►
Description
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C
I'm
here
to
talk
about
the
problem
on
Glebe
Road
in
Boston,
which
you
may
have
heard
about
that
was
created
for
cyclists
by
the
count
by
the
by
the
county,
staffs
of
idea
to
put
parking
on
Glebe
Road.
This
is
in
Boston
between
Henderson
Road
and
Fairfax
Drive,
including
the
area
around
fit
Wilson
Boulevard
this
this
was
not
ever
put
in
a
bed
net.
This
idea
for
the
Apocrypha
was
never
employed,
the
master
transportation
plan.
C
It
was
never
given
up
a
public
process,
it
was
just
put
into
a
site
plan,
and
so
they
didn't
even
consider
the
impact
on
cyclists
or
anything
else.
When
they
did
this
well
at
a
recent
site,
then
actually
the
problem
is
a
creature.
Adoring
has
if
a
cyclist.
If
people
park
on
the
side,
somebody
opens
the
door
and
you
know
happens
a
bicycle.
It's
that
the
result
is
that
on
this
all
work,
I
always
on
them.
That
section
so
they've
already
been
done,
which
is
north
of
force
above
I,
always
go
on
the
sidewalk.
C
C
Now,
basically,
they
said
County
boy
at
the
last
time,
directed
staff
to
come
over
solution
workers,
Bicycle
Advisory
Committee.
If
County
staff
simply
said,
there's
no
feasible,
so
she
can't
but
bike
lanes
in
they
said
their
alternative
routes.
They
could
put
signs
on
us
something
there
on
alternative
routes
are
parallel.
That
way,
it's
a
simple
head-in-the-sand
approach,
so,
basically
sitting
here
with
a
with
a
key
staff.
C
That's
refused
to
put
by
even
consider
bike
lanes
or
anything
like
that
that
405
biking,
let's
say
what
I
still
shouldn't
be
on:
Glebe
Road,
which
is
they're,
impractical
and
and
basically
I.
Don't
say
that
I,
don't
think
staff
is
giving
you
work
with
the
Pitt
Bicycle
Advisory
Committee,
which
County
Board
said
they
should.
C
This
is
gonna
planning
for
and
it
we
need
a
comprehensive
study
on
whether
we
should
have
track
parking
on
Glebe
road
and
with
where
you
consider
you
in
fact
I
pas
that
what
they're
now
doing
is
they're,
discouraging
cycling
and
encouraging
the
automobile
use.
That's
the
present
staff
policies,
transportation
policy-
maybe
that's
what
they
want,
but
I,
don't
see
why
any
would
add
parking
to
anywheres
if
they
try
to
make
people
you
have
people
who
walk
and
use
Metro
or
anything
like
this.
C
It's
a
short-sighted
pause,
they
say,
don't
look,
make
it
like
a
Boulevard
or
something
it
will.
It
will
calm
traffic
or
something
well,
it
may
calm
traffic
we're
putting,
but
not
having
the
part
and
you're
putting
a
bike
lane
right
next
to
the
sidewalk
would
also
calm
traffic,
so
you
need
it.
We
I
want
like
a
a
comprehensive
study
on
the
on
the
feasibility
desirability
of
putting
but
a
parking
on
Glebe
Road
between
Henderson,
Drive
and
and
Fairfax
Drive.
B
D
Good
evening
my
name
is
Keith
Jasper,
I'm
principal
in
charge
of
transportation
planning
and
programming
at
the
Northern
Virginia
Transportation
Authority
and
I'd
like
to
thank
the
Commission
for
inviting
us
here.
To
give
you
a
briefing
on
transaction,
the
long-range
regional
transportation
plan
for
Northern
Virginia
I've
got
a
very
short
presentation.
Please
feel
free
to
interrupt
as
we
go
and
I'm
happy
to
take
any
questions
that
you
may
have.
We
have
just
started
a
public
comment
period
and
I
believe
in
front
of
you.
D
You
have
this
document
a
12
page
document,
which
is
that
the
draft
plan
which
has
been
posted
for
public
comment
through
July
23rd
also
staff,
has
a
copy
of
a
much
larger
document,
which
is
the
project
list
associated
with
the
plan
and
which
is
also
subject
for
public
comment
at
the
present
time.
If
you
go
to
our
website,
there
was
also
an
interactive
mapping
tool
to
help
locate
projects
on
a
map
basis,
rather
than
in
a
list
I'd
like
to
start
with
a
little
bit
of
history
to
spra.
D
D
The
most
recent
plan
transaction
2040
was
adopted
in
November
of
2012
identified,
23
billion
dollars
worth
of
projects,
capital
investments,
this
plan
transaction
2040
is
is
while
its
current
is,
is
soon
to
expire
and
will
be
replaced
by
the
update
that
we're
currently
working
on,
which
is
due
to
be
adopted
by
the
authority.
Hopefully,
in
October
of
this
year,.
D
Now
we
have
two
funding
sources
or
two
funding
streams.
One.
If
you
look
to
the
circle
on
the
right,
one
stream
is
referred
to
as
the
30
percent,
local
distribution
revenue
and
the
other
is
the
70
percent
regional
revenue
fund,
and
essentially
these
two
funds
were
created
specifically
with
with
two
purposes
in
mind:
the
red
slice
of
the
pie
there.
The
30
percent
fund
is
intended
for
local
distribution
by
jurisdictions
such
as
Arlington
County,
at
their
discretion,
subject
to
the
requirements
of
the
law,
which
essentially
means
this
money
can
be
spent
on
transportation
projects.
D
In
Northern
Virginia
so
that
money
MBTA
receives
from
the
state
and
passes
straight
through
to
member
jurisdictions
like
Arlington
County,
the
70
percent
regional
revenue
of
the
larger
amount
of
money
is
held
by
MBTA
and
used
to
allocate
funding
to
regional
projects
that
are
included
in
our
long.
A
regional
plan.
D
So,
based
on
that,
the
funding
we've
received
since
July
of
2013,
in
other
words
the
fiscal
year
2014
year
and
subsequently
fiscal
year,
15,
16
and
17
for
four
years
of
funding,
we've
we've
allocated
close
to
a
billion
dollars
worth
of
funds
to
two
regional
projects
in
Northern
Virginia,
which
I
recognize.
You
cannot
see
the
specifics
of
on
this
graphic,
but
essentially
these
are
the
projects
that
the
money
has
been
allocated
to
and
and
for
reference.
D
D
So
that's
that's
kind
of
what
we've
done
so
far
with
the
money
and
now
the
point
of
this
evening
is
to
kind
of
to
look
ahead
with
where,
where
we're
going
now
in
terms
of
funding
allocations,
so
I
new
plan
when
it's
adopted
as
a
mission
later
this
year.
This
is
the
first
update
since
the
passage
of
House
Bill,
23
13.
So
it's
for
us.
D
It's
a
really
big
deal
and
part
and
parcel
of
that
is
we're
looking
at
a
lot
more
projects,
because
that
we
know
there's
a
guarantee
revenue
stream
at
the
end
of
this
process.
So
the
draft
plan
you
have
before
you
includes
358
multimodal
projects
across
Northern
Virginia,
which
have
been
divided
up
into
11
regional
corridors
which
in
turn
have
been
divided
into
28
corridor
segments.
D
There's
some
other
information
on
here,
but
essentially
we're
we're
kind
of
trying
to
be
consistent
with
the
way
planning
is
done
within
the
region,
but
recognize
that
what
we're
doing
in
Northern
Virginia
is
is
somewhat
different.
We
have
an
unconstrained
plan,
meaning
when
we
are
looking
at
the
totality
of
needs
looking
at
what
can
be
done
to
address
those
needs
without
worrying
too
much
in
the
first
instance
what
we
can
afford.
D
D
We
we've
also
included
what
we
call
a
scenario
or
sensitivity:
analysis
recognizing
that
our
horizon
year
is
2040,
and
you
know
our
crystal
ball
is
not
perfect,
so
we
can't
be
absolutely
sure
what
2040
will
look
like
today.
So
we
wanted
to
do
some
sensitivity
analysis
as
well
just
to
get
an
idea
of
you
know
if
the
future
looks
different
to
the
plan
as
we've
forecasted
it
and
how
robust
will
our
findings
be
under
those
different
scenarios?
So
that's
that's
something
new
we've
not
done
before.
D
Don't
don't
stare
too
long
at
this,
this
graphic
you're,
you're
kind
of
go
dizzy
and
fall
over,
but
essentially
what
we're
trying
to
show
here.
This
is
looking
out
to
2040,
looking
typically
a
commute
patterns,
and
you
see
well,
hopefully
you
can
see
up
in
kind
of
like
in
the
ten
eleven
PM
position,
an
orange
chord,
which
is
the
Arlington
part
of
this
circle,
and
so
the
lines
coming
out
of
Arlington
indicate
where
people
who
live
in
Arlington
travel
to
work
and
and
the
other
colored
lines
coming
into
Arlington.
D
D
You
also
see
quite
a
lot
of
people
live
in
Fairfax,
County,
commute
to
Arlington
County
and
then
myriad
other
lines
which
show
you
people
coming
from
all
over
the
region
and
from
other
parts
of
the
Commonwealth
and
other
parts
of
Maryland's
who
work
or
will
be
working
in
2040
in
Arlington,
and
essentially
what
this
is
telling
us
is.
We
don't
have
a
single
problem
to
fix
it.
This
is
a
very
complex
pattern
of
travel
demands
and,
as
a
result,
we
have
a
very
complex
plan
to
address
that.
D
We've,
as
I
mentioned
earlier,
we've
focused
on
on
regional
needs,
using
corridors
and
corridor
segments
to
evaluate
groups
of
projects.
This
is
kind
of
getting
a
bit
technical
I'm
happy
to
come
back
to
this.
If
you
have
questions
on
it,
the
plan
itself
imation
contains
358
projects
with
an
estimated
cost
of
forty
four
billion
dollars.
I
would
note
that
10
to
13
billion
dollars
of
their
estimated
capital
cost
is,
is
associated
with
project
components
that
are
outside
of
Northern
Virginia.
D
So,
for
instance,
you
know
a
tunnel
for
metro
rail
into
DC,
New,
River,
crossings
of
Tomek
outside
of
the
Beltway
and
other
things
that
cross
the
river
in
general
include
cost
components.
The
Northern,
Virginia
Transportation
Authority
cannot
legally
fund
because
they
are
outside
of
Northern
Virginia.
So
we
think
we
felt
it's
very
important
to
include
those
in
the
plan
because
they're
critical
to
transportation
demand
in
the
region
per
that
earlier.
Diagram
I
showed
you,
but
we
have
to
recognize
that
we
can't
fund
everything.
D
That's
in
the
plan,
even
if
we
had
all
the
money
there's
some
things
we
legally
cannot
fund.
The
project
types
are
very
broad,
ranging
multimodal
the
numbers
that
you
have.
There
add
up
to
more
than
358.
That's
because
some
projects
represent
different
project
types.
So
there's
a
certain
amount
of
double
counting,
both
the
number
of
projects
and
in
the
total
project
cost.
D
So
turning
to
the
overall
impacts
of
the
plan,
don't
focus
too
much
on
any
of
the
specifics
on
here,
but
just
kind
of
take
the
general
impression
on
the
Left.
We
have
what
we
call
the
no
build
for
2014.
This
is
what
conditions
will
be
like
if
we
don't
do
anything
other
than
the
projects
that
are
already
fully
committed
and
fully
funded.
D
This
is
what
2040
will
look
like
using
the
15
weighted
performance
measures
that
we
used
the
this.
The
central
map,
that
what
we
call
the
draft
plan
is,
is
what
changes
as
a
result
of
the
358
projects,
and
then
the
the
map
to
the
right
is
showing
you
in
green,
where
things
got
better
and
in
red,
where
things
got
worse
as
a
result
of
the
358
projects.
D
So
a
lot
of
green
on
that
right-hand
map,
but
still
some
red
and
and
if
you
take
a
glance
of
the
the
middle
map,
you
still
see
some
some
deep
purple
blue,
dark,
pink
kind
of
colors
which
indicate
all
those
things
get
better.
They
don't
get
fixed.
So
you
know
congestion
and
the
other
measures
that
are
taken
into
account
here
are
a
reality,
at
least
based
on
the
projects
that
have
been
evaluated
within
this
raft.
Transaction
plan.
D
I
won't
dwell
on
this,
but
as
I
mention
we
looked
at
scenarios
of
alternate
futures.
We
call
them
that
the
four
scenarios
are
listed
here,
ABC
and
D.
Essentially
we
tried
to
find
things
that
were
plausible,
but
not
what
we
were
predicted
to
happen,
or
certainly
not
what
we
would
prefer
to
happen,
but
things
that
will
stress
our
analysis
to
see
how
robust
the
analysis
is,
and
essentially
we
did
actually
find
that
the
analysis
was
pretty
robust
on
the
basis
that,
for
the
most
part,
things
will
a
forecast
to
be
pretty
bad
in
2040.
D
So
it
wasn't
difficult
to
make
things
better,
but
there
were
some
important
lessons
we
learned
as
well,
which
I'll
come
to
in
just
a
moment,
so
had
some
basic
findings
here
which
I
won't
read,
but
just
wanted
to
highlight
that
the
second
bullet
in
blue,
no
single
project
program
or
policy
will
address
all
the
region's
transportation
needs.
You
know
we'd
love
for
there
to
be
a
silver
bullet
out
there.
But,
frankly,
if
there
was,
you
would
have
found
it
long
ago
and
fixed
it
that
that
is
not
there.
D
So
we
need
a
kind
of
an
all-of-the-above
approach
to
transportation
in
2044.
All
I've
shown
you
about
the
impact
of
the
draft
plan
with
358
projects.
We
can
barely
afford
with
our
projected
revenues
to
70%
revenues
between
now
and
2014.
We
can
barely
afford
to
fund
a
quarter
of
the
project
so
there
in
the
plan-
that's
not
to
say
they
can't
be
funded,
but
they
would
have
to
be
funded
using
not
just
MBTA
money
but
other
sources,
including
MBTA's
30%
revenues.
