questions or comments from committee members

all right we've had extensive discussion on these items we had a great public

hearing in our last committee meeting with over 50 people coming to speak in support so i'm really

grateful to everybody who's contributed grateful for the partnership with the sustainability staff

on providing us with data and modeling and different options to make sure that we can

continue to improve on clean energy delivery and especially for the homes throughout the city who

need it most on the north side on the south side low-income environmental justice communities and

within the green zones.

So with that, on the motion to approve,

I guess we could take them together, if that's right,

Clerk Michael, on approval of both ordinances.

Since they're related, you can, yeah?

Yeah, I'll ask if you could call the roll.

On the motion to approve both of the discussion items,

Council Member Rainville?

No, as amended, right?

Correct, sorry, as amended.

Vita?

Aye.

Osmond? Excuse me, Osmond's absent.

Chavez? Aye.

Koski? Aye.

And Chair Cashman? Aye.

We have four ayes and one nay.

All right, great.

Those ordinances will carry on to the full council

where they'll be voted on next Thursday, December 11th.

All right, and then moving on,

our next item and and final set of discussion items here will be related to george floyd square

and just as a reminder we are not taking a vote on george floyd square today we are hearing and

receiving uh presentations and so we're going to have three presentations today the first will be

from public works the second will be from unity community and then the third will be from the

Community Visioning Council.

And I believe we have about 10 minutes

for each presentation and we can be a little bit flexible

and then have a discussion as well.

So with that, I will welcome first Public Works

to begin their presentation.

Yeah, thank you Chair Cashman,

members of the council, our committee.

My name's Tim Sexton, Public Works Director for the city.

I'm joined here today by Adam Hale,

who's a Principal Project Engineer in Public Works

and Tiffany Spohr, who's an Assistant City Attorney

with the City of Minneapolis.

Before we get started, I also want to recognize

the cross-section of city employees

who have worked really hard on this most recent effort

over the last 10 months, particularly Fontaine Burris

and in Public Works and Alexander Cato

in the Office of Public Service.

And a real sincere thank you in advance

to all the community members joining us here today

and for all the community members who have engaged

on this project over the last multiple years.

So today's presentation, just to set the table here, it's a response to the legislative directive that was adopted by the City Council on February 27th, 2025.

The directive came from Council after the City Council referred the proposed flexible open concept layout to the clerk last winter.

Today's presentation is a summary of the work that's happened over the last 10 months,

and more detailed information has been uploaded to LIMS, including a full report

and a summary of all the engagement that's taken place as part of the response to this LD.

And as you mentioned, Chair, and just as a reminder that we're not requesting any action from Council today.

This really is just the response from the Council to the Mayor for more information about the feasibility

of a pedestrian plaza at the intersection of 38th and Chicago, site known as George Floyd Square.

So with that, I want to turn it over to Adam Hale to present the findings of the legislative directive.

Thank you, Director Sexton. Good afternoon, Chair, members of the committee.

My name is Adam Hale. I'm a principal professional engineer with Public Works.

To set the stage for today's presentation, I'll start with the legislative directive language shown here.

Public Works was asked to, number one, study the pedestrian plaza concept layout for 38th and Chicago, according to the state statute.

Number two, provide information on existing pedestrian plazas in Minneapolis.

The rest of this presentation will focus on these two topics.

topics. The state of Minnesota allows a city to create a pedestrian mall to

protect public welfare, protect the interests of the public in the safe and

effective movement of people, and to preserve and enhance the function and

appearance of a city. To establish a pedestrian mall ordinance, the council

must adopt a pedestrian mall ordinance which includes all the required

statutory language. This includes adopting the findings required by the statue,

officially designating the street or part of the street as a pedestrian mall,

and specifying times or days when the street is limited to pedestrians and

authorized vehicles such as emergency, public works, maintenance, and service

vehicles. The state statute also lays out the protest process for

properties that abut the proposed pedestrian mall. If the owners of lands

abutting on a street or part of a street proposed as a pedestrian mall

representing a majority of their frontage on the proposed pedestrian mall may make

written objection to the establishment of the proposed pedestrian mall before

the ordinance is finalized, the City Council must halt the process. No similar

ordinance can be introduced for one year after the termination of the pedestrian

Mall proceedings.

First, I will walk through the pedestrian mall concept layout and the technical analysis

in response to item one of the legislative directive.

Public Works developed a structured approach to completing the pedestrian plaza study with

an emphasis on technical analysis, agency coordination, and community input.

The analysis began with further development of the pedestrian mall concept layout, incorporating

technical analysis to refine design elements and evaluate feasibility and impacts.

We coordinated with the fire department, CPED, Hennepin County, Metro Transit, and met with

property owners and businesses to understand access and delivery needs.

We also researched existing pedestrian plazas that City Council requested.

Finally, the legislative directive report summarizes the pedestrian mall evaluation.

The technical analysis of the pedestrian mall is summarized in six areas.

I'll talk about each of these on the following slides.

Before presenting the detailed technical analysis, here is an image of the pedestrian mall concept

layout.

I'll highlight a few key features.

I'll begin by defining the limits of the pedestrian mall.

The pedestrian mall's northwest limit is at the public alley,

which has to remain open.

The northeast limit is defined by the point

where the pedestrian space exceeds 18 feet,

which is the maximum recommended width for this type of street.

In the Minneapolis Street Design Guide,

Chicago Avenue is identified as a mixed-use commercial connector.

The recommended dimensions for pedestrian space on this type of street are a 2-foot frontage, 6-10-foot clear sidewalk, and 6-foot boulevard or furnishing area, for a total pedestrian space ranging from 14 to 18 feet.

