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A
B
We
are
going
to
skip
introductions
given
the
limited
time,
but
if
you
do
speak,
please
introduce
yourself,
as
you
begin,
and
my
name
is
Cynthia
Palmer
if
there's
a
little
feedback,
so
let's
all
mute.
If
we're
not
speaking,
my
name
is
Cynthia
Palmer
I'm,
the
chair
of
the
bicycle
advisory
committee
and
I.
Don't
know
if
Lizzie
is
here.
She
is
the
chair
of
The
Pedestrian
advisory
committee,
no
sign
of
Lizzy,
that's
all
right!
B
Let's
get
started
and
our
first
speaker
will
be
Brett
Wallace.
Who
will
talk
for
a
few
minutes
on
the
future
of
outdoor
dining?
Thank
you.
So
much
Brett.
C
C
I'm
just
going
to
turn
my
camera
off,
while
I'm
presenting
to
save
some
bandwidth
here,
but
I'll,
try
and
get
this
through
this
pretty
briefly,
but
I
do
have
a
lot
of
slides
to
get
through
just
starting
with
the
study,
purpose
and
goals.
The
study
schedule
looking
at
some
existing
regulations
and
guidelines,
excuse
me
providing
a
background
of
outdoor
cafes
and
the
temporary
outdoor
seating
areas
or
tosas
quick
overview
of
community
engagement
and
then
preliminary
recommendations
and
next
steps.
C
So
we
kicked
off
this
Study
last
fall
and
the
county
manager
removed
the
emergency
order.
We
launched
the
study
we
launched
phase
one
of
the
study.
We
did
a
lot
of
information
gathering,
reviewing
the
temporary
outdoor
seating
areas
or
the
toses
to
see.
What's
working
and
what's
not
working
great,
we
have
some
Community
engagement.
C
We
received
a
lot
of
responses
in
the
fall
and
that
we
hosted
a
couple
of
virtual
Roundtable
events.
We're
now,
in
this
transitional
phase
between
phase
two
and
phase
three,
where
we've
kind
of
taken
the
findings
from
phase
one
to
informed
recommendations
going
forward
that
we'll
be
bringing
to
the
County
Board
next
month.
So
we
are
currently
in
the
process
of
meeting
with
several
commissions
and
to
review
potential
zoning
ordinance
amendments
and
updates
to
The
Outdoor
Cafe
guidelines.
C
So
again,
one
of
the
main
purposes
of
the
study
was
to
look
at
what's
working
with
the
tosa
program
and
what
could
be
incorporated
into
the
two
approval
Pathways
for
permanent
outdoor
cafes.
That's
both
buy
right
and
special
Exception
by
use.
Permit
also
looking
at
how
to
inform
other
changes
to
current
regulations.
C
For
outdoor
cafes
and
again,
really
just
taking
lessons
learned
over
the
past
three
years
and
the
pandemic
to
help
inform
Outdoor
Cafe
framework
very
early
on
in
the
study
staff
developed
a
series
of
overarching
studied
themes
that
are
listed
here,
I'm
not
going
to
read
through
these,
but
really
focusing
on
looking
at
restaurants
as
a
public
good.
You
know
providing
mixed-use
activity,
mixed-use
neighborhoods,
looking
at
restaurant
recovery
and
resiliency,
and
how
to
bounce
back
from
the
pandemic,
related
losses
and
also
thinking
about
restaurants
and
outdoor
cafes,
there's
really
different
places
and
spaces.
C
There's
not
a
one-size-fits-all
approach
for
every
Outdoor
Cafe
so
need
to
maintain
some
flexibility
in
our
thinking
there.
So
I'll
quickly
go
over
some
of
the
existing
policies
and
guidance
for
outdoor
cafes.
There
are
currently
two
approval
processes
for
outdoor
cafes,
that
includes
on
private
property.
Those
cafes
can
be
approved
administratively
by
the
zoning
ordinance
and
then,
if
the
Outdoor
Cafe
is
in
the
public
right-of-way
or
on
the
sidewalk
or
in
public
spaces,
it
requires
a
use
permit
approval
by
the
County
Board.
C
Some
other
guidelines
listed
here
in
policies
and
regulations,
including
zoning,
the
retail
plan,
the
MTP
pedestrian
element
and
the
public
spaces
master
plan
I'm
just
going
to
quickly
go
through
each
one
of
those
just
highlighting
the
key
points.
So
for
the
zoning
ordinance
there
are
use
standards
for
both
the
private
and
the
public
property.
There's
a
couple
of
those
that
listed
here,
for
example,
that
all
furniture
and
fixtures
cannot
be
permanently
affixed
to
the
ground.
Outdoor
cafes
cannot
be
enclosed.
C
There
are
some
restrictions
on
sound
and
visual
entertainment
and
the
Outdoor
Cafe
should
have
few
receipts
than
the
indoor
portion
of
the
restaurant
and
those
last
two
bullets
can
be
modified
by
the
County
Board
by
use
permit
and
then,
as
I
mentioned
earlier,
any
Outdoor
Cafe
in
the
public
right-of-way
would
be
subject
to
approval
by
the
County
Board
through
a
used
permit
yeah
the
zoning
ordinance
regulations,
specifically
on
private
property.
Those
can
be
approved
by
right
by
the
zoning
administrator.
C
C
Only
the
parking
spaces
are
to
be
used
by
the
parking
of
automobiles.
Only
that
no
other
uses
can
be
permitted
in
a
parking
space.
C
The
Arlington
retail
plan
adopted
in
2015
encourages
outdoor
cafes
to
enliven
streetscape.
The
plan
action
plan
encourages
administrative
license
process
to
use
the
public
right-of-way.
This
is
the
commercial
private
use
of
the
public
right-of-way.
This
is
something
that
other
a
lot
of
other
cities
and
jurisdictions
are
doing,
but
it
did
include
an
action
item
to
develop
a
process
that
I'll
speak
to
in
a
minute.
C
The
master
Transportation
plan
pedestrian
element
also
encourages
sidewall,
cafes
and
other
enhancements.
It
does
get
specific
when
it
talks
about
clear
zones
for
pedestrian
circulation,
indicating
that
six
feet
is
the
minimum
and
Commercial
mixed
use
districts.
However,
Set
County
sector
plans,
Street
state,
streetscape
standards
and
other
site
plan
conditions.
May
require
a
wider
sidewalk
than
six
feet.
C
The
public
spaces
master
plan
includes
guidance
on
privately
owned
public
spaces.
That's
noted
here
encouraging
outdoor
cafes
to
activate
public
spaces,
but
to
be
thought
of
early
on
in
the
design
process
and
not
be
an
afterthought,
so
real
quickly,
temporary
outdoor
seating
areas
again,
these
are
the
toses
were
established
in
2020
to
help
restaurants
during
the
pandemic,
when
seeding
inside
the
restaurant
was
not
allowed
and
the
seating
outside
was
their
only
option.
So
we
developed
some
flexible
design
and
operational
guidelines.
We
quickly
established
an
online
submission
process
with
no
application
fee.
C
These
were
approved
by
the
county
manager
after
review
by
an
interdepartmental
staff.
We
currently
have
approximately
119
doses,
both
on
public
and
private
property
that
are
still
operating
today
and
then
again,
noting
that
those
will
be
expiring
on
August
15th,
just
a
collection
of
some
images
of
some
outdoor
cafes
and
toses
kind
of
highlighting
some
of
the
the
issues
that
we've
learned
over
the
past
three
years,
with
a
cafe
creep
where
tables
and
chairs
have
kind
of
moved
to
create
pinch
points
for
pedestrian
circulation.
C
As
you
see
in
some
of
these
images,
there's
also
the
competition
for
sidewalk
space
with
other
streetscape
elements
like
bike,
racks
scooters
and
other
streetscape
features,
and,
as
you
can
see
from
some
of
these
images,
some
of
these
are
almost
creating
impassable
conditions
for,
for
maybe
more
than
one
person
at
a
time.
There's
also
accessibility,
issues
that
we've
learned
about
as
well.
C
So
the
community
engagement
that
I
noted
that
happened
in
the
fall
of
last
year.
In
general,
there
was
a
wide
support
from
the
local
businesses.
Through
the
pandemic,
we
heard
a
lot
of
support
and
appreciation
for
the
outdoor
dining
options.
C
We
did
hear
some
concerns
about
safe,
accessible
pedestrian
circulation,
congested
sidewalks,
accessible
routes,
and
then
we
did
hear
some
support
for
the
reduction
of
some
parking
for
expanded
outdoor
dining
options
on
private
property.
But
above
all,
the
the
main
thing
that
we
did
here
throughout
was
to
streamline
the
review
process
that
the
current
process
is
very
costly
and
lengthy
and
they'd
like
to
streamline
the
the
review
process
altogether.
C
I'm
gonna
go
now
over
the
recommended
framework
and
key
elements.
Number
one
is
staff,
is
bringing
forward
an
encroachment
ordinance
an
outdoor
Cafe
license
requirement.
This
will
be
a
new
chapter
of
the
county
code.
This
is
being
led
by
our
real
estate
team.
This
is
building
off
of
that
recommendation
from
the
the
retail
plan
that
called
for
an
administrative
process
for
the
license
of
the
public
right-of-way,
so
that
will
be
coming
forward
with
the
the
recommendations
for
the
food
study.
C
The
other
main
component
of
the
framework
includes
the
zoning
ordinance
amendments,
so
we're
looking
at
amendments
to
permit
outdoor
seating
in
public
spaces
as
an
administrative
review
process,
rather
than
a
use
permitted
review
process.
We're
also
looking
at
the
ability
to
allow
the
County
Board
to
modify
parking
requirements
for
outdoor
cafes
that
want
to
use
parking
spaces
by
use
permit,
and
then
we
also
have
a
third
component,
which
is
the
the
County's
Outdoor
Cafe
guidelines
that
were
last
updated
in
2013.
C
So
then,
we've
organized
our
recommendations
into
two
buckets:
basically,
the
public,
right-of-way
or
public
space
and
then
private
property.
So
I'll
start
with
public
space.
I
mentioned
the
county
code
initiative
that
the
real
estate
team
is
working
on
again.
This
would
be
an
administrative
process.
C
There
would
be
an
application
fee,
plus
an
annual
license
fee
based
on
the
cafe
square
footage.
This
would
be
in
addition
to
any
other
requirements
in
the
building
code
or
the
zoning
ordinance.
For
example,
and
again
these
recommendations
are
coming
concurrently.
Alongside
the
recommendations
for
the
food
study
of
this
summer,.
C
Just
a
little
background
on
thinking
about
a
streamlined
administrative
review
process
on
average
in
between
2015
and
2020,
we
staff
reviewed
an
average
of
five
use
permits
per
year
and
six
renewals.
The
process
is
at
a
minimum,
a
three-month
process
with
filing
and
advertisement
deadlines.
It
requires
a
public
hearing
for
the
County
Board,
that's
typically
on
the
consent
agenda,
in
which
case
many
of
these
cases
are
approved
and
it
costs
a
minimum
of
two
thousand
dollars,
plus
any
additional
cost
for
the
applicant.
C
So
the
benefits
of
an
administrative
process
which
we're
recommending
certainly
streamlines
the
process,
reduce
the
cost
time
and
resources
for
staff
in
the
applicant
and
also
could
improve
enforcement
and
inspection
through
the
annual
review.
It
gives
the
opportunity
for
staff
to
to
check
in
on
the
Outdoor
Cafe
to
ensure
that
it's
still
and
this
the
layout
that's
approved
on
the
license.
C
We
will
be
requiring
Outdoor
Cafe
license
and
any
necessary
building
permits
or
certificates
of
occupancy
and
applicants
will
need
to
comply
with
the
Virginia
building
and
fire
codes
and
in
the
zoning
ordinance
text,
amendments
we're
recommending
some
design
standards,
including
a
six
foot
minimum
clear
sidewalk
unless
approved
by
site
plan.
