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From YouTube: Let's Talk Transportation!
Description
A forum hosted by the Arlington County Transportation and Planning Commissions, County Board, and Transportation Division. With keynote speaker and panelist Christopher Leinberger, noted land use strategist, teacher, developer, researcher and author.
A
And
get
started
with
our
program,
encourage
you
to
take
a
seat
there
plenty
up
front,
don't
be
shy,
welcome
and
what
a
pleasure
it
is
to
see.
So
many
of
you
out
here,
I'm
Katie,
crystal
I'm,
the
chair
of
the
Arlington
County
Board
I'm,
joined
tonight
by
my
colleague,
Christian
Dorsey,
for
a
conversation
we've
really
been
looking
forward
to
and
this
started
because
back
in
July
in
association
with
a
residential
site
plan
in
Crystal
City,
we
received
the
County
Board
did
a
recommendation
from
our
Planning
Commission
that
read.
A
They
recommended
that
we
direct
staff
to
engage
in
a
community
conversation
about
the
Arlington
County
ordinance,
requiring
a
traffic
impact
analysis,
its
requirements
and
receive
feedback
from
the
community
about
areas
of
improvement
and
Christian
and
I,
and
our
colleagues
saw
that
we
thought.
That's
great,
that's
a
very
good
recommendation,
but
it's
not
nearly
enough.
A
It's
not
enough
to
direct
staff
to
have
this
conversation
because
actually
something
is
wonky
and
technical
as
administrative
regulations,
4.1
Transportation,
Study
requirements,
update
actually
invites
some
much
bigger
conversations
and
even
more
philosophical
conversations
about
how
we
manage
change
and
plan
for
it
in
our
community.
This
wonky
technical
regulation-
it's
actually
a
way
of
us
getting
our
heads
around
just
how
fundamentally
and
transformative
lis.
A
The
way
we
get
from
point
A
to
point
B
has
become
starting
with,
of
course,
the
story
of
Metro
bus
and
Metro
Rail
and
even
art
and
VRE,
but
even
just
think
of
the
last
few
years
of
smart
car
of
Zipcar,
of
car2go
of
Capital
Bikeshare
of
uber
of
lyft.
And
now
this
new
generation
were
all
preparing
for
of
autonomous
vehicles
and
that
wonky
question
about
what
the
administrative
regulations
for
point.
One
should
be
about
traffic
impact
planning.
A
It's
a
way
of
understanding
and
getting
our
heads
around
some
of
the
dramatic
changes
in
land
use
that
we've
seen
in
our
community,
some
of
our
own,
making
the
planned
additional
density
in
our
major
corridors
and
some
not
of
our
own
making
like
our
office
vacancy
rate,
which
also
has
impacts
on
how
people
get
around.
Who
is
on
our
streets
and
who
is
on
our
public
transit.
A
And,
of
course,
it
should
probably
be
said
that
that
administrative
regulation,
wonky
though
it
seems,
is
something
of
a
focal
point
for
some
of
our
most
profound
community
conversations
about
our
future.
Whether
Arlington
should
accommodate
more
housing
in
particular,
and
whether
we're
doing
a
sufficient
job
and
planning
for
its
impacts.
All
of
those
questions
about
how
we
move
about
who
we
are
about
how
we've
changed
in
the
past
and
how
will
change
in
the
future?
That's
a
lot
more
than
just
a
conversation.
A
We
can
direct
staff
to
have
with
the
community,
though
they
are
an
important
player.
It's
a
conversation
for,
of
course,
board
members
to
be
part
of,
but,
most
importantly,
I
think
it's
a
conversation
for
neighbors
to
have
with
neighbors
for
residents
to
have
with
residents,
and
that's
why
I'm
so
enthusiastic
that
this
event
is
being
co-hosted
by
our
transportation,
commission
and
planning
commission
along
with
staff.
A
C
Well,
it's
a
pleasure
to
be
here
this
evening
to
further
this
wonky
conversation
about
transportation
and
and
development
and
how
how
we've
evolved
as
a
community.
So
this
is
really
a
101.
This
is
trying
to
link
what
we
know
about
Arlington
to
give
the
local
perspective,
and
then
our
next
speaker
will
actually
take
it
up
and
look
at
what's
happening
around
us.
But
in
my
position
I'm
often
asked:
is
it
possible
to
actually
have
community
development
community
revitalization,
but
without
the
Associated
growth
in
traffic
and
in
Arlington?
C
So,
since
1995
we've
added
about
21%
to
our
population,
we
currently
have
a
little
over
two
hundred
twenty
two
thousand
people
in
Arlington.
The
job
growth
is
a
little
bit
slower
because
of
our
office
vacancy
rate,
but
it
is
up
over
that
period
as
well,
and
this
is
very
counterintuitive,
but
we
do
collect
the
data
over
that
20
years.
Some
of
the
places
where
the
county
has
added
the
most
redevelopment
are
in
fact
the
same
places
where
a
traffic
has
actually
dropped
very
counterintuitive,
and
some
of
these
drops
are
quite
substantial.
C
C
C
What
we
also
know
is
that
Arlington
is
diverse
in
terms
of
its
neighborhoods
and
the
character
of
those
neighborhoods
and
the
travel
behavior
of
those
neighborhoods.
So
if
you
look
at
some
of
the
examples,
Rosalind
courthouse,
Virginia
Square
here
in
this
metro
card
or
all
about
the
same
percentage
of
people
driving
alone
to
work
about
35%,
which
means
65%,
are
traveling
by
another
means
down
in
Pentagon
City,
which
has
our
lowest
sov
single
occupant
vehicle
rate.
C
It's
28%,
but
as
you
go
into
neighborhoods,
that
don't
have
those
the
density
of
travel
choices
that
aren't
accessible
to
rail
or
very
high
frequency
bus
that
drops
off
a
bit.
So
you
have
a
Penrose
Square,
which
is
on
the
Columbia
Pike
corridor
at
58%,
drive
alone,
Cherrydale
kind
of
a
shoulder
neighborhood.
It
can't
you
can
walk
to
the
RV
corridor,
but
it's
a
little
bit
long,
58
percent
Rock
spring,
more
suburban,
still,
67
percent.
So
it's
not.
The
travel
patterns
are
diverse.
C
And
so
what
really
contributes
to
these
kind
of
outcomes?
It
really
is
about
taking
multiple
steps.
It's
coordinating
our
transportation
with
our
development,
providing
support,
support
of
transportation
for
all
people
by
all
modes,
we're
all
about
expanding
travel
choice.
It's
continuing
to
invest,
we're
not
really
ever
done
and
when
we
think
we're
done
it's
probably
time
to
reinvest
as
in
the
case
of
our
metro
system
and
then
the
step
that
most
communities
don't
do,
but
I
think
is
incredibly
important
here
in
Arlington.
Is
that
ongoing
monitoring
management
and
encouragement?
C
C
So
arlington
participates
in
a
regional
context
in
terms
of
land
use.
Population,
employment
forecasting
were
guided
by
our
general
land
use
plan,
a
very
important
document,
along
with
our
mass
transportation
plan,
but
then
in
arlington
we
go
deeper.
We
go
to
the
sector
plan
level
in
documents
like
crystal
city
sector,
planner
realized
Rosslyn.
C
Those
lessons
at
the
site
level,
and
one
of
the
things
that
is
new,
that
we
are
working
on,
is
to
to
further
develop
our
tools
for
evaluating
transportation
at
the
site
level
by
shifting
to
a
multimodal
transportation
assessment
from
a
traditional
traffic
impact
assessment,
and
then
we
get
down
to
the
ongoing
monitoring
and
measurement
at
the
building
level,
and
this
is
part
of
that
shift.
The
traditional
TIAA
transportation
impact
assessment
really
just
looks
at
auto
trips,
just
how
many
auto
trips
and
and
how
do
you
mitigate
the
impacts
of
those
trips?
C
But
what
we
find
in
Arlington,
particularly
how
we
develop
and
is
that
all
the
other
trips
matter
too?
In
some
case,
the
most
important
investments
may
be
access
to
the
transit
system,
providing
good
walking
routes.
So
what
we're,
after
is
to
try
to
get
out
that
full
picture
of
travel
for
our
development
Arlington
has
a
long-standing
commitment
to
providing
transportation
choice
for
all
people
for
all
modes,
and
it
is.
It
is
very
layered
here
and
that's
intentional.
C
C
And
when
we
look
out
over
the
next
10
years
and
we're
right
now
in
a
CIP
update
cycle,
it's
making
those
ongoing
investments
in
those
travel
choices.
