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A
Meeting
of
the
basketball
advisory
committee
and
in
The
Pedestrian
advisory
committee,
as
hopefully
everyone
gathered
from
the
the
emails
that
were
sent
around
the
reason
that
we
are
doing
a
joint
meeting
tonight
and
have
done
a
couple
of
joint
meetings
in
the
last
year
is
primarily
that's
such
an
exciting
speaker,
lineup
today,
yeah
so
specifically,
We
Have,
Allison
Bullock,
the
transportation
manager
with
Des
to
talk
with
us
about
Route
One
tonight.
A
What
is
the
the
normal
pack
night
and
so
she's
able
to
come
to
speak
to
us
now.
The
bicycle
advisory
committee
is
also
very
interested
in
this
topic,
so
we
decided
to
do
another
joint
session
and
meet
together
tonight.
So
yeah
hope
you
guys
are
excited
for
that.
That
conversation
and
the
rest
of
the
updates
we
have
as
part
of
the
agenda
I,
don't
have
any
other
further
notes.
As
chair
so
Cynthia
do
you
have
any
notes
at
the
top
of
the
meeting.
B
No
I
think
we're
good
we're
very
excited
that
that
Allison
could
be
here,
and
we
were,
you
know,
eager
to
take
any
any
opportunity,
even
if
it's
invading
in
your
Turf
on
a
Wednesday.
So
thank
you
very
much
for
for
having
us
join.
You.
A
All
right,
wonderful,
so
as
a
tradition
at
the
at
the
PAC
meetings
and
I,
assume
I
assume
the
back
meetings
as
well
as
we
like
to
just
have
some
brief
introductions.
So
we
all
kind
of
know
a
little
bit
of
who's
who's
in
the
virtual
room
as
it
were.
So
since
we
do
have
a
lot
of
us
on
the
call
tonight.
A
The
way
we're
going
to
do
this
is
we'll
do
introductions.
I
have
my
my
people
tab
on
the
side
of
my
screen.
I'll
call
two
at
a
time
and
when
you're
called,
if
you
could
just
unmute,
say
your
name
if
you
have
affiliation
within
with
either
committee
or
if
just
a
member
of
the
public
or
a
speaker
just
so
name
a
little
bit
of
wire
here
and
then
kind
of
where
in
Arlington
whereabouts
you,
you
live
your
neighborhood
or
what
have
you
great
and
then
we'll
move
on
all
right.
A
Let's
do
this.
Okay,
I
I
am
at
the
top
of
my
list,
so
I'll
go
first
and
then
I
will
have
Alison
Bullock.
So,
as
mentioned,
my
name
is
Lizzie
Gallagher
I
am
the
chair
of
The
Pedestrian
advisory
committee
and
I
lived
in
Boston.
C
A
All
right
next
to
Chris's,
first
Chris
slap,
then
yard.
D
E
Hello,
I'm
Chris,
tiari
I
am
a
member
of
the
pack
I'm.
Also
a.
G
F
Yeah
thanks
good
evening
everybody
this
my
name
is
Alan
Gonzalez
I'm,
an
associate
planner
with
des
and
I
also
live
in
DC.
H
Eric
Goldstein
I'm,
a
member
of
the
best
advisory
committee
and
I,
live
easy
walk
from
Bob
neutis
on
the
other
side
of
it
from
Chris.
I
A
All
right,
Kenny's
Mike
isn't
working,
but
he
is
a
student
at
Wakefield,
High
School.
He
lives
in
Halls.
Hill
I,
unfortunately,
can't
see
the
next
line
on
my
screen,
but
welcome
Kenny.
It's
really
good
really
good
to
have
you.
Thank
you
for
joining
us.
If
you
have
any
responses
or
questions,
if
your
mic
kind
of
continues
not
working
this
meeting,
please
feel
free
to
put
them
in
the
chat
and
we'll
make
sure
that
those
questions
get
get
asked
and
answered.
N
Good
evening,
good
evening,
I'm
Majid,
shamali
I'm
part
of
the
climate
change
energy
and
environment
commission.
Listening
in
for
topics
of
interest
to
our
commission
and
I
live
in
Clarendon
Courthouse.
O
Good
evening,
everyone,
it's
Matt
Jones
with
the
national
Landing
business
improvement.
District
I
live
in
Brentwood
Maryland.
A
J
R
Hi
Raymond
Duran
I'm
the
new
program
manager
at
bike,
Arlington
I
work
alongside
with
Henry
Dunbar,
it's
my
third
day
in
so
I'm
excited
to
join
in
yeah,
learn
more
about
the
topics
we'll
be
talking
today
and
I
live
in
the
city
of
Alexandria.
A
Team
can
we
have
Steve
and
then
Tom.
S
T
Let
me
yeah
hi
Tom
corns
I'm
Carey,
Yale
Citizen
and
member
of
the
actually
founding
member
of
The
Pedestrian
advisory,
exciting
commission,
Arts,
Commission
and
now
a
member
of
the
license.
Boulevard
board
Advisory
Board.
A
All
right
and
I
believe
we
just
had
one
person
earlier
in
the
alphabet.
Join
us
Eric
Goodman.
Do
you
mind
wrapping
us
up
with
an
introduction.
K
Hi
I'm
Eric
Goodman
and
I'm,
the
vice
chair
of
The
Pedestrian
committee
advisory
committee
and
also
the
a
member
of
the
the
bicycle
advisory
committee
and
I
live
in
the
Bluemont
area.
I'm,
not
sure.
If
that's
what
you
were
asking
and
then
also
Ray
I
wanted
Raymond
I
wanted
to
ask
you.
You
worked
at
Phoenix
bikes
before
right.
A
U
Sorry
I'm
late
I,
I'm,
Jillian
Burgess
member
of
the
bicycle
advisory
committee
and
live
in
Cherrydale
interested
in
all
things:
safe
and
sustainable
transportation.
A
Great
all
right,
thank
you
for
introductions.
Everyone
we're
going
to
move
on
to
our
next
agenda
item,
which
is
learning
about
some
protected
bike.
Lane
quick
build
projects
so
Ellen
take
us
away.
F
Sure
thing
thanks
Lizzy
thanks
for
having
me
the
guys
just
a
reminder.
My
name
is
Alma
Dallas
I'm,
an
associate
planner
with
the
Des
I
just
started
this
past
October.
So
this
has
been
one
of
the
first
projects.
F
I've
been
working
on
I'm
happy
to
share
with
you
guys
what
we've
been
working
on
for
the
past
few
months,
so
yeah
just
just
a
quick
overview,
or
you
we're
basically
looking
at
creating
this
new
framework
for
upgraded
and
existing
bike
facilities
throughout
the
county
through
the
use
of
tactical
materials
that
we
could
easily
install,
basically
finding
ways
to
separate
and
protect
people
riding
bikes
from
Vehicles,
not
just
moving
vehicles,
but
also
parked
Vehicles
I'm.
Sure.
F
A
lot
of
you
are
aware
that
a
lot
of
our
bike
Lanes
seem
to
be
getting
blocked
by
people
parking
or
sometimes
they're,
getting
blocked
by
delivery
drivers,
Uber
Lyft.
What
have
you
so
we're
looking
at
ways
to
find
some
physical
protection
that
are
more
than
beyond
beyond
than
just
the
flex
post
and
paint
on
the
ground,
but
yeah
keep
in
mind
that
this
is
still
working
in
progress.
F
One
of
the
big
reasons
why
we
wanted
to
speak
at
this
meeting
this
evening
is
to
get
feedback
from
you
guys
to
get
the
ideas
for
how
we
can
fine
tune
this
process
and
try
to
identify
scoring
mechanisms
that
we
haven't
haven't
looked
at
yet,
and
we
also
want
to
hear
your
experiences
from
writing
an
existing
and
protected
bike
lanes
and
buffing
bike
Lanes
throughout
the
county.
F
Thanks
yeah,
so,
overall,
this
is
a
new
process
that
we're
we're
moving
forward
with
that's
been
outlined
in
the
master
Transportation
plan,
the
MTP,
basically
there's
been
guidance
that
has
has
been
included
as
part
of
the
overall
plan
which,
which
you
know
is
requiring
us
to
and
recommending
solutions
to
find
ways
to
make
existing
streets
safer
by
finding
Solutions
and
by
finding
ways
to
prioritize
existing
bikeways
to
make
them
safer
and
more
comfortable
a
little
less
stressful
for
people
riding
for
all
ages
and
abilities.
F
We're
also
looking
for
ways
to
create
a
better
network
of
low
stress
routes
that
connect
neighborhoods
within
residential
areas,
between
commercial
centers,
Transit
stations,
schools
parks
and
County
facilities,
such
as
libraries
and
hospitals,.
M
F
Yeah
actually
yeah
it's
so
this
map
is
showing
the
existing
facilities
as
they
are
today.
It
might
be
a
little
hard
to
see,
but
these
Orange
Lines
are
existing
bike
lanes.
That
are,
you
know,
just
the
traditional
painted
strips
that
are
usually
all
flanking
the
the
travel
lines.
The
dark
blue
facilities
directly
the
lines
for
existing
protected
bike
Lanes
the
light
and
blue
are
buffered
bike
lines
that
are
on
the
ground
today.
F
So
I'm
not
going
to
dive
too
much
into
detail
on
the
these
criteria.
This
is
a
snapshot
from
a
screenshot
from
the
MTP
bike
element,
basically
just
outlining
how
we
could
score
these
projects
to
prioritize
which
ones
come
first,
because
you
know
in
a
perfect
world.
We
would
do
these
all
together
at
the
same
time
same
year,
but
given
the
amount
of
funding
that
we
have
there's
only
so
much,
we
could
do
so.
F
It's
important
that
we
have
a
way
of
ranking
these
these
projects
to
have
these
scoring
to
determine
which
ones
go
first
and
you
know
which
ones
we
could
look
forward
to
for
the
next
few
months
in
the
next
few
years,
and
this
is
just
giving
you
a
good
background
as
to
how
we
came
up
with
this.
F
The
scoring
criteria,
which
can
be
shown
here
in
this
this
pie
chart
basically
the
idea
is
we
took
that
criteria,
that's
outlined
in
the
bike
element
and
kind
of
creating
a
new
way
of
quantifying
them
to
find
ways
for
these
variables
that
we
can
measure
and
make
a
repeat
up
between
different
corridors
between
different
neighborhoods.
You
know
each
neighborhood
each
area
has
their
own
like
context
and
special
situations,
but
we're
trying
to
find
ways
to
measure
things
that
we
could
compare
and
contrast
between
projects.
F
So
we've
been
using
this
to
basically
measure
and
rank
projects
based
off
of
our
success,
with
the
pdsi
scoring
system
and
also
with
the
way
our
our
capital
projects
teams
score
the
upcoming
studies
to
kind
of
prioritize
which
ones
we
should
do
this
year
or
maybe
put
off
ones
that
we
could
put
off
for
next
year
or
so
so.
F
Overall,
like
things
that
we're
looking
at
are
things
like
connectivity
to
existing
low
stress
bikeways,
with
you
know,
greater
emphasis
towards
connecting
to
existing
protected
bike
lanes
and
to
Trails
we're
also
looking
at
access
to
schools,
Parks
libraries,
retail
clusters
that
are
called
out
with
our
partners
at
the
at
the
SCP
PhD,
also
trying
to
find
ways
to
quantify
crashes
crash
rates
per
mile,
because
you
know
some
of
these
by
corridors
are
much
longer
than
others.
F
So
some
quarters,
you
know,
have
a
higher
amount
of
crashes,
but
since
they
are
longer
segments
they
they
tend
to
be
outweighing
shorter
segments.
So
we
we
figured
that
crash
rates
per
mile
is
a
better
way
to
kind
of
compare
and
contrast
these
to
identify
key
corridors
that
are
probably
higher
higher
priority.
F
We're
also
looking
at
facility
conditions
such
as
payment
conditions,
with
a
great
emphasis
on
you
know:
corridors
with
bikeways
that
have
like
things
like
potholes
and
damage
damage
pavement
to
have
those
be
taken
higher
priority,
then
also
we're
also
looking
at
ways
to
include
equity
in
all
of
our
our
mechanisms
to
make
sure
that
that
we're
doing
this
in
a
manner
that's
promoting
greater
access
to
destinations,
but
also
giving
a
higher
priority
for
for
neighborhoods
and
census
block
groups
that
have
air
quality
issues,
particularly
with
low
income
and
minority
or
anatonians
all
right
next
slide.
F
So,
basically,
this
this
scoring
system
is
basically
how
we
will
be
evaluating
each
Bikeway
each
existing
facility,
the
idea
being
that
we'll
do
the
dude
data
collection
and
meet
with
our
partners
and
see
what
we
we
have
not
just
in
GIS,
but
also
be
visiting
these
sites
on
the
ground
and
in
person
getting
a
better
feel
for
you
know.
F
What's
on
the
ground
and
also
collecting
data
for
crash
rates
for
air
quality,
for
you
know
what
have
you
and
then
once
we
have
all
the
data
for
each
Bikeway,
then
we'll
assign
scoring
along
with
the
weights,
basically
with
with
Safety
Division
zero
saying
the
greatest
precedent,
but
also
making
sure
that
Equity
connectivity
to
existing
facilities
and
access
to
destinations
also
are
played
heavily
as
well,
and
this
this
process
is
done
kind
of
by
segment,
because
so
many
of
our
our
bike
orders
change
over
the
course
of
the
entire
length.
F
You
know,
for
example,
like
Williamsburg
Boulevard
starts
as
a
traditional
bike
lane
near
the
Falls
Church
County
Line,
but
then
turns
to
a
buffered
bike
lane
and
then
turns
to
a
sharehold
eventually
towards
Emerson
Street.
F
So
the
idea
is
to
have
these
be
scored
by
segment
rather
than
quarter
long
and
then,
once
we
have
this
we'll
be
we
meet
with
our
our
partners
with
engineering
staff
to
see
what
things
could
be
done
fast
with
just
like
you
know,
dropping
some
physical
protection
and
existing
buffered
space,
for
example,
or
if
things
might
need
to
be
further
redesigned
which
could
take
more
more
of
a
time
time
constraints
which
could
affect
the
ranking
of
each
project
and
then
once
we
get
all
that
that's
when
we
will
go
out
into
the
field
and
actually
build
these
and
install
them
in
this
process,
we'll
just
be
continuing
over
and
over
again
yeah,
but
next
slide.
F
So
these
next
few
slides
are
basically
just
giving
examples
of
things
that
we're
looking
at
and
how
we'll
be
using
these
to
score
projects
so
for
this
segment
along
North
Quincy
Street
between
Washington
Boulevard
to
10th,
Street
North,
which
runs
parallel
with
Quincy
Park.
These
are
these
are
some
variables
that
we're
looking
at
to
take
a
closer
look
at
to
see
how
we
can
identify
problem
areas.