C
So
if
there
is
a
site
plan
that
has
a
larger
or
wider
sidewalk,
we
will
require
them
to
maintain
that
or
else
applicants
would
need
to
submit
for
a
site
plan
Amendment,
because
a
lot
of
the
site
plans
have
conditions
that
have
requirements
for
different
streetscape
designs,
so
there's
also
a
requirement
for
the
Outdoor
Cafe
to
be
in
the
front
of
the
main
restaurant,
so
moving
on
to
outdoor
cafes
on
private
property.
C
These
are
some
examples
that
we
saw
over
the
past
few
years
with
the
ptosis,
where
folks
have
converted
off
Street
private
parking
spaces
into
outdoor
cafes.
Like
the
example
you
see
here
at
Roadside
Grill,
we
have,
as
I
mentioned
approximately
119,
but
only
about
11
of
these
ptosis
are
located
in
private
parking
areas
and
they
typically
occupy
fortified
parking.
Spacey.
C
Come
here,
the
staff
recommendations
for
the
private
property
are
also
zoning
ordinance
amendments
to
permit
outdoor
dining
in
the
required
parking
spaces
by
the
zoning
ordinance
through
use
permanent
approval
by
the
County
board.
So
we're
recommending
amendments
to
the
Outdoor
Cafe
section
of
the
ordinance
with
applications
that
could
be
filed
following
County
Board
adoption,
as
I
mentioned.
This
would
only
impact
about
10
to
12
doses.
Currently
and
again,
we
would
be
including
design
standards
to
Aid
in
our
staff
review
schedule.
Next
steps.
C
C
We
met
earlier
in
May
with
the
zoning
committee,
and
we
met
with
the
Transportation
Commission
for
info
on
the
25th
of
May
we're
here
this
evening,
and
then
we
are
meeting
with
zoning
committee
tomorrow
night,
the
Chamber
of
Commerce
Wednesday
we've
got
Economic
Development
scheduled
for
next
week
and
then
the
County
Board
requests
to
advertises
on
the
Tuesday
recess,
meeting
and
again
they'll
be
making.
C
The
request
to
advertise
will
be
for
the
zoning
ordinance
amendments
and
then
the
encroachment
ordinance,
The,
Outdoor
Cafe
license
and
just
the
park
and
rec
Commission
in
in
June
and
Transportation
Commission
for
Action
later
this
month
and
then
in
early
July
meeting
with
Planning
Commission
and
then
July
15th
a
schedule
for
County
Board
action.
C
C
Included
the
the
link
to
the
project
website
I
think
I
also
saw
it
posted
in
the
chat.
Here's
my
my
contact
information.
If
there's
not
enough
time
for
Q
a
people
can
always
reach
out
to
me
with
any
questions
or
comments.
So
thank
you.
B
Thank
you
so
much
I
think
there
are
so
many
questions.
I
know
in
my
own
head.
There
are
and
I
see
already
four
questions.
Why
don't
we
do
some
really
fast
questions
and
then
we'll
move
right
along
since
we're
already
behind
Jim
feaster.
E
Jim
feaster
a
pedestrian
advisory
committee,
I'll
tell
you
what
I'll
take
I'll,
take
Brett's
advice
and
and
just
send
him
a
query.
F
Thanks
again
and
thanks
Brett
for
the
presentation
or
cold
scene,
also
on
The
Pedestrian
advisory
committee,
I
guess
I'm
really
concerned
about
the
minimum
clear
sidewalk
with
so
you
mentioned
here:
six
foot
minimum
unless
there's
a
site
plan,
but
you
also
talked
about
sector
plans
and
other
documents
that
call
for
much
higher
minimum
widths.
And
so
what
do
we
I
mean?
I,
don't
think
we
can
have
as
a
policy
that
anyone
buy
right
can
take
up
all
but
six
feet
of
the
sidewalk,
no
matter
the
street.
F
C
Okay,
so
the
six
foot
Dimension
comes
from
a
couple
of
places
that
existed
pre-pandemic
and
before
the
study
it
was
noted
in
the
MTP
as
a
minimum,
but
then
also
citing
that
you
know
again,
site
plans
made
or
sector
plans
may
have
other
requirements
which
staff
would
refer
to
in
the
in
the
review
of
such
applications
and
as
I
mentioned
I.
C
Think-
and
you
you
said
as
well-
is
that
if
there
was
a
site
plan
that
required
like
an
eight
foot,
clear
sidewalk,
then
they
wouldn't
be
able
to
just
go
down
to
six
administratively.
They
would
need
to
get
a
site
plan
Amendment
and
you
know,
present
their
justification,
in
which
case
we
would
then
refer
back
to
sector
plans
and
other
policies
to
determine
if
that
was
appropriate.
C
For
that
particular
case
and
the
The
Outdoor
Cafe
guidelines,
I
mentioned,
which
is
a
administrative
document,
was
last
updated
in
2013,
also
had
the
six
foot
clear
minimum
for
the
sidewalk
with
in
there.
So
it
was
already
an
existing
standard
that
we
we
followed.
I.
Think
if
you
look
at
a
lot
of
outdoor
cafes
that
have
come
in
for
use
permit.
C
Many
of
them
have
a
six
foot,
clear
sidewalk,
and
so
we
thought
that
would
be
the
the
bare
minimum,
but
we
would
of
course
refer
back
to
our
sector
plans
and
other
guidance
for
each
case.
As
I
mentioned
earlier.
It's
not
a
one
size
fits
all,
there's
many
different
cases,
many
different
conditions
that
may
Factor
the
layout
or
the
clear
path.
C
G
Came
by
high
and
pedestrian
advisory
committee,
another
sidewalk
question:
the
location
of
this
sidewalk
is
it's
supposed
to
be
on
existing
sidewalk?
Can
they
put
it
in
the
gutter
in
the
street
as
is
done
and
and
has
been
done
in
Shirlington
I
would
like
it
to
be
a
little
bit
more
specific
and
also
I
I.
G
Wasn't
sure
whether
you
really
talked
about
accessibility,
that
much
in
your
guidelines
making
sure
that
people
can
actually
get
into
the
restaurant
off
the
street
into
the
restaurant
if
they're
going
to
have
outdoor
dining,
and
are
you
also
going
to
the
disability
advisory
commission?
That's
it!
Thank
you.
C
C
So
that
is
something
we
are
not
recommending
to
carry
forward.
The
disability
advisory
committee
is
not
on
our
list
currently,
but
we
could
certainly
reach
out
to
the
liaison
and
see,
if
there's
an
opening
on
the
schedule
this
month
or
or
next.
So
we
can
look
into
that
and
then
for
accessibility.
C
I
didn't
touch
on
a
lot
this
evening,
but
it
is
something
that
is
part
of
our
building.
Permit
review
for
the
the
Virginia
Statewide
building
code
does
have
requirements
for
distances
between
tables
and
chairs
and
the
number
of
accessible
seats
within
an
outdoor
Cafe.
So
we
do
already
have
regulations.
You
know
state
regulations
for
accessibility
that
we
would
be
reviewing
as
part
of
the
permit
process
to
ensure
that
there
is
adequate
space
for
accessible
users.
H
Thank
you
with
the
well
I
have
affiliated
with
the
BAC,
although
I'm
not
officially
on
the
BAC.
Thank
you
for
your
presentation.
Eric
really
took
the
took,
went
to
the
heart
of
what
I
was
asking
wanting
to
ask
is
a
clear
clears,
clear
Zone.
If
just
to
be
clear,
if
a
sector
plan
were
to
get
changed
or
Street
State
standards
were
to
change,
would
those
with
the
the
existing
licensees
would
they
need
to
adjust
to
that?
H
Or
would
they
be
grandfathered
in
and
I
I
say
that
because
I
I
worry,
there's
there's
places
right
now
where
we
have
a
six
foot
clear,
Zone,
it's
just
inadequate
with
the
amount
of
pedestrian
volume
I'm
talking
specifically
here
in
Boston,
and
it's
it's
just
not
working
well,
even
though
it's
it's,
it
meets
the
current
standards.
The
current
standards
aren't
aren't,
aren't
working,
so
would
we
be
able
to
adjust
those
in
the
future?
C
Yeah
I
guess
if
the
County
Board
adopts
the
recommendations-
and
we
have
zoning
ordinance-
amendments
that
permit
outdoor
cafes
to
be
approved
administratively
and
they're
they're
meeting
the
the
youth
standards
that
we're
currently
recommending,
which
includes
the
six
foot
sidewalk.
C
Then
they
could
proceed
with
that
as
their
clear
sidewalk.
But
I
think
one
thing
you
know.
So
if
some,
if
there
was
a
sector
Plan
update
that
happened
after
that,
I
believe
they
would
be
able
to
still
maintain
their
current
layout,
but
part
of
the
administrative
process.
The
Outdoor
Cafe
license
includes
an
annual
review
and
so
and
the
The
Outdoor
Cafe
license
for
those
in
the
public
right-of-way
the
discretionary.
C
So
we
we
don't
have
to
approve
every
Outdoor
Cafe
license
that
we
receive,
if,
if
we
determine
that,
it's
not
appropriate
or
not
consistent
with
other,
you
know,
sector
plans
or
other
policy
guidance.
So,
but
with
the
annual
review,
it
gives
staff
the
ability
to
improve
enforcement
and
inspection
to
ensure
that
there's
some
of
these
cafes
aren't
expanding
like
in
some
of
the
images
that
I
showed
earlier,
but
once
they
obtain
the
license
for
the
Outdoor
Cafe,
then
they
would
be
required
to
maintain
that.
C
If,
if
conditions
change
or
if
you
know,
another
example
is
if,
for
some
reason,
the
county
has
a
capital
project
where
they're
going
to
have
to
demolish
a
portion
of
the
sidewalk,
where
the
cafe
is
that
we
have
the
right
to
have
that
Cafe
removed
in
certain
cases
like
that
as
well.
So
there's
a
lot
of
other
revocable
Provisions
in
the
Outdoor
Cafe
license
that
will
be
coming
forward
this
summer.
B
Thank
you
we're
running
short
on
time,
so
my
suggestion
is,
we
hear
the
questions
from
Eric,
Goodman
and
Noreen
and
I
have
a
couple
questions
and
then
we
email
back
and
forth
with
answers.
So
Eric
Goodman,
if
you
can
just
State
your
question
and
then
agree
and
after.
I
All
right
thanks
and
I
I
actually
had
it
in
the
chat
as
well
is
really.
How
is
this
going
to
be
enforced?
How
are
you
going
to
maintain
compliance?
Does
somebody
have
to
wait
a
year
until
there's
enough
complaints
and
and
when
they
go
for
Renewal,
that
it's
taken
care
of
there,
or
is
there
some
some
process
throughout
the
year
or
over
a
short
period
of
time
that
you
either
have
inspection
or
you
take
complaints
and,
and
you
act
on
the
complaints
and
also
is
there
any
penalty?
J
Hi,
my
name
is
Noreen
Hannigan
I'm
on
the
bicycle
advisory
committee
and
I'm
also
on
the
forestry
and
Natural
Resources.
Commission
I
was
just
wondering
if
that
six
foot,
sidewalk
width
includes
tree
boxes.
B
Good
question,
thank
you
and
I
will
just
mention
the
things
that
puzzled
me,
but
again
we're
not
going
to
answer
them
now,
but
the
fact
that
only
cars
are
allowed
in
the
parking
spaces.
B
The
fact
that
in
New,
York
like
when
I
go
to
Brooklyn
they're,
not
invading
the
sidewalk,
the
outdoor
dining
space
is
not
taking
from
the
sidewalk
it's
taking
from
the
street.
They
carve
out
a
lane
on
the
street
which
to
me,
makes
more
sense
and
then
yeah,
oh
and
my
other
question
was
was
why
should
there
be
more
seats
inside
as
opposed
to
outside?
That
seems
arbitrary,
but
maybe
there's
a
reason.
