►
From YouTube: Bicycle Advisory Committee Meeting | April 10, 2023
Description
No description was provided for this meeting.
If this is YOUR meeting, an easy way to fix this is to add a description to your video, wherever mtngs.io found it (probably YouTube).
A
Introductions
this
time,
I
know
that
we
we
skipped
them
last
time
because
we
were
in
such
a
hurry.
But
hopefully
we
have
ample
time
today
and
one
of
the
first
things
on
our
agenda
will
be
to
welcome
the
new
transportation
and
TDM
officer
to
Arlington
Public
Schools.
A
A
We
could
each
first
say
our
name
and
then
for
those
who
want
raisin
issue
relating
to
keeping
kids
safe
on
the
streets
around
Arlington,
Public,
Schools
and
a
subsidiary
question.
How
do
we
challenge
the
car
culture
in
APS,
especially
at
the
high
school
level
and
I'll
start?
My
name
is
Cynthia
Palmer,
and
this
is
an
issue.
A
So
there's
a
lot
that
needs
to
be
done.
There
have
been
many
serious
accidents
and
even
deaths
around
the
schools.
In
recent
years
and
apps
is
starting
to
feel
like
this
is
an
all
hands
on
deck
kind
of
an
issue.
They
want
to
become
more
engaged,
and
so
my
one
suggestion
is
we
we
coordinate
between
the
bac-p-a-c-t-a-c-a-c-t-c
and
c2e2
and
try
and
come
up
with
some
recommendations
for
APS.
A
B
I'm
on
the
phone,
but
I
don't
recognize
that
number
but
I'll
introduce
myself
I'm
majdi
Somali
I'm
with
the
c2e2
just
mentioned
by
Cynthia
good
evening.
Everybody.
B
I
think,
visibility
and
walkability.
You
know
both
of
those
things
are
really
important.
I
think
the
schools
kind
of
put
us
in
a
jam
in
that
the
walking
zone
is
very
large,
so
so
my
oldest
daughter
is,
is
two
miles
away
from
her
school.
That
would
be
a
40-minute
walk
in
the
morning,
but
that
we
can't
fix,
but
generally
adding
visibility
and
and
and
more
walking
across
guards
and
those
kind
of
things.
A
Great,
thank
you
much
D
and
next
we
have
Chris
slap.
C
Hi
there
Chris
Lett,
representing
the
Transportation,
Commission
and
I,
live
over
on
Columbia
Pike
in
Penrose.
It's
hard
to
pick
just
one
suggestion
for
improving
safety
around
schools,
but
I
guess
I
will
pick
my
more
out
of
the
box
suggestion,
which
is
in
order
to
improve
safety
for
people
walking
and
biking.
The
best
thing
we
can
do
is
have
fewer
cars
around
for
people
to
potentially
get
hit
by
and
I
think
the
best
way
to
do
that
is
to
stop
having
parking
at
Arlington.
C
Public
Schools
be
free
all
public
park.
All
parking
at
APS
should
have
a
nominal
charge.
I
think
that
would
be
just
enough
to
get
people
to
think
twice
about
just
hopping
in
their
car
for
every
single
event.
That's
at
a
school
and
instead
think
hey
I
could
save
two
and
we
could
just
all
walk
over
it's
a
beautiful
day.
D
Yeah
Dana
Perez
enforcement,
yeah
enforcement
can't
be
a
a
two
days
once
a
week.
You
know
two
days
in
one
week.
You
know
once
a
year
or
twice
a
year
effort.
It
has
to
be
consistent,
it
has
to
be
rigorous
and
if
it,
and
if
it
goes
to,
if
it
should
include
the
walk
shed
for
the
school,
include
the
walk
shed
for
the
school.
You
know,
but
don't
give
you
know,
don't
say
it's
too
hard.
D
E
Yeah
David
Ansel
I
live
in
the
Dover
Crystal
area
and
I.
Think
lowering
speeds
is
the
best
way
to
improve
safety
and
to
also
piggyback
off
of
Dana's
comment
together
with
that
to
have
automatic
photo
enforcement
or
some
kind
of
consistent
enforcement
of
the
lower
speed
limits
in
and
around
the
school
zones.
E
F
Everybody
Lawrence
County,
Des
and
I
I
live
in
DC,
but
my
my
experience
is
here
with
DCPS
has
been
there's
much
more
focus
on
just
getting
people
to
drop
off
their
kids
and
cars,
which
is
very
counterproductive
and
a
lot
of
the
same
parents
raise
issues
saying
how
their
their
kids
don't
feel
safe,
walking
a
bike
into
school.
So
it's
very
much
not
just
a
school
issue,
but
also
it's
an
education
issue
for
the
parents
and
and
their
Guardians.
F
So
it's
very
much
important
that
we,
we
have
to
be
a
multi-prong
process
that
it's
not
just
put
putting
the
blames
on
APS,
for
example.
But
then
we
put
the
blame
on
ourselves
in
our
communities
and
that
we
all
just
focus
on
getting
people
out
of
their
cars
and
finding
better
ways
to
implement
long-term
Solutions,
such
as
the
bike,
bus
ideas
that
are
being
more
prevalent.
A
lot
of
communities
around
the
country.
A
Read
it
Eric
Goodman.
G
Hi,
can
you
hear
me
okay,
yes,.
A
G
Great
well,
there
have
been
a
lot
of
good
suggestions.
I
guess,
maybe
just
a
couple
to
add
sort
of
a
little
bit
on
the
other
side
of
the
coin,
but
I
think
also
might
be
helpful.
One
is
just
to
educate
kids
in
like
traffic
Gardens,
and
things
like
that.
So
they
are
they
kind
of
understand
where
traffic
is.
What
to
watch
for
how
to
be
vigilant.
G
You
know
with
with
cars
around,
because
cars
aren't
going
to
disappear
and
then
the
other
might
be
again
with
regard
to
visibility
is
just
kind
of
wearing
bright
things.
You
know
make
make
yourself
visible,
so
you're
less
likely
to
to
be
hit
by
drivers
that
tend
to
be
distracted
when
they're
in
traffic,
so
just
kind
of
on
the
other
side
of
the
coin,
because
there's
already
been
so
many
good
suggestions
on
the
other
side.
H
H
In
addition
to
all
the
other
great
suggestions,
so
building
on
Eric's
I
would
make
bike
education
mandatory
at
the
second
grade
level,
with
a
graduation
ride
in
the
streets
so
that
parents
know
their
children
will
be
out
there
and
I
think
that
will
get
a
lot
of
their
attention
around
this
particular
issue.
So
if
I
could
weigh
my
wand,
do
one
thing:
it
would
be
all
second
graders
across
the
board,
just
like
we
do
at
swimming
education
and
third
grades.
Thank
you.
A
I
love
that
okay
Leah.
I
I
have
I
think
a
few
things
as
well,
but
I
think
the
biggest
is
having
low
stress
bicycle
routes
near
APS
school,
specifically
at
the
high
school
and
middle
school
level,
with
an
emphasis
on
multi-use
trails
and
connecting
those
to
schools
with
protected
bike,
Lanes
or
any
sort
of
off-road
facility.
That
would
be
a
big
priority,
also
covered
bike
parking.
J
Oh
hi,
everybody
I'm,
Maureen,
Hannigan,
I
I'm,
also
on
the
forestry
and
Natural
Resources
Commission
I
I
live
in
Dominion
Hills.
It's
been
a
long
time
since
I've
had
a
kid
in
public
schools,
but
I.
Remember
thinking
about
the
high
school
thing:
I,
don't
know
what
the
policy
is
now,
but
it
just
seemed
odd
to
me
that
high
school
kids
would
drive
to
school.
J
You
know
when
there's
buses
that
are
going
anyway.
It
just
seems
like
a
waste
of
energy
and
more
cars
on
the
road.
A
Yeah,
it
is
Randy.
K
Hi
I'm
Randy
swart
I
live
in
Barcroft
neighborhood
I'm
right
around
the
corner
from
Barcroft
Elementary,
School
and
I'd
like
to
agree
with
Chris
and
Ellen
that
the
real
problem
at
Barcroft
Elementary
is
all
the
parents
who
have
to
drop
their
kids
off
right
in
front
of
the
school
they're
all
in
a
hurry,
they're
trying
to
get
to
work
on
time.
K
It's
a
circus
over
there
every
day
and
it's
almost
as
bad
when
the
kids
get
out,
although
they
stagger
the
the
release
to
make
sure
it's
not
quite
that
bad,
but
we're
still
waiting
for
our
we're
supposed
to
get
additional
traffic
calming
measures
and
I'm
really
looking
forward
to
seeing
if
they
can
do
anything
about
straightening
out
the
circus.
K
L
How's
it
going
Raymond
Duran
with
bike,
Arlington
program
manager,
I
guess
one
thing
I
would
bring
up
in
with
my
past
jobs
being
in
education.
I
guess,
one
good
thing,
I
would
say,
is
always
looking
at
role
models
and
what
does
good
behavior
look
like
so
people
driving
people
walking
people
biking
all
of
those?
What
are
those
Role
Models
look
like
what
are
those
good
behaviors?
L
So
that's
always
a
something
for
students
to
kind
of
look
at
and
kind
of
strive
for.
You
know
we're
not
perfect
in
any
way
and
we
have
busy
lives
and
things
going
on.
So
what
does
that
good?
Behavior
look
like,
so
we
can
strive
for
all
trying
to
be
adding
to
the
culture.
Thank
you.
A
Thank
you,
Aaron.
M
Hi
there
I'm
Aaron
schutz
I
work
at
Yorktown
and
it
was
real
nice
of
a
non-student
day
today,
where
the
roads
were
a
lot
safer
to
be
on,
because
there
weren't,
as
many
parents,
driving
their
kids
to
and
fro
so
the
roads
were
so.
B
M
Glad
you're
you're
on
board
with
us
here,
I
think
whatever
we
can
do
to
stop
letting
parents
drive
their
kids
all
the
time.
The
number
number
of
parents
that
are
lined
up
at
the
end
of
the
school
day
outside
of
Yorktown
high
school.
M
It's
like
50
60
cars,
just
idling
there
waiting
for
the
Bell
to
ring-
and
you
know
it's
an
endless
train
in
the
morning-
dropping
kids
off,
not
to
mention
all
the
students
that,
as
was
mentioned
before,
are
driving
their
cars
for
no
clear
reason,
because
almost
all
of
them
can
walk
or
bike
to
the
school.
M
I
don't
agree
with
Chris
slatt's
idea
of
charging
people
for
a
lot
of
equity
reasons,
but
also
because
my
students
would
pay
a
thousand
dollars
if
they
could
get
a
parking
spot
to
drive
whatever
car
they've
got.
So
we
need
to
find
some
other
mechanism
in
there.
But
I
appreciate
the
discussion.
A
Thank
you.
That's
interesting,
I
think
you're
right,
Steve,
Buffett.
N
N
First
of
all,
I'm
going
to
push
back
just
slightly
on
the
culture.
It
turns
out
that
fewer
than
half
of
18
year
old
or
17
and
16
year
olds
in
the
United
States
have
a
driver's
license.
This
is
different
from
20
years
ago
and
there's
been
a
drift
away
from
getting
your
licenses
to
as
soon
as
you
turn
16.
Neither
of
my
kids
had
their
license
until
after
they
turned
18,
and
they
didn't
really
want
it.
N
So
I
think
working
with
that
tendency
of
our
teenagers
to
actually
not
really
be
that
Keen
on
getting
a
license.
The
moment
they
turn
16
is
something
we
can
continue
to
work
on
and
I'm
I'm
I,
just
kind
of
disagree
with
the
visibility
thing,
because
by
saying,
oh,
you
got
to
be
visible,
you're
also
suggesting
to
people
whether
they're
children
or
not,
that
somehow
it's
dangerous
that
they
should
be
able
to
walk
or
bike
somewhere.
You
know
without
having
to
put
on
something
special.
N
Just
to
make
sure
that
they
don't
get
run
over
I
think
that's
a
bad
signal
to
send,
even
though
it
may
be
true
and
and
I'm
more
on
the
Chris
slat
side
in
terms
of
charging,
but
I
think
the
charging
needs
to
be
daily.
If
you
offer
someone
a
you
know,
a
annual
sticker,
then
you're
right,
they'll
just
pay
the
thousand
bucks
and
they'll
do
it,
but
if
every
day
they
have
to
pay
five
bucks
on
that
really
nice
day,
they
could
just
walk
or
bike
Maybe
and
save
the
five
bucks.
A
Thank
you
and
I
would
argue
actually.
