[1:53] All right, I think we can get started. [1:58] Good evening everyone and welcome to the [2:01] online openhouse for the First Avenue [2:03] North reconstruction project. Um, I know [2:07] people are still coming in. It's really [2:09] great to see so many of you joining the [2:11] open house today. It is a rather cold [2:14] and snowy evening. Um, today's open [2:17] house is an important milestone for the [2:19] project and we really appreciate you all [2:22] being here. Um, as a reminder, this open [2:26] house is being recorded and a copy of [2:28] the recording will be posted to the [2:31] project web page. [2:36] All right, I'll start by introducing [2:39] myself. Uh, my name is Lema Vand and I [2:42] am a transportation planner with [2:43] Minneapolis Public Works. Um, presenting [2:46] with me today is project manager Luke [2:48] Hansen. Luke is a senior transportation [2:51] planner with Minneapolis public works. [2:54] Also joining us from the project team is [2:57] project engineer Mber Vadajjo who is a [3:00] senior professional engineer also with [3:03] Minneapolis public works. [3:06] Some meeting logistics before we kick [3:08] off the presentation. Uh we will use the [3:11] first 30 minutes or so to walk you [3:14] through some slides that'll include an [3:17] overview of the project, a recap of um [3:20] the engagement and technical work we've [3:22] done and then we'll get into some key [3:25] considerations um that inform the [3:27] proposed design. We will also share with [3:30] you some important next steps for the [3:32] project and use the remainder of the [3:34] time to respond to any questions or [3:36] comments that you may have. Um, you can [3:39] use the Q&A feature which you will see [3:42] at the top of your screen um to submit [3:45] your questions um to the project team. [3:48] The Q&A feature isn't open just yet, but [3:51] we will open it towards the end of the [3:53] presentation. [3:57] And with that, let's jump into a quick [4:00] project overview. So this is a full [4:04] reconstruction of about half a mile of 1 [4:06] Avenue North between Washington Avenue [4:09] and 8th Street. Um this segment of the [4:12] corridor was last constructed in the [4:14] early '90s and we have some aging [4:17] infrastructure over there that need [4:18] replacing. Um this corridor is [4:21] identified as a high injury street in [4:24] the city's vision zero action plan and [4:26] is part of the city's pedestrian [4:28] priority network. So this project, this [4:32] reconstruction really gives us the [4:34] opportunity to upgrade pedestrian [4:36] facilities and improve safety. [4:39] Currently the project is slated for [4:41] construction in 2028 and 2029. Um the [4:45] total project cost is $28 million that [4:48] will be funded by a $2 million federal [4:50] grant. Um this grant is for improving [4:53] pedestrian facilities along First [4:55] Avenue. Um, additionally we will also [4:58] use bonds, special assessments and [5:00] municipal state aid funds to cover the [5:02] remaining cost of the project. [5:08] So the yellow star that you see on the [5:10] timeline graphic here shows where we are [5:13] today and this is an exciting point in [5:16] the project. It concludes almost two [5:18] years of work um both on the technical [5:21] side and in collaboration with the [5:23] public and our project stakeholders. Uh [5:26] we kicked off the project in late 2023 [5:29] and throughout last year and this year [5:31] we completed three phases of engagement. [5:34] Um and this is part of a fourphase [5:37] engagement plan. So we are now in the [5:40] fourth and final phase of engagement and [5:43] today uh we are sharing our preferred [5:46] layout with all of you ahead of bringing [5:48] it to city council for layout approval [5:50] early next year. [5:52] So this then brings us to the next step [5:55] of more detailed final design that will [5:58] happen all of next year through 2027 and [6:02] then construction will begin in 2028 and [6:05] 2029. [6:10] I'll not read out all the words on the [6:12] slide here but I do want to highlight [6:14] the project vision and goals. um this [6:17] project vision and the six goals that [6:19] you see on the slide here were a direct [6:21] outcome of our first phase of [6:23] engagement. So in our first round of [6:25] engagement, we asked the public and our [6:27] stakeholders about their experience on [6:30] First Avenue today and what their vision [6:33] was for a future first avenue. And the [6:36] feedback we received was essentially [6:38] what we developed into our project goals [6:40] and vision. Um, which includes a [6:44] pedestrian focused street with amenities [6:46] for people walking and rolling. Um, a [6:48] street that provides people access to [6:50] many destinations on First Avenue, [6:53] greening and pedestrian friendly [6:55] features, um, and a street that is able [6:57] to support nightlife and event [6:59] operations, but ultimately enhance the [7:02] neighborhood identity. [7:11] As I previously mentioned, we've done um [7:13] public engagement for nearly two years. [7:16] We talked to people on the street. We [7:18] did some walking tours with different [7:20] groups to identify existing challenges [7:23] on the street. Um we also talked with [7:25] safety and traffic personnel to [7:27] understand operational needs on the [7:29] corridor. Um, we also gathered input at [7:32] our open houses and from our online [7:34] surveys. Additionally, we had some [7:37] targeted one-on-one conversations with [7:39] property owners and business owners [7:41] along the corridor. And throughout the [7:43] project, we received some very valuable [7:46] input that ultimately informed our [7:49] recommended design. [7:56] The