B
So
why
don't
we
wind
this
discussion
up
since
we're
already
10
minutes
over
and
we
can
email
back
and
forth
with
answers
that
was
way
more
interesting
than
any
of
us
expected
and
I
think
we're
all
full
of
questions
Brett.
So
thank
you.
Thank
you.
So
much
so.
F
Yeah
just
before
we
move
on
so
this
is
on
the
County
board
agenda
for
next
week.
So
to
the
extent
the
Committees
want
to
weigh
in
we
kind
of
need
to
do
it
now
and
can't
really
push
this
back
to
email
or
to
a
future
meeting.
So
I
don't
know
if
that
obviously
you're
meeting
so
I,
don't
know
if
that
affects
how
much
time
you
want
to
spend
on
this
tonight,
yeah.
B
C
Well,
I'm
open
to
a
phone
caller
tomorrow
whenever
email
to
help
answer
any
questions.
I
think
a
lot
of
the
questions
may
be
answered
when
we
meet
with
the
zoning
committee
tomorrow,
night
I
have
a
staff
report
and
a
very
lengthy
memo
that
outlines
everything
in
Black
and
White.
So
I
think
that
may
be
helpful.
C
I
know
it's
difficult
when
you
see
just
a
quick
PowerPoint
presentation,
but
I'll
I
can
provide
a
link
to
the
the
zoco
memo
that
will
it's
actually
posted
on
their
website
right
now
and
it's
about
20,
some
pages
filled
with
a
lot
of
background
and
information,
kind
of
outlining
the
whole
steps
and
the
process
and
all
the
considerations
and
the
analysis
so
I
might
encourage
folks
to
kind
of
skim
the
the
memo
and
see
if
that
helps
answer
any
questions,
but
if
not
I
can
be
available
by
email
or
phone
call
if
needed.
B
Wonderful,
thank
you
so
much,
and
maybe
we
could
put
that
in
the
chat
or
we
can
send
it
around
by
email.
The
link
thank.
C
B
Wonderful
all
right,
let's
move
along
just
because
we're
already
over
time,
and
we
have
so
many
pressing
issues
in
this
one
meeting.
B
So
why
don't
we
start
on
the
root
one
presentation
by
Dan
Reinhardt
and
thank
you
so
much
for
that.
The
food
presentation.
B
D
K
Right
there
John's
got
this
presentation
up.
It
can
be
it's
convenient
for
me
if
we
want
to
save
a
little
bit
of
time.
I
can
skip
a
lot
of
my
slides
in
the
beginning
here
that
are
all
backgrounds,
I'll
try
and
go
through
them
as
quickly
as
we
can,
so
that
we'll
try
and
catch
up
a
little
bit
here.
K
So
thank
you
all
for
having
us
tonight.
We
look
forward
to
interesting
discussion
that
I'm
sure
we'll
have,
after
the
presentation
on
bicycle
and
pedestrian
issues
that
that
arise
as
part
of
this
Route
1
Study
next
slide.
K
All
right
so
tonight
we're
going
to
go
through
a
quick
overview
and
that
that's
the
part
that
I'll
skip
most
of
is
the
overview,
because
you
go
back
and
watch
the
video
online
of
the
the
public
information
meeting.
We
just
did
if
you
want
to
catch
up
on
those
phase.
Two
feasibility
study,
so
we're
going
to
get
into
some
more
detail
about
the
Urban
Design
Urban,
Boulevard
concept,
design
we'll
go
over
the
multimodal
traffic
analysis.
That
kind
of
led
us
to
the
travel
demand
management
strategy
that
we're
going
to
present
tonight.
K
K
Tonight
we're
going
to
talk
about
well,
so
in
2018
we
signed
the
state
of
Virginia
signed
a
agreement
with
Amazon
Services
and
a
committed
to
expeditiously,
evaluate
Implement
opportunities
to
improve
safety,
accessibility
in
The
Pedestrian
experience,
Crossing,
Route
One
and
in
2020
we
started
this
study
and
brought
Kimberly
horn
on
board
to
dive
into
this
topic
very
specifically,
and
look
at
the
potential
for
creating
an
urban
Boulevard
through
this
Corridor.
Next.
D
K
So
just
a
quick
recap
at
the
accurate
configuration
with
the
what
was
recommended
out
of
the
phase.
One
study
was
an
act
grade.
Configuration
next
slide.
K
D
K
K
K
K
So
we
just
held
public
information
meeting
number
four
in
the
middle
of
May.
Comments
are
on
that
and
actually
this
presentation
are
due
June
16th.
There
is
some
work
still
to
be
done.
As
I
mentioned,
10
design
plans
and
a
speed
study.
We
will
also
have
a
draft
report
and
there
will
be
an
opportunity
to
comment
on
that
draft
report
and
then
posting
the
final
report
later
this
year.
L
Okay,
good
evening,
everybody
thank
you,
Dan
I'm,
going
to
the
PowerPoint
here,
I'm,
going
to
start
first
with
the
cross
sections.
L
We
talked
about
this
during
the
public
information
meeting,
but
but
I
want
to
just
emphasize
that
the
elements
of
this
cross-section
you
see
here
have
been
coordinated
with
Arlington
County.
We
discussed
these
elements
at
length
and
of
note.
They
came
back
in
December
with
some
very
specific
comments
about
the
cross
section
and
what
they
wanted
to
see,
including
this
roll
Zone.
This
cycle
track
one
way
in
each
Direction
on
either
side
of
Route
One.
L
So
that
was
a
big
change
from
last
summer,
when
we,
when
we
talked
about
potential
cross
sections,
and
we
had
a
couple
ideas
about
bike,
Lanes
cycle
tracks
where
they
should
go,
the
other
element
are
the
the
trees.
The
large
trees,
they're
canopy
trees.
That
was
a
also
emphasized
by
the
county,
is
something
they
would
like
to
see
along
this
Corridor.
And
so
that's
what
we
have
here
and
the
landscape
strip
in
this
case
on
either
side
of
the
street,
is
eight
feet.
L
We
added
a
foot
to
to
create
a
142
foot
cross
section
in
the
sector.
Plan
is
140
feet
and,
yes,
we
have
11
foot
Lanes.
We
saw
a
couple
comments,
a
couple
questions
during
the
Pim
heard
those
and
then
we
saw
them
following
up.
There
was
also
a
note
about
the
width
of
a
bus.
L
The
planning
we've
done
with
the
county
and
with
beat
out
over
the
years
is
ten
and
a
half
feet
from
from
outside,
mirror
to
outside
mirror
on
a
city,
bus
and
confirmed
that
with
nacto
today
and
and
with
some
colleagues
but
planning
for
10
and
a
half
feet
there,
as
well
as
trucks,
larger
trucks
we'll
use
this
quarter,
we'll
continue
to
use
this
Corridor
and
we've
introduced
some
horizontal
curves
and
vertical
curves
and
any
any
narrower
than
11
feet.
L
There's
a
greater
potential
for
off
tracking
of
those
trucks
of
side,
swipes
between
buses
and
mirrors
and
and
trucks
and
cars,
and
so
11
feet
is.
The
recommendation
is
what
VDOT
is
going
forward
with
in
this
Corridor.
It's
also
an
evacuation
route
route
one,
and
we
want
to
just
consider
that
as
well.
There's
a
question
about
maintenance:
I'm
moving
to
the
next
cross
section
you'll
see
that
the
160
foot
right
away
with
part
of
the
sector
plan,
allows
wider
elements
and
you'll
see
that
we've
discussed
maintenance.
We
think
about
maintenance.
L
That's
going
to
be
a
longer
term
set
of
discussions
with
Arlington
County
that
in
general
the
concept
is
that
the
county
will
maintain
the
street
behind
the
curb
VDOT
will
maintain
the
travel
way
it's
been
discussions
about
who
maintains
the
median.
We
talked
about
the
county,
maintaining
those
trees
in
the
median.
So
so
those
conversations
will
continue
during
project
development.
L
Okay.
So
that's
the
cross
section
building
face
to
building
face
that
street
space
is
a
nice
design
for
Urban
Boulevard.
Moving
to
the
plan
view,
this
cross-section
laid
out
from
23rd
Street
on
your
left
up
to
The
Interchange,
the
Urban
Boulevard
project
does
go
from
23rd
Street
to
the
12th
Street
overpass.
L
This
Urban
Boulevard
extension
into
The
Interchange
is
an
idea.
That's
come
along
in
part
because
the
the
flyover
Bridge
needs
to
be
replaced
and
we
have
questioned
why
replace
it
with
the
freeway
to
freeway
connection,
why
not
replace
it
with
a
freeway
to
arterial
connection
and
create
the
urban
bowl
of
art
further
north
of
route,
one
of
our
15th
Street
so
give
the
signalized
intersections
at
the
interchange.
L
L
No
right
turn
on
red
LPI:
lots
of
lighting
ample
bicycle
pedestrian
access
up
and
down
Route
One,
whether
it
is
not
today,
I've
had
a
couple
conversations
with
some
of
you
at
different
County
meetings
and
thinking
about
the
future
of
Route
One
as
Redevelopment
occurs,
you'll
be
able
to
walk
along
18th
Street,
for
instance,
and
turn
the
corner
and
walk
along
Route,
One
or
15th
walk
along
Route
One.
You
can't
do
that
today.
L
The
land
uses
just
aren't
there
to
make
it
that
conducive
to
do
that,
but
all
that's
going
to
evolve
over
the
years
and
25
miles
per
hour
is
the
speed
limit.
The
study
we've
drafted
a
study
and
that
that
we're
going
to
finalize
this
just
to
corroborate
to
25
miles
an
hour,
we'll
work
with
all
the
different
design
elements
that
we
have
proposed
here
so
and
those
elements
are
there
to
encourage
slower
speeds
before
I
passed
the
Jeff
to
talk
about
each
intersection.
L
This
is
an
example
of
of
the
design
that
we're
going
forward
with,
and
this
is
23rd
Street.
This
3D
model
we've
created
and
you
may
have
seen
the
the
fly
through.
We've
also
got
that
to
show
you
again
tonight,
but
it's
23rd
Street
with
with
all
of
us
elements
3D
view
giving
you
a
chance
to
see
how
everything
would
work
together.
M
Sure,
good
evening,
I'm
Jeff
gippin
with
Kim
Horn.
This
first
slide
we're
going
to
start
from
the
southern
end
and
work
towards
the
north.
This
slide
shows
a
3D
rendering,
as
John
mentioned
just
to
orient
you
on
the
page
North
is
towards
the
top
left.
Clark
Street
is
off
to
the
the
right
of
the
screen
and
Eads
is
off
to
the
left.
M
The
latest
concept
does
show
a
protected
intersection
with
bicycle
facilities,
behind
the
curb
along
Route
1
and
23rd
Street.
There
are
median
refuges
for
pedestrians
and
bicyclists
the
the
Northbound
left
turn
lane
will
be
channelized
to
remove
a
weave
between
the
airport
ramp,
and
this
concept
also
shows
a
single
southbound
left
turn
lane,
where
there's
currently
two
now
so
that
would
be
a
reduction
of
one
lane
and
that
would
also
provide
a
wider
median
for
that
Refuge.
M
M
The
next
slide
shows
a
plan
view
of
the
current
concept
of
Route
1
and
20th
Street.
This
is
pretty
similar
to
what
we
showed
you
all
before
this.
This
project,
or
this
location,
is
being
being
close
to
being
implemented
by
a
developer,
and
we've
been
working
very
closely
with
Arlington
County
and
the
developer
to
try
to
minimize
any
changes
to
the
curve
and
major
equipment
such
as
traffic
signal
poles.
So
this
is
something
that
we've
been
closely
coordinating
and
will
be
implemented
relatively
soon
next
slide.
M
The
next
intersection
is
Route
1
and
18th
Street,
but
again
the
slide
shows
a
3D
rendering
North
is
towards
the
top
left
of
the
screen
and
the
at
the
very
kind
of
top
is
the
Crystal
City
metro
station.