A
A
I
would
argue
that
actually
I
don't
know
these
statistics,
maybe
Kevin
knows
them,
but
at
least
in
some
of
our
high
schools
I
think
that
students
do
get
their
licenses.
The
majority
before
age
18..
My
my
younger
daughter,
got
hers
at
17
and
said
all
of
her
friends
already
had
them.
She
didn't
know
anyone
else
who
didn't
have
one
and
she
just
got
hers
so
I.
Don't
think
that.
A
O
Nice
to
see
you
as
well
hello,
everyone,
I'm,
Kevin,
treacle
I
am
the
new
Transportation
demand
manager,
specialist
for
APS
and
luckily,
luckily
for
me,
I
have
seen
it
on
both
sides,
as
a
retired
Detective
from
acpd
and
one
who
have
presented
at
the
driver's
license
ceremony
every
year
for
the
last
10
years
prior
to
the
pandemic,
in
which
the
courtroom
was
filled
with
new
drivers
at
least
new
permit
holders.
O
If
you
will
I've
seen
an
increase
of
the
courtroom
being
filled
with
those
now
I
will
say,
as
kids
get
a
little
older,
maybe
the
joy
of
driving
kind
of
decreases
a
little
bit
based
on
everything
that's
going
on,
but
as
that
16
year
old
who's
eligible
to
get
a
permit.
The
courtroom
has
always
been
filled
with
the
new
driver
and
a
parent
I
would
agree
with
Chris
and
in
a
couple
of
ways
we
we
definitely
have
to
put
things
together
in
order
to
discourage
the
driving
Behavior.
O
That's
one
of
my
plans
as
the
TDM
specialist
is
to
go
and
speak
with
every
PTA
in
the
school
district.
It
has
to
start
somewhere,
unfortunately,
from
the
PD
side.
Speaking
from
experience,
unfortunately,
it's
just
not
enough
Staffing
to
be
out
there
every
single
day.
I
know,
there's
a
heavy
presence,
every
September
and
the
beginning
of
October,
but
as
everything
else
that
presence
always
declines
and,
of
course,
halfway
through
the
school
year.
O
Now
parents
figured
out
that
there's
no
one's
going
to
be
there,
so
I'm
just
going
to
park
here
and
run
in
and
do
what
I
have
to
do
and
come
back.
That's
why
I
don't
think
charging
would
be
influenced
because
they're
going
to
do
that,
anyways,
even
if
they
don't
have
a
sticker
or
if
they
haven't
purchased
something
a
lot
of
parents
would
just
come
in
bark
on
his
side,
no
parking
or
permit
parking
or
whatever
and
just
use
the
excuse.
O
Nine,
but
there
are
multiple
things
of
resources
that
we
can
use
to
address
these
problems,
but
I
think
the
median
thing
is
everyone
has
to
work
together
is
the
neighborhoods
APS
and
all
of
the
other
resources.
We
all
definitely
have
to
work
together
to
come
up
with
at
least
a
solution
to
deter
number
one.
The
traffic
deter
the
driving,
behavior
and
deter
those
are
who
are
making
it
unsafe
for
our
kids
to
be
walking,
biking
or
whatever
mode
of
transportation
they
could
use
to
get
to
the
school.
A
Wonderful,
thank
you
so
much
does
anybody
have
questions
or
things
to
raise
or
Kevin.
O
And
I
would
like
to
say
one
thing:
if
there's
no
questions
I
apologize
just
want
to
take
a
couple
minutes.
There
were
various
resources
and
programs
that
I'm
coordinating
with,
like
with
Henry
Dunbar
working
with
him,
Leah
and
also
Raymond
for
various
resources
that
they
and
organizing
and
programs
that
they
had
to
try
to
spread
out
to
the
aps
Community.
As
far
as
the
schools
I
think,
each
district
or
each
level
has
a
little
different
issue
like
elementary
schools
and
middle
schools.
O
Their
issues
are
a
little
different
from
the
high
schools
and
then
once
we
start
addressing
one
level
at
a
time
and
then
I
agree
with
that.
Early
Education.
That's
definitely
a
bonus
to
get
them
educated
about
the
safety
and
getting
there
as
early
as
possible
and
then
create
that
behavior
and
then,
unfortunately,
we'll
still
have
to
worry
about
the
parents.
O
But
as
long
as
at
least
one
of
the
two
has
some
type
of
education
and
and
know
that
you
know
what
this
may
not
be
the
right
thing
to
do
so,
that's
that
will
be
that
will
help
with
the
safety
of
the
kids
getting
to
school.
To
and
from,
but
it's
still
going
to
be
a
collaborative
effort
for
everyone
and
again
working
with
Des
as
well.
Hopefully
we
can
maneuver
or
manipulate
some
of
the
no
parking
signs
where
buses
can
easily
get
in
and
out
of
places.
O
Unfortunately,
in
some
of
the
neighborhoods,
where
some
of
the
schools
are
located,
the
the
lanes
for
the
buses
are
just
so
narrow.
It's
hard
and
to
be
honest
with
you,
I
would
not
part
my
personal
vehicle
on
one
of
those
streets,
because
it's
just
a
matter
of
time,
where
sway
three
inches
to
the
left
or
three
inches
to
the
right
will
cause
that
side
swipe
not
alone
to
to
navigate
or
try
to
navigate.
Unfortunately,
those
parents
who
failed
to
realize
that
there's
a
No
Parking
sign
in
it
for
a
reason.
O
Unfortunately,
some
folks
tend
to
think
that
that
no
parking
side
is
not
designed
for
their
vehicle.
It's
for
other
people's
vehicles,
so
we're
all
trying
to
work
together,
I
think
as
resources
with
the
end
goal
of
safety
for
the
kids
I
do
like
I
have
I
will
mention
that
I
have
worked
with
Dr
Wright
over
at
Oakridge
Elementary
with
the
walking
school
bus.
I.
O
Think
that's
an
excellent
program
and
my
plan
is
to
re
reintroduce
that
to
all
of
the
elementary
schools
by
the
end
of
this
school
year,
with
hopes
of
getting
a
lot
of
participation
starting
up
for
the
beginning
of
2020
324
school
year.
There's
a
lot
of
groups
that
there's
senior
citizen
group
that's
willing
and
have
worked
with
the
the
community
up
in
Oak
Ridge
that
are
willing
to
spread
the
wealth.
If
you
will,
they
have
several
volunteers
who
do
get
vetted,
who
wants
to
participate
in
the
program
and
it's
a
win-win?
O
Definitely
for
the
senior
citizens.
It's
a
win,
I!
Think
for
the
parents,
where
you
can
see
your
child
getting
to
school
safely
in
a
group,
it's
a
win-win
and
then
for
the
kids,
I
think
number
one
they
get
their
exercise
in.
They
now
start
learning
safe
practices
when
getting
to
schools.
So
I
think
that's
just
a
win-win
program.
All
around
all
the
way
around
and
on
my
goal
is
to
try
to
introduce
all
of
the
at
least
as
many
elementary
schools
as
I.
O
O
C
C
My
first
question
is:
in
the
past
we
had
kind
of
we
had
two
sort
of
Transportation
focused
people
at
APS.
We
had
safe
threats
to
school
coordinator
and
we
had
this
TDM
position.
My
understanding
is
APS
is
leaving
the
safe
routes
to
school
coordinator
position
open
at
this
time.
For
Budget
reasons.
C
O
Now
both
of
those
tasks
has
fallen
onto
my
plate
as
well
to
include
TDM,
so
I
have
all
of
that
on
my
plate.
Right
now,.
A
Well,
we
certainly
look
forward
to
working
with
you
and,
if
maybe
at
a
future
meeting,
because
I
guess
you're
just
getting
started
in
this
new
role,
and
so
maybe
you
can
come
back
and
we
can
strategize
and
coordinate
with
The
Pedestrian
advisory
committee
and
with
the
other
committees.
If
there
are
things
that
you
would
like
to
push
forward
and
and
get
you
know,
lots
of
different
groups
singing
in
a
choir.
We
can
try
and
do
that.
O
Absolutely
I'm
definitely
willing
and
want
to
do
that.
O
I
also
work
with
all
of
the
crossing
guards,
so
I
get
some
feedback
from
them
as
well,
what
they
see
coming
in
and
what
they
have
to
deal
with
and
get
some
of
their
suggestions,
so
I'm
kind
of
there
liaison
as
well
and
with
obviously
with
the
police
department
and
the
Special
Operations
section
in
which
that's
where
the
crossing
guards
who
they
fall
under
that
umbrella,
so
I'm,
definitely
working
with
them
on
the
daily
almost
to
either
address
certain
issues
or
they'll
find
people
who
can
follow
up
with
them
to
help
me
address
whatever
issues
that
they
may
have
like
traffic
or
right
now
we
have
issues
with
e-scooters
being
dropped
off
everywhere,
but
once
again
this
isn't
new.
O
This
has
been
occurring
for
the
last
six
years.
Now
that
they've
come
into
play
here
in
the
county
and
I
know
that
there's
been
different
Avenues
of
addressing
that.
But
now
it
seems
like
that
that
that
behavior
is
picking
up
even
more
and
I
wanted
to
remind
people
I
try
to
remind
people
that
things
aren't
the
same
as
10
years
ago.
There
are
more
people
on
the
road.
There
are
more
bikes
on
the
road.
O
There
are
more
kids
walking
and,
unfortunately,
the
screws
aren't
getting
bigger,
the
streets
aren't
getting
bigger,
and
so
we
have
to
learn
how
to
adapt
to
all
of
those
changes
and
increases
with
everything
around
us.
So
I
am
hopefully
together.
We
can
come
up
with
some
some
plans
to
address
all
of
the
increases
of
Transportation.
All
right
and,
like
I,
said
I
guess
the
goal
is
to
minimize
some
of
the
vehicles,
but
now
you
have
now
you
forced
those,
the
bicyclers
and
the
people
who
ride
the
electric
scooters.
O
Now
we
putting
them
putting
them
into
Harm's
Way,
if
you
will,
especially
when
they're,
when
they're,
not
following
traffic
directions
like
they
should.
Unfortunately,
there
was
an
accident
in
about
a
week
and
a
half
to
go
where
a
person
on
the
electric
scooter
wasn't
following
traffic
direction
like
it.
That
driver
was
supposed
to,
and
there
was
an
accident.
So
again
that
can
you
go
along
with
education
in
and
putting
that
out
there
to
everyone
so
that
everyone
can
get
to
and
from
safely.
A
There
is
a
question,
a
hand
for
Randy.
K
I'd
just
like
to
say
this
is
a
breath
of
fresh
air.
I
really
wanted
to
hear
that
apps
was
that
I've
had
somebody
who
was
working
on
the
problem,
because
it's
been
a
problem
for
as
long
as
I
can
remember
and
Kevin
I
think
you're
just
going
to
be
really
welcome
here,
anytime.
You
want
to
come
back.
A
Wonderful,
thank
you
so
very
much.
We
appreciate
everything
you're
doing
and
now
I
guess
we'd,
better!
Keep
moving
because
already
I
think
we're
we're
behind.
So
Leah
is
next
up
to
talk
about
South,
George,
Mason,
Drive.
I
I
can
go
ahead
and
share
my
screen
I'm
definitely
going
to
skip
some
slides
and
just
get
into
the
most
important
information
for
this
group,
but
this
is
all
these
slides
are
posted
on
the
website.
If
you
have
any
questions,
I'll
have
kind
of
a
discussion
at
the
end.
I
M
I
Okay,
great
so
today,
I'm
going
to
be
talking
about
the
south
George
Mason
Drive,
multimodal
Corridor
study.
This
is
something
that's
been
going
on
for
about
a
year
now
we're
in
phase
three.
So
we're
really
looking
at
intersections.
So
today,
I'm
going
to
be
giving
kind
of
a
brief
study
overview,
I'll
just
touch
lightly
on
existing
conditions
engagement.
So
what
we
heard
through
phase
one
talk
a
little
bit
about
data
analysis.
I
I
So
the
purpose
of
the
study
is
really
to
develop
a
preliminary
plan
to
improve
safety
and
access
along
South,
George
Mason
Drive
for
people
who
are
you
know,
walking
rolling,
writing,
Transit,
cycling
and
driving,
because
it
is
a
multimodal
study
and
you
can
see
some
of
the
ways
in
the
way
that
it's
really
informed.
So
you
have
County
Planning
guidance,
including
the
master
Transportation
plan
and
vision
zero.