Therefore, a pedestrian space wider than 18 feet would exceed the design guidance and was considered part of the pedestrian mall.

The southern limit of the pedestrian mall is the north side of 38th Street.

The dark gray represents the pedestrian plaza and the blue area is the memorial space where

George Floyd was murdered.

A 20-foot clear zone needs to be maintained within the pedestrian plaza to allow for emergency

vehicle access and for delivery vehicles that cannot turn around in the cul-de-sac.

I'll go into more detail on this in a later slide.

Finally, the proposed BRT platforms are shown on Chicago Avenue south of 38th Street.

However, buses will need to divert off Chicago Avenue to travel around the pedestrian mall.

I'll discuss transit service impacts later in the presentation.

I'll share a few renderings of the pedestrian mall.

The first image shown shows what the pedestrian mall could look like.

This view is north of the cul-de-sac, looking south towards 38th Street.

This view is south of 38th Street, looking north towards the pedestrian mall.

This view is inside the pedestrian mall looking north.

Now I'll get into the technical analysis starting with emergency vehicle access.

Based on coordination with Minneapolis Fire Department, emergency vehicles would require

the ability to access or drive through the pedestrian mall for emergencies in or near

the pedestrian mall.

As a result, the design includes a 20-foot clear zone per the fire code.

This zone is outlined in red on the slide.

The clear zone cannot have any fixed or removable obstructions, including lights, signs, gates,

bollards, trees, planters, seating, vendor carts, or snow storage.

A four-inch cul-de-sac curb is designed on the north and south ends of the pedestrian

mall that can be driven over by emergency vehicles.

We coordinated with Minneapolis Fire to confirm that their fire trucks can drive over the

curb and allow for equipment clearance.

To allow for emergency vehicles to drive through the pedestrian mall, parking will not be allowed.

Parking will not be allowed in the cul-de-sac.

This will be posted with signs, but will be challenging to keep clear.

In order to maintain emergency vehicle access around the pedestrian mall, parking will be

removed on the north side of 37th Street between Columbus Avenue and Chicago Avenue due to

the narrow street width.

Parking on Columbus Avenue and Elliott Avenue will be monitored for possible parking restrictions

or removal.

Traffic impacts.

There are about 2,900 vehicles per day on the 3700 block of Chicago Avenue.

With the pedestrian mall, roughly 550 vehicles per day would divert to Columbus Avenue,

Elliott Avenue, and 37th Street, which is a notable increase for those low-volume streets.

The remaining traffic will shift to Bloomington Avenue, Park Avenue, and Portland Avenue.

Pedestrian safety.

This table shows crash data for the last 10 years.

There were fewer crashes at 38th and Chicago from 2021 to 2025 with the center island and all-way stop conditions.

Crashes involving pedestrians and bicycles over the last 10 years show that all crashes occurred on 38th Street or on the south leg of the Chicago Avenue intersection, meaning there were no crashes in the area where the pedestrian mall would be.

We also looked at crashes on the local streets, 37th Street, Columbus Avenue, and Elliott Avenue.

The crash frequency was higher in 2020 and 2021 during the closure of 38th Street and Chicago Avenue

compared to either before or after the closure.

Delivery access.

Around 12 businesses receive 40 to 45 small vehicle deliveries per week, which includes pickup trucks, vans, box trucks, such as UPS and FedEx.

These smaller delivery vehicles will be able to turn around in the cul-de-sac and also use the nearby alleys.

Larger vehicles are unable to navigate the cul-de-sac or the nearby alleys and will need to drive through the pedestrian mall to enter or leave Chicago Avenue.

Emergency vehicles and larger maintenance vehicles would also need to drive through the pedestrian mall.

In total, about 20 vehicles per week are estimated to drive through the pedestrian mall,

including beverage trucks, tractor-trailer type trucks, and large maintenance vehicles.

Transit service.

The D-Line BRT project upgraded and substantially replaced the local Route 5 when it opened in 2022.

This was a $75 million investment to improve transit service and stations on the 18-mile route from the city of Bloomington to Brooklyn Center, including Chicago Avenue.

The D-Line currently serves an average of more than 13,000 riders per day, which is Metro Transit's highest ridership BRT route.

Prior to the D-Line, the scheduled Route 5 trip time was about 90 minutes one way.

A key goal of the D-Line project was to reduce travel time by 20 to 25 percent

through increased station spacing, in-lane stops, transit signal priority, and other improvements.

That project goal equates to about 18 to 22 minutes in travel time reduction.

The D-Line was originally planned to operate on Chicago Avenue through this area

with stations at 42nd Street, 38th Street, and 34th Street.

We coordinate with Metro Transit to identify the proposed D-Line station locations

and routing with the street reconstruction.

D-Line BRT stops are proposed to be constructed on Chicago Avenue south of 38th Street.

These platforms would serve both D-Line and Route 5 buses

and will bring transit stops closer to where transit riders live and work.

The graphic on the right shows the bus routing with the pedestrian mall.

Southbound buses would use 35th Street, Portland Avenue, and 38th Street to travel around the pedestrian mall.

Northbound buses would use 38th Street, Bloomington Avenue, and 36th Street.

This would increase northbound travel time by 7 to 10 minutes and 4 to 6 minutes of additional southbound travel time

with a total round trip of 11 to 16 minutes in travel time

compared to buses traveling straight through Chicago Avenue.

If the D-line is on a permanent detour,

Metro Transit's goal of 20 to 25% reduction in travel time cannot be met.

Finally, the D-line project was partially funded with federal funds,

and a permanent detour would potentially require payback of federal funds.

Our final analysis covers maintenance and operations of the pedestrian mall.

Full snow removal would be needed for the cul-de-sac, the 20-foot clear zone,

and adjacent sidewalks to maintain access for emergency vehicles.