F
So,
as
you
can
see,
these
are
pointing
out
some
deficiencies
and
some
problems
that
we've
heard
over
the
years,
not
just
with
the
crash
statistics,
but
also
pointing
out
things
that
we've
heard
from
our
Transit
staff,
for
example,
with
people
parking
in
bus
lanes.
Maybe
we
could
fix
that
with
dedicated
busboarding
platforms
similar
to
this
photo
in
my
my
neighbor
that
I
just
took
in
Northeast
DC,
but
also
identifying
reports
that
we've
heard
from
the
community
about
people
blocking
the
bike.
F
Lanes
such
as
this
photo
that's
from
our
reporting
system
and
also
trying
to
identify
ways
we
could
partner
with
not
just
Transit,
but
also
with
capital
bike,
sharing
having
these
amenities
and
assets
being
helping
score
each
project
for
each
Bikeway
corridor.
F
Next
slide,
please
so
further
down
North
North,
Quincy
Street,
we're
also
mapping
out
and
trying
to
track
how
many
crashes
there
are
not
just
not
just
for
bike
riders,
but
also
for
people
walking
across
the
street
and
not
just
tracking
the
the
type
of
Crash,
but
also
the
year
and
trying
to
crash
type
in
and
whether
they're
like
an
angle,
crash
or
head-on
collision.
Things
like
that.
F
Also
trying
to
find
ways
to
support
projects
that
are
accessible
to
Parks,
such
as
Mosaic
Park
here
and
then
maybe
working
with
solutions
to
with
our
engineering
staff
to
see
what
things
we
could
do,
such
as
maybe
shifting
things
around
or
expanding,
curb
radii
to
reduce
the
Turning
speed
of
vehicles,
for
example,
next
slide.
F
And
then
you
know
this,
this
segment
of
Clarendon
Boulevard
from
Washington
Boulevard
to
North,
Herndon
Street,
which
has
we've
been
noticing
a
lot
of
crashes
through
our
data
collection
from
over
the
years,
but
also
not
just
identifying
crash
statistics,
but
also
identifying
ways.
F
We
could
fix
things
not
just
on
the
street
but
also
off
street,
but
you'll,
see
here
that
there's
a
lot
of
opportunities
to
have
to
work
with
our
partners
in
cphd
to
maybe
find
ways
to
have
facilities
be
off
Street
with
with
continuing
with
future
Redevelopment,
but
also
just
trying
to
focus
on
ways.
We
could
do
these
projects
quicker
much
faster.
F
So
I'm
gonna
hand
this
off
to
Leah
I
believe
she
wants
to
take
questions
and
comments.
Maybe
look
after
the
after
she's
done
with
our
slides.
M
Yeah
I
think
so.
I
can
talk
really
quick
and
then
we
can,
through
the
questions
and
comments,
because
I'm
sure
people
have
a
few
I
just
wanted
to
touch
base
because
I
know
when
people
had
asked
about
this
topic,
they'd
ask
about
how
you
know
what
we're
doing
to
prioritize
certain
like
protected
bike
lanes
and
prioritize
Vision
zero.
M
M
So
for
those
of
you
who've
been
in
the
area,
the
Crystal
City
bike
Network.
We
have
installed
a
cycle
track
on
South
Clark
from
23rd
to
27th,
and
we
have
these
precast
concrete
barrier
curbs
generally
they're
about
four
inches
tall
because
they
needed
to
be
mountable
by
the
fire
trucks,
but
generally
they
can
be
six
inches
tall
in
all
other
areas,
so
these
have
been
installed
and
we're
working
on
getting
those
installed
in
other
parts
of
the
county,
and
this
was
a
video
but
I
don't
think
it's
quite
working.
G
I'll
just
put
in
this
is
David
I'll,
just
put
in
a
note
that
oh
there's
Kenny
Kenny
had
the
first
hand
up
even
before
Cynthia
so
back
to
you,
Ellen.
F
Do
you
share
score
results
and
data
with
other
commissions
and
planning
projects?
Yeah
thanks
for
the
question
Kenny,
we
definitely
will
once
we
have
all
this
data
in
one
place,
we've
already
started
having
meetings
with
other
divisions
trying
to
get
trying
to
trying
to
share
data
information
with
each
other.
A
lot
of
our
stuff
is
like
already
in-house,
but
yeah.
B
I
did
thank
you
great
presentation,
two
things.
One
I'm
very
pleased
to
hear
that
you're,
including
air
quality
in
your
assessment,
I,
think
that's
so
important
and
I
work
in
air
quality.
B
So
so
thank
you
very
much
and
secondly,
I'm
wondering
to
what
extent
quick
build
is
a
misnomer
and
to
what
extent
that
you're,
looking
at
intersection
safety,
which
is,
of
course,
where
most
of
the
serious
injuries
and
deaths
take
place
and
are
you
considering
like
signal
changes
and
no
right
turn
no
left
turn
the
configuration
of
intersections
that
don't
always
involve
building.
B
Sometimes
they
do
speed
humps
before
a
really
scary
intersection
can
absolutely
help
raised
crosswalks,
but
I'm
wondering
sort
of
to
to
what
extent
you're
looking
also
at
things
that
are
not
quick
build.
But
but
you
know
that
help
intersection
safety.
F
F
A
lot
of
these
will
require
much
more
significant
engineering,
especially
for
these
larger
intersections,
such
as
the
one
we
just
looked
at
for
Washington
Boulevard
and
Clarendon
Boulevard.
So
it's
definitely
gonna
those
probably
won't
fit
in
with
this
slot
for
a
quick
build.
So
it
might
be
one
of
those
things
that
we'll
have
to
address
as
part
of
a
capital
project,
because
it's
not
just
you
know,
changing
the
signal
timings,
not
just
putting
up
signage.
F
It's
also
making
sure
that
we
have
barriers
and
things
on
the
ground
that
discourage
like
aggressive
driving
and
turning
vehicles.
F
I
know
in
my
neighborhood
in
DC
I've
seen
a
lot
of
a
lot
of
things
that
have
been
installed
with,
like
precast
concrete
and
maybe
some
some
rubberized
materials
that
have
direct
drivers
to
either
slow
down,
as
they
turn
or
maybe
ways
to
prevent
them
from
turning
left
in
areas
that
you
know
kind
of,
like
corralling
vehicles
to
avoid
conflicts,
and
that's
definitely
something
we
want
to
look
at
as
part
of
this,
and
we
have
we've
been
working
with
our
engineering
staff
to
get
better
idea
for
what
things
we
could
do
now.
F
Did
Chris
have
his
hand
up
next.
V
K
Hi
hi,
this
is
Derek
I,
just
wanted
to
say
it
first
I
I
think
this
is
great
I.
Think
it's
really
important
to
to
evaluate
this
and
and
build
out
these.
K
K
Certainly
you
don't
want
to
compromise
visibility
with
any
of
the
barriers
that
you
put
in
so
it
sounds
like
these
are
pretty
low
barriers,
so
probably
won't,
but
it's
it's
important
that
we
don't
have
any
compromise
when
you're
again
transitioning
from
the
separated
path
through
an
intersection,
but
really
really
appreciate
the
work.
Thanks.
F
Yeah
thanks
Eric
and
that's
definitely
something
to
keep
in
mind,
for
example
with
this
Quincy
Street
example.
If
we
do
move
forward
with
the
cycle
track,
for
example,
some
of
the
segments
appreciate
the
book
ends
might
have
to
transition
to
you
know
the
traditional
flanked
bike
Lanes
on
both
sides
of
the
street
and
those
get.
You
know
complicated,
I'm
sure
everyone
knows
on
this
call
as
someone
who
likes
as
well.
I
really
get
nervous,
Crossing
those
those
transitions,
especially
like
if
it's
a
non-sightless
location.
U
Sorry
the
complicated
devices
today,
but
thank
you
very
much
I
wanted
to
Echo
Eric's
positive
comments.
This
is
an
awesome
awesome
program.
I
cannot
tell
you
how
excited
I
am
to
hear
this
I.
You
know
when
you
started
talking.
I
was
like
oh
my
God.
This
is
great
I
need
to
tweet
about
it
about
how
great
it
is
and
to
that
end,
Leah,
if
you
don't
mind
going
back
to
slide
two
just
for
a
second
I
would
really
appreciate
it.
But
so
all
of
this
is
great
I.
U
Think
it's
great
not
only
for
the
safety
of
people
that
bike,
but
often
I,
hear
from
drivers
like
I.
Don't
I,
don't
know
what
to
do
around
bike.
Lanes
I,
don't
know
what
you
know
how
to
act
around
this
stuff,
but
when
it's
clearly
separated
I
know
what
I
know
I'm
not
supposed
to
be
there
and
so
I
think
it
will
help
drivers
and
of
course,
when
people
on
bikes
don't
feel
comfortable
in
the
street
they're
on
the
sidewalk
and
no
one
actually
wants
to
bike
on
the
sidewalk
and
the
people.
U
U
So
thank
you
very
much
for
that.
As
far
as
design
standards,
I
just
hope.
You
know-
I
I
say
this
often,
but
I
I
hope
that
the
design
standards
you're
using
will
work
for
all
types
of
bikes
and
generally,
if
you
design
it
so
that
it
works
for
bikes
with
long
wheelbases
or
bikes
pulling
trailers,
and
if
it
works
for
kids
on
bikes,
then
it
works
for
everybody
else
too.
U
So,
hopefully,
your
design
vehicle
will
be
a
long
tail
or
a
bike
with
a
trailer-
and
you
know
the
sort
of
person
you're
thinking
of
in
in
making
things
safe
will
be
a
kid
and
then,
finally,
to
that
end,
when
we're
talking
about
prioritization
criteria,
if
we
prioritize
schools
one,
we
cover
the
whole
County,
because
honestly,
schools
are
all
over
the
county,
two
schools
or
activity
centers
for
a
lot
more
than
just
kids
going
to
school,
but
three
kids
are
going
to
school
they're
going
to
school
every
day.
U
We
know
that
kids
who
go
to
school
in
an
active
manner,
so
walk
our
bike
to
school,
that
they
learn
better.
We
know
it's
better
for
air
quality
at
schools.
We
know
it's
better
for
safety
at
schools
and
it's
better
for
air
quality
and
sleeping
throughout
the
county,
so
appreciate
your
thinking
about
destinations
generally,
but
I
hope
that
schools
can
be
sort
of
up
there
and
the
prioritization
of
of
the
destinations
oh
and
then.
U
Finally,
if
we
could
make
it
safer
to
walk
and
bike
to
schools,
we
could
actually
see
the
the
county
writ
large
money,
because
it's
it's
the
County's
money
that
hunts
those
school
buses,
including
the
school
buses
that
take
like
the
high
school
kids
to
the
career
center.
They
could
bike.
We
could
save
some
money,
Leah
I'm,
sorry,
could
you
go
one
slide
back.
U
The
the
other
way,
yes,
that
one
thank
you
so
much
and
that's
it.
Thank
you
very
much.
F
Yeah,
thanks
for
the
comments,
Jillian
I'm
happy
that
you
brought
up
the
bikes
with
large
wheel
bases
that
are
long-tailed
that
have
trailers
attached
to
them,
that
that
was
definitely
something
that
wasn't
on
our
mind
at
the
time
that
we
started
putting
these
scoring
together.
But
it
makes
a
whole
lot
of
sense,
because
one
of
our
scoring
variables
is
basically
getting
an
idea
of
the
existing
widths
of
bike
lanes
that
that
are
on
the
ground
today.
F
So
you
know
bike
lines
that
are
substandard,
that
have
like
much
narrow
widths
or
maybe,
if
they're
Clinton,
the
gutter
pans.
Maybe
those
should
be
widened,
maybe
that
maybe
that
that
width
should
come
from
the
travel
lands
or
something
somewhere
else.
So
so,
basically,
the
idea
is
like
the
narrower.
Through
the
bike
lane
is
today
the
higher
it'll
be
the
score
to
see
what
we
could
do
to
fix
it,
to
make
it
make
it
more
comfortable
for
for
everyone,
cleaning,
folks
bearing
kids
until
and
I'm
happy.
F
You
brought
up
the
the
school
of
prioritization
for
the
whole
County,
because
that's
definitely
something
that
was
on
our
mind
and
when
I
did
like
a
buffer
analysis
in
in
GIS
it,
like
you,
said
it
covered
the
whole
County,
so
we
basically
broke
it
down
not
just
by
elementary
school,
but
also
by
middle
school
and
high
school.
So
corridors
that
have
you
know
two
schools.
Second
middle
school
and
a
high
school
would
kind
of
be
like
double
dipped.
F
U
F
We
haven't
gone
that
far,
that
that
even
the
details
I'm
personally,
not
a
fan
of
that,
because
that's
just
if
it's
on
the
line,
it's
it's
just
like
a
paint
like
it's
me
to
me:
that's
kind
of
like
a
painted
buffer
and
it
works
best
and
constrained
settings,
but
obviously
the
buffer
I
think
the
standard
is
like
the
refeed,
the
producto.
F
So
if,
if
we're
using
flux
posts,
then
they
work
best
for
like
a
three
foot
buffer.
If
it's
anything
narrower
than
that,
then
that's
kind
of
we
have
to
find
ways
to
maybe
maybe
re-engineer
the
street
or
because,
if
we
can't
do
it
right,
then
we
shouldn't.
We
should
maybe
put
that
project
on
for
later.
U
The
flex
post,
because
the
flex
the
flex
post
on
the
line-
well,
that's
not
the
ideal
and
we
would
love
to
have
hardened
protection
with
full
three
foot
buffer.
If
we
cannot
have
that,
we
rather
have
a
flex
post
on
the
line.
I
rather
have
a
flex
post
on
the
line
in
part
because
it
keeps
cars
out
of
the
bike.
U
D
What
I
kind
of
echo
what
Eric
and
Jillian
said
this
is
fantastic
to
see,
and
then
my
question
is:
have
we
finally
do
you
feel
like
we
finally
got
into
where
we
have
like
a
gold
standard
or
kind
of
a
prototypical
low
stress
bike
lane
that
we're
shooting
for
for
all
of
these
upgrades
and
adjusting
down
is
necessary
to
fit
site
conditions?
D
Is
the
is
the
concrete
form
kind
of
what
we're
going
with
going
forward,
or
are
we
still
in
this
sort
of
bespoke
coming
up
with
it
as
we
go
along
project
by
project
sort
of
Paradigm
that
we've
been
in
for
a
long
time,
yeah.
F
Thanks
for
the
question
Chris,
ideally
like
every
bike,
I
want
to
be
protected
with
concrete
or
some
kind
of
physical
protection.
You
know,
I'm
always
MDS
of
other
communities
that
have
like
things
like
trees
or
like
some
actual,
like
beautiful
public
art
that
separates
cars
from
from
bike
Lanes
in
a
perfect
world.
All
bike
lens
would
be
like
off
Street
and
raised
like
similar
to
how
they
are
in
the
Netherlands,
for
example,
but
you
know
each
each
quarter.