technical work that we did went hand [7:58] inhand with engagement over the two [8:01] years. Um we looked at things like trees [8:05] along the corridor, utilities and [8:07] encroachments, um constraints for [8:10] greening and storm water infrastructure [8:12] and we identified where areas ways were [8:15] located. And areaways are basically um [8:18] basements of buildings that extend into [8:20] the right of way under the sidewalks. [8:22] and we learned that there are in fact [8:24] many airways on First Avenue. Um in [8:27] addition to all of this, we also went [8:29] out on event nights to observe traffic [8:31] operations. Um things like where [8:34] passenger pickup and drop off happens [8:36] and how pedestrians um use the street. [8:45] So after completing three phases of [8:47] engagement and technical analysis, we [8:50] then developed these four design [8:52] alternatives for the corridor. And these [8:55] images that you see on the right here [8:57] might look familiar to some of you. Uh [8:59] we had shared them this past summer. We [9:02] had two two-way options, one with a [9:04] bikeway and one without. And then we had [9:07] two one-way options again, one with a [9:10] bikeway and one without. Now, all of [9:12] these options aligned with city policies [9:14] and plans. They incorporated operational [9:17] considerations and technical analysis. [9:20] Um, and they were directly informed by [9:22] previous engagement. All of these [9:24] options also include wider sidewalks [9:27] than today and the support temporary [9:29] closures for activation and events. [9:36] I'll very quickly summarize here what we [9:38] heard from that third phase of [9:40] engagement before turning this over to [9:42] Luke. Um from the online survey, we [9:44] heard more support for the options with [9:47] a bikeway. In uh inerson conversations, [9:50] we heard mixed feedback on the options [9:52] with a bike way. Um and we also heard [9:55] preference for a oneway. Generally, [9:58] however, we did not hear a strong [10:00] consensus on whether a two-way or oneway [10:03] option would best serve the project [10:05] goals. And overall, what we heard at the [10:08] end of phase three was pretty consistent [10:10] but with what we had heard from previous [10:12] engagement as well. um which was that [10:15] space for pedestrian and business [10:18] activities like wider sidewalks and [10:21] space for loading um drop off, parking, [10:24] um space for outdoor dining and greening [10:27] were top priorities. [10:31] So, if you'd like to take a deep dive [10:33] into all of the engagement feedback [10:36] we've heard to date, um we have our [10:38] engagement summaries available on the [10:41] project web page. Um, and with that, I'm [10:44] going to turn it over to Luke, who will [10:46] walk us through some key considerations [10:48] that have informed the recommended [10:51] design. [10:53] >> Well, thank you so much, uh, Lyoma, and [10:55] again, good evening, everyone. Uh, my [10:57] name is Luke Hansen. Uh, as noted, a [10:59] senior transportation planner in [11:00] Minneapolis public works, and, uh, I am [11:03] project managing the preliminary design [11:05] phase of the First Avenue reconstruction [11:07] project. So as Leman noted, this is a [11:10] really exciting juncture and milestone [11:12] for us. Uh we have arrived at a [11:15] recommended design concept which we'll [11:16] present on this evening. Um ahead of [11:19] that recommendation, however, I do want [11:20] to establish some context that helped [11:23] inform uh the design we'll ultimately be [11:25] recommending as well as some of the key [11:27] considerations that went into our [11:29] thinking behind that recommendation. [11:32] Um so a little bit of recap. You know, [11:35] on First Avenue today, we have [11:37] approximately 80 feet uh from building [11:39] face to building face of public right [11:41] ofway. And as Lema noted before, you [11:43] know, present in that public rightway [11:45] are areaways which extend underneath the [11:47] sidewalk and currently today are present [11:49] throughout much of the corridor and have [11:51] utilities on top of them. As we think [11:54] through what takes up that 80 feet of [11:56] space, I think there's also a [11:57] determination that uh you know part of [12:00] the design impetus for this project was [12:02] improving the pedestrian environment and [12:04] realm and included there within are uh [12:06] sidewalks that are wider than today [12:08] because we know that that's a pinch [12:09] point. Other key space considerations [12:12] also include travel and turn lanes, [12:14] encroachments, whereas some of the [12:16] existing buildings actually extend [12:18] beyond the public right ofway on or the [12:20] private right ofway onto public [12:22] rightway. And those are design features [12:24] we need to work around as well as new [12:26] features of street design that didn't [12:28] exist the last time uh 1 Avenue was [12:31] reconstructed. That includes things like [12:33] uh space for uh green storm water [12:36] infrastructure which by ordinance we are [12:38] required to [clears throat] treat storm [12:39] water on the corridor in addition to [12:41] other needs uh for operations uh loading [12:44] drop off travel and turn lanes as we [12:46] noted before. [12:49] So back in phase three when we last [12:51] engaged in summer uh we explored as Lema [12:53] noted both one and two-way options for [12:55] the street and some very high level [12:57] context. Part of the thinking here was [12:59] not to turn first into a one-way. That [13:01] was never a design goal or objective of [13:03] the project. Instead, we explored [13:05] one-way options because they didn't [13:07] require