We
have
data
analysis
and
research
which
isn't
really
related
to
Traffic
volumes
and
traffic,
speed
and
vehicular
movements,
and
also
in
our
departmental
coordination.
I
I
So
what
we
heard
from
the
community
the
kind
of
bring
some
context
to
what
we're
looking
at
so
essentially
we're
looking
at
a
two
mile
portion
of
South
George
Mason
drive
it's
really
starting
at
Arlington,
Boulevard
or
Route
50,
as
you
can
see
up
here,
and
then
it
goes
all
the
way
down
to
the
generally
the
county
line
of
Fairfax
around
South
Dinwiddie
Street
and
the
quarters
were
generally
broken
up
into
kind
of
these
three
segments
that
are
you
know.
I
Generalizations
are
not
necessarily
the
same
throughout
with
the
width
of
the
right-of-way,
but
this
was
specifically
done
to
kind
of
break
it
into
more
manageable
portions,
so
existing
conditions
I'm
going
to
run
through
some
of
these
briefly
because
they
did
impact.
You
know
when
we
came
up
with
these
intersection
Concepts,
so
we
had
a
community
kickoff
meeting.
You
know
we
had
an
online
feedback
questionnaire
and
a
map
that
was
open
for
a
little
less
than
a
month.
Then
we
had
these
two
in-person
walking
tours
and
in
existing
conditions,
we're
really
asking
people.
I
You
know
what
do
you
like
about
South
George
Mason
Drive?
What
do
you
not
like?
How
are
you
using
it
now?
So,
just
some
things
to
note
and
I
think
that
people
are
you
know
using
it
to
reach
destinations.
You
can
see
about.
70
percent
use
the
corridor
to
reach
things
on
South
George
Mason.
So
it's
not
a
place
that
people
are
just
passing
through.
I
You
can
see
here.
You
know
we
ask
people
how
safe
they
felt
traveling
on
South
towards
Mason.
You
know
biking
using
a
scooter
and
walking
you
know
generally
very
unsafe
or
unsafe,
that
it
increases
as
you
get
to
driving
in
transit,
and
this
is
important
specifically
for
phase
three
focusing
on
intersections.
When
we
ask
people
you
know
what
change
would
you
like
to
see
on
each
segment?
They
were
the
same
across
all
three
and
safer.
I
I'm
Gonna
Keep
moving
data
analysis.
So
basically
we
just
collected
some
data
to
see
kind
of
how
traffic
was
moving
and
it's
very
apparent
that
there
is
a
speed
issue
on
South
George,
Mason
Drive.
The
speed
limit
is
30
miles
per
hour
and
you
can
see
that
we
have.
You
know
we
have
six
percent
and
five
percent
of
drivers.
You
know,
and
these
segments
going
40
miles
an
hour
over,
which
is
a
huge
concern.
Considering
we
have
you
know
schools,
we
have
Parks.
You
know
people
live
along
South
George
Mason
Drive.
I
One
thing
to
note:
after
kind
of
this
existing
conditions,
engagement
and
phase
two
which
I'll
talk
about
in
a
minute
we
needed
to
look
more
closely
at
parking.
So
we
did
this
parking
utilization
study.
Basically,
what
we
found
was
that,
on
average,
about
60
to
70
percent
of
all
available
parking
spaces
were
used
during
the
weekdays,
and
then
this
was
about
lower
up
55
during
the
weekends,
and
then
we
broke
that
down
kind
of
for
each
segment.
I
I
think
it's
important
for
segment
one,
because
this
is
the
only
segment
where
we're
talking
about
parking
removal.
I,
think
it's
important
to
note
that
less
than
half
of
the
available
parking
spots
were
used
on
the
weekends
and
during
the
weekdays
utilization
was
between
about
50
and
60
percent,
so
corridor-wide
Concepts.
What
we
heard
this
was
phase
two
and
we
had
these
kind
of
cross
sections
that
I'll
show.
In
a
minute,
we
had
a
virtual
community
meeting
once
again
that
online
feedback
questionnaire-
and
this
time
we
had
an
in-person
Community
workshop
and
open
house.
I
So
Transportation
priorities
here
once
again,
you
know
dedicated
Bikeway
and
sidewalks
and
vehicular
travel
lanes
were
kind
of
at
the
top,
and
then
we
had
these
preferred
Alternatives
that
I'll
show
in
a
minute,
but
generally
it
was
kind
of
between
I
guess
that
can
break
it
down.
For
this
group,
a
multi-use
trail
with
improved
sidewalks
and
buffer
Space
versus
kind
of
on-street
bicycle
facilities.
I
So
this
is
what's
here
today
on
segment,
one.
This
is
from
Arlington
Boulevard
to
Columbia
Pike,
as
you
can
see
on
this
graphic
up
in
the
right
hand,
corner,
and
then
this
was
the
preferred
concept
that
was
preferred
by
the
community
as
well
as
matched
up
with
planning
guidance
and
interdepartmental
kind
of
coordination
and
data
analysis.
Those
four
factors
I
talked
about
at
the
beginning,
so
you
can
see
we
have
a
12
foot
Trail
on
the
I
guess
I
could
say
Northbound
side
with
a
four
foot
buffer.
I
We
do
remove
parking
on
this
side
and
have
reduced
the
vehicular
Lanes.
The
outside
Lane
on
either
side
are
still
11
feet
because
Transit
needs
that
to
be
able
to
function,
and
then
we
maintain
parking
on
the
southbound
side
and
also
have
an
improved
sidewalk,
because
it's
not
ADA
Compliant
in
its
current
form
segment
two.
So
this
is
from
Columbia
Pike
to
South
Four,
Mile,
Run,
Drive
kind
of
predominantly
in
the
Barcroft
Apartments
area.
I
This
is
what's
here
today,
and
this
is
what
was
kind
of
preferred
Concepts,
so
we're
maintaining
that
trail
on
the
Northbound
side,
adding
some
space
and
having
that
buffer
strip
still
and
maintaining
parking
once
again,
reducing
vehicular
lanes
and
then
reducing
the
median
as
well,
which
is
something
we
really
coordinated
with
DPR
on
and
once
again
having
a
six
foot,
sidewalk
and
then
finally
segment
three.
So
this
is
from
sophomore
Mile
Run
Drive
to
the
county
line.
This
is
what's
here
today.
I
So
essentially,
you
know
we
have
these
three
main
intersections
that
people
were
really
concerned
with,
and
two
of
these
are
Vision
zero
hot
spots,
meaning
they
have
high
amounts
of
Crash
rates,
so
Columbia,
Pike
and
South
for
Mile
Run
Drive
are
considered
visions
of
your
hot
spots.
So
we
knew
you
know.
I
We
really
need
to
focus
on
safety
in
these
in
these
areas,
so
Arlington
Boulevard
is
going
to
look
a
little
different
than
Columbia
Pike
and
South
Four
Mile
Run
Drive
from
a
concept
and
perspective,
because
we
have
to
kind
of
coordinate
with
DDOT
on
this
because
we
don't
really
own
this
portion
because
we
don't
own
the
bridge,
so
we
kind
of
have
a
short
term
and
a
long
term.
So
this
is
what's
here
today
we
have
a
pretty
narrow,
sidewalk
with
five
feet.
I
So
some
of
the
things
you
can
see
here
is
the
narrowing
of
vehicular
travel
Lanes,
basically,
by
reducing
those
travelings
down
we'll
be
able
to
kind
of
fit
a
protected
bike
lane
in
on
both
sides.
That
would
be
about
five
feet
of
space
with
a
two
foot
buffer
with
these
kind
of
precast,
concrete
barrier
curbs
and
we've
already
received
some
feedback,
you
know,
can
we
have
you
know
more
vertical
protection,
which
is
something
you
know.
I
That
would
be
great
to
hear
from
this
group
I
think
from
specifically,
and
then
I
also
want
to
note
that
you
know,
because
there
is
a
bike
lane.
These
sidewalks
are
still
very
narrow,
but
it
does
kind
of
reduce
the
stress
of
pedestrians
because,
rather
than
being
up
against
vehicular
traffic,
there
is
a
bike
lane
there.
I
So
this
is
kind
of
the
long-term
solution.
So
this
is,
if
basically
VDOT
ever
decides
to
rebuild
this
bridge
we
reached
out
to
them
and
they
aren't
planning
to
do
anything
in
the
near
future.
But
it's
basically
we
want
to
kind
of
put
this
out
there.
So
when
it
does
get
rebuilt,
they'll
have
this
guidance,
so
you
can
see
you
know
we
have
wider
sidewalks
to
improve
The
Pedestrian
experience.
I
I
Let
me
get
to
Columbia
Pike.
This
is
what's
here
today.
This
is
just
an
aerial
view,
and
then
this
is
what
we're
proposing
here
and
there's
some
bullet
points
on
kind
of
the
major
changes.
I
think
the
things
that
are
important
to
note
you
know
for
this
group
specifically,
are
the
wider
sidewalks,
updated
per
ramps.
That'll
improve
accessibility,
shorter
crosswalks
with
curb
bump
outs,
because
that
was
something
we
heard.
I
I
So
here
it
would
really
aim
to
change
the
traffic
signals
to
allow
full
or
partial
phase
separation
for
trail
users
that
are
crossing
Columbia,
Pike
on
that
South
George,
Mason,
Drive,
Trail
and
then
there's
just
some
space
reallocation
and
then
just
some
Lane
combinations
that
are
actually
a
part
of
the
Columbia
Pike.
Multimodal
Street
improvements.
I
So,
as
many
of
you
probably
noticed,
we
were
initially
going
to
have
this
phase
three
Community
engagement
in
January
of
this
year,
but
essentially
we
really
wanted
some
time
to
look
at
South,
Four,
Mile,
Run
Drive,
just
because
it's
such
a
complicated
intersection.
You
have
two
intersections.
You
have
South
Four,
Mile,
Run,
major
and
minor
right
next
to
each
other.
You
know,
there's
High
incidence
of
crashes.
I
I
So
what
are
the
impacts
of
you
know
having
a
totally
separated,
Trail
Crossing,
the
impacts
of
rerouting
the
art,
Route
72
or
having
a
Transit
only
lane
and
then
just
analyzing
how
to
kind
of
restrict
and
simplify
traffic
phasing
specifically
looking
at
how
to
reduce
conflicts
with
the
trail
Crossings,
because
the
W
and
OD
crosses
that
area
as
well.
I
I
You
have
kind
of
these
wider
sidewalks
once
again,
with
the
curb
ramps,
shorter
crosswalks,
with
bump
outs
once
again
that
shared
use,
Trail
is
going
through
that
southbound
or
east
side
and
then
we're
kind
of
changing
the
traffic
signals
to
kind
of
protect
this
Trail.
So
we're
restricting.
I
You
know
the
left
turn
movement
from
South
Forma,
Run,
Drive
minor,
which
I'm
not
sure
if
you
can
see
my
mouth,
my
mouse
to
South,
Shores,
Mason
Drive
and
then
also
having
full
face
separation
between
Trail
users,
Crossing
South,
Four,
Mile
round
Drive
major
and
drivers
who
are
turning
across
the
trail.
I
And
this
is
kind
of
the
exploratory
concept.
That's
what
I'll
call
it.
This
is
a
peanut
about.
So
essentially
you
know
this
is
a
really
complicated
intersection
and
we
wanted
to
kind
of
think
outside
the
box.
So
there's
this
treatment.
As
you
can
see
here,
it's
called
a
peanut
about
because
it's
kind
of
a
peanut
shaped
roundabout.
I
It's
been
used
kind
of
in
a
few
locations,
specifically
on
the
East,
Coast,
Massachusetts
and
Connecticut,
and
you
can
see
it
kind
of
aims
to
reduce
speeds
while
maintaining
traffic
flow
and
also
provides
a
kind
of
safe
setback
Crossings,
because
it's
a
Dutch
style
roundabout
design,
and
then
we
also
have
some
general
Crossing
improvements,
and
these
are
really
based
on
kind
of
what
we
heard
in
phase
one
where
people
were
concerned
about
intersections
and
crossings.
So
you
can
see
some
of
them
on
the
map
here,
I'm
going
to
go
through
these
for
this
group.
I
If
you
have
any
questions,
if
you
let
me
know,
and
then
next
steps
here,
this
is
where
we
are
now
the
community
meeting
on
intersection
concepts
with
last
month,
and
so
we
basically
kicked
things
off
on
March
22nd.
When
we
had
that
virtual
community
meeting
and
now
we
have
an
online
feedback
form
that
is
open
for
comment
through
April
23rd
I,
believe
it
is
now
and
we've
had
a
few
pop-ups,
there
was
one
last
week
at
Barcroft.