Currently,
our
CIP
splits
out
roughly
44%
Complete
Streets,
that's
not
just
for
traffic,
it
is
actually
improvements
for
pedestrians,
cyclists,
transit
users
built
in
that
street
environment
transit,
a
big
part
of
our
program,
and
this
excludes
the
ongoing
investments
in
in
basic
Metro
capital
maintenance.
C
This
is,
in
addition
to
bus
additions
to
rail
access
and
then
the
ongoing
investments
in
our
paving
and
as
I
mentioned
briefly
before
the
importance
of
commuter
services,
TDM,
ongoing
encouragement
and
Arlington
has
one
of
the
largest
programs
of
its
type
in
the
country
we
reach
almost
every
employer
that
is,
has
employees
here
in
Arlington.
We
reach
every
hotel,
most
multi.
We
residential
buildings
are
part
of
our
program.
C
So
as
a
wrap-up
Arlington
strategies
have
allow
continued
growth
with
less
reliance
on
auto
traffic
and
I.
Think
if
you
grasp
something
from
this
presentation,
it's
not
just
one
simple
solution:
it's
not
one
thing,
but
it's
actually
looking
at
many
different
things
and
following
through
over
time
and
in
some
cases
that
is
foresight,
plans,
it's
the
life
of
the
site
plan
for
for
our
rail
infrastructure.
It's
making
investments
year
after
year,
long
term
and
sustainability,
and
with
that
I'd
like
to
introduce
our
keynote
speaker,
say
a
couple
words
Chris
lime
burger
is
tonight's
keynote
speaker.
C
Chris
is
a
Lanyu
strategist
teacher,
developer
researcher
and
author
who's
actually
been
tracking
Arlington
for
a
long
time
for
20
years
he
was
the
managing
director
and
owner
of
Robert
Charles,
lesser
and
company,
a
leading
international
market,
financial
feasibility
and
strategic
planning
firm
for
the
real
estate
interest
industry.
Chris
is
currently
the
Charles,
then
the
distinguished
scholar
and
research,
professor
and
chair
of
the
Center
for
real
estate
and
urban
analysis
at
George,
Washington,
University,
School
of
Business
wow,
that's
a
mouthful.
C
D
It
is
the
longest
title
I've
ever
had
academic
titles
just
go
on
and
on
and
on
to
set
that
up
so
I'm
I'm
coming
across
the
river
gladly
unpaid,
because
you
guys
are
the
model
in
this
world
of
the
urbanizing
suburb
and
I,
was
in
Australia
back
in
August
and
they
have
fabulous
cities
but
their
suburbs
suck,
and
they
wanted
to
see
how
to
urbanize
their
suburbs.
It
was
just
unmitigated
sprawl
and.
D
So
it's
the
last
way,
I'll
find
it
and
so
I
kept
on
showing
them
Arlington,
and
they
said
this
is
great.
We
we
want
to
come
so
about
two
months
ago.
They
showed
up
here
and
showed
them
all
around,
because
you
are
the
worldwide
model
in
walkable
urban
development
in
the
suburban
context,
and
so
it
it's
a
good
news,
bad
news
story,
because
you
have
taught
us
so
many
lessons
and
guess
what
the
rest
of
the
world,
including
your
competition,
is
learning
those
lessons
and
they're
beginning
to
lap.
D
D
That
will
continue
to
lengthen
your
lead
over
the
rest.
But
first,
let's
just
understand
where
you
are
in
2018
one
is:
is
that
your
County,
like
most
government
agencies,
have
a
significant
pension
pension
obligation?
That
is
the
thing
that
you
don't
talk
about
much,
but
you've
got
a
serious
pension
obligation
to
your
public
employees
and
school
teachers.
That
is,
is
a
load
that
you're
going
to
carry
for
decades
to
come
has
to
be
paid
for
it.
D
You're,
you're,
contractually
and
morally
obligated
number
two
is
we
all
have
to
pay
for
Metro
it's
40
years
old,
the
built
environment
only
lasts
40
years.
That's
it
anything
you
build,
has
to
be
either
fundamentally
rebuilt
at
the
end
of
forty
years
or
torn
down
and
start
again
well,
metros,
40
years
old.
We
have
to
rebuild
it
and
we
can
no
longer
take
advantage
of
our
parents
and
grandparents
investments.
D
D
So
here's
a
I
just
wanted
to
give
you
a
little
101
and
I,
and
this
is
the
only
101
about
why
we're
doing
what
we're
doing
with
the
built
environment,
because
I
assume
that
Arlington
knows
all
this
stuff,
but
just
to
make
sure
that
recognize
why
we
built
the
suburbs.
We
built
the
suburbs,
because
50
years
ago,
when
we
gray
hairs
were
growing
up
and
I'm.
D
Looking
at
you
guys
out
there
that
45%
of
all
the
jobs
in
this
country
directly
and
indirectly
were
related
to
the
raw
material
going
into
the
manufacturing
of
the
fueling,
the
sales,
the
servicing,
the
financing
and
building
the
roads
for
the
automobile
45%.
And
that's
why
Chevy
had
that
great
phrase?
You
can
even
hear
it
dinosaur
singing,
see
the
USA
in
your
Chevrolet
that,
as
you
built
the
suburbs
and
built
a
drivable
only
system,
we
were
making
ourselves
wealthier.
D
It
only
made
sense
that
we
would
build
the
drivable
suburban
system
that
mandated
that
you
must
drive
if
you
want
it
to
participate
in
society.
So
as
as
anybody
in
this
room,
I'm
sure
knows
that
for
hundreds
of
years,
thousands
of
years,
we
as
humans
built
great
walkable
urban
places,
but
it
was
only
after
the
Second
World
War
that
we
push
the
pendulum
all
the
way
over
and
we
built
for
the
pent-up
demand
for
this
brand-new
thing
that
we
had
never
seen
in
6,000
of
building
cities.
D
This
driveable
sub
urban
place
low
density,
isolate
everything
from
one
another
and
the
only
way
to
get
around
was
by
car
and
truck
and
all
the
rest
of
the
transportation
systems.
Dennis
will
tell
you
this
that
that
that
the
feds
have
two
ways
of
looking
at
transportation:
there's
highways
and
there's
alternative
transportation
for
all
you
hippies
that
want
trains
and
bikes
and
walking
these
communist
conspiracies.
D
So,
of
course,
how
we
built
in
the
last
half
of
the
20th
century.
We
all
know
we
start
it
by
building
freeways
and
by
building
subdivisions
out
on
the
fringe.
This
is
outside
of
Philadelphia,
which
is
which
is
where
I
grew
up.
Then
we
learned
how
to
build
regional
malls.
This
is
King
of
Prussia
Mall
and
then
we
also
moved
all
of
our
jobs
out
there.
The
business
part
started
moving
out
there,
and
then
we
got
even
a
whole
lot
better
at
building
freeways.
This,
of
course,
is
in
the
capital
of
freeways
in
this
country.
D
Texas
and
we've
just
continued
to
push
the
fringe
further
and
further
out
so
much
so
that
in
in
in
the
late
20th
century,
for
every
1%
population
growth,
a
metropolitan
area
had
we
had
six
to
eight
percent
land
use
consumption.
It
was
a
geometric
increase,
but
we
had
lots
of
land,
so
we
used
it,
threw
it
away
and
moved
kept
on
movie
now,
and
that's
where
you
found
yourself
in
the
1970s
as
an
inner,
suburban.
D
There
are
other
unintended
consequences
of
this
drivable,
suburban
trend
and
again
this
is
what
interests
me
most
is
with
the
environment.
That's
73
percent
of
greenhouse
gas
emissions
come
from
our
real
estate
and
from
the
transportation
we
use
to
get
between
our
buildings,
73%
of
by
definition,
the
number
one
way
that
we're
addressing
or
that
that
were
affecting
the
climate
and
but
the
thing
is,
is
where
does
that
happen?
D
D
So,
as
we
kept
on
pushing
further
and
further
out,
that's
where
the
co2
greenhouse
gas
is
being
generated
five
times
what
walkable
urban
places
are
and
the
same
heat
map
would
apply
if
I
overlaid,
GDP
per
capita.
This
is
where
the
economy
is
being
created.
Tax
revenue
generation
per
household
walkable
urban
places
are
far
far
more
productive.
In
fact,
there's
some
research
that
says
that
a
walkable
urban
household
generates
a
net
fiscal
impact
revenue
minus
the
cost
of
of
your
county
servicing
it
between
10
and
20
times
that
of
a
single-family
home.
