Good afternoon. Welcome to the regular meeting of the climate and infrastructure committee for December 4th uh 2025. Um 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 role to verify a quorum for this meeting. Thank you. >> Council member Rainbow >> present. >> Vita >> present. >> Osman is absent. Chavez >> present. >> Vice Chair Kosski >> present. >> Chair Kashman >> 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 addition, which is just a receive and file item, and it's an update to our 2024 to 2025 climate infrastructure committee work plan. So it has uh 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 road map for the climate and infrastructure committee in the next term to pick up on uh the progress. So with that um 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 I. I. >> Those opposed say nay. The eyes 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 two 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 2025R108 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 uh four is amending resolution 2025R228 to specify the project stations where criteria were not met for the Cedar Lake Road Bridge project. Um, item five is authorizing a contract with Henipin 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 storm water 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 uh resolution for water distribution improvements and 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 Winter Appouls 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 uh 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 Henipin Energy Recovery Center, also known as the HERK. Are there any items that uh committee members would like to pull for further discussion or speak on? All right, I'm going to pull the the both HERK uh items if that's all right. So the one is the contract and the other one is the legislative directive from Council Member Rainville. I also want to just speak briefly on the Winterapolis Curling Plaza. Uh I'm really excited to see that, you know, there's a an event happening to um 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 W 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 uh work on trying to make that process as smooth and frictionless as possible for people who do use Nicollet Mall for transit. Um, but I know that this will be a a positive event and will bring a lot of activity to downtown kind of in a in the winter fa in the winter phase when when we don't have as much tourism activity. So with that, I'll move all approval of all the items except the two herk related items. On that motion, all those in favor say I. I. And >> those opposed say nay. Any extensions? All right, those items carry. So, taking up the HERK contract first. This is a two-year contract for uh hauler services to the HERK at Henipin County. And uh 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 herk facility and sets oursel 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 herk 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 uh work really hard to get that con uh 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? Council member Chavez. >> Uh, thank you, Chair Cashman. I do not support this item. I will support your motion, but I want to be very be very clear if there is no changes, I will just not support this item at full counsel. >> 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 I. I. >> Those opposed say nay. >> Any abstensions? That motion carries. on the um legislative directive that Council Rainville is bringing forward. Uh we did have a couple of language suggestions on it and I'm wondering if you'd be amendable to moving this forward without recommendation and work together on uh clarifying a couple of things as it relates to the energy that's produced at Henipin at the Herk. >> Yeah, I I do have uh your draft suggestions and >> I do have your draft suggestions and I I'm immenable to almost all of them. Okay, great. >> So, 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 forward without recommendation as well and we'll we'll get together on that language. On that motion, all those in favor say I. >> I. >> Those opposed say nay. Any abstensions? That motion carried. So, we are through 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. Um, 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 Richie. 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 2 construction project, city project number 2294. The proposed project will construct approximately 0.3 miles of new parkway, which will connect the phase 1 West River Parkway with the 33rd Avenue North roundabout. uh to complete access and circulation uh through the upper harbor site. The new roadway will support future development including the community foring art center and upper harbor regional park. Uh the project will con construct new sidewalk, ADA compliant pedestrian ramps, curb and gutter, pavement, utilities, signage, pavement markings, and storm water management infrastructure. Uh total ant total anticipated project cost is $3,718,42. Uh total re street construction assessment is $718,42. Uh this is based on the 2026 uniform assessment rates and influence area method. Uh the rates are $3.20 20 cents per square foot for non-residential properties and $112 per square foot for residential properties. Uh the rest of the funding comes from common project reserve tax increment financing funds. Today, public works is asking the city council to pass resolutions ordering the work to proceed adopting special assessments, authorizing the 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. >> [clears throat] >> 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. >> No, >> not for this one. Okay. [snorts] >> And gatekeeper also for the next. Okay. And then Paul um Burnberg and this is also for George Floyd Square. >> What I wrote here. >> Okay. Is there anyone who is here to speak on the West River Road [clears throat] 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 Council Member Vita. >> Thank you, Chair Cashman. No questions. Just want to say thank you so much. It's good to see this um on the agenda today. It is the kind of like the final connector to make sure that the north side is accessed throughout the 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 I. I. >> Those opposed say nay. Any abstensions? 