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A
A
A
A
You
wear
in
the
county,
so
thanks
for
coming
the
work
session
is
the
goals
as
listed
on
the
agenda,
are
to
hear
the
elements
of
the
the
framework
concepts
and
essentially
give
feedback
on
those
endorsed
them
or
not,
and
then
the
staff
will
tee
up
a
few
sort
of
issues
that
they
are
grappling
with
and
would
like
some
feedback
and
guidance
from
the
board.
So
I'm
gonna
turn
over
the
manager,
but
I
think
that
the
agenda
in
front
of
us,
it's
all
on
I,
legislate.
A
A
Of
the
NTP
and
if
there's
anyone
that
has
probably
seen
more
change
and
sort
of
the
way
things
are
done
and
some
of
the
innovation
that
have
been
done
across
the
country
across
the
world,
it's
the
transportation
as
it
deals
with
bicycles.
So
we're
looking
forward
to
hear
what
you've
got
to
tell
us
today,
I'm
going
to
turn
it
over
to
you.
Mr.
manager,
Thank.
B
You,
mr.
chairman,
we
have
Dennis
leash
and
retire
with
us.
Also
I,
don't
know
if
you
all
know:
Shelly
pert,
she's,
relatively
new
to
our
transportation,
planning,
Bureau
function
and
I.
Think
rich
is
going
to
be
going
through
going
through
the
slides
and
then
we'll
open
it
up
for
conversation,
great.
D
You
so
my
name
is
rich
viola,
I'm,
with
transportation
planning
for
our
intent
des
and
I
have
been
the
project
manager
on
this
effort
to
update
this
MTP
element,
the
bicycle
element
of
the
MTP,
so
I'll
walk
us
through
the
kind
of
the
first
part
of
the
presentation,
and
please
stop
me
as
you
feel
the
need.
So
the
first
question
is:
why
are
we
undertaking
this
update,
and
so
it
really
goes
back
to
our
existing
MTP
bike
element
was
adopted
in
2008
almost
10
years
ago
and
since
that
time
there's
a
lot.
D
That's
happened
in
bicycling,
partly
it's
been
changes
in
technology.
Things
like
our
bike
share
system
which
hadn't
even
been
developed
at
that
time
is
now
flourishing
and
we
have
millions
of
users
per
year
on
our
Capital
Bikeshare
system
and
we
have
additional
systems
coming
along
the
way
as
well
and
additional
other
changes
things
technology
things
like
protected
bike
lanes,
electric
assist
bicycles,
all
those
sorts
of
things
have
really
become
prominent
in
Arlington
County,
as
well
as
we're
seeing
new
new
issues
coming
up
with
kind
of
desire
to
have
more
and
more
people,
bicycling
different
demographics.
D
D
The
primary
emphasis
is
on
safety
and
comfort
of
users
and
really
we're
thinking
about
users
of
all
ages
and
abilities,
not
just
the
hardcore
bicyclist,
but
anyone
who's
thinking
about
riding
a
bicycle
and
that
involves
building
some
of
the
the
best
facilities
on
streets
on
streets
will
be
our
probably
our
area
where
we'll
be
having
the
most
change
in
terms
of
bicycle
activity,
and
so
we're
trying
to
make
that
as
best
as
possible
and
basing
this
network
on
kind
of
connectivity.
There
are
many
bike
facilities,
bike
infrastructure
already
in
place.
D
A
lot
of
those
are
not
necessarily
tied
together
in
a
way
that
serves
the
entire
county,
so
producing
that
kind
of
connectivity
and
allowing
kind
of
reduced
traffic
stress
routes
for
people
is
one
of
the
key
features
and
then
also
addressing
some
of
those
conflicts
that
that
we
have
today,
both
between
bicyclists
and
motorists
and
then
bicyclists
and
pedestrians.
That
occur
in
different
parts
of
our
infrastructure
system,
whether
they
on
street
or
on
the
trail,
and
some
of
that
is
physical
changes.
D
We
began
in
May
of
2017
earlier
this
summer
with
the
first
meeting
of
our
working
group,
which
mr.
slat
chairs,
it
is
11
person
advisory
group.
It's
comprised
of
citizen
members
from
various
Commission's
as
well
as
a
couple
of
at-large
members.
It's
a
broad
base
of
of
input
that
has
been
meeting.
That
group
has
been
meeting
monthly
since
that
time
has
been
helping
us
throughout
the
process.
D
D
So
let
me
speak
a
little
bit
about
that
community
involvement.
We
began
with
that
outreach
at
the
county
fair,
this
past
August,
where
it
was
the
first
of
seven
community
events
during
August,
since
in
September,
where
we
we
had
booths
and
we
had
staff
and
we
had
volunteers
kind
of
out
there
meeting
with
people
getting
information
from
from
them
and
hearing
what
they
have
to
say
about
bicycling
in
the
county.
We
had
a
couple
of
ways
in
which
they
could
provide
that
information.
D
One
was
a
survey
of
questions
and
that
was
done
both
in
person
and
online,
and
we
got
about
1200
individuals
to
respond
to
that
got
a
lot
of
data
out
of
that.
And
then
we
also
had
a
in-person
preference
survey
where
folks
could
look
at
various
different
types
of
facilities
and
vote
for
the
ones
that
that
suited
them
best,
where
they
bicyclist
or
motorists
or
other
user,
and
so
they
could
support,
and
we
got
about
500
people
who
fill
that
out
as
well
at
some
of
those
events.
D
D
So
the
major
issues
that
we
heard
from
our
survey
and
I
I
have
a
lot
more
data,
but
I
think
not
to
go
through
it
all
right
now,
so
sort
of
an
overview
of
what
we
have
in
that
framework
and
I'll
kind
of
point
out
really
what's
new
in
this
document,
that's
not
in
our
existing
document
and
two
kind
of
items
in
that
regard.
One
is
we.
We
spoke
a
lot
more
about
the
role
of
bicycling
and
kind
of
identify.
Why
are
we
doing
a
bike,
a
bike
plan?
D
Why
is
bike
bicycling
important
to
our
transportation
system
and
then
sort
of
the
vision
of
bison
which
which
didn't
have
in
our
previous
plan?
We
don't
have
in
our
previous
plan.
We
identified
that
too
and
I'll
talk
about
those
both
in
a
minute
all
the
other
elements.
Basically,
it's
an
update,
it's
a
refreshing
of
the
policies,
the
proof
and
measures
and
such
like
that
and
we'll
be
dealing
with
those
a
little
bit
more
in
the
in
a
few
minutes.
D
Excuse
me,
okay,
so
the
role
of
bicycling.
So
we
wanted
to
kind
of
identify
very
explicitly
why
we're
doing
this
and
why
it's
part
of
transportation
because
of
the
big
value
it
has
for
the
community,
the
various
benefits,
both
as
transportation
opportunity
for
many
people
at
how
it
fits
into
the
overall
system.
It
provides
flexibility
for
people
to
choose
different
types
of
ways
to
get
back
and
forth.
D
Different
types
of
bicycles
could
be
part
of
a
trip,
or
it
could
be
one
half
of
a
round
trip,
that's
sort
of
a
thing:
access
to
transfer
to
access
to
our
transit
stations,
a
lot
of
cycling,
that's
done
down
to
the
metro,
rail
stations
or
to
and
from
metro
stations.
It's
a
very
inexpensive,
low-cost
means
for
people
to
travel.
It
is
very
clean.
D
It
helps
the
local
and
economy
as
people
who
kind
of
travel
by
bike
tend
to
shop
locally
as
improvements
for
the
public
health
and
overall
and
how
it
contributes
to
the
quality
of
life
out
there
of
Arlington
and
makes
us
a
competitive
community
amongst
others.
So
there
are
safety
concerns
that
we've
heard,
and
so
those
are
kind
of
those
limit
how
people
get
around
and
when
they
choose
to
bike.
D
And
so,
if
we
address
those,
we
feel
we
have
ways
to
address
how
we
can
grow
the
bicycling
community,
the
number
of
folks
who
are
actually
riding
bikes
on
a
somewhat
regular
basis
and
then
they're.
You
know
how
we're
going
to
include
technologically
the
changes
and
those
how
they
are
actually
making
easier
for
people
to
ride
bikes.
D
More
things
like
bike
share,
provides
access
to
a
bike,
even
if
you
don't
own
one
and
electric
assist
bikes
which
make
it
easier
for
folks
who
may
have
a
somewhat
of
a
disability
to
get
around
traveling
with
large
numbers
of
cargo
or
children,
or
something
like
that
too.
So
and
then
the
facilities
that
we're
putting
in
as
well
how
that
makes
it
easier.
D
So
just
a
little
overview
on
our
bicycling
conditions,
we're
a
silver-level
bicycle
friendly
community
we've
been
for
a
number
of
years,
and
we
have
a
long
history
of
bicycle
planning
in
Arlington
County,
going
back
30
to
40
years.