D
You
could
also
show
obesity
using
a
similar
heat
map
to
this
and,
of
course,
social
equity
100
years
ago,
when
we,
when
we
only
built
walkable
urban
places
and
I'm,
not
trying
to
say
that
a
hundred
years
ago
was
Nirvana,
but
we,
but
we
basically
lived
in
mixed
income
neighborhoods
almost
all
of
us,
we
did
not
have
segregated
neighborhoods.
We
had
mixed
income
neighborhoods
within
walking
distance
of
one
another.
D
So
then
the
economy
went
and
changed
and
we
moved
into
the
knowledge
economy
where
the
creative
class
is
demanding
walkable
urban
places.
That's
why?
If
you
would
read
Amazon's
eight-page
RFP
for
their
HQ,
it's
basically
the
economic
development
strategy
of
the
next
generation.
You
follow
that
eight
page
RFP,
that's
where
the
future
of
the
economy
is
going
and
that's
where
Amazon
is
going
to
locate,
but
the
next
economy.
That's
lame.
That's
layering!
On
top
of
the
knowledge
economy,
is
the
experience
economy
we're
not
certain
how
this
is
gonna
work.
D
Tourism
is
certainly
the
number
one
way
that
you
can
see.
That
I
mean
when
you
go
to
Washington.
You
know
when
people
go
to
Washington,
they
go
to
the
monuments.
They
go
to
the
walkable
urban
places.
When
you
go
to
Paris,
you
don't
go
to
the
regional
malls
out
on
the
fringe.
You
go
to
the
left
bank,
so
tourism
obviously
is
driven
by
walkable
urbanism,
but
every
other
business
is
beginning
to
change
into
an
experience,
oriented
business
and
fundamentally
those
experience
oriented
businesses.
D
Generally
speaking,
80
90
%
are
locating
in
walkable
urban
places,
so
we
started
to
see
and
and
your
numbers
showed
about,
2000
mid
90s.
We
began
to
see
that
pendulum,
starting
to
go
back,
demanding
walkable
urban
places
that
we
had
not
been
building
for
50
60
years
and
we
and
real
estate
didn't
have
a
clue
how
to
build
it,
and
but
we
do
know
that
these
welcome
for
urban
places
are
fundamentally
different,
that
I
liken
it
to
that.
D
We
in
real
estate
got
really
good
at
driving.
Nascar's,
mass
cars
are
engineered
to
go
straight
or
turn
left.
They
cannot
turn
right,
which
is
somewhat
ironic,
given
their
political
persuasion
and
go
150
miles
per
hour.
What
we
now
have
to
learn
how
to
do,
which
you've
learned
how
to
do
is
fly
fighter
jets,
which
is
go
straight.
Turn
right.
D
Turn
left,
go
up
five
miles
or
crash
and
burn
in
seconds
going
600
miles
an
hour
while
you're
being
shot
at
it's
a
fundamentally
different
skill
set
much
more
complex,
much
more
risky,
but
the
upside
can
be
phenomenal
as
you've
learned
here
and
I'll
mention
in
just
one.
Second,
the
thing
about
walkable
urban
places
and
again
walkable
urban
places
are
not
for
everybody,
I
mean
there's
still
a
role
for
drivable,
suburban,
it's
a
perfectly.
You
know
fine
way.
D
I've
lived
in
walkable
urban
places,
I've
lived
in
drivable,
suburban
places,
I've
lived
on
a
ranch
and
I'm
living
right
now
in
a
walkable
urban
place,
different
stroke,
different
folks,
different
phases
of
life
different
ways
of
living.
The
issue
is,
though,
with
walkable
urban
is
that,
as
you
add
more
to
the
urban
place,
it
gets
better
more
people
on
the
street,
more
variety.
It's
safer,
more
opportunities
properties
start
going
up
in
value
property
taxes,
as
you've
seen
start
going
up
in
value.
D
It's
an
upward
spiral,
it's
just
the
opposite
of
what
we
see
with
drivable,
suburban,
where,
as
you
build
more,
you
have
a
lower
quality
of
life
that
that
particular
observation
is
why
we've
seen
the
rise
of
the
largest
democratic
movement
of
our
generation,
the
rise
of
neighborhood
groups
and
the
neighborhood
groups
arise
in
drivable,
suburban
places
to
stop
development
because
more
is
less
in
drivable
suburban.
That
next
strip
mall
is
not
welcomed
with
open
arms.
That
next
subdivision
will
just
clog
the
streets,
pollute
the
air
and
take
away
open
space.
D
The
reason
you
move
to
drivable,
suburban,
so
we've
got
this
shift
and
you've
made
the
shift
better
than
any
community
I
know
of
in
this
country
and
by
the
way
I
do
have
to
mention
and
we'll
come
back
to
this
is
that
there's
no
such
thing
as
a
free
lunch.
The
issue
with
this
upward
spiral
is,
of
course,
social
equity
and
the
and
the
demands
of
gentrification,
and
you
with
your
big
heart,
have
addressed
this
better
than
again
many
of
the
lessons
we've
all
learned
from
you
is
because
of
your
approach
to
social
equity.
D
It
must
be
consciously
addressed
and
I'm
going
to
suggest
that
step
that
you
might
want
to
consider
in
social
equity.
So
look
now
standing
back
and
looking
at
the
big
picture.
This
is
a
four
cell
matrix
that
divides
a
metropolitan
area
into
its
four
different
categories
of
land-use.
So
I've
mentioned
to
you
that
there's
only
two
ways
of
building
the
built
environment:
this
that's
it
in
a
metropolitan
region.
Walkable
urban,
high
density,
mixed
use
such
as
up
and
down
this
corridor
or
drivable
suburban,
such
as
North
Arlington,
is
drivable,
suburban,
high,
dent
or
low
density.
D
The
density
is
one-fifth
to
one
40th
as
dense
as
up
and
down
these
up
and
down.
These
are
corridors
and
the
only
way
to
get
around
practically
the
only
practical
way
is
by
cars
and
trucks.
So
two
ways
to
build
the
built
environment
and
then
there's
two
economic
roles
of
land-use.
On
the
right
hand,
side
is
local,
serving
land
use.
These
are
bedroom
communities
where
most
of
us
live.
Ninety
percent
of
the
square
footage
is
residential.
D
D
Well,
the
answer
is
1.9
percent
of
the
land
is
walkable
urban,
that's
it
the
other
98%
it's
illegal
to
build
walkable
urban
and
this
gets
to
the
social
equity
by
the
way,
because
we've
taken
something
we
have
as
Americans
in
abundance,
land
and
we've
turned
walkable
urban
land
into
an
incredibly
scarce
resource
by
zoning,
taking
off
the
table.
Ninety-Eight
percent
of
the
land.
The
vast
majority
of
the
reason
for
gentrification
I'm
thinking,
7080
percent-
proven
this
yet
but
70
80
percent
is
because
of
these
artificial
constraints
on
land
driving
up
land
prices.
D
One
example:
I
live
in
Dupont,
a
DuPont
townhouse
now
cost
about
two
point:
five
million
dollars
on
average
and
you
go
and
you
get
that
that
that
3,200
square
foot
house
and
you
and
you
get
it
insured
or
you
only
insure
the
sticks
and
bricks,
because
dirt
doesn't
burn
what
you
would
get.
Your
insurance
policy
on
is
about
eight
hundred
thousand
dollars.
The
other
1.7
million
dollars
is
a
2,000
square
foot
piece
of
dirt.
D
That's
been
driven
up
in
value
because
we
don't
have
enough
2,000
square
foot
pieces
of
dirt
that
are
zoned
for
townhouses
in
a
walkable
urban
place,
so
we've
taken
something
we
have
in
abundance
and
managed
to
turn
it
into
something
that
is
very
scarce
and
the
land
values
are
through
the
roof.
Now
you've
done
something
fundamentally
different,
so
in
this
town
again
that
green
stuff,
the
walkable
urban
1.9%,
both
regionally
significant
and
local,
serving
only
1.9
percent
in
the
region.
D
All
the
rest
is
drivable,
suburban
edge
cities,
like
you
know,
Tyson's,
has
been,
and
and
and
of
course,
bedroom
communities.
98
percent-
you
here
in
Arlington
by
my
guess-
and
this
is
a
guess-
11
percent
of
your
land
is
regionally
significant,
walkable
urban,
this
corridor
and,
of
course
down
at
the
Pentagon
City
and
the
Pentagon
itself,
oh
by
the
way
and
in
the
rest
of
this
region.