I
There
will
be
another
one,
this
Thursday
April
13th
from
3
to
5
p.m,
at
Barcroft
apartments,
and
then
we
also
will
be
having
one
at
Centro
on
Columbia
Pike,
that
is
all
I
had.
That
was
a
very
Consolidated
and
fast
talking
presentation.
So
if
you
have
any
questions,
please
let
me
know.
A
I
Oh
one
thing
I
should
mention
really
quick
is
that
we
are
so.
This
will
basically
become
a
capital
project.
After
this
we
are
looking
at
a
lane
reduction
for
Segment,
three,
so
from
South
Four,
Mile
Run
tribe,
to
the
county
line.
We
are
looking
at
the
feasibility
of
having
it
just
be
one
vehicular
Lane
in
each
Direction,
throwing
that
out
there.
A
Great
I
think
Eric
Goodman
had
a
hand
up,
maybe.
G
Yeah
I
just
wanted
to
ask
if
I
understood
correctly
from
what
I
saw
there,
there's
only
going
to
be
I.
Guess
a
sidewalk
on
one
side
of
the
road.
Is
that
what
you're.
I
I
Oh,
it's
basically
they'll
either
be
a
12
foot,
multi-use,
Trail
or
a
sidewalk
so
like
on
this
one.
For
example,
you
have
this
12
foot,
multi-use,
Trail
and
then
just
a
sidewalk
on
the
other
side.
So
there
will
be
a
pedestrian
facility
on
both
sides,
and
then
this
will
be
a
pedestrian
and
a
bike
facility.
On
that
Northbound
side.
Okay,.
A
I
Yeah,
that's
something
we
need
to
talk
about
with
wayfinding
and
signage
as
well,
but
we
do
think
if
someone
really
wanted
to
go
really
fast
and
zoom,
you
know
they
could
do
that
in
the
roadway.
But
generally
the
trail
will
be
for
users
who
are
kind
of
willing
to
go
at
a
kind
of
pace
where
you're
amongst
pedestrians,
but
really
what
the
thought
was.
I
This
was
that
we
could
have
kids
be
able
to
bike
from
Arlington
Boulevard,
where
Bridget
obicoya
is
working
on
Arlington
Boulevard,
Trail,
Project,
Bike,
all
the
way
down
to
Wakefield,
and
then
you
have
Alcova
Heights
Park.
We
really
wanted
to
keep
it
on
this
side
and
have
a
multi-use
trail,
focusing
on
kind
of
parks
and
schools.
A
Got
it
Steve.
N
Yeah
I
I'm
actually
really
impressed
with
that
that
the
idea
of
having
a
you
know
the
trail
all
the
way
from
Arlington
Boulevard
to
the
end
of
the
county,
well
done.
I
think
that
would
be
a
really
great
facility
to
have
so
so
thanks,
but
I
think
what
Cynthia
might
have
been
getting
at
is
those
who
are
traveling
Southbound
on
the
on
the
two-way
cycle,
multiple
use
track,
who
need
to
then
get
off
to
go
another
way.
We
need
to
think
through
those
intersection
of.
C
Thanks
I
wanted
to
Echo
I
think
this
project
has
come
along
fantastically
and
I'm
really
pleased
with
the
outcome.
C
Even
though
this
is
not
the
alternative
that
I
lobbied
for
of
a
couple
things
I
wanted
to
say:
hey
I'm
really
excited
to
hear
staff
talking
about
face
separation
at
these
intersections
I
do
think,
especially
given
the
grade
change
along
George
Mason
Drive,
going
from
north
to
south.
It
is
pretty
downhill
for
for
a
good
chunk
of
things.
C
C
So
that's
great
I
do
hope.
There's
some
consideration
being
given
to
some
of
the
I
think
what
would
be
considered
more
minor,
intersections
I.
C
Think
the
one
right
there
at
alcoba,
Heights,
Park,
especially
Seventh
Street,
see,
is
kind
of
in
this,
like
weird
Middle
Ground
of
an
intersection
where
it
sees
a
lot
more
than
your
average
neighborhood
street,
but
a
lot
less
than
something
like
Columbia
Pike
should
be
a
candidate
for
phase
separation
too,
especially
given
that
part
of
the
trail
is
probably
going
to
see
a
whole
lot
more
kids
than
some
of
the
other
parts
of
the
trail.
So
that
would
be
great
to
see
as
well
and
I
do
think.
C
There
are
still
a
couple
extra
Lanes
kicking
around
here
there
on
George
Mason
at
some
of
these
intersections,
especially
still
at
Columbia
Pike
that
aren't
needed
for
phase
separation
that
you
know,
I
would
love
to
see
us
drop
that
asphalt
and
give
people
a
shorter
Crossing
distance.
So
expect
to
hear
more
from
me
on
that
as
well.
Yeah.
K
Well,
one
of
the
things
I
wanted
to
say
was
what
Chris
just
said
that
it's
striking
that
when
you
show
the
intersections,
there
are
many
more
Lanes
on
the
George
Mason
side
than
there
are
on
the
Pike.
You
know
the
pike
has
been
put
together
in
a
very
there
you
go
Pike
was
has
been
put
together
in
a
very
logical
way
to
try
to
keep
pedestrian
distances
short,
and
here
we
are
with
George
Mason,
which
has
a
lot
less
traffic
than
the
pike.
I.
Think
and
you've
got
like
four
lanes.
K
You've
got
a
left
turn
two
throughs
and
a
right
turn
that
just
seems
excessive.
The
other
thing
is
I'm
still
disappointed
that
you
didn't
do
anything
about
closing
off
Four
Mile,
Run,
minor
I,
don't
think
short
of
the
peanut,
but
the
peanut
might
be
decent.
Actually
it
might
work
out,
but
short
of
that
I.
Don't
think,
there's
any
way
you
can
really
make
that
a
safe
intersection,
while
Four
Mile,
Run
minor,
is
still
there
and
is
still
being
used.
K
Thank
you
and
I
I
realize
that
there's
some
kind
of
Transit
thing
there,
but
it
seems
to
me
the
transit
people
might
have
to
make
a
an
accommodation
as
well.
So
thank
you.
Thank.
I
You
Randy,
that's
that's
a
good
point
and
I'll
take
notes,
kind
of
of
all
of
these
and
then
also
if
you
could
submit
that
on
the
questionnaire
which
I'm
sure
you
already
have.
That
would
be
great
I
think
as
far
as
South
Four
Mile
Run
Drive,
it's
kind
of
it's
a
goal,
but
it's
very
abstract
and
not
really
in
the
County's
control.
But
we
are.
We
will
be
working
with
Barcroft
Redevelopment
and
talking
about
separating
minor
from
major
if
it's
possible
through
that
project.
I
So
it's
a
very
far
out
idea,
but
that
is
something
we
would
be
kind
of
willing
to
work
with
them
on
because
I
agree.
This
intersection,
you
know,
is
just
really
difficult
because
you
have
minor
and
major
right
next
to
each
other,
and
you
know
the
best
thing
we
could
do
you
know
in
this
situation
is
the
peanut
about,
but
if
we
had
the
opportunity
to
move
minor
and
major
away
from
each
other,
that
would
be
ideal.
I
I
can
pull
that
up
so
essentially.
I
I
The
idea
with
the
peanut
about
I
think
there's
kind
of
a
few
things
I
want
to
draw
attention
to
so
one
of
them
is
that
you
know
you
have
these
kind
of
dashed
lines
here.
That
means
you
know
a
car
can
can
go
to
a
different
Lane.
You
can't
quite
see
it
from
this,
but
this
is
kind
of
a
vertical
delineation
here,
so
cars
would
not
be
able
to
kind
of
pass
at
this
point.
So
really
you
know
what
you
have
here.
I
The
idea
is
really
that
it
kind
of
you
know,
reduces
speeds
and
it
has
been
proven
to
reduce
speeds,
while
also
kind
of
providing
just
a
better
way
for
pedestrians,
to
navigate
a
lot
of
the
issues
and
crashes
that
we've
been
having
have
to
do
with
people
queuing
and
getting
impatient
at
the
traffic
signals
and
having
fender
benders
or
you
know
worse,
because
it's
just
the
signalization
is
just
really
complicated
and
if
you,
you
know,
aren't
used
to
this
intersection,
it's
very
confusing
and
even
as
someone
who's
used
it
quite
a
few
times.
I
It's
just
still.
You
know
at
rush
hour,
people
are
trying
to
get
through
at
the
end
of
the
day
it's
backed
up
and
as
a
pedestrian.
You
know
you're
traveling
really
far
across
sometimes
there's
not
even
really
enough
time
to
get
across
walking
or
really
biking.
I.
Think.
Another
thing
to
note
is
that
you
have
the
wnod
trail
here.
So
essentially,
you
would
kind
of
cross
up
here,
come
north
and
then
cross
back
down
to
the
wnod
trail.
I
One
thing
we
have
been
hearing
from
people
is:
you
know
what
about
a
bridge
kind
of
like
what
we
have
the
W,
no
D
Trail
over
Langston
Boulevard.
That's
also
not
out
of
the
question.
That's
just
something
that
we
would
talk
more
about
in
kind
of
the
capital
project
phase,
specifically
because
we'd
have
to
work
pretty
closely
with
Nova
Parks
who
owns
that
land
and
then
also
Dominion,
who
has
kind
of
their
power
lines
that
are
pretty
large
on
that
land
as
well.
A
N
I
N
It's
the
first
time,
I
I,
there's
a
lot
of
things
about
it
that
are
interesting
and
kind
of
appealing,
so
that'd
be
cool,
but
I
do
yeah.
N
I
would
say
that
the
it
does
seem
like
for
the
wnod
trail.
That's
I,
think
they're.
You
have
to
cross
eight
Lanes
of
traffic
now,
whereas
before
you
just
got
waited
and
a
signal
would
get
you
across.
So
no
despite
the
fact
that
sometimes
left
turning
traffic
was,
you
know
nerve-wracking,
but
I.
It
feels
like
this
would
be
more
inconvenient
than
the
current
situation
for
the
trail
users
at
least
yeah.
A
C
Thank
you,
I
I
kind
of
a
piggyback
on
on
Steve's
question,
which
is:
can
you
point
me
to
a
multi-lane
existing
p-note
about,
because
the
only
one
I'm
familiar
with
is
the
one
in
Cambridge
which
is
single,
Lane
and
kind
of
the
nice
thing
about
the
single
Lane
one
in
Cambridge?
C
Is
it
has
kind
of
a
straight
pass
through
for
pedestrians
in
the
where
the
peanut,
you
know
kind
of
almost
meets
in
the
center,
which
I
understand
why
it's
not
here
is
because
you've
got
to
cross
multiple
Lanes
to
do
it
and
that's
what
we're
trying
to
to
get
rid
of
so
I
would
love
to
I
would
love
to
see
a
multi-lane
existing
one.
Thank
you.
I
A
E
I
Yeah,
so
the
goal
after
this
is
we're
going
to
kind
of
have
an
executive
summary
that'll
be
kind
of
available
for
the
public,
and
then
this
will
kind
of
serve
as
an
Intel
or
internal
resource
to
use
when
we're
doing
kind
of
the
capital
program.
Budget.
I
guess
this
upcoming
year
to
be
able
to
get
this
in
the
CIP
I
would
expect
that
segment.
I
Three,
so
that's
you
know:
South
Four,
Mile
Run
to
the
county
line
as
well
as
segment
two
from
Columbia
Pike
to
South,
Four,
Mile,
Run
Drive
would
be
prioritized
scip
projects
before
segment,
one
just
because
of
the
vision,
zero
hot
spots,
as
well
as
just
some
of
the
grant
applications
kind
of
lend
themselves
better
to
these
segments.
If
we
were
to
kind
of
do
a
mix
of
CIP
funding
and
maybe
some
Grant
applications,
but
honestly
I
can't
give
a
detailed
response
on
the
time.
I
think
really
right
now.
I
I
Should
mention
that
Vision
zero
is
currently
looking
at
doing
a
doing
speed,
reduction
on
South
George
Mason
Drive,
which
would
be
implemented
much
quicker
than
a
capital
project.
I
There's
also
a
few
other
projects
on
this
Corridor
and
I.
Think
you
know
we
recognize
that
there's
a
need
to
do
something
more
quickly
than
a
CIP
project,
because,
obviously,
with
the
you
know,
Visions
your
hot
spots
and
just
the
speeding
on
this
Corridor.
We
want
to
do
something.