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 uh requested by our utility partners, XL and Centerpoint, they move the date of implementation back to April 1st to allow the utilities to start implementing these fees on their timeline for their customer uh services. And the second amendment relates to the data that we're requesting from the utilities as well. and uh 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 uh 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. Uh, 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 uh 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 all right clerk Michael on approval of both ordinances and I'll ask >> since they're related you can y >> yeah I'll ask if you could call the role >> uh on the motion to approve both of the discussion items. Uh council member Rainville. >> No as amended. Right. Yeah. >> Correct. Sorry. As amended. Uh, VTOP >> I >> Osman, excuse me, Osman's absent. Uh, Chavez, >> I KSKI >> I >> and Chair Kman >> I. >> We have four eyes and one nay. >> All right. Great. Those ordinances will uh 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 u 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 [snorts] 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 Kashman, members of the council or committee. My name is Tim Ston, public works director for the city. I'm joined here today by Adam Ho who's a principal project engineer in public works and Tiffany Spore who's a assistant city attorney with the city of Minneapolis. Um before we get started I also want to recognize the cross-section of city employees uh who have worked really hard on this most recent effort over the last 10 months. Um particularly Fontaine Burus and and public works and Alexander Ko in the office of public service. And a real sincere thank you in advance to all the community members joining us [clears throat] here today um and for all the community members who have engaged um on this project over the last multiple years. So today's presentation just to set sort of set the table here um it's a response to the legislative directive that was adopted um by the city council on February 27th 2025. 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 [clears throat] of the work that's happened over the last 10 months and more detailed information is uh has been uploaded to limbs including a full report uh and a summary of all the engagement that's taken place as a um as part of the response to this LD. And as you mentioned, chair, um, and just as a reminder that we're not requesting any action from council today. This really is just the response from the 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. And so with that, I want to turn it over to Adam Ho to prevent the present the findings of the legislative directive. Uh thank you, Director Ston. Good afternoon, uh chair, members of the committee. Uh my name is Adam Ho. I'm a principal professional engineer with public works. Uh to set the stage for today's presentation, I'll start with the legislative directive language uh shown here. Uh, public works was asked to number one study the pedestrian plaza concept uh, layout for 38th in Chicago according to the state statue. Uh, number two provide information on existing pedestrian plazas in Minneapolis. The rest of this presentation will focus on these two 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 statute, 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 abuing on a street or part of a street proposed as a pedestrian mall representing a majority of the 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 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, Henipin County, Metro Transit, and met with property owners and businesses to understand del uh 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 pedestrians mall's northwest limit is at the public alley which has to remain open. The northeast limit is def defined by the point where the pedestrian space exceeds 18 ft which is the maximum recommended width for this type of street. In the Minneapolis street design guide, Chicago Avenue is identified as a mixeduse commercial connector. The recommended dimensions for pedestrian space on this type of street are a two-foot frontage, 6 to 10 foot clear sidewalk, and 6 ft boulevard or furnishing area for a total pedestrian space ranging from 14 to 18 ft. Therefore, a pedestrian space wider than 18 ft 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 20ft clear zone needs needs to be maintained within the ped pedestrian plaza to allow for emergency vehicle access and for delivery vehicles that cannot turn around in the culdesac. 