D
It's
one
point:
four
percent
of
the
land
is
local,
serving
walkable
urban
communities
like
most
of
the
neighborhoods
in
DC,
but
a
lot
of
your
neighborhoods
from
here
on
south.
But
my
guess
is
that
20%
of
your
total
county
land
is
local,
serving
walkable
urban,
so
you've
got
in
total.
31
percent
of
your
land
is
walkable
urban
compared
to
1.9
percent
in
the
region
as
a
whole,
and
then
the
rest
is
either
edge
cities.
You
know
business
parks
and
strip
malls
or
bedroom
communities
such
as
North.
D
A
complete
difference,
different
profile
than
the
rest
of
the
region
than
the
rest
of
the
country.
We've
looked
at
these
walkable
urban
places
and
just
to
go
back.
I'm
gonna
focus
most
of
my
attention
on
this
upper
left-hand
corner.
What
we
call
walk-ups,
what
you
call
urban
villages
and
by
the
way
urban
villages
is
what
I
first
used
in
a
cover
story
of
the
Atlantic
back
in
the
1980s.
Let's
talk
about
urban
villages.
That
was
what
was
coming,
so
you
picked
that
up.
I
picked
it
up.
D
Were
we
at
GW
when
Brookings
are
now
calling
them
walk-ups,
walkable
urban
places,
and
so
that's
what
most
I'm
gonna
focus
on.
When
you
look
at
the
region,
there
are
50,
walk-ups,
regionally,
significant
walkable
urban
places.
You've
got
nine
of
them
out
of
the
50,
but
then
there's
downtown
DC,
there's
Bethesda
Town
Bethesda,
Silver,
Spring,
National,
Harbor,
Old,
Town
rest
in
town
center
and
virtually
ninety
percent
of
all
new
office
space
in
this
region
is
going
to
those
walkable
urban
places.
Those
walk-ups
representing
point
five
of
1%
of
the
total
land
mass.
D
That's
the
future
of
our
economy
is
going
to
0.5
a
1%
of
the
entire
land
mass.
That's
why
Marriott
left
the
business
park
in
Montgomery,
County
and
they're?
Building
a
million
square
foot
headquarters
in
downtown
Bethesda
a
high-rise,
their
RFP
stipulated.
They
must
go
to
a
walkable.
Urban
transit
serve
place
again,
0.5
a
1%.
D
It's
the
same
with
it's
the
same
with
Amazon.
The
vast
majority
of
new
corporate
headquarters
over
the
last
8
years
have
gone
to
walkable
urban
places
throughout
the
country
and
what
it
also
generates
is,
of
course,
price
premiums
that
the
markets
paying
a
lot
more
money
to
on
a
price
per
square
foot
basis
in
walkable
urban
places,
and
we
all
see
it
I
mean
you
all
know
it
that
the
office
space
here
even
in
this
tough
market.
D
This
you
know
that
you
you're
in
a
20
percent
vacancy
market
in
this
up
and
down
the
R&B
corridor.
That
and
thank
goodness
for
the
Nestle
coming
in
very
pleased.
But
you've
got
these
tremendous
price
premiums
that
even
get
higher,
when
you
add,
what's
what's
what's
known
as
cap
rates
to
it,
that
that
it
boosts
the
valuation
up
over
a
hundred
percent
for
hotels
and
office
on
a
price
per
square
foot
basis,
the
markets
willing
to
pay
twice
as
much
for
a
walkable
urban
square
foot
than
for
drivable
suburban
square
foot.
D
D
Looking
at
the
Apple
Store
you're,
looking
at
where
the
garden
store
was,
is,
of
course,
Whole
Foods
and
the
condos
on
top
are
six
seven
hundred
dollar
per
square
foot
condos,
but
two
blocks
to
the
north
and
south
of
this
location.
It
feathers
back
to
single
family
and
those
houses
have
the
highest
sales
price
per
square
foot
of
any
single-family
house
in
Arlington,
and
the
reason
for
your
walking
distance
to
great
you
know:
50,
restaurants
and
and
the
metro
and
you
can
live
in
suburbia.
You
have
the
best
of
two
worlds.
D
D
To
the
resonances
about
60%
of
the
total
square
footage
built
over
the
last
25
years
has
been
rental
and
for
sale,
housing
high-density-
and
you
probably
know
this
again.
I'm,
probably
you
guys
are
all
you
know
this
kind
of
stuff,
but
you're
the
the
high-density
housing
from
a
generating
school-age
kids,
those
condos
and
rental
apartments
generate
one-eighth,
the
school-age
child
or
children
going
to
school
than
the
single-family
homes
in
Arlington,
one
eighth.
So
all
these
people
move
to
Arlington.
D
So
here's
some
examples,
though,
of
places
that
have
learned
from
you
they're
following
in
your
footsteps.
Certainly
Bethesda
has
been
doing
a
remarkable
job
and
it's
really
coming
together
that
those
two
towers
there
on
the
left
on
the
upper
left.
That
used
to
be
where
the
bob's
big
boy
drive-in
was.
You
may
remember,
on
the
Wisconsin
here
is
out
in
Denver.
This
is
the
Via
Italia.
The
developer
must
have
gone
to
Italy
after
the
war,
or
maybe
he
was
a
soldier
during
the
war.
D
He
saw
that
if
you
put
arches,
it
would
look
at
a
lien
and
he
built
this
regional
mall,
pretty
plain
Jane
regional
mall,
the
first
regional
mall
in
Denver,
obviously
very
successful
when
it
opened
by
2000.
There
is
one
store
open.
All
the
rest
had
gone
dark.
It
was
the
tax
base
of
Lakewood
Colorado,
which
is
equivalent
to
Arlington.
D
It
was
bulldozed,
a
grid
of
streets
were
put
in,
and
now
it's
a
incredibly
vibrant
walkable
urban
place.
It's
now
back
as
the
Tax
Foundation
of
Lakewood
and
it's
getting
eighty
percent
valuation
premiums
over
the
rest
of
the
Southwest
Denver
suburbs,
downtown
Bellevue
again
very
similar
across
Lake
Washington
from
town
Seattle
was
a
pretty.
D
You
know,
horse
and
buggy
kind
of
town
3040
years
ago,
and
that
was
an
intensely
walkable
urban
place
and
Microsoft
has
a
lot
of
their
headquarters
there
and
a
lot
of
other
tech
firms
are
there,
but
even
Georgia,
even
Atlanta
is
seen
a
rise
of
walkable
urbanism.
This
is
a
friend
of
mine
that
did
this.
This
is
about
25
miles
north
of
downtown
greenfield
development,
and
so
this
project,
Avalon,
just
came
out
of
you,
know
just
add
water
and
poof.
D
You
have
instant
urbanity
and
it's
become
the
downtown
for
Alpharetta
to
the
north
of
downtown
Atlanta,
but
here's
the
one
that's
just
remarkable,
and
it's
local
and
they've
learned
from
you-
and
this
of
course
is
why
Flint
this
beauty,
this
25
acres
of
unmitigated,
godforsaken
asphalt
parking
lot,
is
your
classic
Rockville
Pike
could
be
anywhere
USA
strip
mall
and
that
federal
reality
owns
it,
bulldozed
it
and
put
in
place
a
grid
of
streets.
Just
like
happened
out
in
Bellevue
in
Denver
and
created
this
fabulous.
This
is
now
all
built.
D
This
is
the
imagery
from
three
years
ago.
I'm,
sorry
I'm,
not
current,
but
it's
moving
so
fast,
and
this
is
now
in
place
built
open
for
business
and
it's
now
downtown.
The
pike
they've
now
branded
this
the
pike
as
opposed
to
White
Flint,
and
it's
again
just
a
remarkable
place
that
has
rejuvenated
much
of
Montgomery
County
and
this
area,
which
you
know
again.
Rockville
Pike,
is
just
dreadful,
and
it's
now
evolving.
D
Ten
years
ago,
they're
tanking
the
people
who
are
buying
it,
don't
know
what
they're
going
to
do
with
these
things,
and
so
they
are
selling
it
at
a
tremendous
discount
and
that
gets
reflected
in
their
tax
base.
So
now
I
want
to
move
on
and
talk
about
something
that
you're
not
doing
quite
as
well,
and-
and
that
is
that
we
in
this
country
of
course,
have
had
three
levels
of
government
for
200
years,
federal,
state
and
local,
but
we
have
two
missing
levels
of
governance,
and
one
is
of
course,
at
the
metropolitan
level.
D
We
always
do
a
terrible
job.