Obviously
that's
of
a
discretion
of
the
jurisdictions,
but
that's
another
source.
D
The
Commonwealth
smart
scale
process
also
is
another
source,
federal
and
other
private
contributions,
whatever
that.
So
we're
not
saying
they
can't
be
done.
We
just
say
it
can't
be
done
exclusively
with
MBTA
regional
revenues
and
that
the
final
bullet
on
this
page
emerging
trends
in
technology
and
travel
preferences,
perhaps
a
not
a
silver
bullet,
but
maybe
a
silver
lining.
D
It's
possible
that
the
future
will
change
in
ways
that
are
significant
enough
to
to
cause
some
of
the
funding
to
no
longer
be
needed,
but
that's
something
where
it's
very
early
days.
We
can't
make
a
hard
recommendation
on
that,
because
we
simply
do
not
have
the
data
to
base
any
such
recommendation
on.
D
D
Staff
have
copies
here
which
they're
keeping
in
the
offices,
and
these
are
obviously
available
online
as
well,
and
so,
if
anyone
needs
more
hard
copy
or
needs
to
have
need
help,
finding
the
electronic
version
would
be
Weill.
County
staff
would
be
pleased
to
help
with
that
I'll
take
any
questions
you
may
have.
A
E
Okay,
thank
you.
Mr.
chairman
I
have
a
few
questions
for
the
speaker,
basically
I'm.
Looking
at
the
cost
estimates
here,
44
billion,
that's
the
most
recent
estimate,
what
you
just
mentioned,
with
about
23
billion
a
little
bit
over
that
for
transit
and
the
roadway
of
19
billion
and
some
other
cost
items.
My
question
really
generally
and
I'll
elaborate
on
this-
is
how
dependent
are
these
cost
estimates
on
some
key
assumptions.
For
example,
in
the
case
of
project
100
I
looked
at
the
transaction
plan
and
I
found
that
this
is
involving
Metro
Rail
fleet
expansion.
E
Now,
in
view
of
the
fact
that
Metro
rails
financial
conditions
so
uncertain,
and
that
the
most
recent
Metropolitan
Washington
Council
of
government
reports
is
shown
in
the
April
27
issue
of
the
post
shows
a
shortfall
of
about
seven
and
a
half
billion
dollars
over
the
next
ten
years.
Now,
some
of
that
shortfall
presumably
will
be
covered
by
the
plan,
and
my
question
here
is
I'm,
not
gonna.
D
Try,
commissioner
Warren,
thank
you
for
your
question
and
I
should
also
stressed
earlier
that
the
adoption
of
transaction
doesn't
result
in
any
immediate
allocation
of
funds
to
projects
that
be
that's
the
unconstrained
part
at
the
plan.
We
look
at
all
the
needs.
We
look
at
all
the
cost
to
address
those
needs,
but
it's
unconstrained.
D
We
get
to
the
constrain
part
through
what
we
call
our
six-year
program
process,
which
will
will
kick
in
immediately
transactions
adopted
which,
as
I
said,
will
hopefully
be
in
October
and
then
so
will
start
to
allocate
funds
to
projects
in
about
this
time
next
year,
so
that
that
process
is
yet
to
happen.
But
to
your
question
about
Metro
funding,
yeah
we're
at
me
obviously
were
happily
aware
that
Metro
has
got
other
priorities
and
funding
constraints
right
now.
D
The
process
we
go
through
is
is.
Is
that
we
we
look
at
the
requests
we
received
for
funding
for
our
six
year
program
and
will
probably
be
updating
this
every
two
years.
We
look
at
the
requests.
We
do
an
analysis
based
in
part
on
what's
in
transaction
and
in
part
on
on
what
we
call
well,
it's
hip
to
cost
calculations,
and-
and
essentially
we
look
to
see
what,
how
much
money
we
have.
D
We
look
to
see
how
the
project
score
we
take
into
account
other
considerations
that
you
can't
put
into
a
mathematical
formula
and-
and
the
authority
makes
a
recommendation,
so
the
first
step
would
be
as
far
as
metro
is
concerned.
Is
metro
or
all
the
member
jurisdictions
would
have
to
make
a
request
for
funding
related
to
metro
rail.
So
you
know,
and
we're
too
early
to
be
able
to
figure
out.
You
know
exactly
what
that
would
be
if
it
happens,
but
that
would
be
the
first
step
for
us.
D
We
have
we
estimates
for
our
six-year
program
about
1.5
billion
dollars
available
in
imp
a
go
cash
revenues
over
the
six
year
period.
We
also
have
the
ability
to
use
debt
finance
up
to
about
the
same
amount
somewhere
in
the
1.5
billion
all
park,
so
we
we
actually
have
quite
considerable
financial
resources
to
support
the
projects
that
funding
is
requested
for
including
metro.
D
So,
but
you
know
one
of
the
biggest
were
the
biggest
projects
in
the
list:
I'm
not
sure
if
it's
the
one
you
referred
to,
but
the
biggest
one
that's
on
the
project
list
is,
is
for
a
new
blue
line
alignment
from
Roslin
to
Union
Station.
Our
estimate
for
that
which
was
developed
in
conjunction
with
Metro,
is
about
seven
billion
dollars,
but
remember
also,
as
I
said
earlier,
that
things
that
are
outside
Northern
Virginia.
D
We
can't
fund
we're
not
legally
allowed
to
fund
things
outside
of
Northern
Virginia,
so
in
order
for
us
to
fund
that
project
or
any
other
project
like
it
maryland's
and
the
district
would
have
to
align
their
resources
with
hours
in
order
to
be
out
of
fun
projects
of
that
magnitude,
and
so
it
it's
it's
a
difficult
thing
to
predict
right
now
as
to
whether
DC
and
Maryland
would
be
ready
to
do
that.
But
that's
that's
the
process
that
we
would
follow
when
the
time
comes
now.
D
E
It
your
understanding
that
the
responsibility
lies
primarily
with
Metro
in
its
plan
to
initiate
to
say
we're
going
to
spend
within
that
ten
year
period
that
we
have
a
priority.
Little
rail
car
replacement,
for
example,
has
been
a
priority
and
they're
doing
that,
and
then
over
the
next
say
two
to
three
years.
Metro
would
say
X
number
of
dollars
on
this
and
upgrades
and
so
on,
and
then
they
say
we'll.
However,
beyond
that
two
or
three
year
period,
it's
up
to
n
VT
and
we're
not
too
sure
what
they're
going
to
come
up
with.
D
It's
much
more
collaborative
than
that:
we're
not
a
funding
stream
to
Metro
or
any
other
jurisdiction
with
respect
to
the
70
percent
funds.
We
fund
projects
with
that
with
that
money.
So,
essentially,
you
know
MBTA
that
the
Northern
Virginia
jurisdictions,
including
Arlington,
would
work
with
Metro
Rail
to
figure
out.
You
know
what
the
priorities
were,
what
could
be
afforded
at
what
point
in
time?
Ii
don't
envision.
D
Is
it
something
that
would
need
all
the
funding
in
one
go,
so
the
first
step
might
be
to
do
some
preliminary
planning
and
design,
and
so
you
know
they
could
make
request
for
a
small
amount
of
funding
first
and
then
work
through
the
process
that
you
develop
more
detail
plans
and
eventually
come
and
ask
for
construction
funding,
but
the
Metrorail
couldn't
get
all
of
that
money
from
us.
They
could
get
some
of
it
from
us,
but
they
couldn't
get
all
of
it
from
us.
Okay,.
E
Another
question
a
long
one
more
managable
here:
another
project
is
identified
on
project
as
the
project
32
and
it
talks
about
either
BRT
the
bus,
rapid
transit
or
LRT
from
Manassas
to
Dulles
parallel
to
route.
28
and
I
know
that
generally,
the
cost
vary,
but
BRT
is
around
a
third
to
a
half
depending
upon
the
alignment
of
LRT.
So
that's
a
very
expensive
project
light
rail
is
anyway,
and
so
my
question
here
is
with
a
major
project
like
this.
E
When
you're
talking
about
either
this
or
that
there
it
puts
a
lot
of
doubt
into
the
the
amount
of
money.
If
you're
going
to
have
a
BRT,
for
example,
it
would
be
a
lot
less
money
and
so
does
I
just
like
this
one
project
that
there
are
many
other
expensive
projects.
How
do
you
account
for
the
uncertainty
of
that,
because
that
uncertainty
is
a
major
element
here.
D
That's
right
for
that
sort
of
project.
The
starting
point
may
be
actually
to
do
some
detailed
study
and
preliminary
engineering,
as
was
done
for
the
envisioned
route
7
project
from
Fairfax
through
Falls
Church
Arlington
Alexandria,
to
look
at
exactly
what
you're
talking
about
BRT
and
LRT
options,
and
that
project
as
I'm
sure
you
know,
came
up
with
a
with
a
BRT
solution
based
on
you
know
the
demand
levels
that
they
were
expecting
and
and
and
the
kind
of
a
streetscape
that
they
were
trying
to
engineer
the
solution
into
for
something
along
Route
28.
D
You
know
that
it
would
depend
on
the
availability
of
land.
You
know
land
may
be
more
readily
available
at
lower
cost,
both
environmentally
and
financially
and
and
if
the
demand
is
very
high,
then
an
LRT
solution
might
be
more
appropriate
in
that
situation.
But
you
know,
obviously
a
lot
of
analysis
would
need
to
be
done
at
the
front.
End
I,
don't
envision
with
a
project
like
that,
we
would
start
with
a
request
for
construction
funding.
We
would
start
with
a
request
for
either
a
study
or
if
a
study
has
already
been
done,
some
some
detail.
D
E
Follow-Up
question
on
this:
that's
an
interesting
point:
does
the
forty
four
billion
represent
the
top
estimate
of
these
projects
because
it
can
range,
many
of
them
can
range
or
a
middle
point
generally
in
forecasting
costs
it's
wise
to
say,
here's
a
top
estimate.
If
we're
going
to
do
this
and
here's
a
middle
range
of
what
we
think
is
most
likely
based
on
funny
another
thing
and
then
here's
a
low
estimate.
If
we
don't
get
some
projects,
I,
don't
see
that
in
here.
Is
that
a
useful
thing?
Do
you
think
thing
to
do?
No.
D
D
It
doesn't
commit
anyone
to
that
cost,
but
it
put
puts
things
into
the
right
ballpark
when,
when
jurisdictions
and
agencies
a
apply
for
funding
from
us
as
part
of
our
six
year
programming
process,
they
have
to
come
to
us
with
much
more
detailed
cost
estimates
and
they're
the
ones
that
they
do
get
locked
in.
But
that's
on
the
jurisdictions
and
the
agencies,
it's
not
on
MBTA.
We
do
our
due
diligence
on
it,
but
it's
a
responsibility
of
the
organization.
D
A
So
I
know
our
transportation
models
are
always
quite
good
at
taking
into
account
the
fact
that
land-use
affects
transportation
demand.
You
know
the
more
people
are
living
there,
the
more
likely
they
are
more
demand,
there's
going
to
be
four
trips
and
when
those
people
are
looking
in
dense
urban
type
development,
a
lot
of
more
of
that
and
tends
to
go
towards
transit
or
they
bike
or
walk
to
where
they
need
to
go.
A
Is
the
modeling
here
for
transaction
capture,
sort
of
the
opposite
effect,
the
fact
that
more
transportation
infrastructure
we
build
that
ends
up
impacting
the
land-use
around
that
infrastructure.
For
instance,
you
know
we're
building
a
highway
to
an
area.
That's
currently
very
you
know
rural
and,
and
you
know,
farms
and
that
sort
of
thing
and
all
of
a
sudden
you
can
get
into
DC
in
a
much
faster
way,
and
so
people,
you
know,
start
building
houses
there,
because
all
of
a
sudden
it's
an
attractive
place
to
live
or
a
you
know,
better
transit.
A
D
D
That
said,
the
modeling
approach
we're
using
is
is
built
around
the
MW
cogs
around
9.0
land-use
forecast
for
2040
and
so
in.
In
a
sense
you
know
we
we're
mostly
looking
in
the
land
use
and-
and
so
you
know,
the
extent
to
which
big
transportation
projects
will
change,
that
land
use
isn't
really
taken
into
account,
although
is
acknowledged
so
I
think
you
know
what
we've
tried
to
do
is
give
it
our
best
shot
at
understanding
what
the
problems
are
forecast
to
be
based
on
the
growth.
D
And
so
that's
that's
the
reality
that
we're
trying
to
deal
with
first
and
foremost,
but
MBTA
doesn't
have
responsibility
for
land-use
planning
decisions
that
rests
with
the
member
jurisdictions.
So
there's
there's
a
limit
to
what
we
can
do.
We
don't
control
that
we
can't
really
influence
it
because
we
recognize
that's
a
line
we
don't
cross
and-
and
so
we
kind
of
you
know,
we
can't
really
get
inspecting
too
much
detail.
Well.
D
I
would
say
that
two
of
the
scenarios
that
we
evaluated
were
land-use
based
scenarios,
which
essentially
looked
at
the
growth,
that's
forecast
between
now
and
2014,
and
what
we
did
is
we
we
reallocated
that
growth
away
from
where
cog
had
placed
it
to
one
extreme.
We
put
more
of
the
growth
into
the
region's
activity
centers
and
to
the
other
extreme
we
kind
of
distributed
it
a
way
more
into
a
sprawl
scenario,
and
that's
certainly
highlighted
that
you
know,
whichever
part
you
go
down,
causes
problems
even
even
putting
more
growth
in
the
activity.
D
A
Is
this
is
my
big
concern
about
HP
$5.99
and
about
all
this?
Regional
planning
is
that
by
going
to
this
scoring
system,
this
makes
all
of
us
decision
makers.
You
know
us
in
an
advisory
capacity
and
all
of
the
leaders
who
are
making
these
decisions
feel
very
good
about
these
decisions
were
picking
these
transportation
projects
based
on
hard
data.
You
know
this,
it's
the
best
bang
for
the
buck.