as many turn lanes as a two-way [13:10] street. As a result, that afforded some [13:13] more space behind the curb that we could [13:14] potentially appropriate for some of the [13:16] other goals and objectives we were [13:18] trying to accomplish with the redesign [13:19] of First Avenue. Um and then at a really [13:22] high level we did do a traffic analysis [13:24] that showed both one and 2A operations [13:26] tend to function well on first. [13:30] So as we weighed those considerations in [13:33] phase three, we reviewed the feedback we [13:35] received as a project team and then [13:37] performed some additional technical [13:38] analysis to really tease out uh the [13:41] impact of a one versus two-way roadway [13:44] for motorized traffic on first. And I'll [13:46] quickly summarize some key findings that [13:48] were informative in terms of our [13:50] ultimate thinking and recommendation for [13:52] the corridor. So, as I noted before, [13:54] from an operational perspective, both [13:56] one and two-way streets operate well, [13:58] and that's not necessarily surprising. [14:00] First used to operate as a one-way [14:01] street, it stands to reason that I could [14:03] function again. However, once we took a [14:05] deeper dive and did some additional [14:06] traffic analysis by converting first to [14:09] a one-way street, and as a as a recap, [14:11] that would be a two-lane uh southbound [14:14] one-way street. We found that [14:16] approximately one to 200 vehicles per [14:19] hour would be diverted northbound onto [14:21] Henipin. And that was a key [14:23] consideration because as we well [14:24] appreciate while our project limits are [14:26] First Avenue from Washington to 8th and [14:28] 9th Street in the south, uh First Avenue [14:31] exists in a downtown network of streets [14:32] and doesn't exist in a vacuum. And core [14:35] to that consideration too was you know [14:37] that diversion onto Henipin both in [14:39] terms of traffic on the street but also [14:41] in terms of its ability to potentially [14:43] impact northbound transit service. So [14:46] those were key considerations. [14:48] Additionally at a high level uh we [14:50] weighed and vetted some of the safety [14:52] options of both one and two-way streets. [14:54] And broadly speaking uh oneway streets [14:56] sometimes have the potential for high [14:58] higher speeds or merging conflicts. uh [15:01] those merging conflicts are particularly [15:02] where a car wants to merge from one lane [15:04] to an adjacent lane usually to complete [15:06] a turn. Uh whereas sometimes the [15:09] friction uh of a two-way street uh can [15:12] help uh keep traffic speeds lower. [15:14] Again, these are design and context [15:16] specific but at a high level those were [15:18] considerations we weighed as a project [15:20] team with respect to safety. [15:23] Additionally, [clears throat] we uh took [15:25] a closer look at operations with a [15:28] two-way street and found that at a high [15:30] level from the perspective of safety and [15:33] uh adequate acceptable traffic oper [15:35] operations, uh turn lanes wouldn't [15:37] necessarily be required at every [15:39] intersection. uh that is helpful to know [15:42] because if they're not required from the [15:43] perspective of safety or necessary [15:46] operations that affords potentially some [15:48] additional space we could put back [15:50] behind the curb for other goals and [15:52] objectives of the project. So an [15:54] interesting and I think very informative [15:55] operational finding. And then finally [15:58] I'll note uh cost is a consideration. Uh [16:00] delivering this project within our uh [16:02] schedule and budget is a clear objective [16:05] and some of the infrastructure changes [16:07] required for a one-way street do [16:09] increase the overall project cost that [16:11] isn't necessarily borne out within the [16:13] project limits but rather at the ends of [16:15] the projects and intersecting streets as [16:17] we need to make striping and signal [16:19] modifications to accommodate that [16:20] one-way street. Ultimately, as we sat [16:23] and synthesized the feedback and [16:25] technical analysis as a project team, we [16:27] came to the recommendation [16:30] of advancing a two-way street uh for [16:33] motorized traffic on First Avenue and [16:35] then did so with the thinking being that [16:37] we can optimize turn lanes. And I think [16:39] important to note what does that mean? [16:41] That means essentially uh based on our [16:44] traffic analysis and safety [16:45] considerations uh there are locations [16:47] where we do not need to maintain [16:50] dedicated turn lanes at every [16:51] intersection. The benefit there within [16:53] being we are able to then appropriate [16:55] that space behind the curb for [16:57] additional pedestrian amenities space [17:00] and other goals and objectives of the [17:01] project. [17:06] Similarly, going back to our phase three [17:08] engagement uh that we last interfaced [17:10] with in summer of this year, we also [17:13] considered options both with and without [17:15] bikeways. Now, at a really high level, [17:17] just recapping years of engagement here. [17:19] That is largely a function of having [17:21] mixed results depending on who we were [17:23] talking to through phases one, two, and [17:25] three of engagement. Also, at a high [17:28] level, uh bikeways obviously take up [17:30] space in the corridor. So there are [17:31] impacts to what we're able to fit within [17:32] the corridor, but then also their [17:34] existing bike facilities on first today. [17:37] And part of that consideration was just [17:39] like traffic, um how are bikeways [17:41] considered within the overall