You
know
more
quickly
in
the
Inner
Room
to
kind
of
improve
safety
and
conditions
before
we
Implement
a
whole
CIP
project.
A
Are
you
able
to
do
any
any
like
speed,
humps
or
vertical
provisions
on
such
a
a
big
roadway
or
yeah.
I
I,
don't
think
we'd
be
able
to
do
speed,
humps,
but
I.
Think,
like
one
thing,
is
doing
the
lane.
Reductions
like
reducing
the
width
of
the
lanes
will
kind
of
make
people
go
slower
and
then
I
need
to
kind
of
talk
with
Christine
about
what
they
have
planned
as
far
as
kind
of
speed
reduction
through
vision,
zero
like
because
I
did
just
get
back
from
my
trip
in
Europe
I'm
now,
just
like
chock
full
of
ideas
at
speed
reduction.
I
They
have
like
just
a
lot
of
one
of
these,
almost
like
bump
outs
that
are
just
so
narrow.
You
really
have
no
choice
but
to
slow
down
so
I'm
almost
wondering
if
we
can
kind
of
use
that
on
some
of
the
smaller
side
streets,
specifically
where
there's
kind
of
topography
and
where
people
are
going
downhill.
You
know
if
you're
coming
from
Wakefield
traveling
north,
that
big
hill,
it
lends
itself
to
people
going
faster,
so
kind
of
looking
at
some
of
those
things.
F
H
F
Okay,
let's
see
so
as
everyone's
aware
I'm
sure
this
this
pedestrian
crossing
here
at
the
Four
Mile
Run
Trail,
where
it
links
up
with
the
wnod
trail
I.
Guess
before
I
start.
Can
everyone
see
my
screen.
H
F
Sorry,
yeah
sorry
we're
using
this
new
mapping
software
that's
providing
much
more
clearer
Maps
than
Google
Maps,
which
I've
been
geeking
out
the
past
few
days,
but
basically
we're
looking
at
some
kind
of
study
regarding
how
to
improve
this
existing
Crossing
or
you
know
ensuring
that
people
have
a
safer
way
to
get
across
sure.
Lenten
Road,
where
you
know
the
wnod
trail
meets
with
Charlton
Road
at
the
formal
Run
Drive
and
where
it
meets
up
with
the
Four
Mile
Run
Trail.
F
So
as
of
right
now,
I'm
sure
everyone's
aware
that
there's
an
existing
our
rectangular
rapid
flashing
beaking
at
this
Crossing,
where
it
meets
Jenny,
Dean
Park,
which
was
just
recently
finished,
but
there's
been
a
lot
of
concerns
and
there's
still
a
lot
of
issues.
Even
though
you
know
this
is
a
much
safer
Crossing
than
they
used
to
be.
F
There's
still
a
lot
of
work.
That
needs
to
be
done
to
make
sure
that
people
of
all
ages
of
all
abilities
have
the
ability
to
walk
and
bike
across
across
Wellington
Road,
which
you
know,
I
I'm
sure
everyone's
aware
that
how
busy
it
is
and
I
was
looking
at
some
some
traffic
counts.
F
It
looks
like
the
latest
ones
from
2021
that
did
not
have
have
done
have
shown
that
there's
about
17
000
cars
a
day,
postmodemic
and
I'm
sure
it's
much
higher
now,
but
I
can
keep
digging
through
the
data,
but
yeah
we're
basically
gonna
start
kicking
off
studying
about
trying
to
collect
data
to
see
how
we
can.
F
You
know
first
understand
the
department
problem
fully
and
then
find
a
solution,
whether
it's
a
short-term
solution
or
it's
more
more
longer
term
Capital
project,
so
yeah
we're
going
to
start
collecting
bike
pad
Crossing
data,
not
just
at
this
Crossing,
but
also
at
this
existing
crosswalk
at
the
Four
Mile
Drive
for
my
Run
Drive
and
Darlington
Road
intersection,
just
basically
comparing
how
many
people
are
crossing
at
both
locations,
but
not
also
not
just
counting
how
many
people
are
walking
and
biking,
but
also
the
direction
of
travel.
F
So
yeah
we'll
be
installing
cameras
within
the
next
few
weeks
and
then
collecting
data
during
two
weekdays
and
then
one
weekend,
depending
on
the
weather,
we
may
go
out
there
multiple
multiple
weeks,
but
yeah
I'm,
just
getting
a
better
idea
for
for
how
many
people
are
crossing,
knowing
where
exactly
they're
going
yeah
I
I
just
want
to
ask
the
group
what
their
experiences
have
been
with
this
new
installation.
F
I
think
this
has
been
out
there
for
for
a
while
now,
but
there's
been
a
lot
of
concerns
from
the
community
that
you
know
this
isn't
going
far
enough
as
it
should.
There
was
a
lot
of
demand
for
some
kind
of
improvements.
Prior
to
this,
you
know
back
in
the
day,
this
was
just
a
crosswalk
and
Des
when
I
went
ahead
and
installed
this
flashing
Beacon,
which
you
know
we've
been
looking
at
data
from
before
and
after
after
it's
been
installed
and
looks,
like
speeds
have
been
reduced.
F
The
latest
data
I've
been
looking
at
it.
This
looks,
like
speeds,
have
been
reduced
by
24
compared
it
out
used
to
be
before
installation,
but
yeah.
That's
definitely
something
we
want
to
take
a
look
at,
but
yeah
I,
guess
actually
up
to
the
floor
and
like
just
share
your
experiences
and
I
guess
have
a
better
conversation
about
what
we
could
do
about
the
things
that
we
should
be
looking
at.
A
And
before
we
dive
in
with
with
issues,
so
what
is
your
timeline
on
this
study?.
F
No
thanks,
Cynthia.
That's
a
really
good
question:
we're
looking
to
have
some
kind
of
study
package
that
we
can
presented
to
the
committee
and
Method
within
our
folks
in
the
department,
hopefully
within
the
next
month.
You
know
as
soon
as
you
got
the
cameras
out,
there's
just
a
matter
of
us
like
sifting
through
the
data.
You
know
tracking
how
many
movements
are
happening.
So
you
know
once
those
are
on
the
ground,
then
then
we
can
get.
You
know
pretty
pretty
up-to-date
up
to
speed.
A
Great,
let's
start
with
Pam.
P
Hi
I'm
part
of
the
meeting.
Actually
this
part
yeah
I
I
go
over
these
intersections
all
the
time
and
they're
horrible
Owen.
Are
you
studying
the
actual
Four
Mile
Run
Trail
Crossing,
which
is
on
the
south
part
of
your
diagram
here,
where
we're
crosses
Shirlington
Road,
and
there
is
a
rapid
flashing
Beacon
which
drivers
just
routinely
ignore,
and
the
button
forward
is
on
the
wrong
side
of
the
trail
on
both
sides
and
it's
really
really
risky
to
cross
there.
P
So
I
hope
you
fix
that
as
part
of
this
I
hope,
you're
studying
that
I
I
have
found
Crossing
at
Four,
Mile,
Run,
Drive
and
Shirlington
Road,
either
of
those
Corners
risky
at
passage.
So
good
luck.
Thank
you.
F
Yeah
I
definitely
agree
with
you.
Pamela
I've
bite
this
area
a
few
times
and
each
time
it
does
seem
challenging
and
whenever
I
ride,
Google
Maps
directs
me
to
take
the
sidewalks,
which
you
know,
I'm
a
pretty
competent
and
experienced
bike
rider
so
I'd,
rather
not
especially
with
you,
know,
folks,
wearing
the
bus
stops
or
people
walking
their
dogs
on
the
sidewalk.
F
Maybe
it'd
be
much
better
if
this
was
some
kind
of
maybe
a
great
separating
facility,
for
example,
but
yeah
before
we
do
anything,
it's
important
that
we
get
as
much
data
as
possible,
not
just
counting
folks
crossing
the
street
but
talking
to
people
and
their
experiences.
A
N
Yeah
I
think
we
could
go
on
and
on
about
the
issues
here,
but
you
know
you
have
kind
of
two
different
times.
One
is
when
there
isn't
a
lot
of
traffic
and
then
you
have
the
drivers
going
rather
relatively
fast.
I
think
my
experience
has
been
that
the
Northbound
drivers
are
the
more
dangerous
ones.
I
think
the
southbound
drivers
tend
to
have
a
little
better
sight
line,
maybe
and
then
there
they
can
see.
N
You
know
if
someone's
gonna
cross,
but
that
direction
going
northbound
the
ones
particularly
have
turned
right
off
the
expressway
or
have
just
gotten
the
light
tend
to
just
go
right
on
through
and
those
are
the
ones
that
tend
to
be,
in
my
opinion,
more
oblivious
to
what's
going
on
and
then
there's
the
issue
when
traffic
is
backed
up
and
then
the
cars
you
know
just
happen
to
be
parked
right
on
top
of
the
crossing,
which
creates
an
entirely
different
issue.
You
have
at
least
two
completely
different
kinds
of
problems.
N
You
have
the
safety
issue
with
drivers,
not
aware
that
there's
a
Crossing
or
ignoring
it.
Maybe
they
are
aware,
and
those
that
are
just
sitting
there,
making
it
impossible
to
actually
cross
because
there
are
people
there,
so
just
keep
in
mind
that
you're
dealing
with
more
than
one
kind
of
a
problem,
but
one
small
thing
that
could
be
done:
I,
don't
know
if
it'll
have
any
effect
at
all,
but
it
costs
almost.
Nothing
would
be
to
put
that
striping
on
the
roads
that
causes
Wheels
to
go.
You
know
ahead
of
that
Crossing.
N
F
Yeah,
that's
an
excellent
point.
We
tend
to
like
install
these
little
tiger
teeth
shark
teeth
that
we
call
them
to.
Let
people
know
that
there's
a
Crossing
coming
for
pedestrian
Crossing.
N
When
I'm
talking
about
are
those
ones
that
actually
make
the
you
can
hear
them,
when
you
drive
over
them,
they
go
bump
up.
You
know
right
yeah,
that's
you
know
so
that
there's
some
sort
of
you
get
different
senses
right.
So
you
have
visual.
Now
you
have,
you
know
Audible
and
sensory.
The
more
ways
you're
warning
people
that
there's
something
happening,
the
more
likely
is
they
might
notice
one.
A
C
Thanks
super
excited
to
see
the
study
moving
forward
fought
hard
for
this
study.
I
think
it's
really
important.
I
just
wanted
to
give
some
personal
experience
because
I
bike,
through
this
intersection,
with
my
kids
on
a
Rel
fairly
regular
basis
and
for
us
we,
we
have
a
pretty
good
experience
when
we're
coming
from
the
wnod
trail
and
trying
to
continue
on
the
Four
Mile
Run
Trail.
C
So
you
know
we're
heading
Eastward,
we're
on
the
wnod
we
cross
there
at
Four,
Mile
Run
Drive
that
Crossing
I
used
to
consider
pretty
hairy.
The
County's
made
a
lot
of
operational
improvements
to
that
over
the
years.
I
think
we've
gotten
to
a
a
pretty
good
place.
It's
not
perfect!
The
no
turn
on
red
for
southbound
Shirlington
Road
drivers
has
made
a
big
difference
because
they
seem
to
be
real
complying
with
it.
C
C
We
get
on
the
Four
Mile
Run,
Trail
heading
east
off
to
you
know,
Alexandria
or
whatever,
and
everything
is
lovely
when
we
things
get
really
hairy
is
when
we're
coming
back
and
inevitably
they
want
to
stop
for
ice
cream
in
Shirlington,
because
in
that
case,
we're
coming
West
on
the
Four
Mile
Run
Trail,
and
we
really
want
to
cross
at
that
rapid
flashing
beacon
in
order
to
head
down
into
Shirlington,
and
it's
the
compliance
of
that
rapid
flashing
Beacon.
C
Just
really
I'd
love
to
do
a
study
on
it,
because
it's
not
what
the
statistics
say
that
the
that
the
compliance
is
supposed
to
be
for
Rapid
flashing
Beacon
we've
got
a
lot
of
cranky
drivers,
I
think
many
of
them
just
came
off
of
the
interstate
that
are
used
to
going
as
fast
as
they
want
on
395
and
now,
all
of
a
sudden
we're
expecting
them
to
stop.
For
you
know
some
kids
in
a
crosswalk
and
they're
just
not
ready
to
do
it.