Some
of
the
features
here
are
pretty
similar
to
what
we
just
presented
at
23rd
Street,
with
protected
intersection,
a
separate
bicycle
and
pedestrian
Crossings,
the
canopy
trees,
wide
pedestrian
and
bicycle
Refuge.
Islands
bicycle
facilities
are
behind
the
curb
along
Route
One.
M
The
bicycle
facilities
are
along
Route
on
18th
Street
or
buffered
bike,
Lanes
they're,
not
behind
the
curb
but
they're
buffered
bike.
Lanes
next
slide
shows
us
in
plan
View,
and
we
through
our
public
information
meetings
and
other
you
know
talking
to
you
all
and
others
there.
We
understand
that,
there's
a
desire
to
have
a
pedestrian
all
pedestrians
traffic
signal
phase
this
location.
We
have
been
exploring
this
in
close
partnership
with
Arlington
County.
As
you
all
understand.
M
Oh,
the
next
slide
shows
some
of
the
information
that
we've
been
exploring
with
the
all
pedestrian
phase
and
the
also
referred
to
as
a
Barnes
dance.
Some
of
the
benefits
of
the
all
pedestrian
phase
is
that
it
does
provide
a
direct
diagonal
Crossing
to
the
metro
station.
You
know
in
the
single
Crossing
versus
two
different
Crossings
of
the
different
legs
it
does
accept.
It
does
operate
acceptably
as
an
all
pedestrian
phase
from
an
operation
standpoint
and
it
does
provide
a
vehicle,
conflict-free
Crossing,
with
the
all
pedestrian
phase.
M
Some
of
the
challenges
that
come
with
this
is
ADA
compliance.
If
you
can
go
back
John
with
especially
at
the
corners
where
we're
now
introducing
several
new
conflict
points,
and
you
can
see
the
inset
there
at
the
bottom
right
of
the
screen
between
pedestrians
and
bicyclists,
and
we
also
with
that
third
Crossing
at
the
corner,
you
know
we're
going
to
need
to
have
three
different
buttons
for
ADA
compliance
and
making
sure
we
have
that
that
bit
the
audio
indication
for
visually
impaired
pedestrians.
M
M
But
if
you
try
to
combine
them
together
that
that
just
was
it
didn't
work
from
an
operation
standpoint
and
the
last
one
of
the
last
challenges
we
have
identified
is
some
of
the
delays
with
all
pedestrian
phase
could
get
high
upwards
of
about
two
minutes,
and
we
just
worry
in
close
partnership
with
Arlington
County
worry
that
the
compliance
will
be
low,
because
people
will
just
get
frustrated
and
try
to
cross
with
the
vehicle
phases.
So
this
is
all
these
things,
we're
still
looking
into.
You
know
all
pedestrian
phases.
M
If
you
go
to
the
next
slide,
this
is
the
last
intersection.
Oh,
this
is
just
showing
a
slide
of
a
variety
of
different
barns
dance
locations
across
the
country
and
internationally.
That
we've
been
looking
at
to
to
look
at
different
examples
of
how
this
is
treated
and
how
it
could
be.
Potentially
applied
here
at
18th
Street,
so
next
is
Route,
1
and
15th
Street
and
the
shot
this
slide
shows
a
3D
rendering
again
again,
North
is
tour,
is
the
top
of
the
screen.
M
M
M
And
then
the
last
slide
shows
the
potential
interchange
configuration
that
John
mentioned
earlier.
This
project
came
about
based
on
an
identification
of
the
structurally
deficient
Bridge,
the
the
southbound
to
southbound
I-395
ramp
to
Southbound
Route
One
that
flyover
ramp.
M
What
we
as
John
mentioned,
we
we
took
this
as
an
opportunity
to
look
for
a
better
way
to
reconfigure,
The
Interchange
and
what
we
found
was
by
moving
the
the
ramps
to
right
turn
right
exits
instead
of
the
left
exit,
which
created
a
lot
of
safety
challenges
and
and
create
those
at
new
traffic
signals.
This
allows
us
the
opportunity
to
start
the
Urban
Boulevard
from
the
further
north
from
the
project
to
get
vehicle
speed
slower
into
the
Urban
Boulevard.
M
So
again,
with
those
traffic
signals,
we
have
opportunities
to
make
the
exit
and
entrance
ramps
lower
speed
again
encouraging
the
slow
speed
into
the
Urban
Boulevard,
and
this
also
creates
a
Gateway
opportunity
with
that
wide
media
in
there
near
the
the
loop
ramp
from
southbound
to
or
yeah
southbound
110
to
Northbound
I-395,
including
some
potential
transverse
pavement
markings
like
into
slow
speed.
M
Another
opportunity
is
the
potential
future
10th
Street
connection
to
Army
Navy
Drive.
This
is
just
an
idea
at
this
point.
We
have
been
talking
Arlington
County,
but
no
commitments
have
been
made.
This
is
just
we
see,
there's
an
opportunity
for
both
a
vehicle
connection
and,
more
importantly,
a
pedestrian
and
Bicycle
Connection,
again
providing
more
Crossing
opportunities
of
the
route
one
corridor
further.
M
The
next
thing
I
wanted
to
highlight
is
that
we
are
very
aware
of
Arlington
County's
Vision
zero
policy
and
have
been
very
closely
looking
at
the
vision,
zero
toolbox
and
we've
Incorporated
many
many
of
the
the
toolbox
elements
into
this
design.
Hopefully
you
saw
those
through
this
presentation
and
okay,
we're
going
to
continue
to
focusing
on
safety
as
the
design
progresses.
L
Thanks
Jeff
and
as
promised,
we've
got
the
and
thanks
Jeff,
also
for
covering
the
division.
Zero
toolbox
features
and
we
have
deliberately
you
know,
tried
to
accommodate
those
and
in
this
design-
and
hopefully
you
all
see
that
this
is
the
the
video
that
we
the
fly
through
I
think
we
have
a
few
minutes
here.
It's
it's
about
two
minutes
long.
L
If
we
can
go
ahead
and
show
this
so
imagine
coming
off
at
3.95
and
coming
into
this
to
this
Urban
Boulevard
Corridor,
you
see
here
with
trees
in
the
meeting
on
the
right
and
left
with
pedestrians
and
bicyclists
go
ahead.
You're
approaching
15th
Street
here
with
this
wide
crosswalks
for
bikes
and
Peds,
with
this
pedestrian
refuges
lighting,
just
a
nice
Urban
Design
for
the
you
know
for
before
the
intersection
there
and
then
moving
moving
on
down
to
where
you'll
see,
buses
and
potential
bus
stops
all
along
Route
One.
L
We
haven't
shown
on
street
parking
here,
that's
a
future
condition,
but
as
you
move
down
toward
18th
Street,
you
can
continue
to
see
the
the
bikes
and
the
pedestrians
the
cycle
track.
The
future
buildings
the
buildings
do
represent
just
potential
buildings.
In
the
future,
their
shapes
of
the
larger
buildings
that
exist
than
that
exist
today,
they'll
be
fronting
the
Street
18th
Street,
with
the
metro
station
there
in
the
in
the
distance
at
the
northeast
corner,
you've
got
again
pedestrians
running
in
place.
L
It's
a
function
of
the
software,
but
you'll
see
there
that
yeah
crosswalks
for
bikes
and
Peds
moving
toward
20th
Street.
The
left
turn
lane.
The
20th
develops
there
again.
Large
trees,
big
shade
trees,
lighting
and
the
lighting
would
to
be
determined
whether
the
lighting
is
in
the
median
also.
But
but
those
will
all
the
lighting
will
be
part
of
the
final.
The
design
development
during
project
development
in
terms
of
the
type
in
its
locations
moving
toward
23rd
Street
that
one
single
left
turn
lane
develops
it
is.
L
It
replaces
the
double
left
turn
lane.
As
you
get
to
the
23rd
Street
intersection.
There
you've
got
the
white
crosswalks
you
tied
to
the
County,
lead
and
developer-led
improvements
to
the
east.
We've
got
a
bike
lanes
and
cycle
tracks,
we'll
move
on
to
the
next
slide,
but
we've
got
bicycle
facilities
connecting
route
one
over
to
Eid
so
that
the
the
black
Lanes
just
don't
terminate
on
the
west
side
of
Route
1,
but
they
actually
connect
to
the
Eads
facilities
to
the
west
of
Route
One.
L
So
again,
ample
access
for
bikes
and
pads
up
and
down
Route,
One
and
and
for
Transit
two
right
so
Anthony
is
going
to
tell
us
how
all
this
is
going
to
work
for
all
those
modes
in
this
corridor.
N
Thanks
for
teaming
up
John
I'm
Anthony
Gallo
with
Kimberly
horn
I'm
leading
a
lot
of
the
Dayton
traffic
data
collection
of
modeling
efforts
for
the
project,
I
know
a
lot
of
you
all
attended
the
the
Pim
and
have
seen
some
of
the
reporting
so
I'm
going
to
try
to
add
some
context
where
I
can
we've
seen
several
questions
that
got
forwarded
to
us
regarding
additional
data
requests,
so
we'll
try
to
sprinkle
that
in
where
we
can
and
gloss
over
some
other
stuff
where
needed.
N
But
as
a
quick
refresher
from
the
previous
pin,
we've
collected
data
in
Phase
One
in
2019
we've
recollected
data
in
2022.
We
actually
are
doing
a
third
round
of
data
collection.
This
you
know
this
past
May
and
early
June
to
add
some
additional
information
along
I-395
and
a
few
spot
locations
along
the
Route
One
Corridor.
So
we'll
be
reviewing
that
as
well.
N
Looking
at
the
2022
traffic
data,
we
know
A
lot's
changed
in
the
region
of
the
study
area,
obviously
not
just
the
pandemic,
but
continued
Redevelopment
of
the
whole
Pentagon
City
versus
neighborhood,
a
lot
of
that
tied
to
hq2
traffic
volumes
in
2022.
We
know
we're
lower
and
than
they
were
in
2019
in
terms
of
overall
daily
traffic
and
weekday
a
p
traffic
daily
traffic
volumes
is
as
low
by
as
much
as
30
percent
compared
to
the
2019
I
did
see.
N
Some
requests
for
some
specific
ADT
data,
so
I
have
daily
counts,
pulled
up
that
we
got
in
April
2022
and
we
have
a
slide
in
backup
as
well,
but
north
of
15th
Street.
N
The
traffic
volume
on
Route
1
is
about
54
000
cars
per
day
and
then
there's
a
big
drop
off
at
15th,
a
lot
of
turns
on
to
and
off
of
Route
One,
so
the
18th
Street,
overpass
or
south
of
15th
down
to
about
23rd
you're,
looking
at
around
40
000
cars
a
day
along
15th
to
the
west
of
Route
1
about
18
000
cars
a
day
to
the
east
of
Route
1
8
000
cars
a
day,
eight
18th
Street
carries
about
5
000
cars
a
day.
N
A
lot
of
our
traffic
analysis
has
been
focused
on
the
PM
Peak,
where
volumes
in
2022
were
still
a
bit
lower
than
in
2019,
but
the
congestion
in
terms
of
queuing
in
the
southbound
Direction
has
returned.
We
have
this
travel
time
graph,
showing
the
bump
and
the
PM
Peak
now
outside
of
the
PM
Peak
and
in
both
directions
along
Route
1.
North
of
that
first
signal
at
20th,
average
traffic
speeds
were
significantly
higher
than
the
35
mile
an
hour
speed
limit.
N
We
know
a
lot
of
folks
have
concerns
about
that,
giving
the
freeway
context
of
the
facility,
so
the
design
elements
that
John
and
Jeff
alluded
to
are
tending
to
change
the
context
of
the
corridor
and
get
drivers
to
reduce
their
speeds.
Go
to
the
next
slide.
N
So
looking
at
southbound
congestion
today
in
existing
conditions,
travel
speeds,
heading
southbound,
along
Route
1
during
a
weekday
afternoon,
Peak
congestion
in
the
vicinity
of
the
signals
of
23rd
and
20th.