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. Uh the first image shown uh shows what the pedestrian mall could look like. Uh this view is north of the culde-sac looking south towards a 38th Street. This view is south of 38th Street uh looking north towards the pedestrian mall. Uh this view is inside the pedestrian mall located 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 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, ballards, trees, planters, seating, vendor carts, or snow storage. A 4-in culde-sac curb is is designed on the north and south ends of the pedestrian mall that can be driven over by emergency vehicles. We coordinate 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 culde-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 Elliot Avenue will be monitored for possible parking restrictions or removal. uh traffic impacts. There are about 2,900 vehicles per day on the 37th00 block of Chicago Avenue. With the pedestrian mall, roughly 550 vehicles per day would divert to Columbus Avenue, Elliot 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 in Chicago from 2021 to 2025 with the center island and allway stop conditions. Crashes involving pedestrians and bicycles over the last 10 years [snorts] show that all crashes occurred on 38th Street or on the south leg of the Chicago Avenue intersection. uh 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 Elliot 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 culdesac and also use the nearby alleys. Larger vehicles are unable to navigate the culde-sac or the nearby near 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. uh transit service. The Dline 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 station stations on the 18 mile route from the city of Bloomington to Brooklyn Center, including Chicago Avenue. The Dline currently serves as the Dline currently serves an average of more than 13,000 riders per day, which is Metro Transit's highest writership BRT route. Prior to the Dline, the scheduled route 5 trip time was about 90 minutes one way. A key goal of the Dline project was to reduce travel time by 20 to 25%. through increased station spacing, inlane stops, transit signal priority, and other improvements. That project goal equates to about 18 to 22 minutes in travel time reduction. The Dline was originally planned to operate on Chicago Avenue through this area with stations at 42nd Street, 38th Street, and 34th Street. recorded with Metro Transit to identify the proposed Dline station locations and routing with a street reconstruction. Dline BRT stops are propo proposed to be constructed on Chicago Avenue south of 38th Street. These platforms would serve both Dline 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 four to six 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 Dline is on a permanent detour, Metro Transit's goal of 20 to 25% reduction in travel time cannot be met. Finally, the Dline 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 culde-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 [clears throat] public works completing the work. The 20 foot clear zone must be maintained at all times except during permitted street closures and per and personal vehicles would not be allowed to use the pedestrian mall for driving or parking. Keeping personal vehicles out of the pedestrian mall along with keeping the culde-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 diverted to local streets. The addition of the center island and hallway stop control in 2021 has contributed to fewer crashes at the 38th Street and Chicago Avenue intersection. Dline 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 in Chicago meets the rightway 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 20 240 plan was used to guide the evaluation of the best interests of the city. The the Minneapolis 2040 plan states the uh states the city will use this plan to guide decision-m 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 actions action steps that support the 14 goals in the Minneapolis 20 240 plan. The analysis found that 10 policies identified in the in 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. Uh, public works has been engaging the community on visioning and priorities for 38th in 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 two 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've adver 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 and pedestrian advisory committees. A summary of each of each engagement activity and the comments received during the engagement period can be found in the engagement summary included in the report. Uh next I'll discuss item two in the legislative directive which involves uh presenting information on existing pedestrian malls. Uh, Nicola Mall located between Washington Avenue and Alice Rainville Place. Uh, Nicolola Mall was established under chapter 439 of 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 restricts general vehicle access except for deliveries and emergency vehicles. Chicago Avenue Mall located between West River Parkway and Second Street South. Before its con 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 theater 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 Mil City Farmers Market. The designation of the Chicago Avenue Mall was established under chapter 459 of title 17 in the city's city of Minneapolis code. Chicago Avenue in this location was not uh street rightway 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 earning national and local historic designations in the 1970s. It's its design features a pedestrian prominade with sidewalks, lighting, vegetation. Vehicle access is restricted to alleys and adjacent streets while maintaining public and public pedestrian and utility easements. Although it operates as a pedestrian only corridor, it is private privately owned and not within the city of Minneapolis rightway. Uh therefore, Milwaukee Avenue is not uh designated as a pedestrian mall. Last slide. I'll welcome uh Tiffany, our assistant 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, if 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 the 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. Hail introduce or talk about the construction. >> Uh thank you Tiffany chair. Um in terms of construction uh as part of the ordinance uh for next year uh as part of that process public works would restart a broader uh community engagement effort to develop a more complete and uh staff recommended concept layout uh that is consistent with the new ordinance. Uh 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. Uh chair, in terms of construction for the flexible open concept layout, if that is approved, uh the layout will advance into final design and construction will begin in 2026. 