downtown [17:43] network of existing and proposed [17:45] facilities. [17:46] Um as we took a closer look at that as [17:49] well, uh there's we considered not just [17:52] First Avenues again traffic [17:54] implications, but how it sits in our [17:55] connected and planned bikeway network. [17:57] And part of that conversation is [17:59] recognizing we do have a parallel all [18:01] ages and abilities which we call AAA but [18:03] all ages and abilities bike facility [18:05] located on Henipin Avenue that was [18:07] installed when that street was recently [18:09] reconstructed in both phases. As well as [18:12] we look at bike facilities or [18:13] connectivity to first. We also have [18:16] intersecting bikeways at 10th at 9th [18:19] Street which are soon to be improved [18:20] with a federal project to make those [18:22] safer more comfortable all ages and [18:24] abilities facilities. Uh and then bike [18:27] facilities as well that intersect first [18:29] on 6th, Fourth, uh 3rd in Washington. [18:32] And then as we look at our planned [18:34] network um over time, we do have the [18:36] vision of connecting um every [18:38] intersecting street within project [18:39] limits uh to to First Avenue with bike [18:42] facilities. [18:46] So, similar to our traffic [18:47] considerations, um you know, following [18:50] the completion of phase 3 engagement, we [18:52] reviewed feedback and then explored [18:54] design options both with and without [18:55] bikeways to really assess um how they [18:58] best meet project goals on the corridor. [19:00] At a high level, um I'll note that [19:02] one-way bikeways, protected bikeways on [19:04] both sides of the street were not [19:05] advanced and that is largely just a [19:07] function of they take up more space than [19:10] a two-way bike facility and proved quite [19:11] impactful. Um similarly, as a result, we [19:15] did explore a two-way sidewalk level [19:17] bikeway in the east, which is the not [19:18] target center side of 1 Avenue within [19:21] project limits. Um as we sat and [19:24] reviewed our design options, an [19:26] important consideration was each uh [19:28] option we explored and looked at uh [19:31] included segments where that bikeway by [19:34] necessity would have to be directly [19:36] adjacent to the sidewalk. that would [19:38] look quite similar to this image in the [19:41] right on the slide which is Fourth [19:42] Street uh actually at First Avenue [19:44] looking eastbound and um this wouldn't [19:48] be contiguous throughout every part of [19:50] the corridor but on each block there [19:51] would be segments where that bikeway by [19:54] necessity would be required to be [19:56] directly adjacent to the sidewalk. um [19:58] like this image on fourth. What that [20:00] does is limit our opportunity uh to [20:03] include things like greening uh some [20:05] green stormwater infrastructure that's [20:06] above grade utilities and some potential [20:09] activation and again I'll note it's not [20:11] necessarily the full block but many [20:13] locations on every block in the [20:15] corridor. Uh an additional consideration [20:18] too is you know bike for dedicated space [20:20] for bikes, scooters, microobility to [20:23] operate. That is a good thing. Um, that [20:25] said, there's also a high likelihood of [20:27] pedestrians inhabiting this space, most [20:30] especially where that bikeway is [20:32] directly adjacent to the sidewalk. [20:33] Again, similar to this image of fourth, [20:36] I think that is also amplified when [20:38] we're looking at event traffic, [20:40] especially for pedestrians on first. And [20:42] the images on the screen were taken this [20:44] summer. Um, as Leman noted before, a [20:47] really important component of our [20:48] assessment of the corridor and as we're [20:50] weighing project goals was to visit [20:52] first at various times of day during [20:54] various events so we could really [20:56] understand how it's being used. And I [20:58] think an important consideration is when [21:00] we have a concert at first or events at [21:02] Target Center, Target Field, there are [21:04] so many pedestrians, especially during [21:06] event traffic, there is a high [21:07] likelihood of pedestrians inhabiting [21:09] that bikeway space just given how many [21:12] people we're talking about on this [21:13] corridor. [21:15] So ultimately as we sat with those [21:17] considerations and weighed them as a [21:19] project team, we ultimately landed at uh [21:22] a recommendation to not include a bike [21:24] facility with a two-way street. Um that [21:27] is largely a uh byproduct of um our [21:32] thinking that it limits our ability to [21:34] deliver a pedestrian focused street [21:36] primarily because we are so space [21:38] constrained and as a result we are not [21:41] able to maintain trees greening [21:43] activation or green stormwater [21:45] infrastructure along much of the [21:47] corridor and specifically at locations [21:49] where that bikeway like that image of [21:51] Forest Street is located directly [21:53] adjacent to the sidewalk. [21:56] That said, um that's not a [21:58] recommendation we make lightly. And I [22:00] think the design objective of this [22:03] project has to include continuing to [22:06] support safe and practicable access for [22:09] bikes to the many destinations along [22:11] First. As a result, I think that comes [22:13] with a necessary commitment to improving [22:16] bikeway connections to First Avenue [22:17] North. As I noted before at that bikeway [22:20] network map, there are a number of [22:22] existing bike facilities today. Though I [22:24] do think there's ample opportunity to [22:26] make some targeted investments to those [22:28] facilities to better