F
It's
definitely
gonna
have
to
be
taken
into
context
on
a
case-by-case
basis,
so
the
the
precast
concrete
things
that
you
that
we're
starting
to
see
throughout
the
region,
not
just
in
DC
but
also
Montgomery
County,
where
I
used
to
work.
F
That's
that
seems
to
be
the
upcoming
industry
standard
and
a
lot
of
our
guidelines
are
coming
from
nacto
and
other
communities
such
as
Cambridge
in
in
Massachusetts,
so
yeah
I
I
want
to
say
yes,
that
the
concrete
is
the
that's
going
to
be
the
standard,
but
it's
going
to
be
tough
and
we
might
have
to
final
alternative
ways
to
have
some
kind
of
other
separation,
such
as
some
kind
of
other
race
facility
to
basically
discourage
people
from
entering
the
bike
lens
in
their
vehicles.
I
Thank
you.
My
question
is
about
the
the
collection
of
the
blocked
bike.
Lane
data
and
I
know
it's
on
your
slide
around
Quincy
Street
at
mosaic
park.
There
was
a
picture
of
a
truck
and
it
said
it
was
a
queue
alert
and
there's
a
number
on
it.
I
know
in
the
reporter
problem.
We've
got
blocked
bike
Lanes
in
there,
but
it
seems
the
languages
around.
You
know
the
mots
and
construction
sites
and
then
the
other
option
is
reported.
I
Transportation,
slash
safety
investigation
that
you're
triggering
I'm
just
wondering
is
this
something
we
want
to
encourage
people
to
do
because
I
get
asked
about
this
frequently,
including
just
this
last
week
and
I,
know
that
the
Clarendon
Boulevard
the
brand
new
protective
bike
lane
there,
which
I
love
the
Starbucks
across
from
the
Whole
Foods,
is
blocked
more
often
than
not.
So
you
know
how
can
we
start
collecting
some
data
to
sort
of
get
this
on
the
priority
list
of
needing
some?
F
Yeah,
that's
a
great
question.
This
is
something
that
I
admit.
We
struggled
a
little
bit
with
because
it's
there's
so
many
options.
When
you
try
to
report
a
problem,
some
people
tend
to
classify
them
incorrectly
or
they
put
them
in
a
category
that
maybe
they
made
a
mistake
or
something,
and
we
could
do
a
better
job
of
finding
a
way
to
report
blocked
bike.
Lanes
Beyond,
just
you
know
like
a
block,
travel
lines
or
block
sidewalks.
F
So
for
this
analysis
we
were
able
to
maybe
basically
like
query
our
our
own
data
from
everything
that
people
reported.
Basically
just
any
kind
of
mention
of
blocked
bike
lanes,
block
block
bicycle
Lanes
blocks
like
cycle
tracks.
You
know
what
have
you
and
there's
there's
a
whole
like
Archive
of
data
going
back
for
the
past
few
years,
so
it
was
it
was.
F
It
was
a
little
time
because
I
mean
to
find
every
mention
of
a
blocked
bike
lane,
but
we've
been
able
to
kind
of
put
them
all
together
into
one
database,
so
yeah
and
I
agree.
This
might
be
something
that
we
could
talk
offline
to
see
how
we
can
improve
our
own
Reporting
System
but
yeah
to
Echo
your
question.
This
is
something
that
we
definitely
wanted
to
incorporate
all
together.
So.
A
All
right,
given
our
timing,
Eric
I'm,
actually
going
to
have
Kenny,
be
our
last
question.
So
Kenny
would
you
if
your
mic
is
working
I.
E
Cool,
so
my
last
question
is
really
more
of
a
response
to
something
someone
else
has
said
about
the
kids
and
getting
to
the
career
center,
because
I
don't
have
a
first
period,
so
I
always
hear
from
the
career
center
people
that
come
back
from
that,
as
well
as
I
used
to
go
to
the
career
center
and
know
that
the
bus
was
always
late
and
which
is
why
they
changed
the
schedule
for
the
schools.
A
bike
lane
around.
E
That
would
be
nice
because
I
know
plenty
of
people
actually
walk
to
the
store
before
getting
on
the
bus,
just
because
it
leaves
so
late
compared
to
what
it's
supposed
to
I
guess.
My
question
is:
how
are
you
going
to
get
people
to
know
that
there
is
a
new
bike
lane
or
protected
bike
lane
there
that
don't
already
use
one.
F
Okay,
yeah
I'm,
not
sure,
if
you've
taken
a
look
at
our
bike
element
they're
a
big
component
of
it-
is
to
kind
of
encourage
folks
to
think
about
biking
instead
and
obviously
infrastructure
plays
a
huge
role,
but
there's
also
a
lot
of
not
just
changing
infrastructure,
but
also
changing
perceptions
about
how
we
use
public
space.
F
You
know
a
lot
of
folks
may
feel
uncomfortable
biking
and
any
kind
of
bike
land,
and
sometimes
it
might
feel
more
comfortable
biking
on
a
trail
or
on
a
sidewalk.
So
a
lot
of
it
is,
you
know,
raising
Community
awareness
and
teaching
each
other
teaching
ourselves
how
how
we
can
get
around
our
community
by
bike
and
in
a
perfect
world.
F
Every
bike
facility
would
have
that.
You
know
raised
concrete
protected
separation
that
that's
not
just
physically
protected,
but
has
in
a
large
width
away
from
moving
traffic
and
we'll
definitely
take
a
look
at
at
the
at
the
facilities
and
see
how
it
could
be
done
around
the
career
center.
F
A
All
right
so
I
do
see
that
we
have
a
few
more
questions,
but
I
do
think
it
would
be
prudent
to
kind
of
cut
them
off.
Sorry
for
those
who
are
who
are
in
line
I
think
we
all
have
Leia's
email,
hey.
A
Imagine
that
you
could
send
questions
to
her
afterwards
or
Ellen
might
share
his
email
and
you
could
follow
up
that
way
if
you're
still
curious.
But
thank
you.
Thank
you.
Everyone
and
thank
you
Allen
for
joining
us
and
sharing
on
this
exciting,
exciting
project,
all
right,
wonderful,
so
yeah.
So
looking
at
our
agenda,
I'm
going
to
propose
that
we
swap
a
few
things
around
just
in
case
we
go
over
a
little
bit
and
so,
let's
actually
Allison.
A
If
you're
ready,
I'm
gonna
tap
you
a
little
bit
earlier.
We
could
have
the
route
one
discussion
now,
because
it
has
an
external
dependency,
which
is
you
and
thank
you.
Q
Sure
Lizzy,
yes,
there
may
be
people
who
come
sign
on
at
eight
o'clock,
because
Ellison
was
promoted
for
eight
o'clock
presentation.
M
M
M
One
thing,
though,
when
I
asked
our
Communications
team,
you
know
what
engagement
is
coming
up
to
really
once
again
make
a
plug
for
this
engage
page
I
know
a
lot
of
you
have
seen
this
already
for,
but
those
there's,
probably
those
of
you
that
have
not
you
can
see
here.
There's
current
engagement
opportunities,
a
few
that
are
important
for
this
group.
You
can
see
we
have
the
Arlington
Boulevard
Trail
improvements,
feedbacks
form
and
that
is
through
today.
So
there
is
still
time
to
share
feedback
on
that.
M
That
is
a
transportation
planning
project
to
improve
a
portion
of
the
Arlington
Boulevard
Trail
and
we'll
also
be
talking
about
the
next
item.
Today,
the
FY
2024
budget
engagement,
feedback
form
and
that
is
open
through
January
17th
and
then
also
happens
to
be
third
on.
The
list
is
another
thing:
that's
relevant
for
this
group,
which
is
the
George
Washington
Memorial
Parkway
and
Mount
Vernon
Trail
Public
comment,
and
that
is
through
January
18th.
So
generally,
you
can
come
to
this
page.
M
So
hopefully
this
can
kind
of
be
a
hub.
For
you
know
those
of
you
maybe
want
to
get
involved
and
then,
at
the
same
time
you
can
see.
There's
these
get
involved
links
and
the
communications
team
also
wanted
to
plug
that
you
can
join
a
City
physical
station,
get
involved
with
Community
organization,
there's
also
a
way
to
sign
up
for
a
newsletter
which
I'm
assuming
a
lot
of
you
already
are.
M
But
there
is
this
second
page
here
and
I'll
put
both
of
these
in
the
chat
they're
already
in
the
meeting
agenda,
so
you
can
sign
up
for
newsletters
whether
that's
you
know
an
Arlington
alert
or
bike
Arlington,
just
to
kind
of
keep
everything
and
you
know
similar
spaces.
M
U
For
this,
looking
back
on
that
that
list
of
newsletters
that
you
just
had
up
I
know
there
are
some
other
newsletters
like
there's
the
region.
Specific
Transportation
updates,
I,
know
because
I'm
on
them,
but
and
I
realize.
Sometimes
you
have
Project
Specific,
newsletters
and
who's
my
app
warrant
being
on
that
page,
but
it
might
be
worth
putting
up
the
like
Columbia,
Pipeline
and.
M
M
Like
that
yeah
I'll
mention
that
that's
helpful
I
think,
because
what
I
think
the
system
right
now
is,
if
you
sign
up
for
like
your
advisory
like
your
ANC,
then
you
get
those
newsletters,
but
you
know
people
who
don't
live
on
Columbia
Pike
may
be
interested
in
getting
the
information
so
I'll.
Let
the
cape
team
know
thank
you,
yeah
and.
U
And
thank
you
and
and
and
please
pass
along
along.
Our
appreciation
like
this
is
one
of
the
things
that
we've
talked
about
here
is
making
it
easier
to
find
the
engagement
opportunities
at
one
glance,
and,
and
you
guys
did
it
and
it's
great
and
thank
you,
yeah
I'll.
G
I
I,
don't
have
much
to
add
I,
don't
know
when
the
next
engagement
opportunity
is.
There
was
one
in
December
and
that's
the
last
one.
That's
posted
on
their
project
website.
So
if
somebody
has
an
update
to
that,
I'd
be
happy
to
know
about
it,
it's
the
idea
of
improving
the
Mount
Vernon
Trail,
all
the
way
through
Arlington
and
Alexandria.
It's
big
project.
G
All
right
so
gosh
I
can
find
the
park
services
website
and
up
that
link
into
this
chat.
How
about
that
that.
M
Sounds
good
and
this
is
just
kind
of
a
broad
overview.
They
had
a
public
meeting
like
David
had
mentioned.
This
is
a
general
timeline.
You
can
see
the
public
scoping
meeting
that
was
held
in
December
6th
and
now
you
know
really
January
through
April
they're,
going
to
be
kind
of
working
on
this
document
affected
environment,
determining
environmental
consequences
and
developing
mitigation
measures,
and
this
is
all
part
of
the
anipa
process.
M
So
it
looks
like
if
they're
preparing
the
environmental
assessment
through
May,
it
looks
like
there'll,
be
public
review
and
comments
on
the
environmental
assessment
sometime
between
May
and
June
2023,
so
I'm
guessing
that's
when
the
next
public
engagement
will
be.
There
could
be
something
sooner,
but
definitely
something
in
the
spring
summer
of
this
year.
G
Leah
you're
so
good
at
this
I
I
found
the
Mount
Vern
Trail
thing
I'm,
going
to
pop
that
link
into
the
the
chat
for
this
meeting.
So
folks
can
find
that
maybe
archive
that?
M
Ask
it
all
right
and
Chris
slap
put
the
cessmo
alert
in
the
chat
as
well
for
the
Mount
Vernon
Trail,
which
is
a
great
resource.
Pam
has
a
hand
up.
Q
Yeah
I
just
wanted
to
I,
encourage
everybody
today,
make
sure
you
respond
to
the
Arlington
Boulevard
one
and
be
do
respond
to
the
George
Washington
Parkway
Mount,
Vernon,
Trail
and
I
I
did
attend
the
virtual
meeting
for
that
and
they
are
looking
for
all
kinds
of
comments.
So
any
suggestions
you
have
for
improvements
now
is
the
time
to
do
it,
for
the
entire
Trail
and
for
a
good
chunk
of
the
parkway
as
well.
Q
I
mean
they're
they're,
proposing
some
very
interesting
things
and
it's
a
it's
really
important
to
get
it
right
and
I
I
strongly
encourage
people
to
check
out
Chris
lat
sesamo
listings,
both
for
Arlington
Boulevard
and
for
the
Mount
Vernon
Trail.
He
has
some
great
suggestions
there
and
he's
got.
Links
to
everything.
Q
Engage
Arlington
also
has
the
links
that
you
actually
need,
and
my
suggestion
for
Arlington
Boulevard
open
up
to
the
online
engagements
use
one
that
is
just
the
map
to
put
your
comments
and
use
the
other
one
to
actually
look
at
Google
Earth
and
actually
look
at
the
site.
Because
looking
at
the
map,
you
can't
tell
what's
wrong,
but
we
actually
have
to
look
at
it
and,
if
you're
like
me
and
really
aren't
familiar
with
this
site,
it's
really
useful
to
be
able
to
do
that.
Q
Q
They
have
said
they'll
take
comments
on
everything.
Widening
is
a
part
of
it
and
it's
tied
into
the
existing,
both
the
trail
guidelines
and
the
parkway
guidelines
that
they
came
out
with
a
couple
years
ago
and
I
think
it
was
the
last
page
of
the
trail
gun
that
that
actually
shows
what
the
exist.
The
current
Trail
whis
are
at
certain
places
along
the
trail,
which
is
really
helpful
when
you're
trying
to
re
to
recommend
specific
widths
but
yeah
at
the
meeting
several
people
said
well.
Q
Can
we
talk
about
this
talk
about
that
and
they
said
yeah.
You
know
if
you,
if
there
are
places
where
there's
storm
water
everywhere
talk
about
it.
Are
there
dangerous,
curves
talk
about
it?
Are
there
dangerous
intersections
talk
about
it?
This
is
a
time
to
raise
all
kinds
of
issues.
They
said
they
might
not
get
addressed
with
what
they're
doing
now,
but
they'll
put
it
in
the
hopper
for
the
future.
They
really
want
a
very
broad
response
from
people
and
and
I
hope.
We
give
it
to
what
I
haven't.
Q
I
haven't
actually
sent
in
response.
So
it's
one
of
those
fixed
boxes
and
I.
Don't
know
what
the
limit
is
on
characters
or
whether
you
have
to
like
put
in
a
link
to
a
URL
for
the
rest
of
your
comments
or
not
that
I
don't
know,
I
haven't
tried
it
but
yeah.
It's
it's
a
really
important
project
for
us
to
participate
in.
G
Well,
I
can't
find
the
thing
I
was
looking
for,
but
I'll
just
comment
that
I
had
some
early
input
to
the
the
trail
project,
not
the
roadway
project.
The
trail
project.
Several
months
ago,
the
project
planners
were
going
sort
of
inch
by
inch
of
the
Mount
Vernon
Trail
through
Arlington
County
and
flagging
those
things
that
Pam
just
mentioned.
