►
Description
Following Victor Dover's talk in Arlington VA about great streets and how they can transform a city or town, Mr. Dover sat down with Dennis Leach, Arlington County Transportation Director, and took questions from the audience.
B
That's
difficult,
but
one
of
my
favorite
streets
to
be
on
in
America,
because
it's
you
know
it's
too
easy
to
say
well,
I
can
tell
you
the
street
in
London
or
Paris,
or
something
my
favorite
streets
in
America.
One
of
them
is
a
spaniel
away
in
miami
beach.
When
you
go
to
Miami
Beach,
you
should
ask
somebody
to
show
you
where
Espanola
Way
is
it's
a
South
Florida's
best
block,
and
now
it's
also
the
slowest
skinniest
Street
we've
got
in
miami
beach
about
you,
Dennis
I'll.
A
B
Now
is
it
travel
demand,
management
or
tedium,
because
tedium
is
an
important
tool
for
pushing
people
away
from
certain
streets
and
on
to
other
ones,
but
I
think
they
mean
travel
demand.
Okay,
travel
to
management,
ensure
every
every
every
city
that
is
trying
to
grapple
more
intelligently
with
with
the
balanced
transportation
plan,
is
trying
to
squeeze
more
usefulness
out
of
the
competitive,
expensive
facilities.
B
They've
already
got
instead
of
just
building
new
ones
and
one
of
the
ways
you
do
it
is
by
getting
people
to
shift
their
time
of
travel
or
participate
in
group
efforts
like
ride,
share
and
transit,
including
asking
employers
to
participate
in
designing
the
way
their
employees
get
to
work
or
asking
the
university
to
help
design
the
path
to
campus
of
forms.
A
TDM
me.
C
D
C
Have
over
280,000
people
that
are
writing
transit
on
an
average
weekday.
Ten
percent
of
the
people
that
live
in
this
particular
car
door
walk
to
work
it's
much
higher
than
the
region
as
a
whole
and
by
getting
people
to
use
other
forms
of
travel,
it
enlivens
right
away,
which
is
a
really
good
thing.
You.
C
Well,
in
our
Pentagon
City
crystal
city
area,
about
sixty
percent
of
trip
making
is
on
transit,
walking
or
biking.
It's
roughly
around
50
50
in
in
this
car
or
Columbia
Pike
is
like
65
35,
but
our
goal
is
to
make
the
travel
options
better
right,
but
one
of
the
challenges
in
Arlington
is
we
have
so
many
new
residents
and
new
workers
every
year
that
they
need
to
know
what
their
options
are,
and
you
need
to
make
it
easy
for
people
if
you're
going
to
get
them
to
try
something
other
than
driving.
So.
A
C
Look
at
columbia,
pike
as
a
we
treated
it
as
a
transit
oriented
street.
We
were
very
concerned.
I
think
the
community
was
very
concerned
about
form
and
not
spreading
the
street
out
too
far.
So
when
you
cry
try
to
create
segregated
facilities
for
each
use,
you
could
end
up
with
with
a
a
quarter
that
actually
is
quite
by
so
our
strategy
on
columbia
pike
is
to
have
curbside
running
rail
transit
with
bus
and
to
actually
build
more
of
a
street
network-connected
street
network
to
allow
people
on
own
bicycles
to
actually
travel.
C
You
know
on
parallel
routes,
just
north
one
block
north
and
one
block
south
of
the
pike.
We're
also
spending
a
lot
of
effort
working
on
streets,
going
north-south
to
make
them
more
pedestrian
and
bike
friendly
because
really
for
biking
walking.
You
want
a
grid
of
facilities.
It's
not
just
everything
has
to
happen
on
the
one
arterial
really
good
places
have
lots
of
choices.
That's.
B
Great
you
know
one
of
the
things
that
would
tend
to
think
is
that,
because
this
is
what
we
do
with
our
vehicles
when
we're
single
occupant
car
trip
drivers.
Well,
we
get
in
the
car,
we
drive
it
to
a
place.
We
park
it
there
and
the
entire
trip
virtually
as
close
to
the
door
of
our
destination
as
possible
is
made
within
the
vehicle.
B
But
the
other
users
like
folks
who
are
walking
and
cycling
are
likely
to
combine
come
modes
like
walking
a
while
until
they
get
to
a
great
station
area
and
then
taking
transit
for
a
while
and
then
walking
for
a
while
again
at
the
other
end,
so
that
you
have
to
think
of
the
transit
vehicle
is
being
like
a
platform
full
of
pedestrians.