Snow removal costs are estimated at $70,000 per winter

based on an average winter and public works completing the work.

The 20-foot clear zone must be maintained at all times,

except during permitted street closures,

and personal vehicles will not be allowed to use the pedestrian mall for driving or parking.

Keeping personal vehicles out of the pedestrian mall,

along with keeping the cul-de-sac clear of parked vehicles,

will be an ongoing operational challenge.

To summarize the results of the technical analysis of the pedestrian mall, about 550 vehicles per day divert to local streets.

The addition of the Center Island and all-way stop control in 2021 has contributed to fewer crashes at the 38th Street and Chicago Avenue intersection.

D-line and Route 5 travel times would increase by 11 to 16 minutes round trip compared to through routing on Chicago Avenue.

Emergency and large vehicles must drive through the pedestrian mall.

And finally, $70,000 in annual snow removal cost.

We also reviewed other pedestrian mall requirements in the state statute.

A pedestrian mall of 38th and Chicago meets the right-of-way criteria

since both streets are city streets and not adjacent to another roadway authority.

Under the current city assessment policy, 83 properties will be assessed along 38th Street East, between 10th Avenue South and Park Avenue, and along Chicago Avenue between 39th Street East and 37th Street East.

Approximately $561,000 could be assessed for the project.

State statute references the city's best interests.

The Minneapolis 2040 plan was used to guide the evaluation of the best interests of the city.

The Minneapolis 2040 plan states the city will use this plan to guide decision making that affects the long-term future of our city as it relates to the built, natural, and economic environment.

The analysis considered the consistency of the pedestrian mall concept with each of the 100 policies

and related action steps that support the 14 goals in the Minneapolis 2040 plan.

The analysis found that 10 policies identified in the Minneapolis 2040 plan apply to the pedestrian mall street concept.

More detail of the analysis and relevant policies can be found in the report.

Community engagement.

Public Works has been engaging the community on visioning and priorities for 38th and Chicago since 2021.

From 2021 to 2023, more than 1,000 community members participated and more than 2,500 comments were collected.

In 2024 alone, there were more than 1,000 attendees at project engagement events and 25,000 interactions on the project.

Specific to the legislative directive, this past spring and summer, we've engaged property owners

and businesses through mailings, emails, and in-person visits to understand access and delivery needs.

In August, we shared our pedestrian mall analysis with the community to provide an opportunity for

them to share feedback and identify anything we might have missed in the evaluation.

We advertised those events in August via mailings, door hangers, the city website, emails using gov delivery and social media.

The events were well attended.

We had over 200 attendees and 179 comments.

We also presented to the city's bicycle and pedestrian advisory committees.

A summary of each engagement activity and the comments received during the engagement period can be found in the engagement summary included in the report.

Next, I'll discuss item two in the legislative directive, which involves presenting information on existing pedestrian malls.

Nicollet Mall, located between Washington Avenue and Alice Rainville Place.

Nicollet Mall was established under Chapter 439 of the Title 17 in the Minneapolis Code

as a pedestrian mall with transit service and opened in 1967 following a city council action.

This approach was intended to support the revival of downtown retail.

It was recently reconstructed in 2017 and features widened sidewalks, programmable zones, public art, and dedicated transit space.

And it restricts general vehicle access except for deliveries and emergency vehicles.

Chicago Avenue Mall, located between West River Parkway and 2nd Street South.

Before its conversion to a public plaza, the Chicago Mall was a rail yard and later a parking lot,

with redevelopment plans beginning in 1998 and a shift to a pedestrian-friendly space in 2001

to support the Guthrie Theatre and connect the city to the river.

The Mall's design prioritizes pedestrian and bicycle connections, restricts vehicle access to emergency vehicles,

and provides open space for events like Mill City Farmers Market.

The designation of the Chicago Avenue Mall was established under Chapter 459 of Title 17 in the City of Minneapolis Code.

Chicago Avenue in this location was not street right-of-way prior to the establishment of the pedestrian mall.

Milwaukee Avenue Historic District, located between East Franklin Avenue and East 24th Street.

The Milwaukee Avenue Historic District was originally a 19th century worker street,

later threatened by urban redevelopment, but was preserved and rehabilitated,

earning national and local historic designations in the 1970s.

Its design features a pedestrian promenade with sidewalks, lighting, vegetation.

Vehicle access is restricted to alleys and adjacent streets

while maintaining public pedestrian and utility easements.

Although it operates as a pedestrian-only corridor, it is privately owned and not within the city of Minneapolis right-of-way.

Therefore, Milwaukee Avenue is not designated as a pedestrian mall.

Last slide.

I'll welcome Tiffany, our city attorney here.

Thank you.

we wanted to provide a brief overview of ways forward in which city council will be able to

move at a later time as noted multiple times earlier city council and this committee are not

taking a vote on the pedestrian mall at this time at this meeting so the the council would like to

move forward with the pedestrian mall concept they will need to reintroduce a pedestrian mall

ordinance in the 2026 session this is very much in line with our normal standard procedures when

we have a shifting of council and that's why

a potential pedestrian mall ordinance

would need to be reintroduced at that time.

That would happen sometime probably early next year

whenever the council wishes to go forward.

And I'll let Mr. Hale introduce or talk

about the construction.

Thank you, Tiffany.

Chair.

In terms of construction, as part of the ordinance

for next year, as part of that process,

Public Works would restart a broader community engagement effort to develop a more complete

and staff-recommended concept layout that is consistent with the new ordinance.

Final design would occur in 2027, with construction anticipated to begin in 2028.

If the Council wishes to move forward with a flexible open concept,

that concept was put on the Council agenda for the December 11th date.