We
are
growing
in
terms
of
the
the
bike
commute
chair,
the
last
two
estimates.
We
saw
her
about
two
and
a
half
and
five
percent,
so
we're
probably
somewhere
in
that
in
that
range
in
terms
of
the
commuting
mode.
D
D
So
we're
trying
to
address
that
as
well,
and
we
have
a
great
number
of
safety
encouragement
efforts
going
underway
through
our
a
CCS
bike,
Arlington
program,
and
so
those
are
ongoing,
but
they
there
is
still
some
significant
conflicts
that
that
we
have
so
the
vision
for
bicycling
and
this
as
I
say,
is
one
of
the
new
things.
This
I'll
just
read
it
very
quickly.
So
bicycling
is
an
integral
part
of
our
intense,
equitable,
multimodal
transportation
system.
D
It
provides
safe,
comfortable,
convenient
and
reliable
travel
for
persons
of
all
ages
and
abilities,
and
there
are
certain
certain
words
in
that
I
think
we're
very
important,
I
think
the
multimodal
ISM,
the
safety
and
comfort.
Certainly
that's
what
helps
people
want
to
ride
and
keeps
them
riding
convenience
and
reliability
extremely
important
as
well.
If
it's
going
to
be
a
transportation
choice,
it
has
to
be
comfortable
and
convenient
and
equity.
D
I
really
like
to
see
this
across
the
county
and
across
all
members
of
our
uncton
have
the
same
opportunities
to
travel
by
bicycle,
so
we're
trying
to
provide
facilities
that
are
suitable
for
everybody
and
remove
some
of
the
barriers
that
may
exist
out
there
less
here.
So
some
of
the
goals-
these
are
largely
just
refreshments
of
the
current,
but
the
one
that
probably
worth
things
probably
worth
mentioning
is
a
how
we're
putting
a
lot
more
attention
to
safe
and
comfortable
for
all
bicyclist.
So
we
move
that
to
the
firt
to
the
front.
D
It's
the
first
one
listed,
not
necessarily
the
only
one,
that's
important,
but
the
first
one
listed
and
D,
which
is
brand
new
and
that
is
to
provide
an
excellent
trail
system.
We've
always
recognized
that
trails
are
important
to
our
onsen
County
for
transportation
and
Recreation
and
other
aspects,
but
we
want
to
make
sure
that
we
have
that
system
and
we
maintain
it
and
we
improve
upon
it.
D
And
to
serve
those
six
goals,
there
are
14
policy
statements.
Most
of
these
are
carried
over
from
the
current
plan.
Just
starred,
the
five
that
are
are
not
that
are
new
and
that's
the
first
two
making
existing
streets
and
bikeways
safer,
more
comfortable
to
use
and
bicycles,
encouraging
safety
by
addressing
unsafe
and
safe
travel.
D
Providing
what
we
consider
the
best
ride
of
the
best
bicycle
facility
on
streets,
not
just
what
we
can
somehow
fit
in,
but
to
try
to
see
if
we
can
get
better
than
that
and
recognizing
that
most
I
use
trails
are
transportation
facilities
as
well
as
recreation,
so
leagues,
and
they
need
to
be
enhanced
and
operated
in
that
such
a
manner
and
establishing
kind
of
low
traffic
stress
opportunities
for
people
that
that
serve
the
entire
county.
That
gets
you
to
every
school
to
every
librarian
sure
of
the
county.
A
Very
big
question,
but
let's
get
some
feedback
on
it
now
that
was
a
somewhat
dense
presentation,
but
it
also
outlined
it
pretty
well
so
I
like
I,
also
appreciate
that
you
highlighted
the
new
things
most
of
this
is
being
retained
and
what
you
highlighted
were
the
things
that
were
new
new
thoughts
or
additions.
So
mr.
crystal
I'm.
E
Gonna
answer
your
question
with
a
question
guys,
but
one
of
things
I'm
trying
to
get
my
head
around
is
I.
Think
one
of
the
big
themes
you
shared
with
us
was
about
our
themes
that
you
shared
with
us
from
the
feedback
is
the
lack
of
connectivity
and
I
think
that
informs
some
of
the
recommendations
are
seen
here,
but
I'd
like
to
little
know
a
little
more
about
what
is
meant
by
lack
of
connectivity
to
me.
It
seems
like
it
could
be
a
lot
of
different
things
right.
E
It's
the
sections
of
the
routes,
lack
protected
bike
lanes,
or
is
it
hard
to
cross
major
thoroughfares
like
50
and
66?
Is
that
an
issue
with
where
our
trails
go?
I
think
if
I
have
a
better
sense
of
what
problem
specifically
we're
trying
to
solve
real
lack
of
connectivity.
It'll
help
me
understand
our
recommendations
to
address
it.
Better
I
think.
D
It's
several
those
things
and
I
think
it's
several
of
those
things.
I
think
there
are
gaps
in
the
system
itself,
where
we
have
parts
of
the
county
that
aren't
well
served
and
so
connecting
them
to
other
parts
of
the
county,
as
part
of
it,
then
I
think
along
the
lines
of
certain
facilities,
kind
of
end
abruptly
and
don't
give
the
the
support
for
bicyclists
to
kind
of
get
across
that
major
road
way
or
to
get
through
a
complicated
intersection
as
examples.
A
Would
just
add
to
that
just
the
concept
of
connectivity,
I
think
every
year,
I
think
it's
more
and
more
important.
It
just
is
such
a
term
whether
it's
on
a
site,
you
deal
with
a
project,
and
you
know
how
it
connects
to
the
the
grid
or
the
pathways
connect
the
what's
the
started,
the
origin
and
destination,
but
that
connectivity
of
a
network
creating
that
network
for
cycling
is
I.
Think
a
really
important
concept
to
be
embedded
in
here
I
always
thought
it
was
embedded
in
here
before.
D
F
Just
say
thank
you
for
the
presentation.
I
was
looking
for
it
last
night,
so
it
answer
your
question.
Probably
I
mean
this
is
just
it's
just
been
presented
and
I'd
like
we're
cold,
and
it's
like
do.
I
approve
well
Mobley,
but
I
need
a
little
time
to
think
about
it
and
get
a
little
more
point.
Okay,
that
helps.
A
G
Mr.
chairman,
so
I
guess
my
answer
is,
is
probably
slash.
Hopefully
I
guess,
as
miss
Garvey
noted
we're
just
seeing
this
PowerPoint
now
we're
just
seeing
the
new
bike
element.
Draft
document
posted
just
recently,
so
there's
not
really
been
any
time
for
us
to
have
any
significant
study
or
absorption
time
on
this,
which
I
do
plan
to
do.
But
I
guess.
My
question
is
in
terms
of
factors
here.
G
G
G
H
I
will
say:
one
of
the
major
activities
in
this
update
is
to
develop
a
network.
Not
all
streets
in
Arlington
are
really
appropriate
for
bike
lanes.
If
it's
a
low
speed,
low
volume
residential
street
there's
actually
no
need
for
a
bike
lane.
This
is
really
a
discussion,
principally
around
the
arterial
streets
in
Arlington,
and
ideally
those
would
be
streets
that
are
available
for
safe
cycling,
but
there
are
streets
that
are
very
hard
and
some
of
them
are
not
in
our
control.
For.
H
Example,
portions
of
Washington
Boulevard,
south
of
Arlington
Boulevard
one-ten
route
1.
These
are
these-
are
V
dot
facilities
that
have
higher
speeds,
where
it's
possible
that
some
kind
of
off-street
facility
may
be
more
appropriate
than
than
a
bike
lane
and
I
would
also
say
that
that
we're
a
mature
community,
our
street
grid,
was
built
out
between
the
20s
and
the
1950s.
H
We're
not
easy.
I'll
say
that
so
I
said.
There's
a
lot
of
nuance
here,
but
I
think
there's
a
there's
a
lot
of
work
ahead,
really
defining
what
is
a
meaningful
network
that
connects
people
with
the
places
they
want
to
go
and
we're
gonna
get
into
a
discussion
later
in
this
presentation
about
trade-offs.
Okay,
I.
G
G
You
know,
and
then
plan
was
launched.
It
was
dialed
back
because
of
significant
community
concern.
There
was
an
accommodation,
I
happen
to
think
that
the
accommodation
was
about
right.
Some
people
felt
that
the
accommodation
to
to
folks
who
flank
Washington
Boulevard
didn't
go
far
enough.
There
were
others
who
said
it
went
too
far.
Did.
I
Chris,
so
this
I
think
almost
that
exact
wording
came
up
in
the
working
group.
You
know
like
what
you
know.
What
do
we
mean
like?
What
does
this
network
look
like?
You
know
where
we
talked
every
street,
be
safer
biking
and
that
sort
of
thing
and
I
think
there
is
there's
consensus
in
the
working
group
that
we
recognize
that
there
are
some
destinations
you
may
be
trying
to
get
to
on
a
bicycle
that
our
future
low-stress
network
is
only
going
to
get
you
close
to
it's
not
going
to
get
you
there.