There
were
pedestrians
before
they
arrived
and
are
pedestrians
again
when
they
depart
the
vehicle.
So
that's
why
the
stationary
designs
is
so
are
so
important.
B
So
we
need
to
think
about,
and
similarly
we
have
the
recreational
cyclists
who
are
exercising
for
part
of
the
time
that
they're
on
two
wheels,
but
they
might
have
driven
there
to
their
Park
to
their
trailhead
and
started
their
trip
in
their
car.
So
this
idea
that
there's
a
segment
of
people
that
are
solely
drivers
and
another
segment
of
people
that
are
solely
cyclists,
isn't
exactly
right.
Most
of
us
is
cyclists,
I'm,
a
commuter
cyclist.
C
B
Success
of
capital
bikeshare
has
really
big
national
importance.
I'm
not
sure
people
here
who
are
just
able
to
take
advantage
of
it
without
even
thinking
about
it,
realize
how
much
that
story
has
emboldened
other
communities
to
start
that,
and
now
it's
becoming
really
really
common
to
the
point
where
even
the
New
Yorkers
have
gotten
over
the
not
invented
here
syndrome
and
come
kind
of
late
to
the
party
but
they've
taken
it
up
quickly
in
Chattanooga
Tennessee,
you
can
use
bike-share
to
go
point-to-point
if
they
can
do
it
in
Chattanooga.
A
B
Ok
well
hope
this
isn't
overly
nuance
to
filibuster
of
an
answer.
I
don't
think
that's
necessary.
First
of
all,
then
we
are
already
seeing
our
national
habit
changing,
not
just
because
of
the
younger
people
choosing
different
preferences,
but
because
of
the
overall
population
is
seven
it's
vehicle
miles
of
travel
drop
for
the
first
time
in
history,
so
that
change
is
already
happening,
auto
used
to
be
king,
it's
not
king
anymore
done
that
doesn't
mean
we're
going
to
get
rid
of
them
or
that
we
need
to
get
rid
of
them
all
together.
B
We
deliberately
after
searching
through
eighteen
thousand
pictures,
picked
one
with
a
Hummer
like
thing
on
the
on
it
to
put
on
the
cover
of
our
book.
It
did
you
notice
it's
practically
a
tank
say
you
didn't
notice
it.
It's
not
interesting
what
one
bike
bike
wheel
will
do
or
one
pretty
girl
on
a
bike
hold
it.
You
didn't
even
see
that
thing
sitting
here.
The
future
is
balanced
and
combination,
and
the
cars
are
welcome.
They
just
can't
dominate
the
whole
scene
right
and
they
shouldn't
have
to
dominate
our
whole
lives,
so
you
should
have
choices.
B
These
are
car.
Was
we
want
to
that's
why
car
share
is
also
important
because
it
means
now
you
might
pay
for
a
trip
using
the
car
instead
of
paying
for
the
car
I
might
ensure
a
driver
rather
than
a
vehicle,
so
I
think
all
of
those
costs
associated
at
driving
are
all
shifting
around
to
deal
with
a
population
with
different
habits.
I
like
to
drive
I
love,
my
car.
Sorry
to
surprise
you
with
that
cuz
I
had
to
spend
an
hour
bashing
them.
C
We
talked
about
expanding
travel
choices,
so
it's
giving
people
a
greater
array
of
safe,
attractive
ways
of
getting
around
and
in
a
lot
of
our
streets.
We
are
actually
seeing
traffic
dropping
right
and
that
allow
us
to
do
some
rebalancing.
It
frees
up
space
for
wider
sidewalks
street
trees,
some
on
street
bicycle
parking
and
and
just
kind
of
creating
a
better
balance
for
the
street,
and
we've
also
been
looking
at
speed
reduction.
B
C
D
B
B
Lincoln
Road
in
Miami
Beach
was
a
disaster
for
30
years
after
they
turned
it
into
a
pedestrian
mall.
Phillip
done.
Some
once
observed
that
Walt
Disney
didn't
keep
cars
completely
off
of
Main,
Street
and
Disneyland.
If
I
he
programmed
it
so
that
there
were
trolleys
and
fake
fire
trucks,
horse-drawn
fire
trucks
and
buses
and
things
going
back
and
forth
all
the
time
to
make.