support safe and [22:30] practical access to the destinations [22:33] along first and ensure that biking [22:35] continues to be a safe and reasonable [22:37] means of transportation to first. And [22:42] then additionally too, one benefit of [22:44] being able to redesign first is the [22:46] benefit of having functional boulevard [22:49] which uh today is largely lacking along [22:52] the corridor. With that, I think comes a [22:54] really meaningful opportunity to explore [22:56] bike parking along the corridor, which [22:58] is pretty lacking today. And this is a [23:00] determination that will be finalized [23:02] through final design in 26 and 27. But [23:05] things we're starting to explore now are [23:07] where those opportunities behind the [23:08] curb for bike parking. Again, [23:10] appreciating that this can still support [23:13] uh biking as a transportation option uh [23:15] that is safe uh and meets our all ages [23:18] and abilities expectations. And then [23:20] also looking at potential opportunities [23:22] for things like protected bike parking [23:23] if we want to store bikes longer term. [23:27] So ultimately that uh leads us to our [23:30] recommended design which at a high level [23:32] is a safer pedestrian focused street. [23:36] This includes uh much wider sidewalks [23:39] than exist today. Um that is something [23:41] we're really excited to be able to [23:43] deliver given that that is such an [23:44] important component of first and is [23:46] sorely lacking today. Uh this also [23:49] includes a design with dedicated [23:51] boulevard space which we also lack [23:53] today. That then affords the opportunity [23:55] for things like greening uh utilities [23:57] that aren't in the sidewalk like they [23:59] are today, green storm water [24:00] infrastructure, the potential for trees [24:02] and also additional things like [24:04] potential activation or as I mentioned [24:06] before maybe opportunities for bike [24:08] parking. [24:10] Uh this also results in a street where [24:11] we can accommodate the necessary loading [24:13] and drop off needs along the corridor. [24:16] And with a corridor that's as diverse as [24:18] first, that includes things like Target [24:19] Center, First A, also Butler Square, [24:22] Fine Line, um the loading and drop off [24:25] needs vary considerably from blockto [24:27] block. And as a result, we're able to [24:30] arrive at a cross-section that meets [24:31] those necessary loading dropoff needs, [24:33] which are quite varied along the [24:35] corridor. Additionally, uh this [24:38] recommended design will continue to [24:40] support events, uh street closures, [24:42] outdoor dining and programming, but [24:44] hopefully it does so in a way that it [24:46] functions much better than today, [24:48] especially because we're able to to [24:50] arrive at a design that substantially [24:53] narrows the street and affords much more [24:56] space behind the curb for programming. [24:58] So again at a design level this [25:00] recommendation includes two-way traffic [25:02] on the street though it is substantially [25:05] narrower than today uh and also should [25:08] result in a trafficcommed safer street [25:11] for everyone using that facility. Again, [25:13] it doesn't include a bikeway in the [25:15] corridor itself. However, I think comes [25:18] with a necessary commitment to improving [25:20] connecting bike facilities to first [25:23] again to support that as a meaningful [25:25] and safe uh means of transportation [25:27] along the corridor. [25:30] So now to round out uh this portion of [25:33] our presentation [25:35] um we have a couple of just highle [25:37] conceptual images that show how this [25:40] recommended design uh translates to the [25:42] corridor today. Uh these are just [25:44] representative cross-sections and [25:45] important to note this is largely [25:47] communicating the different [25:48] appropriation of space. This isn't final [25:50] design. We still have years of design [25:52] work to ultimately land at where all [25:54] these features go. Though in this image [25:56] at first and uh third street north we [25:58] can see we have a substantially narrower [26:00] street with narrower crossing distances [26:02] and hopefully a traffic cal street. Um [26:05] what this affords is boulevard space [26:07] where we can house utilities, [26:08] infrastructure, trees, greening and that [26:11] doesn't have to compete for space with [26:14] wider sidewalks as it does today. [26:17] Another [26:19] example here is the intersection of [26:21] first and fifth where again you can uh [26:23] hopefully at least in this image see a [26:25] very different cross-section [26:26] communicated to the street and then [26:28] similarly to the intersection of first [26:30] and 7th where again we're able to afford [26:33] much more space behind the curb than [26:35] exists today. Um one other interesting [26:37] piece is these 2D images I I feel like [26:39] don't necessarily capture um the [26:42] magnitude of difference in terms of [26:44] cross-section. So, we also have a couple [26:46] of gifts and I hope these work for us [26:48] tonight. Um, but more than anything, [26:50] this is First Avenue at Fifth Street [26:52] looking northbound. And this isn't [26:54] intended to communicate uh final design [26:56] or aesthetics, but rather the difference [26:58] in curb line and the appropriation of [27:00] space with this recommendation. And I [27:03] hope uh what is at least being [27:05] communicated here is this is a [27:06] substantially narrower street uh with [27:10] much more space available for uh people [27:13] walking uh people rolling other uses [27:15] activation behind the curb that just [27:18] frankly isn't an