G
The
pinch
points
and
the
drainage
issues
and
a
lot
of
their
planning
is
about
storm
water
and
overall,
widening
and
upgrading,
and
to
pull
this
project
off
they're
going
to
have
to
close
significant
sections
of
the
trail
for
significant
lengths
of
time.
So
they
were
looking
for
all
the
places
where
the
Mount
Vernon
Trail
connects
or
could
be
made
to
intersect
with
other
surface
facilities
in
the
county.
So
look
for
maybe
during
this
process,
that's
going
on
their
plans
for
detours
and
I
know.
G
This
is
a
important
subject
for
both
the
bike
and
the
PED
committees,
the
the
mots,
the
mots
are
going
to
be
really
important.
These
are
long
stretches
of
trail
that
don't
have
intersections
for
significant
distances,
so
we're
going
to
see
bike
and
Pad
traffic
diverted
onto
Arlington
Streets.
So
the
be
paying
special
attention
to
their
mot
plans.
G
V
C
G
Allison
and
Leah
Gerber
and
Elwyn
Gonzalez,
who
you
met
a
little
while
ago,
are
all
in
the
transportation
planning
section
in
division
of
Transportation,
and
we
are
half
of
a
bureau
that
has
an
intimidating
name
called
Transportation,
Planning
and
capital
projects
management.
So
we
on
paper
have
the
planning
function
and
our
colleagues
in
in
project
management
have
the
project
management
function
and
we
Bridge
back
and
forth
work
closely
together
and
Allison
joined
the
county.
G
I'm
not
going
to
say
when
a
couple
of
years
ago,
a
few
years
ago,
two
years
ago,
as
a
project
manager
and
then
the
opening
for
for
our
section
chief
opened
up
and
she
applied
for
that
and
has
slotted
right
in,
and
we
are
a
group
of
I
think
seven
people
now
and
it's
going
pretty
well
so
with
that
Allison
Bullock.
All.
C
Right
thanks,
David
yeah,
and
thank
you
all
for
having
me
here
tonight.
I
know
that
there's
been
a
lot
of
discussion
about
route
one
over
the
past
couple
years,
but
especially
recently
with
vdot's
most
recent
public
information
meeting,
followed
by
Dan,
Reinhardt
and
team
coming
to
the
December
bacpac
meeting
and
then
most
recently
via
the
county
manager.
C
We
received
your
joint
letter,
commenting
on
what
Dan
had
presented
most
recently,
but
then
also
kind
of
remaining
items
and
questions,
and
so
we
received
that
via
the
county
manager
and
I
believe
when
he
responded
with
his
letter
that
he
included
our
staff
comments
and
so
I
think
there
were
some
questions
about
what
our
role
has
been
in
this
process
and
how
we
work
with
VDOT
and
kind
of
what
our
thinking
has
been
around
this
project.
So
far.
C
So
I'm
here
tonight
to
go
through
that
and
kind
of
describe
to
you,
our
role
as
County
staff
and
how
we've
been
interfacing
with
VDOT
and
I'll,
give
a
summary
of
what
our
comments
included
to
Vida
and
kind
of
where
we
are
with
those
so
I
think
Leah
is
going
to
share
some
slides.
For
me
and
then
we'll
jump.
U
C
Okay,
so
the
the
comments,
the
the
long
form
comments
that
recently
went
to
VDOT
from
staff.
It
was
about
an
11
page
document
with
a
letter
from
our
director
at
the
time,
Dennis
Leach,
I,
guess
he's
still
our
director
until
Friday
Dennis
is
retiring.
C
I'm
sure
you
all
you
all
have
heard
his
last
days
on
Friday,
but
our
comments
kind
of
began
with
a
series
of
conversations
prior
to
this
summer,
but
really
kind
of
kicking
off
with
the
summer
streetscape
proposals
that
VDOT
shared
in
their
second
public
information
meeting,
and
we
were
continuing
conversations
with
VDOT
about
what
our
standards
are
in
terms
of
Lane
widths,
sidewalk,
widths
bike
facilities,
but
really
what
we
needed
to
do
was
kind
of
take
a
step
back
and
provide
some
holistic
guidance
to
them,
based
on
our
adopted
plans
and
policies
and
standards
when
they
presented
streetscape
options
over
the
summer,
they
presented
those
four
options
that
you
probably
remember,
that
kind
of
looked
at
the
space
behind
the
curb
and
I
think
they
all
included
23
and
a
half
feet
of
space
kind
of
uniformly
behind
the
curb
and
different
ways
to
mix
and
match
that,
and
as
we
were
kind
of
talking
through
those
as
staff,
we
really
wanted
to
kind
of
look
holistically
at
the
corridor.
C
So
what
we
did
is
we
kind
of
did
a
comprehensive
look
over
all
of
our
plans,
policies
and
standards
that
apply
to
the
route
one
corridor,
so
that
included
the
sector
plan
and
the
corresponding
multimodal
Transportation
study,
the
MTP
elements,
the
vision,
zero
action
plan
and,
more
recently,
the
Crystal
City
bike,
Network
recommendations,
and
so
we
package
these
as
a
list
of
recommendations
to
VDOT
by
topic
to
inform
the
ongoing
study
and
development
of
the
at
grade
quarter
alternative,
and
this
is
really
what
our
role
is
as
County
staff
in
route,
one
and
any
kind
of
state
project
or
exten.
C
You
know,
project
led
by
an
external
partner,
is
to
provide
guidance
to
review
at
each
phase
of
the
process,
starting
from
scoping
to
planning,
to
design
to
implementation
and,
first
and
foremost,
we're
reviewing
for
consistency
with
adopted
plans
and
policies.
So,
as
staff,
that's
that's
the
interest,
we're
representing
we're
representing
the
counties.
C
You
know
publicized
on
the
books
guidance
essentially
as
well
as
our
our
County
standards,
which
you
know,
differ
in
certain
cases
from
vdots,
but
that
we
think
on
an
at
grade,
Corridor
like
route,
one
that
that
County
standards
are
appropriate
to
look
at
here.
Next
slide.
C
So
our
first
step
was
taking
a
look
at
the
entire
cross-section
and
right-of-way,
and
so
the
the
most
direct
guidance
to
the
quarters,
Crystal
City
sector
plan,
and
so
we
were
looking
at
that,
for
you
know
the
overall
Vision
that
was
provided
for
Route
One
in
that
document
the
Crystal
City
sector
plan
envisioned
that
route
one
would
remain
partially
elevated-
and
you
know,
what's
being
proposed
now
and
and
studied,
is
the
the
fully
accurate
Corridor
from
12th
to
23rd
kind
of
comes
down
to
grade
between
12th
and
15th,
and
so
that
is
different,
but
the
overall
vision
for
the
corridor
as
a
grand
tree-lined,
Urban,
Boulevard
Remains,
the
Same
and
the
intention
is
it
for
it
to
be
a
Boulevard
that
kind
of
stitches
back
together
the
two
sides
of
Crystal
City
and
removes
that
barrier.
C
You
know
down
the
middle,
and
so
our
recommendation
was
that
VDOT
follow
the
Crystal
City
sector
plan,
right-of-way
guidance,
which
has
140
feet
of
right
away
between
23rd
and
18th.
A
lot
of
that
is
constrained
based
on
adjacent
adjacent,
private
Parcels
and
that's
a
portion
that
is
basically
already
at
grade,
but
then
north
of
18th.
C
We
recommended
that
the
recommendations
from
the
sector
plan
be
followed
and
allow
up
to
160
feet
of
right-of-way
to
accomplish
the
minimum
streetscape
recommendations
that
I'll
go
through
in
a
second
and
initially,
the
sector
plan
had
recommended
up
to
160
feet
in
this
section
in
order
to
accommodate
in-board
ramps,
since
the
the
highway
was
going
to
remain
elevated
in
that
section,
and
so,
even
though
ramps
are
no
longer
necessary,
we
in
looking
at
this
as
a
staff.
C
You
know
we
thought
that
the
ramps
were
basically
providing
Mobility
along
the
corridor,
and
so,
even
though
the
mobility
needs
are
changing
based
on
the
the
core
coming
to
that
grade,
that
it
was
still
important
to
preserve
that
additional
space
for
Mobility
needs
and
for
transportation,
and
this
is
where
we
kind
of
differed
from
what
VDOT
recommended,
where
they
they
were
looking
at
a
consistent,
140
foot
right-of-way
through
the
entire
corridor,
so
that
that's
the
one
place
where
we
differed
from
their
recommendation
here.
C
Okay,
and
so
then
another
overarching
recommendation
we
had
was
to
apply
a
design
speed
that
matched
the
nature
of
this
Corridor
and
the
character
that's
intended
by
it
becoming
this.
You
know
Grand
Urban
Boulevard
that
Stitches
the
the
neighborhood
back
together,
so
we
recommended
that
they
pursue
design
speed
of
25
miles
per
hour.
Vdot
has
moved
forward
with
that,
and
so
that
that's
a
place
where
we
agree-
and
we
were
very
happy
to
see
that
they
were
pursuing
a
design
speed
of
25,
but
in
in
pursuing
a
design,
speed
of
25.
C
We
we
want
to
make
sure,
and
what
we
reiterated
in
our
comments
is
that
it's
really
important
that
all
of
the
street
Design
Elements
align
to
reinforce
that
Target
speed.
So
it's
it's
not
it's
not
sufficient.
You
know
for
say
just
the
travel
Lane
widths
to
be
narrowed,
or
you
know
for
for
the
signal.
Timing
of
the
lights
to
be
synchronized
like
there
are
so
many
different
elements
that
need
to
come
together
to
support
reinforcing
and
kind
of
creating
a
self-enforcing
design
for
that
25
miles
per
hour.
C
So
that
was
another
piece
that
we
applied
from
the
vision:
zero
action
plan
that
mentality
that
really
reducing
speeds
reduces
crash
risk.
It
reduces
the
risk
of
severe
crashes
and
it's
something
we
wanted
to
see
apply
to
this
project.
So
then,
going
into
individual
elements.
We
looked
at
Travel
Lane
widths
VDOT
was
recommending
11
foot
travel
Lanes
throughout
for
both
turn
lanes
and
standard
through
travel
Lanes.
C
We've
asked
them
to
reconsider
and
apply
travel
Woods
that
are
consistent
with
our
County
standards
and
we
do
use
11
foot
for
outside
lanes
and
for
turn
Lanes
to
allow
for
larger
Vehicles,
particularly
Transit,
but
for
inside
Lanes
we
found
that
10
feet
is
more
than
appropriate
and
especially
on
a
corridor
with
a
low,
a
lower
speed
limit
like
25
miles
per
hour,
that
that
should
be
sufficient.
C
The
other
place
where
we
deferred
was
that
VDOT
considers
the
gutter
pan
width
the
the
little
strip
of
concrete
adjacent
to
the
curb.
They
consider
that
outside
of
the
traveling
width,
which
sounds
like
a
small
thing,
but
it
actually
ends
up
making
up
a
few
feet
when
you
consider
both
sides
of
the
street,
and
so
our
our
standard
is
to
include
gutter
pan
width
within
the
the
traveling
width.
So
we've
asked
them
to
do
the
same
next
slide.
C
We
looked
at
the
the
recommendations
in
the
sector
plan
and
we
also
looked
at
our
our
different
arterial
types
that
are
outlined
in
the
MTP
and
how
the
nature
of
Route
1
is
changing.
So
currently
route,
one
is
defined
as
a
type
f
arterial,
which
is
a
really
jargony
way
of
just
saying
that
it's
a
an
arterial
that
was
intended
to
accommodate
medium
to
low
density,
and
it's
it's
a
type
of
arterial
that
generally
has
a
higher
travel
speed.
C
It
tends
to
have
narrower
sidewalks.
It's
not
really
a
you
know,
creating
like
that
hospitable,
multimodal
environment,
but
with
route
one
being
proposed
to
come
to
grade
the
higher
densities
in
Crystal
City.
The
development
that's
happening,
especially
with
it
being
mixed
use
that
we
looked
at
our
kind
of
our
different
arterial
types
and
a
type
B
arterial,
which
is
for
high
density.
C
Mixed
use
is
more
appropriate,
and
so
we
looked
at
our
guidelines
for
that,
and
so
following
those
we
looked
at
the
140
Foot
Right
of
voice,
section
south
of
18th
and
the
the
160
foot
right-of-way
section
north
of
18th
and
applied
some
sidewalk
minimums.
C
So
for
south
of
18th,
we've
asked
VDOT
to
apply
an
absolute
minimum
of
a
10
foot,
wide
sidewalk,
which
would
include
an
eight
foot,
clear
Zone
and
a
two
foot
shy,
Zone,
the
shy
Zone
being
for
for
door
swing
of
adjacent
developments
and
kind
of
just
shy
space
along
the
along
the
building
Frontage
north
of
18th,
where
we
have
that
more
substantial
right-of-way
to
work
with
we've
recommended
a
minimum
of
14
feet,
which
gives
us
a
12
foot,
clear
Zone
with
the
two
foot
shy
Zone,
and
this
is
enough
space
basically
for
people
in
pairs
walking
side
by
side
to
pass
one
another
without
having
to
yield.
C
C
Rather
than
the
asphalt
of
the
driveway
breaking
up
the
sidewalk,
that's
something
we
do
regularly
in
the
county
is
to
have
the
continuous
sidewalks,
reducing
the
corner
radii
at
intersections
to
help
slow
down
traffic
and
to
make
the
crossing
a
little
bit
shorter,
widening
crosswalks
I
believe
they
had
10
foot
crosswalks
applied
throughout
the
whole
design,
the
whole
concept
design
and
we
asked
them
to
widen
those
to
match
the
approach
width
of
the
sidewalk.
C
So
in
these
places,
where
you
say
you
have
a
14
foot
wide
sidewalk
provide
a
14
foot
wide
crosswalk
so
that
people
aren't
being
effectively
squeezed
into
a
narrow
space
as
they
cross
the
street.
You
want
to
have
kind
of
that
consistent
experience
and
then
to
provide
rounded
median
noses
at
intersections.
C
So
if
you
recall
from
the
concept
that
Dan
walked
through
at
the
intersections,
a
lot
of
the
the
median
tips
are
kind
of
pinched
to
allow
for
vehicle
turns,
but
with
this
having
multiple
Lanes
in
both
directions,
we
don't
think
it's
necessary
to
pinch.
Those
it'll
provide
a
more
comfortable
pedestrian
Refuge
at
The
Crossings,
to
provide
a
rounded
median
nose.
C
It
provides
effectively
a
bigger
waiting
space,
so
we
think
that
that
in
general
they
should
apply
the
rounded
median
doses
next
slide:
okay
and
then
for
bicycle
and
scooter
safety
and
access.
C
So
in
reviewing
the
plans
as
I'm
sure
you're
all
aware,
our
plans
do
not
explicitly
call
for
a
bike
facility
along
Route
One
and
that
that's
kind
of
to
be
expected.