C
The
the
thing
that
is
really
really
really
problematic
is
is
for
people
like,
like
me,
and
the
kids
heading
to
ice
cream
in
Shirlington,
which
is
you
know,
trying
to
come
from
Four
Mile,
Run
Trail
down
into
Shirlington
or
from
down
into
Shirlington
East
onto
the
Four
Mile
Run
Trail,
because
I
at
least
consider
that
intersection
with
Four
Mile
Run
Drive
North
of
there,
if
you're,
trying
to
connect
to
the
wnod
I'm
pretty
comfortable
on
that
with
that
on
my
kids,
not
quite
as
comfortable
as
I'd
like
to
be,
but
man
we're
really
we're
getting
close
there.
G
Yeah
I
guess
one
question
is:
why
couldn't
you
treat
this
as
like
one
big,
long,
sort
of
oblong
intersection
and
and
put
a
second
or
basically
put
a
control
light
that
that
actually
includes
this
Crossing
with
the
other
Crossing
on
on
the
other
end,
it
seems
to
me
you
know
just
again
this.
G
This
is
not
a
great
place
for
a
rapid
flash
Beacon
just
because
of
the
very
poor
compliance,
but
if
you
could
somehow
create
again,
maybe
an
elongated
intersection
that
might
you
know,
allow
for
Crossing
on
either
end
during
during
a
light
cycle.
F
Yeah
thanks
Eric,
that's
it's
a
really
unique
intersection
and
I
agree.
It
probably
makes
sense
to
study
this
as
one
giant
elongating
intersection.
You
know,
since
the
new
park
has
been
built.
F
27Th
Street
now
is
kind
of
just
a
dead
end,
but
you
know
we
definitely
have
to
factor
in
how
you
know
access
these
parking
lots,
for
example,
and
community
centers
are
still
going
to
be
able
to
continue,
but
yeah
there's,
definitely
something
that
we
could
do
to
have
maybe
a
different
routine
coming
out:
Four,
Mile,
Run,
Drive,
or
maybe
even
yeah,
using
this
as
just
one
massive
intersection.
But
it's
it's
pretty
tricky.
F
So
it's
it's
really
tricky
to
balance
everyone's
needs
and
all
the
stakeholders
involved,
and
we
we
have
been
talking
with
our
engine.
Traffic
Engineers
and
they're,
really
hesitant
to
have
any
kind
of
of
a
stop
control
at
27th
Street.
You
know
basically
replacing
the
our
RFB
with
a
little
signalized
intersection,
given
especially
how
close
it
is
to
this
104
Mile
Run
Drive,
but
yeah
definitely
want
to
take
a
look
at
all
options
on
the
table.
P
No
I'm
not
trying
to
turn
my
mic
on.
Thank
you,
I
I
was
agreeing
with
Chris
and
Eric.
Thank
you
very
much.
My
fantasy
had
been
that
you
know
that
there
is
a
crosswalk
at
with
Adam's
Mill
going
over
Shirlington
road,
but
doesn't
go
anywhere,
I'm,
not
quite
sure
where
it's
there.
You
know
my
fantasy
would
be
that
I
could
actually
use
that
crosswalk
and
there
would
be
a
sidewalk
on
the
east
side
of
Shirlington
Road
right
there
on
the
bridge
part.
P
So
I
could
actually
get
to
the
trail
that
would
solve
all
of
our
problems
but
yeah
the
the
trouble
with
Shirlington
road
is
it's
four
lanes
and,
and
the
drivers
really
can't
see
the
flashing
beacon
in
the
daytime,
which
is
mainly
what
I'm
going
over
there,
and
maybe
the
first
car
will
stop,
but
there's
no
guarantee
any
of
the
other
lanes
are
gonna
stop
and
it's
really
scary.
You
get
out
there
and
you
know
the
first
car
stopped
and
then
you
can't
go
anywhere.
P
You
have
to
go
backwards,
go
back
to
the
trails,
so
yeah,
it's
a
real
traffic
light
would
be
wonderful
figure
out
how
to
have
a
sidewalk
on
the
other
side
would
be
wonderful
but
yeah.
It
needs
work
and
it's
a
really
important
connection
for
all
of
us.
So
especially
when
we
go
to
Shirlington.
Thank
you.
A
Thank
you,
and
it's
just
so
worrisome
with
the
with
magnificent
playground
right
there
I
mean
there's
so
many
more
children
and
families
Crossing
now
could
we
get
rid
of
the
flashing
Beacon?
Just
if
we
wanted
to
do
something
fast?
A
Would
that
be
in
the
realm
of
the
possible
or
I
mean
an
ad
automatic
enforcement
cameras
like
right
away
or
add
Speedy
tables
right
away?
Are
there
things
we
could
do
in
the
near
term
like
next
week,
instead
of
waiting,
you
know
five
years
or
whatever
until
the
study
is
done
in
the
capital,
it's
in
the
capital
budget
and
all
this.
F
Yeah,
the
Pamela
brought
up
a
really
good
point
that
you
know
you
know
it's
sometimes
difficult
to
see
the
crosswalk,
especially
at
night.
So
you
know,
one
thing
that
we
could
probably
do
sooner
is
increase
the
visibility
not
just
through
lighting,
but
also
having
more
markings
but
also
finding
ways
to
slow
down
traffic
like
like
that
was
previously
mentioned.
F
You
know
having
such
as
like
the
rumble
trips
or
finding
some
ways
to
maybe
like
shrink
the
lanes
through
like
different
kind
of
markings
yeah.
It's
it's
pretty
tricky
with
the
getting
things
that
are
temporary,
especially
with
people
who
are
coming
off
the
interstate
they're.
You
know
they're
driving
pretty
quickly
so
in
terms
of
slowing
them
down
and
making
sure
that
they're
obeying
traffic
laws
that
they're
yielding
to
people
walking
and
biking.
A
Can
we
bar
right
turns
off
of
the
interstate
and
make
those
cars
go
straight
and
and
take
a
different,
slightly
different
route
so
that
they
cannot
take
a
slip
lane
onto
Shirlington
Road.
F
Yeah
that
to
me
that's
one
of
the
biggest
issues
like
we
shouldn't
be
doing
slip
Lanes
at
all
period,
because
you
know,
as
everyone
in
this
room
is
aware,
like
that.
Just
maintains
traffic
speeds
and
you
know,
and
incentivizes
people
to
drive
quickly
without
slowing
down.
So
when
they
see
this
crosswalk,
they
probably
just
don't
even
bother.
F
D
Yeah
yeah,
you
know,
given
that
there's
the
county
line
is
right.
There
has
Alexandria
just
given
you
authority
to
do
whatever
you
want
or,
or
is
this
gonna
you
know
get
hung
up
because
I
think
the
Exxon
station's
actually
in
Alexandria.
F
Yeah,
that's
a
really
important
question.
I
I!
Unfortunately,
don't
have
an
answer
to
that.
This
is
for
enough
now
that
we're
just
doing
internal
data
collection,
but
you
know,
working
with
our
with
our
neighbors
to
the
South,
is
definitely
going
to
be
a
critical,
because
you
know
this
bridge.
These
Crossings
don't
just
affect
us.
It
affects
everyone
who
uses
the
trail,
especially
people
who
are
biking
from
Alexandria
yeah
I'm
sure
that
they're
they're
aware
of
that
problem
as
well,
but
yeah.
Thank
you
for
that
comment.
A
N
Yeah
I
mean
you
know
what
about
if
you're
thinking
about
some
relatively
short-term
things,
can
you
make
the
crosswalk
itself
raised?
I
mean
that
forces
traffic
to
I
mean
the
first
time.
Maybe
they
don't
notice
it,
but
the
second
time
they
go
over
it
at
25
they're,
going
to
notice
that
they
hit
a
big
bump
and
then
in
future
they
might
need
to
be
slowing
down
more
and
likewise,
with
the
slip
lane.
N
Is
there
a
way
to
force
drivers
in
the
slip
lane
to
go
a
lot
slower
as
they
hit
the
slip
plane
like
with
with
an
actual
speed,
hump,
or
something
like
that,
so
they
can't
take
the
slip
lane
at
30
miles
an
hour,
so
that
just
provides
more
time
for
them
to
see
if
there
happens
to
be
a
the
beacon,
flashing
or
people
or
anything.
N
But
that
is
one
of
the
biggest
problems
is
as
they
take
that
slip
lane,
particularly
if
they
don't
need
to
slow
down
for
traffic
in
front
of
them.
They're
just
going
to
continue
along
at
whatever
speed
they're
at
and
the
and
then
the
crosswalk
is
pretty
shortly
after
that.
So
they
don't
have
a
lot
of
time
to
realize
that
they're
now
in
a
in
a
completely
different
world
than
driving
on
the
expressway.
F
Yeah,
that's
definitely
something
that
we
can
incorporate.
You
know
beyond
when
we
look
at
Short
Term
to
long-term
Solutions.
Removing
this
leveling
is
definitely
something
that
can
be
included
as
part
of
that
package
of
solutions.
N
Some
credit
I
wasn't
talking
about
removing
the
slip
lane
I'm
talking
about
making
the
drivers
on
the
slip
lane
aware
that
they
need
to
be
much
slower,
such
as
putting
a
speed
hump
in
the
slip
lane
or
the
rumble
strips
or
some
or
narrowing
it
up
significantly
something
you
know
because
removing
the
slip
lane
is
years
away
and
as
Cynthia
mentioned,
you
were
just
asking:
what
can
you
do
now
and
so
obviously,
what
can
you
do
now
so
yeah?
Removing
the
supply
is
a
great
idea,
but
that's
not
going
to
happen
next
week
right.
A
I
love
both
of
those
ideas,
putting
a
rumble
strip
or
speed
table
in
the
slip
lane
and
also
having
a
raised
crosswalk
I
think
those
could
be
done
really
quick.
If
Arlington
wanted
to
proceed.
Dana.
D
Yeah,
how
about
just
can
what
about
putting
another
and
just
an
automatic
sensor
for
the
for
the
rapid
flash
Beacon
yeah?
So
so,
when
a
cyclist
or
a
ped
walks
up
to
it?
It
just
goes
off.
D
F
We'll
share
with
our
project
manager
to
team
one
one
thing
that
they
would
probably
push
back
on.
Is
you
know
if
how
sensitive
would
the
sensor
be?
You
know,
for
example,
if
it's
someone
who
is
walking
down
the
trail,
maybe
going
head
into
this
bus,
stop,
for
example,
would
that
trigger
the
beacon
I?
Don't
want
to
say
no
to
that,
but
just
something
that
we
need
to
consider,
and
then
the
perfect
world
like
that.
That
would
be
perfectly
time
with
the
interceptions
like
what
we
do
with
the
production
intervals.
A
Do
you
think
maybe
the
study
team
can
join
us
at
this
next
BAC
meeting
and
talk
about
the
official
start
of
the
study
and
what
they
propose
and
which
of
these
immediate
suggestions
might
work
for
the
for
the
intervening
months
or
years
before
the
study
is,
is
completed
and
and
implemented.
F
Yeah
for
sure
we
can
have
our
team
come
on
more
for
the
next
meeting,
especially
with
the
traffic
engineer.
Who
will
give
more
much
more
a
better
analysis
than
I
could
and.
N
I'll
just
make
the
one
last
comment
that
when
the
whole
thing
was
rebuilt
and
went
under
395-
and
it
was
all
done,
I
was
really
surprised
that
the
trail
was
not
routed
under
Shirlington
Road.
It
just
seemed
like
a
complete
oversight.
Opportunity
just
put
it
right
under
and
now
you
know
now
that
was
a
missed
opportunity
and
I
realized
that
was
probably
before
you
were
around
Elwyn,
but
but
I,
just
I
I
remember
when
it
was
all
done,
I
thought
well
that
was
silly.
Why
didn't
they
just
put
it
under
Sterlington
too?
F
A
.
all
right:
well,
we
will
look
forward
to
continued
discussions
and
hopefully
everyone
will
be
safe
in
the
interim.
A
Thank
you
so
much
and
next
we
have
Leah
we'll
talk
about
Des
design
standards.
I
Yeah
so
I
think
catching
up
on
the
email
change
that
it
sounded
like
we
were
gonna
have
maybe
a
discussion
of
just
general
Trail
standards
today
and
then
talk
about
questions
to
figure
out
what
staff
needs
to
come
to
a
future
meeting,
so
I
can
kind
of
just
break
it
down.
I
think
it
was
kind
of
three
main
categories,
just
from
looking
at
the
agenda,
the
first
being
design
centers
regarding
trails,
so
I
think
the
first
kind
of
thing
regarding
Trails,
there's
kind
of
some
old
standards
and
some
new
standards.
I
So
I
think
the
first
thing
to
mention
is
that
to
kind
of
improve
some
of
the
coordination
to
make
sure
our
standards
are
cohesive.