A
It's
the
most
congestion
relief
for
the
buck,
but
it's
in
many
ways
alive,
because
that
congestion,
relief
that
we're
measuring
is
ignoring
a
huge
part
of
what
causes
congestion,
which
is
this
shift
in
land
use.
You
know
so
we're
ignoring
the
induced
demand.
The
change
in
land
use
the
change
in
demand
and
transportation
that
happens
as
a
result
of
what
projects
we
pick
and
so
will
net
we're,
never
going
to
see
the
congestion
relief
that
we're
actually
showing
here,
because
it
will
shift
the
land
use.
A
You
know
we're
ignoring
the
fact
that
we've
got
all
this
population
that
we're
forecasting
coming.
We
got
all
these
jobs
that
were
forecasting
come
and
by
picking
transportation
projects
one
way
or
another.
We
can
influence
where
those
jobs
go.
We
can
influence
where
that
population
goes
by
saying
you
know
now
it's
faster
to
get
here
via
transit,
or
now
it's
faster
to
get
here
via
Road,
but
we're
not
thinking
that
way.
We're
thinking
it's
entirely
the
other
direction.
We
need
to
look
and
see
where
the
congestion
is
and
build
projects
there.
A
So
when
we're
basing
scores
on
a
congestion
relief
measure
that
is
inherently
flawed,
we're
making
decisions
that
we
feel
very
good
about
that.
We
shouldn't
be
feeling
very
good
about
and
that
that
is
my
issue
with
HB
599
and
with
how
we
do
our
transportation,
modeling
and
I'm
sure
other
commissioners
have
questions
or
feedback,
and
then
we
have
much
more
on
our
agenda
to
get
to
Commissioner
Perez,
who
does
not
have.
F
A
microphone
thank
you,
I
actually
want
a
second.
Your
point
there
with
there
was
an
interesting
article
in
the
Atlantic
a
few
months
ago
about
this
very
point,
which
is
that
if
you
look
at
a
lot
of
the
way
that
transportations
been
designed
over
the
last
50
years,
it
shifted
a
lot
of
land-use
out
towards
suburbs
and
had
a
detrimental
effect
on
city
centers
in
many
ways,
and
so
I
will
contest
one
point,
which
is
that
I,
don't
necessarily
think
it's
the
job
of
the
modelers
to
determine
the
utility
function
in
a
sense.
F
I
think
it
is
the
job
of
legislators
and
in
a
lot
of
ways.
If
the
goal
is
to
decrease
congestion,
then
that's
what
the
modelers
are
going
to
model
right.
If
the
goal
is
to
create
you
know
more
vibrant
urban,
multimodal
communities,
then
that's
what
will
be
modeled,
and
so
ultimately,
if
what
we're
trying
to
influence
is
the
way
that
it's
scored,
you
have
to
influence
the
utility
function.
E
One
other
quick
question
that
the
last
thing
that
you
mentioned
I
think
on
the
last
page
is
very
interesting,
especially
in
view
of
the
Chairman's
comments
here
about
land
use.
One
of
the
more
intriguing
things
is
the
automated
vehicle,
and
you
mention
or
suggest
that
saying.
Emerging
trends
and
technology
and
travel
preferences
may
improve
conditions
by
understanding
having
gone
to
some
conferences
and
read.
A
lot
about
automated
vehicles
is
that
they
will
increase
the
capacity
of
existing
roads
because
you
can
get
them
a
lot
closer
together.
E
D
No
you're
absolutely
right
that
there
are
many
things
that
could
happen
and
and
the
reality
is
we
just
don't
know
at
this
moment
in
time.
We
don't
know
what
the
consumer
interests
will
be
in
terms
of
actually
buying
either
that
sort
of
vehicle
or
buying
mobility
services
using
that
sort
of
vehicle.
We
we
don't
know
exactly
what
will
happen
with
regard
to
people's
willingness
to
to
maybe
share
ownership
of
a
vehicle
or
to
share
the
use
of
a
vehicle
in
the
future.
There
are
a
lot
of
uncertainties
there.
D
D
You
know
big
concerts,
whatever
I
mean
they
may
be
planned,
but
they
may
be
unusual
in
terms
of
regular
traffic
patterns
and
and
so
the
congestion
related
to
those
sorts
of
things.
What
we
call
non-recurrent
congestion,
it
could
be
substantially
mitigated
by
these
technologies,
in
particular,
but
crashes
being
the
biggest
one
of
all.
If
you
can
avoid
or
greatly
reduce
the
number
of
crashes
due
to
human
error,
which
this
technology
promises,
then
that
alone
is
is
going
to
have
a
huge
impact.
D
B
Our
next
item
is
item
three,
the
VRE
Crystal
City
station
improvements.
This
item
is
public
comment
which
we
currently
have
ten
speakers
for
and
at
our
last
meeting
we
had
VRE
staff,
give
us
a
very
comprehensive
overview
of
their
planning
study
for
this
item
and
also
we
will
be
adding
a
special
meeting
on
September
13th
to
address
this
item
before
it
goes
to
the
County
Board
I
believe
on
September
16th.
So
with
that
this
is
really
to
collect
public
comment.
This
was
open
at
our
last
meeting
for
public
comment.
B
B
Let
everyone
know
that
this
is
being
recorded,
it's
also
being
broadcasted
on
Arlington,
County,
cable
and
also
on
the
county
website,
but
it's
also
being
digitally
recorded,
so
there'll
be
an
icon,
so
this
can
be
played
back
basically
about
48
hours.
After
this
meeting
and
I'll
call
the
speakers
in
order
that
I
received
them.
G
Good
evening
my
name
is
Curt
Becky
I'm,
the
vice
president
of
the
crystal
gateway
condominium
at
1,300,
crystal
Drive
at
the
far
north
end
of
crystal
Drive
and
I'm
speaking
on
behalf
of
our
board
of
directors.
First
I
want
to
thank
you
for
hearing
that
we
are
concerned
and
for
adding
this
public
speaker
forum
to
this
meeting.
We
do
appreciate
it.
I've
lived
in
three
locations
along
Crystal
Drive
over
the
past
25
years,
twice
I've
lived
in
the
waterpark
towers.
Building
that
is
the
closest
to
the
current
VRE
station.
G
I
can
tell
you
from
personal
experience
that
it
is
loud.
Do
you
learn
to
live
with
it
sure
you
do,
but
you
don't
learn
to
love
it
and
you
can't
learn
to
ignore
it
believe
it
or
not.
After
all
these
years,
the
airplanes
you
can
learn
to
ignore
the
train
with
its
stopping
and
starting.
Well,
you
never
do
if
you
love
crystal
city
for
all
of
its
positives
as
I.
G
Do
you
keep
coming
back
and
like
so
many
military
who've
lived
there
while
serving
you
even
eventually
retire
here,
and
if
you
believe
in
your
county
government
as
I,
do
you
figure
that
everything
gets
better
and
eventually
they'll
be
able
to
fix
that?
Well,
ladies
and
gentlemen,
that
time
has
arrived
and
to
combine
Charlie,
Brown
and
David
Bowie,
you
can
be
goats
or
you
can
be
heroes.
You
have
the
opportunity
to
dramatically
improve
the
single
greatest
irritant
de
living
in
this.
G
Otherwise
wonderful
area,
the
train,
noise
or
you
can
again
let
a
train
station
be
built
right,
dead
center
behind
a
residential
building
and
deeply
upset
a
community.
That
knows
there
is
a
solution
that
solves
this
problem.
It's
clear
to
us
that
the
VRE
has
created
an
analysis
that
fits
a
predetermined
solution,
option
two,
and
it
does
so
in
a
way
that
insulting
Li
told
the
communities
residents
that
they
actually
have
no
concerns
rating
community
and
environmental
impacts
across
the
board.
As
even
was
ludicrous
telling
us
that
there's
no
noise
difference
is
patently
absurd.
G
These
people
behind
me
are
not
here,
because
there
are
no
impacts.
Now
you've
figured
out
that
this
is
an
issue
that
has
generated
deep
anger
and
resentment
among
those
who
live
along
Crystal
Drive.
This
is
a
community
that
is
supporting
each
other
and
will
continue
to
push
for
the
option
that
provides
improved
service
for
the
very
commuters
improved
access
to
the
businesses
and
the
commerce
that
they
frequent
and
much
improved
quality
of
life
for
the
residents
who
actually
live
here
who
are
counting
on
you.
G
The
boards
of
directors
of
the
Crystal
Drive
condominiums
have
put
each
other
on
speed
dial
on
this
issue.
We
are
in
sync
I'm
from
crystal
gateway
across
from
option
1.
We
could
look
at
your
option
to
solution
and
smile
smugly
to
ourselves
and
walk
away,
but
we
will
not,
because
the
process
has
been
so
wrong.
The
priorities
have
become
so
skewed
and
especially
because
we
support
the
rest
of
our
fellow
residents
in
pushing
what
is
the
right
answer
for
Crystal
City
option:
3
the
contrary
to
what
you
may
assume.
G
We
do
not
oppose
progress,
we
embrace
it.
We
are
not
Luddites
or
geezers
who
want
to
keep
things
the
way
they've
always
been.
We
are
doctors,
lawyers,
military
leaders,
diplomats,
business
and
government
executives.
We
have
visions
of
what
crystal
city
can
be
if
only
you'll
see
past
the
narrow
view
of
distance
to
the
Metro
and
think
bigger,
think
grander.
Think
of
this
is
creating
the
Crystal
City
destination
community
of
the
future
and
not
merely
the
Crystal
City
train
stop
in
route
to
other
places.
You're
a
transportation
committee
I
get
that.
G
G
Ok,
in
fact,
option
3
puts
most
of
the
commuters
who,
by
and
large,
walk
closer
to
their
destinations.
The
bus
riders
will
have
the
closest
bus
stop
of
all
three
options
and
that
small
percent
who
take
the
metro
will
still
have
but
a
short
walk
with
option.
3.
You
know
that
within
one
year
no
very
commuter
will
even
notice
the
difference,
but
that,
with
that
option
you
will
have
endeared
yourselves
to
this
community
and
solved
the
problem.
We've
been
desperate
to
have
solved
a
solution
that
we
know
you
can
solve.
H
The
criteria
that
they've
applied
it's
very
unclear
how
those
criteria
are
weighted,
how
they
actually
applied
the
criteria
to
get
their
red
green,
yellow
they're,
using
the
criteria
to
narrow
down
to
a
single
option
to
analyze
in
their
NEPA
document.
I
would
very
strongly
encourage
you
to
support
the
idea
that
they
analyzed
all
three
of
the
options
in
their
environmental
documentation.
They
should
be
looking
at
a
range
of
alternatives.
There
actually
are
some
nuanced
differences
between
those
alternatives
that
would
come
out
if
they
analyzed
all
of
them.
H
None
of
their
study
about
conditions
at
the
time
are
based
on
what
the
projections
are
going
to
be
for
noise
levels
for
transportation
levels
in
2021,
they're
doing
their
evaluation
strictly
on
what
the
conditions
are
right
now
and
actually
most
of
their
data
points
are
from
2016
or
2015.
So
I
see
that
as
a
fault
that
they
need
to
look
and
then
the
larger
issue
is
cumulative
impacts.
There
are
a
lot
of
projects
that
are
being
proposed
along
that
line,
not
the
least
of
which
is
the
long
bridge
project.
H
Those
two
are
very
much
dependent
on
each
other.
The
changes
that
VRE
is
going
to
do
for
both
Crystal
City
and
L'enfant
Plaza
have
to
be
tied
together
with
the
long
bridge
project,
because
the
long
bridge
project
has
to
tie
into
both
of
those
stations,
and
there
was
no
mention
of
the
long
bridge
project
at
all
in
any
of
the
public
meetings
for
the
VRE
station.
So
with
that,
thank
you.
I
J
Good
evening,
everyone
Cristal
president
of
the
Crystal
City
Civic
Association.
Somehow
the
County
Board
has
decided
that,
even
though
the
concerns
of
the
Crystal
City
residents
regarding
your
VRE
station
relocation
are
not
primarily
related
to
to
technical
transportation.
Issues
to
hearings
with
this
commission
are
the
only
opportunities
we
are
being
offered
to
express
our
views
prior
to
the
County
Board
decision-making
session
in
September.
Apart
from
a
refusal
to
offer
us
a
direct
dialogue,
we
can
keyboarder
staff
until
this
point.
J
It
seems
that
the
for
us
obvious
venue
for
our
broad
concerns
and
issues,
namely
the
Planning
Commission,
is
not
available
to
us
either.
The
contrast
with
a
full
SPRC
process
for
a
new
building
or
the
PFIC
process
for
come
to
a
facility
is
rather
telling
so.
This
is
why
we
now
put
faith
in
your
willingness
to
listen
to
the
whole
gamut
of
concerns
and
to
grapple
with
both
non
transportation
aspects
and
a
basic
issue
of
county
disregard
for
the
quality
of
life
of
our
residents.
J
Plainly,
we
need
your
support
for
the
unified
view
of
the
residents
that
a
railway
station
is
not
the
kind
of
infrastructure
with
all
its
access
issues
and
environmental
impacts
which,
from
places
flush
against
a
pair
of
residential
buildings
as
under
option.
One
would
chew
when
there
is
a
perfectly
good
of
three
placing
it
in
the
back
of
office.
Buildings
mirror
a
mere
400
feet
away.
J
Ironically,
this
means
that
instead
of
seeing
you
getting
down
into
the
weeds
to
try
to
determine
miniscule
access
related
differences
between
options,
we
need
for
you
to
do
just
the
opposite
and
appreciate
that
these
differences
are
so
negligible
and
even
or
even
contradictory
that
they
do
not
in
any
way
justify
that
the
very
basic
quality
of
life
argument
should
be
dismissed.
We
fully
appreciate
and
support
the
notion
of
transit
connectivity.
J
This
is
vital
from
an
economic
and
developmental
standpoint,
and
fortunately
it
does
make
option
three
perfectly
feasible.
We
also
generally
appreciate
the
notion
of
facilitating
the
transfer
to
other
modes
of
transportation
for
VRE
passengers.