option today. [27:21] Here's another view looking southbound [27:22] at Sixth Street at Target Center. And [27:24] again, as I kind of just let this uh GIF [27:27] roll back and forth between the existing [27:29] conditions and proposed, I hope what's [27:31] being communicated is just how much [27:33] additional space uh we're providing uh [27:36] behind the curb. And at a location like [27:38] 6th, that is critically important [27:40] because we typically see uh pedestrian [27:44] traffic, especially during events, [27:45] spilling over into the street. So, there [27:47] is a clear demonstrated need to carve [27:49] out more space for pedestrian queuing, [27:51] especially during events. We're really [27:53] excited to be able to deliver that with [27:55] this recommendation. [27:57] And then here is a third and I think [27:59] final view of uh 1 Avenue between uh 6th [28:02] and Fifth Street looking somewhat [28:03] northbound. And again just looking at a [28:06] very narrowed uh uh different [28:08] cross-section than exists today with [28:10] this recommendation. [28:13] And then here is Third Street as well. [28:17] So in summary, uh our recommendation is [28:20] for a safer pedestrian focused first [28:22] avenue. That is a street that includes [28:24] much wider sidewalks than we have today. [28:26] A narrower, safer street, especially for [28:30] people walking uh that narrows crossing [28:32] distances and should hopefully [28:35] uh improve safety in a meaningful way. [28:38] Uh we have a street where we're able to [28:40] carve out real boulevards to support [28:42] infrastructure including greening green [28:44] stormer infrastructure, trees, [28:45] utilities, light poles, uh bike parking, [28:48] uh and then a design that continues to [28:50] support the necessary operational needs [28:52] of the corridor which I mentioned before [28:54] depending on which block we're talking [28:55] about very considerably. And then [28:58] ultimately this is a street that [28:59] continues to accommodate events, [29:01] potential programming or street closures [29:04] uh and then hopefully does so in a way [29:06] that is uh better than today by virtue [29:08] of a much more pedestrianfriendly and [29:10] focused design. [29:14] Um so right now I'll note uh before kind [29:17] of talking through next steps uh we're [29:19] at the portion now we're going to open [29:21] uh the question and answer portion. Uh [29:24] so if you do have questions based on [29:26] this presentation uh you can find that [29:28] Q&A button um in the meeting here and [29:31] please submit your questions using that [29:33] question and answer feature. Um so to [29:37] quickly touch on some next steps for the [29:38] project uh we are kicking off our fourth [29:40] and final phase of engagement right now [29:42] that's going to continue through [29:44] December into January of next year. um [29:46] that includes a lot of individual [29:48] stakeholder outreach and engagement and [29:51] then also includes uh finalizing our [29:53] concept layout. I'll talk more about the [29:55] draft concept layout in just a moment. [29:57] That then tees us up for city council [30:00] layout approval uh likely in February or [30:03] March of 2026. [30:05] And then that final design phase will [30:06] follow in 26 and 27. And as noted [30:09] before, this is a very complex large [30:11] street reconstruction project. It'll [30:13] take us multiple years to develop those [30:15] design plans. That's why you see that [30:16] time appropriated which then uh tees us [30:19] up for construction starting in 2028 and [30:22] likely continuing uh through into 2029. [30:27] So um that concludes uh our presentation [30:30] for tonight. However, uh we do want to [30:33] dedicate the remainder of time for any [30:35] questions uh that we might be able to [30:38] answer as a project team here. And as I [30:40] noted before, we can share the questions [30:42] in the Q&A feature. Um, another piece [30:44] that I'll note is we also posted to the [30:46] project website this morning our draft [30:49] recommended concept layout that allows [30:51] you to uh review on a kind more specific [30:55] blockby-block basis the concept layout [30:57] we're proposing. I think important to [30:59] note that this is a draft concept [31:01] layout. So, we anticipate engaging on [31:04] this and we are likely to make some [31:06] changes to that before it is finalized [31:08] and then adopted by city council early [31:10] next year. So just note uh that's a [31:12] concept layout showing our latest [31:14] thinking though we still intend uh to [31:17] engage on that before uh finalizing that [31:21] and then um you know you're also welcome [31:23] to share feedback on that concept layout [31:25] on our feedback form which is also [31:28] posted in the project website and I'm [31:30] not sure how legible the uh red boxes [31:33] are here but we've kind of outlined in [31:34] red uh both where that draft recommended [31:36] concept layout is in our project website [31:39] as well as where that uh feedback form [31:41] is as well. And then as always, you can [31:43] reach out to us individually uh with any [31:46] other questions beyond uh tonight's open [31:48] house as well. And as a project team, [31:50] we're more than happy uh to respond in [31:52] that matter as well. So with that, uh [31:54] that concludes the presentation and I [31:56] think I can hand things over to my [31:58] colleague here, Ella from Stantech to [32:00] start our question and answer portion of [32:03] the presentation. So with that, Ella. [32:06] >> Excellent. Well, we will get that [32:07] started on question and answers here. Um [32:10] the first one that we have coming [32:12] through is how is