Due
to
the
bottleneck
of
those
signals,
it's
pretty
consistent
with
what
we
saw
2019
prior
to
the
pandemic.
You
go
to
the
next
slide
and
we
look
at
if
we
plugged
in
the
traffic
volumes
that
we
collected
in
2022,
with
the
proposed
concept
that
we've
been
discussing,
that
area
of
congestion
would
shift
to
the
north.
N
Your
main
pinch
point
at
this
point
would
be
the
intersection
of
15th
Street,
which
would
be
the
first
signal
heading
southbound
and
you
might
see
a
reduction
in
congestion
further
to
the
South.
N
Looking
ahead
to
the
Future
after
the
project
is
built
and
as
the
national
landing
area
continues
to
redevelop,
traffic
volumes
in
the
region
are
projected
to
grow.
We
showed
in
phase
one
that,
if
rush
hour
traffic
volumes
along
Route
One
increased,
then
we
would
expect
to
see
a
significant
increase
in
congestion
and
traffic
delay,
both
along
Route
1
and
on
side
streets
approaching
route
one.
N
You
all
several
folks
here
are
familiar
with
Roslyn
Boston
Corridor
thinking
about
how
in
North
Arlington
along
that
Corridor,
daily
traffic
volumes
and
peak
hour,
traffic
volumes
have
stayed
flat
even
as
Redevelopment
has
continued.
That's
the
intent
here.
That's
what
the
TDM
strategy
is
intended
to
get
at
that
we'll
be
discussing
John.
If
you
could
keep
going
want
to
again
give
a
refresher
on
our
methodology
for
developing
the
TDM
strategy
and
maybe
add
a
little
more
context
here
as
well.
N
So
we
did
look
not
just
at
2022
traffic
volumes
but
projected
at
20
30
traffic
volumes,
both
with
and
then
with
or
without,
and
then
with
a
TDM
strategy
in
place.
Looking
at
what
are
specific
problem
movements
along
the
Route
One
Corridor,
in
which
there
would
be
traffic
congestion
impacts
that
would
need
to
be
mitigated
in
order
to
avoid
excessive
delays
or
backups
on
I-395.
So
these
are
the
the
the
first
and
foremost
intent
of
the
TDM
strategy
that
we're
going
to
discuss
is
to
mitigate
severe
congestion.
N
You
know
this
is
this:
is
a
multimodal
project,
we're
evaluating
trade-offs
across
all
modes,
but
we're
looking
for
the
TDM
strategy
is
focused
on.
How
do
we
prevent
those
particular
backups?
That
would
be
unacceptable.
N
So
we
had
a
pretty
iterative
process.
Looking
at
various
problem
movements
focused
on
the
Route
1
and
15th
Street
intersection
looking
at
what
traffic
volumes
would
need
to
be
shifted
to
other
modes.
The
focus
here
was
on
Transit.
Obviously,
other
modes
are
in
play.
The
the
transit
amenable
trips
I'll
discuss
in
a
little
bit
more
detail
in
a
minute,
and
then
we
estimated
whether
or
not
those
reductions
would
even
be
feasible.
N
Go
to
the
next
Slide
John.
So
the
three
problem
movements
that
we
identified
at
the
route-
115th
Street
intersection
again
as
a
refresher
and
I'm
assuming
most
folks
here-
saw
the
pin
presentation
are
the
southbound
right
turn
southbound
through
movement
and
eastbound
left
turn
at
the
route
115th
Street
intersection.
This
is
focused
specifically
on
the
PM
Peak,
because
that's
when
we're
seeing
these
severe
congestion
issues
with
the
accurate
intersection,
so
looking
at
the
southbound
right
turn
at
eastbound
left
turn
combination.
These
are
opposing
movements.
N
They
carry
a
high
percentage
of
trips
where
one
end
of
the
trip
is
in
either
North
Arlington
along
the
Roslyn
Boston
Corridor
or
in
that
Central
Business,
District,
Court,
DC
and
the
other
end
of
the
trip
is
located
in
either
Pentagon
City
or
Crystal
City.
So
these
are
trips
that
we
know
are
conveniently
served
by
numerous
multimetal
options.
N
Bus
trail
and
most
deadly
Metro
Rail
I
used
to
live
in
the
river
house
and
would
kind
of
deal
grapple
with
this
conflict
every
day,
so
that
the
heat
map
that
you're
looking
at
specifically,
is
looking
at
trips
heading
southbound,
along
Route
One
that
are
using
the
ramp
to
15th,
Street
and
and
where
those
trips
are
coming
from
and
heading
to.
N
So,
if
we're
looking
at
vehicle
trips,
making
that
southbound
right
turn,
so
this
will
be
a
trip
from
the
Roslyn
balson
court
or
from
DC
to
Pentagon
City.
Approximately
55
of
those
trips
are
estimated
to
to
be
amenable
to
a
mode
shift,
meaning
that
both
their
start
and
end
points
are
near.
High
frequency
Transit
for
the
Reversed
eastbound
left
turn
movements.
These
will
be
trips
from
Pentagon
City
to
the
Roslyn,
Ballston,
Corridor
or
DC.
N
Approximately
36
percent
of
those
trips
in
the
PMP
period
are
estimated
to
be
Transit
amenable
if
we
go
to
the
next
slide
and
look
at
the
southbound
throw
movements
again.
This
is
a
movement
that
is
carrying
a
heavy
percentage
of
traffic
originating
in
DC
or
along
the
Roslyn
Boston
Corridor.
Most
of
those
trips
are
destined
for
South
Arlington
or
the
more
north
side
of
Alexandria,
so
the
Potomac
Yard
or
Old
Town
areas.
N
So
at
this
point
this
is
this
is
Route
One,
essentially
on
the
overpass
above
15th
Street
25
of
those
trips
get
off
before
you
get
to
the
airport,
another
40
percent
are
exiting,
but
by
the
time
you
get
to
Potomac,
Yard
and
another
25
by
the
time
you
get
to
Old
Town.
So
that's
essentially
90
of
your
trips
ending
before
you
get
to
Old
Town
and
only
10,
making
it
as
far
south
as
the
Beltway.
N
N
No
there's
not
just
Metro
Rail
but
and
the
new
Metro
Rail
station,
but
the
Metro
way
Services
well
through
here
now,
when
we
look
at
the
percentage
of
Transit
amenable
trips
that
are
traveling
southbound
through
here,
along
Route
One,
we
do
see
a
lower
percentage
of
trips
in
the
PMP
period
in
which
both
the
start
and
endpoint
are
in
the
vicinity
of
high
frequency
Transit.
N
So
this
is
estimated
only
to
be
around
12
percent
of
the
trips
along
Southbound
Route
One
at
this
time,
and
so
we
are,
we
are
initially
targeting
a
lower
trip
reduction
for
this
movement,
so
this
next
slide
again
will
bring
together
the
the
three
main
problem
movements
that
we're
calling
them
at
the
Route
1
and
15th
Street
intersection,
the
southbound
right,
the
eastbound
left
and
the
southbound
through.
N
Oh,
you
can
keep
going
John
and
then
so.
Looking
at
those
movements,
I
know,
there's
there's
some
questions
about
this
slide.
In
particular,
looking
at
these
movements
and
the
travel
patterns,
these
movements
serve
so
again.
We've
summarized
the
major
origin
destination
pairs
that
are
being
served
by
these
movements.
The
reductions
that
are
being
shown
are
talking
about.
The
reduction
vehicle
trip
that
is
needed
from
the
projected
20
30
Peak
period,
PM
Peak
period
traffic
volume
at
the
Route
1
at
15th,
Street
intersection.
N
So
this
is
the
percent
reduction
we
need
from
the
projected
future
volume
in
order
to
have
in
order
to
avoid
excessive
cueing
along
either
the
side
streets
or
or
along
Southbound,
Route
One.
N
What
is
out
there
today
lower
traffic
volumes
in
the
future
than
what's
out
there
today,
we're
focused
mainly
on
where
vehicle
trips
vehicle
trips
were
the
start
and
end
points
are
close
to
high
frequency
Transit,
most
notably
Metro
Rail,
and
then
Lucas
is
going
to
talk
about
the
strategy
and
investment
to
incentivize
shifting
those
trips
out
of
vehicles
in
order
to
Transit.
O
Thanks
thanks
Anthony
good
evening,
everyone,
my
name
is
Lucas
Muller
I'm,
a
multimodal
planner
with
Kimberly
Horn,
supporting
this
effort,
one
of
the
most
important
things
that
we
looked
at
when
we
were
developing
this
TM
strategy
is
how
can
we
build
on
the
robust
network
of
existing
Transit
and
TDM
strategies
that
all
that
are
already
out
there
and
so
to
meet
or
exceed
that
targeted
volume
shift?
O
The
team
in
coordination
with
drpt
Arlington
County
and
Regional
Transit
TDM
stakeholders
developed
this
program
of
TDM
strategies
that
builds
on
what
is
there
today
and
so
we'll
describe
that
in
more
detail.
One
of
the
questions
that
we
did
get
was
related
to
who
are
the
other
entities
that
will
be
that
we
will
be
working
with.
There
are
already
a
lot
of
local
and
Regional
and
Statewide
entities
that
that
do
work
to
provide
and
promote
Transit
and
TDM
strategies.
O
The
Metropolitan
Washington
to
Council
of
governments,
their
commuter
connections,
program,
the
Virginia
Department
of
rail
and
public
transportation,
as
well
as
local
governments,
of
course,
in
Arlington,
but
then
also
in
surrounding
jurisdictions
like
city
of
Alexandria,
Fairfax,
County,
Prince,
William,
County,
Loudoun,
and
and
certainly
as
local
business
Improvement
districts
as
well
and,
of
course,
with
some
of
the
travels
the
origin
destination
patterns
that
Anthony
mentioned.
O
O
Today
of
note,
certainly
the
blue
and
yellow
Metro
Rail
lines,
VRE
commuter,
train,
metro,
metro
way,
brt
Service,
as
well
as
multiple
Arlington,
Transit,
wamada
and
Regional
commuter
buses
that
serve
the
area
as
well
as
a
growing
network
of
protected
bike
facilities
and
Bike
Share
stations
as
well,
and
so
one
of
the
things
we
like
to
look
at
it's
easy
to
see
the
number
of
vehicles
on
Route
1,
but
to
understand
how
many
people
how
many
person
trips
are
going
through
the
corridor.
O
O
The
number
of
people
that
are
traveling
by
non
single
occupant
modes
during
PMP
exceeds
those
are
driving
alone
by
4
000
people,
and
so
it's
easy.
It
helps
put
into
perspective
kind
of
how
many
people
are
moving
through
this
Corridor
in
other
means
than
driving
I
mean
we
want
to
make
sure
that
this
there
is
a
focus
on
those
individuals
pre-covered.
Looking
at
those
numbers,
pre-covered
a
number
of
non-sov
travels,
even
greater,
emphasizing
that
there
is
capacity
on
that
Network
to
absorb
more
of
that
travel.
O
Can
you
the
next
slide?
Many
of
you
are
probably
familiar
with
many
of
the
projects
that
are
emphasized
here
on
this
map,
some
of
which
are
part
of
the
agreement
between
the
Commonwealth
and
Amazon,
as
well
as
efforts
that
predated
that
a
variety
of
improvements
in
terms
of
pedestrian
bicycle
connections,
Transit,
enhancements
rail
platform
improvements,
Arlington
County
has
90
million
dollars
as
part
of
that
agreement
for
complete
streets
project
in
the
corridor,
as
well
as
other
pedestrian
and
bicycle
improvements
that
improve
safety
and
connectivity
for
vulnerable
roadway
users.
O
Vre
is
part
of
the
transforming
rail
in
Virginia
program.