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 clarifying questions. Um, 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 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 um moving into full full construction all of 2027. >> Okay. Thanks. And I'm really sensitive to the Dline 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 um 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 pre 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 questions for you, Mr. O 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? Uh, Chair Kashman. Uh, yes, regardless of the layout as chosen, there will be an assessment component in order to fund a portion of the street reconstruction project. Uh, so yeah, under city policy, uh, we do assess, uh, for capital improvement projects. >> Okay. And what's the difference? And because I saw that you noted that in the pedestrian plaza that there was an additional assessment in that layout. >> Uh, Chair Cashma, there would not be any additional assessments. >> Okay. So, it's the same amount of assessments in any con in any layout. >> Chair Cas, 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. >> Uh Chair Cashman, uh it is specific to the pedestrian mall. Got it. >> Uh due to, you know, keeping access for emergency vehicles. Uh 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, uh, we're estimating at $70,000 per winter based on an average winter. >> Who would bear that cost? >> Uh, Chair Cashman, uh, at this point, it's unknown. Um, uh, we currently have the estimate for the snow removal cost. Uh, but I would maybe look for Tiffany here, but I I would assume you part of the ordinance, right, in terms of who's responsible for that cost. Chair Kashman, members of the committee, just to provide a little bit additional guidance, the state statute does indicate that if there would be any sort of assessments for maintenance, anything like snow 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 uh how that cost would be b born or who would be bearing it because that would be part of the ordinance construction that would happen at a later date. >> Okay. Thanks. Uh 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 and who's paying for it? The you know the different sources that are being put together to fund it. Uh, Chair Kashman, um, we have a preliminary estimate for construction, which is $11 million. Um, obviously once, uh, approved layout comes forth, uh, we can have a more precise estimate as we go into final design. >> And then who's is are there, you know, county or federal funding sources? Is it all city funded? What what part would be borne by assessments? >> Uh, Chair Kman, uh, I believe at this point it's all local funds at this point. There's no MSA funding uh for this project. >> Okay. >> Oh, okay. Yeah, Jenny gave me a thumbs up. So, yeah, >> I'm see seeing Jenny's approval on that. And then what about the assess is the assessment part was how much? >> Oh, 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. Uh next, I'll recognize Council Member Vaw. >> Sorry, it's for Council Member Rangelo. Thank you. I'm not able to get into uh into Q here. So I I do have some questions for staff. Have have you talked to the Met Council Met Transit about this additional time for the Dline? >> Uh Chair Cashman, Council Member Rainville, yes, we've been coordinating with Metro Transit. >> And what's the reaction to adding this extra time to their route? >> Uh Chair Cashman, Council Member Rainville. Uh obviously this wouldn't be their preference. uh this would add additional travel time to the Dline in both directions. So, but it is an ongoing conversation with Metro Transit. >> Okay. And then how about with the business community? So, deliveries I noticed uh that deliveries going to be more difficult especially for large trucks. What is the reaction to the business community for this extra burden on deliveries? >> Uh Chair Cashman and Council Member Rainb. Uh yeah, as part of our you know coordination engagement with businesses and private owners uh we do understand uh yeah delivery access needs especially for larger vehicles as I stated in my presentation uh there's no space within the culde-sac uh for them to turn around so they would need to drive through the pedestrian mall. Um so yeah based on my conversation they would prefer the open concept layout uh but yeah there is there will be some u challenges with the you know the culdeac and delivery options. Okay, great. And I don't know if you have this answer or not. It's my last question. Uh the cost so far for community engagement and planning, what what is that cost to that the taxpayers of the city have paid to date? >> Uh Chair Cashman, Council Member Rainville, uh the overall cost to date, city cost for this project has is around $3.5 million. Uh specific to the legislative directive, it's around less than $400,000 this since March. But in total, it's $33.5 million. >> Uh chair. Uh yeah, correct. >> Thank you. That's all. >> Next, I recognize Council Member Chavez. >> Uh thank you, Chair Cashman. I'd just like to add that it's been more than $3.5 million. There'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 brutalized our residents unconstitutionally which has cost us millions of taxpayer dollars which has led us to the point we're 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 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. >> Uh uh yes. Uh thank you, Council Member Cashman. And uh uh let me uh say was that can you I just asked was that a uh council and mayor presentation or just a council presentation? >> Was that what's the question again? >> Was it was it a council presentation or the mayor and the council? Oh, the legislative directive. >> Yeah, >> that