It
seem
like
a
real
Street,
because
if
you
didn't
have
that
it
wouldn't
seem
like
a
real
Street
and
it's
not
there's
something
to
that.
B
We
so
what
we
did
is
we
took
something
that
should
be
an
exception
and
we
assumed
it
would
be
a
rule,
and
that
was
that
failed.
So
a
lot
of
the
Metro
streets,
those
ped
malls,
had
traffic
returned
to
them.
Just
in
time
for
us
to
have
our
vehicle
miles,
would
travel
drop,
have
people
fall
in
love
with
walking
again
and
it's
it's
and
to
see
many
of
the
European
places
have
not
just
those
few
places
in
the
capital's
but
giant
areas
of
pedestrian.
Only
success.
B
You
have
to
have
a
lot
of
people
around
if
you're
going
to
make
a
mixed-use
environment
succeed
pedestrian-only
it
was
dogma
for
a
long
time.
Among
the
new
urbanist
that
pedestrian-only
streets
were
a
bad
deal.
Don't
do
it
don't
propose
it,
people
will
hate
you
for
it,
don't
do
it.
Lincoln,
Road,
failed
and
I.
Think
now
that
Dogma
has
been
loosened
up
a
lot.
People
are
newly
interested
in
it.
Our
travel
to
places
with
that
have
been
reducing
it,
including
in
x,
squared
debbie.
B
Thank
you
where
they
thought
it
would
be
carmageddon
for
the
taxi
drivers
that
weren't
able
to
go
there
anymore
and
they
weren't
sure
pedestrians
would
be
happy
there
anymore,
that
it's
actually
been
hugely
successful
at
Times,
Square,
so
I
think
we're
in
kind
of
a
second
coming
of
pedestrian.
Only
space
I
would
add
to
that.
We
we
also
I,
think
need
to
be
newly
open
minded
to
one-way
streets
and
one
lane
roads
in
a
way
that
we
weren't
for
a
long
time.
B
You
know
by
the
way,
two
way
traffic
almost
always
best,
but
just
like
the
pedestrian
mall.
If
it's
a
medicine
administered
in
the
right
doses
at
the
right
intervals,
that's
a
one-way
street
or
one
lane.
Road
could
be
great,
even
one
without
any
on
street
parking
at
all
can
be
great
again,
not
necessarily
the
rule
that
you
would
want
to
repeat
on
every
single
Street
and.
C
D
C
Reopened
to
traffic
good
street
front
design,
you
need
activity
on
the
street
and
I
would
also
throw
out
something
else
which
it
doesn't
have
to
be
a
pedestrian
street
or
open
street.
If
you
look
at
most
European
cities,
they
do
manage
streets
so,
like
all
of
Central.
Munich
is
open
for
deliveries
until
about
nine
a.m.
and
then
it
closes
for
the
for
the
remainder
of
the
work
day
and
there's
outdoor
cafes
and
other
things
set
up
and
then
at
a
certain
point
at
night.
C
B
Item
to
add
in
Arlington
your
I've
observed
in
the
planning
projects,
we've
touched
that
there
is
a
continual
quest
to
complete
the
network,
to
make
it
more
like
a
web
and
less
like
a
tree.
But
there
are
all
these
obstacles,
sometimes
its
historic
building,
sometimes
which
you
just
can't
crash
through
there
with
a
street,
no
matter
how
good
that
might
be,
for
you
sometimes
its
topography,
but
but
a
lot
of
Arlington.
Unlike
say,
the
district
wasn't
set
up
with
a
connected
grid,
and
now
you
have
to
go
back
and
make
parallel
routes.
B
If
you
want
to
have
the
luxury
of
being
able
to
do
things
like
have
this
little
street
over
here
be
skinny
or
that
little
street
be
one
way
or
this
other
Street
be
pedestrian-only,
or
both
the
light
you're
going
to
need
a
lot
of
streets
to
work
with.
So
you
have
to
have
a
tire
Vince
or
more
complete,
Street
Network,
and
when
you
do
it
gives
you
this
luxury,
like
you
saw
in
the
aerial
of
New
York's
grid
or
in
the
diagram
of
Rome's
thousand
intersections.
First
queer
mile.
B
If
you
know
a
lot
of
streets
to
work
with,
then
you
can
take
some
of
them
and
do
these
special
treatments
to
them.