Is,
is
expecting
to
increase
frequency
about
10
trips
per
day
and
also
look
at
service
during
non-uh
Peak
and
reverse
option:
reverse
Service
as
well
south
of
this
area,
Fairfax
County,
investing
in
bus,
Rapid
Transit
along
Route
One
is
also
making
progress
getting
back
to
recovered
rail
frequencies
and
looking
to
improve
bus
service
through
the
ongoing
bus,
Network
redesign
project
a
lot
of
a
lot
of
existing
efforts
in
this
area
to
promote
multimodal
strategies.
O
But
if
you
go
to
the
next
slide,
I
recognize
that
those
Services
alone
are
are
not
enough
to
create
Behavior
change.
O
It
is
certainly,
as
many
of
you
probably
can
attest,
not
not
a
simple
snap
of
your
fingers
and
all
of
a
sudden
everyone
changes
mode,
and
so
we
want
to
be
proactive
about
that
approach
and
we
are
proposed
to
do
that
or
proposing
a
series
of
new
strategies
to
promote
and
incentivize
the
available
Transit
service
that
is
out
there,
and
this
certainly
Builds
on
research
and
lessons
learned
from
both
locally
in
Arlington
County,
as
well
as
around
the
country.
O
First
is
a
marketing
and
promotional
awareness
campaign.
People
need
to
know
about
the
transit
or
rail
services
and
how
to
use
them
in
order
for
them
to
be
effective.
We're
also
looking
at
a
series
of
financial
incentives
that
will
be
available
both
directly
to
individuals
to
try
new
modes
and
then
working
directly
with
large
employers
as
well
to
promote
these
strategies,
as
well
as
Employer
specific
programs
like
parking
pass
out
which,
if
you're
not
familiar,
provides
funds
for
transit
for
those
who
currently
do
receive
free
parking
from
their
employer.
O
So
these
incentives
will
be
specifically
targeted
for
travel
in
the
corridor.
They
will
be
need,
monitored
and
evaluated,
and
certainly
coordinated
closely
with
existing
efforts
that
are
focused
more
regionally.
So
we
want
to
make
sure
that
the
the
resources
and
the
efforts
that
are
getting
invested
are
able
to
be
targeted
to
this
Corridor
so
that
they
can
help
achieve
those
volume
shifts.
O
We
talked
a
lot
about
infrastructure,
a
lot
of
funding
sources
currently
in
play
to
advance
large
projects,
but
also
small,
smaller
infrastructure
projects
that
help
support
First
and
Last
Mile
connections.
Comfort
safety
at
Transit
stops,
and
certainly
wanting
to
work
with
local
and
Regional
Transit
Partners
to
advance
these
projects
in
and
around
the
corridor.
O
The
next
slide
we
had
shown
the
map
previously,
but
wanting
to
also
show
some
of
the
key
bus
routes,
Rail
lines
and
Bike
Share
stations
that
can
be
used
in
the
area
and
certainly
leveraging
those
proposed
incentives,
most
notably
the
art,
43,
Metrorail,
blue
and
yellow
line
those
are,
and
the
proposed
route
that
is
similar
to
the
previous
Metro
Bus
11y.
Those
really
best
align
with
the
travel
movements
identified
for
for
the
shift.
The
Anthony
discussed
in
terms
of
the
movements.
O
On
the
next
slide,
we
have
kind
of
a
real,
a
real
world
example
to
provide
kind
of
a
tangible
example
of
what
this
could
mean
for
an
individual.
You
know
the
next
slide.
Oh,
oh
sorry
that
was
that
was
one
of
our
previous
slides,
but
we
have.
We
had
an
example
in
the
pin
presentation
about
someone
who
lives
in
Roslyn
but
drives
him
to
work
in
Pentagon
City.
H
O
Incentives
no
worries
John,
but
in
in
terms
of
kind
of
rolling
that
up
to
what
that
means,
to
the
big
bigger
picture,
with
those
proposed
incentives
and
the
focus
on
implementing
infrastructure.
A
breakdown
of
how
that
shifts
in
trips
is
forecasted
to
change,
based
on
Research,
existing
mode,
split
and
alignment
with
the
identified
movements
so
that
overall
volume
at
the
Route
1
in
15th
Street
intersection
in
the
PM
Peak
period,
we're
targeting
to
shift
at
least
10
percent
of
those
trips
to
a
non-sov
mode.
O
We
anticipate
about
two-thirds
of
those
people
will
shift
to
Metrorail
others
to
bus
other
and
certainly
others
will
bite,
walk,
telework
or
change
their
time
of
trip,
which
also
would
reduce
that
that
Peak
period
shift
there
are
on
the
next
slide.
There
are
a
a
existing
research
on
the
effectiveness
of
TDM
strategies.
O
It
certainly
is
something
that
is
can
be
difficult
to
measure
largely
due
to
the
need
for
surveying
and
to
understand.
You
know
really
ask
people
what
did
change
your
mode,
given
the
large
amount
of
factors,
but
the
10
that
we
are
proposing
is
well
within
what
the
range
of
existing
research
shows
impossible.
It
shows
as
possible,
especially
in
areas
of
high
Transit
and
a
mix
of
paid
and
and
free
parking.
O
When
I
mentioned
some
of
the
research
that
we
looked
at-
and
you
know
definitely
because
of
the
complex
nature
of
this
effort,
the
team
looked
both
locally
and
nationally
to
get
perspectives
on
how
TDM
programs
have
worked
here
in
Arlington.
Despite
significant
trans
oriented
development,
traffic
volumes
did
have
decreased
along
major
corridors
like
the
Rosalind
Ballston
corridor
over
on
the
west
coast
in
Seattle.
O
They
experience
a
significant
drop
in
Drive
alone
mode
share,
working
with
employers,
and
so
you
know
some
of
those
important
takeaways
that
we
learn
from
those
case
studies
again
critical
nature
of
maximizing
space
and
existing
capacity
on
Transit
a
lot
of
the
or
all
of
the
capacity
that
we
that
we
need
to
accommodate
this
ten
percent
is
there
in
terms
of
existing
and
and
even
expanded
during
planned
capacity,
and
so
we'll
focus
will
need
to
be
on
shifting
that
travel,
Behavior,
most
successful
TDM
programs,
no
secret,
most
successful
in
urban
and
walkable
areas
that
connection
between
land
use
and
transportation
and
then
certainly
some
of
the
research
on
what
are
the
most
effective
strategies.
O
Financial
incentives
and
working
through
large
employers
were
essentially
the
most
cost
effective
drivers
for
for
shifting
shifting
those
modes
and.
C
O
That
I'll
wrap
up
the
TDM,
the
TDM
portion
and
to
get
back
to
John
I
believe.
L
Yeah
thanks
Lucas
thanks
very
much
and
tonight
you've
heard
an
update
similar
to
what
you
heard
in
the
public
information
meeting,
that
on
the
Urban,
Design
Concepts,
the
multiple
analyzes
and
and
the
approach
for
TDM,
which
Lucas
has
covered
here
eloquently
and
Anthony.
L
Thank
you
also
for
for
deliberately
covering
some
responses
to
the
many
questions
we've
received
so
far,
and
certainly
you
know
we
can
address
those
during
q,
a
and
and
Dan
you
want
to
cover
where
we're
headed
next
after
after
this
phase,
two
feasibility
study
is
complete.
K
Kind
of
the
next
steps
we're
going
to
receive
comments
that
I
think
Pam
mentioned
in
the
comments
earlier.
The
deadline
is
June
16th
we're
going
to
try
to
address
those
comments
and,
as
we
put
together
the
final
or
the
draft
report
for
the
phase
two
study,
there
will
be
a
common
period
on
that
face.
K
On
the
draft
report,
we
will
synthesize
those
comments
into
a
final
report
and
post
that
later
this
year
and
kind
of
simultaneously
we'll
also
be
working
on
an
interchange,
analysis
at
395
and
110,
we'll
be
moving
forward
with
the
10
design
plans
and
we're
also
going
to
be
working
on
the
speed
study,
the
engineering
speed
study
and
we
hope
to
wrap
that
up
kind
of
the
middle
of
next
year.
K
D
K
And
so
I
think
that
brings
us
to
the
end
of
of
the
presentation.
K
So
Cynthia
I
don't
know
if
you
want
to
us
to
kind
of
walk
through
some
of
the
comments
that
are
already
in
the
chat
or
do
we
want
to
open
it
up
for
verbal
comments.
B
Thank
you
so
much.
Why
don't
we?
B
Why
don't
we
start
with
Dana,
because
Dana
commented
in
the
chat
and
also
together
with
Pam
spent
hours
and
hours
going
through
the
slides
and
preparing
comments?
So
maybe
why
don't
we
start
with
Dana
and
then
with
Pam,
to
raise
some
of
the
questions
that
have
not
yet
been
covered
in
the
in
the
presentation
thus
far.
P
Okay,
let's
hit
TDM
in
the
Pim,
you
suggested
a
four
or
five
year.
Let's
call
it
a
preparatory
phase
for
the
for
TDM,
where
you
were
proposing
to
spend
a
half
million
bucks
a
year
doing
TDM.
K
P
K
Right
so
once
we
achieve
the
full
funding
to
move
forward
with
the
project
I'm,
anticipating
one
of
the
first
tasks
we
would
do
is
is
ramp
up
that
implementation
study
for
implementing
the
TDM
strategy,
and
then
that
would
go
on
during
the
the
design
and
construction
phase.
I
see
Lucas
popped
up.
He
can
maybe
add
some
more
detail
to
that.
O
And
I
think
you
had
advantages.
It
does
take
time
to
to
create
that
behavior
change.
It's
also
important
to
do
that
during
the
construction
periods.
I
think
that
bars
on
the
you
know
the
construction
period
will
last
you
know
multiple
multiple
years
and
to
make
sure
that
the
strategies
are
also
in
place
during
the
construction.
Sometimes
called
the
transportation
management
plan
or
TMP
is
an
important
important
element
as
well.
K
There
really
isn't,
at
least
from
the
state's
perspective.
There
really
isn't
a
need
to
do
it
unless
we
bring
route
one
down
to
grade
I
mean
I.
Think
our
traffic
analysis
has
shown
that
15th
and
18th
Street
function
adequately.
Today,
if
left
in
their
elevated
condition,.
E
P
I
K
K
I
know
that
at
at
wnod
and
Columbia
Pike,
you
know,
I
I
was
on
the
Columbia
Pike
team.
We
worked
with
the
traffic
engineering
Folks
at
Arlington
and
decided
to
put
the
push
buttons
in,
even
though
the
signal
was
going
to
be
on
recall,
but
a
newer
piece
of
information
that
I
didn't
realize
until
we
did
meet
with
the
Virginia
department
for
the
Blind
and
vision
impaired
and
they
were
Advocates
of
putting
in
those
push
buttons
as
well.
K
I
guess
if
you
walk
up
and
you
push
the
new
audible
push
buttons
and
you
hold
it
for
three
seconds.
It'll
tell
you
what
that
push
button
is
for,
and
it
kind
of
helps,
align
those
Blind
and
Visually
Impaired,
folks
as
to
what
they're
standing
there
for
and
what
the
the
button
is
doing
for
them.
So
we
would
want
to
have
all
those
capabilities
in
place,
even
if
the
signal
is
on
recall,
which
I
believe
that's
probably
what
Jeff
was
going
to
say.
He
said
right.
D
K
Think
the
design
is
set
for
recall
in
the
analysis
that
we
have
so
far
yeah
you
covered
it.
Okay,.
P
M
I
mean
the
the
county
has
has
done
what
they
call
passive
detection,
where
it
you
don't
have
buttons.
The
challenge
is
again
for
Ada
access
for
folks
with
visual
impairments.
They
need
that
button
with
the
vibro
tactile
arrow
and
with
the
audible
indication
to
know
where
they're
Crossing
and
that's
important
for
those
Crossings.
K
K
G
I
forgot
to
unmute
sorry,
I
figured
oh
try
to
be
quiet.
One
of
the
things
we
asked
for
tonight
was
actual
numbers,
not
all
these
percentages.