If council decided they wanted to vote that forward at that time, they could.

They could choose whatever they wish to do with that concept,

but that would be the time they would first be able to address that concept layout again at this time.

Thank you, Tiffany.

Chair, in terms of construction for the flexible open concept layouts,

if that is approved, the layout will advance into final design, and construction will begin in 2026.

and that concludes my presentation.

Thank you so much for the presentation,

all the information, all the work that you've done.

Just a couple of clarifying questions.

For construction duration,

can you talk about the open concept design construction duration?

Timeline?

Good afternoon, Chair Cashman, members of the committee.

My name is Don Elwood.

I'm the Director of Transportation Engineering and Design.

Moving forward with a flexible open, we could begin construction in 2026.

It's anticipated to take all of 26, 27, and float into a little bit into 28.

Depends on the exact method of delivery,

but I would anticipate utility work beginning in 2026

and moving into full construction all of 2027.

Okay, thanks.

And I'm really sensitive to the D-line component,

the transit component here,

and so I just want to be clear that the transit in that open concept

would move back to Chicago in 2028.

Is that correct?

Chair Cashman, members of the committee,

that would be my understanding.

and just to clarify, oftentimes on projects

you've seen me work on, I say substantially complete

on a certain date, but there are still other things

that float into the following years.

Could be transit stations would need to be constructed,

maybe street lights, things like that.

But the primary construction would be 2027.

Okay, thanks.

And then a couple of questions for you, Mr. Hale,

was just about the added costs.

I heard snow removal as an added cost

in the pedestrian plaza as well as additional assessments.

Can you clarify if those, I think it was 500,000

in additional assessments would be

because of the pedestrian plaza concept

or would there be assessments involved

in any street reconstruction concept?

Chair Cashman, yes, regardless of the layout that is chosen,

there will be an assessment component

in order to fund a portion

of the street reconstruction project.

So under city policy, we do assess for capital improvement projects.

Okay.

And what's the difference?

Because I saw that you noted that in the pedestrian plaza,

that there was an additional assessment in that layout?

Chair Kasima, there will not be any additional assessments.

Okay.

So it's the same amount of assessments in any layout?

Chair Kasima, that's correct.

Okay.

Thank you.

That's clarifying.

And then snow removal, is that that's going to be needed no matter what concept is approved?

it's not different for each concept?

Chair Cashman, it is specific to the pedestrian mall

due to keeping access for emergency vehicles.

The flexible open concept will not have any snow removal component.

And how much was that additional snow removal cost in the pedestrian concept?

Chair Cashman, we're estimating at $70,000 per winter based on an average winter.

Who would bear that cost?

Chair Cashman, at this point it's unknown.

We currently have the estimate for the snow removal costs,

but I would, we look for Tiffany here,

but I would assume you're part of the ordinance, right,

in terms of who's responsible for that cost.

Chair Cashman, members of the committee,

just to provide a little bit of additional guidance,

the state statute does indicate that if there would be any sort

of assessments for maintenance, anything like snow removal,

removal, work with planters, something like that, if it would be assessed to property

owners in that area, that that would be noted within the ordinance language.

And that is why at this time we don't know how that cost would be borne or who would

be bearing it, because that would be part of the ordinance construction that would happen

at a later date.

Okay, thanks.

The last question that I had was just about total project cost.

regardless of the concept that the final design concept can you share what the total project

cost will be and who's paying for it the you know the different sources that are being put together

to fund it uh chair cashman um we have a preliminary estimate for construction which is 11 million

dollars obviously once a approved layout comes forth we can have a more precise estimate as we

go into final design. And then who's, are there, you know, county or federal funding sources? Is it

all city funded? What part would be borne by assessments? Chair Cashman, I believe at this

point it's all local funds at this point. There's no MSA funding for this project. Okay.

Okay, yeah. Jenny gave me a thumbs up. So yeah. I'm seeing Jenny's approval on that. And then what

What about the assessment part was how much?

The assessment right now based on the current,

sorry Chair Cashman, the assessment is based

on the current rates and we're looking at $561,000.

Okay, thank you so much.

Next I'll recognize Council Member Vita.

Sorry, it's for Council Member Rainville.

Thank you, I'm not able to get into cue here.

So I do have some questions for staff.

Have you talked to the Met Council, Met Transit

about this additional time for the D-line?

Chair Cashman, Council Member Rainville, yes.

We've been coordinating with Metro Transit.

And what's the reaction to adding

this extra time to the route?

Chair Cashman, Council Member Rainville,

obviously this wouldn't be their preference.

This would add additional travel time to the D-line

in both directions, but it's an ongoing conversation

with Metro Transit.

Okay, and then how about with the business community?

So deliveries, I noticed that delivery

is gonna be more difficult, especially for large trucks.

What is the reaction to the business community

for this extra burden on deliveries?

Chair Cashman, Council Member Rainbill.

Yeah, as part of our coordination,

engagement with businesses and private owners,

we do understand, yeah, delivery access needs,

especially for larger vehicles.

As I stated in my presentation,

There's no space within the cul-de-sac for them to turn around, so they would need to drive through the pedestrian mall.

So, yeah, based on my conversation, they would prefer the open concept layout.

But, yeah, there will be some challenges with the cul-de-sac and delivery options.

Okay, great.

And I don't know if you have this answer or not.

This is my last question.

The cost so far for community engagement and planning,

What is that cost that the taxpayers of the city have paid to date?

Chair Cashman, Council Member Rainville, the overall cost to date, city cost for this project is around $3.5 million.

Specific to the legislative directive, it's around less than $400,000 since March.

But in total it's $3.5 million.

Yeah, correct.

Thank you. That's all.