Since
at
the
time
route
one
was
envisioned
to
remain
a
partially
elevated
highway.
So
we
were
looking
through.
C
You
know
our
various
policies
to
provide
guidance
to
VDOT,
and
you
know
what
we've
really
pointed
them
to
is
that
providing
an
enhanced
bike
facility
is
consistent
with
our
buy
policies
out
of
our
MTP
bike
element,
it's
consistent
with
our
complete
streets
policy
and
the
streets
element
to
provide
safe
and
comfortable
facilities
for
all
modes
and
to
pursue
the
most
robust
bike
treatment
that
we
can
on
a
corridor.
C
It's
also
consistent
with
the
sector
plan
Vision
to
unite
Crystal
City.
If
we
have
this
Gap
and
bike
facilities,
we're
otherwise
having
robust
bike
Network
throughout
Crystal
City,
that's
going
to
be
noticeable.
It's
going
to
affect
people's
desire
to
bike
or
their
ability
to
bike
to
their
final
destination,
so
this
will
enable
local
bike
and
scooter
access
along
those
blocks
of
route
1..
C
So
we're
recommending
a
minimum
six
foot
one-way
cycle
track
on
each
side
of
Route,
One
six
feet
being
kind
of
the
the
minimum
comfortable
operating
space
for
a
for
a
cycle
track,
and
then
we
also
recommended
that
they
apply
protected
intersection
treatments
at
all
of
the
at
grade
intersections.
Given
that
we
also
have
bike
facilities
that
are
crossing
so
we're
going
to
have
you
know,
intersecting
cycle
tracks
on
Route,
One
intersecting,
with
bike
facilities
on
the
cross
streets,
so
we
think
providing
protected
intersection.
C
Treatments
will
provide
a
much
more
comfortable
experience,
as
as
cyclists
are
crossing
Route,
One
or
traversing
it,
and,
along
with
that,
providing
things
like
the
hatch
screen
markings
at
conflict
points
which
has
become
a
county
standard,
doing
that
through
intersections
doing
that
across
driveways,
so
that
any
place
where
there
is
a
potential
conflict.
C
C
Okay,
curbside
uses
and
curb
management,
so
we
agreed
with
vdot's
they're
finding
from
the
last
pium
that
outside
of
the
peak
hours,
that
they
would
be
able
to
accommodate
on-street
off-peak
parking.
C
Specifically,
we
think
this
should
be
oriented
towards
pickup
and
drop
off,
so
those
very
quick
trips,
as
well
as
short-term
parking,
but
again
oriented
towards
encouraging
High
turnover,
encouraging
people
to
use
that
space
as
they
need
to,
but
that
it's
not
intended
for
someone
parking
their
car
and
staying
there
all
day,
and
this
would
be
in
the
outermost
Lane
of
Route
1
in
both
directions,
and
we
think
that
provides
a
lot
of
additional
benefits.
C
For
one
thing.
A
lot
of
that
activity
as
Redevelopment
is
occurring
along
Route
One
and
there
are
more
frontages
along
Route
One.
There's
going
to
be
a
desire
for
people
to
pick
up
and
drop
off
along
Route
One.
C
We're
also
planning
for
a
lot
of
curb
space
on
the
side
streets
to
be
used
for
other
for
other
modes
and
needs
for
protected
bike
lanes
for
other
uses,
and
we
think
that
this
would,
you
know,
help
alleviate
some
of
the
pressures
on
those
side.
Streets.
It'll
also
have
a
traffic
calming
benefit
so
by
by
having
the
off-peak
parking
we'll
effectively
have
two
lanes
in
each
Direction
on
Route
One
in
the
off
peak,
so
it'll
be
a
you
know
that
can
also
help
to
slow
traffic
down.
C
It
can
help
as
you're
waiting
to
cross
the
street
for
it
to
feel
like
a
shorter
Crossing,
fewer
Lanes
of
moving
traffic
that
you
have
to
look
for
and
and
cross
and
then,
in
the
longer
term,
we've
asked
VDOT
to
monitor
traffic
volumes
and
seek
opportunities
to
make
that
outermost
Lane
permanently
used
for
a
variety
of
flexible
curbside
uses.
C
So
not
just
pick
up
and
drop
off
and
short-term
parking,
but
then,
with
it
being
permanent,
it
opens
up
the
opportunity
for
things
that
are
fixed
to
be
placed
in
that
outermost
Lane,
such
as
Bike,
Share,
parklets,
scooter
parking
things
of
that
nature,
and
so
that
that's
something
that
we
wanted
to
note
for
the
future
and
a
lot
of
this
comes
back
to
travel
demand
management,
which
I
know
was
a
a
big
question
that
came
up
when
Dan,
Reinhardt
and
team
were
here.
C
C
We
don't
think
that
there's
any
guarantee
that
that's
going
to
hold
and
if
anything,
we
want
to
continue
to
see
further
vehicle
volume
reductions
along
Route
One,
and
we
think
that
that's
appropriate
for
this
kind
of
corridor
that
you
know
with
with
less
volume
and
the
lower
traffic
speed,
we're
just
going
to
have
a
safer
and
more
comfortable
environment
for
everybody.
C
C
Okay,
so
this
is
kind
of
putting
everything.
I
just
went
through
in
text
form
putting
it
all
together
into
a
graphic.
So
these
are
the
cross-section
Graphics
that
we
included
in
our
comments
to
be
dot
so
kind
of
just
I,
guess,
starting
from
the
left
side,
so
we're
looking
at
23rd
to
18th
Street,
so
the
southern
half
of
the
corridor
within
the
portion
of
140
foot
right-of-way.
C
So
you
can
see
the
the
10
foot
sidewalks
on
either
side
of
the
street.
We
have
the
cycle
track
on
each
side
marked
as
seven
so
that
we
can
account
for
the
six
foot
cycle
track,
but
then
also
account
for
one
foot
of
buffer
between
the
walking
and
what
we're
calling
the
rolling
space
to
provide
that
little
bit
of
separation.
C
And
then
we
have
the
10
foot
inside
travel,
Lanes,
the
11
foot
outside
lanes
and
then
for
the
for
the
landscape
zones
and
the
soil
panels
for
trees.
We've
been
working
closely
with
our
urban
forestry
group
on
what
would
be
most
appropriate
here
and
because
there
is
an
intention
to
provide
large
Street
trees
and
have
this
be
a
tree-lined
Urban,
Boulevard
Boulevard.
C
Their
recommendation
was
that
we
need
eight
feet:
minimum
of
planting
width
to
provide
those
larger
trees
and
so
that
they
can
actually
grow
into
shade
trees
and
something
that
really
fits
the
scale
of
this
corridor.
C
C
So
for
that
we're
recommending
a
it
says,
13
and
you
can
see
below
12
foot,
planting
width
and
then
the
13
comes
from
then
the
six
inch
curb
on
either
side
and
12
feet
allows
us
to
get
a
double
row
of
trees,
and
so
that
was
another
kind
of
aesthetic
part
of
creating
more
of
a
Grand
Boulevard
feel
is
to
have
enough
space
that
you
would
have
kind
of
these
two
rows
of
trees
that
overlap
the
the
travel
Lanes
in
each
Direction.
C
All
of
that
helps
to
kind
of
make
the
corridor
feel
more,
inviting
both
you
know
as
pedestrians
and
cyclists,
but
then
also
adds
to
that
feeling
of
enclosure.
That
can
also
be
a
traffic
calming
benefit.
So
all
of
this
comes
back
to
how
can
we
incorporate
elements
that
reinforce
that
25
mile
an
hour
design,
speed
next
slide?
C
Okay
and
then
this
is
a
similar
thing
showing
the
section
north
of
18th
up
to
the
160
foot
right-of-way,
and
so
it's
very
similar
to
what
you
just
saw.
We've
actually
recommended
that,
basically
from
Curb
to
curb
from
the
leftmost
vehicle
traveling
on
the
screen
to
the
right,
most
people
traveling
on
the
screen
that
that
space
remain
at
87
feet
along
the
whole
Corridor,
so
that
in
this
section,
where
we
have
160
feet,
all
the
additional
space
is
going
to
the
streetscape.
C
So
it
will
feel
as
a
driver
along
this
Corridor
more
consistent
and
any
additional
space,
then,
would
be
going
to
that
more
generous
walking
space,
which
also
provides
a
little
bit
more
space
for
cyclists,
because
you
won't
have
you
know
as
as
constrainable
walking,
plus
rolling
space
and
then
a
little
bit
more
width
to
the
landscape
zones
along
both
curves,
so
that
we
can
get
a
double
row
of
trees
in
those
areas
as
well
and
so
I
think.
That's
the
last
slide.
C
I
know
that
there
were
a
few
other
questions
related
to
gateways
and
kind
of
the
the
approach
speeds
kind
of
coming
into
the
the
study
corridor
from
both
directions.
That's
something
that
we
did
include
some
comments
on
in
our
comments
letter,
but
we're
continuing
to
talk
with
VDOT
about
that,
especially
from
the
north
side,
with
the
i395
110
interchange,
improvements.
That
is
a
totally
separate
project,
but
it
of
course,
has
a
huge
impact
on
this
study
area,
and
so
some
of
the
questions
we
have
for
bdot.
C
C
C
C
Our
plan
is
to
continue
to
work
with
them
on
what
the
design
of
the
cross
streets
will
look
like
and
how
those
will
interface
with
route
one
at
the
intersections,
particularly
18th,
Street
I,
know,
there's
been
a
lot
of
interest
from
the
bacpac
and
others
about
what
is
18th
Street
going
to
look
like,
and
we
are
interested
in
working
with
VDOT
to
see
if
we
could
continue
the
cross-section
that
was
recommended
in
the
Crystal
City
bike,
Network
east
of
bell,
which
has
three
travel
lanes
and
a
combination
of
buffered
and
protected
bike
Lanes.
C
If
that
could
be
continued
west
across
Route
One
and
basically,
you
know,
continue
the
enhanced
bike
facilities.
C
So
those
are
all
questions
that
we
have
for
VDOT,
that
we've
posed
to
them
and
they
are
working
on
some
additional
analysis
and
sketching
up
what
some
of
those
ideas
would
look
like
and
then
I
know
another
one
that
you
had
questions
about
was
the
all-ped
phase
and
how
that
how
that's
going
to
work
and
a
concern
about
the
overall
cycle
length-
and
this
is
something
we've
asked
them
to
do-
a
little
bit
more
analysis
on
too
and
to
really
demonstrate
to
us
how
this
is
going
to
work
with
the
adjacent
intersections
and
with
the
signal
timing
progression.
C
So
we're
still
waiting
to
hear
hear
back
on
that.
But
that's
an
ongoing
conversation
too,
and
with
the
all-pad
phase.
One
thing
we're
considering
a
staff
is
we're
we're
interested
in
seeing
how
this
will
work.
C
We
are
I
think
we
do
have
some
reservations
about
an
all-pad
phase
just
because
of
the
trade-off
between
providing
sufficient
pedestrian
Crossing
time
and
the
amount
of
time
that
you
need
in
order
to
get
people
across
and
meet
the
minimum
Crossing
time
and
how
that
affects
the
overall
cycle
length,
the
more
pedestrian
Crossing
time
that
is
needed,
the
longer
that
over
overall
cycle
length
is
going
to
be,
and
so
there's
a
little
bit
of
a
tension
there.
C
C
I
think
those
were
the
few
additional
topics
that
I
had
some
notes
on
to
start
with
and
I'm
happy
to
open
it
up
to
other
questions.
A
All
right
thanks,
I,
can
field
the
questions
this
time
around
so
Jillian
raised
her
hand.
First,
you
want
to
go
ahead.
U
U
We
definitely
appreciate
that
Arlington's
there
at
the
table,
literally
and
in
the
room
making
sure
that
VDOT
is,
is
being
pushed
in
the
right
direction
so
to
speak.
So
I
agree
with
a
ton
of
what
you
said:
I'm
gonna
focus
on
some
things
that
I
thought
were
were
missing
and
that
aren't
great.
So.
U
M
U
Was
surprised
that
you
guys
didn't
mention
that
since
you,
you
guys
also
want
to
get
away
from
slip,
Lanes
and
so
I
was
surprised
not
to
see
that
I
understand
if,
if
it's
apps
it,
it
doesn't
seem
to
me
like
that
would
be
absolutely
necessary
because
of
the
existence
of
alternate
routes
and
the
fact
that
20th
Street
is
not
the
main
route,
you
would
think
that
big
trucks
and
everything
go
to
23rd,
but
if
it's
absolutely
necessary
because
of
the
geometry,
you
would
think
that
we
would
still
include
it
in
the
signal.
U
So
that's
number
one
I
only
had
three
things
number
two,
the
cycle
track
so
having
a
cycle
track
is
I
think
really
important,
not
just
for
people.
Biking,
I,
don't
know.
If
you
were
on
earlier,
where
I
made
I
did
the
whole
spiel
about
when
people
have
a
dedicated
place
to
bike.
That
makes
it
easier
on
the
drivers
and
less
confusing
for
drivers,
but
it's
also
best
better
for
pedestrians,
because
when
people
on
wheels
don't
feel
safe,
they
ride.
U
On
the
sidewalk,
and
no
one
wants
that
right,
and
so
what
I'm
looking
at
in
these
cross
sections
I'm
not
completely
clear
that
there's
enough
separation
between
the
walking
and
the
biking
to
keep
people
apart
to
keep
people
walking
out
of
the
cycle
track
so
that
the
cycle
track
stays
enticing
for
the
people
biking
right
and
to
reduce
that
conflict
and
then
also
when
you're
biking.
U
U
For
whatever
reason
you
need
to
stop
park
or
do
your
thing
and
then
finally,
the
two
rows
of
trees,
I,
think
that's
great
in
theory,
but
I'm,
not
sure
I'm,
personally,
not
convinced
that
that's
more
valuable
in
this
space
than
a
widen,
sidewalk
I
think
you're
right.
U
It's
important
to
have
trees
there
to
make
it
feel
more
condensed
to
reduce
speeds,
but
two
rows
of
trees
in
the
middle
I'm,
not
sure
how
that's
better
than
one
row
of
tree
in
the
middle
and
yeah
I
think
giving
that
space
to
people
walking
and
rolling
and
making
sure
they're,
separate
and
there's
less
conflict
I
think
is
more
important
personally.
Thank
you
very
much.
E
Yeah
that'd
be
great.
My
questions
are
a
lot
more
regular
old
questions.
Will
the
the
landscape
area
in
between,
like
the
rolling
and
the
street,
is
that
gonna
have
like
overhead
utility
like
power
lines
and
such.
C
Not
overhead
utilities,
but
often
those
landscape
areas
do
also
serve
that
function
of
providing
space
for
underground
utilities,
there's
a
little
more
flexibility
once
you
put
them
underground,
they
don't
have
to
be
just
in
that
space
and
with
these
with
the
landscape
zones.