J
You
appreciate
the
presentation
and
I'll
try
to
I
think
respond
to
at
least
this
first
frame
in
question.
You
know
the
the
engagement
and
proposals
do
look
good
I
just
have
a
few
questions
just
to
better
understand
them,
so
the
community
survey
that
was
done,
it
looks
like
2/3
of
the
people.
At
least
self-professed
is
being
comfortable
with
biking
to
some
degree
up
to
the
strong
and
fearless
designation.
J
D
Lot
of
that
took
place,
the
outreach
to
kind
of
maybe
the
last
enthusiastic
bicyclist,
a
lot
of
that
took
place
at
our
community
events,
where
we
had,
we
selected
a
broad
range
of
events
across
the
county
and
different
sort
of
ones
that
appealed
to
sort
of
different
populations.
And
so
we
got
a
lot
of
people
who
just
walked
up
and
we
and
we
got
their
information
straight
from
them.
D
We
also
got
a
good
deal
of
input
from
a
CCS
did
do
four
focus
groups
and
that
they
tried
to
select
groups
of
people
who
are
not
necessarily
frequence
bicyclists,
but
ones
who
maybe
have
an
interest
in
bicycle
as
bicycling,
and
maybe
they
could
be
drawn
out
to
ride
a
little
more
if
we
knew
a
bit
more
about
what
those
people
wanted.
So
it
was
in
the
kind
of
more
person-to-person
kind
of
conversations
rather
than
the
online
survey,
which
is
hard
to
direct
specific
persons
to
without.
J
Paying
a
whole
lot
of
money
to
get
a
statistically
valid
sample.
I
get
it
so
a
few
questions
about
the
the
policies
just
number.
This
is
a
slide
12
that
I'm
referencing,
the
14
policies,
so
one
that
is
existing.
That
I
just
have
a
question
about
what's
fully
intended
by
it
number
four:
a
network
of
low
stress
routes,
we're
talking
about
a
low
stress
mentally
in
terms
of
knowing
where
to
go
and
how
to
connect
or
are
we
also
talking
physically
lows,
low
stress
routes.
D
Or
in
the
physical,
it's
it's
less
traffic
stress
so
there
might,
it
might
be
a
lower
speed,
lighter
traffic
load
that
a
person
has
to
deal
with
because
either
they're
on
a
more
of
a
neighborhood
streets
or
maybe
they're
on
a
street
that
has
protection
like
a
buffer
or
a
protected
bike
lane
that
sort
of
a
thing
or
a
trail,
something
that
means
less
interacting
with
high
speed
and
high
volumes
of
automobile.
Sir.
So.
J
D
Familiar
with
our
pal
program,
predictable
alert,
lawful,
that's
certainly
one
of
the
things
that
we've
been
emphasizing,
I
think
that
can
go.
We
can
go
beyond
that.
That
applies
to
all
users
bicyclists,
as
well
as
motorists
and
pedestrians.
So
to
continue
that
there
are
also
a
lot
of
other
activities
that
we've
been
doing,
to
try
to
educate
and
and
and
then
I
think
it
goes
beyond
just
educating
to
that.
I
think
it
involves
a
certain
amount
of
law
enforcement
efforts
address
those
kinds
of
behaviors
that
are
actually
causing
physical
safety
concerns.
J
Number
eleven,
which
I
think
is
I,
applaud
you
all
for
including
it
not
only
in
Clemen
weather
but
I'm
speaking
specifically
about
safe
travel
during
construction
projects.
It's
really
awful
for
cyclists
to
really
figure
out
how
to
deal
with
encroachments
on
the
road
that
are
made
as
difficult.
It
is
for
pedestrians
and
and
in
Motor
Vehicles
I.
Imagine,
cyclists
often
get
the
points
of
no
return
and
don't
really
have
safe
ways
of
navigating.
So
do
you
have
any
thoughts
on
that.
I
So
if
you
have
to
shut
down
a
protected
bike
lane
to
do
construction,
you
know
replace
a
pipe
under
the
protected
bike
lane
that
the
facility
you're
providing
for
bikes
to
go
around
that
should
be
of
a
similar
quality
to
a
protected
bike.
Lane
not
just
merge
here
into
traffic
or
something
like
that
and
the
same
for
you
know
if
it's
just
a
normal
bike
lane,
then
all
you
need
to
provide
is
something
like
a
normal
bike
lane.
I
If
you're
shutting
down
a
trail,
you
need
to
be
providing
something
of
a
similar
quality
to
a
trail.
And
then
you
know,
DC
has
the
thing
where
you
know
they
can
document
and
say
like
look
this
just
like
there's
no
space
like
literally
we
we
would
have
to
traffic,
would
we'd
have
to
make
it
a
one-way
street
for
cars
or
something
that
you
know
reaches
a
level.
That's
inappropriate,
but
you
can't
just
say:
oh,
we
would
need
to
remove.
You
know
14
parking
spaces
temporarily,
like
no,
you
should
you
know.
I
I
J
E
Yes,
one
more
question
and
then
some
thoughts
actually
answer.
Your
question,
which
is
I,
was
thinking
about
mr.
Garcia's
comment
about
low
stress
and
one
of
the
hacks
that
I
and
others
I
think
engage
in
is
using
an
art
bus
for
part
of
the
route
that
goes
uphill
and
so
that
combined
with
the
facts,
I've
just
copped
to
that
publicly
rainy
but
I,
don't
know
we
spike
straight
uphill,
from
Columbia
Pike
to
the
office.
That
combined
with
sort
of
thinking
about
some
of
the
other
elements
about
safety
and
comfort.
E
I
know
one
of
the
things
that's
a
real
challenge
is
kerb
management,
particularly
with
regard
to
ride,
share
services
and
and
bike
lanes,
as
well
as
with
the
construction
issue.
We
were
just
discussing
so
at
a
high
level
where
and
how
will
this
element
update,
integrate
with
other
elements
of
our
MTP?
H
It
plays
out
in
a
couple
ways:
first,
is
parking
and
curb
space
management
is
a
big
challenge
for
us.
We
have
limited
curb
space
in
our
metro,
neighborhoods
and
the
TN
C's
in
particular
present
it's
a
challenge
for
us
because
they
want
to
stop
in
the
travel
lane
or
they
want
to
stop
in
the
bike
lane
and
that
creates
a
barrier
same
with
loading.
H
E
For
my
part,
although
I
would
associate
myself
with
my
colleagues
comments
a
little
more
time
with
with
the
documents
you're
asking
us
to
react,
who
would
have
been
really
helpful
in
terms
of
giving
more
substantive
feedback
at
this
time
at
a
high
level?
You
know
before
we
get
into
the
conversations
about
trade-offs,
which
is
where
I
think
the
rubber
will
meet
the
road
at
a
high
level,
I'm
supportive
of
most
of
these
policies,
and
certainly
the
goals.
The
the
one
thing
I
would
like
to
see.
E
That's
not
currently
in
the
14
policies
is
some
greater
reference
to
equity,
which
shows
up
now
in
the
goals
and
I
know
actually
at
the
implementation
level,
certainly
led
by
Arlington
County
commuter
services.
There
are
a
lot
of
you
know,
tasks,
activities
inputs,
design
around
exactly
that,
whether
that's
you
know
educating
young
people
or
them
dieta
cerro
otto
outreach
work,
so
I
know
there's
good
stuff
happening
at
the
implementation
level,
I'm
glad
to
see
it
in
the
goals
level,
but
I
worry
absent
some
explicit
intent
towards
equity
in
the
policies
level.
E
A
E
A
That's
your
point:
yeah
I
was
actually
focusing
for
a
moment
on
the
word
convenience,
because
so
much
of
this
it
seems
to
me,
while
safety,
no
question
I
mean
I.
Think
you
guys
hit
on
that
from
the
feedback
you
got
is
there
are
those
people
out
there
that
are
just
anxious
about
riding
a
bicycle
next
to
moving
traffic?
A
It
was
harder
for
me
to
understand
how
it
factored
in
down
below
and
again
I'm
I'm,
not
as
sure
how
much
when
it's
up
in
the
vision
statement.
How
often
the
word
for
me
has
to
appear
down
below,
but
just
how
much
it's
embedded
in
the
policies.
That
concept
to
me
seems
somewhat
important,
because
convenience
in
fact
will
be
part
of
the
reason
overtime.
People
will
choose
bicycles
because
you
don't
have
to
drive
around
looking
for
a
parking
space.
A
You
know
if
the
parking
is
right
at
the
door
where
you're
going
in
or
and
the
bicycle
is
in,
the
mode
of
transportation
is
right
outside
the
door.
When
you
live.
There
are
times
when
you
actually
start
thinking
about
it,
that
you
save
time
and
the
convenience
element
again
depending
upon
your
trip.