If
there's
only
one
way
to
get
from
A
to
B
and
everybody
has
to
use
it
all
the
time
you're
not
going
to
have
as
much
flexibility
you're
going
to
have
to
let
the
cars
use
it
share
it.
The.
A
D
A
B
So
two
parts
to
the
question
one
is:
are
you
cheating
with
your
pictures?
Absolutely
positively?
Yes,
because,
as
propagandists
I
can
tell
you
our
objective
is
to
get
you
excited
about
healthy
streets
and
so
we're
going
to
show
those
in
the
best
possible
light
and
we
are
going
to
compare
them
to
the
examples,
don't
hold
up
to
scrutiny
and
in
a
way
that
you
can
scrutinize
them
so
yeah
I'm,
going
to
show
them
an
all
of
their
wide
open.
B
Treeless
asphalt,
maja
mayhem,
glory
and
if
that
makes
me
look,
biased
I
am
because
I
think
good
streets
are
worth
are
worth
that,
but
we
did
have
this
little
subversive
objective.
I
told
you
about
which
is
giving
the
mayor
or
the
Planning
Director,
five
hundred
or
so
photographs
they
could
take
to
Dennis
or
his
opposite
number
and
the
other
communities
and
say
sure
we
can't
beat
this
fit.
They
seem
to
make
this
fit
there
and
that's
why
we
did
it.
However,
we
also
provide
cross
sections
with
the
mentions.
B
B
We
haven't
talked
tonight
at
all
about
moving
goods,
but
there's
authors
not
just
moving
people
or
enjoying
public
space.
There's
also
this
whole
rule
that
says,
if
you've
got
it
a
truck
brought
it
right
and
I,
don't
care
what
it
is.
Even
if
it
was
on
a
train
for
a
lot
of
its
trip.
If
you've
got
it,
a
truck
was
involved
somehow
in
moving
it
toward
you.
So
we
have
to
move
them
too.
So
we're
going
to
need
those!
Those
to
be
in
the
menu
do
they
all
need
to
be
ugly
and
awful.
B
Now
that's
the
exciting
part.
Things
like
rediscovering
the
multi-lane
multi-way
Boulevard
means
that
we
all
need
Stern
parkway
in
Brooklyn,
for
example,
you
have
through
going
lanes,
lots
of
them
in
the
center
move
pretty
quickly
and
smoothly
and
interrupted
very
often
by
traffic
signals
or
driveways
or
intersections,
and
then
the
side,
access
lanes
or
the
slow
lanes
of
the
European
style,
multiway
Boulevard,
which
are
all
about
local
traffic
and
on-street
parking
and
the
address
making
for
those
adjacent
houses
and
businesses.
C
I'll
just
preface
our
glebe
road
project
is
Glee,
road
is
a
state
highway,
and
so,
if
we
went
through
and
we
went
through
an
incredibly
tortuous
process
to
get
any
improvements
on
glebe
and
we've
made
some
progress,
we
have
eliminated
some
free
right
hand
turns
some
high-speed
terms.
Our
focus
was
to
try
to
make
it
safer
for
pedestrians,
so
we
have
been
able
to
slow
the
traffic
at
at
some
of
the
intersections
we've
included
median
refuges.
C
D
C
One
of
the
only
places
on
a
state
highway
where
we've
actually
been
able
to
get
the
state
to
say:
okay,
we'll
let
you
take
a
lane
off
peak
and
then
put
some
parking
lot.
So
these
are
may
be
viewed
as
small
things,
but
we're
sort
of
chipping
away
at
the
highway
character
of
glebe.
It's
a
really
important
street
for
ballston.
C
D
B
C
Block
frontage
wasn't
protracted
negotiation,
even
after
the
board
approved
the
say,
a
redevelopment
of
a
block
such
as
Penrose.
It
still
took
an
enormous
amount
of
time
and
energy
because
in
the
state
view
and
I
think
they're
changing,
but
it
is
streets
are
meant
to
move
vehicles
without
any
friction.
And
some
of
this
is
about
creating
friction
and
good.
C
And
it's
very
interesting
that
some
of
the
blocks
that
we've
reclaimed
don't
call
me
a
bike
now
have
lots
of
people
walk
in
they
weren't
there
five
years
ago.
So
to
me,
that's
just
a
it's
a
little
bit
of
success
so.
B
This
is
not
a
Glee.