However,
we
underscore
what
is
openly
stated
by
both
the
orion
country,
namely
that
only
18
percent
of
passengers
actually
continue
on
metro
rail
more
than
sixty
percent
happy
to
walk
to
their
destinations
within
Crystal
City,
predominantly
to
point
south,
something
which
perfectly
fits
option.
J
Three
and
I
should
add
that
we
are
also
aware
that
when
you
made
your
line
and
owner
in
Crystal
City
jbg
boo,
would
they
also
accept
option
three,
as
the
alternative
most
of
the
rest
of
the
very
passengers
used
Metro
by
bus
to
go
some
short
distance
nor
for
self,
and
these
proportions
likely
to
increase
one
of
the
Metro
by
bus
stops
is
exactly
at
the
location
for
option
three.
As
regards
Pentagon
workers,
many
of
them
prefer
to
walk,
but
the
key
here
is
that
they
should
be
fully
supported
by
our
already
existing
art
past.
J
Ninety
two,
so
the
precise,
very
station
location
should
be
a
non-issue
for
them.
Accordingly,
we
are
frustrated
and
even
upset,
but
account
is
a
determination
to
pursue
option
to
only
regardless
of
the
basic
community
concerns
on
account
of
their
desire.
I
would
even
say
obsession
about
ensuring
the
absolutely
shortest
route
for
the
modest
number
of
the
early
passengers,
using
metro
rail
under
option
3
the
walk
turn
you
Metron,
Transat
18th
and
crystal
would
be
the
same
as
the
brief
walk
from
the
current
VRE
station
to
the
current
Metro
entrance.
J
Finally,
some
of
you
might
be
aware
of
the
current
state
of
the
intersection
of
18th
and
Crystal
drive.
Even
a
B
or
e
presenters
have
confessed
their
and
awareness
of
the
horrible
and
dangerous
situation
there.
During
rush
hour,
the
floral
crystal
drive
is
complicated
by
the
semi
dedicated
bus
lane.
The
placement
of
a
busy
bus
stop
right
after
the
intersection,
the
trail
had
full
Mont
Vernon
trail
and
you
already
heavy
flow
pedestrians
and
bikers
both
workers
and
residents.
Many
of
the
issues
are
related
to
poor
and
not
easily
remedied
implementation
of
the
transit
way.
J
This
is
the
last
place
where
we
need
a
rush
new
rush
hour
stream
of
people
cutting
across
the
traffic,
as
would
happen
under
option
2.
This
influx
fits
much
better
at
allocation
of
option
3.
Thank
you
for
your
attention
and
I
remain
at
your
disposal
until
your
September
13,
meeting
and
I.
Think
of
you
and
your
colleagues
absent
tonight
already
have
an
electronic
version.
On
my
note,
thank
you.
Thank.
A
K
I'm,
the
anticlimax,
I
guess
I'm
10
years
out
of
practice,
giving
these
sort
of
presentations
and
my
eyesight
is
bad.
So
forgive
me
I'll
just
try
to
emphasize
the
points
I
submit
in
in
written
form
and
hopefully
it
when
you're
making
a
decision.
You
could
read
them.
The
additional
details,
I
wanted
to
add,
was
in
regard
to
option
2.
There
seemed
to
be
the
impression
that
there
was
a
road
way
behind
our
behind
our
1801
and
1805.
K
If
you
remember
the
three
pictures
that
option
one
and
option
three
there's
a
roadway
between
the
building
a
budding
and
the
train
tracks,
there
is
none
behind
1801
1805.
My
suggestion
would
be
to
have
the
fire
marshal's
office
weigh
in
on
this,
because
it
would
seem
to
be
putting
in
a
railroad
station
where
someone
might
have
to
be
removed
by
the
rescue
service
or
there
may
be
a
fire
in
an
inaccessible
position
where
fire,
fire
and
rescue
people
cannot
get
to
the
injured
or
endangered
people.
K
K
Further
at
the
meeting
yesterday,
when
I
think
it
was
mr.
Dorsey
tried
to
bring
up
stuff
about
sound
mitigation.
It
was
like
no
mitigation.
What
and
but
again
I
believe
Arlington
County
has
substantial
experience
with
the
sound
barriers
along
route.
66
I
was
happy
to
see
them,
and
perhaps
you
can
share,
share
your
experience
or
impose
some
requirements
if
they
want
to
try
to
push
option
to,
because
you
have
to
realize
the
horn
blasts
are
sounded
within
feet
of
people's
bedrooms.
It's
not
yards
or
hundreds
of
yards
its
feet
and
it's
a
hundred
decibel
blast.
K
That's
that
only
decreases
to
70
decibels,
a
quarter
mile
away
and
in
the
morning
I'm
a
night
person
so
in
the
morning
morning
frightens
me,
but
between
6
a.m.
and
9
a.m.
with
the
current
schedule,
there
are
1,400
decibel
horn
blasts
when
the
trains
leave
the
station.
This
is
distinguishable
from
the
arriving,
a
rival
problem,
but
again
I
wanted
to
put
that
picture
in
your
mind.
100
decibel
blasts
28
times
a
day
and
they
are
promising
us
more
trains
and
it's
right
behind
our
building
a
budding
there's.
No
road,
there's
no
sound
control.
K
L
Hi,
thank
you.
I'm
Tanya,
Giannone
I'm,
the
vice
president
of
the
board
of
directors
of
the
crystal
Park
unit
owners,
association,
personally,
I,
use
and
believe
in
public
transit,
I
use
a
daily
I've
lived
or
worked
in
arlington
county
since
2001
and
on
a
daily
basis.
I
actually
work
similar
to
you
are
here
in
terms
of
inclusive
and
evidence-based
decisions,
so,
in
that
spirit,
I
offer
these
considerations
my
neighbor
kind
of
into
it
suggested
I
mean
we
live
literally
on
top
of
option
2.
L
It
is
a
mere
20
feet
and
actually
the
garage
0
feet
so,
and
this
is
a
concern
and
as
our
neighbors
suggested,
there
is
the
notion
of
how
we
can
actually
improve
our
situation.
So
we
are
181
units
250
residents
to
date,
the
the
consultation
process
with
VR
II
has
been
disheartening
at
best
and
we've
been
belittled
as
suggesting
it's
not
not
in
our
backyard
and
that's
not
really
our
perspective.
So
I
really
have
four
questions.
That
I
would
like
you
to
consider.
As
you
advance
first
ask
yourself:
how
can
this
project
be
a
win?
L
Win,
win,
win!
Okay.
There
are
four
sets
of
stakeholders.
The
first
and
I'm
gonna
go
in
the
order
that
they
seem
to
be
perceived
as
being
considered.
The
first
are
the
VRE.
It
is
a
commuter
rail
is
about
bringing
commuters
to
Crystal,
City
or
perhaps
the
DC,
and
they
want
to
expand
their
operations
great,
but
why
not
expand
where
they
can
actually
space
expand,
transit
beyond
Metro?
Why
isn't
there's
a
fixation
on
the
connection
by
merely
feet
to
the
Metro?
Why
not
consider
servicing
their
client
their
customers
who
prefer
to
walk
when
they
get
off?
L
Sixty
percent
of
them
do
and
that
suggests
option
three.
Furthermore,
the
business
districts
are
being
is
more
of
the
growth
is
in
the
south
of
the
stations
therefore
option
three
county
officials,
you
have
stewardship
of
public
resources,
improving
economic
activity,
wouldn't
it
be
better
to
be
next
to
an
office
building
for
commuters,
wouldn't
it
be
better
to
consider
where
the
commercial
district
is
being
built
and
then,
finally,
considering
us
as
citizens
which,
to
this
point,
we've
not
been
necessarily
considered.
Okay,
the
fourth
state,
the
third
state
quarter,
VRE
riders.
L
They
want
to
walk
to
their
final
destination.
They
don't
really
want
to
make
a
combination,
so
wouldn't
it
be
better
to
service
those
sixty
percent
with
option
three
and
then
finally,
the
women,
men
and
children
in
the
live
home
crystal
drive
more
than
a
thousand
residents
and
voters,
and
we
win
because
of
option
three,
as
my
as
my
neighbors
have
already
suggested,
because
that
actually
improves
our
living
conditions.
So
that's
was
the
first
question:
how
can
you
get
a
win-win-win
option?
Three,
not
the
other
options.
L
Ask
also
why
not
expand
more
transit
public
transit
reaches
option.
Three
gets
it
closer
to
the
underserved
underserved
area,
away
from
the
metro.
It
also
improves
the
connection
to
the
airport.
Vre
is
suggesting
that
a
tunnel
is
good,
going
to
National.
Airport
I
actually
walked
to
the
airport
when
I
go
because
it's
actually
faster
than
taking
the
metro.
It's
a
ten
minute
walk,
but
as
a
woman,
I
don't
feel
comfortable
walking
through
the
tunnel
that
currently
exists,
I
walk
across
the
bridge,
ILU
even
do
it
at
11:00
p.m.
at
night
and
the
station
of
option.
L
Three
actually
puts
you
closer
to
that
bridge.
So
I
don't
understand
that
argument.
So
that
was
the
second
one.
The
third
one
is:
why
do
we
have
to
have
a
project
that
negatively
impacts
us?
Why
do
we
have
to
choose
that
solution?
Option
zero,
one
and
to
present
health
effects
they
present
the
vibration
and
the
sound
and
I
think
what's
been
unknot
discussed
to
date
is
actually
the
effect
associated
with
CSX
and
AM
tract.
They
use
the
station
okay
a
picture
yesterday.
L
If
you
want
to
see
it
there
locomotive
will
sit
an
idle
at
the
station
and
your
person.
The
proposal
of
option
two
will
have
CSX
idling,
basically
zero
feet
from
our
property
line
and
20
feet
from
bedrooms.
So
the
fact
that
the
fourth
question
to
ask
yourself
is
how
can
you
actually
move
across
move
this
project
forward
without
opposition
I?
Think
further
studies
are
obviously
necessary.
L
My
colleagues,
my
neighbors,
have
already
suggested
that
there's
the
option
to
consider
the
win-win-win
and
then
also
to
consider
the
number
of
people
affected
and-
and
you
know
in
four
days,
we've
gotten
252
people
to
sign
a
petition
and
we
haven't
even
begun
to
mobilize
so
I
do
think
that
we
need
to
be
considered
and
we
were
really
kind
of,
as
my
call
as
my
neighbors
suggested,
hoping
that
you
do
and
if
you
want
to
see
some
of
the
pictures
of
the
exactly.
If
you
haven't
been
on-site,
it's
it's
a
concern.
L
M
Good
evening,
I
am
a
condo
owner
in
Waterford
house
at
the
northern
part
of
Crystal
City,
and
an
officer
in
the
Civic
Association
for
full
disclosure.
I
would
like
to
address
quality
of
life
issues
for
Crystal
City
residents
that
we
urge
you
to
consider
not
just
the
transportation
issues
and
I
wish
to
make
two
points.
This
evening.
First
residents
of
Crystal
City,
as
the
previous
speaker
said,
are
united.
That
option
three
surrounding
commercial
buildings
is
best
for
Crystal
City.
M
This
location
would
have
the
least
impact
on
quality
of
life
for
residents,
as
it
would
place
the
station
around
commercial,
not
residential
buildings,
thereby
mitigating
noise
and
pollution.
It
would
be
best
for
commercial
interests,
putting
the
two
exits
close
to
the
largest
concentration
of
writers,
walking
to
jobs,
close
to
all
transportation
options
and
close
to
the
major
shopping
and
restaurant
areas
of
Crystal
City
and
from
a
safety
perspective.
It
would
avoid
adding
to
an
already
existing
overload
and
traffic
hazards
at
18th
and
crystal
drive
if
option
2
were
chosen.
M
Second
point:
an
upgraded
VRE
station
is
our
only
hope
for
solving
the
serious
train
horn
noise
problem
in
Crystal
City.
This
is
a
major
quality-of-life
issue
for
residents.
As
previous
speakers
have
said,
Tom
Hickey
of
VRE
yesterday
acknowledged
that
the
Crystal
City
Station
is
unique
in
that
it
is
the
only
one
in
the
VRE
system
located
so
close
to
residential
properties.
This
is
an
important
distinction.
M
Vre
did
a
noise
study
of
its
own
trains
as
they
pass
the
three
proposed
locations.
This
is
good
for
VRE
trains
which
blow
their
horns,
leaving
the
station.
We
know
this
now,
but
they
say
little
impact,
but
the
biggest
noise
problem
is
not
with
the
VRE
trains,
but
the
CSX
train
horns
coming
into
the
VRE
station.
For
example,
on
monday
a
CSX
engineer
blew
his
horn
not
twice
but
six
times
with
a
loud
blat
that
almost
knocked
me
off
of
my
balcony.
M
Some
of
the
Crystal
City
residents
negotiated
the
first
deal
with
CSX
in
2014
to
not
blow
horns
when
the
VRE
station
is
closed.
So
we
know
there
is
flexibility
in
cSX's
policies,
CSX
told
us
them.
They
were
worried
about
the
VRE
station,
not
having
sufficient
security
and
warning
mechanisms.
Obviously,
then,
the
solution
is
to
put
into
the
upgraded
VRE
station
the
appropriate
measures
that
would
allow
CSX
to
again
be
flexible
in
modifying
its
policies.
We
appreciate
the
county
and
VRE
lawyer.
M
A
N
Among
them
were
airports
and
military
installations
were
also
in
there,
but
it
specifically
mentioned
railroad
noise.
Well,
I
was
a
little
curious
about
that.
So
I
went
back
and
I
did
my
research
I
looked
through
title
49
of
the
United
States
Code
I'm
sure
all
of
you
are
very
familiar
with
that
and
the
Code
of
Federal
Regulations
and
in
title
49
of
each
of
those
two.
There
are
two
circumstances
where
communities
can't
interfere
with
air
horn
noise.
One
of
them
is
at
grade
crossings.
N
Well,
we
don't
have
any
of
those
in
Arlington
and
the
second
case
is
in
the
issues
dealing
with
the
safety
of
railroad
workers.