One
thing
we
have
recommended
is
that
as
much
as
possible,
they'd
be
continuous
Because
unless
you
really
have
a
Long,
Tree
soil
panel.
C
That's
another
thing
that
contributes
to
the
ability
for
large,
mature
trees
to
grow
when
they're
all
segmented
into
individual
kind
of
small
tree
pits
they're,
usually
like
five
feet
by
eight
feet,
or
so
you
really
only
get
trees
of
a
certain
size.
They
don't
tend
to
live
a
very
long
life
and
then
they're
constantly
being
replaced,
and
you
never
really
get
that
shade
benefit
that
you
see
along
really
beautiful
green
corridors.
E
Then
my
other
question,
because
I
only
have
two
for
the
role
section:
are
each
side
gonna
be
like
two-way
or
is
it
going
to
be
like
you
have
to
go
all
the
way
across
the
street
to
go
a
Direction.
C
Yeah,
that's
a
great
question.
We
we
specifically
intend
for
these
to
be
one
way:
that's
our
recommendation
to
VDOT
in
their
streetscape
options.
They
included
one
option
that
had
a
two-way
cycle
track.
C
There
are
benefits
to
two-way
cycle
track.
If
you
are
trying
to
you
know
utilize
that
side
of
the
street,
it
can
put
you
closer
to
your
final
destination,
but
having
a
two-way
cycle
track,
creates
a
whole
list
of
other
operational
and
safety
concerns,
and
that
was
kind
of
part
of
the
reason
we
recommended
the
one
way
on
each
side.
C
It
becomes
much
harder
at
intersections
to
create
that
predictability
between
drivers
and
cyclists,
seeing
each
other
and
knowing
which
way
to
look
so,
especially
with
left
Turner's
coming,
say,
office
street
they're,
usually
not
looking
over
their
left
shoulder
for
someone
coming,
but
you
know
the
wrong
way,
which
it
wouldn't
be
the
wrong
way,
but
it's
just
just
not
what
people
are
used
to
looking
for
and
then
when
it's
happening
at
speed,
decisions
are
made
really
quickly
and
that
can
lead
to
crashes.
So
that's
a
situation
we
wanted
to
just
avoid
altogether.
C
Q
P
Q
I
sent
you
we,
we
basically
had
three
areas
and
lots
of
other
things
that
I
guess
you're
working
on
the
first
one
was
what
is
actually
your
role,
and
you
talked
about
that
and
okay.
So
we
have
an
example.
You
did
this
memo,
you
did
this
amazing
row
description.
That
is
infinitely
better
than
what
VDOT
did.
The
first
question
is
that
what
are
the
chances
that
Vita
is
actually
going
to
follow
that
you
just
keep
negotiating
until
you
reach
consensus,
or
how
does
this
work
yeah.
C
Yeah
I
would
say
so.
This
I
think
the
best
way
to
describe
our
comments
is
they're
kind
of
a
snapshot
of
an
ongoing
conversation.
We
we
did
kind
of
you
know
at
this
point.
In
the
the
study
we
reached
a
point
where
we
felt
like
we
needed
to
provide
some
direct
guidance
and
direct
recommendations,
which
is
what
these
comments
are
intended
to
be.
But
they
are
part
of
this
very
long
ongoing
conversation
and
it
is,
it
is
a
back
and
forth.
C
It's
iterative
and
I
would
say
you
know,
based
on
where
we
are
and
where
we
started
phase
two
I
I
think
VDOT
has
has
been
listening
and
has
been
considering
what
they've
heard
both
from
staff,
but
also
from
the
community
I
think
the
letters,
the
meetings
that
they've
they've
received
and
had
with
the
various
stakeholder
groups,
including
the
BAC
and
Pac,
have
been
influential
and
I.
C
Think
we've
seen
that
in
things
like
the
25
mile
per
hour,
design
speed
when
they
were
initially
considering
a
30
mile
per
hour,
design,
speed
and
in
their
consideration
of
streetscape
elements
that
I
don't
know
that
they
usually
put
on
the
table
as
options
so
I.
You
know
I
think
that
that's
promising
it
is
a
negotiation.
We
don't
know
a
hundred
percent
that
they
are
going
to
be
able
to
accommodate
everything
that
we've
asked
for
and
at
that
point
we
will
have
to
look
at
trade-offs.
C
But
we
think
that
you
know,
based
on
our
adopted
plans,
our
adopted
policies
and
the
county
standards,
where
we
have
many
many
streets
where
we
have
applied
these
design
principles
and
they've
worked
well
and
they're.
Recent
that
we
have.
We
have
some
good
precedent
to
point
to
to
show
that
you
know
this
is
possible.
Q
Oh,
thank
you.
My
other
two
quick
issues
was
the
importance
of
having
a
TDM
plan
and,
as
you
may
know,
at
the
backpack
meeting
we
had
actually
asked
them
to
provide
the
numbers
of
the
the
vehicles
per
day
that
they
gathered
and
the
numbers
were
nowhere
close
to
the
30
reduction
that
they
said.
So,
if
our
feeling
is
okay,
we
really
need
a
TDM
program.
Now
it's
got
to
be
this
massive
regional
thing
and
I
and
I
hope
that
you
keep
pushing
for
that
as
well.
Q
The
final
area
is
18th
Street
and
18th
Street.
For
those
of
us
who
live
in
the
area
is
everything
and
we
really
need
it
fixed
right.
I
I
personally,
am
a
strong
believer
in
Barns
dance.
Q
If
it
can
work
out,
if
you
can't
do
a
barn
stance,
leave
it
elevated,
please
one
thing
that
we
had
proposed
and
when
livability
met
with
you
in
December,
we
suggested
making
18th
Street
three
lanes
wide,
rather
than
four
to
five
Lanes
wide
like
like
a
lot
of
E
Street
is
done
and
that
could
actually
help
you
create
the
protected
bike
lanes
and
we
still
really
want
the
Dutch
underpass,
because
we
we
still
feel
that
the
actually
Crossing
it
grade
currently
is
still
going
to
be
really
dangerous.
Q
A
Okay,
thank
you.
Pam
Tom,.
T
Yeah
all
right,
I'm
delighted
to
see
the
12-foot
median
in
in
the
center
of
the
street
I
think
that's
key
to
getting
a
a
true
canopy
of
trees
over
of
shade
over
the
entire
Street
section,
I've
seen
it
happen,
it's
common
on
the
West
Side
Highway
in
New,
York
and
and
it's
and
they
haven't
been
in
point.
T
Those
trees
haven't
been
in
place
all
that
long
and
yet
the
canopy
exists
in
many
places,
but
one
of
the
and
one
of
the
things
that's
very
interesting
about
about
the
West
Side
Highway
is
that
it,
you
know,
has
great
sidewalks
on
both
sides
and
the
tree
canopy,
and
the
media
that
has
raised
medians
by
the
way
and
I
don't
know
if
that
is
advantageous
for
the
propagation
of
trees,
but
it
certainly
is
advantageous
for
reducing
the
perceived
Street
width
or
the
for
the
traffic
plays
on
either
side.
T
The
other
thing
that's
really
interesting.
Is
you
wonder
how
you're
going
to
slow
cars
down
entering
this
controlled
Zone?
And
it
is
a
question
of
control,
as
I
witnessed
it
I
witness
it
when
it
was
the
West
Side
Highway
had
much
longer
intervals
between
signals
and
I
I,
don't
know
exactly
what
formula
they're
using
to
slow
it
down,
but
it
is
amazing.
You
have
the
Henry
Hudson
Turnpike,
which
is
an
incredible
Raceway
that
comes
down
from
northern
Manhattan.
You
know,
you
know
it
comes.
V
T
A
hill
into
this
into
it's
Suddenly
at
60th
Street,
it
stops
and
Sanity
prevails
from
there
on
I
I'm
they've
done
something
in
the
last
couple
of
years
that
that
has
I.
Think
that's
the
time
apparently,
but
it's
it's
relatively
recent,
where
they
have
honestly
there's
they've
made
it
so
that
there's
no
advantage
in
speeding
there.
T
Just
no
is
no
advantage,
and
it
has
made
everyone
much
more
comfortable,
including
including
pedestrians
that
that
cross
8
to
12
Lanes
in
35
seconds
they
they
have
the
advantage
of
of
having
a
a
you
know,
protection
of
that
of
the
middle
of
the
median,
but
very
seldom
so
they
do
that.
I
can't
believe
I
I
sat
there
counting
35
seconds
light,
that's
the
light,
change
and
they're.
You
know
they're
not
moving
Broadway
kind
of
crowds,
but
but
but
the
discipline
is
very
good,
and
it's
just
very.
T
It
is
a
very
quick
Crossing.
I'm
I'm
surprised,
it'd
be
good
to
get
data
on
how
they
achieve
this
and
and
what
their
their
records
are
about
it,
but
it,
but
it
works
incredibly.
Well,
let's
see
the
other
thing
is
and
Broadway
where
this
exists.
Those
medians
which
are
I'd,
say
they're,
two
at
least
two
feet
high
and
they
probably
get
to
be
three
feet
in
the
crowning
of
it.
T
I
mean
they're,
very
good,
but
at
the
ends
at
the
at
the
in
the
middle
of
the
street,
they're
actually
they're
actually
parks.
They
have
a
a
semicircular
wall
that
creates
a
a
bench.
Is
the
width
of
that?
It's
probably
14
feet
and
it's
a
part
people
hanging
out
there,
and
it
adds
to
that.
You
know
multi-use,
and
you
know
thing
that's
very
important
for
for
calming
things
down
anyway.
There
are
both
of
those
both
Broadway
and
the
West.
T
Side
Highway
have
very
encouraging
lessons
for
how
this
works
and
it
works
to
everyone's
Advantage.
Yes,.
C
Definitely
yeah
and
thank
you
for
sharing
those
examples.
We've
been
looking
as
staff,
but
also
to
share,
along
with
VDOT
other
places
around
the
country
that
have
done
this.
Both
from
you
know
the
perspective
of
bringing
elevated
highways
to
Great
And
how
that
has
worked
successfully,
but
also
these
examples
of
where
you
have
quite
a
bit
of
traffic,
and
you
also
have
really
high
ped
volumes
and
it's
stable.
It's
able
to
work
and
I
think
West,
Side
Highway
is
a
great
example.
We've
looked
at
Park
Avenue
as
well.
C
I
worked
in
New
York
City
before
coming
to
Arlington,
so
that
that's
a
an
area
I
look
too
often,
but
we've
looked
all
over
the
country
as
well.
Milwaukee
looked
at
the
Embarcadero,
so
that's
what's
great
about
this.
Is
you
know
we're
not
the
first,
the
first
area
to
do
this?
We
definitely
won't
be
the
last
and
I
think
we're
part
of
a
nationwide
Trend
to
try
to
eliminate
these
barriers
between
neighborhoods.
C
You
know
and
create
streets
that
can
still
carry
a
decent
amount
of
traffic,
but
that
are
calming
you
know,
calmed
and
humanized
in
a
way
that
serves
everyone
better.
The.
T
West
Side
Highway
does
protect.
The
bicycles
are
going
along
the
river.
There
is
a
separate
Lane
there,
but
that's
you
know,
that's
the
only
freeway
for
bikes
in
New,
York
City
dates
along
the
river
edges,
and
so
it
is
it
is
it
it
does
it's
very
useful
to
have
that
separation,
especially
where
your
your
pedestrian
numbers
are
not
that
high
and
I'm
wondering
if
that's
the
situation
here,
whether
The
Pedestrian
numbers
won't
there's
some.
T
We
certainly
won't
be
as
high
as
Broadway
or
something,
but
that
that
it
is
possible
that
that's
that's
a
good
trade
if
you're,
if
your
pedestrian
numbers
are,
are
low
anyway.
Thank
you.
Thank
you.
That's
a
great
presentation
appreciate
it.
Thank.
C
D
A
All
right
so
Emily
at
the
time
we're
at
46,
and
so
we,
this
is
great.
Let's
continue,
let's
continue
with
questions,
but
just
wanted
to
note
the
time
as
people
prepare
the
number
of
questions
and
the
verbosis
of
the
responses
and
things
but
I
think
we
can
get
to
everyone.
We
might
be.
Man
have
a
little
time
to
play
a
clean
up
round
with
the
questions
asked
in
chat,
great,
so
Eric
Goldstein.
H
Thanks
and
thanks
for
the
presentation
so
I
know,
we've
got
the
future
of
outdoor
dining
study
going
on
right
now,
but
I
noticed
that
there's
no
space
for
Street,
cafes
or
anything
at
any
Street
side,
Sidewalk
use
other
than
walking
in
bunk
and
and
right
now,
I
think
our
Cafe
guidelines
say
you
can
have
Street
cafes
in
the
right-of-way.
As
long
as
you
leave
six
foot
clear,
I
assume
the
plan
is
not
to
allow
Street
cafes
to
narrow
this
down
to
six
foot
clear.
But
what
is
the
plan
for
that?.
C
Yeah
I
think
we've
talked
a
little
bit
about
this
and
I
think
part
of
it
comes
down
to
the
expected
uses
along
Route
One,
but
the
way
that
Crystal
City
has
been
planned
route.
One
has
never
been
really
intended
to
be
that
that
main
commercial
corridor,
of
course,
Crystal
Drive
Eads
other
streets,
are
serving
that
purpose.
Where
you're
going
to
have
more
of
that
kind
of
spillover
activity,
you
know
wider
sidewalk,
cafes
and
with
route
one.
C
We
do
want
to
make
sure
that
we
are
maintaining
that
clear
width
that
it
remains
a
true
clear
width,
that's
not
to
say
that
I
think
isolated,
sidewalk
cafes,
you
know,
might
be
possible.
I
think
we
would
just
be
have
to
be
decided
on
a
case-by-case
basis
by
site
plan.
C
As
to
you
know,
outside
of
that
right-of-way.
What
additional
space
made
the
developer
be
able
to
provide
adjacent
to
effectively
provide
that
little
bit
more
sidewalk
space
for
The,
Sidewalk
Cafe.
The
two
foot
shy
Zone
could
overlap
that
so
that
that's
an
area
that
could
be
essentially
takes
a
little
bit
of
of
pressure
off
the
adjacent
development.
Where
you
know
there
could
be
a
compromise,
but
we
do
want
to
make
sure
that
it's
not
encroaching
on
that
eight
feet,
and
this
is
something
I
can
bring
back
to
cphd
as
well.
C
H
Yeah
so
I'll
just
say
real,
quick
that,
obviously
we
haven't
planned
for
that
type
of
development
along
Route
One,
because
we
didn't
plan
for
one
being
at
grades,
so
I
would
not
so
I.
I
really
think
this
is
something
we
need
to
plan
for
in
advance
while
we're
making
our
plans
and
not
try
to
shoot
100
after,
because
I
really
do
think
one.
H
D
I'll
try
and
be
super
quick
because
I,
basically
just
want
to
say
props
to
all
the
staff
that
were
involved
in
this
letter.