Broad
problem
is
a
national
problem
and
we
like
to
think
that
this
mean
old
state
v.
Ots
are
doing
that
by
themselves.
The
truth
is
there's
a
lot
of
inertia
in
in
traffic
engineering.
So
while
I
also
say
traffic
engineers
have
been
quick
to
take
up
subjects
like
Complete
Streets
compared
to
other
influential
actors
in
that
space,
so
that's
partly
because
they
have
standards
and
when
they
get
a
new
manual,
they
say.
Oh
ok,
like
page
37
of
the
manual.
B
So
that's
why
that
little
petition
to
the
USDOT
is
so
important,
because
that
effort,
30
pages
of
design
exceptions
just
because
you
want
to
plan
a
street
tree,
discourages
the
states
from
wanting
to
do
it
and
it
doesn't
come
from
the
bottom
up
or
it's
not
just
coming
from
abstract
science
work
with
the
transportation
research
board.
It's
coming
from
the
Federal
Highway
Administration
part
of
USDOT
and
from
a
shto,
the
state
highway
officials,
organization.
B
If
FHWA
and
USDOT
and
nash
to
embrace
the
idea
of
a
more
nuanced
functional
classification
as
they
call
it,
a
lot
of
this
could
get
better
think
about
it.
Instead
of
just
what
I
call
rural,
which
means
suburban
and
urbanized,
which
means
suburban.
If
we
had
a
compact
urban
walkable
community
category
that
came
with
it,
authorization
in
a
sense
in
the
literature
to
do
the
walkable
streets
and
things
without
design
exceptions,
and
it
wasn't
about
trying
to
change
everywhere
into
that.
So
you
don't
have
to
fight
with
everywhere
else.
B
That
wants
to
remain
what
Chris
member
calls
drivable
suburbia,
but
in
those
places
where
people
want
it
to
be
urban
because
it
already
is
or
because
they
want
to
make
it
that
way
in
those
selected
places.
If
you
could
use
a
different
set
of
standards,
would
all
go
much
faster
and
items
honestly
believe
that
the
mean
old,
Trans
policies
like
the
like
V
dot
and
F
dot
and
text
dot
Caltrans
would
all
quickly
adopt
it.
B
Texas
do
t,
for
example,
adopted
for
statewide
application,
the
book
produced
by
Congress
for
the
new
urbanism
and
is
to
transportation
engineers
on
walkable
urban
thoroughfares.
It's
an
imperfect
book,
but
it
said
it's
light
years
ahead
of
the
preceding
older
literature
and
I'm
hopeful
it'll
get
better
and
better
in
his
next
edition.
B
They
adopted
it
for
statewide
application
and
then,
as
I
saw
what
happened
when
we
went
to
South
Padre
Island
in
Texas,
and
we
said
okay,
we
want
to
change
this
strip
into
some
other
kind
of
Street
and
the
couple
of
nice
fellows
from
the
local
Texas
do
t
office.
Look
Tess
I've
been
quite
knew.
What
we
were
talking
about-
and
we
said
so
remember
this
book-
that
up
in
Austin,
they
said
has
been
approved
for
statewide
application.
B
We
want
to
do
the
one
that's
on
page
42
and
it
looks
like
this
and
Scott
Polikoff
turn
it
around
and
slid
it
across
the
table
at
them
and
they
looked
at
it
for
a
minute.
They
said
well,
okay,
then,
and
they're
doing
it.
So
getting
the
literature
updated
is
crucial.
No
I'm,
not
a
traffic
engineer
and
I
didn't
write.
B
C
They
have
thousands
of
square
miles
of
suburban
pattern
that
they're
expected
to
maintain
and
what
we
found
effective
in
Arlington
is
to
do
regular
tours
and
visits
we're
all
about
moving
people
we're
all
about
moving
people
safely.
We
just
need
to
do
it
in
a
context
sensitive
way.
We
just
do
it
a
little
differently
and
every
time
that
we've
actually
taken
vdot
staff,
for
example,
on
tours
of
places
like
Boston
or
columbia,
pike
or
shirlington.
They
go.
Oh.
B
A
A
D
A
B
B
B
I
think
that,
while
a
big
change
was
made
in
order
to
isolate
parts
of
the
roadway
that
used
to
just
be
for
cars,
maybe
they
were
theoretically
shared
with
a
few
Hardy
bike
messengers,
but
not
what
everybody
else
they
actually
went
ahead
and
said.