this project being [32:14] funded? [32:17] >> Yeah, so that's a great question and [32:20] this project is being funded by a [32:22] variety of sources. Um as Leman noted [32:25] before, um there is a $2 million federal [32:28] grant uh largely for pedestrian [32:29] facilities in the corridor. That is a [32:31] portion of it. Uh this is a standard [32:33] street reconstruction in Minneapolis. So [32:35] there is also a standard special [32:36] assessment that will help pay for that [32:38] as well. And then other contributing [32:40] funding sources include uh some net debt [32:42] bonds as well as metropolitan state aid [32:45] funds that the city is applying for the [32:48] reconstruction of the street as well. So [32:50] that largely makes up um the full $28 [32:54] million project budget. [32:58] >> Excellent. Thank you. All right, we are [33:00] going to launch a second question here [33:03] coming in [33:05] um from Sarah. All right, so our [33:09] question is, have you measured if trucks [33:11] can back into loading docks with the [33:13] narrower lanes? [33:15] >> Yeah, so the the question here is have [33:17] you measured, you know, trucks backing [33:19] into loading docks? And the answer at a [33:21] high level is yes. Um however, the [33:23] specific truck turning movements will [33:25] continue to be refined through final [33:27] design. So the concept layout that is [33:30] posted to our website has accommodated [33:33] uh truck turning movements. However, we [33:36] still need to continue to refine that to [33:38] ensure that loading docks as well as [33:40] intersections continue to function the [33:43] way they need to for truck operations. [33:45] So I'll note um you know please uh feel [33:47] free to offer feedback if there are any [33:49] specific concerns. though that is also [33:51] something we've looked at what need to [33:53] continue to look at through final design [33:55] to essentially confirm that we're [33:57] meeting the needed operational needs [33:59] along the corridor. [34:01] >> Excellent. All right, third question. [34:04] How much street parking is being removed [34:05] with this design? [34:07] >> Sure. So, I think important to note, [34:09] especially at this stage, um the draft [34:12] concept layout that we have posted is [34:14] just draft and we anticipate making some [34:16] changes to it. So it's premature to say [34:18] exactly how much street parking is being [34:19] removed. And another important [34:21] consideration too is we're not drawing [34:22] the distinction at this stage between [34:24] loading, drop off, other kind of signed [34:26] operations and formal street parking. Um [34:29] that said, when we look at that existing [34:31] layout today, I'd say we're maintaining [34:33] approximately 60% of uh existing on [34:36] street parking. Um and uh that's an area [34:39] where we anticipate engaging on over the [34:42] next couple of months before finalizing [34:44] that recommendation. And then one other [34:46] consideration I do just want to flag [34:47] with respect to street parking is there [34:50] will have to be some reduction no matter [34:52] what because of the realities of [34:54] designing for a modern roadway and the [34:57] requirements [34:58] um we need to accommodate to do so. And [35:01] specifically there are things like ADA [35:03] compliant pedestrian ramps uh bumpouts [35:05] at intersections which have a really [35:07] meaningful safety benefit as well as [35:09] space for things like utilities, green [35:11] storm water infrastructure avoiding [35:13] areaways. um those all ultimately result [35:16] at a different looking street than [35:18] exists today. And I just wanted to shine [35:20] a little bit of light on to those items [35:22] because those all influence and inform [35:25] where we're able to maintain uh either [35:27] on street parking or I'd say loading or [35:29] drop off operations along the corridor. [35:34] >> Thanks, Luke. All right, next up we have [35:37] a question from David. What is the [35:39] feedback for street traffic on First A [35:42] specifically around Target Center and [35:44] First Avenue congestion during events? [35:48] >> Sure. So, we've received a variety of [35:50] feedback uh especially during event [35:52] traffic and I think some important [35:55] considerations here is the design that [35:57] we're proposing continues to function [35:59] well for for uh existing traffic on [36:03] first. That said, uh when traffic is [36:05] especially heavy, we are also [36:07] anticipating traffic control agents or [36:09] TCAs continuing to have a presence on [36:12] the corridor. What that is reflecting is [36:14] the amount of traffic that we tend to [36:16] see uh with those events. So, at broad [36:20] strokes, uh, we think we're going to [36:22] result in a safer, better functioning [36:24] street, but one that, you know, still [36:26] relies on traffic control agents, [36:28] especially when event traffic is [36:29] particularly high, just given how much [36:32] those vehicle volumes increase over [36:34] traditional non-event day traffic. [36:39] >> Great. All right. Uh, next question. [36:43] What consideration has been given for [36:44] valet parking? [36:47] >> Sure. So we've had a number of [36:49] discussions with stakeholders along the [36:51] corridor. Um I'll very much note that [36:53] valet valet parking has been uh a [36:56] conversation we've had frequently [36:57] depending on which stakeholder in which [36:59] block. [37:01] At this stage uh it's premature to say [37:04] you know where uh those valet zones [37:06] could go and more than anything I think [37:08] our objective was to understand what the [37:10] existing use and need was. um over the [37:14] next uh you know