It
was
a
breath
of
fresh
air
to
to
read
all
18
pages
of
it.
I
think
it's
probably
90
percent
aligned
with
the
people
before
cars,
Coalition
letter
and
maybe
95
aligned
with
susmo's
letter
and
I.
Think
it's
really
great
to
have.
D
You
know
our
business
interests
and
Cole
advocacy
interests
and
the
jurisdictional
government
all
kind
of
pointing
the
same
direction
VDOT
to
try
and
get
them
to
to
really
come
to
a
good
place
here
and
I
think
if
we
can
really
get
them
to
move
on
in
a
good
way
on
this
25
mile,
an
hour
design,
speed
where
we
actually
have
Curb
rate
eye.
D
That
makes
sense
for
25
miles
an
hour
in
Lane
widths
that
make
sense
for
25
miles
an
hour
and
all
pet
scramble
at
18th
Street
and
all
of
these
other
things
that
we're
talking
about.
It's
not
going
to
look
like
any
other
VDOT
Road,
you've
ever
seen
in
ever
anywhere.
So
Props
on
that
and
we
can
quibble
on.
You
know:
20th
Street.
D
You
know
slip
lanes
and
we
can
get
into
details
on
other
bits
about
18th
Street,
but
it's
just
really
amazing
and
fantastic
to
see
that
alignment
and
I
commend
staff
on
one
of
the
best
feedback.
Letters
I've
I've
seen
come
out
of
staff,
so
Bravo
thanks.
C
P
Yeah
I'll
be
quick,
I
just
wanted
to
say:
I
was
glad
to
see
the
double
rows
of
trees
put
in
and
I
support
that
Arlington
has
lost
a
lot
of
tree
canopy
and
especially
in
South
Arlington
South
Arlington.
Most
of
it
is
becoming
like
a
heat
island
now
and
so
I
know,
there's
an
effort
to
try
to
replace
as
much
canopy
as
possible
and
those
trees
will
shade,
provide
shade
and
and
cool
to
the
there's.
P
A
lot
of
pavement
down
there
so
needs
to
be
shaded
and
they'll
also
mitigate
a
lot
of
the
storm
water
run
off
and
so
forth.
So
I
think
it's
a
good
idea
to
put
as
many
trees
as
possible
along
there
and
I
think
it's
a
good
idea.
So
thanks
thank.
C
L
B
Hey,
thank
you
Allison.
So
my
question
is
how
many
seconds
of
pedestrian
cycle.
Do
you
consider
too
many?
At
which
point
you
feel
we
need
to
ditch
the
idea
of
having
a
barn
stance
at
what
point
does
the
Barnes
dance
become
infeasible?
Some
of
us
have
been
going
around
Arlington
and
neighboring
jurisdictions
and
timing.
The
intersections
and
we're
we've
been
a
little
studying
the
maps
and
we're
getting
increasingly
worried
about
the
cycle.
B
Time
and,
as
we
all
know,
a
longer
cycle
is
dangerous,
like
on
Leesburg
Pike,
it's
about
three
minutes
cycle
where
I
cross
multiple
times
a
day
and
cars
are
cutting
through
the
red,
like
everywhere
all
the
time,
because
they
don't
want
to
wait
three
minutes
nor
do
I
but
I'm
on
a
bike.
So
I
wait
I
wait
longer
than
that,
but
But.
B
But
so
my
question
is
sort
of
what
is
that
point
at
which
you
say:
Barn
stance
won't
work
and
if
you
say
that,
are
you
pushing
v-dot
to
give
us
an
underpass,
the
current
underpass
is
beautiful.
It
feels
so
comfortable.
I
would
be
happy
for
my
girls
to
be
under
there
at
any
hour.
It's
better
than
most
of
our
underpasses
in
Arlington,
so
sort
of
where,
where
does
that
leave
us.
C
Yeah
I
think
that
that
that's
a
really
good
question:
we
don't
have
like
a
a
threshold
number
or
a
cut
off
it's
it's
more
about
as
I
understand
it,
and
this
is
talking
with
our
our
Traffic
Engineers.
C
Is
that
it's
more
about
how
the
entire
signal
network
works
together?
So
there's
kind
of
two
issues,
so
I'll
start
with
that
one
we
do
with
this
Corridor.
We
want
VDOT
to
pursue
a
signal,
timing
progression
that
encourages
that
25
miles
an
hour
so
that
you
know
the
like
turn
screen
where
you
are
when
you're
driving
you
pull
forward.
The
next
light
doesn't
turn
green
get
faster
than
that
25
mile
per
hour
speed,
so
you're.
C
C
In
order
to
do
that,
all
of
the
all
of
the
signals
have
to
be
on
the
same
cycle
length
and
they
have
to
have
you
know,
a
very
specific
phasing
and
so
by
having
an
all
pad
phase
here.
We
just
need
to
understand
from
VDOT.
How
is
that
going
to
work
with
the
other
adjacent
intersections?
C
C
The
way
that
the
other
intersections
do
so
that
time
that
would
have
gone
to
additional
green
time
to
allow
permissive,
less
left
turns
or
the
protected
left
turn
time
with
the
green
arrow
that
isn't
happening
at
18th,
so
there's
possibility
there,
but
we
just
we
haven't
seen
how
that
is
all
going
to
work
together,
and
so
we
just
we
want
more
information
on
that,
because
if
you,
if
you
have
one
light,
that's
out
of
sync
with
the
others,
it's
the
progression
isn't
going
to
work.
C
It's
also
going
to
create
backups
on
the
side
streets
which
can
lead
to
intersection
blocking,
which
then
blocks
our
our
other
bike
facilities.
You
know
so
it
It
all
becomes
a
snowballing
issue
and
then
from
The
Pedestrian
side
again,
there's
no
there's
no
hard
and
fast
rule.
As
to
you
know
this.
C
This
cycle
length
is
too
long,
but
we
do
know
that
the
longer
that
cycle
links
get
the
more
you
tend
to
see
non-compliance
and
you
start
to
have
more
more
enforcement
issues,
and
so
there's
there's
just
detention
there
and
so
I
mean
at
this
point.
It's
really.
We
want
VDOT
to
provide
a
few
different
scenarios
of
how
this
could
work
demonstrate
to
us
that
that
it
can
work
that
there
will
be
sufficient
time
for
people
to
comfortably
cross
the
street
they're
not
going
to
get
caught
in
the
middle.
A
Great
Dana
I'm
glad
you
raised
your
hand
because
I
was
looking
through
and
you
asked
a
lot
of
really
good
questions
in
the
chat
that
haven't
been
touched
on
yet
so
go
ahead.
X
Yeah,
can
you
talk
about
about
the
the
enforcement
plan?
You
know
VDOT
basically
said
Arlington
will
figure
this
out.
You
know
what
are
the?
What
do
the
police
say?
Yeah
have
you
engaged
the
police?
You
know
there
doesn't
seem
to
be
any
evidence
that
you
know
that
they've
participated
in
the
in
the
in
the
reviews.
C
Yeah
and
I
I
think
you
know.
Enforcement
with
with
any
of
our
especially
the
the
more
major
corridors
is
always
important,
and
enforcement
here
will
be
wrapped
into.
You
know
our
vision,
our
ongoing
Vision,
zero
coordination
that
we
have
with
acpd.
C
At
this
point,
it's
since
we're
still
figuring
out
with
VDOT
what
those
operations
will
look
like
it's
a
little
bit
premature,
but
this
is
something
that
I
I
can
mention
to
Christine
Baker
and
to
the
vision,
zero
team
to
bring
it
up
just
in
their
coordination
meetings
with
acpd
just
to
have
it
on
the
radar
and
then,
as
we
are
getting
into
design
and
starting
to
look
at
those
questions
of
how
many
seconds
does
each
signal
have
and-
and
you
know
what
is
the
exact
phasing
and
all
of
that
I
think
having
their
involvement
having
their
awareness
will
be
really
important,
and
then,
of
course,
you
know
having
some
extra
attention
you
know.
A
All
right
great
seeing
no
more
questions.
Thank
you
so
much
for
joining
us,
Allison
and
oh
sorry,
Pam.
Q
Oh
real
fast,
one
of
the
reasons
why
we're
supporting
the
reduction
in
in
Lanes
on
18th
is
that's
going
to
reduce
the
crossing
distance
too.
So
that's
going
to
give
you
a
little
bit
more
time.
So
please
please
push
for
this.
Thank
you
and
thank
you
again
for
your
presentation
and
all
your
hard
work.
Q
A
Thank
you.
Thank
you
for
joining
us.
We
do
have
just
two
quick
minutes
left
and
we'll
we'll
do.
The
budget
discussion
separately
is
packing
back
over
emails,
so
we'll
skip
that.
But
final
remaining
item
on
the
agenda
is
just:
if
there
is
any
pack
back
business
I
just
have
one
quick
update
for
the
pack.
Do
you
have
anything
Cynthia
for
the
vacuum
go
first,.
B
A
A
Great
Eric
I
saw
your
hand
first.
H
Yeah
two
things,
one
I
guess
I
said
I
think
the
budget's
important
enough
I'm
certainly
willing
to
stick
around
later
to
talk
about
it.
If
you
want
us
to,
but
that's
up
to
you
whether
you
want
to
over
email
and
then
two
I
think
at
least
my
membership
on
the
pack
has
expired.
I,
don't
know
where
we
I
think
the
terms
all
ended.
December
31st
are
we
still
members.
Is
that
something
anyone's
been
talking
about.
A
Q
Yeah,
well,
we
I
think
we
still
have
a
core
about
yeah
I
just
wanted
to
approval
of
the
minutes.
A
Let's
approve
the
minutes
going
into
the
assumption
that
everyone
who
is
a
member
is
still
a
member
and
therefore
we
have
Guam
so
I
believe
our
last
minutes
were
a
joint
backpack
meeting.
A
So
a
little
unclear
exactly
who
should
be
voting
on
this,
but
we'll
just
yeah
we'll
just
proceed
yeah.
So
do
I
hear
a
motion
to
approve
that
the
minutes
from
the
December
joint
backpack
meeting-
oh
I,
guess
I'm.
Sorry,
I
forgot
the
point:
were
there
any
any
comment,
any
modifications
anyone
had
before
we
approve
that
they
had
not
previously
let
Pam
know
about
David
has
a
raised
hand.
G
We
need
we
need
to.
We
need
to
swear
in
a
new
Congress
I.
G
I
will
I
will
I
will
act
on
that
right
away
tomorrow.
Q
Q
A
Yeah,
okay,
not
hearing
any
any
modifications,
we
will
proceed
with
our
potentially
illegitimate
vote,
so
I
move
to
approve
the
minutes
any
seconds.
Second,
anyone
objecting
to
approving
the
minutes
from
last
meeting.
B
A
You
so
much
fam.
The
minutes
are
approved
approved,
so
thank
you.
Yeah
I
think
we're
good
there.
Okay,
so
I
think
this
can
be
the
official
end
of
the
meeting.
If
people
need
to
drop,
I
did
hear
at
least
one
interest
in
discussing
the
budget.
A
I
I
would
be
happy
to
stick
around.
This
is
probably
just
for
backpack
members
who
are
interested
in
discussing
the
budget.
So
if
you're,
not
a
member
of
the
backpack,
thank
you
for
joining
us
you're
welcome
to
stick
around
as
well,
and
if
you
also
have
other
things-
and
you
are
a
member-
that's
also
totally
fine.
Thank
you
for
joining
us,
but
I
think.
If
you
can
stick
around
yeah
and.
Q
And
I
hope,
David
and
Luke
can
stay
on
as
well,
because
I
have
some
questions
about
what
they
think
are
the
appropriate
priorities,
since
it
sounds
like
the
budget
is
going
to
have
a
lot
of
constraints
this
year.
G
I
can
I
can
go
another
10
or
15
minutes.
Yes,.
A
Okay,
great,
so
we
have
a
lot
of
folks,
so
I
do
want
to
be
respectful
of
of
people's
time.
So,
let's
kind
of
quickly
so
quickly
kicking
off
I
guess
Pam!
Do
you
want
to
speak
more
to
the
I
noticed
you
sent
the
email
around
saying
it
was
like
a
little
bit
more
constrained.
Budget
I
didn't
necessarily
get
that
from
the
PowerPoint
presentation
that
you
shared
so
maybe
unclear
how
much
we
should
take
that
into
account.
I
kind
of
just
want
to
hear
your
thoughts
there.
Q
And
again,
I
would
like
Steph's
opinion
on
that.
My
sense
of
it
was
that,
yes,
there
is
money,
but
because
expenses
for
everything
has
gone
up
were
actually
potentially
in
the
red
did
I
read
that
wrong
foreign?
H
I
guess
I
got
the
same
sort
of
tone
as
we
hear
every
year.
I
know
Mark
likes
the
joke
that
it's
an
average
budget
year
worse
than
last
year,
but
better
than
next
year,
so
I
I
think
probably
the
same
sort
of
tone
as
we've
dealt
with
in
the
past
of
there'll,
probably
be
some
Cuts,
but
there'll
also
be
some
areas
and
money
around
to
put
it
things
that
are
true
priorities
for
the
community.
Q
Q
Q
Are
Lizzy?
Are
you
still
on
the
complete
streets?
Commission
I
am
yes
yeah
in
my
my
sense
is
they're
they're,
always
really
struggling
to
do
more
than
a
couple
projects
at
a
time.
Is
there
any
way
that
more
money
would
help
them
I
mean?
Could
they
need
more
staff.
A
Yeah,
so
I
actually
have
two
two
points
from
our
last
Commission
meeting
to
kind
of
bring
up,
so
they
have
a
pot
of
money
and
they
are
having
a
hard
time
spending
all
of
it.
So
one
of
the
the
big
reasons
is
Staffing
concerns
around
planners
I.
Guess
the
planning
department
is
down
like
four
or
five
like
planners
and
they're,
like
the
open
positions
they're
trying
to
hire
they
just
like.
Aren't
enough
people
to
like
assign
to
do
the
engineering
work
for
the
projects.
A
That
is
my
that
is
my
understanding
is
that
the
positions
are
open
but
unfilled,
and
so
it's
been
hard
to
commit
to
new
projects.
So
I,
don't
think
money
necessarily
makes
a
difference.
There
I
think
that's
kind
of
a
separate
issue.
The
two
points
I
did
have
from
the
complete
streets.
Commission
is
they're
writing
a
letter.
A
They
report
to
the
board
so
they're
writing
it
to
the
board
about
bringing
more
engineering
in-house
sorry,
not
engineering,
but
the
actual
construction
in-house
one
problem
they've
had
is
in
getting
contractors
it's
hard
for
them
to
do
more
than
a
couple
projects
per
year,
because
it's
hard
to
get
like
on
the
contractor's
schedules
when
you're
like
competing
with
Amazon
and
the
cost
estimates
are
often
higher
and
the
timeline's
longer
than
when
they
are
able
to
like
get
water
sewer
streets
to
help.