We
do
have
a
trail
coordination
team
that
I
think
I've
mentioned
a
few
times.
It
includes
people
from
Des,
specifically
transportation
engineering
operations
and
then
transportation
planning
as
well,
and
then
also
individuals
from
the
Department
of
Parks
and
Recreation.
A
lot
of
what
we've
done
is
kind
of
spent
time
coordinating
projects
and
also
answering
questions
about
Trail
standards.
We
don't
have
one
document
that
we
follow.
I
You
know
a
lot
of
the
time
in
the
master
Transportation
plan,
for
example,
it'll
say
if
you're
building
a
trail
on
you
know,
if
you're
doing
an
extension
of
the
custis
trail,
and
you
have
this
amount
of
volume
it
needs
to
be.
You
know,
12
feet
wide,
for
example,
and
this
is
an
issue
at
times
because
we
don't
have
you
know
an
exact
amount
of
you
know
width
for
every
time
we're
having
a
new
Trail.
So
this
is
something
that
the
trails
coordination
team
is
getting
into.
I
I
think
maybe
someday
will
have
kind
of
more
set
Trail
design
standards
that
are
coming
out,
but
we
do
have
right
now
kind
of
these
Trail
Crossing
standards
and
that's
been
very
helpful.
They're
specifically
for
unsignalized
trail
Crossings-
and
you
know
there
are
some
kind
of
guidelines
here
like
Trails-
shall
be
a
minimum
of
10
feet
wide,
but
a
preferred
width
of
at
least
12
feet.
I
You
know
they
can
be
up
to
16
feet
wide
once
again,
depending
on
user
volumes,
and
we
get
these
volumes
from
David
Patton,
who
does
kind
of
the
bike
count
program
and
also
does
ped
counts
as
well.
So,
for
example,
you
know
if
we
I
want
to
extend
a
trail
and
it's
having
you
know
really
high
volumes
like
the
custis
or
WOD.
That
would
be
something
that
would
lean.
You
know
closer
to
16
feet,
that's
kind
of
a
core
element
of
these
Trail
Crossing
guidelines.
I
Another
is
having
an
accessible
curb
ramp
where
the
trail
crosses
the
road.
You
know
the
minimum
width
of
the
ramp
should
be
the
width
of
the
trail.
So,
for
example,
if
you
have
a
10
foot
Trail,
you
should
have
a
10
foot
curb
brand,
not
including
the
wing
flare.
So
the
part
that
kind
of
goes
out
from
the
center,
the
preferred
ramp,
width
or
Trails
is
12
feet
or
more
because
when
you
think
about
Trails,
you
have
you
know:
cyclists
coming
either
directions.
You
have
pedestrians
and
suitors
as
well.
I
Another
core
element
of
this
kind
of
unsignalized
Trail
Crossing,
is
10
feet
or
more
wide
high
visibility
Crossings.
So
you
know
these
are
kind
of
the
white
marks
that
you
see
across
General
Crossings
in
the
county,
but
just
making
sure
that
they
are
high
visibility
and
it
goes
into
details
on
you
know
like
spacing
between
lines
and
things
like
that.
I
Talking
about
a
stop
sign
and
a
Stop
Bar
on
the
trail
in
both
directions
as
well.
There's
also,
you
know
guidelines.
When
you
talk
about
a
center
line
that
you
know
when
you're
approaching
an
intersection,
it
needs
to
be
solid
because
you
don't
want
people
passing
each
other
on
the
trail
right
before
an
intersection,
because
that
could
lead
to
issues.
I
There's
also,
you
know,
should
be
a
combined
bike,
pedestrian
warning
along
the
road
in
each
direction
to
alert
drivers.
So
that's
a
sign-based
or
people
driving
to
let
them
know
that
there
is
a
trail
Crossing
ahead.
I
We
have
the
you
know
typical
downward
diagonal
Arrow
plaque
below
the
warning
sign.
You
know
a
signal
warning
sign
can
be
used
on
the
right
side
of
the
road,
but
if
more
visibility
is
needed,
you
know
they
can
be
on
both
sides
of
the
road
things
like
that,
and
then
a
bike
route
signed
is
recommended
as
a
core
element
as
well,
and
then
a
no
motor
vehicle
sign
is
also
recommended.
I
So
there's,
let's
see
one
two
three
four:
five,
six,
seven
eight
so
there's
eight
kind
of
core
elements,
so
the
general
guidance
for
unsignalized,
trail,
Crossings
and
then
there's
enhanced
elements
as
well
so
like
that
would
be
like
stock
markings
or
you
know
slow
markings
on
the
trail.
Stop
ahead
signage,
like
kind
of
things
like
that
and
there's
you
know,
places
with
low.
You
know:
Road
user
yields
compliance,
so
drivers
who
aren't
yielding
you
know
you
have
Trail
Crossing
markings.
I
You
know
Green
markings,
you
know
where
the
bike
path
and
walking
path
are
separate.
You
know
you
have
RFB
just
a
lot
of
kind
of
things
that
we
can
do
in
the
street,
specifically
I'm
thinking
about
like
the
Arlington
Boulevard
Trail,
where
you
have
some
of
those
off
and
on-ramps.
I
Those
are
the
places
we're
really
focusing
some
of
these
kind
of
new
unsignalized
Trail
Crossing
design.
Guidelines
at
that
was
my
should
be
alone
trails,
and
how
are
there
any
questions
on
that?
At
first
see,
Dana
said
how
are
the
curb
ramp?
What's
confirmed?
Ramped
at
the
Arlington
side
of
the
new
Westerly
Bridge
seemed
to
be
too
narrow.
I
Indesign
I
know
there
were
some
issues
with
the
construction
of
the
curb
ramps,
so
I
can
follow
up
with
Jason
on
that
the
WID,
Crossings
and
Falls
Church
are
poor,
where
the
push
cyclists
and
Walkers
Runners
together
I
hope
we
don't
get
that
with
the
planned
w9d
upgrades
I
think
with
the
plan
WOD
upgrades,
they
will
be
very
large,
curb
ramps.
A
I
had
a
question,
so
what
determines?
Who
gets
the
stop
sign,
whether
whether
it's
the
drivers
or
those
traveling
by
foot
or
bicycle.
I
I
If
you're
coming,
you
know
kind
of
from
Rosslyn,
there's
like
what
it's
like,
Quinn
Street,
so
you're
going
uphill
and
there's
been
some
issues
like
I
almost
got
hit
the
other
day
on
the
way
to
work
but
I
as
a
cyclist
am
not
going
to
stop
as
I'm
going
up
the
custis
trail
for
a
car
and
then
keep
you
know,
get
that
momentum
and
go
again
so
we're
having
some
discussions
on
like
situations,
but
at
that
situation,
for
example,
the
car
has
a
stop
sign,
so
they
should
be
the
ones
to
stop.
I
It
kind
of
depends
on.
You
know,
for
example,
for
the
yield
or
the
off
ramps
from
like
Route
50.
They
don't
have.
They
may
not
have
a
stop
sign.
So
then
it
kind
of
goes
on
the
trail
user.
But
if
the
car
has
a
stop
sign,
they
would
be
like
expected
to
yield.
But
then
you
have
all
these
situations
and
it
gets
confusing.
So
kind
of
our
goal
is
we
want
to
make
it
pretty
just
cohesive
and
Universal
so
you're
not
like
stopping
at
one
but
yielding
out
another.
I
N
Yeah
I,
don't
know
if
I
agree.
So,
for
instance,
I
remember
many
years
ago,
when
Dave
Goodman
was
still
around.
We
were
talking
about
the
three
Crossings
on
the
Bluemont
Junction
trail
between
Boston
and
George
Mason.
So
the
first
one
I
can't
remember
the
street.
It's
like
Wakefield
or
something
like
that.
N
There's
there
are
virtually
no
vehicles
on
that,
and
so
there
was
a
conversation.
What
if
we
turn
the
stop
sign
around
and
make
the
stop
sign
for
the
drivers
and
through
for
the
the
trail
users
and
the
next
one
was
more
like
you
know,
kind
of
a
50
50
and
then
the
one
in
Kensington.
You
know
now
we
have
this
sort
of
raised
humpy
Crossing
and
they
are,
you
know,
there's
bad
sight
lines.
I
mean
that's
not
the
best
Crossing
period.
N
There's
a
lot
of
issues
with
that
one,
but
the
first
one
was
kind
of
a
clear
signal
like
this
is
a
no
no-brainer.
We
should
just
make
because
there
are
way
more
people
walking
their
dogs
in
the
strolls
and
everything.
And
then
there
are,
there
are
Vehicles
driving
there,
there's
almost
no
vehicles,
and
they
should
they
should
just
have
the
stops
up.
N
So
I
I
think
there's
a
little
bit
of
contextualization.
That
needs
to
be
included
and
not
just
try
to
use
a
one.
Size
fits
all
at
every
single
intersection.
I
Yeah
I
think
when
I
talk
about
the
one
size
fits
all
it's
like
stopping
versus,
yielding
on
the
trail
versus
cars
and
I.
Think
a
lot
of
it
depends
on
volumes
like
you
just
mentioned,
and
also
Chris
put
it
in
the
chat.
It's
like.
For
example,
you
know
cars
aren't
going
to
yield
when
you're
coming
up
and
up
cars
aren't
going
to
be
expected
to
fully
stop
coming
off
an
off
ramp
of
Arlington
the
boulevard.
I
Okay,
I
guess
just
moving
on
to
sidewalks
I.
Think
I
don't
know.
Are
we
I
kind
of
figured
we're,
maybe
talking
about
width,
but
we
can
kind
of
get
into
that
more.
So,
essentially,
when
we're
talking
about
sidewalks,
there's,
essentially
kind
of
two
standards
were
following
specifically
when
we're
talking
about
ADA
compliance,
that's
the
American
with
Disabilities
Act,
so
essentially
there's
a
dag,
which
is
kind
of
what's
specific,
what's
enacted
right
now,
so
this
is
the
Americans
with
Disabilities
Act,
assess
accessibility,
guidelines
from
2010
and
I.
I
Think
just
the
minimum
widths
are
a
little
less
than
prologue,
which
I'll
talk
about
in
a
minute.
So,
for
example,
you
know
a
minimum
width
with
adag
could
even
be
down
to
three
feet,
but
you
know,
as
we
know,
is
really
really
narrow.
I
So
what
the
county
is
kind
of
doing
is
relying
more
on
what's
called
Pro
Ag,
and
this
is
kind
of
a
draft
public
rights
of
way
guideline,
so
it
hasn't
been
approved.
It
has
to
be
approved
by
the
fhwa
kind
of
before
it's
enacted,
but
it's
definitely
more
updated
and
kind
of
goes
above
adag.
I
So
I
would
say
it's
kind
of
a
combination
between
adag,
Pro,
wagon
and
The
Pedestrian
element
and
then
a
lot
of
the
times.
You
know
sector
plans,
we'll
talk
about
sidewalk
widths
and
then
you'll
also
have
glops
that
will
have
sidewalk
widths
as
well.
So
it's
kind
of
taking
all
of
that
kind
of
tying
it
together.
I
I
think
really,
the
only
time
that
I've
that
it's
been
pretty
hard
to
kind
of
get
a
sidewalk
is
when
there's
a
like
an
old
growth
tree
has
been
the
time
it's
been
really
challenging,
but
DPR
has
been
really
great
on
doing
some
kind
of
flexible
pavement
treatments.
So
you
know
they
may
not
use
concrete
specifically,
but
we
can
use
kind
of
more
permeable,
flexible
Pavements
kind
of
get
that
width
and
maintain
the
tree,
which
has
been
really
great.
I
We've
had
that
on
some
neighborhood
streets
recently
and
that's
turned
out
pretty
well.
I
And
then
I
think
the
last
one
was
curb
ramps
and
it's
kind
of
similar
with
the
you
know,
basically
using
Ada,
so
a
dag
and
pro
AG,
but
then
with
curb
app,
specifically
and
I,
guess
sidewalks
as
well.
We
have
to
follow
VDOT
standards
as
well,
specifically
and
then
there's
we
have
these
Horrors
horizontal
standards,
where
we
have
a
few
details
specifically
for
curb
extensions
and
that's
usually
something
that
will
be
integrated
into
whether
that's
you
know
a
development
review.
I
So
if
it's
a
private
development,
you
know
we
can
go
and
say
you
know,
these
are
the
horizontal
design
standards.
You
need
to
widen
this
curb
ramp
or
have
a
wing
flare
Etc
or
you
know
if
it's
something
that's
being
designed
internally,
those
are
applied
as
well.