I
was
just
sad
to
hear
on
the
news
today
that
apparently
two
railroad
workers
were
killed
at
Union,
Station
and
I.
Don't
know
the
details,
maybe
some
of
you
do
better,
but
one
apparently
stepped
off
of
a
freight
train
and
was
hit
by
an
Amtrak
train
coming
the
other
way.
I
don't,
but
the
safety
of
railroad
workers
is
paramount.
N
To
me,
my
grandfather
was
one
of
them
now
the
attorney
for
the
county,
mr.
MacIsaac
and
I
was
glad
to
see
him
last
night.
He
came
back
with
the
point
of
view
that
well
railroad
companies
have
to
have
operating
manuals
and
as
such,
that
is,
and
his
words
were
the
fact
that
CSX
has
to
have
a
manual
to
describe
when
they
blow
their
horns
that
that's
quote
tantamount
to
federal
preemption
I,
just
told
him.
I
thought
that
was
a
very
a
very,
very
liberal
definition
of
I
talk
faster
here.
N
I
got
more
two
more
to
say
it's
time
to
bring
ok
here
here
quickly.
I
hope,
you'll.
Give
me
another
minute:
the
railroad
was
built
in
the
1850s,
that
was
the
Buchanan
administration
for
people
who
like
to
tag
history.
That
way,
and
in
those
days
the
trains
did
the
only
thing
they
could
do.
They
blew
their
whistle
a
mile
out
of
town,
they
didn't
have
internet
connections
and
fiber
optics
and
satellites
and
GPS
systems.
N
O
Hi
I'm
Taylor
Lodge
I
work
for
the
jbg
companies,
the
company
that
will
be
merging
with
for
NATO
Charles
E
Smith
to
form
the
landlord
entity
in
Crystal.
City
I
submitted
an
information
package
to
you
all
last
night.
So
please,
let
me
know
if
I
can
resubmit
that
to
you
all
and
if
that
would
be
helpful,
I'd
like
to
the
concerns
of
a
lot
of
the
speakers
tonight,
and
that
noise
is
important
and
those
is
an
important
factor
in
any
of
the
location
options.
O
When
we
as
a
landlord,
evaluate
this
important
decision,
we
do
factor
in
a
couple
of
other
items
as
well.
We
start
to
think
about
what
is
best
for
current
Crystal
City
as
well
as
future
Crystal
City.
When
you
think
about
current
Crystal
City,
we
think
a
lot
about
which
location
offers
proximity
to
the
largest
number
of
existing
employees,
which
we
believe
option
two.
O
One
when
you
look
at
it
seems
very
far
away
from
the
majority
of
the
density
that
we
have
today
provides
for
weaker
connections
to
existing
transportation
infrastructure
and
seems
sort
of
out
of
place
and
that
it
is
generally
focused
in
a
much
more
residential
area
of
Crystal
City.
When
you
look
at
option
two
and
three,
both
of
those
options
provide
a
fantastic
opportunity
in
that
there's
the
potential
connect
to
one
of
our
connect
to
one
of
our
buildings.
O
2011
crystal
drive
to
create
a
true
built,
train
station
experience
for
both
VRE
and
future
riders.
The
main
difference
that
we
see
between
option,
2,
&
3,
is
again
that
potential
direct
connection
to
Metro
the
future
of
Metro
Station
when
we
think
about
the
ability
to
sell
to
other
transit
operators
a
multimodal
regional
hub,
other
operators
such
as
Amtrak
mark
and
Reagan
Airport.
O
We
think
of
it
as
much
more
of
a
binary
outcome
where
we
are
either
able
to
pitch
to
these
providers
the
most
optimum
scenario
or
a
suboptimal
scenario
and
as
the
landlord
we
do
hope
to
be
able
to
come
to
those
agencies
with
the
best-selling
case
possible,
and
we
think
that
that
connection
to
Metro
is
a
very
important
piece
of
that
selling
case.
And
for
that
reason
we
are
in
favor
of
option
two.
P
Okay,
thank
you
very
much
for
this
opportunity.
I
want
to
make
two
quick
points.
Most
of
what
I
was
going
to
say
has
been
covered
by
previous
speakers,
but
I.
Think
it's
good
to
emphasize
a
couple
of
things
very
quickly.
There's
been
some
comments
that
the
analysis
done
by
VRE
on
the
three
sites
was
was
flawed
in
number
of
ways.
I
want
to
point
out
two
things
to
you.
I,
remember
the
story.
P
They
are
parallel
within
within
100
feet
or
less
of
the
train
tracks,
so
the
difference
in
option
3,
which
is
only
bordered
by
office,
buildings
and
commercial
versus
the
residents
that
are
infected
by
one
and
two
is
night
and
day.
So
that
analysis,
saying
that
noise
were
neutral,
didn't
make
a
lot
of
sense
to
me
and
I.
Don't
think
it
would
to
you
when
you
think
of
that
impact.
P
Second
thing:
real
quick
option,
one
talks
about
having
a
North
exit
or
a
north
access,
an
entrance
that
would
come
out
at
right
at
the
Long
Bridge
Park.
Will
you
walk
down
through
that
nice
area
there
to
me?
That
makes
no
sense
from
an
investment
perspective
because
there's
nothing
there.
Potentially
people
might
walk,
maybe
to
the
new
Boeing
building
or
they
could
walk
and
there's
a
lot
of
thought
that
they
would
be
people
today
walk
over
to
the
Pentagon.
P
Well,
I'm
sure
they
do
the
difference,
the
Delta
in
distance
of
coming
out,
where
you
come
out
today
or
where
you
would
come
out
with
option
3,
if
you
were
a
walker
to
go
to
the
Pentagon,
is
insignificant
and,
of
course,
as
options
to
take
buses
and
other
kinds
of
transportation.
So
them.
If
someone
has
said
earlier,
the
win-win
situation
has
got
to
be
option.
Three.
P
It
has
the
less
impact
on
the
residents
and,
frankly,
as
you
look
at
the
development
expectations
for
Crystal
City
over
the
over
in
the
future
of
the
growth
and
so
forth,
it's
going
to
be
in
that
southerly
direction,
and
so
as
a
station
that
can
serve
more
broadly,
that
longer-term
picture,
which
is
option
three
or
potentially
even
further
south.
But
let's
stick
with
option
three
as
being
the
most
relevant
to
what
would
serve
the
future
growth
of
the
whole
area.
Thank
you
very
much.
A
Q
Good
evening,
I
live
in
Arlington
Ridge,
so
I'm
not
directly
affected
by
the
location
of
the
station,
but
I'm
here,
because
I'm
have
been
upset
by
the
process
and
disappointed
with
what
the
county
has
chosen
to
do.
The
preceding
speakers,
with
one
exception,
have
been
so
eloquent
in
support
of
option
three
that
I
simply
want
to
endorse
what
they've
said.
Q
If,
for
example,
they
wish
to
promote
a
metro
connection
to
the
RB
corridor
where
empty
office
space
is
plentiful,
they
need
to
say
that
to
the
residents
if,
for
example,
they
want
to
make
Metro
Rail
appear
more
viable
to
support
funding
for
it
than
they
need
to
say
that
everyone
knows
that
Metro
needs
a
sales
tax
increase
to
support
his
future
operations
selling.
That
is
going
to
be
a
big
job.
Q
I'm
a
I've
been
riding
on
Metro,
since
it
was
first
put
in
and
I
rode
streetcars
in
Washington
back
in
1948,
so
I've
been
watching
transportation
for
a
long
time
in
this
area.
My
disappointment
with
the
county
process
has
been
that
they
said.
Bre
was
in
charge.
Vre
said
the
county
was
in
charge.
The
county
needs
to
just
step
up
and
be
accountable.
So
thank
you
very
much.
Thank.
R
Hi,
my
name
is
Steven
Miller
and
I'm,
a
current
resident
of
crystal
gateway
and
a
former
residents
of
crystal
Park
and
an
even
farther
out
resident
former
resident
of
crystal
Plaza,
so
I
have
experienced
and
each
one
of
the
areas
where
the
stations
are
being
considered.
I'm
also
trained
as
a
urban
planner
and
I
currently
function
as
an
environmental
lawyer
and
a
resolute
and
a
expert
in
environmental
conflict
resolution.
R
And
lastly,
I
think
it's
very
important
from
an
EC,
CR
or
environmental
conflict
and
collaboration
perspective
that
that
whatever
happens,
that
an
effort
be
made
to
engage
the
community
in
a
collaborative
effort
so
that
the
community,
the
businesses
and
the
government
and
the
planners
can
understand
each
other's
points
of
view
more
and
learn
to
trust,
each
other
and
maybe
learn
from
each
other
and
in
what
they
are
thinking.
Thank
you.
Thank.
A
A
Otherwise
these
are
questions
that
we
have
to
bring
back
to
VRE,
for
clarification
to
the
county
for
additional
information
and
will
definitely
be
taken
into
account,
as
we
continue
to
come
up
with
a
recommendation
for
the
county
board,
so
I'm
sure
I
will
we
will
hear
from
you
again
some
of
you
again
in
September,
and
we
will
be
continuing
to
engage
on
this
issue
and
look
forward
to
I
agree,
hopefully
trying
to
come
up
with
a
win-win
situation
for
everybody
that
makes
Crystal
City
better
in
every
way.
Thank
you
very
much.
S
S
U
V
B
S
S
So
this
is
what
we
call
the
century:
Center
residential
project,
we're
located
at
the
corner
of
23rd
Street
and
crystal
drive
it's
right
here
at
the
corner,
where
the
buffalo
wings
is
they're
always
intended
when
the
entire
structure
was
originally
built.
Intending
to
have
a
tower
at
that
corner
tower
was
never
built,
we're
proposing
to
build
a
24
story,
302
unit
apartment
building
with
the
original
construction.
The
garage
was
built
to
also
can't
accommodate
parking
for
that
future
building,
so
we're
not
proposing
to
build
or
create
any
new
parking
spaces.
S
What
we're
actually
utilizing
the
existing
parking
that's
already
existing
in
that
garage.
We
are
proposing
242
parking
spaces
at
a
0.8
parking
ratio
next
slide.
So
again,
this
is
just
a
slide
from
the
Christie
sector
plan
to
give
some
context
of
what
was
always
what
is
envisioned
at
that
corner.
With
the
Christie
sector
plan,
we
are
going
for
the
maximum
height
250
feet,
but
we
will
not
be
building
out
all
the
way
to
the
corner.
S
Personal
Drive
and
Matt
will
get
into
that
a
little
bit
later,
with
the
proposed
open
space
that
we
have
next
slide
again,
just
a
zoomed
in
shot
of
the
corner
at
23rd
and
Crystal
Drive,
and
that
is
our
currently
our
first
floor
plan
we're
moving
from
left
side
of
the
page.
The
right
there
is
the
existing
extension
of
the
Crystal
City
underground,
which
will
remain
and
be
there
post
construction
of
the
residential
building.
S
S
W
They're
sorry,
a
vertical
circulation,
stair
and
elevator
that
protrudes
into
the
sidewalk
and
also
the
ramp
that
Mike
alluded
to,
and
if
we
go
to
the
proposed
on
the
next,
you
can
see
that
we're
replacing
that
with
de
lighted
straight
front,
introducing
a
curb
cut
and
doing
a
residential
lobbies.
So
we're
really
looking
to
activate
that
23rd
Street
corridor,
as
well
as
to
the
right
where
we
have
the
existing
open
space
that
exists.
W
We're
looking
to
try
to
activate
that
with
some
improvements
for
the
next
slide,
and
this
is
an
overall
showing
what
we're
envisioning
for
the
project,
integrating
succeeding
built
in
some
flexible
spaces,
some
additional
trees
along
the
Crystal,
Drive
Plaza,
and
also
introducing
some
trees
along
23rd,
Street
and
then
above.
Even
though
it's
not
transportation.
Dealing
with
creating
a
new
courtyard
where
the
second
floor
existing
is,
which
is
not
only
just
for
the
residents
but
a
visual
improvement
to
all
the
neighboring
neighbors
for
their
views
from
apartments
in
office.
All
right.
W
Here
we
have
the
existing
curb
cuts
and
then
the
proposed
are
similar,
except
for
the
improvements
along
Crystal
Drive
and
the
tree
plantings
along
23rd.
And
next
slide,
the
next
three
urges
visuals
of
the
projects
we're
looking
to
do
out
of
a
squat
footprint
of
an
existing
tower,
creating
some
verticality
and
interest
at
the
corners.
We're
trying
to
join
the
residential
with
the
retail
below
and
really
activate
that
with
a
lot
of
glass,
create
something
dynamic
and
the
we're
very
proud
of,
and
think
works
really
well
at
this
very
busy
intersection
in
corner
next
slide.
W
We
also
to
create
some
more
vertical
elements
of
the
glassy
we're
doing
a
secondary
skin
of
brick
and
punched
windows
towards
the
courtyard
to
have
a
difference,
material
and
also
make
it
feel
a
little
more
slender
and
elegant
and
our
last
slide-
and
this
would
be
the
view
looking
north
up
crystal
drive
with
our
you
would
see
right
there.
The
loading
dock
and
the
garage
entry
remaining
to
the
left,
but
really
being
dressed
up
to
tie
into
the
residential
tower,
as
well
as
the
new
retail
and
sort
of
revitalizing.
W
U
Good
evening
I'm
Dan
van
Pelt,
with
curved
slate
I'm,
going
to
talk
to
you
a
bit
about
our
transportation
review
that
we
performed
for
this
project.
We
had
initially
performed
a
transportation
impact
study,
and
then
staff
came
back
and
asked
us
to
do
a
bit
more
we've
done
and
so
I'm
going
to
largely
focus
on
that
this
evening.
U
I
think
I
think
at
this
point,
you're,
probably
all
pretty
aware
of
where
the
site
is
located:
the
corner
of
23rd
and
Crystal
Drive
we're
between
about
a
quarter
mile
and
a
half
mile
of
the
metro
station
about
a
ten
minute
walk.
If
you
could
back
up
one
slide
for
just
a
moment,
and
we
have
several
bus
stops
that
are
immediately
in
the
vicinity
of
site
they're
blue
on
this
map.