It's
really
hard
to
figure
out.
What's
going
on
when
you
just
have
percentages,
so
I
know
you're
not
going
to
give
them
to
us
tonight,
but
if
you
can
give
them
to
us
as
soon
as
possible
afterwards,
we
really
need
to
know
how
things
are
changing
exactly
what
you're
measuring
how
all
this
works.
G
I,
I'm
I'm
disappointed
both
in
18th
Street
and
in
the
TDM
plan
for
18th.
The
short
answer
is:
you've
got
to
figure
out
the
barn
stance.
G
It's
got
to
be
a
reasonable
signal
cycle
for
everybody,
and
we
also
need
an
alternative,
and
if
the
alternative
is
going
to
be
the
tunnel
by
the
Marriott,
then
you've
got
if
somebody's
got,
to
figure
out
a
safe
crosswalk
over
age
as
well,
and
that's
not
going
to
solve
the
problem
for
bikes
unless
you're
going
to
have
bikes
running
through
the
hotel,
which
I
don't
think
people
really
want
to
do
for
the
TDM
in
pm3
for
phase
one
one
of
the
final
slides
was
that
you
were
going
to
reduce
traffic
but
by
20
to
30
percent
to
achieve
your
TDM
goals,
and
you
also
had
you
were
projecting
out
to
2040.
G
G
My
sense
is
that
increasingly
employers
are
telling
their
employees
they
have
to
come
back
to
work
so
one
way
or
the
other
there's
either
going
to
be
more
traffic
or
there's
going
to
be
a
greater
need
for
Transit
and
what
I'm
not
seeing
so
much
in
your
discussions
is
how
Vida
the
state,
whatever
is
really
going
to
fix,
Transit,
give
it
the
financial
support
it
needs
how
they,
how
to
get
the
people
they
need.
How
we're
going
to
fix
safety
I
think
one
of
the
reasons
people
aren't.
G
People
are
still
driving
because
it's
convenient
and
it's
safe.
It
may
be
expensive,
but
we
need
to
make
Transit
as
convenient
and
easy
and
as
safe
as
driving.
And
it's
not
art.
43
bus
is
wonderful,
I
love,
it
I
check
it
all
the
time
it
doesn't
run
on
the
weekends
that
doesn't
help.
It
doesn't
run
all
night
that
doesn't
help
either
a
lot
of
people
that
are
coming
in
and
out
of
this
area
need
really
good
alternative
transportation,
24
7,
it's
reliable,
affordable.
G
All
of
those
things
and
I
I
again
think
that
the
program
needs
to
be
really
Regional.
This
is
I'm.
Happy
to
hear
tonight
that
you're
actually
talking
about
Metropolitan,
Washington,
Cog
working
with
them
and
a
little
bit
broader
than
just
Arlington
and
Alexandria,
but
it's
a
regional
problem.
It's
a
DMV!
G
It
is
not
just
our
area,
so
I
hope
they
keep
working
on
that,
but
yeah
I
think
a
lot
of
my
comments
and
and
other
comments
that
we
will
be
producing
in
various
forms
are
going
to
be
on
those
two
issues
making
sure
anything
you
do
with
at
street
is
really
safe
and
that
the
TDM
plan
really
makes
sense,
because
right
now,
it's
still
not
making
sense
to
me.
Thank
you.
K
Well,
so,
let's,
let's
tackle
a
couple
of
those
I'll,
do
them
in
Reverse
here
so
I
guess
one
of
the
things
to
think
about
and
I
thought
of
this
and
I
didn't
want
to
interrupt
Anthony
as
he
was
going
through
things.
Anthony
was
talking
a
lot
about
targeting
folks
and
targeting
Crystal
City
in
DC
and
Pentagon
City
and
Roslyn
Ballston
corridor,
and
a
lot
of
that
is
so
that
we
can
formulate
a
plan
like
we.
K
We
need
to
know
who
has
easy
access
to
a
bus,
because
those
are
the
gonna
be
the
easiest
ones
for
us
to
flip
into
getting
on
the
bus
and
out
of
their
car.
And
so,
when
he's
talking
about
targeting
he's
really
looking
at,
how
do
we
make
the
intersections
function
and
who
are
going
to
be
the
easiest
people
to
get
on
to
another
form
of
transportation?
K
Whatever
those
are
so
and
and
that's
really
it's
more
of
a
feasibility
thing,
and
then
we
flip
over
into
what
Lucas
is
doing
and
Lucas
is
proposing
employer
plans
and
financial
incentives
and
I.
Don't
know
that
we're
necessarily
going
to
limit
those
to
you
must
be
in
Roslyn
balson
and
coming
to
Crystal
City.
K
You
know
we're
going
to
be
working
with
employers
and
who
do
you
have
and
you're
in
your
employment
that
would
be
willing
to
take
a
bus
or
a
train
and
trying
to
provide
incentives
to
those
folks
to
get
them
out
of
the
corridor
and
they
may
be
from
Maryland
and
they
may
be
from
Woodbridge,
and
so
we're
kind
of
coming
at
this
from
multiple
angles,
but
I
think
a
lot
of
the
targeting
that
we're
talking
about
is
really
very
specific
to
you
know
how
who,
who
is
going
to
be
the
people
that
we
think
we're
going
to
be
able
to
flip
as
well
as
what
are
the
the
specific
intersections
and
movements
that
we
need
to
to
Really
adjust
and
Anthony
or
Lucas
did
I
miss
anything
there.
O
But
I
mean
I
I
would
just
ask
you
know
Pat
like
we.
We,
as
you
know
we
as
planners
and
people.
We
agree
that,
like
we
agree
with
you
with
that,
overall
goal
that
you
know,
Transit
needs
to
be
more
competitive,
accessible,
reliable
and
those
are
really
all
important
goals
that,
like
you
said
the
region
collectively
needs
to
and
is
working
towards
with
things
like,
you
know,
transforming
rail
with
the
Metro
Bus
Network
redesign
with
Arlington's
Transit
strategic
plan.
Those
are
ongoing
efforts
that
are
trying
to
solve
that.
O
You
know
that
larger
challenge
that
we
have
in
this
complicated
region
where
people
moving
along
I
think
for
this
project.
We,
you
know
we
we
are
tasked
like
Dan
and
Anthony
were
saying
of
of
trying
to
identify.
You
know
a
set
of
specific
strategies
that
are
that
are
that
are
relevant
to
this,
to
these
movements
and
to
this
project,
but
you
know
certainly
on
a
broader
scale.
O
You
know
there.
There
are
a
lot
of
ongoing
efforts.
This
one
project,
unfortunately,
cannot
solve
all
of
the
you
know
of
the
transit
competitiveness
challenges
in
our
in
our
region.
So
you
know
trying
to
focus
for
this
project
on
what
is
not
related
to
these
specific
movements
and
then
supporting
other
Regional
efforts
that
are
moving
other
initiatives
forward.
G
Can
I
ask
one
question
about
the
TMZ?
What
are
the
slides,
I
thought
was
fascinating
and
very
troubling
was
the
one
showing
that,
even
though,
in
our
area,
my
neighborhood
more
people
don't
drive,
the
number
of
people
driving
has
increased
a
huge
and
disturbing
amount.
How
are
you
identifying
those
specific
people
and
getting
them
back
on
Transit
and
I?
Think
you
know
you
talk
about
employer
benefits
and
all
that
those
people
probably
already
have
all
that
that's
fairly
standard
around
here.
G
G
A
K
Well
so
one
of
the
things
we're
seeing
it
and
I
I.
Guess
it
just
to
clear
up:
I
guess
some
of
the
traffic
volume
numbers
and
I
think
Anthony
explained
it
better
this
time
than
we
did
during
the
public
information
meeting
2019
we
counted.
We
needed
a
20
30
20
to
30
reduction
in
traffic
volumes
in
order
to
make
the
accurate
Urban
Boulevard
work
when
we
recounted
in
22.
K
Obviously
the
traffic
volumes
had
dropped
dramatically,
but
we
found
those
2022
traffic
volumes
worked
for
what
we
needed
to
process
traffic
on
Route
One
and
the
side
streets,
and
so
the
the
10
that
we
were
looking
at
at
the
reduction
for
is
really
forever
we're
going
to
need
to
keep
those
2022
volumes
to
make
the
ACT
great
Urban
Boulevard
work,
and
so
that
TDM
strategy
is
going
to
be
essentially
an
ongoing
thing
for
the
existence
of
Route
One
in
order
to
keep
those
volumes.
K
I
think
what
you're
seeing
here
is
that
it's
been
more
convenient
for
people
to
get
in
their
car,
but
I
think
we're
all
anticipating
people
coming
back
to
work.
There's
going
to
be
more
traffic,
there's
going
to
be
more
congestion
that
we're
going
to
be
trying
to
fight
to
to
keep
those
numbers
down,
but
that
I
think
will
be
part
of
the
driver
to
get
people
back
on
Transit.
Is
that
increasing
volume?
K
It
may
be
that
we
have
to
provide
greater
incentive?
You
know,
maybe
they
get
five
dollars
a
day
now
and
maybe
it
has
to
be
10..
N
And
I
think
some
I'll
just
add
I
think
some
of
the
incentive
has
to
come
from
and
I
see
this
in
some
of
the
comments.
The
convenience
of
taking
Transit
versus
driving,
again
I
used
to
live
in
in
riverhouse
and
kind
of
grapple.
With
this
every
day
am
I
going
to
go,
am
I
going
to
take
some
back
way,
am
I
going
to
am
I
gonna
take
transit
out
to
Reston,
am
I
gonna
get
on
at
around
1
and
15th
Street
and
usually
I
mean
80
of
the
time.
N
75
of
the
time
I'd
say
I
drove
and
because
that
transferred
Roslyn
was
bad.
The
Metro,
you
know,
wasn't
always
the
most
reliable.
This
is
the
mid-2010s.
There
were
service
disruptions,
so
I
think
part
of
the
answer
is
one.
The
reliability
and
investments
in
Metro
and
VRE,
which
are
I,
mean
there's
I,
know,
there's
a
lot
of
planned
investment.
N
We
need
to
bank
on
the
frequencies
and
reliability
of
Metro
and
VRE,
improving
and
encouraging
more
folks
to
ride
them,
because
the
capacity
will
certainly
be
there
and
then
the
the
disincentive
that
will
also
come
about
from
Route
One
being
a
more
congested
Corridor.
When,
when
the,
when
Transit
becomes
more
competitive
with
driving,
people
will
start
to
take
transit.
K
Yeah,
no,
that's
that's
fine,
because
you
are
a
very
important
group
for
us
to
kind
of
talk
through
the
barn
stance
with,
because
we
we've
tried
to
provide
everything
at
18th,
Street
and
route,
one
that
you've
asked
for.
So
we
tried
to
provide
the
protected
intersection
to
make.
You
know
it
to
provide
that
separation
from
the
bikes
and
the
vehicles.
K
We
would
like
to
make
this
as
as
safe
as
possible
for
the
pedestrians
you
know
giving
them
the
all
pedestrian
phase
to
cross,
but
several
things
have
have
kind
of
come
up.
If
we,
as
we've
looked
at
this
like
there
was
a
slide
in
here
that
we
don't
need
to
go
back
to
right
now,
but
we
we
looked
around
the
country
at
Barn
stances
and
we
looked
around
the
country
at
protected
intersections
and
there
really
isn't
anywhere
that
we've
been
able
to
find.
K
That
does
both
that
does
a
protected
intersection
in
the
manner
that
nacto
recommends
protected,
intersections
and
and
has
shown
at
a
lot
of
the
protected
intersections
that
are
done
around
the
country
and
does
the
barn
stance.
So
when
we,
if
you
go
back
to
the
other
slide,
when
we
showed
this
Darlington
and
said
this,
is
you
know
this
is
kind
of
what
we're
thinking
yeah,
they
they're
the
ones
who
kind
of
pointed
out.