But
there
are
multiple
times
I've
chosen
a
bicycle,
because
it's
the
quickest
or
most
convenient
option
and
I'm,
not
as
sure
how
that
appears
later.
A
The
only
other
question
I
have
is
about
schools
and
we've
just
created
the
a
joint
committee
with
the
schools,
the
joint
JCTC
Joint
Committee
on
transportation
choices,
which
is
a
staff
level
committee.
And
then
we
have
a
comparable
citizen
level
committee,
the
Advisory
Committee
on
transportation
choices
and,
as
I
looked
in
here,
I
saw
the
bike
safe
routes
to
schools
under
three,
but
I'm
just
wondering.
If
that
really
does
it,
there
is
and
I
would
just
I
don't
have
something
to
offer.
But
knowing
that
we,
we
called
out
safe
routes
to
schools.
A
Yet
that
is
just
a
small
fraction
of
the
work
that
we're
doing
with
schools
and
the
opportunity
to
change,
behavior
and
and
change
mode
share
of
getting
to
school
for
kids
for
faculty
or
teachers
and
others
so
I.
Just
would
maybe
ask
you
to
think
about
that
a
little
bit
further
to
see,
especially
knowing
that
we
got
this
new
committee
for
a
year
now
and
I
know
our
transportation
staff
are
really
excited
about
it
because
of
the
opportunity
it
provides.
A
H
H
H
E
Editorial
is
a
little
bit
in
that
reaction
and
also
consider
whether
it
makes
sense
for
it
to
be
its
own
policy
right
is
it
you
know.
Sometimes
you
have
an
overlay
of
values
that
are
woven
through
in
each
of
your
policies,
and
sometimes
your
policy
might
be.
You
know,
engage
in
specific
equity
based
efforts
to
ensure
that
all
our
linked,
onehans
feel
included
and
prepare
to
participate
in.
A
D
Well,
this
is
one
that
is
a
carryover
from
the
existing
plan,
but
our
feeling
was
that
access
to
schools
is
important
for
the
students.
Safe
routes
to
schools
has
sort
of
covered
that
that
whole
area
of
what
we
have
been
doing
for
15
plus
years
or
so
certainly
other
parts
of
the
the
document
do
talk
about
schools
and
it's
very
much
been
in
our
forefront
of
what
we've
been
thinking
about
is
that
students
making
sure
that
their
have
the
opportunity
to
travel
on
their
own,
if
possible,
just
to
schools.
D
I
A
G
D
Think,
in
generally,
in
that
area
of
the
sidewalks
and
and
bicycles
interacting,
it's
like
one
aspect
of
providing
better
on-street
bicycle
facilities,
as
you
probably
have
fewer
bicyclists
on
the
sidewalks.
If
they
have
a
protected
bike
lane
that
they
can
use
instead
and
I,
think
that's
a
benefit
to
pedestrians.
I
think
we're
also
considering
about
the
interaction
between
pedestrians
and
bicyclists
elsewhere
list,
such
as
on
our
multi-use
trails,
those
we
have
to
provide
for
both
groups
and
we
have
to
make
sure
that
we're
doing
it
in
a
way
that
is
safer,
more
comfortable
for
each.
D
G
So
interesting,
you
say
that
because
when
we
had
our
presentation
from
Nova
Parks,
Northern,
Virginia,
Park
Authority
the
other
day
mr.
Gilbert
and
his
powerpoint
on
the
W
o
and
D
mentioned
that
that
at
least
in
in
high
conflict
or
high
traffic
areas,
we
could
be
looking
at
separation
between
cyclists
and
pedestrians.
And
so
do
you
see
that,
as
as
a
good
prospect
in
Arlington
mr.
slab
mr.
viola,
in
places
at
least
I.
D
Think
it's
something
we
should
be
looking
at
piloting
a
few
few
treatments,
particularly
those
areas
Rock
along
the
Washington,
Old
Dominion,
or
maybe
the
former
on
trail.
We
know
we
have
a
lot
of
conflicts
today,
junior
regional
parks,
about
how
to
implement
those
things
along
there
section.
That's.
I
The
working
group
is
is
even
more
gung-ho
than
staff
on
this
particular
issue.
There's
strong
support
in
the
working
group
for
getting
some
separation
on
our
trails
that
you
know
we
they
have
see
so
much
more
use
now
than
they
did
when
we
planned
them.
Is
you
know,
8
foot
wide
or
10
feet
wide
slabs
of
asphalt
that
of
course,
of
course,
there's
conflict
and
then
yet
to
speak,
to
what
mr.
Vail
said.
I
don't
know,
I
think
a
single
cyclist
who
really
wants
to
bike
on
the
sidewalk.
I
G
G
And
and
then
my
last
question
along
the
same
theme
is
there
have
been
incidents
and
actually
some
frequency
of
pedestrian
bike
conflict
at
jumping-off
points
of
various
trails,
so
I'm
thinking
like
a
long
crystal
drive
from
the
Mount
Vernon
trail
as
you
get
off
by
the
the
fountains
and
so
forth,
so
kind
of
from
a
micro
perspective.
How
does
staff
see
themselves
dealing
with
those
you
know
kind
of
focal
points
where
you
you've
got
concentrated
interaction
of
pedestrians
and
cyclists?
I
guess
the
double
you
know
Andy
would
be
the
same
way
in
spots.
G
H
This
is
a
comprehensive
plan
element,
so
it
is
a
higher
level
of
document,
but
I
think
in
the
network
map
it
will
probably
be
identifying
what
I
would
call
hot
spots
or
areas
of
conflict
that
could
be
the
subject
of
future
staff
work
and
so
I
see
that
as
being
part
of
the
developing
developing
the
network
by
identifying
those
places
and
then
developing
a
work
program
to
try
to
address
them.
That's
helpful.
Thank
you.
G
F
D
That
it's
allowed
everywhere
in
Arlington,
except
for
any
place
where
we
have
prohibitively
prohibited
it
and
I,
don't
know
of
any
places
in
Arlington
where
we
actually
have
put
up
signs
and
such
that
say
what's
going
on
on
this
sidewalk
so
everywhere
in
our
lights
in
at
this
moment
other
jurisdictions,
it
varies
certainly
parts
of
downtown
DC,
it's
prohibited
and
other
parts.
It's
it's
allowed.
Okay,.
F
I
mean
as
we
go
for
it,
I'd
be
interested
in
kind
of
what's
done
and
you
know
New
York,
San
Francisco,
the
Dutch
I
mean
I,
because
it's
I
think
it's
separate
yeah
and
then
even
in
Arlington
say,
there's
a
conflict,
you
got
bikes
and
you
got
pedestrians
and
somebody's
got
a
give
way.
Who
has
priority
legally
pedestrians.
F
D
On
the
sidewalk,
a
pedestrian
you
know,
bicyclist
is
supposed
to
act,
behave
as
a
bit
as
a
pedestrian
would
follow
the
same
laws
and
rules.
So
it
really
would
be
that
they
should
be
consider
themselves
a
pedestrian
and
behave
in
the
same
manner
as
far
as
yielding
or
advancing
as
they
would
be
if
they
weren't
on
their
breath.
F
K
Dunbar
bike
Arlington,
so
we
do
discourage
bicycle
sidewalk
riding,
and
we
also
do
stress
that
if
you
do
want
to
ride
on
the
sidewalk,
you
are
to
yield
to
the
pedestrians
and
that
means
slowing
down
and
behaving
as
pedestrian
in
Europe
and
predominantly
a
pedestrian
area.
So
that
is
the
messaging
that
we
constantly
put
out
all
the
time.
The
the
comment
was
made
earlier
is
that,
yes,
we
need
to
find
a
place
where
people
feel
safe
and
they'll
go
and
they'll
gladly
write
in
the
street
if
they're
feel
protected
and
safe
we've
all
been
there.
K
I
do
sometimes
choose
to
write
on
the
sidewalk
myself,
but
again
the
rule
of
thumb
is
you
yield
to
pedestrians.
Pedestrians
have
the
right
way
in
that,
and
the
main
thing
is
just
like
with
cars,
though
you
tend
to
creep
up
your
speed
a
little
bit
and
you
don't
realize
how
fast
you're
going.
So
it's
a
behavioural
issue
that
we
deal
with
all
the
time.
I
can
tell
you.
We
are
in
favor
generally
of
separation
as
well
I've.
K
Seen
in
many
places
to
talk
to
the
National
Park
Service
about
gravely
point
is
another
hot
spot
that
you
know
again.
I
think
needs
to
be
addressed
so
I
know
whose
pedestrian
said
I.
Don't
even
go
there
anymore
because
of
that
issue,
and
it's
a
problem
so
we're
in
this
plan
it
ought
to
go
I
mean
as
our
program
in
education
and
encouragement.
You
know
we
do
deal
with
that.