Next I'll recognize Council Member Chavez.

Thank you, Chair Cashman. I'd just like to add that it's been more than $3.5 million. It's been millions and millions of dollars of police brutality settlements that have gone on into the city of Minneapolis where we had had the Minneapolis Police Department brutalize our residents unconstitutionally, which has cost us millions of taxpayer dollars, which has led us to the point we are in today where residents have been severely impacted, which has done a really bad burden to our tax base in Minneapolis.

So I'll just, in referring to those comments about this, it's also about how much money have we wasted because our police department has literally killed and brutalized our residents.

Anyone else wishing to speak on this portion before we move into community presentations?

All right, we'll receive and file that report.

Thank you so much for your time.

And next we're going to hear from community.

So we're going to first hear from Unity Community Mediation Team, and you'll have 10 minutes to present.

Welcome up.

Yes, thank you, Council Member Cashman.

And let me say, I just asked, was that a council and mayor presentation or just a council presentation?

What's that?

What's the question again?

Was it the council presentation or the mayor and the council?

Oh, the legislative directive?

Yeah.

That was, I mean, that was public works speaking, city staff.

Okay, well, I'm not going to, because so much just happened there.

And then Council Member Shelby, don't use that to what we're trying to do.

Talking about they spent $3.5 million.

I thought it was $2 million a minute ago.

So you just throw me out there.

But I'm going to step back because I asked Councilmember Chavez and Cashman to meet.

Chavez met with the business people on 38th Street, the UCMT, Unity Community Mediation Team,

which consists of the African American, the black church, the Native American community,

Somali, Latino community, all working together.

and to come in and support the 38th Street business,

according to the people on 38th Street

and trying to do what they want us to do over there.

I live over there down the street.

You done been over there, Councilmember Chavez.

So I'm going to let them do their speaking.

And, yeah, just a lot of stuff going on.

But go ahead.

All right, welcome up.

Thank you.

Good afternoon, Chairman and Council Members.

I appreciate being here.

My name is Lachelle Cunningham, and I was born right on 38th and Oakland,

right up the street from 38th and Chicago, where we're talking about.

Also, I'm the owner of City Food Studio now, which is at 3722 Chicago Avenue South,

so right in the middle of this corridor as well.

I'm also a fifth-generation Twin Cityan.

I am the daughter of Gary Cunningham.

If you don't know him, he used to run the Hennepin County Planning Department.

He was also reared by my uncle Maurice Burton, who was a big community leader on the 38th Street and 4th Avenue corridor.

My mom also worked for CPED for over 40 years.

So I come with a legacy of community builders and people who care about this community,

as well as people who are here to build community.

And so I do that in solidarity standing here with the businesses in the 38th Street and Chicago Coalition.

And today we are going to read to you our support plan or share parts of our support plan with you.

And many of the members of our coalition are here to read different parts.

So I will start with basically letting you know what our vision is for 38th and Chicago,

which historically is and presently known as 38th and Chi.

is a vibrant, safe, and culturally grounded commercial corridor.

This place is the site of global reckoning.

It is also a living, breathing neighborhood

where people run businesses, raise children,

host community events, and build towards futures of their own making.

We honor what happened here and the ongoing movement

that followed the murder of George Floyd.

We hold space for grief and remembrance.

And this place cannot and should not be defined solely by tragedy.

The story of 38th and Chi is one of black and brown entrepreneurship, community resilience, cultural expression, and collective survival.

It is a corridor rooted in legacy and brimming with future possibility.

We are home to deeply diverse network of businesses, black-owned, indigenous-owned, immigrant-owned, women-owned, and legacy establishments

that have served this community through times of crisis and rebuilding.

The goal of this plan is to elevate their visibility, stabilize their operations, and ensure their role in shaping the future of this district.

The 38th and Chicago Small Business Support Plan has four parts.

Chair Cashman, committee members, my name is Victoria Lowing.

I'm the executive director and one of the founders of Chicago Avenue Fire Arts Center.

We opened at 38th and Chicago in 2010.

Picking up where Lachelle left off, the first part of the business support plan is reimagining

infrastructure for safety, accessibility, and dignity.

The physical condition of 38th and Chicago must reflect the pride and potential of those

who live and work here.

Our streets, sidewalks, signage, and public spaces need immediate and sustained investment

to ensure beauty, functionality, and safety.

We propose a coordinated infrastructure upgrade plan that includes a variety of things, from

permanent trash and recycling bins to regular street washing and seasonal sidewalk maintenance,

fresh paint, facade improvements for commercial buildings, improved overhead lighting, illuminated

business signage, and the creation of green spaces with raised flower beds, tree plantings,

and public seating.

Access is also a key concern.

The corridor should include curb cuts for ADA compliance and clearly marked parking areas.

We recommend angle parking be explored to increase availability.

While we support the Flexible Open Concept Plan, we're open to exploring the idea of

converting the 3700 block to one-way southbound street as a way to balance pedestrian space

with traffic flow.

Emergency and delivery vehicle access is critical, as is business visibility.

We know that this place is meaningful and important, and we believe that the street design can reflect this while still providing movement,

whether by vehicle or bicycle, on foot or in a wheelchair, to and through the intersection.

Chair, my name is Eany Augustine. I am the founder of Mystic Healing Stones, which is located at 3805 Chicago Avenue, as well as Technologist Computers.

I serve on the Governor's Task Force for Broadband and serve as the Chair for Global Entrepreneurship

Week Minnesota.

The second part of the business support plan is making meaningful investment in small business

and economic resilience.

Symbolic recognition, which is all that we have received thus far, is not enough.

Real support means resources, access to capital, and long-term stabilization tools.