I
I
So,
for
example,
if
there's
a
fire
hydrant
next
to
a
curb
ramp
or
there's
a
utility
pole
or
a
light
post,
that's
when
I've
seen
curb
ramps,
narrowed
or
even
a
wing
flare
cut
out
which,
when
you
think
about
it,
doesn't
quite
make
sense,
because
you
need
the
two
Wing
flares
to
be
able
to
kind
of
go
up
and
then
access
either
side.
If
you
don't
have
a
wing
flare
really,
you
can
only
go
straight
if
you're
using
any
sort
of
assistive
device.
C
Cool
yeah
on
curb
ramps,
I
I,
had
kind
of
two
questions
and
I
totally
understand
if
you
need
to
take
them
away
and
come
back,
but
it
I
think
my
first
one
is.
C
It
still
seems
like
from
time
to
time
we
get
the
kind
of
ramp
that
sort
of
there's
just
one
of
them,
and
it's
kind
of
on
the
diagonal
of
the
of
the
intersection
sort
of
seems
to
direct
you
out
into
traffic
and
I
I,
keep
hoping
to
understand,
I'm
sure
somebody
must
have
a
design
standard
that
like
prefers
that,
because
it
doesn't
keep
happening
by
by
chance.
C
So
I
would
love
to
understand
where
that
comes
from,
and
why
every
once
in
a
while,
we
still
get
something
like
that
and
then
my
other
one
is
totally
understand
that
sometimes
the
sort
of
channelized
curb
ramps
are
necessary,
but
I
would
love
help
understanding
like
what
those
are
like.
What
is
it
that
the
engineer
you
know
encounters
where
they're
like?
Oh,
we
can't
do
the
standard
you
know
with
the
with
the
wings
and
the
whatnot.
I
I
think
the
first
question
regarding
kind
of
the
directing
out
into
the
street
I,
will
take
that
back
and
give
you
an
answer
from
an
engineer,
because
I've
also
asked
that
question
and
they
say
it
much
more
eloquently
than
what
I'm
going
to
attempt.
So
I
will
just
send
you
that
in
an
email
or
bring
it
to
the
next
BAC
meeting,
because
it
has
to
do
with
like
curb
radii
and
just
very
engineering
heavy
things.
I
I
Essentially,
it
was
like
there's
a
there's
Planters
behind
it
with
you
know,
trees,
and
there
was
a
hydrant
and
or
a
fire
pole
like
we
pushed
back
so
hard
on
not
having
that
channelized,
but
they
didn't
want
to
move
the
utilities
and
they
didn't
want
to
tear
down
the
trees.
So
it's
really
only.
It
should
only
be
when
it's
just
really
constrained
by
utilities,
right
of
way
and
kind
of
tree
canopy
from
what
I've
noticed,
but
I'll
get.
If
there's
a
definitive
answer,
I'll
bring
that
back
and
and
ask
them
as
well.
D
Yeah
yeah,
all
of
the
issues
in
the
chat,
yeah
Leah,
can
take
a
swing
at
those
later
specifically
how
about
what
about
aligning
the
crosswalks
with
the
curb
ramps,
you
know
again:
I
offer
West
cleave
as
a
good
example.
You
know
when
the
fact
that
you
don't
go
directly
down
the
curb
ramp.
You
know.
D
D
I
And
then
I
saw
that
in
the
chat
for
the
really
bad,
curb,
Rams
and
Arlington.
Is
there
a
list
of
those
ramps
as
their
plan
to
take
those
ramps
that
are
problems
and
replace
them?
What
about
curb
ramps
or
aprons
on
VDOT
roads?
There
is
not
a
list
of
really
bad
curb
ramps
that
I'm
aware
of
I.
Think
that's
something.
Maybe
we
could
task
the
new
staff
with,
because
it
just
keeps
coming
up.
I
I
think
there
is
kind
of
an
effort
through
vision,
zero
to
kind
of
replace
those
over
time
or
replace
them
through
Redevelopment,
but
I
know,
there's
some
that
may
be
kind
of
in
neighborhoods
and
spots
where
there's
not
going
to
be
Redevelopment
that
you
know
just
need
to
be
replaced
and
then
I
think
a
lot
of
them
are
along,
maybe
VDOT
roads
or
roads
that
we
don't
own,
which
we
would
just
kind
of
need
to
work
with
VDOT
on
that,
but
yeah
I,
don't
think,
there's
really
essentially
a
bad
curb
ramp
list
right
now
there
is
a
list
of
what's
called
like
all
in-street
devices.
I
It's
a
map
that
transportation
engineering
and
operations
has-
and
there
was
some
discussion
about
adding
curb
ramps
onto
that
with
a
status
or
condition
I'm,
not
sure
if
that
is
still
in
the
works.
So
I
can
check
back
on
that
and
see
if
that's
something
they're
still
doing.
I
Honestly,
that
would
be
amazing,
because
the
one
of
the
kind
of
capital
Improvement
funds
that
I
oversee,
is
called
pdsi.
It's
pedestrian
spot
improvements
and
that's
exactly
what
it
does.
Essentially,
it's
set
up
in
a
way
that
it
would
just
improve,
curb
ramps
or
sidewalks,
for
example,
what
I'm
doing
now
a
lot
of
those
are
kind
of
in
coordination
with
vision,
zero,
quick,
build
projects.
I
So
right
now,
for
example,
think
the
capital
fund
is
I,
think
it's
funding
about
five
different
projects
throughout
the
county
that
are
all
kind
of
curb
ramp
upgrades
Crossing
upgrades,
so
we
are
doing
that
now,
but
it
would
be
interesting
to
kind
of
hear
about
how
you
know:
I
guess
people's
experiences
and
how
that
overlaps,
with
what
we're
doing
through
Visions
here
quick,
build
projects.
I
G
Yeah
with
regard
to
curb
ramps
and
I
think
that
we
sort
of
alluded
to
it,
but
the
parallel
curb
ramp
is
the
one
that's
a
real
problem
when
you
cross
you,
basically
there's
a
curb
in
front
of
you,
and
you
have
to
do
like
a
90
degree,
turn
right
right
in.
G
I
A
Yeah
Pam
curb
ramps.
P
Following
up
on
what
Chris
and
Dana
were
asking
about,
my
specific
cons,
I
have
two
concerns.
Is
there
actually
a
requirement
legal
guidance?
General
guidance
of
the
county
follows
that
the
programs
should
be
aligned
with
the
crosswalk
I
I
constantly
raise
those
sprcs
and
people
look
at
me
like
I'm,
crazy,
it's
like,
but
if
they're
not
aligned
and
you're
in
a
wheelchair
or
if
you're,
you
know,
vision
impaired,
you
end
up
in
the
middle
of
the
intersection
that
it
is
absolutely
essential
that
they
be
aligned
and
I.
Don't
know
why.
P
P
The
other
thing
that
I
have
heard
from
somebody
in
my
community
is
there's
a
new
substance
for
curb
ramp,
so
that
Boston
is
using
and
it's
metal
I
think
and
does
the
county
have
guidance
on
what
their
preferences
are
for
the
actual
substance
that
the
curb
ramp
is
I
mean
I,
I
love,
the
colorful
kind
of
plastic
ones,
they're,
certainly
better
than
the
you
know,
the
concrete
ones
that
we
used
to
have
that
break
and
have
weeds
going
through
them.
P
So,
oh,
the
other
question
is
about
for
the
crosswalk
and
I
guess
sidewalks.
What
they're
made
of
is
the
country
really
pushing
for
concrete
over
bricks?
Your
Crystal
City
loves
bricks
and
they're,
just
awful
for
pedestrians.
I
Thank
you,
I'm.
Writing.
All
this
down,
I
would
have
to
check
I.
Think,
like
our
standard
is
just
concrete,
but
I
can
see
if
there's
any
flexibility
on
that
I
I,
don't
know
if
that's
included
in
the
standard
jet
I'll
have
to
look
at
what
Boston's
doing
as
well.
That's
interesting,
I'll.
I
I
Yeah
and
then
I
think
the
legal
requirement
regarding
if
a
curb
ramp
should
be
aligned
with
a
crosswalk,
that's
kind
of
related
to
some
of
the
other
questions
asked
so
I'll
bring
that
back
as
well.
I
think
it
has
like
I
mentioned
before
it
has
to
do,
which
is
like
curb
radii,
because
sometimes
you
know
if
I'm
looking
at
a
plan-
and
you
have
one
curb
ramp,
you
know
at
a
crossing
and
you
just
kind
of
in
between
the
two
crosswalks
I.
I
Do
wonder
why
it's
just
not
too
pointed
in
the
same
direction,
so
I
can
get
some
clarification
on
the
kind
of
design
guidelines
behind
that.
I
I
I
Basically,
the
contractor
is
repairing
some
alcohol
pipes
of
the
Apex
apartments
on
South,
Glebe,
Road
and
they'll
be
preparing
an
mot
to
get
the
kind
of
necessary
right-of-way
permits,
but
he
wanted
to
discuss
with
us
because
there
will
be
a
partial
closure
of
the
Four
Mile
Run
Trail
during
the
week.
So
there
will
be
an
Mot
I
have
not
gotten
it
yet.
But
just
a
heads
up
that
Four
Mile
Run
Trail
kind
of
by
South
Glebe
will
have
an
Mot
for
about
a
week,
starting
the
17th.
E
D
I
I
It's
published
on
the
DPR
Trails
webpage
that
I
will
find
a
link
to,
but
they
did
not
include
in
this
email.
N
So
if
I
remember
is
Bob
the
gentleman
who
came
last
time.
I
N
About
the
trails
right
so
you're,
just
a
little
annoyance
that
I
pointed
out
this
problem
with
the
Washington
Boulevard
Trail
has
water
on
it
all
the
time.
P
N
I
put
it
on
the
reporter
problem
and
he
you
know
he
specifically
asked
please
let
me
know
when
I
get
back
to
him.
He
says:
well,
it
hasn't
rained
I
said
well,
the
water's
there
24
7.,
it's
all
there
all
the
time.
So
if
you
could
just
remind
him
that
that
would
be
great
to
go
check,
it
looks
like
it
there's
a
real
problem
there
of
some
sort
of
a
leakage
of
a
pipe
and
you
know,
and
in
the
winter
it
would
freeze
and
about
half
the
trail
is
unusable.
N
N
I
think
I
sent
him
a.
You
know
a
point:
it's
on
the
reporter
problem.
It's
on
the
Washington
Boulevard
Trail,
the
one
that
on
the
East
Washington
Boulevard
Trail,
not
the
one
by
the
Pentagon
between
right
before
that
that
little
Bridge
before
we
go
up
to
Towers
Park.
I
N
N
N
A
I
just
have
a
couple
things
if
folks
have
burning
issues
or
topics
that
they
would
like
to
discuss
at
the
next
meeting
or
at
Future
meetings.
Don't
hesitate
to
to
get
in
touch,
we
all
keep
running
lists
and
and
try
to
you
know,
see
what
we
can
squeeze
in.
So
please,
let
me
know
if
you
have
topics,
and
second,
some
of
us
were
thinking
about
having
some
summer
happy
hours,
perhaps
even
starting
in
May.
A
We
could
do
them
outside
and
talk
bikes,
because
it
would
be
great,
since
these
meetings
are
all
online
it'd
be
really
great
to
to
actually
interact.
So
if
there's
interest
in
that,
we
can
maybe
set
something
up
starting
next
month.
D
Yeah,
that's
Dana
I'm,
just
I'm
going
to
follow
back
up
with
with
Dominion
about
the
the
boardwalk
on
on
Glebe
the
Dominion
Glebe
project
and
highlight
the
fact
that
they,
you
know
that
that
it
is
slippery
and
they
need
to
work
a
little
bit
more
on
it
and
they
need
to
also
work
on
the
on
fixing
the
the
detour
on
Route
One
when
they
put
that
back
into
play.
D
You
know
because
I've
gotten
a
bunch
of
comments
from
from
various
writers,
saying
you
know
the
identifying
the
problems
so
I'm
going
to
follow
up
with
with
Dominion,
probably
tomorrow.
D
Well,
the
one
the
person
I'm
working
with
is
in
Richmond.
We
can
probably
do
that
or-
or
you
know,
I
think
I
have
a
pretty
good
relationship
with
her
and
I.
Think
it'll
probably
get
stuff
done.
If
we
just
you
know
just
you
know,
you
know
avoid.
You
know,
avoid
bringing
him
in
for
a
vlogging.