No,
no
less
of
this
space
is
the
cars
exclusive
area
and
other
places
are
going
to
be
where
we
want
to
encourage
young
people
who
are
faint,
yeah
interested
but
concerned
to
get
out
there
on
their
bike
and
try
it
or
the
bike
share.
B
I'm
praising
that
that's
important,
oh
I,
think
what
we
are
saying
about
streets
like
second
which
they're
rebuilding
in
order
to
build
a
new
subway
line
at
long
last
for
that
part
of
the
island
you're
going
to
rebuild
it
topside
anyway.
After
all
of
the
the
work
is
done
below
ground,
for
the
subway
to
just
go
ahead
and
be
more
ambitious
and
rebuild
it
as
great
public
space
that
the
local
communities
will
appreciate,
and
if
that
means
that
the
that
the
traffic
capacity
be
diminished,
that
ought
to
be
well
worth
considering
in
our
one
city.
B
That,
in
terms
of
travel
options,
is
the
greenest
one
we've
got.
We've
got
the
greatest
concentration
of
people
who
are
already
moving
mostly
through
non-automotive
means
that
all
be
worth
considering.
So
that's
why
we,
the
more
radical
proposal
of
greatly
diminishing
the
car
capacity,
not
eliminating
it
on
second,
is
held
up
as
a
contrast
to
what
they
did
do
on
first.
B
In
the
end,
you
need
more
than
one
kind
of
Street
on
the
menu,
and
so
what
you
doing,
one,
you
might
not
repeat
exactly
the
same
on
the
next
one.
If
you
have
a
lot
of
streets
to
work
with,
you
can
give
yourself
a
luxury
of
more
experimentation.
We
were
just
talking
about
bikes
and
things
and
there's
all
sorts
of
other
stuff
like
how
you
deal
with
stormwater
creatively
and
a
greener
street.
Well,
that's
one
of
the
purpose
is
to
and
how
you
make
retailing
more
successful.
B
B
Taking
projects
that
they
did
that
way,
five
or
six
years
ago
and
they're
doing
the
arduous
engineering
design,
exceptions,
committee,
approvals,
tasks
of
making
the
more
permanent
versions
and
what
I'm
saying
is:
okay,
when
you
do
that,
don't
do
it
without
yellow
plastic
sticks
and
little
reflectors,
and
do
something
beautiful.
What
tactical
urbanism
is
really
kind
of
saying
to
us.
Is
it's
okay
to
test
an
idea,
in
fact,
do
something
provisional
first
measure
the
results
learn
from
what
you
did.
B
Maybe
do
it
again
and
then
build
in
a
more
permanent
way
after
you've
learned
learned
by
doing
and
that's
coming
from
those
Gen
X
and
Gen
Y
new
leaders
who
are
impatient
with
what
we
tried
as
the
kind
of
official
design
exceptions,
top-down
bureaucratic
process
instead
they're
they
want
to
get
it
done.
They
want
to
ride
their
bike
now,
so
can
you
do
it
in
paint
they've
had
our
potted
plants
sure
go
out
there?
We
spend
a
lot
of
time
on
Madison
Square
in
the
book.
If
you
like
that
example,
you
should
read
it
all.
A
A
B
I
actually
I'm
actually
trying
to
choose
and
the
thing
there
are
a
number
of
them
and
and
and
this
is
going
to
sound
kind
of
partisan
to
those
who
are
skeptical
about
the
new
urbanism
because
all
the
products.
I
can
think
of
our
examples
that
the
new
urbanists
implemented
over
the
last
20
years.
If
you
go
to
a
place
like
habersham
in
beaufort,
county
south
carolina
and
you
stand
on
the
shane
circle
or
market
street,
you
are
in
an
absolutely
masterfully
designed
complete
street
and
you
will
never
know
it.
B
You
will
not
notice
any
of
that
unless
I
pointed
out,
because
it
just
feels
that
that
wholeness
idea
is
visible
there,
it's
a
completely
new,
suburban
street,
it
has
everybody
uses
it
I
mean
because
it
is
on
the
natural
path
between
origins
and
destinations
for
folks,
in
average
them
going
out
to
the
larger
world,
and
it's
in
South
Carolina
in
the
low
country.
Not
in
you
know
it's
not
in
some
it's
not
in
Cambridge.
You
know
with
PhDs
all
around
these
are
retired,
Marine,
pilots
and
people
like
that.