To this end, we propose the establishment and funding of a dedicated 38th and Chi Small

Business Support Plan, a district-wide economic development plan, and a renewed public commitment

to the 38th Street Thrive Plan, with a minimum investment target of $10 million in this cultural

district.

The City must also maintain all publicly-owned infrastructure and properties within the district.

A complete list of recommendations to strengthen the economic resilience of the 38th and Chicago

Business District is included with the support plan.

Some tactics and specific are, one, the facade improvement grants should remove the matching

funds requirement.

Okay.

I will cede to the next person.

Excuse me.

How are you doing?

My name is Asa Azriel.

I am born and raised on 38th and Chicago and business owner of Plot Gallery at 3730 Chicago Avenue.

For some, the fight for justice started on May 25, 2020.

For others, like Dred Scott, who was held illegally as a slave in Minneapolis,

just five miles south of 38th and Chicago, it started in 1836.

When he sued, when they tried to send him back to the south, he sued to be free.

and the Supreme Court in 1857 decided that all black people didn't have any rights in America.

For my family that came here in 1863, we started on the banks of the Mississippi River

and founded the first black church here in Minnesota, Pilgrim Baptist Church.

Since the 1920s, the 38th Street has been a sacred place and a safe place for black families,

many who started here in Minnesota and all that have migrated here to the South Minneapolis community.

From there, we launched things like the Urban League in 1925, Spokesman Recorder in 1934,

Sabathony, and the likes.

This has been sacred ground for many in the community for over 100 years.

We face challenges to thriving communities since there's redlining where we couldn't

move out of the neighborhood, redlining against businesses where we couldn't have liquor licenses

for the businesses and restaurants in the neighborhood, disinvestment, police brutality,

displacement.

These have all been going on for decades.

The 3700 block in the immediate intersection of 38th and Chicago is about 40 units.

10 are residential, 30 are businesses.

So 75% of the 3700 block is businesses, of which 17 are black-owned businesses

and all are minority-owned businesses or women-owned businesses.

I think that's the most in the city on any block in the city of Minneapolis.

The last few years have been trying for all, but I was happy when I joined the last CBCC.

meeting that I was at on October 18th when I was unanimously voted against the pedestrian walkway.

The street design is important but right-of-way design is not restorative and it's not justice.

It's not an exemplification of justice in any way. I ask that you do not force a dead end on us,

but instead fund the 38th Street Thrive and the Small Business Support Plan. Thank you.

Thank you.

Good afternoon, Council Chair.

As many of you know, my name is Bridget Stewart.

I'm with Agape Movement and I am a member of 38th and Chi.

I'm a proud member of this community.

We do not stand in support of that pedestrian mall.

To stand here before you and to hear the city and to hear Public Works throw out a number

that is going to include $70,000 when the man standing to my right does the plowing right

now for free. I have a problem with that. So in conclusion, I ask that you guys hear me and hear

me well. It is time for us to move forward. We will continue to stand inside of tragedy, but we

refuse to be held hostage to such tragedy. It is time. It is time. It is time. This is not what I

had planned to say to you, but it was moved on my spirit to say it. I hope that you hear the

I hope that you hear us well.

I hope that you hear the CVC behind us.

Please note, we do not agree with the CVC plan either,

because it's very much like the public,

the pedestrian mall plan that's being presented.

There's too much money that is being put,

and it's not being put in the right places.

Take a look at your businesses that will suffer.

These are moms and dads who are providing for their families.

I want to make sure you can add something if you'd like to.

I would like to add something.

I would just like to thank you all again for your time and listening to us.

And also understand we have submitted our support plan.

And the amount we have, we're at about $10 million of what we're looking for for investment.

And that's about, I think they said $11 million that they were looking for for this pedestrian mall.

And so I guess my question is, if we're going to spend that money on the pedestrian mall,

where's the money for the investment that the businesses in this corridor will need beyond that

That corridor and so I just put that on you all's minds and hearts to consider and thank you for your time again

Thank you so much

And I want to make sure that we can all access the plan that you've submitted

And I'm wondering if you can make sure to get a copy to Michael over here

Okay, so we can get that uploaded into limbs

Yes, Madam Chair, you have copies of the comment, I believe, or the support pager?

Correct.

And then that will be uploaded.

Okay, thank you.

Okay, and it includes the budget.

Thank you.

Thank you.

And I just want to be clear to make sure to say that the project is going to cost 11

million for any street reconstruction project, not one way or the other.

But that's a commitment, too.

Thank you.

Thanks.

All right.

All right, so next we will hear from Mylesha

from the CVC, welcome up.

Community Visioning Council.

Good afternoon.

I submitted a map I would like for you guys

to reveal if possible.

Printed copies were distributed of the map.

If you can, would you like to use the document?

If you want to show the map on the screen, you can put a copy of this in front of, on

that white plate down there.

Thank you.

We've got it.

Yes ma'am.

Yes.

Yes.

My words is good enough.

I just wanted the rest of the room to see but my words is good enough.

Yeah sure.

Or do we all want to see?

I have a seat.

We're going to put it up because the public .

There was no plan presented with photos previously, so if they have one, I would love to see it too.

But if we're going to speak to the public, they should be able to see what we can do.

Understood.

Thank you.

Thank you.

Thank you.

I'm not.

I'm not.

I'm not.

I'll just let you guys out.

The new technology, right?

Yeah.

Is there an issue with the camera?

I'm not sure Paul's coming around to confirm.

Thanks, Paul.

It seems to not be working.

Okay.

They won't be able to present it.

And Michael, do you have a copy of it?

Correct.

I copied it.

Can you project it?

Can you project it?

I don't have that capacity from this.

Okay.

Only that computer can present.