Only
Portland
Oregon
has
a
decent
metropolitan
level
of
they
have
government
the
best
we
have
is
Metro
and
that
we
need
we're
all
going
to
pay
to
make
Metro
even
healthier.
We
have
no
choice,
but
the
other
one
is
at
the
place
level.
This
is
the
level
that
is
the
fourth
level
of
governance,
and
this
is
where
democracy
is
really
taking
place
in
this
country.
D
The
biggest
democratic
movement
building
upon
neighborhood
groups,
building
upon
Main,
Street
programs,
building
upon
Business
Improvement
Districts,
is
taking
place
at
the
place
level,
and
we
are
where
this
country
was
with
local
government
in
the
1740s.
If,
if
you
know
much
about
Benjamin
Franklin,
that
Benjamin
Franklin
created
the
libraries
in
Philadelphia
and
the
universities
in
schools
and
the
fire
departments,
and
just
on
and
on
and
on
he
created
institutions
by
volunteers
that
were
taken
over
by
local
government,
he
invented
local
government
in
this
country,
we're
at
the
same
place
with
place
management.
D
This
is
going
to
this
is
exploding
and
you're
a
bit
behind
the
curve
in
this
town
that
we
look
at
walkable
urban
places
as
a
three-legged
stool.
The
public
sector
is
crucial.
You
set
the
table,
you
put
in
place,
the
zoning
you
build
the
infrastructure,
the
private
sector
invests
the
vast
majority
of
the
money
for
every
one
dollar
of
public.
There's
15
dollars
of
private,
but
place
management
is
the
key
and
that's
what
you're
lacking
so
I
figure
that
you
guys
have
11
walkable
urban
places.
Some
are
underdeveloped
likely
highway.
D
So
let
me
end
by
talking
about
the
lessons.
You've
taught
us
and
then
the
lessons
you
might
want
to
consider
one
is
and-
and
this
is
tiny
because
you've
taught
us
so
much-
you've
taught
us
that
underground
rail
transit
works.
The
best
the
orange
line
is
the
most
important
rail
line
in
the
country,
because
in
Arlington
it
works.
Well,
it
goes
to
Fairfax
and
it
dies.
D
You
can
do
bus
based,
walkable
urban
places
like
Shirlington.
You
you
put
in
the
overlay
zoning
that
allowed
this
to
happen
with
boundaries,
so
there
were
firm
lines
between
walkable
urban
and
the
drivable
suburban
neighborhoods,
the
best
of
both
worlds.
We
talked
about
you
measured
this
stuff,
you
listened,
but
you
measured.
That's
what
Dennis
had
just
mentioned,
and
you
insist
on
mixed
income
and
you
backed
it
up
with
research
many
times
you
knew
better
than
the
real
estate
developers
and
you
start
at
an
affordable
housing
strategy
early
and
you
have
funded
it
consistently.
D
We
didn't
know
what
what
to
do
back
in
the
70s
and
we're
still
learning
how
to
retrofit
those
but
you're,
not
you're,
not
immune
to
competition.
You're
late
to
understanding
place
management
and
the
private
sector
needs
to
be
more
involved
in
in
raising
the
capital
for
a
place
management
infrastructure.
The
affordable
housing
crisis
is
still
a
crisis.
The
county
has
done
a
great
job.
More
needs
to
be
done.
You
never
got
the
skins
here.
Actually
I'm
kidding.
That's
a
very
good
thing.
D
You
didn't
get
the
skins
here,
so
you've
got
some
lacking,
but
here's
your
competition,
that's
coming
down
the
pike
Carlisle
down
and
down
down
on
the
down
in
Alexandria
they're,
the
ones
that
got
the
National
Science
Foundation.
They're
doing
much
better
in
a
lot
of
things,
they
were
going
to
do
much
about
look
at
mosaic.
A
great
example
of
local
serving
walkable
urban
high
density
places.
D
Obviously
green
field
stuff
like
Reston,
Town,
Center
and
National
Harbor.
It's
not
my
cup
of
tea,
but
there's
a
market
for
it
and,
of
course,
Tyson's
Tyson's
is
going
to
break
up
into
four.
Maybe
five
different
walkable
urban
places,
its
2,400
acres,
but
only
half
of
it,
we
think
is
going
to
be
walkable
urban.
The
rest
will
stay
Business,
Park
and
they're
going
to
be
serious
competition
for
you.
So
the
one
final
thing
is
that
you've
got
to
get
better
on.
D
You
know,
get
focused
more
on
place
management,
you're
spending
in
total
ten
million
dollars
per
year
in
this
county
on
place
management.
Almost
all
of
it
is
private-sector
generated
money
with
the
Business
Improvement
Districts
and
the
like
DC
spending,
50
million
with
twice
the
population
so
think
about
much
more
aggressive
investment
in
place
management.
Thank
you.
A
Wanted
to
make
sure
that
we
have
plenty
of
time
to
actually
talk
about
our
topic
of
the
day,
which
is,
of
course,
the
the
transportation
planning
that
goes,
that
complements
all
of
the
things
that
Chris
so
so
helpfully
set
the
stage
for
us
about
I.
Think
one
area
we
might
agree
is
that
Arlington
is
not
perfect
and
one
of
the
areas
where
we're
seeking
to
improve
is
thinking
about
again
that
intersection
between
traffic
planning,
transit
planning
and
impacts
and
development,
so
I'm
going
to
invite
Chris
to
grab
a
seat
along
with
Dennis.
A
If
you
will
to
bring
those
perspectives
to
our
panel
and
they
will
be
joined
by
two
of
our
citizen
leaders
on
these
issues,
particularly
with
regard
to
the
nexus
between
planning
and
transportation.
So
we
have
Stephen
Hughes,
as
a
member
of
our
Planning
Commission,
to
join
us
and
Chris
slat,
who
is
chair
of
Arlington
County's,
Transportation,
Commission
and
I'd
like
to
introduce
you
to
a
final
guest,
my
colleague
Christian
Dorsey,
who
will
be
moderating
this
conversation
tonight.
So
please
join
me
in
welcoming
all
of
our
panelists.
B
E
We're
getting
the
text
set
up,
I'd
like
to
thank
Chris
for
a
very
provocative
conversation
and
one
of
the
things
that's
always
sobering
to
know
as
a
public
official
as
soon
as
you
think,
you're
doing
things.
Well,
you
have
a
very
robust
community
available
to
tell
you
otherwise
and
that,
to
a
large
degree,
somewhat
informs
this
conversation,
because
with
a
community
that
is
committed
to
doing
things
better.
E
So
the
first
question
I
like
to
throw
out
to
you
all-
and
this
is
going
back
to
Dennis
in
your
presentation,
where
you
just
spotlighted
a
new
approach
to
looking
at
analysis
and
measuring
data
in
Arlington
the
multimodal
impact
assessments.
How
will
that
improve
decision-making
here
in
Arlington?
How
will
it
improve
our
ability
to
to
do
land-use
planning
to
consider
entitlements
on
specific
sites
and
to
implement
our
overall
transportation
program?
We'll
start
with
you
and
then
I'd
love
to
hear
from
everybody
else
very.
C
Good
I
think
the
reason
we're
really
interested
in
it
is
that
what
we
see
in
our
post
occupancy
studies
that
people
travel
from
our
mixed-use
difference
in
a
different
way.
It's
certainly
not
just
about
Auto
travel,
and
so,
when
we're
going
through
the
site
site
plan
process,
it
may
be
that
the
sidewalk
connection
to
the
metro
rail
station
becomes
the
most
important
transportation
thing
that
we
can
do
to
actually
make
that
site
work
or
upgrading
the
transit
access
or
making
an
arterial
Street
crossing.
Better.
C
We've
had
some
recent
mixed-use
projects,
mostly
residential,
where
a
seventy
percent
of
all
the
trips
are
non.
Auto
50
percent
of
the
trips
are
transit
and
most
of
those
transit
trips
start
and
end
with
a
walking
trip.
So
I
think
it's
going
to
help
us
really
better
prioritize
the
things
that
need
to
be
done
to
make
sure
that
that
development
is
sustainable.
Thank.
E
F
You
Christian,
you
know
I
joke.
Sometimes
we're
called
the
parking
Planning
Commission,
because
it's
always
about
parking
in
our
transit,
TIAA
and
and
that's
always
an
important
issue.
But
you
know
I,
think
about
the
ten
years
that
I've
been
in
Arlington
I,
lived
in
four
different
places
and
worked
in
the
same
place.
The
whole
time
and
I've
walked.