Those
are
sort
of
the
rule
of
thumb
that
right
now,
that's
what
we
deal
with.
K
F
And
I
would
think
that
as
we
kind
of
move
forward,
we
maybe
want
to
make
that
clear.
So
it's
interesting
that
all
of
us
here,
I'm
not
sure
rich
you're,
not
sure
what
the
I
think
we
need
to
be
clear
about
what
the
rules
of
the
road
are
and
what
the
rules
of
the
sidewalk
are
so
I'm.
Just
thinking
as
we
move
forward
Thanks
all.
A
D
Yes,
so
there
are
several
questions
that
we
pose
to
the
board
we'd
like
to
get
your
input
on,
and
this
first
one
deals
with
concept
of
vision,
zero
and,
if
you're
not
familiar
with
vision,
zero,
it's
basically
a
multi-bit
disciplinary
Traffic,
Safety
approach.
That
kind
of
is
that
there
should
be
no
transportation
deaths
or
serious
injuries,
and
so
this
is
something
that
has
been
evolving.
D
It
was
adopted
first
in
sweden
about
20
years
ago,
and
some
of
our
neighboring
jurisdictions,
District,
Columbia
and
Alexandria-
are
now
sort
of
getting
involved
in
as
well
as
others
in
the
US.
The
question
really
is:
should
the
county
adopt
division
zero
as
a
policy,
and
if
we
do
so,
what
would
be
our
preferred
manner
to
do
that
and.
H
H
But
again,
as
rich
mentioned
that
started
in
Sweden,
it
really
was
focused
intensively
on
driving
down
preventable
deaths
and
injuries,
and
it
has
really
continued
to
gain
traction
across
the
country
and
in
similarly
many
other
countries.
This
is
really
the
first
element
that
we're
updating
since
vision,
zero
kind
of
gained
prominence,
it's
broader
than
the
bicycle
element.
This
is
really
about
everyone
that
uses
the
right-of-way,
but
I.
A
I
mean,
let
me
ask
you
to
frame
this
a
little
bit
for
us.
Part
of
your
question
is:
is
vision,
zero,
something
to
be
incorporated
in
the
MTP
and
the
second
one
is?
If
so,
does
it
enter
the
discussion
of
the
MTP
element
on
bicycles
and
if
it
does,
that,
is
it
done
simultaneously
in
some
other
way?
In
other
words,
how
would
it
you
just
said
it
yourself?
It's
not
only
about
bicycles,
it's
around
transportation.
More
broadly,
so
that's
the
other
question
is
if
we
say
yes
to
the
concept.
A
Fine,
and
the
other
question
is
how
you
do
it,
and
would
it
be
a
part
of
the
bike
element
without
being
a
part
of
anything
else,
or
would
you
do
it
simultaneously?
Would
one
option
be
to
wait
and
not
do
it
in
the
bikes,
but
do
it
and
more
the
broad
overview
of
the
MTP
in
general,
so
frame
those
options.
H
H
L
Just
a
little
bit
more
to
that,
it's
a
question
of
whether
the
county
wants
to
say
have
a
policy
that
engages
with
Public
Safety:
it's
not
just
transportation,
but
anything
happening
in
the
right-of-way.
So
our
public
safety.
What
do
you
fir?
The
fire?
Is
it's
just
firing
safety
they're
all
on
the
public
safety,
anybody
working
writing
walking
within
the
city
county.
Sorry
right-of-way
would
address
how
to
make
sure
that
we
have
zero
deaths.
That
happened
within
the
right-of-way.
L
If
we
don't
say
have
a
countywide
policy
that
just
develops
the
entire
county
we
can
mention
in
the
bike
or
in
the
MTP
specific
policies
of
it
without
actually
joining
the
organization
itself,
so
we
can
look
at
it
both
ways
if
you
told
us
that
we
want
to
take
some
time
as
other
counties
and
cities
have
done
and
kind
of
go
through
the
whole
process
and
come
up
with
a
plan,
because
what
most
people
have
done,
you
you
work
out
a
plan,
you
present
it
to
the
community.
We
go
through.
L
You
know
lots
and
lots
of
public
engagements
of
how
we
should
address
trying
to
make
sure
we
have
zero
deaths
or
serious
accidents
or
incidents,
or
we
can
simply
say
okay.
We
are
in
favor
of
this
policy
and
we
want
to
address
it
at
just
the
transportation,
the
MTP
level.
So
it's
a
choice
of
the
bigger
picture
that
would
take.
You
know,
maybe
a
year
of
us
really
looking
into
it
not
just
des,
but
other
departments
as
well
or
we
can
try
and
you.
F
Thank
you.
That
is
very
helpful
because
when
I
first
saw
this
is
so
what
is
the
preferred
manner
to
do
that
and
everything?
Well
I,
don't
know
one
of
my
options
so
you've
presented
those
a
bit.
I
did
a
quick
google
search
here
on
vision,
zero
and
I
see
a
lot
of
places
around
the
world
have
been
doing
this,
mostly
in
the
last
like
four
to
five
years.
Pretty
recent
so
I
think
we'd
want
a
separate
recommendation.
Work
session
on
how
to
do
it.
F
Holistic
seems
like
a
good
idea
because
it
fits
pedestrian
safety,
livable
walkable,
all
those
other
things
that
we
do.
So
it's
a
larger
question
and
when
you
come
forward
with
that,
I'd
love
to
know
how
are
they
doing
it
in
Chicago,
in
New,
York
in
San,
Francisco
and
Toronto
I
mean
what
are
they
doing
so
that's
the
kind
of
information
I
would
want
to
sort
of
decide
what
we
were
going
to
do.
If
that's
helpful,
it.
H
Will
just
say
just
to
give
the
board
some
additional
information
on
this
subject
des
regularly:
collab
local,
a
berate
swith
our
police
department
on
a
whole
series
of
safety
initiatives.
We
track
all
injuries
and
deaths
in
the
right-of-way.
Our
overall
trends
are
very
good
in
that
I
think
was
in
the
last
eight
to
ten
years.
We've
cut
the
number
of
serious
injuries
in
the
right
away
in
half,
even
though
we're
accommodating
more
people,
and
we
have
years
where
not
a
single
person
dies
in
a
preventable
crash
in
the
right-of-way.
H
E
Let
me
put
it
perfectly:
I
agree
completely
with
the
possible
exception
of
I.
Don't
know
that
that
merits
another
work
session,
but
I
would
be
very
interested
in
the
recommendation
of
staff
and
the
group
about
how
we
implement
this
I'm.
Really
supportive
I
know
folks
in
the
community
of
raise
the
concept
before
certainly
I've
tracked
as
DC
and
then
Alexandria
have
signed
on.
A
G
So
taking
my
colleagues
perspectives
a
step
further
I
mean
it
certainly
sounds
like
a
lot
about
goal.
I
mean
we
want
fewer
deaths
or
zero
deaths
across
the
board
everywhere,
but
you
know
I
think
we
need
a
lot
more
details
on
a
much
better
understanding
of
how
this
is
playing
out
in
other
jurisdictions.
Who've
adopted
a
time
and
I'm
particularly
interested
in
the
fiscal
implications
of
this.
G
What's
what's
going
to
be
the
monetary
cost
and
then
what's
going
to
be
the
ripple
effect,
I
mean,
for
example,
if
if
one
logical
step
might
be
say
to
reduce
speed
limits
on
our
arterioles,
does
that
in
turn
result
in
additional
traffic
on
our
side,
streets
and
additional
risk
on
on
adjacent
streets?
If
we're
going
to
be
reducing
speed
limits
on
the
arterioles
and
what
does
that
mean
for
people's
commuting
patterns
and
so
forth?
It
just
sounds
like
it's.
You
know,
there's
any
number
of
directions
and
facets
that
that
we'll
need
to
look
at.
J
This
is
a
little
bit
late
for
that,
but
it
seems
like
folding
in
this
concept
with
the
five-year
update
and
the
MTP
makes
a
lot
of
sense,
especially
since
at
least
Alexandria
and
the
district
did
their
vision.
0
programs
with
substantial
community
engagement,
substantial
Arlington,
like
community
engagement
and
I'm,
not
sure
that
we
would
want
to
do
that
off
cycle.
You
know
when
we're
you
know.
We've
already
got
a
built-in
way
of
thinking
about
that
in
a
couple
of
years.
Just
just
might
you
say
sure.
A
And
I
think
you're
hearing
a
pretty
strong
consensus
that
the
concept
and-
and
you
know
it's
called
a
vision.
So
it's
a
vision,
it's
vision,
zero
I
mean
how
can
we
not
where
all
we've
been
doing
it
honestly,
the
truth
is
you've
been
doing
it
for
years.
You've
already
got
most
of
the
elements
of
a
vision,
zero
policy
implementation
plan
under
way-
and
this
is
just
refining
it
I.
Think
it's
fair
to
say
this
board
is
fine.