Good God.

Do we have an HDMI cable?

There it is.

Thank you.

Thank you.

All right.

The only way to be able to project is if it was on a USB stick.

and so I think without that

oh we got it?

Alright we see it.

Welcome to take your seats everyone.

Alright.

Thank you for allowing the Community Vision and Council, known as the CVC, to present the community city street plans to you today.

My name is Mylesha Smith, and I've been a co-chair of the CVC since October of 2024.

for. We have worked on this plan for a year and we finally come to design something that

represents the businesses, the protesters, the residents and our monthly meetings are

and have been available online and in person at least once a month, averaging 40 people

which have been growing over in the last few months. On May 25, 2020, the City of Minneapolis

is responsible for the death of George Floyd, which erupted a global uprising and led a

community resistance to take back the streets and stand for justice. The streets were reimagined

by the people as protests are filled in the intersection of 38th and Chicago, which now

goes by George Floyd Square. This reshaping of the intersection forced a re-forced conversation

and for community and neighbors and businesses to notice each other.

With that being said,

with compliments of the 38th Street Thrive Plan

that has already been approved back in 2021,

but y'all already know the details on that, so I won't dip into that,

the City of Minneapolis attempted to get ahead of the community

and come up with two concepts of the redesign of 38th and Chicago, George Floyd Square.

But respectfully, y'all were out of place.

And with that being said,

with that being said,

we have come to a compromise and decided to utilize the public works designs

to help us figure out what we should do with this space.

And we have come to a collective consensus

in what works best for everybody.

And on top of that, I helped the community

use their imagination.

Imagination.

Helped the community use their imagination

to help us fix what we didn't like about either layout

instead of just telling city, no,

that's not what it is that we want.

May I present to you the city's plans that is on the screen, the People Street plan that is right here on the screen.

And what the key elements of our plan is, the 3800 block of Chicago is a two-way street until we arrive at the turnaround in front of 3749 Chicago Avenue South.

North of the Memorial, the east side of the 3700 block will have slanted parking.

When we arrive to the point of the memorial, it would be risen up to the same level as the regular sidewalks to make it a pedestrian space for those not just visiting the memorial but also enjoying whatever is in this intersection.

There will no longer be, and with that, there will be a one-lane, one-way southbound on the side of the memorial.

There will no longer be a northbound lane directly in front of the memorial.

This designated space for the memorial will continue to have its similar footprints to its current location.

The fifth in the garden will continue to serve as the roundabout in the center of the 38th and Chicago intersection,

with allowing the other four fifths to remain in the space with a little garden spot with it.

Stop signs will continue to be the primary form of traffic control for the things that are passing through.

we have added the green space

we'll continue to add on the green space that was already there

that you guys suggest that public works suggested we have not

yet determined where the bus stops will be located however

I am speaking with the neighbors who are bus riders and they are okay with the

current bus stops for the 38 bus that rolls up

38th street the current stops are at Park Avenue

and 10th Street or 10th Avenue, which works currently with the intersection is only a block away.

And with that being said, the D-line coming back to Chicago Avenue with the location on where it stops be determined

and how it gets to and from there will be determined that it's continuing conversations with Metro Transit

and the neighbors at this moment in time.

Now, let me explain to you why this is the best plan for 38th Street and Chicago's communities

to be able to thrive. One, the businesses. It brings accessibility where things can still

be able to function regardless of what is happening in the memorial. It brings parking,

which gives the businesses, and not just the businesses, there's a black man named Patrick

Rode that lives and owns his house on the 3700 block of Chicago Avenue that's been involved

in these conversations, and he would like to still be able to utilize the space because it's not just businesses that's only in this space.

And there's other residents that live above the buildings that are in that space currently.

Also, it brings the investment, basically the 38th Street Thrive Plan in place to help bring the investments that is long overdue for this intersection and this corridor.

Two, it brings people safety.

A raised pedestrian walkway in the streets, the cars have to yield for the people.

that people shouldn't have to yield for the cars.

And most of the time when people are out in that space,

they don't even realize that they're standing in the street

that they're so focused on just taking in this space,

in this monument space that they're standing in.

It brings memorial engagement, basically a slow-paced space,

because like I mentioned before,

this gave us time to be able to see each other,

hear each other, taking whatever each other is saying into consideration.

Also, it creates an event-friendly design that we can be just community.

We started as a protest, but we learned how to be community in the process.

And three, building community.

It nurtures an environment for people to gather,

fosters improvement relationships between the residents and the businesses

because we all became aware that 38th Street,

the history of 38th in Chicago, and the memorial needs to coexist.

And our design is compatible with the 38th Street Thrive Plan

and also the three bids that are currently at the People's Way RFQ presentations.

And my conclusion is, if this design is the best design for the community

at this moment in time for not just the intersection but the 38th corridor to be able to strive.

One, because the businesses will be able to have the investments and accountability that

they need for people to enjoy their services. Two, the pedestrian traffic will increase

because the design nurtures safe spaces for the community to engage as neighbors as we

also welcome visitors. Three, this monument space will be set in the future development

of 38th Street, I mean 38th and Chicago in George Foy Square must nurture community engagement

and thriving neighbors and black excellence.

In doing so, we honor those who died unjustically like Dante Wright, like Imez, like Murphy

Ranks in the intersection.

Oh, and also Nene.