was I mean that was public works speaking city staff under the >> mayor's I'm not gonna because it's so much so much just happened there and then council member Shad don't don't lose uh use that >> to what uh what we're trying to uh do uh talking about they they spent uh 3.5 million. I thought it was 2 million a minute ago. So you just throw me off there. Uh but I I'm I'm a step back cuz uh I I asked uh Council Member Chavez and Cashman uh uh to meet uh Chavez met with the business people over on 38th Street, the UCMT Unity Community Mediation Team, which consists of the African-American, the black church, the Native American community, Somali uh Latino community, all working together. and to come in and support the 38th Street business uh uh quarter, the people on 38th Street and uh doing what they uh trying to uh do what they want us to do over there. I live over there down the street. You done been over there, Council Member Chavez. So, I'm I'mma let them uh let them uh do their uh speaking and uh and Yep. I 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 Lelle Cunningham and I was born right on 38th in Oakland, right up the street from 38th in Chicago where we're talking about. Um, 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 Cian. I am the daughter of Gary Cunningham. If you don't know him, he used to run the Henipin County Planning Department. Um, 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. Um, as well as people who are here to build community. And so I um do that in uh 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 all of the members of our 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 in Chicago which historically is and presently known as 38th and Shai 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 divi defined solely by tragedy. The story of 38th and Shai 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, blackowned, indigenous owned, immigrant owned, womenowned, 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 in 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 in Chicago in 2010. Picking up where Lelle left off, the first part of the business support plan is reimagining infrastructure for safety, accessibility, and dignity. The physical condition of 38th in 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 quarter 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 conver converting the 3700 block to oneway 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 Enie Austinine. I am the founder of Mystic Healing Stones, which is located at 3805 Chicago Avenue. Uh, 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've 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 Shai small business support plan, a district-wide economic development plan, and 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 publiclyowned infrastructure and properties within the district. A complete list of recommendations to strengthen the economic resilience of the 38th in Chicago business district is included with the support plan. Some tactics in specific are one, the facade improvement grants should remove the matching funds requirement. Okay. Um I will um see to the next person. Excuse me. How you doing? My name is Asa Azriel. I am born and raised on 38th in Chicago and a business owner of Plot Gallery at 3730 Chicago Avenue. Um for some the fight for justice started on May 20 May 25th, 2020. Um for others like Dread Scott, who was held illegally as a slave in Minneapolis, just 5 miles south of 38th in Chicago. It started in 1836. um 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. Uh 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. Um from there we launched things like the Urban League in 1925 uh spoken recorder 1934 soy and the likes. This has been sacred ground for many in the community for over a hundred years. Uh we face challenges to thriving communities such as redlinining where we couldn't move out of the neighborhood, redlinining against businesses where we couldn't have liquor licenses for the businesses and restaurants in the neighborhood. um disinvestment, police brutality, displacement, these all been going on for decades. Um the the 3700 block in the immediate intersection of 38th in Chicago uh is about 40 units. 10 are residential, 30 are business businesses. So 75% of the 3700 block is businesses of which 17 are blackowned businesses and all are minority owned businesses or womenowned businesses. Uh 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. Um, but I was happy when I joined the last CBC meeting that I was at on October 18th when there was unanimous unanimously voted against the pedestrian walkway. The street design is important, but rightway design is not restorative and it's not justice. It's not an exemplification of justice in any way. Uh, 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. >> 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 Shy. 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 in sight 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 community. I hope that you hear us well. I hope that you hear the CBC behind us. Please note, we do not agree with the CBC 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. >> Ty, >> I want to make sure you can add something if you'd like to. >> Okay. 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 um that corridor? And so I 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. >> Michael does have it. >> Okay. So we can get that uploaded into limbs. >> Yes. Uh Madam Chair, you have copies of the comment, I believe, or the the >> pager. Correct. Uh and then that'll be uploaded included with that. >> Yes. >> Okay. And it includes a budget. Thank you. >> Yes. 