K
We
we
considered,
maybe
doing
you
know,
for
we
looked
at
maybe
doing
an
all-ped
phase
without
the
diagonals,
because
that
would
clean
up
some
of
these
conflict
points.
At
that
point,
you
end
up
Crossing
one.
You
know
one
leg
and
then
getting
to
the
other
side,
if
you're
a
pedestrian
and
then
waiting
the
cycle
to
go
across
the
next
leg,
if
you're
going
diagonally,
which
wasn't
necessarily
ideal
so
okay.
So
what
else
do
we
have?
K
We
thought
about
maybe
running
the
the
crosswalks
with
an
LPI,
along
with
the
parallel
phase
of
traffic
and
having
an
all
pedestrian
phase,
but
that
actually
didn't
work
for
traffic.
The
the
LPI
just
takes
too
much
out
of
the
vehicular
timing
and
ends
up
starting
to
clog
up
the
Upstream
intersections
and
then
there's
one
other
option,
which
was
you
know.
K
Maybe
we
have
a
barn
stance
only
for
pedestrians
and
have
the
bikes.
You
know
we
can
run
a
median
for
protection
or
a
buffer.
It
could
be
a
Hardscape
or
or
paint
for
having
the
the
bicycle
stay
next
to
the
traffic,
and
we
have
the
barn
stands
for
pedestrians
and
so
I
kind
of
like
to
hear
some
feedback
from
you.
Go
you
all
about
what
your
thoughts
are
on.
Do
you
like
the
Barnes
dance
with
the
the
bikes
and
pads
moving?
At
the
same
time,.
P
Yeah
I'll
take
the
take
a
swing
at
that
no,
the
Barnes
dances
is,
is
great,
you
know,
but
the
but
the
problem
is,
you
know
you
haven't
described
any
enforcement
strategies
at
all.
You
know.
You've
already
acknowledged
the
fact
that
cars
are
speeding
on
Route
One
now
and
everybody
is
saying,
oh
well.
P
So
if
you're
going
to
try
to
try
to
regulate
bicycles,
who's
going
to
do
the
regulation,
you
know,
bicycles
are
moved
with
pedestrians,
Now
everywhere,
trying
to
separate
them
out
and
do
some
education
process
is
probably
going
to
take
more
resources
than
than
VDOT
has
yeah.
So
you
know
so
I.
My
recommendation
is
that
would
be
a
Fool's
errand
and
don't
go
there.
P
D
P
You
know
as
far
as
I'm
concerned,
you
know
close
the
traffic.
You
know
at
395
and
give
us
a
full
pedestrian
phase,
all
the
way
to
23rd
Street.
P
P
And
and
the
the
uphill
and
downhill
will
just
give
you'll,
give
you
a
little
bit
more
urban
flavor
that
will
help
moderate
the
speeds
of
traffic.
D
G
Pam
yeah
I
just
wanted
to
say
that
I
totally
agree
with
Dana's
comments
on
combining
bikes
and
pits
and
trying
to
keep
18th
the
way
it
is
or
slightly
modified.
Thank
you.
D
L
There
was
a
question
about
23rd
Street
in
the
chat.
Are
we
making
23rd
Street
right,
wider
and
I?
Don't
think
we
are?
L
L
K
And
John
correct
me
if
I'm
wrong,
but
the
say,
you're
looking
North
here,
the
West
Side
the
left
side,
it
would
remain
six
Lanes.
We
are
proposing
to
put
cycle
tracks
in
in
that
block
to
get
you
over
to
eat
street
right.
Those
are
really
the
changes
that
are
happening
with
this
project,
a
lot
of,
and
then
the
medians.
We
would
provide
the
full
medians
and
the
single
left
turn
lane
southbound
right
on
the
right.
K
This
is
really
a
concept
that
Arlington
has
come
up
with
if
I
remember
correctly,
all
right-
and
this
is
part
of
their
their
ongoing
plan
for
23rd
Street.
If
I
remember
correctly.
K
Q
Yeah,
so
this
is
Steve
off
it.
That
was
my
comment.
Yeah
I
mean
definitely
route.
One
is
significantly
improved,
but
I
didn't
know.
If
there's
an
opportunity
there
to
somehow
make
Crossing
north
south
I
mean
I
got
to
tell
you.
Crossing
23rd,
particularly
on
the
east
side,
is
not
comfortable
at
all.
Now
as
a
pedestrian
and
I
guess,
that's
not
going
to
get
better
and
on
the
even
on
the
west
side,
not
particularly
because
it
is
pretty
wide
crossing
without
any.
It's
just
complete
exposure
to
everything.
Q
K
It
is
going
to
be
a
little
different
because
you'll
notice
on
the
east
side,
the
median
is
gone
and
that's
in
line
because
there's
a
the
big
median
where
the
tunnel
used
to
come
out.
That
median
is
being
removed
as
part
of
a
plan
that
Arlington
has
put
together
for
that
side
of
23rd.
K
K
D
B
It
seems
like
it's
all
about
reducing
congestion
for
cars,
to
prevent
bottlenecks
for
cars,
invest
if
you
were
to
convince
drivers
to
say
start
work
earlier
or
later.
That
would
count
as
a
success
in
your
TDM
strategy,
because
you
would
have
reduced
the
amount
of
of
traffic
for
the
drivers
during
the
peak
periods,
I'm
wondering
if
you
can
change
the
metric
or
add
an
additional
metric
that
looks
not
just
at
Peak
but
at
cars
that
go
through
this
area.
I
mean.
B
Certainly
if
your
goal
is
to
improve
safety
and
The
Pedestrian
experience,
we
care,
it
makes
a
huge
difference
if
there
are
cars
racing
through
at
all
hours,
and
certainly
in
my
field
of
air
pollution,
I,
don't
care
when
the
cars
are
going
through.
It
still
should
count
because
it's
hurting
people's
health
and
even
more
now
that
will
be
right
next
to
the
cars.
So
I'm
wondering
if
you
can
change
your
metric
or
add
a
new
metric
in
defining
TDM.
K
That's
something
we
can
consider
but
I
the
the
key
point
for
us.
So
there's
certain
things
that
we're
we're
really
trying
to
achieve
we're
we're
actually,
okay
with
the
level
of
service
degrading
on
Route
One.
But
there
are
certain
things
like
backing
traffic
up
onto
395
that
we
can't
allow-
and
so
that's
really
where
the
EDM
strategy
is
is
focused-
is
trying
to
not
completely
gridlock,
Eads
and
15th
Street,
let's
say
or
back
traffic
up
onto
3.95..
K
Those
are
the
things
we're
looking
at
to
keep
Route
1
functioning
in
the
at
grade
condition
and
so
I
I'm,
not
sure
I
think
you
would
get
some
reduction
in
midday.
You
know
nobody's
driving
to
lunch
if
they're
not
at
work.
If
they,
you
know,
if
they
work
from
home
that
day,
so
I
I
think
you're
right.
There
would
be
telework
changing
your
time
of
day.
Do
count
for
the
TDM
strategy
we're
trying
to
achieve
here,
but
that's
because
of
what
we're
trying
to
achieve
with
it.
B
All
right,
somehow
it
already
is
8
55..
The
time
flew.
Does
anyone
else
have
a
pressing
question
or
should
we
finish
this
up
and
next
coordinate
over
email.
B
B
B
K
L
B
Take
care
all
right,
so
we
have
maybe
four
minutes
three
minutes
left
for
pack
and
back
business
family.
You
want
to
go
first,
yeah.
G
I
I
want
to
propose
that
that
the
backpack
write
another
joint
letter
to
the
county
manager
about
rule
one.
If
we
can
get
some
consensus
on
whether
we
want
to
do
that
and
volunteers
to
help
write
that
other
than
Dana
and
me
so
could
I
can
I
I
I
hate.
We
really
shouldn't
be
doing
a
joint
motion,
but
we're
going
to
do
a
joint
motion
through
both
groups.
I
I
move
that
the
backpack
write
a
letter
to
the
county
manager
about
vdots
pm4
plans
for
Route
One.
P
G
Okay,
any
any
discussion
or
comments
about
this.
Okay,
all
in
favor,
say
I
I,
okay,.
G
I
I
think
I'll
send
an
email
out
and,
and
people
can
can
volunteer
to
do
this
and
we
need
to
get
working
on
it
this
week.
The
other
issue
which
Eric
Goldstein
raised
was
whether
either
the
pack
alone
or
the
backpack
separately
or
with
the
pack
write
a
letter
to
the
county
manager,
of
course,
about
the
food
study
and
our
remaining
concerns,
primarily
I,
guess
about
sidewalks.
G
G
F
G
Eric
Goldstein:
do
you
want
to
handle
that
are.
G
Yeah,
you
you
you,
you
are
extremely
articulate
on
this
and
well
I
I
in
general,
I
think
the
the
pack
is
more
concerned
than
the
the
back
of
you
know
we
all
like
eating
out
sometimes,
but
we're
all
would
like
to
actually
be
able
to
use
the
sidewalks
and
streets.
It's
meant
to
be
designed.
So
thank
you,
Eric.
Thank
you,
everybody!
That's!
Oh!
G
This
coming
Monday
the
cphd
staff
are
putting
on
a
special
program
Open
to
anyone
on
sprc's
process.
So
if
anyone's
interested
in
that
plan
to
attend
I'll
forward
the
notice
about
that
again
too,
thank
you.
I'm
done.
B
Wonderful
thank
you
and
huge
thanks
to
Dana
and
to
Pam
for
spending
hours
and
hours
and
hours
of
their
time.
These
last
few
days
and
weeks
going
through
the
slides,
the
slides
from
from
not
just
this
recent
batch,
but
all
of
the
batches
on
on
VDOT
group,
one
that
was
a
huge
effort.
So,
let's
see
Leah
your
next.
R
I
can
keep
this
really
quick
I
just
wanted
to.
Let
everyone
know
that
this
will
actually
be
my
last
bacpac
meeting
I'm
leaving
the
county,
so
I
will
be
gone
and
I
guess
in
the
next
two
weeks.
I've
really
enjoyed
working
with
this
group,
though,
and
you'll
be
in
great
hands.
Elwind
is
going
to
take
the
role
as
a
BAC
liaison
but
feel
free
to
reach
out.
My
last
day
is
June
16th,
so
I'll
be
around
for
a
little
longer.
R
But
thank
you
because
this
is
one
of
the
first
roles
that
I
had
at
the
county.
It
was
really
helpful
and
helps
me
learn
a
lot,
especially
in
those
first
few
months.
G
B
Thank
you
and
now
Dana
yeah.
P
15Th
Street
and
Eads
is
just
about
done
so
please,
without
without
trying
to
to
skew
the
results.
You
know
you
know,
take
a
little
tourist
run
down
there
and
see
what
you
think
about
the
bike
and
ped
facilities
at
the
at
the
corners.
Now
I
I
put
a
note
out
on
the
on
the
BAC
list
serve
to
that
effect.
You
know,
because
you
know
whether
we
like
it
or
not,
that's
likely
what
the
county
is
going
to
use
as
the
model
for
the
next
one.
P
B
All
right,
it's
903,
so
just
wanted
to
say
huge
thanks
to
Leah,
it's
been
wonderful,
working
together
and
I
happen
to
know
what
you're
about
to
do,
and
it's
incredibly
exciting,
so
I
hope
we'll
stay
in
touch.
But
thank
you.
Thank
you.
Thank
you
for
for
your
your
hard
work,
as
liaison
to
BAC.
It's
we're
sorry
to
see
you
go,
but
we're
we're
at
least
we're
in
good
hands
with
Alan.
G
And
if
I
can
get
the
chat
and
the
recording
when
it's
available
and
a
record
of
who
has
been
here,
that
would
be
helpful.
Thank
you.
Crazy.
A
On
that
I
think
there
will
be
three
download
files
if
Leah
grabs
the
chat,
the
recording
and
the
transcript
are
separate
files.
There
are
three
downloads.