couple of months we'll [37:16] continue to have those conversations to [37:18] basically confirm if even if this is an [37:21] existing operation is this one that we [37:22] anticipate continuing into the future [37:24] and then importantly I'll note those [37:26] final signing recommendations for either [37:28] off- streetet parking loading drop off [37:30] or valet services will be made through [37:33] the final design process so we're going [37:36] to uh bring a recommended concept layout [37:38] that shows curb lines to city council [37:41] but we're not going to specify whether [37:42] that's valet or whether that's loading [37:44] or drop off or on street parking and [37:47] instead those will be determinations uh [37:49] that are confirmed through final design [37:52] and that is largely a function of how [37:54] specific those are and some of the final [37:56] design pieces in terms of infrastructure [37:58] and geometry we're going to need to [38:00] confirm further down the road. [38:07] >> Awesome. All right. And then we have [38:10] what is the special assessment area? [38:14] >> So the special assessment area is [38:16] essentially project limits as happens [38:19] with a traditional street reconstruction [38:21] project. Um I can direct you to our [38:23] special assessment website on the city [38:26] Minneapolis web page. That's something [38:27] we can even link to on our project page [38:30] and it shows how those special [38:31] assessment areas and zones are [38:33] determined. um it gets fairly complex so [38:36] I'll keep it relatively high level here [38:38] today. Um though import I think an [38:40] important uh consideration here is this [38:42] will be a traditional special assessment [38:43] zone. It will not look uh something more [38:45] like NICLET or other things that we've [38:47] done in the past. [38:50] >> Okay. And that is all of the questions [38:52] that we've received at this time. Uh if [38:54] folks would like to offer up any others [38:56] feel free. Um but that is what we have [38:59] in our queue. [39:07] Well, as we wait maybe for some final [39:09] questions, I'll just note we really [39:11] appreciate everybody making uh the time [39:13] to attend tonight. As we noted before, [39:16] uh this is a opportunity to share some [39:18] information, but is really just the [39:19] beginning of our fourth and final phase [39:21] of engagement. So, please don't hesitate [39:24] uh to reach out to Loma Member or myself [39:27] uh on any of the uh information [39:30] presented on tonight. And as noted [39:33] before, uh this is just kicking off our [39:35] fourth phase engagement. Uh we [39:36] anticipate uh continuing uh to uh meet [39:40] with stakeholders individually and [39:42] engage on this project uh into 2026. And [39:45] again, just really want to reiterate uh [39:47] we we very much appreciate your time and [39:49] don't take that for granted. So, thank [39:51] you all so much for attending this [39:52] evening. [39:54] >> And we've got uh one more that's come in [39:56] here, Luke, that I'll put up. Um [40:01] there seems to be significant attention [40:02] towards pedestrians. Why is this? What [40:05] do you hope to gain from this? [40:07] >> Sure. So, um you know, as this project [40:11] was being scoped, I think there were two [40:14] compelling and very uh important needs [40:16] that we're looking to address. Uh and [40:18] this goes years back. uh one of which is [40:20] we have degraded infrastructure on 1 [40:22] Avenue that has passed its useful life [40:24] and would fail. So we need to program a [40:26] street reconstruction project to address [40:28] our infrastructure needs. That said, uh [40:31] one of the other and I'd say parallel [40:33] pillars of um rationale for this project [40:36] was improving First Avenue for people [40:39] walking. And uh the assumption there is [40:42] it doesn't do a great job today of [40:44] meeting that need. And if we look in the [40:46] corridor, I'd say this very [40:47] unfortunately, First Avenue does show up [40:49] in our high injury network uh of streets [40:52] in Minneapolis. And that's essentially [40:54] streets that make up only 9% of our city [40:57] uh street system and grid. The record [40:59] 66% of our severe and fatal crashes. [41:02] That is a demonstrated and frankly [41:04] unacceptable um crash history that we [41:08] are looking to address headon uh with [41:10] this project. Additionally, there are [41:12] some practical considerations as well. [41:14] And for anyone who's who's walked next [41:16] to Target Center or down the street [41:17] during events, I I don't think it's a [41:20] surprise to say um you are very space [41:23] constrained in terms of infrastructure [41:24] and your ability to operate. And then [41:26] during event traffic as well, it is very [41:29] typical for there to be so many [41:30] pedestrians at corners, especially an [41:32] intersection like first and seventh or [41:34] first and sixth or fifth, that [41:36] pedestrians often uh don't have enough [41:39] space behind the curb to queue and end [41:41] up being in the street, which is [41:42] dangerous as well. So all of that just [41:44] to say there is a uh there's cascading [41:47] both design and safety impetus to better [41:50] support a functional pedestrian [41:52] environment on first and is something [41:54] that we prioritized in our thinking as a [41:57] project team reflected in the design [41:59] presented tonight. [42:18] Great. If there are no further [42:20] questions, again, um really appreciate [42:22] uh everybody's uh time in attendance [42:24] tonight and uh we will continue to be in [42:27] touch as a project team. So, thank you [42:29] all. [42:33] >> Excellent. Thanks everyone.