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. So, but that's a commitment too. >> Thank you. >> Thanks. >> Whoever does council does have. >> All right. So, ne next we will hear from my from the CVC. Welcome up community visioning council. Um, good afternoon. Um, I submitted a map I would like for you guys to reveal if possible. Um, printed cop printed copies were distributed of the map. Um, if you can you 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 uh plate down there. >> Madam chair, he said we couldn't do that. He said we couldn't do that. We couldn't put nothing. He said we had to talk it out. Ain't that what we just >> I'm okay with verbally using my words. That's good enough. >> All right. and I submitted my photo before the actual meeting itself. >> We've got it. >> Yes, ma'am. >> It says community. >> Yes, we have it. >> 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 what y'all want to see? >> We're going to speak to the public. >> Understood. >> Thank you. got me. >> Just don't lose the foot. the new technology, right? >> 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. Um, >> okay. >> They won't be able to present it. >> And Michael, Michael, do you have a copy of it? >> Correct. I copies were distributed. >> Can you project it? >> I don't have that from I don't have that capacity from this. Okay, >> only that computer can present. >> Do we got a HDMI cable? HDMI cable. >> There it is. 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. >> All right. We see it. welcome to take your seats everyone. All right. >> Thank you for allowing the community vision and council known as the CVC to pres to present the community sheet city street plans to you today. My name is Mileishia Smith and I've been a co-chair of the CVC since November, I mean since October of 2024. We have worked on this plan for a year and we finally come to design something [snorts] that represents the businesses, the protesters, the residents and our 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 25th, 2020, the city of Minneapolis is responsible for the death of George Floyd, which erupted a global uprising and and and led a community resistance to take back the streets and stand for justice. The cities the streets were reimagined by the people as protests are filled in the intersection of 38th in 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. Um, with that being said, with complements 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 in 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 and what's what works best for everybody. And on top of that, I helped the the community use their imagination imagination. Um allow the help 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 at I mean the people's street plan that is right here on the screen and what the key elements of our plan is. The 3,800 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 37th00 block will have slanted parking. When we arrive to the point of the memorial, it'll be risen up to the same level as the regular sidewalks to make it a pedestrian space for those not just visiting memorial but also enjoying whatever is in this intersection. There will no longer be um and with that there will be a one lane oneway to southbound on uh on the side of the memorial. There will no longer be a northbound lane directly in front of the memorial. The this designated space for the memorial will continue to have a similar footprints to its current location. The fist in the garden will continue to serve as the roundabout in the center of the 38th Street Thriv I mean 38th and Chicago intersection with allowing the other four fist to remain in the space with a little garden spot with it. Um there stop signs will continue to be the primary form of traffic control and um for the things that are passing through. We have added the green space. Well, 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 38th bus that rolls up 38th Street. The current stops are at Park Avenue and 10th Street or >> 10th Avenue. 10th Avenue, which works currently with the um with the intersection is only a block away. And with that being said, the Dline coming back to Chicago Avenue with the with the location on where it stops be determined and how it gets to and from there will be determined. That is continuing conversations with Metroit and the neighbors at this moment in time. Now, let me explain to you why this is the best plan for 38th Street in Chicago's community 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 Roadie that lives and owns his house on the 37th00 block of Chicago Avenue that's have 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 that space. And there's other residents that live above the buildings that are in that space currently. Um, 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 risen a raised pedestrian walkway in the streets. The cars have to yield for the people. The people shouldn't have to yield for the cars. And most of the time when people are out in that in that space, they don't even realize that they're standing in this 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 told you like mentioned before um this to gave us time to be able to um see each other hear each other taking whatever each other is saying into consideration also and then it creates an event friendly design that we can be just community. We did 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 they code 30 because we all became aware that 38th Street, the history of 38 in Chicago and the memorial needs to coexist. And our design is compat is compatible with the 38 street thrive plan and also the three bids that are currently on at the people's way RFQ presentations. And my conclusion is if this no ifs this design is the best design for the community at this moment in time for the um 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 of Chicago and George Floyd Square must nurture community engagement and thriving neighbors and black excellence. In doing so, we honor those who died