U
The
Metro
way
is
is
shown
by
the
the
blue
lines
that
go
up,
Crystal,
Drive
and
then
back
down
Clark,
and
we
also
have
the
the
underground,
which
is
immediately,
which
we
connect
to
immediately
across
the
street.
There
is
a
Capital
Bikeshare
station
that
is
right
there
on
23rd
Street,
so
continue
on
with
bike
infrastructure,
bicycle
infrastructure,
the
next
slide.
Please
there
are
existing
bike
lanes
on
Crystal
Drive
in
South
Clark
Street
there
is
the
buffered
the
protected
facilities
that
are
on
South
eats.
U
There
are
designated
routes
on
23rd
and
South
fern,
the
Mount
Vernon
trail
and
the
four
mile
run
or
in
the
vicinity,
and
there's
also
five
other
bike
share
stations
that
are
within
a
quarter
mile,
so
to
the
transportation
impact
analysis
and
their
first
analysis
focused
on
the
vehicular
capacity
analysis.
Looking
at
the
intersections,
the
intersections
we
looked
at,
there
were
14
of
them
that
they're
shown
here
the
dots
on
the
on
this
image.
There
are
three
locations
where
we're
operating
at
unacceptable
levels
of
service.
U
Today,
those
are
shown
with
the
red
and
the
yellow
dots,
the
300
additional
dwelling
units.
When
you
look
at
the
vehicular
trips
that
that
would
generate
it's
a
relatively
low
number,
we
add
that
to
the
network,
we're
not
really
seeing
any
noticeable
increase
in
delay
with
those
vehicular
trips
added
to
the
network.
U
U
We
did
look
at
things
to
kind
of
tease
out
the
trip
generation
a
little
bit
more.
We
looked
at
it
focused
first
on
the
auto,
but
looked
at
it
by
mode.
We
looked
at
it
and
determined
the
mode
splits
based
on
the
crystal
city
sector
plan,
multimodal
analysis
that
was
done.
We've
looked
at
some
more
recent
data
and
it
still
seems
that
that
applies
we're
looking
at
a
35
percent
auto
and
then
and
then
it's
breaks
it
breaks
down
into
the
other
modes.
U
If
you
go
to
the
next
slide,
please
and
I
think
that
this
seems
to
this.
That
still
all
still
agrees,
and
it's
kind
of
validated
with
some
of
the
information
that
was
produced
for
the
2
to
202
study,
which
showed
it's
hard
to
read
on
this
slide.
But
there's
Drive
alone
in
in
the
Crystal
City
area
on
the
county
overall
is
it
is
about
a
50
51
percent
I
believe
that
number
is
up
on
the
pie.
U
Chart
that's
up
in
the
upper
right
hand,
corner
looking
at
the
pedestrian
infrastructure
kind
of
zooming
in
a
little
bit
more
around
the
site
walks
where
it
gives
the
site
a
good
walk,
good,
walk
score:
the
sidewalks.
If
you
look
around
the
adjacent
around
the
site
itself,
the
infrastructure
doesn't
really
show
a
lot
of
deficiencies
where
we
do
see
them
is
where
these
locations,
where
you
start
to
see
some
of
the
sidewalks,
don't
meet
the
minimum
criteria.
U
Whether
noted
here
in
yellow
or
we've
got
some
crosswalks,
where
I
made
some
curb
ramps,
where
we
don't
we're
really
not
up
to
current
standards
with
those
those
are
noted
in
yellow,
you
know
the
ones
that
are
right
across
the
street
from
the
site
on
23rd
Street
I
mean
a
lot
of
that,
as
are
things
that
will
be
taken
care
of
with
future
future
improvements
per
the
sector
plan
on
23rd
Street,
but
there's
no
immediate
deficiencies
immediately
around
the
site.
We
did
look
at
bus
data.
U
What
this
shows
is
the
the
bus
stops
in
the
vicinity.
This
information
came
from
the
county
force.
Metro
way,
I
think
would
be
expected,
has
the
highest
boardings
and
Lighting's,
and
those
are
the
green
dots
that
you
would
see.
The
data
that
we
got
from
the
county
shows
that
is
I,
think
also.
We
expect
that
the
Metro
Way
ridership
is
continuing
to
increase.
You
know,
I
think,
as
as
people
understanding
to
use
that
service
more
and
more
the
metro,
rail
capacity.
We
did
look
at
what
is
the
activity
that
is
at
the
metro
station.
U
While,
where
there's
been
that
you
know
decrease
in
utilization
of
the
station
in
terms
of
the
station
itself,
we
have
a
residential
usage
here,
which
seems
very
complimentary
with
a
lot
of
the
office
type
trips
that
are
coming
and
going
so
you're.
Seeing
you
see
less
a.m.
entries
into
the
station
and
more
you
know
then,
and
more
you
know
exiting
the
station
and
kind
of
vice-versa,
and
so
a
residential
complements
that
and
from
a
capacity
standpoint.
So
I
think
with
that
I
think
that's.
B
X
My
name
is
Joanne
Gabor
and
went
des
just
a
couple
things
that
I
want
to
add
on
that.
The
applicant
has
not
covered
in
a
very
comprehensive
presentation.
Is
this
is
site
plan
number
four,
four
two:
it
is
being
withdrawn
from
site
plans,
sixty
five
site
plan.
Sixty
five
is
essentially
this
whole
block.
It's
composed
of
about
seven
or
eight
buildings.
X
I
think
we
all
know
where
the
site
is
again
just
to
kind
of
run
down
some
of
the
more
technical
information.
This
is
within
the
Crystal
City
sector
plan.
The
proposal
does
include
rezoning
from
co2
Co
Crystal
City,
as
I
mentioned.
This
is
being
withdrawn
from
site
plan.
Sixty
five
that
was
originally
approved
in
1968.
X
There
are
302
residential
buildings
a
little
over
twenty
two
thousand
square
feet
of
retail,
which
comes
up
with
a
FA,
are
three
point:
eight
four.
There
is
a
twenty
four
storey
building,
that's
being
proposed:
LEED
Silver
and
Energy
Star
certification,
as
was
discussed
previously
they
are
maintaining
the
existing
building
footprint
at
grade
and
utilizing
the
existing
garage.
They
are
also
preserving
existing
trees
that
exist
on
the
plaza
area.
X
The
modifications
that
they're
requesting
is
the
build
two
line
on
Crystal
Drive.
This
is
where
the
proposed
plazas,
instead
of
increasing
the
building
footprint,
the
bulk
plane
angle
and
the
residential
parking
ratio
at
0.8
spaces
per
unit,
as
previously
mentioned,
something
that
wasn't
discussed
yet
but
is
being
considered
with
the
site
plan,
is
a
block
plan.
This
is
in
block
Q
of
the
Crystal
City
sector
plan.
What
is
being
proposed
is
there
will
be
two
scenarios
that
will
go
forward.
X
The
scenario
on
the
Left
scenario-
a
is
the
scenario
that
is
within
the
Crystal
City
sector
plan.
Today,
you
will
see
right
here.
The
built
in
line
does
extend
all
the
way
out
to
Crystal
Drive.
What
is
being
proposed.
It
essentially
is
maintaining
this
existing
open
space
has
an
unplanned
open
space
based
on
the
lrpc
meeting
that
was
held
and
discussions
during
SPRC.
Again,
we
will
be
going
forward
with
two
options
or
two
scenarios
for
this
block:
q
as
part
of
the
site
plan.
X
Again,
the
existing
I
know
the
applicant
didn't
touch
much
on
this,
but
23rd
Street.
We
will
be
moving
the
curve
a
little
bit
to
the
north
there
actually
as
a
county
project
that
will
be
moving
the
curb
to
the
north,
a
little
bit
on
the
western
portion
of
this
block
between
route
1
and
Crystal
Drive.
This
curb
will
align
with
that
new
curb
location.
This
does
meet
the
Crystal
City
sector
plan
in
terms
of
clear
sidewalks
on
the
overall
streetscape
width,
and
this
results
in
an
8-foot,
clear
sidewalk,
along
23rd
Street
on
Crystal
Drive.
X
We
are
maintaining
these
16
curb
locations.
The
existing
Street
section
will
be
maintained.
There
will
be
the
8
foot
clear,
sidewalks
along
Crystal
Drive
and
then
also
adjacent
to
the
building
between
the
building
and
the
landscape
Plaza
area.
Again
this
does
meet
the
Crystal
City
sector
plan
guidelines.
I
think
we
touched
on
all
of
the
parking
just
to
remind
everyone,
they're
utilizing
the
existing
garage
and
they
are
at
a
point.
X
8
parking
spaces
for
residential
the
office
parking
is
going
to
be
dropping
down
a
little
bit
to
one
space
per
665
and
the
access
from
23rd
Street
will
be
eliminated.
They
are
providing
bicycle
parking
for
the
minimum
standards,
and
the
loaning
will
be
maintained
along
crystal
Drive
with
that
staff
does
support
the
project
and
recommends
approval.
If
you
have
any
other
questions,
I
am
happy
to
answer
them.
Thank
you.
Alright,.
T
Mr.
chairman,
commission
members,
I'm
Arthur
Fox
speaking
this
evening
on
behalf
of
the
Arlington
bridge,
Civic
Association
solely
for
the
purpose
of
asking
each
of
you
a
question
that
I
hope
you
will
ponder
and
possibly
even
do
a
little
research
before
you
try
and
answer
it,
and
that
question
is
whether
the
traffic
impact
analyses
the
T
IAS.
That
developers
are
required
to
perform
as
part
of
the
4.1
site.
Plan
review
process
adequately
inform
the
county
of
the
prospective
impact
of
new
high-rise.
T
High-Density
buildings
will
have
on
the
county's
transportation
infrastructure
in
urban
development
and
adjacent
residential
areas
of
the
county
in
the
years
to
come
in
case
you're
not
familiar
with
the
county's
t.I
process.
Basically,
the
developers
required
to
retain
an
independent
contractor
to
measure
existing
traffic
flow
at
intersections
a
block
or
two
from
the
prospective
building
sites
at
various
times
of
day,
and
the
contractor
then
prognosticate
how
the
traffic
will
likely
increase
as
a
result
of
vehicles
coming
and
going
to
and
from
the
site
once
the
new
building
has
been
built
and
occupied.
T
The
analysis
does
not,
however,
project
the
collective
impact
of
all
the
new
buildings.
Yet
to
be
built
in
accordance
with
PD,
SPS
or
site
plans
or
sector
plans,
rather
of
which
any
particular
building
will
be
just
one
piece
of
a
far
more
complex
puzzle.
A
larger
puzzle
nor
Doty
is
look
at
existing
or
projected
traffic
traffic,
choke
points
weather
just
beyond
the
radius
of
the
TI,
a
or
a
greater
distance,
but
one
through
which
traffic
that
will
be
generated
by
the
new
building
must
necessarily
pass
through.
T
This
problem
is
particularly
acute
in
two
to
202,
given
that
it
is,
for
all
intents
and
purposes,
a
geographic
fortress
with
essentially
only
five
portals
through
which
all
traffic
must
flow
into
and
out
of,
two
to
202
for
your
from
information,
the
three
to
to
202
civic
associations,
of
which
ARCA
is
one,
have
been
begging.
The
county
now
for
many
years
to
revise
the
TI,
a
process
required
of
developers
to
yield
more
meaningful
information.
T
Suffice
it
to
say,
we've
been
stonewalled.
We
did
so
again
in
the
context
of
this
century
Center
project
and
as
in
the
past,
we
again
received
empty
promises
from
the
staff.
In
conclusion,
we
respectfully
submit
the
time
has
come
when
to
elevate
this
issue,
for
consideration
and
perhaps
action
by
the
county
board,
and
ask
that
you
help
us
do
that
in
your
submission
to
the
board
in
connection
with
this
site
plan.
Thank
you.
J
So
here
I
am
again
to
use
up
another
five
minutes
of
your
evening
on
this
generally
laudable
and
welcome
project.
We
have
no
concerns
about
non
transportation,
is
used
this
time
and
also
no
specific
concerns
about
traffic
circulation
or
access,
so
I
will
instead
use
it
as
an
illustration
of
our
concerns
about
broader
issues
related
to
traffic
and
transportation
in
our
area.
Mr.
J
We
hope
to
benefit
of
your
experience
and,
above
all,
your
explicit
support
will
strengthen
our
case
when
we
are
now
bringing
you
to
the
county
board
using
Century
Center.
As
an
illustration,
we
are
not
much
helped
by
the
results
of
the
TI
a
often
the
TI
amounts
to
nothing
more
than
what
I
would
call
a
block
circulation
plan
for
vehicles
and
pedestrians.
J
J
First,
for
each
section
of
our
overall
2
to
202
area,
particularly
than
in
Crystal
City
and
Paragon
City,
there
will
always
be
remanded
area
substantially
larger
than
just
two
streets
immediately
surrounding
the
block,
together
with
the
opportunity
to
and
with
the
community,
who
knows,
the
lay
of
the
land
and
existing
issues.
The
scope
of
the
TIAA
should
be
determined
on
a
case-by-case
basis.
J
Second,
for
each
case,
an
inventory
should
be
taken
only
known
trouble
spots
and
bottlenecks,
which
might
be
worsened
to
the
detriment
of
all
travelers
and
also
because,
perhaps
unexpectedly,
serious
drawbacks
for
the
new
project
in
the
case
of
century
centre.
We
have
some
bad
examples
of
such
situations.
There's
the
obvious
case
of
one
failed
intersection
between
23rd,
Street
and
Route
one.
The
situation
is
accessor
baited
by
the
closeness
of
intersections
with
each
street
to
the
west
and
extreme
closeness
to
the
intersection
with
Clarke,
belted
East
and
finally,
the
intersection.
J
The
crystal
drive,
but
also
made
a
garage
entrance
complicates
things.
County
plans
are
now
belatedly
under
underway,
but
on
a
piecemeal
basis.