I
biked
I
met
robust
and
I
Drive
single
occupancy,
just
all,
depending
on
the
time
and
different
days,
and
so
for
me.
I,
look
forward
to
the
broader
connection.
G
G
You
know
an
e
to
an
F
on
what
we
call
level
of
service
which
is
really
about
how
long
you
sit
at
that
traffic
light,
maybe
before
you're
allowed
to
go
through
or
turn
right,
but
maybe
it's
only
creating
like
eight
more
car
trips
a
day
in
the
development
that
came
in
right
before
it
generated.
You
know,
95
more
car
trips
a
day,
but
because
this
poor
development
came
in,
you
know
right
at
that
tipping
point
from
E
to
F
all
of
a
sudden.
G
It's
the
one
that
it
looks
like
we
should
be
requiring
some
great
mitigation
from
or
requiring
them
to
deal
with
the
problem.
So
I'm
really
hopeful
that
we
can
get
an
analysis
that
just
is
looking
more
at
those
overall
numbers.
Eighty
more
trips
in
a
car,
50,
more
trips
on
transit,
30,
more
trips
on
bikes
and
start.
G
E
We
look
at
a
lot
of
the
traffic
counts
that
have
been
done.
We've
studied
the
arterioles,
but
what
we
hear
from
a
lot
of
people
who
live
in
those
neighborhoods
that
are
close
to
those
arterioles
are
that's
not
really
capturing
the
dynamic
that
I
actually
see
in
my
neighborhood
and
there's
been
a
significant
change
in
Criss
I'm
wondering
if
you
can
bring
to
the
conversation
whether
there
are
advancements
in
methodologies
and
forecasting
that
better
allow
communities
to
look
at
a
broader
Geographic
impact
than
maybe
traditional
analyses
have
provided
us.
So.
D
What
what
we're
talking
about
with
transportation
is
the
most
important
infrastructure
categories
that
there's
16
categories
of
infrastructure,
water
and
sewer
and
cable,
but
transportation
is
first
and
most
important
transportation
drives
development.
It
has
for
6,000
years.
The
transportation
system
you
put
in
will
dictate
the
form
of
development
that
a
society
takes
and
now
Dennis
did
not
pay
me
to
say
that.
But
that's
why
there
is
a
Department
of
Transportation
at
the
federal
level
and
at
most
state
levels
and
not
a
Department
of
sewers.
That
transportation
is
a
very
expensive
and
B.
D
The
thing
that
we
do
know
as
you
move
towards
more
of
a
walkable
urban
development
pattern,
as
Dennis
has
proven
as
you've
proven,
is
that
car
usage
goes
down
alternative
alternative
transportation,
for
you,
hippies
in
fact
expands
and
the
demand
for
parking
goes
down
so
that
when
you,
you
know
most
when
you
look
at
the
parking
ratios,
because
you're
right
about
parking
mean
tries
too
crazy.
You
think
the
entire
world
revolves
around
parking,
but
you
start
with
a
drivable
suburban
parking
ratio
of
somewhere
between
four
and
six
cars
per
1,000
square
feet
of
built
space.
D
Each
car
takes
450
square
feet,
so
you're
building,
you
know
1,500
2,000
square
feet
of
parking
for
a
thousand
square
feet
of
people
space,
and
that's
why
we
have
all
these
service
parking
lots
throughout
the
world
throughout
the
country.
But
as
we
build
more
walkable
urban
places,
the
parking
ratios
drop
and
they
go
from
4
&
5,
&,
6
per
thousand
square
feet
down
to
one
parking,
space
per
thousand
square
feet,
and
sometimes
even
lower
I
mean
well.
We
will
always
have
cars.
D
Cars
are
great
they're
fabulous
to
have
that
flexibility,
but
we
just
don't
need
as
much
of
them
in
a
walkable
urban
environment.
Now,
as
far
as
the
impact
on
the
neighborhoods,
which
is
where
the
if
you'll
excuse
the
expression,
the
rubber
meets
the
road
you
knew,
I
was
gonna
say
that
right,
yeah
that
this
gets
back
to
place
management.
This
is
not
rocket
science.
We
know
how
to
manage
this
stuff
through
traffic.
D
You
know
traffic
calming
and
and
by
you
know,
parking
management
schemes,
and
this
is
something
that
place
management
can
do
in
those
neighborhoods
surrounding
walkable
urban
places.
It
needs
to
be
managed,
and,
generally
speaking,
we
find
the
best
folks
to
manage.
It
is
not
I
mean
the
county
can
do
it,
but
I'm
suggesting,
like
with
social
equity.
You
consider
the
place
management
organizations
to
get
more
involved
in
traffic
and
parking
management
and
there's
other
things.
You
know,
there's
other
complaints
living
close
to
a
great
walkable
urban
place
noise,
for
instance.
D
E
E
There's
been
a
lot
of
talk
at
the
regional
level
about
what
a
continued
growth
in
micro
transit
opportunities
may
look
like
thinking,
lifts
and
other
innovations,
and
what
the
maybe
farther
off,
but
soon
to
become
future
of
autonomous
vehicles
might
look
like
how
can
we
think
about
those
not
yet
fleshed
out
technologies
and
how
they
will
affect
our
ability
to
actually
make
sound
decisions,
land
use
and
transportation
program
and
and
christen
through
the
big
thinker,
invited
here
tonight,
we'd
love
for
you
to
kick
it
off.
Well,.
D
You
start
with
Complete
Streets
and
recognize
that
the
right
of
ways
in
your
County
are
owned
by
you
and
it
is
a
incredibly
valuable
asset
by
any
financial
measure.
A
friend
of
mine
used
to
be
head
of,
do
t
up
in
New,
York
City
and
she
said
I
control
more
real
estate
by
value
than
anybody
in
the
world,
and
she
did
because
about
forty
percent
of
your
land
is,
is
in
fact
right-of-way.
D
So
it's
a
matter
of
maintaining
the
flexibility
of
use,
don't
get
stuck
with
the
old
guidebooks,
throw
out
the
old
guidebooks
many
times
as
far
as
the
transportation
guidebooks
and
the
other
thing
is
going
to
be.
You're
gonna
have
to
really
start
thinking
about
how
to
recycle
parking.
I
would
not
build.
You
know
there's
two
ways
of
building
parking,
decks,
there's
sizzurp
parking
decks
that
are
on
ramps
and
there's
flat
parking
decks
that
have
the
ramps.
D
At
the
end,
the
flat
parking
decks
are
less
efficient
and
more
expensive
to
build
on
a
price
per
square
or
on
a
price
per
per
space
level,
but
they
can
be
reused
if
it's
a
scissor
parking
deck
it
has
to
be
bulldozed.
So
I
would
urge
you
in
this
county,
don't
build
any
more
scissor
parking
decks
and
be
thinking
when
you
build
a
parking
deck,
be
thinking
about
what
its
gonna
be
used
for
next,
because
you're
gonna
have
a
lot
fewer
parking
spaces
when
a
V's
come
around
I.
C
C
C
C
When
you
make
the
shift
to
walkable
urban,
you
actually
can't
go
back
to
drivable
suburban,
given
the
development
pattern,
so
we
are
going
to
need
every
layer
of
transportation,
starting
with
a
really
healthy
rail
system
and
a
healthy
transit
system,
and
we
have
to
better
manage
the
TNCs.
What
New
York
learned
is
actually
the
TNCs
caused
more
congestion
on
their
downtown
grid
versus
less,
and
they
are
trying
to
figure
out
ways
on
how
to
manage
that.
E
G
G
Is
it
going
to
be
a
bike
lane,
or
is
it
going
to
be
a
car
lane
I
think
we
may
spend
the
next
10
or
15
years
fighting
over
the
space
on
the
curb
you
know
uber
and
lyft
and
TNCs,
and
eventually
you
know
if,
if
that
turns
into
automated
vehicles
that
pick
you
up
and
drop
you
off.
All
of
that
pick
up
and
drop
off.
G
You
know
happens
at
the
curb,
which
happens
to
be
also
right
now,
where
we
happen
to
be
putting
bikes
and
where
we
happen
to
be
putting
people
trying
to
walk
along
the
sidewalk
and
benches
and
all
sorts
of
other
things
so
I
think
one
of
our
biggest
opportunities
and
duties
here
over
the
course
of
the
next
few
years
is
to
do
some
real
serious
thinking
about
how
how
does
that
prioritization
take
place?
What's
the
best
way
to
to
maximize
the
use
of
that
curb
space
to
prepare
for
for
that
potential
future.