unjusticely like Dante Wright, like I 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. Um, >> oh um, 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. >> 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. Uh we're going to open to some discussion. So, first I'll recognize council member Vita. >> Thank you. Um I don't have questions for you all, so if you want to sit down, that's fine. I just have some discussion around um the 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. Um, millions of dollars that have been spent in community and um 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 uh you have to do this on 38th in 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 $3.5 million. And so, um, I I just wanted to make sure that the that we were clear on where the idea of any concept came from. It came from the community, not from public works. >> Understood. Um, >> do I get a comment or >> do you want to comment on that? >> Um, I just >> not directed at her. >> Okay. It wasn't directed at me. That's understood. All right. Thank you. >> That this was not brought up at this presentation. >> What I'm going to do is ask if public works can come up for a couple more questions just following these presentations and I then I think we're good for today to to close and let everybody sit with all the information they've received. Um, yeah. Director Stoner. I think what I want to understand is um 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 uh flashing stop signs, involve slanted parking, involve a raised intersection, involve oneway southbound traffic. Um, and I want to 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 Saxon, public course director. Um, yeah, I we just we did have uh some sense of what some of those elements are. Things like you mentioned, whether it's pedestrian safety elements, uh raised intersection or raised crosswalks. Um those are all things and and increased greening and vegetation in the corridor. Those are all things that either can be or already part of the flexible open concept that was suggested last year. >> Um some of the other elements like the southbound um converting Chicago to a oneway um that's something that we need to do more evaluation on. And I think one thing that uh is probably worth clarifying that can be a little confusing because what we presented in the past uh 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's not doesn't have every exact exactly where the curb's going to be or every like thing down to the the nearest inch, um we've had to evaluate drainage. We've had to evaluate things that go on underneath the ground. Um 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. Um, but it would actually take quite a bit of work to do that and time and cost would be associated with that. >> What What would you anticipate would be a timeline for doing that work? 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. uh in this area to make sure that we're getting investment into 38th in 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 Kashman and committee members, um you know, I think we would have to follow up on that exactly, but we are talking months, not weeks. And um given where we are in the timeline already um that type of additional work, I think it's safe to say would push construction until 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, Adam's here can provide that. So right now the current design has parking on both sides of the street. It's approximately 15 spaces total. Um 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 I think we would uh would be the restriction on the oneway >> that oneway concept just because there would be less space available. >> So angle parking is feasible within the open concept. Um it oh within the flexible open concept um >> that one is I'll let I'll let Adam confirm that. >> Uh chair Kashman. Uh yes uh angle parking would be feasible but it would only be on one side of the street not both side. >> Currently we have parking on both sides around director mentioned 15 spaces with angled parking. It would probably be closer to 13 maybe 14 spaces. So the angled parking would actually limit the park would decrease the amount of parking spots instead of increasing it. >> Uh chair cashman. Um so in terms of spaces would be similar to having parking on both sides, right? But in terms of the way these angled parkings, the dimensions of it, it would not be feasible to have on both sides of the street, right? It would be based on just having it either on the west or east curb line, right, of that block. But it would be similar in terms of spaces. >> So either 13 to 15. >> Yeah. >> Okay. And then can you speak to the feasibility of the raised intersection at 38th in Chicago including like raised crosswalks? And this is very similar to the Chicago PD mall that we have down at the Mill District Farmers Market. We have raised street in Uptown as well uh by the Green Room and others. So I'm wondering if it's feasible to add into the design that you have. >> Uh Chair Cashman, uh with the flexible open concept, the 38th in Chicago is proposed to be raised. the entire intersection will be raised. Uh so when it comes to raised crossings, that's a little different. Uh either the intersection has to be completely raised or we can go with uh crossings that are raised. Uh currently in the flexible open concept, the entire intersection will be raised that design. >> And how far north >> does that raised intersection go? Is it spanning the duration of the memorial? Uh, Chair Cashman, that'll be a final design question, but it would go north probably 50 plus feet, but I would I think memorial space goes maybe 100 feet north, so it would be probably half that distance. >> Okay, thank you. Um, 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, uh, 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.