Similarly,
the
transit
way
with
is
dedicated
or
semi
dedicated
lanes
have
caused
a
nightmare
situations
on
crystal
drive
at
26,
726
and
23rd
Street
through
fault
list
and
design.
The
county
has
frequently
promised,
but
so
far
steadfastly
refused
to
deal
with
these
hazardous
locations,
which
are
so
bad
that
the
police
refused
to
do.
Enforcement
in
this
area,
especially
in
a
situation
at
23rd
Street,
could
of
course,
impact
the
new
project
negatively.
J
So
my
point
is
that
the
T
is
are
also
far
to
one
sided
by
solely
asking
the
question:
what
negative
effects,
if
any,
will
a
new
project
cause
on
the
traffic
situation
in
the
immediate
area?
As
we
see
it,
there
is
an
obvious
need
for
symmetry
through
the
question.
What
does
the
county
need
to
do
in
terms
of
removing
and
remedying
known
problems
which
could
undermine
the
success
of
new
projects?
Thank
you
for
your
attention
and
we
look
forward
to
your
strong
support.
Thank.
Y
Hi
good
evening,
I'm,
the
president,
the
Aurora
Highland
Civic
Association,
we're
in
the
middle
between
Crystal,
City
and
Arlington
Ridge
I
won't
reiterate
the
points
that
both
of
them
have
made
about
the
cumulative
impacts
and
the
unfilled
promises
about.
Looking
more
broadly
at
TI.
As
I
would
like
to
talk
about
one
specific
issue
that
we
have
on
our
side
of
Route
one,
because
this
project
is
a
stone's
throw,
almost
literally
from
our
biggest
concern,
which
is
the
intersection
that
Krista
mentioned
at
23rd
and
route
1.
Y
They
have
very
serious
ripple
effects
and
on
our
neighborhood
as
traffic
backs
up
along
aids
and
because
they
can't
get
through
turn
onto
leads
onto
23rd
and
cross
route
1
or
get
on
to
route
1.
So
I
could
show
you
photos
of
beer
delivery
trucks
getting
stuck
on
those
small
residential
side,
streets,
lawns
that
are
being
driven
over
by
irate
commuters,
whose
Waze
app
has
taken
them
through
the
neighborhood.
A
number
of
cars
that
have
been
sideswiped
by
traffic
cutting
through
so
last
fall
in
October.
Y
We
had
a
resolution
that
we
passed
at
akka
to
ask
the
county
to
erect
signage
that
would
try
to
mitigate
the
cut
through
traffic
off
of
EADS.
We've
had
no
response
from
the
county
about
signage.
They
did
come
talk
to
us
a
month
ago,
and
they
said
they
were
focused
on
intersection
trying
to
unbox
the
insert
the
intersection
at
23rd
and
route.
Y
Y
One
has
Aurora
Highlands
residents
extremely
anxious,
so
we
would
like
some
assurance
that
the
applicant
is
coordinating
with
DES
keeping
abreast
of
the
traffic
changes
that
may
result
from
the
various
fixes
that
des
is
looking
at
at
those
two
intersections,
so
that
the
project
doesn't
exacerbate
our
existing
traffic
issues
in
the
neighborhood.
Thank
you
very
much.
A
Right
I'll
go
ahead
and
start
with
a
question
for
staff
regarding
mr.
Fox's
comments
about
traffic
impact
analysis,
I
to
some
extent,
I
agree
that
they're
not
as
useful
as
they
could
be,
but
the
notion
that
they
don't
take
into
account
other
development
that
is
in
the
pipeline,
doesn't
jive
with
my
past
recollection
and
experience.
Can
you
talk
to
that?
I
seem
to
remember,
will
often
see
a
traffic
impact
analysis
that
shows
a
level
of
service,
that's
already
being
impacted.
Other
development
that's
been
approved
that.
X
Is
correct
and
essentially
the
traffic
impact
analysis.
They
look
at
three
scenarios
and
I'll,
let
the
applicant
if
I
say
something
wrong.
Please
correct
me:
there's
existing
conditions,
there's
future
conditions,
which
is
just
with
a
standard
level
of
growth,
and
then
they
look
at
the
future
conditions
with
the
proposed
building
and
then
other
proposed
site
plans
that
have
already
been
approved
that
haven't
been
built.
So,
for
example,
I
believe
this
project
they
included
net
parks,
six
baby
I,
don't
anyways.
X
U
U
We
look
at
historic
traffic
data
counts
and
we
look
at
what
that
growth
is
even
without
considering
those
other
projects.
So
we
come
up
with
this
future
horizon.
That
is
what
we
call
the
background
horizon
and
that's
before
we
put
any
site
trips
on,
and
so
that's
pretty,
typically
how
it's
done
just
industry-wide,
and
sometimes
we
actually
find
that,
or
maybe
that
list
of
things
that
we
add
and
those
things
that
we
put
on
the
network.
U
We
actually
were
being
extra
conservative
if
we're
probably
over
estimating
the
number
of
because
traffic
engineers
have
a
tendency
to
be
kind
of
conservative.
So
you
know
we
try
to.
We
try
to
look
at
that
right,
but
yes,
it's
accounted
I
mean
we
try
our
best
to
try
to
account
for
future
growth.
It's
going
to
happen.
You
know
with
even
without
this
project.
Thank
you.
Z
Sorry
I
have
another
process
question
as
well
for
my
own
edification,
the
crystals
suck
crystal
city
sector
plan,
I'm,
assuming
when
it
was
originally
done,
had
some
sort
of
transportation
analysis
associated
with
it,
as
does
the
TMP
and
have
those
you
know,
identified
improvements
for
Crystal
City
that
are,
you
know,
part
of
a
larger
vision
for
Crystal
City,
that
these
applicants
are
coming
in
and
you
know
contributing
towards
that
are
kind
of
maybe
bigger
than
just
their
site.
Application.
X
X
Additionally,
from
that,
we
then
come
up
with
capital
improvement
projects
that
the
county
takes
on
as
was
being
referenced
before
there
is
a
county
improvement
project,
that's
being
taken
on
on
23rd
Street,
that's
essentially
from
the
edge
of
the
western
edge
of
this
project.
That
will
then
go
all
the
way
to
the
west
to
each
street.
So
we
have
been.
X
As
someone
mentioned,
we
have
been
coordinating
with
them
and
that's
why
this
actually
timing,
wise
I,
think
is
going
to
work
out
really
nicely
because,
based
on
our
construction
schedule,
the
construction
schedule
of
the
applicant
I
think
they're
gonna
drive
pretty
nicely.
So
when
the
applicant
moves
their
curb
on
23rd
Street
out
those
4
feet
that
will
line
up
with
where
the
new
curb
will
be
for
the
remaining
portion
of
23rd
Street.
V
Coming
back
to
the
the
the
matters
raised
by
the
speaker,
say:
I
sense,
and
perhaps
one
or
two
of
the
speakers
could
could
jump
up
and
explain
a
little
further,
but
I
assume
the
concern
here
is
not
so
much
about
this
particular
building
and
whether
the
applicant
has
things
right
or
not.
But
it's
it's.
V
City
am
I,
correct
on
that
and
and
there's
also
the
point
you
I
think.
You
also
made
the
point
that
the
you
have
been
asking
the
county
to
engage
in
kind
of
a
some
kind
of
study
like
this
and
just
so.
My
question
for
staff
is:
whether
staff
has
a
response
to
that
and
are
there
plans
to
engage
in
that
kind
of
a
study
because
it
would
seem
if
we
can
address
some
of
these
things
through
a
study?
V
It's
probably
a
win-win
situation
for
for
everyone,
and
also
note
that
with
Crystal
City
much
of
that
development
in
terms
of
how
the
blocks
were
laid
out
occurred
back
forty
years
ago,
forty
five
years
ago,
and
this
particular
block
even
I.
Think
today,
if
I
read
the
the
the
maps
right
here
today,
we
would
be
breaking
that
block
up,
that
you
would
not
have
a
loading
dock
on
Crystal
Drive,
which
impedes
the
flow
of
traffic.
V
Potentially,
it
would
be
on
a
side
street
because
we
would
have
applied
good
Jane,
Jacobs
techniques
and
whatever
and
short
blocks
and
broken
the
blocks
up
gotten
these
things
off
the
arterials
anyway.
Do
you
ever
response
to
that
in
terms
of
how
we
might
create
a
win-win
situation
for
the
community
of
locally
and
at
large
I?
Do.
X
X
Those
discussions
are
taking
a
little
longer
than
this
site.
Plan
timeline
is,
if
you
will,
but
the
county
has
been
looking
at
it.
We
I
know
we
have
had
some
meetings
with
some
of
the
folks.
I
do
not
know
the
status
today,
but
I
know
there
has
been
some
engagement
between
the
county
staff
and
seven,
the
Crystal
City
folks,
and
it's
something
we
are
looking
at
and
we
are
trying
to
figure
out
what
is
the
best
way
to
meet
everyone's
goals.
I
think,
additionally,
we
are
also
looking
at.
X
Does
it
make
sense
to
update
what
is
provided
for
the
chaise
for
the
development?
So,
as
the
applicant
mentioned,
they
did
include
this
multimodal
portion.
You
know
that
may
be
something
that
we
decide.
We
want
to
include
for
all
the
TI
a
s
going
on,
but,
as
you
know,
that's
a
that's.
A
much
longer
process
to
change.
What's
in
the
TI,
a
as
opposed
to
us
just
saying
applicant,
will
you
do
this
for
us?
X
V
Can
I
ask
one
one
more
question
and
that's
a
very
different
question
regarding
this
building
in
going
through
the
some
of
the
numbers
here
on
the
on
the
parking
it
looked
like
there
are
what
eight
accessible
parking
spaces
in
the
garage
am
I
correct
in
that
number.
Is
that,
and
is
that
consistent
with
county
policy
or
is
this?
Are
we
sort
of
using
an
existing
garage
to
kind
of
provide
for
these
spaces?
I
mean?
W
A
A
In
regards
to
the
TI
ace,
I,
I,
agree,
I
think
this
is
something
we
need
to
delve
into
deeper
and
that
there's
definitely
room
for
improving
what
we
ask
of
our
applicants
from
a
transportation
impact
analysis
standpoint
to
potentially
working
through
that
with
the
community
and
with
staff,
but
I,
don't
think
it's
necessarily
appropriate
or
germane
to
address
it
as
part
of
our
action
on
this
site
plan.
So
with
that
said,
I
move
that
we.
V
I
would
ask,
and
perhaps
by
unanimous
consent
that
are
letters
of
the
board
note
that
we
had
three
speakers
on
this
issue
and
the
issue
they
raised
about
that
the
parking
even
though
I
agree.
This
is
not
not
a
reason
to
hold
up
this
project
or
do
anything
with
it.
I
mean
different
with
it,
but
I
think
it
would
be
useful
for
the
board
to
note
that
three
people
came
out,
including
at
least
one,
maybe
two
presidents
of
civic
associations
to
raise
the
issue,
and
this
essentially
just
flag
it.
V
A
B
AA
Good
evening
my
name
is
rich
Fowler,
I'm
planning,
section
supervisor
for
Arjen,
County
transportation
and
I'll.
Give
you
a
presentation
on
this
kind
of
quick,
just
kind
of
run
through
it
just
to
kind
of
update
you
on
things
and
I
do
have
a
handout
which
I'll
ask
mr.
best
to
kind
of
supply
to
the
group
just
to
kind
of
run
through
this.
AA
If
you
are
not
aware,
within
our
master
transportation
plan,
we
have
the
eight
elements,
one
of
which
is
the
bicycle
element
adopted
in
2008,
which
we
are
now
have
begun
an
update
of,
and
this
is
being
done
entirely
with
in-house
staff.
Myself
is
the
project
manager,
but
many
folks
from
across
our
aankhen
County
des
involved
in
the
process
as
well
and
and
guiding
us
through
this.
We
have
a
working
group
led
by
mr.
AA
slat,
as
the
chair
of
this
Transportation
Commission
is,
and
and
transportation
being
commissioned,
being
sort
of
the
lead
organization
kind
of
guiding
us
through
this
process.
We
have
the
working
group
chairman
slat
kind
of
also
chairman
of
that
working
group.
It
has
a
number
of
constituent
groups,
represented
bicycle
advisory
being
one
but
others,
Planning
Commission
and
many
others,
and
as
well
as
several
folks
who
have
been
recruited
specifically
to
help
out
as
kind
of
at-large
members
to
help
and
kind
of
give
us
a
lot
of
perspective
on
things.
AA
So
we're
trying
to
get
beyond
just
the
the
typical
cyclists
to
sort
of
everything
to
more
of
the
typical
Arlington
ian,
and
so
since
many
people
ride
in
different
ways
or
different
amounts
of
time,
they
spent
bicycling
under
different
amounts
of
confidence
riding
cycling.
As
a
cyclist,
we
try
to
incorporate
that
and
so
we're
trying
to
broaden
our
outreach.
So
what
we've
had
is
two
meetings
now
of
this
working
group.
AA
We
met
in
May
and
June
and
we
have
another
one
scheduled
for
the
latter
part
of
July,
and
this
is
a
sort
of
a
summary
of
the
first
two
meetings,
we've
kind
of
achieved
as
a
couple
of
things
so
far
as
one
is.
We
have
a
plan
for
how
we're
going
to
undertake
this.
This
update
of
the
MTP
bike
element.
It's
basically
going
to
be
done
in
sort
of
two
stages.
AA
When
we
start
getting
into
the
network
and
other
sorts
of
implementation
measures,
so
that's
kind
of
a
run-through
of
where
we
are,
as
I
mentioned,
we're
got
another
meeting
on
the
schedule
for
for
early
part
of
for
that
lane
later
part
of
July,
and
we
can
report
back
again
after
this
summer
session
and
group
would
like
us
back
in
September.
We
should
certainly
do
that
as
well.
If
there's
questions,
please
let
me
know,
oh
there's
a
web
page
with
a
lot
of
information.