A
With
that
the
question
and
I'll
reframe,
my
question
is
yeah
I,
think
put
it
in
the
bike
element,
but
just
don't
send
the
message
that
it's
only
bikes,
that's
more
the
way
I'd
frame
it.
You
have
to
include
it
here,
while
you're
doing
this
update,
but
figure
out
a
way
to
simultaneously
not
send
the
wrong
message
that
vision,
zero
is
only
about
bicycles.
Is
that
a
fair,
fair
summary
for
folks
and
then
you'll
you'll
be
coming
back
with
some
more
for
the
board
about
in
fact
have
it
how
to
do
that?
A
D
It's
three
very
related
questions,
and
so
they
they
all
have
to
deal
with.
How
do
we
go
about
determining
what
how
we're
going
to
deal
with
those
trade-offs
we
have
to
have
when
we,
when
we
start
to
allocate
the
street
space
amongst
the
various
users
of
the
roadway,
it's
kind
of
jump
into
that
first,
one.
Should
the
plan
include
a
system
of
objective
criteria
and
thresholds
to
be
used
in
considering
those
trade-offs?
H
C
A
C
I
Want
to
give
you
there's
a
great
exempt
Alexandria
in
Montgomery
County
Alexandria,
just
updated
their
bike
plan.
Montgomery
County
has
a
draft
out
that
they
have
not
yet
finally
adopted,
and
they
took
very
different
approaches
to
this
exact
question.
Alexandria's
bike
away
network
map
lays
out
what
they
call
enhanced
bike
way
course.
It
doesn't
say
this
area
is
going
to
be
a
protected
bike
lane.
It
doesn't
say
it's
gonna,
be
a
trail,
doesn't
say
it's
gonna
be
a
bike
lane.
I
All
they
say
is
better
than
what
we've
got
now
in
this
area
and
then
they
come
in
and
say:
okay,
we're
gonna
work
on
this
project
and
they
go
through
all
of
that
hard
conversation
with
the
community
about
that
one
particular
project,
then
right
as
they're
getting
ready
to
implement
it.
Montgomery
County
has
taken
a
very
different
approach.
Montgomery
County's
map
actually
says
this
is
going
to
be
a
side
path.
Sometimes
it
says
which
side
to
be
determined.
I
Sometimes
it
says
on
the
east
side
of
the
road,
or
this
is
going
to
be
a
protected
bike
lane,
or
this
is
going
to
be
this
and
they've
done
a
whole
bunch
of
that
sort
of
work
of
figuring
out
how
much
right-of-way
is
available.
What
would
the
trade-offs
be?
What
would
have
to
be
taken
out
if
anything,
in
order
to
achieve
that
number?
Three
here.
A
I
Let
me
wrap
up
because
it
ties
back
to
one
a
little
bit
more
at
the
end
here,
and
they
had
all
of
that
conversation
up
front
it
one
time
and
then
they
also
Montgomery.
County.
Interestingly,
said
this
network
map
can't
possibly
cover
every
every
opportunity.
We're
gonna
have
right.
We're
gonna
have
some
new.
Some
new
big
project
is
coming
in.
We're
gonna
build
a
street
that
doesn't
exist
today,
and
so
they
also
have
a
set
of
objective
criteria.
I
That
says,
if
deciding
what
bikeway
facility
to
put
on
a
street
that
isn't
on
the
map
that
doesn't
exist
yet
that
sort
of
thing,
here's
what
you
should
put
in
based
on
these
factors,
so,
for
instance,
if
it's
you
know
an
arterial
road
with
a
speed
limit
of
35
or
above
you
did
this.
If
it's
an
hour,
you
know
a
neighborhood
collector
that
is
two
lanes
and
has
a
30
mile
an
hour,
speed
limit.
Then
this
is
the
correct
facility
to
put
in
and
tries
to
get
to
a
very
objective.
I
C
A
You
know,
I
was
I,
wanted
to
and
I
don't
I.
Don't
yet
I
think
it'll
be
interesting
to
hear
what
others
say
on
the
first
part
here,
the
one
thing
I
do
feel
in
reading.
This
first
question
is
that
getting
too
explicit
and
specific
and
numeric
almost
which
I
think
some
could
read
this
to
be-
is
actually
applying
points
to
a
range
of
factors
and
adding
them
up
and
having
thresholds
is
becoming
too
complicated
and,
in
fact
in
it
attempt
to
be
precise,
not
very
helpful.
A
It
strikes
me
that
having
considerations
factors
that
are
considered-
and
you
can
list
those
from
on
street
parking
to
driveway
alternatives
to
speed
of
traffic
to
you,
know
type
of
Road
to
they're,
just
a
good
range
of
things
to
be
considered,
but
to
be
considered
in
the
context
of
that
specific
stretch
or
that
specific
question
so
to
the
degree
that
first
one
could
be
deemed
to
suggest
objective
criteria,
meaning
you
go
in
and
you
add
numbers
and
it
comes
out
of
the
other
end.
Yes
or
no
I.
A
Just
don't
think
that'll,
work
and
I
think
you'll
open
yourselves
up
in
particular,
but
in
others,
where
there
are
a
lot
of
bright
people
into
an
enormous
amount
of
of
work,
parsing
points
or
too
much
detail
so
that
that's
the
one
thing
I
would
say
on
number
one
and
the
rest
of
this
I'm
curious.
What
others
think
mr.
Dorsey.
J
Thank
you
so
I
think,
mindful
of
what
mr.
Furr
said
just
said,
I
didn't
read
it
that
way
and
and
would
hope
they
after
having
here
after
hearing
you
articulate
it.
Hopefully
that's
that's
not
the
way
you'd
pursue
it,
because
to
me
that's
a
the
way
you
described
it.
Jay
is
a
better
method
for
prioritizing
where
you're
gonna
allocate
dollars
here.
What
we're
talking
about,
or
at
least
as
I,
read
these
three
pieces
and
and
Chris
you
framed
it
excellently.
J
It's
whether
or
not
we're
going
to
treat
this
is
part
of
an
overall
transportation
system
and
do
so
through
some
level
of
criteria
and
objectivity
and
data-driven
analysis
and
actually
come
up
with
a
plan
overall
that
we
present
to
the
community.
How
this
will
enable
us
to
reduce
the
number
of
motor
motor
vehicles
and
shift
people
to
bicycling,
whatever
it's
all
part
of
a
holistic
approach
to
engineering,
a
transportation
system
which
helps
you
with
the
vision,
zero
approach
and
everything
else.
J
If
you
do
it,
as
Montgomery
did
saying,
this
is
how
our
system
auto
worked
better
versus,
where
I
fear
we're
going
in
Arlington
and
what
I'd
love
to
move
away
from
our
people
on
an
ad-hoc
basis,
finding
something
that
they
find
attractive
and
would
like
and
lobbying
us
to
do
it.
You
know
I
want
us
to
have
a
network
that
we're
trying
overtime
to
pursue.
J
Now,
of
course,
there
will
be
opportunities
that
pop
up
from
time
to
time,
but
will
better
be
able
to
determine
how
that
fits
into
the
priority
nature
of
things
if
we
have
this
concept
in
place.
So
this
is
a
long
and
meandering
way
of
saying
I
generally
support.
The
approach
is
outlined
here,
which
for
for
brevity's
sake,
we'll
call
it
the
Montgomery
County
example
I.
A
A
E
I
started
at
the
alternative.
I
was
shaking
my
head
because
you
were
watching
in
real
time
as
Christian
persuaded
me.
So
I
think
this.
Let
me
let
me
just
raise
the
concern
right.
There
there's
a
obviously
a
public
engagement
issue
here.
You
know
and
there's
no
need
to
be
overly
diplomatic
about
it.
When
we
describe
that
there
are
trade-offs
in
the
right
of
way
we're
talking
about
strong
differences
of
opinion
in
the
community.
E
So
to
me,
I
was
gonna
start
by
saying
the
notion
of
criteria
seems
like
a
baseline,
absolutely
that
it
ought
not
to
be
I
think
what,
unfortunately,
the
perception
is
currently,
which
is
whomever
lobbies,
harder,
wins
and,
and
that's
certainly
not
staffs,
intent
and
I
know
I
know
it's
not
this
board
so
having
some
sense
of
these
are
the
criteria
under
which
we
will
seize
an
opportunity
or
follow
through
on
an
opportunity,
is
baseline
and
would
absolutely
be
helpful.
The
concern
that
I
have
a
little
bit
about
the
Montgomery
County
model.
E
Is
this
idea
that
we
could
have?
You
know
a
to
be
diplomatic
about
it?
A
robust
public
conversation
about
every
possible
street
shift
that
could
affect
everyone
in
Arlington,
and
we
do
that
in
context
of
the
like
element
update
and
then
we
would
have
to
have
that
robust
public
discussion
again.
Every
time
we
seek
to
implement
another
phase
because
we
don't
have
the
resources
to
do
it
all
at
once.