F
I
I
want
to
just
assignments,
I
want
to
pile
on
it
to
Chris's
comment,
because
this
is
the
one
thing
that
I
think
about
most
I
was
left
behind
by
the
uber
pool.
Until
my
intern
told
me,
it
was
cheaper
to
commute
that
way,
but
it
was
very
interesting
for
me,
but
I
asked
ourselves,
you
know
when
I
look
at
a
building,
we're
always
a
deck.
F
You
know
the
clean
lines
and
we
frown
upon
the
drop-off
loops
and
is
that
the
way
of
the
future
or
not
with
an
autonomous
vehicle
I,
don't
have
the
right
answer
and
I
don't
know,
but
I
I
think
the
flexibility
in
our
planning
to
allow
that
in
the
future.
It's
important
because
you
know
in
the
70s
when
we
placed
the
four
metro
stops.
Not
everyone
was
talking
about
it.
So,
whatever
the
solution
is
today,
it's
not
going
to
be
in
the
textbook
and
we
have
to
be
inventing
it
for
ourselves.
B
E
Right
so
we
do
have
an
open
house
component
coming
next,
so
I'm
sure
at
some
point
everyone
will
be
able
to
ask
questions
of
people
who
may
be
able
to
answer
them
in
the
room.
Right
now
is
your
chance
to
hear
some
responses
from
the
panel.
So
if
you
have
a
question,
please
raise
your
hand
and
I'll
need
to
recognize
you
so
that
we
can
have
that
bearded
gentleman
come
over
with
a
microphone,
so
we
have
two
excellent,
wonderful,
wonderful,
all
right!
Why
don't
water?
E
H
Yeah
hi
I'm,
Natasha,
Atkins
and
I'm,
the
president
of
the
Aurora
Highland
Civic
Association
I,
liked
your
aurora
thing,
because
that's
big
down
where
we
are
I
just
wanted
to
follow
up
on
the
comment
about
the
ride-sharing
services.
There
was
a
study
that
came
out
this
week
that
looked
at
five
or
six
different
cities
and
the
fact
that
not
only
were
ride-sharing
services
making
the
traffic
worse,
but
they
were
also
taking
traffic
away
from
the
transit.
H
So
I
think
we
obviously
need
to
make
Metro
our
priority
so
that
there
are
fewer
excuses
for
not
taking
Metro.
It
doesn't
work
well,
I'll,
just
hop
the
lift
into
town
and
I.
Guess,
that's
all
I'm
concerned
about
and
like
don't
don't
autonomous
vehicles
need
to
park
somewhere,
even
when
they're
not
driving?
Where
do
you
park
them.
C
Dennis
you
want
to
go
ahead,
start
I,
think
one
of
the
real
challenges
that
we
see
with
uber
and
lyft
and
the
TNCs
generally
is
it's
that
loading
zone.
It's
the
notion
that
everyone
can
be
picked
up
exactly
where
they
want
to
be
picked
up
and
in
more
urban
mixed-use
environments
that
doesn't
really
work
well,
because
how
that
translates
and
I
see
it
here
in
courthouse
and
Claridon.
That
means
it's
double
parking
in
the
bus.
Stop
it's
actually
blocking
the
bike
lane.
D
Again,
at
coordinating
with
our
Police
Department,
this
is
just
again
another
form
of
place,
management
and
there'll,
be
each
block,
there'll
be
a
designated
place
and
the
phone
will
know
that
you
have
to
walk
to
that
designated
place.
Many
airports
have
this
now
this
is
this
is
not
rocket
science.
We
know
how
to
deal
with
that.
So
it's
a
matter
of
managing
it.
Recognizing
it.
You
know,
I
I,
think
uber
and
lyft
are
great
I'm.
D
D
G
Chris
I
just
wanted
to
kind
of
throw
in
there's
there's
such
a
range
of
potential
futures
with
a
v's.
You
know,
they're
sort,
there's
sort
of
this
horrible
dystopian
potential,
I.
Think
future
of
we
just
turn
from
everybody
owning
a
car
that
they
have
to
drive
to
everyone
owning
a
car
that
drives
itself,
and
this
has
all
sorts
of
potential
negative
impacts,
especially
in
urban
areas.
Where
all
of
a
sudden,
you
know
how
long
it
takes
to
get
to
work.
G
It
doesn't
matter
as
much
because
you
can
be
on
your
phone
or
you
can
be
on
your
laptop
and
all
of
a
sudden.
This
leads
to
more
sprawl.
There's
also
really
I.
Think
a
potentially
amazing
future
that
could
come
for,
maybe
is
where
nobody
feels
like
they
have
to
own
a
car
anymore,
or
at
least
10%
of
us
feel
like
we
need
to
own
any
car
own,
a
car.
You
know
for
the
trips
that
make
sense
to
walk.
We
can
walk
for
the
trips
that
make
sense
to
bike.
G
We
can
bike
for
the
trips
where
we're
going
someplace,
that
tons
of
other
people
are
going,
we're
taking
metro
rail
or
we're
taking
a
really
great
bus
and
for
those
small
percentage
of
trips
now
left
at
the
bottom.
Where
we're
going
someplace
weird,
you
know,
there's
an
automated
uber
that
comes
and
swoops
us
up
and
takes
us
and
delivers
us
to
the
designated
drop-off
point,
a
block
from
where
we're
going,
in
which
case
now
that
only
10
percent
of
us
own
cars
and
those
cars
are
shared.
G
We
don't
need
as
many
parking
spaces
all
of
a
sudden.
We
don't
need
these
parking
garages
and
we
can
turn
them
into.
You
know
something
useful
for
other
purposes,
but
a
lot
of
that's
going
to
come
down
to
how
we
set
our
policies
and
a
lot
of
that's
going
to
come
down
to
how
we
interact
with
what's
coming
and
I,
think
that
perhaps
is
Arlington
and
any
other
city
or
urban
areas.
Biggest
challenge
is
guiding
that
future,
who
a
navy
has
come.
I
Arthur
fox
I'm
down
in
some
in
the
Pentagon
City
area
in
the
drivable,
suburban
portion
thereof,
one
of
the
by
the
way
Chris
I
want
to
thank
you
for
a
wonderful
salesmanship
on
on
the
the
idea
that
urban
living
really
is
better
from
an
environmental
standpoint
and
and
all
kinds
of
other
as
well.
However,
the
one
topic
that
didn't
real
that
you
pointed
out
course,
at
the
very
end
when
you
were
seated
at
the
table
rather
than
at
the
rostrum,
was
that
transportation
infrastructure
is
key
to
development
development.
It's
not
a
chicken
and
egg
thing.
I
The
extent
that
downtown
Washington
is
going
to
continue
to
be
a
place
where
a
lot
of
people
are
going
to
commute
and
we're
going
to
have
a
lot
of
growth
outside
of
Arlington
County.
That's
going
to
need
to
go
through
our
Lincoln
County
and
analyzing
the
capacity
of
our
transit,
our
public
movement
of
people,
but
also
automobile
transit.
I
You
can
have
autonomous
cars
and
have
fewer
parking
places,
but
the
same
number
of
cars
are
likely
to
be
on
the
road
and
as
we
grow,
perhaps
more
cars
are
going
to
try
and
crowd
on
to
the
existing
roadways
of
that
form
of
transportation
infrastructure,
and
that
is
something
I
would
love
to
hear.
You
all
talk
about
and
whether
or
not
there's
a
way
to
model
the
potential
congestion
going
forward,
given
the
amount
of
growth
that
we're
expecting
or
the
cog
is
expecting
that
will
occur
in
the
entire
metropolitan
area.
I
In
the
fact
that
cog
is
saying
that
eighty
percent
of
people
are
driving
are
commuting
by
cars
and
are
likely
even
25
years
from
now,
85
rather
80
percent
will
continue
to
be
driving
in
cars,
but
that
will
be
80
percent
of
a
much
larger
number,
given
the
growth
that
will
occur
in
the
entire
metropolitan
area.
So
these
are
the
kinds
of
of
issues
that
I
would
love
to
hear.
People
focus
on
well.
D
Those
kind
of
projections
is
that
that
assumes
that
we
will
continue
to
massively
subsidized
driving
that
when
you
take
a
look
at
the
tolls
that
are
on
66,
that's
what
it
takes
to
pay
for
roads
and
I
think
we
all
know
that
we've
not
been
paying
that
I
am
a
senior
fellow
at
Brookings
as
well,
and
there
was
a
Chinese
scholar
that
came
over
and
she
had
just
driven
from
Chicago
to
Washington
and
didn't
pay
at
all.