B
C
And
the
examples
that
I
would
use
our
are
the
towns
that
didn't
totally
lose
their
soul
after
World
War
Two,
both
in
Pennsylvania
New
Jersey,
where
they
may
have
been
a
little
down
and
out
built
in
the
30s
and
40s.
But
there
was
enough
there
that
they're
now
coming
back
so
places
like
collingswood
in
haddonfield
and
chestnut
hill
and
the
other
main
line.
B
B
But
albany
said
no,
the
state
leaders
said
we're
not
going
to
let
manhattan
have
that,
so
they
turned
down
Mayor
Bloomberg's
proposal
for
congestion
pricing.
Now
Bloomberg
was
looking
at
the
future
of
the
city
and
saying
future.
Cities
are
going
to
compete
based
on
their
place,
worthiness
not
on
their
traffic
capacity,
and
all
of
this
excessive
driving
that
overwhelms
places
like
Second
Avenue
is
actually
making
us
unhealthy,
and
it's
producing
all
these
emissions
out
of
our
tail
pipes
that
are
that
are
making
people
less.
B
Increasing
asthma,
all
those
problems-
and
he
said
we
really
ought
to
figure
out
a
way
to
do
something
about
that.
Now,
the
congestion
pricing
to
the
Albany
audience
sounded
like
regulating
how
big
your
big
gulp
could
be
right.
So
it
was
turned
down
the
do-gooder
mayor.
Don't
do
your
red
congestion
pricing
idea?
Well,
the
way
to.
Similarly
we
went
to
Paris.
If
you
go
to
the
boulevard
santa
Germain
now
you
will
find
what
was
once
a
great
Street
just
completely
overwhelmed
with
traffic.
B
6,
you
know
there's,
first
of
all,
as
somebody
investigated
the
option
of
relocating
room
to
the
rear
lot
lines
on
that
block
instead
of
burying
them
in
the
street,
it
costs
about
one-twelfth
as
much
as
burying
them.
Second,
don't
we
have
great
streets
that
do
have
wires
but
may
have
different
urban
forestry
practices
that
don't
destroy
the
trees
in
the
process
and
keep
them
in
freedom
wires.
B
You
know
it's.
It
is
pretty
great
thing
to
do
for
the
benefit
of
the
street,
but
have
you
done
everything
else
you
need
to
do
for
the
street
first,
like
think
about
where
the
fronts
and
backs
the
buildings
are
instead
of
the
wire,
so
I
love
seeing
under
overhead
wires
go
below
ground,
especially
where
I
live
where
we
have
hurricanes
it
takes
weeks
to
get
the
power
back
home
after
a
storm
or
where
you
live.
B
C
C
C
B
Have
to
get
used
to
that
idea,
there
are
some
streets
that
are
more
important
than
others,
and
we
have
to
put
the
investment
in
the
high-priority
streets,
the
pay
streets,
not
necessarily
to
c
or
d
streets,
and
that
is
hard
to
accept
because
we
think
every
public
space
is
important
in
the
city
and
everyone's
address
is
important.
There
are
some
streets
that
are
the
shared
living
rooms
of
the
city,
that
everybody
is
using
like
the
high
streets
or
main
streets,
and
those
are
the
first
priority.
A
B
B
And
this
efforts
to
school
program
is
a
really
good
thing.
It's
an
it's
interesting
to
me
and
that
it,
although
it's
a
national
program
with
a
few
guiding
principles
and
standards,
how
it
is
applied,
is
creatively
addressed
in
every
local
jurisdiction
that
has
an
interest
in
it.
So
the
solution
for
safe
routes
to
school
in
Raleigh,
North
Carolina
is
different
from
the
one
in
berkeley.
B
California,
and
any
that's
great,
I'm
fascinated
with
that
aspect
of
srs,
because
that
means
a
lot
of
experimentation
is
going
on,
and
you
know
the
safe
routes
to
school
once
implemented
our
safe
routes
for
everybody
else
that
may
be
walking
right
past
the
school
to
the
corner,
store
that
lies
beyond
the
transit
station
that
lies
beyond
and
so
there's.
While
the
implication
is
that
they
have
benefits
for
all
the
little
Jason
Jin
Jennifer
going
to
school,
they
actually
have
benefits
for
everybody
else
as
well,
and
so
that's
I
also
like
that
subversive
aspect
of
srs.