E
Neighborhoods
turnover
people
change
people's
priorities
of
their
interest,
change
and
I
do
worry
a
little
bit
about
the
the
sort
of
burnout
that
requires
for
our
staff
and
our
citizen
groups,
and
so
I
don't
have
a
solution
and
I,
don't
think
I'm
quite
ready
to
align
myself
with
either
model
model.
But
what
is
attractive
to
me
about
the
way
Christian
was
describing.
It
is
that
it
is
a
way
of
thinking
about
these
right-of-way
decisions
as
part
of
a
comprehensive
transportation
network
and
not
as
one-off
opportunities.
E
F
Carving
I
think
we're
gonna
be
all
over
the
proverbial
map.
First
I'd
like
to
point
out
Montgomery
County
is
really
big
and
Alexandria
was
mostly
built
in
the
7th
18th
and
19th
centuries.
We
had
roads
built
in
the
earliest
20,
so
there's
very,
very
different
situations.
I
would
like
to
have
I
love
the
idea
of
enhanced
routes,
I
love
that
so
we've
got
a
network
figured
out
about
how
you
want
everything
to
connect
and
we're
going
to
enhance
it
somehow
how
it
works
best.
F
Then
I
like
the
idea
of
objective
criteria
that
are
guidelines
because,
as
we
know
when
are
we've
got
all
these
different
kinds
of
roads
and
streets
and
situations,
I
just
think
I
think
we
could
tie
ourselves
in
knots
trying
to
come
up
with
specific
guidelines
and
criteria
for
every
single
situation
that
we
find
here,
plus
the
situation's
keep
changing.
The
other
issue.
I
think
we
want
to
keep
in
mind
is
how
recent
is
bicycling,
become
really
a
big
deal
here.
F
It's
10
years
I
mean
my
husband
community
bike
in
the
80s
and
for
the
80s
and
the
90s.
Everybody
thought
he
was
weird
I
mean
nobody.
You
know
I
had
a
bike
in
my
living
room,
people
that
want
you
to
I
mean
it
was
just
strange
now,
everybody's
doing
it
and
it's
wonderful
where
we
gonna
be
in
another
10
years.
You
know:
look
at
the
Dutch.
I
did
I've
been
spending
a
little
time,
googling
here
and
I.
F
Just
went
love
looking
at
the
pictures
of
Dutch
and
all
of
those
bikes
and
the
babies
on
bikes,
I
miss
great,
so
we're
evolving
and
I.
Think
if
we
try
to
nail
it
down
too
much
right
now,
it's
just
gonna
make
it
to
harder
to
evolve.
So
we
need
something:
I,
think
that
has
some
flexibility
and
possibility
to
evolve
in
it,
but
in
general,
I
kind
of
why
I
like
guidelines,
I
but
I
love
having
some
set
criteria
and
the
things
that
we
need
to
consider
and
I
love
the
idea
of
an
enhanced
route.
F
G
So
so
my
tilt
at
least
today
is
is
towards
the
Alexandria
model.
I
think
that
we
really
I
mean
objective
criteria.
Data
are
absolutely
essential,
but
at
the
same
time,
a
lot
of
this
is
about
context
and
I'm
concerned
that
there
may
be
I'm
not
sure
that
any
sort
of
formula
and
protocol
can
adequately
can't
can
adequately
capture
context.
Related
elements.
G
A
J
And
I'm,
really
not
lobbying
for
Montgomery
County
I,
don't
want
to,
but
I,
but
I
do
think
we're
being
a
little
bit
too
narrow
and
how
we're
prescribing
this.
You
know
one
their
plan
as
I
understand.
It
certainly
does
allow
for
dealing
with
circumstances
that
exist
on
the
ground
and
working
around
them.
J
So
that's
what
I
want
to
prevent
by
just
vaguely
describing
things
as
being
eligible
or
desirable
for
enhanced
enhancement,
putting
a
little
bit
more
of
the
great
staff
analytical
work
on
the
front
end
so
that
we
can
provide
things
that
make
sense
for
the
community
and
I
think
also
give
our
community
an
outlet
to
not
view
these
as
one
offs
that
they
need
to
protect
or
preserve,
but
that
they
can
look
a
little
bit
comprehensively
in
and
start
to
begin
to
make
trade-offs
themselves.
Part
of
the
issue.
J
A
A
I
mean
to
make
the
system
work
to
really
accomplish
the
goals
there
going
to
be
some
of
those
things
that
have
are
in
in
your
consciousness,
that
are
that
you're,
aware
of,
and
that
may
require
trade-offs,
but
still
may
circumvent
some
of
the
inevitable
which
ever
path
has
taken
inevitable.
Community
conversation,
so
I
think
that
leads
me
that
more
the
place
that
that
Christian
and
outlined
I,
don't
I,
think
there's
always
some
degree
of
flexibility
built
in.
A
But
if
you
make
this
completely
flexible
at
the
beginning
in
you
probably
make
it
much
harder
ultimately
to
make
trade-offs
that
truly
move
you
toward
your
vision,
so
other
other
comments
on
these
three
I'm,
not
I,
think
we've
answered
them
all
and
in
lump.
So
if
you
got
what
you
kind
of
need
and
I,
don't
think
I
wouldn't
say
this
is
a
slam
dunk
or
it's
easy,
but
I'll
leave
you
solicited
feedback
from
all
five
people.
A
D
D
The
most
use,
trails
and
and
sort
of
the
changes
that
proposed
partly
to
address
some
of
those
concerns
that
were
raised
earlier
about
conflicts
amongst
users.
So,
looking
at
what
things
we
might
want
to
undertake
to
address
some
of
those
conflicts
and
sort
of
what
those
might
be,
they
may
have
implications
as
far
as
landscaping
in
the
parks
there
may
be
lighting.
There
may
be
need
for
additional
operating
expenses
such
that
might
be
part
of
that.
Any.
H
I
would
just
mention
that
that
most
of
the
trail
network
in
Arlington
is
in
County,
Parks
or
in
parks
controlled
by
others
like
Northern,
Virginia,
Parks,
Authority
or
the
Park
Service.
So
we
don't
control
all
the
trails
in
Arlington
and
those
that
we
do
are
mostly
under
the
jurisdiction
of
our
own
departs
Department.
H
So,
as
we
think
about
these
facilities,
which
are
designed
principally
as
recreational
facilities
in
parks,
they
now
are
being
used
both
for
recreation
as
well
as
transportation,
and
so
this
issue
for
consideration
is
really
getting
at
the
design
of
those
facilities
and
does
the
design
of
those
facilities
try
to
sort
out
conflicts
that
are
existing
today?
Do
they
provide
more
capacity
for
people
to
both
use
them
as
transportation
and
for
recreation?
And
so
that's
what
we're?
B
In
and
I
wanted
to
add
one
thing,
which
is
that,
as
far
as
our
internal
conversation
with
the
Parks
Department,
also
external
conversation
with
the
Parks
and
Recreation
Commission,
we're
just
at
the
very
beginning
on
this.
So
even
if
you
express
a
view,
you
should
realize
that
there
are
other
people
who
are
who
aren't
really
sort
of
aware
of
the
conversation
that
will
come
with
a
different
perspective.
So
I
just
keep
that
in
mind.
A
Well
and
I
would
just
go
back
to
you
and
that
that's
an
important
thing
for
you
to
do
I
mean
clearly.
This
is
about
the
MTP,
but
to
the
degree
it
relates
with
the
parks,
department
or
any
other
department.
That
has
to
be
done.
You
know
soon
so
that
there's
a
this
is
worded
more
as
a
conversation
on
a
question.
So
it's
not
even
saying
this
is
our.
A
F
So
yeah
in
general
I
it.
Obviously
this
is
the
beginning
of
the
conversation.
We
want
to
keep
the
parks
like
parks,
I
think
we
also
want
to
have
a
good
transportation
system.
One
of
the
things
I'd
be
interested
in
is:
are
we
gonna
have?
Maybe
different
rules
are
different
lighting,
a
thing
to
pick
our?
Maybe
we
may
end
up
with
rush
hour
in
the
bike
trails
and
then
that
so
that
maybe
there's
speed
limits
for
Russia
I.
F
You
know
I,
don't
I,
think
there's
some
out-of-the-box
thinking
that
we
probably
need
to
do
as
we
move
forward,
also,
which
I
haven't
seen
blended
in
here.
Are
we
gonna
think
about
you
know.
You've
talked
about
some
of
the
technologies,
so
there's
assisted
bike,
so
we're
gonna
be
kind
of
like
having
assisted
bikes
bike
assistant.
F
Whatever
you
call
those
things
a
little
motors
electric
bikes
yeah,
whatever
those
are
anyway,
there
may
be
routes
that
are
better
for
those,
and
maybe
we
have
different
rules
for
those
we
haven't
discussed
doc,
less
bikes,
I,
don't
know
if
you've
been
thinking
about
that.