AA
Everything
that
the
that
the
working
group
is
done
is
going
up
on
it
and
as
well
as
a
lot
of
the
guiding
information
that
the
county
that
the
county
staff
has
collected,
we've
produced
sort
of
what
we
call
a
baseline
kind
of
what
the
state
of
bicycling
in
Arlington
as
a
sort
of
beginning
of
this
year,
and
so
that's
up
there.
Some
information
we've
collected
from
some
sort
of
peer
cities
that
we're
using
a
sort
of
to
help
us
guide
us
through
the
process.
AA
Once
we've
undertaken,
a
bicycle
master
plan
work
in
the
last
three
or
four
years
using
salmon.
That
is
guidance
as
well.
Oh
that's
available
up
there.
If
you
just
go
to
the
master
transportation
plan,
I'm
a
County's
website
and
look
for
bicycle
element,
there'll
be
a
link
down
to
all
that
as
well.
So.
F
F
But
hopefully
the
strategy
here
is
just
to
elevate
the
the
level
of
importance
that
we
place
on
the
bicycle
corridors
more,
so
many
people
are
using
them
as
their
daily
commute,
so
things
like
widening
or
signaling,
or
you
know,
similar
to
what
DC
has
done
at
the
15th
Street
corridor
and
others
downtown
more
protected
lanes.
More
signalling
four
lanes
more
priority,
four
lanes
and
things
like
that
so
Godspeed
to
you
and
I'm
glad
you're
on
the
case.
Thank.
A
E
Trying
to
decide,
because
we,
this
may
not
be
terribly
relevant,
but
a
few
months
ago
we
were
talking,
we
had
a
presentation
from
County
staff
on
a
possible
bike
lane
on
Glebe,
Road
and
I
know
that
there
have
been
proposals
for
that.
I
think
on
Lee
Highway.
Is
that
correct:
I
think
that
was
in
the
MTP
master,
the
master
plan
and
bicycles
and
another
major
roads
that
I've
been
concerned
mostly
about
that,
because
of
trade-offs
that
exist.
There
are
some
safety
issues
there
that
fewer.
E
If
there's
a
bicycle
lane
more,
if
there
is
the
I,
would
they
call
it?
The
silhouettes
that
are
in
the
lane
indicating
that
bicyclists
can
use
a
full
lane,
I
think,
for
example,
of
glebe
I
mentioned
that,
but
also
South
George
Mason
Drive.
That
I
use
a
lot
and
they
have
a
one
of
those
silhouettes
I
forget
where
they
charrette.
What
do
they
call?
Those
things
close
and
I
have
yet
to
see
one
bicyclist
right
in
the
middle
of
the
lane
on
on
South
George,
Mason,
Drive
I.
E
Think
that
many
are
on
the
side
and
I'm
curious
about
that,
because
if
priority
is
given,
if
what
Commissioner
Perez
said,
it
said
to
give
equal
priority.
That
raises
concern
in
my
mind
about
what
that
means
practically
because
if
you
mean
in
the
case
of
these
silhouettes
that
are
used,
that
if
people
can
create
a
very
dangerous
situation,
so
far,
I
haven't
heard
of
any
I,
don't
know.
But
that's
because
in
my
observation,
people
tend
to
stay
to
the
right
side
and
I'm
a
bicyclist.
E
So
I
really
understand
this
and
I
have
used
George
bass
and
drive
the
bicycle
to
the
main
library
left.
So
now
that
I
understand
the
concern
I'm
always
to
the
right
it's
about
as
far
as
I
get
because
of
the
concerns
that
I
have
about
cars.
That
may
not
see
me
or
that
are
going
fast
and
creating
a
condition
where
cars
are
diverting
to
another
lane
there.
E
Since
you
got
two
lanes
so
I'd
just
like
to
ask
in
your
view,
what
do
you
see
as
future
development
on
bicycle
lanes
on
major
roads
in
Arlington,
especially
whether
they're
twenty
thousand
and
I'm
thinking
of
the
ones
that
have
twenty
thousand
or
more
vehicle
movements
a
day?
I,
don't
know
what
it
is
on:
South
George,
Mason
Drive,
but
it's
pretty
dense,
yeah.
AA
Those
are
the
most
difficult
things
we
have
to
deal
with.
Is
that
the
fact
that
there
are
there?
We
have
some
of
these
routes,
which
have
substantial
amount
of
traffic
and
for
most
cyclists
riding
anywhere
on
those
roads
is
intimidating,
and
so
we
need
to
figure
out
how
we
can
either
create
a
place
that
is
reserved
for
bicyclist
an
actual
bike
lane,
if
possible
and
and
if
even
more
desirable,
would
have
something
that
some
sort
of
protection
or
buffering
of
the
cyclist
from
the
motor
vehicles.
AA
If
we're
not
really
able
to
create
that
find
that
space
and
that's
a
little
bit
like
what
happened
with
North
glebe
Road
there
in
the
Boston
area,
where
we
reported
on
two
or
three
months
ago
was.
Are
there
alternative
routes
that
aren't
parallel
to
that?
That
might
provide
a
good
quality
bike
facility
and
that's
sort
of
a
fallback
position.
AA
It's
not
really
the
desire
to
kind
of
move
the
bicyclists
off
the
main
roads,
if
at
all
possible,
but
in
some
cases
we
may
be
sort
of
caught
where
we
don't
don't
have
the
opportunities
to
do
as
much
as
we
would
like
to
and
those
roads
due
to
the
heavy
traffic
or
kind
of
limited
right-of-way
that
we
have
to
work
with.
So
it's
gonna
be
one
of
the
things
we're
gonna
have
to
work
through
in
our
planning
process,
specifically
Road
by
road.
As
to
what's
the
best
kinds
of
bike
facility,
we
can
provide
yeah.
V
Also
a
bike
rider,
but
also,
but
as
pedestrian
and
Driver
as
well,
and
sometimes
there's
a
kind
of
a
clash
and
whatever,
when
you've
got
three
different
types
of
people
and
their
movements
coming
together,
any
thought
being
given
in
the
the
element
in
terms
of
coming
up
with
some
ideas
that
might
improve
signage,
perhaps
for
bicyclists,
where
they
should
slow
down.
Because
they're
encountering
pedestrians
I
mean
I'm.
V
Putting
putting
aside
the
part
about
where
bicycle
there's
just
randomly
running,
stop
signs
and
red
lights,
but
where
we
can,
we
can
hopefully
minimize
the
the
conflict
you
have
between
people
that
are
moving
at
different
speeds,
bicyclists,
probably
slower
than
cars,
but
a
lot
faster
than
pedestrians,
which
sometimes
confuses
drivers
but
where
it
gets
through.
Maybe
a
better
signage
program
at
our
bike.
Trails
provide
better
instruction
to
bicyclists
where
they
need
to
slow
down.
Because
of
what
they're
approaching.
AA
AA
The
PAL
program,
predictable,
alert,
lawful
and-
and
the
idea
is-
is
to
try
to
figure
out
that
we
all
we
all
have
to
share
these
spaces
and
how
we
can
do
it
and
safely
and
and
kind
of
courteously,
but
so
we'll
probably
be
placing
a
lot
more
kind
of
resources,
an
emphasis
on
that
and
then
I
think.
Their
facility
changes
as
well.
I've
noticed
a
lot
on
roads
where
there
is
not
a
bike
lane.
AA
You
see
many
more
cyclists
on
the
sidewalk,
and
so
if
we
can
find
opportunities
to
create
bike
lanes
in
the
road
that
are
safe
and
kind
of
comfortable
for
people
to
use,
I
think
you'll
see
fewer
conflicts
on
the
sidewalk
between
bicyclists
and
pedestrians,
and
then
we
also
have
a
big
kind
of
conflict
issue
on
trails,
bicyclists
and
many
sorts
of
pedestrians.
You
find
on
trails
where
the
runners
or
walkers
or
other
other
types
of
pedestrians.
F
Thank
You
mr.
chairman
I,
actually
want
to
echo
a
couple
of
very
good
points
that
commissioners,
Warren
and
Gerhart
pointed
out,
which
is
that
I
do
think.
The
silhouettes
are
not
not
really
good
enough.
I
mean
as
a
as
a
cyclist
yourself
as
a
cyclist
myself.
I
think
it
gives
people
a
false
sense
of
security
to
believe
that
they
can
ride
in
a
road
and
along
with
traffic
or
take
up
a
whole
lane,
and
certainly
I'd
rather
see
a
protected
lane.
F
A
B
AA
I'll
just
kind
of
cover
this
we
we
have
been
working
on
getting
this
program
going.
The
the
most
significant
thing
was
getting
us
to
a
point
where
we
could
actually
put
it
out
for
a
call
for
applications
which
we've
done
now
it
was
being
part
of
May
through
June
16th
was
our
application
period.
We
had
a
extensive
kind
of
outreach
process
that
took
place
presentations
to
this
commission
to
a
number
of
other
Commission's
and
kind
of
community
groups
as
well
took
place
during
that
time,
and
we've
had
a
kind
of
an
online
rollout.
AA
AA
The
good
thing
is,
we
were
able
to
kind
of
evaluate
where
those
were
coming
in
half
way
through
and
sort
of
adjust
some
of
our
outreach
so
that
we
tried
to
reach
out
to
some
of
the
groups
that
maybe
locations
in
the
county
that
weren't
getting
the
in
the
initial
batch
that
we
didn't
see
too
many
applicants
applications
for.
So
we
wound
up
getting
a
pretty
broad
swath
of
Arlington,
County
I
think
50
different
neighborhood
associations.
AA
There
was
an
application
for
at
least
at
least
one
many
had
quite
a
lot,
and
so
we
also
did
some
specific
outreach
trying
to
targeting
some
of
the
more
multifamily
areas,
doing
a
little
bit
of
bilingual
Spanish
and
English
presentations
and
kind
of
posters
in
some
of
the
community
centers
and
things
like
that,
and
so
we're
still
kind
of
looking
through.
All
these
applicants
right
applications
right
now
trying
to
figure
out
what
it
means.
I
gave
you
a
little
kind
of
brief
sort
of
these
pie,
charts,
I
kind
of
identified
sort
of
when
people
applied.
AA
What
sort
of
problems
were
they
kind
of
specifying,
and
this
is
based
on
sort
of
a
sample
of
about
a
hundred
of
them,
and
but
you
can
see
what
came
up
more
mostly
was
concerned
about
speeding
on
streets.
This
isn't
going
to
be
a
neighborhood
traffic
calming
program,
but
we
will
probably
be
addressing
speeding
and
in
various
measures
when
we
do
some
actual
projects
that
construct
things
on
some
of
these
streets.
AA
Sidewalks
obviously
was
a
pretty
significant
one
too,
as
you
can
see
there,
but
there
are
a
number
of
different
things
about
safety,
street
lighting
and
such
and
one
of
the
things
I
could
say
is
from
that
360
applications
we'll
probably
have
a
lot
fewer
when
we've
kind
of
finished
going
through
it
is.
We
saw
quite
a
lot
of
duplications.
You
know
five
or
six
people
in
the
same
street
or
same
block
even
applying
for
the
same
sort
of
project.
AA
That
happened
quite
a
bit,
so
there
were
many
people
were
asking
for
sort
of
maintenance,
type
things
like
fix,
this
broken
sidewalk
or
the
fire
hydrant.
That's
not
working
or
something
like
that.
Those
we're
gonna
have
to
figure
out
how
to
address
those
outside
of
our
program
and
so
we'll
be
putting
notifications
out
to
this
Apple
those
people
who
apply
to
tell
them
kind
of
how
we're
dressing
those,
whether
it's
a
study
to
look
at
whether
a
stop
sign
is
warranted
or
just
sending
a
you
know,
crew
out
there
to
fix
the
broken
sidewalk.
AA
For
funding
now
we'll
be
limited
in
the
number
of
projects
we
can
do,
because
we
don't
have
a
lot
of
money,
but
we
at
least
have
a
sense
as
to
what's
out
there
and
I
think
this
was
really
good
exercise
and
kind
of
hearing
from
the
community.
What
are
the
issues
on
your
streets?
Because
many
of
them
responded
and
they
that
we
a
lot
of
things
we
heard
we
may
not
have
known
about
so
it
was
good
in
that
regard.
AA
So
we
were
going
to
continue
to
be
meeting
with
our
neighbor
Complete
Streets
Commission
and
that
will
be
kind
of
ongoing
and
just
to
say,
we
actually
have
a
chair,
a
change
in
the
chair
of
that
commission
Ortiz.
Former
translation
cushion
member
is
now
taking
over
from
Kevin
Sweeney
after
he
spent
nine
plus
years
kind
of
working
in
this
area.
We
thank
him
for
his
service,
but
there's
still
an
opening
for
a
transportation
commission
member.
If
someone
would
like
to
kind
of
join
that
group
as
well,
that's
my.
A
B
A
So
everybody
get
that
on
your
calendar,
that's
relatively
new!
That's
not
a
date
that
you
had
the
first
time
around.
That
will
be
a
carryover
meeting
where
we
will
almost
certainly
only
deal
with
the
Crystal
City
GRE
station,
and
will
the
board
will
be
expecting
our
recommendation
from
us
on
what
their
position
should
be
on
the
Crystal
City,
the
re
station
and.
A
So
we
will
have
our
normally
scheduled
meeting
on
August
29th
and
then
we
will
have
a
carryover
meeting
the
meeting.
Sorry,
our
August
31st
is
ours
normally
scheduled
meeting,
and
then
we
will
have
a
carryover
meeting
on
September
13th
with
I
mean
I
get
to
set
the
agenda,
so
I
reserve
the
right
to
change
it
slightly
if
necessary,
but
I
current.
My
current
thinking
is
that
the
only
agenda
item
on
September
13th
will
be
the
V
Crystal
City
v
re
station.
Well,.
E
E
A
V
A
So
mr.
best,
this
is
an
interesting
situation
here,
because
I
kind
of
feel
like
I,
would
love
to
get
some
answers
to
some
questions
from
the
VRE
folks
before
we
walk
into
that
room
on
September
13th.
So
is
that
something
that
we
can
potentially
email
some
questions
and
get
a
mass
response
back
from
the
VRE
folks
distributed
via
email
over
over
the
summer?
Here,
yeah.