Didn't
pay
any
didn't
pay
one
dollar
to
to
drive.
D
She
said:
that's
what
the
same
as
driving
from
Shanghai
to
Beijing.
It
would
cost
me
$200
in
tolls,
which
one
of
us
is
the
capitalist
country.
We
subsidize
massive
driving
and
you
think
your
gas
taxes
paid
for
it.
I've
got
a
bridge
to
sell,
you,
I
mean
massively,
and
so
we
are
putting
the
thumb
on
the
scale
we
are.
D
We
are
social
engineering
to
say
that
that
we're
going
to
continue
to
we're
not
going
to
be
able
to
pay
for
the
maintenance
of
our
roads
that
we
have
right
now,
there's
no
way
we
can
afford
it
that
those
roads
are.
You
know
most
of
the
freeways
are
40
years
old.
As
I
mentioned
40
years,
you
got
to
rebuild
it's
going
to
cost
two
three
times
as
much.
D
You
know
the
the
beltway
over
in
Maryland
is
in
miserable
shape
and
they're
gonna
have
to
rebuild
it
Lane
by
Lane
at
night
and
on
weekends,
paying
double
time
while
they're
still
having
the
traffic
flow
through.
It's
gonna
cost
a
fortune,
and
so
we're
not
going
to
be
able
to
build
those,
but
we're
gonna
barely
be
able
to
maintain
what
we
have,
because
we
just
can't
afford
it.
I
D
E
There,
if
I,
could
just
interject
just
to
make
sure
we
can
expand
the
conversation.
So
the
question
that
that
mr.
Fox
is
asked-
and
your
response
indicates
that
somehow
to
address
this-
need
there
has
to
be
a
greater
level
of
regional
cooperation
and
we've
already.
You
know:
we've
talked
about
the
Council
of
Governments
and
their
cooperative
forecast,
which
are
really
not
cooperative,
they're
they're
cooperative
in
the
sense
that
they
get
data
from
each
of
jurisdiction.
But
it's
not.
It's
called.
D
Would
suggest,
and
and
again
it
goes
to
the
fact
that
that
metropolitan
level
of
governance
in
our
society
does
not
exist
in
this
country
in
Europe
in
Canada
it
exists,
that's
standard
metropolitan
governance
exists
or
government.
The
only
example
we
have
in
this
country,
of
course,
is
Portland
Oregon
and
they're
all
communist
anyway,
so
we
don't
follow
them,
and
so
the
only
model
we
have
right
now
is
the
board
that
you're
on
and
that
hopefully,
Metro
will
become
a
shining
example.
D
Once
again,
once
we
decide
once
we
decide
to
reinvest
one
of
the
things
that
I'm
particularly
embarrassed
about
my
age
group,
the
baby
boomers
is
that
we
are
ungodly
selfish
and
that
we
have
not
invested
in
the
infrastructure
of
our
country.
Unlike
our
parents,
and
we
are
leaving
the
infrastructure
in
miserable
shape
and
Metro
is
the
you
know,
we
I
think
we
now
have
the
regional
will
to
to
rebuild
Metro,
but
how
many
people
had
to
die
to
to
to
get
us
to
do
that,
and
so
maybe
there's
a
regional
d-o-t.
B
Just
want
to
take
off
for
a
minute
about
what
you
just
said
that
all
those
folks
are
communists,
I,
think
one
of
the
advantages
we
have
in
Arlington
here
is
that
we're
the
Socialist
Republic
of
Arlington
I
want
to
focus
on
this.
First
on
this,
the
70s
plan
for
the
RB
Carter.
Was
it
perfect?
Did
it
evolve
as
we
learned
new
things?
Yes,
is
it
successful?
It
is
tremendously
successful.
B
Now,
let's
take
another
look
at
something
called
the
East
Falls
Church
sector
plan,
it's
so
specific,
so
backward
looking
so
negative,
it's
not
successful
and
if
you
look
at
what
has
happened
in
the
development
of
East
Falls
Church,
now,
let's
stop
for
a
minute
and
talk
about
just
because
I
live
up
there,
and
this
is
something
involved
in
the
Lee
Highway
Alliance
plan
that
we're
working
on
Chris.
We
need
the
money
to
do
that.
Why
do
we
need
the
money
to
do
that
so
that
we
can
come
up
with
a
transportation
plan?
B
F
I,
remember
when
I
moved
to
the
pike
in
2008
and
the
demolition
of
the
Penrose
giant
was
just
beginning
and
I
remember
living
through
the
food
desert,
where
you
couldn't
walk
to
the
nearest
grocery
store
and
now
I
get
to
walk
in
the
summer
with
my
daughter,
not
in
the
winter,
it's
really
cold
to
the
Penrose,
it's
a
half
mile
or
so
so
I
I,
look
forward
to
that
coming
to
the
Lee
highway,
but
I
think
it's
a
lot
of
the
things
that
Chris
mentioned.
I
think
there's
a
lot
of
lots
of
playing.
F
That's
gonna
have
to
go
into
it,
but
I
think
Arlington
can
do
it
and
it
will
help
solve
a
lot
of
those
challenges.
Environmental
challenges,
the
affordable,
housing
challenge,
a
lot
of
challenges
have
the
potential
of
rededicating,
some
of
that
land
use,
that's
currently
not
dedicated
or
is
dedicated
to
strip
malls
and
commercial
to
a
multi-family,
more
conducive
environment.
We.
D
Don't
have
as
much
experience
with
corridor
development
as
we
do
with
core
develop
and
corridor
place.
Management
is
brand-new
stuff,
but
but
we're
only
I
mean
we're
dealing
with
one
lot:
one
parcel
on
both
sides
of
Lee
highway:
that's
how
deep
it
tends
to
go
and
then
it
feathers
back
into
single-family.
So
it
really
does
need
management,
because
single-family
versus
high
density
is
a
is
a
toxic
mix.
So
you
need
to
manage
that
well
and
we
and
I'm
sorry.
We
don't
have
that
many
models,
if
there's
some
county
in
the
country
that
could
do
it.
G
Yeah
I,
too,
am
very
excited
about
the
notion
of
planning,
Lee
highway.
I,
sometimes
I
feel
like
many
of
our
divisions
here
in
the
county
or
the
result
of
there's.
You
know
a
large
chunk
of
our
County
that
really
feels
like
they've
been
blessed.
Their
quality
of
life
has
been
improved
by
the
walkable
urban
village
development
that
we
have
planned
and
I
feel
like
there's
a
large
chunk
of
the
county
that
feels
like
all
it's
done
is
brought.
You
know,
traffic
to
their
to
their
neighborhood
and
so
moving
some
of
that
development.
G
Northward,
where
it
can,
you
know
not
just
have
an
impact
but
also
have
a
positive
impact
and
bring
you
know.
New
amenities,
I
think
is,
is
hugely
important,
but
I
feel
that
we
need
to
make
sure
that
we
are
facing
the
economic
reality
when
we
do
this
planning,
as
Chris
mentioned
great
huge
portions
of
Lee
highway,
are
one
parcel
deep
on
either
side
of
the
street,
and
that
is
a
very
small
amount
of
land
do
to
work
with.
G
So
we
need
to
either
stick
to
that
and
only
plan
for
one
parcel
deep
on
either
side
and
face
the
economic
reality
of
what
that
means
for
what
we
can
and
cannot
expect
unli
highway,
or
we
need
to
blaze
a
new
trail
in
Arlington
County
and
open
the
possibility
of
actually
planning
accord
or
deeper
than
one
parcel
on
either
side
of
the
road.
Thank.
E
You
Chris,
and
with
that
with
my
apologies,
we're
gonna
have
to
stop
the
formal
conversation,
because
we
did
want
to
give
everyone
the
opportunity
to
see
some
of
the
exhibits
in
the
open
house
and
to
ask
more
focus
specific
questions.
Unfortunately,
we
don't
have
the
room
all
night,
so
we
do
have
to
make
sure
we
move
on
to
that
portion.
E
A
The
conversation
I
know
for
some
folks.
This
was
a
great,
broader
conversation
and
there
are
others
who
maybe
wanted
to
go.
Green,
sighs,
deeper
and
really
get
into
some
of
those
transitions
and
how
we
model
transportation,
impacts
and
I
know
that
there
are
some
display
boards
and
details
and
a
lot
of
access
to
staff
in
the
next
room
to
have
those
conversations
or
to
continue
those
big-picture
conversations
about
the
future
of
lis
highway,
the
future
of
the
county,
the
future
of
walk-ups,
with
some
of
our
panelists
in
the
next
room.