That's
a
whole
new
thing
that
we
I
think
you
have
to
figure
out
in
here
and
there's
bike
share
capital
bactrim.
F
There
are
a
lot
of
changes
going
on,
so
I
think
a
lot
needs
to
be
worked
out
and
we
need
to
start
having
the
discussion
and
clearly
bringing
in
a
lot
of
different
a
lot
of
different
groups
and
again
I
I.
Think
there
are
other
parts,
if
not
in
the
country
in
the
world,
where
they've
probably
worked
through
some
of
this
and
I.
Think
whenever
you
come
back
with
some
things,
I'd
be
interested
in
sort
of
seeing
what's
happening
elsewhere,
cuz
I
think
they've
often
figured
some
things
out
and
again.
F
G
You
so
I
certainly
think
that
that
all
of
this
is
a
conversation
worth
having
I
think
that
and
at
the
same
time,
I'm
glad
to
say
that
you're,
just
at
the
beginning
of
this,
although
on
the
other
hand
you
know
were
were
were
well
into
the
to
the
Pops
process,
and
so
has
has
any
of
this.
Have
any
of
these
elements
at
all
percolated
up
in
the
Pops
process
or
or
been
or
has
staff
asked
the
Pops
group
to
look
at
any
of
this.
So.
D
J
J
Like
we
see
you
know
our
trails,
weren't
necessarily
built
for
the
volume,
the
types
of
vehicles
that
people
are
actually
using
on
trails,
and
certainly
we
expect
that
the
growing
numbers
of
pedestrians
will
continue
to
increase.
So
all
of
these
create
an
imperative
to
do
an
all-of-the-above,
but
I
would
just
say
that
my
priority
is
to
make
sure
we're
not
taking
the
easy
way
out
just
to
make
the
facilities
bigger,
because
that
has
sustainability
issues
that
I'm
very
concerned
with
and
that
we
use
all
of
our
creativity.
Some
of
it
will
be
low
cost.
J
D
A
E
The
only
question
that
I
have
about
this
is
what
problem
is
it
solving
I
know
just
looking
a
little
bit
at
the
high-level
data
you
share
with
us,
it's
93
percent
of
the
survey.
Respondents
are
comfortable
on
our
trails
already
I
know
there
was
a
ways
that
would
help
people
ride
more
improve
condition
of
existing
bike
lanes
and
trails
at
least
came
in
last.
I.
E
You
know,
and
and
so
making
sure
that,
if
we're
having
these
difficult
conversations
about
sometimes
competing
community
priorities,
we're
clear
about
the
trade-offs,
I
think
it's
actually
when
I
harken
back
to
the
conversation
we
were
just
having
about
knowing
that
we
want
to
do
more
with
the
right-of-way
than
we
have
room
for
I.
Think
it's
it's!
We've
all
talked
about
that
on
context
of
being
really
clear
right.
If
we're
gonna
make
a
case
that
there
should
be
a
new
bike
facility,
it's
because
it
solves
a
problem.
E
It
connects
the
point
of
current
disconnection,
which
is
discouraging
people
from
cycling,
so
applying
that
same
level
of
rigor,
you
know
if
we
are
proposing
to
add
more
pavement,
add
lights
or
do
things
that
might
otherwise
have
an
impact
on
other
users
is
enjoyment
of
a
natural
space,
just
being
very
clear
that
that
will
further
our
goal
in
x,
y&z
way
and
being
clear
about
the
problem.
We're
trying
to
solve
I'm.
A
Gonna
just
make
my
comment
to
build
on
the
last
one.
It
strikes
me
here
that
we
heard
from
Nova
parks.
We
just
had
a
presentation
and
if
I
remember,
Nova
parks
showed
us
a
slide
where
they
were
separating
the
bikes
from
the
pedestrians
and
all
the
board.
Members
went,
oh
that's
great,
that's
so
cool
you
know,
and
we
did,
and
you
know
the
truth
is.
A
My
guess
is
this
is
something
you
step
into
slowly
when
you
have
a
problem
and
it's
back
to
the
problem
oriented
this
is
not
shouldn't
be
seen,
in
my
view,
as
an
overhaul
as
a
new
work.
We're
changing
the
trail
system,
we're
doing
this
everywhere
on
the
trail
system,
I,
don't
think
that
would
be
well
received
or
needed.
It's
probably
not
a
good
use
of
money,
but
where
you
have
a
pinch
point
where
you
have
a
safety
problem
where
you
have
accidents
where
you
have.
A
You
know
too
much
darkness
at
the
wrong
time
of
day,
where
you
have
a
need
for
a
widening
or
a
separation
or
a
light,
and
any
of
these
sort
of
alternatives
and
an
improvements
quote.
You've
suggested
I
think
we
should
be
open
to
it,
but
I
do
think
in
the
trees
another
one
nobody's
going
to
want
to
go
in
if
you're
gonna
take
down
multiple
mature
trees,
I
mean
that
is
defeat
at
some
level,
the
purpose
of
having
a
trail
in
a
natural
natural
woodland
or
natural
area.
D
D
Thank
you
and
we
are
in
our
process
of
meeting
with
a
lot
of
these
same
Commission's
that
we've
mentioned
and
getting
their
input
and
and
doing
some
more
internal
review
to
develop
this,
and
we
might
want
to
move
from
there
in
the
spring
to
move
towards
addressing
those
facility
issues
and
how
we're
going
to
implementation.
So
there'll
be
an
implementation
element
of
the
plan
that
will
largely
take
us
through
the
spring
and
summer,
as
we
pull
that
together
and
hold
the
public
outreach
that
we
want
to
do
for
that.
A
Let
me
just
say
one
or
two
quick
things
before
we
finish
up
and
I
appreciate
everyone's
involvement
and
the
staff
work
on
this
has
been
really
good.
There
are
a
lot
of
some
of
the
staff
are
sitting
here
in
the
audience
and
and
listening
to
us
as
well,
plus
Chris.
Thank
you
and
your
your
citizen
team
for
really
being
important,
important
voices
in
it.
That's
great
and
I
know
there
are
others.
A
Transportation
Commission,
the
Bicycle,
Advisory
Committee,
others
have
been
and
will
continue
to
weigh
in
I
did
want
to
mention
on
Washington
Boulevard,
because
that's
come
up
a
few
times.
We
all
went
through
that
experience
over
the
last
year
and
I'll
tell
you
what
helped
clarify
for
me
that
the
compromise
was
worthwhile
and
I
think
helped
staff
get
to
that
place
too.
A
Is
we
have
to
distinguish
between
when
something
is
being
put
out
there
as
a
major
construction
project,
to
move
us
toward
a
vision
versus
when
we
have
either
unanticipated
or
an
opportunity
for
something
like
a
repaving
which
is
a
zero
cost?
That's
not
a
big
construction
project,
it's
simply
repaving
a
street
and
then
deciding
you
have
an
opportunity
to
put
lines
in
somewhere
differently.
To
me,
the
the
that
was
a
really
important
and
instructive
experience.
A
Probably
as
you
go
into
the
update
of
the
MTP,
highlighting
some
of
the
trade-offs
that
will
occur,
but
it
also
was
really
important
that
there's
a
difference
between
something
in
the
CIP.
That's
put
out
there
for
four
or
five
years
out,
that's
going
to
be
restructuring,
widening
or
narrowing,
or
putting
in
different
curb
curbs
to
actually
accomplish
a
vision
versus
having
an
opportunity
because
the
state
is
repaving.
A
A
That's
what
I
was
guessing
there
wasn't
a
single
painted
bike
lane
in
Arlington
13
14
years
ago
and
look
at
what
has
happened
any
of
us
that
traveled,
you
know
if
you
travel
outside
the
country
even
to
some
of
the
cities
around.
You
know
the
west
coast,
Portland,
OR
or
Santa
Barbara
or
any
number
of
others,
but
you'd
go
overseas
and
there
are
places
where
a
large
portion
of
the
population
commutes
to
work
on
a
bicycle.
A
And
while
that
seems
like
fantasy
to
so
many
people
in
the
United
States
and
to
many
here
and
it
we're,
will
you
know
we're
a
long
ways
from
that
happening.
If
it
ever
does,
it
does
just
prove
how
many
real
options
there
are
in
those
particular
travels
that
you
take
for
an
item
for
commute
for
to
the
restaurant,
whether
it's
walking
biking.
A
There
are
alternatives,
and
we've
done
a
great
job
over
time,
with
our
transportation
department,
trying
to
flesh
those
out
and
educate
and
encourage
people
to
think
about
them,
and
every
one
of
these
steps
actually
helps
further
they're,
not
they're,
all
tied
together
when
they're
tied
to
that
vision
that
you
all
and
we
all
have
created,
they
do
make
a
big
difference.
So,
thanks
for
the
work
session,
everyone
thanks
to
my
colleagues
and
we
are
adjourned.
Thank.