A
So
they
have
an
interest
in
instead
of
spending
money
on
contractors
bringing
more
services
in-house
they've
just
had
better
success
there.
So
that's
one
thing
that
coop
is
advocating
for
and
they
asked.
If
we
wanted
to
advocate
yeah,
you
did
to
the
board
so
we're
to
the
manager.
So
we
can
talk
to
both
and
then
the
second
point
from
that
meeting.
Actually,
no
sorry,
that's
so
that's
the
only
point
from
the
meeting
I
have
a
personal
point
that
that's
from
complete
streets:
okay,.
Q
Interesting
that
you
raised
that
bringing
things
into
house
there
was
a
story
recently
on
Street
blog
streets
blog
about
I,
forget
what
tone
it
was,
what
city
it
was
where
they,
they
usually
contracted
out
to
get
their
sidewalks
done,
but
they
brought
that
in-house
and
it
is
more
efficient
and
timely
and
they
can
have
more
control
over
what
they're
doing
so.
So
maybe
that's
a
reasonable
thing
to
suggest.
Y
U
Stop
and
the
the
crosswalk
was
not
reinstalled
for
two
months
and
it
was
a
raised
crosswalk.
We
still
don't
have
the
raised
thing
back
and
the
entire
reason
we
didn't
have
a
crosswalk
for
the
kids
for
two
months
was
contractors
weren't
available
or
something
and
the
whole
reason.
It's
still
not
raised.
Contractors.
A
Yeah
I
guess
another
point:
I
have
so
I
think
I'm
getting
lots
of
plus
ones
from
there.
Another
point
I
wanted
to
bring
up
this
kind
of
came
from
a
meeting
two
months
ago
three
months
ago
and
when
our
friends
from
water
sewer
streets
came
and
spoke
to
us
about
all
the
great
things
we
learned
from
That
Sidewalk
inventory,
and
there
was
the
one
topic
of
discussion
that
I
found
particularly
interesting
about.
A
It
was
the
way
things
used
to
work
was
the
way
the
story
was
presented
about
sidewalks
that
are
maintained
in
commercial
corridors
where
sidewalk
maintenance
is
so
today.
The
sidewalk
maintenance
is
the
responsibility
of
the
the
bank,
the
building
the
business
that's
sitting
there,
but
there's
no
enforcement
mechanism
today
and
I
guess
how
this
used
to
work
in
the
past
is
the
county
when
they
were
notified
of
a
sidewalk
that
was
bye,
Chris,
a
sidewalk
that
was
in
disrepair.
The
county
would
like
basically
give
the
give
the
Commercial
Business
a
bill.
A
A
So
there's
no
I
think
water
streets
are
saying
like
there's
no
budget
for
doing
that
today,
but
that
was
a
big
thing
when
we
were
talking
about
sidewalk
conditions
right,
there
was
the
whole
like
all
these
lines.
On
that
chart
of
that
map.
Saying
like.
Oh,
we
can't
actually
do
anything
about
these
because
we
don't
own
them
all
right.
A
We
don't
we're
not
responsible
for
the
maintenance,
so
that's
kind
of
an
idea
from
a
previous
meeting
of
if
there
could
be
funds
to
and
I
guess,
changing
up
the
rules
about
sidewalk,
sidewalk
maintenance
and
Commercial
corridors
right.
G
G
This
comes
up
with
bike
racks
all
the
time
bike.
Racks
are
hard
to
get
installed.
The
contractors
hate
doing
them,
they're
expensive,
could
be
done
and
DC
brought
the
process
in-house.
They
they
had
to
staff
up
to
have
now.
City
workers,
I,
don't
know
how
it's
working
out
in
practice,
but
they
went
round
round
and
round
trying
to
do
it
through
Contracting,
but
they
geared
up
to
do
it
in
the
house.
So
I'm
dipping
my
toe
into
that
to
try
to
get
help
from
our
water
super
streets.
G
Folks
to
do
bike,
rack
installations.
G
It's
contracted
out.
Henry
knows
more
than
I
do
about
that.
It's
contracted
out
with
the
folks
who
also
manage
our
our
side
of
the
scooter
companies.
So
we,
the
Mandate,
was
to
provide
scooter
Corrals
and
we
piggyback
bike
parking
into
the
scooter
cross
because
it's
been
so
hard
to
do
bike
racks.
G
It
is
and
they're
concentrating
on
the
asphalt
part
of
the
streetscape,
which
is
great
to
colonize
that
and
convert
it
from.
You
know:
dedication
to
car
storage.
So
it's
it's
a
very
nice
Arc,
but
it's
taken.
You
know
10
years
to
get
there.
A
Okay,
I
do
see
some
raised
hands.
Dana
I
think
yours
is
first.
X
Yeah
yeah,
the
sidewalk
process
you
know
is
just
is
an
absolute
show.
You
know,
because
you
know,
because
there's
no,
you
know
the
county
has
not
thought
through
how
they're
actually
going
to
manage
the
the
property
owners
and
rather
than
reaching
out
to
the
Civic
associations,
to
do
inspections.
There's
no
inspection,
you
know
so
so
there
there
will
be
issues
that
La
that
linger.
Having
been
told
that
thing
after
having
the
county
was
told,
you
know
for
a
year
or
so
before
the
Contra,
the
property
owner
actually
gets
around
to
do
it.
X
It's
it's
kind
of
an
embarrassment
and
and
and
it's
a
cost
avoidance
issue
more
than
than
legal.
They
cite
a
really
crappy
law
that
I,
don't
think,
even
covers
it.
You
know,
but
basically
what
it
does.
It
allows
the
county
to
swap
those
costs
off
on
the
property
owners.
G
U
That
as
a
program
and
have
that
program
have
whatever
costs
and
then,
when
it
bills
the
the
property
owners
when
it
actually
has
to
do
it-
and
you
know
so,
they
said
they.
When
there's
a
sidewalk
problem,
they
send
a
notice
to
the
property
owner,
saying
fix
it
and
if
you
don't
fix
it,
you'll
be
billed
and
then
they
come
back
if
they
actually
fix
it
and
they
send
a
bill
to
the
property
owner.
They
just
include
all
the
administrative
prop
costs
of
the
program
and
they
could
do
that.
U
A
Go
for
it
yeah
and
apparently
this
is
how
it
used
to
work.
So
it's
not
like
we're
proposing
a
radical
idea,
but
just
kind
of
like
a
program
that
was
maybe
forgotten
for
a
while
and
so
yeah.
Maybe
Cynthia
I
should
find
someone
who
can
tell
us
about
this
next
before
Tuesday,
so
you
can
speak
with
confidence.
But
Eric.
H
Yeah,
so
in
terms
of
budget
priorities,
for
me
number
one
would
be
everything
Vision,
zero
related.
But
beyond
that
I
think
I
would
group
two
three
and
four:
is
all
enforcement,
so
I
see
the
sidewalk
stuff
we're
talking
about?
Is
enforcement
and
whether
it's
a
net
budget
or
not?
It
certainly
saves
the
county
a
lot
of
money
to
be
offloading
these
costs
onto
the
property
owner.
H
We
need
to
recognize
that
there's
an
administrative
cost
of
doing
that
and
can't
take
the
good
without
the
bad,
but
I'd
also
put
in
there
the
the
enforcement
around
construction
projects
and
making
sure
our
sidewalks
stay
clear.
That's
something
I
think
we've
pushed
for
in
the
past
and
still
want
to
see
improvements
that
there
just
aren't
enough
inspectors
to
go
around
out
there
and
keep
our
sidewalks
open
and
then
the
third
enforcement
item,
I
I,
think
we
need
to
push
the
county
on
I.
H
So
I
know
that's
been
sitting
is
something
we've
been
trying
to
do
at
least
around
I
think
around
school
zones
for
quite
a
while
and
just
haven't,
been
able
to
get
our
act
together
in
terms
of
getting
them
out
there
I
think
it's
been
in
procurement
or
something
for
quite
a
while.
So
since
money
can
solve
all
problems,
if
money
can
solve
that
one,
we
should
do
so
so
Vision
zero.
Then
enforcement
enforcement
enforcement.
B
Thank
you,
so
these
all
sound
good,
but
since
we
have
David
and
Henry
and
Leah
in
this
conversation,
maybe
you
all
could
tell
us
like
where
Arlington
actually
needs
more
resources.
I
mean
these
are
all
important
and
I
would
add
to
the
list
more
money
for
signaling,
because
it
seems
like
whenever
we
have
signaling
issues.
You
know
they're
overstretched
in
that
too
signage.
B
So
important.
We
are
having
a
discussion
on
the
listserv
just
before
the
meeting
would
be
great
to
have
some
signage,
that's
low
hanging
fruit
and
it's
absent
in
so
many
places
and
then
like
Four,
Mile,
Run,
Drive
and
I'm
a
broken
record,
but
the
streets
surrounding
Jenny,
Dean,
Park,
beautiful,
glorious
magnet
of
a
park,
but
Arlington
does
not
have
the
resources
to
deal
with
that
right
now.
Officially,
so
we're
from
an
Insider
perspective.
B
Where
does
Arlington
actually
need
you
know,
sort
of?
What
would
what
should
we
say?
It's
all
important.
G
I'm
I'm
measuring
my
words,
Lizzy
said
in
relation
to
the
neighborhood
complete
streets
program.
They
have
trouble
spending
the
money
they
have,
because
there's
staffing
issues
and
hiring
people
takes
a
long
time
for
for
what,
for
what
little
money
I
spend
I
have
similar
problems,
it's
hard
to
spend
money,
and
oh
God
I
hate
always
going
back
to
this
well,
but
here's
an
example.
G
A
lot
of
what
I
do
is
the
what
we
do
with
collecting
data
bicycle
and
pedestrian
data
and
I
wind
up
doing
a
lot
of
it
myself.
It's
very
it's
particular
peculiar
equipment
that
comes
from
France
via
Canada
and
I've,
been
doing
it
a
long
time
so
I
know
more
about
it
than
almost
anybody
and
there's
no
network
of
service
people.
So
the
only
way
we
get
it
serviced
is
to
bring
somebody
here
from
Canada
and
we've
budgeted
for
that.
G
G
And
here's
the
downside
of
bringing
things
in-house
and
I
underst
I
understand
what
this
looks
like
from
a
management
perspective
contract.
It's
it's
external,
it's
a
one-time
or
maybe
it's
an
ongoing
or
several
year-long
contract.
You
pay
the
bill
and
the
way
they
go
if
it's
staff
you've
brought
in
to
the
County
family
they're
yours
forever,
with
encumbered
pay
rates
and
all
that
it's
a
big
deal
to
create
new
full-time,
equivalent,
County
staff.
G
I
think
you
all
paid
more
attention
than
I
have
I've
been
a
privileged
position
to
not
have
to
pay
attention
to
the
budget
too
much,
but
Eric
you've
got
a
good
handle
on
it
and
people.
People
who've
been
in
the
meetings
with
Mr,
Schwartz
and
Pam
and
new
folks
I
think.
Is
it
an
open
ear
to
hear?
What's
what's
required?
There
was
a
I
said
crossing
guards
earlier,
but
wasn't
there
something
last
year,
even
in
a
tight
budget
year,
wasn't
there
an
increase
of
funding
for
some
part
of
the
enforcement
picture?
Q
H
G
Haven't
heard
anything
about
it,
and
that
was
something
that
the
the
pack
endorsed
right
so
I
think
there
was
a
a
new
increment
of
funding.
So
I
don't
have
any
magic
answer
here,
but
I
think
that
your
your
priorities
are
listened
to
and
heated
and
yeah.
It's
always
a
competition
for
money
and
what
you
mentioned
about
the
bike,
racks
and
Metro
bike.
That
was
great,
that
got
started
by
fees
collected
for
the
shared
Mobility
companies,
their
their
their
permit
fees,
go
into
a
pot
and
he
said
gosh
we
got
a
pot
of
money.
G
What
are
we
going
to
do
on
it?
Do
with
it
well,
create
some
new
parking
and
that's
working
out
great
and
without
requiring
County
staff.
That's
a
contract!
That's
actually
working
really
well
so
I'm
gonna
stop
talking.
This
is
certainly
not
my
strong
suit.
I,
don't
know
much
about
budget
I.
Don't
know
how
to
advise
you
on
this
one.
M
I'll
just
pitch
in
really
quick,
I
think
Vision
zero.
Definitely
and
then
one
thing
if
you're
interested
in
mots
that
we
hear
a
lot
of
is
that
inspector
teams,
the
permitting
and
inspection
office
that
goes
out,
and
these
are
people
that
work
all
day
going
from
site
to
site,
trying
to
inspect
to
make
sure
private,
Development
and
Construction
crews
are
clicking.
You
know,
sidewalks,
clear
roadways,
clear
bike
lanes
and
trails
they're
severely
understaffed
that
inspection
team
I'll
just
throw
that
out.
There.
G
G
V
G
And
Steve
Bridget
team
they've
got
a
huge
workload
and
we've
we've
heard
a
lot
of
we've
heard
a
lot
but
haven't
seen
a
lot
from
then
I,
don't
know,
I,
don't
know
how
they're
handling
those
issues.
E
I
know
I'm
not
technically
a
part
of
either
Commission,
but
I
know
that
construction
for,
like
a
lot
of
homes,
has
gone
on
and
increased
in
the
last
year.
Is
there
any
way
you
can
get
that
kind
of
attention
to
Transportation
projects,
for
example
like
getting
people
thinking
that
there
needs
to
be
more
construction,
that
there
needs
to
be
more
built
for,
like
from
other
counties
and
stuff.
G
Thank
you,
Kenny.
You
need
to
stick
around
and
you'll
learn
a
lot.
So
have
you
have
you
do
you
know
how
to
contact
these
folks
to
express
interest?
If
you
want
to
come
back
and
maybe
join
a
committee
and
and
be
more
involved,
you've
been
you've
been
a
good
participant
tonight.
Z
E
I
thought
I
meant
you
met
you
at
that
one
walk
on
Halloween!
E
K
G
Yeah
well
just
reach
out,
if
you're
interested
in
in
in
in
being
part
of
this
club,
can
you
just
reach
out
and
we'll
find
a
way
to
accommodate
you.
G
A
Right
folks,
I
think
we're
good
okay
yeah.
If
anyone
has
any
further
thoughts
or
anything
feel
free
to
email,
I
know,
Cynthia
and
I
are
both
of
us
yeah
and
we
will
let
you
know
how
Tuesday
goes.
Q
A
To
be
honest,
I
was
just
kind
of
gonna,
go
for
it
and
then,
depending
on
how
it
went
like
if
we
felt
like
like
there
might
be
a
lot
of
people
in
the
wheel,
maybe
we
don't
get
to
all
of
our
things
or,
like
the
event,
is
like
slightly
different
than
we
thought
then
committing
to
a
letter.
Okay,
that
sounds
good
foreign.