There's a lot of people that just unfortunate things be happening and continue to happen

and been happening for decades.

and they died unjustly because the city's historical unjust practices and policies over

decades that impacted the black community. We honor the cultural diversity that has grown from

our four neighborhoods and we honor those who live on to demonstrate and inspire towards black

excellence and liberation. Thank you. Questions? All right. Do you want to go

ahead and switch the view back so we can see the presenters. All right thank you so much for

your presentation as well. We're going to open to some discussion so first I'll recognize

Councilman Revita. Thank you. I don't have questions for you all so if you want to sit

down that's fine. I just have some discussion around there was a comment made about the

pedestrian mall being public works idea and that's just not the case it wasn't in

this presentation but just today it was said that it was public works idea and

it wasn't public works idea it was actually the idea of the community they

talked about hundreds of conversations they had with community millions of

dollars that have been spent in community and the open concept is what

came out of that the pedestrian mall or whatever the decision was made was not a public works

decision I just want to be clear about that public works did not come and say that you have to do

this on 38th and Chicago and that's what was brought before us we actually have had many

presentations about options there's been a lot of community outreach there's been a lot of

investment investment in what I believe are the wrong things if we're talking about three and a

half million dollars and so I just wanted to make sure that that that we

were clear on where the idea of any concept came from it came from the

community not from Public Works understood do I get a comment or do you

want to comment on that I just okay it wasn't directed at me that's right

Understood.

All right, thank you.

I think what I'm good.

You can say that this was not brought up

at this presentation.

What I'm gonna do is ask if Public Works

can come up for a couple more questions

just following these presentations,

and then I think we're good for today to close

and let everybody sit with all the information

they've received.

Yeah, Director Sexton.

I think what I wanna understand is

some of the recommendations that are brought forward

from both of the groups who spoke today

involve some of those similarities,

involve some elements like flashing stop signs,

involve slanted parking, involve a raised intersection,

involve one way southbound traffic.

And I wanna hear a little bit

from your engineering perspective

about the feasibility of incorporating these elements

into the design that you've already put forward.

Yeah, thanks Chair Cashman, members of the committee.

Tim Sexton, Public Works Director.

Yeah, we did have some sense of what some of those elements are, things like you mentioned,

whether it's pedestrian safety elements, raised intersection or raised crosswalks.

Those are all things, and increased greening and vegetation in the corridor.

Those are all things that either can be or are already part of the flexible open concept that was suggested last year.

Some of the other elements like the southbound, converting Chicago to a one-way, that's something that we need to do more evaluation on.

And I think one thing that is probably worth clarifying that can be a little confusing because what we presented in the past looks like a drawing, you know, that it's a plan.

but there's actually a lot of work that goes into that.

And while it doesn't have exactly where the curb's going to be

or every thing down to the nearest inch,

we've had to evaluate drainage.

We've had to evaluate things that go on underneath the ground,

things that you don't see.

So while what we presented looked fairly simple,

there's actually a lot of work that went into that.

And so some of those changes, like that conversion that was suggested,

is something we can look into.

but it would actually take quite a bit of work to do that and time and cost to be associated with that.

What would you anticipate would be a timeline for doing that?

I'm just trying to make sure that we're all clear about timelines that are involved because it's, for me,

it's important to start construction in this area to make sure that we're getting investment into 38th and Chicago as soon as possible.

and I want to be like eyes wide open about what further changes to designs are going to take

in terms of time. Yeah, Chair Cashman and committee members, you know, I think we would have to follow

up on that exactly, but we are talking months, not weeks. And given where we are in the timeline

already, that type of additional work, I think it's safe to say, would push construction until at

at least 2027.

Okay.

And then can you speak on the angled parking

and the raised intersection proposals

and whether those are feasible

within the open concept design?

Yeah, I can speak to that generally

and if you want more detail,

Adams here can provide that.

So right now the current design has parking

on both sides of the street.

It's approximately 15 spaces total.

The angled parking would have a similar number of spaces,

maybe one or two fewer,

but it would only be allowed on one side of the street

is what I think would be the restriction on the one-way,

that one-way concept,

just because there would be less space available.

So angle parking is feasible within the open concept?

Oh, within the flexible open concept?

Yes.

That one is...

I'll let Adam confirm that.

Chair Cashman, yes.

of angled parking would be feasible,

but it would only be on one side of the street,

not both sides.

Currently, we have parking on both sides.

Director Sexton mentioned 15 spaces.

With angled parking, it would probably be closer

to 13, maybe 14 spaces.

So the angled parking would actually limit,

would decrease the amount of parking spots

instead of increasing it.

Chair Cashman, so in terms of spaces,

it would be similar to having parking on both sides, right?

but in terms of the way these angled parking

the dimensions of it, it will not be feasible

to have on both sides of the street, right?

It will be based on just having it either on the west or east curb line

of that block, but it will be similar

in terms of spaces.

So either 13 to 15?

Yeah.

And then can you speak to the feasibility

of the raised intersection at 38th and Chicago

including like raised crosswalks

and this is very similar

to the Chicago

Ped Mall that we have down at the Mill District

Farmers Market, we have raised

and uptown as well by the green room and others.

So I'm wondering if it's feasible to add

into the design that you have.

Chair Cashman, with the flexible open concept,

the 38th in Chicago is proposed to be raised,

the entire intersection will be raised.

So when it comes to raised crossings,

that's a little different.

Either the intersection has to be completely raised

or we can go with crossings that are raised.

Currently in the flexible open concept,

the entire intersection will be raised with that design.

And how far north does that raised intersection go?

Is it spanning the duration of the memorial?

Chair Cashman, that'll be a final design question,

but it would go north probably 50 plus feet,

but I think memorial space goes maybe 100 feet north,

so it would be probably half that distance.

Okay.

Thank you.

I think that is all we have for today,

unless anyone has any other comments or questions

they'd like to ask, all right, so seeing none,

we'll receive and file all three of these presentations

and I believe that's the end of our agenda,

so without objection, we are adjourned.

Thank you.

Thank you.

Thank you.