►
From YouTube: Arlington County Transportation Meeting - May 3, 2018
Description
To view the agenda, go to https://arlington.granicus.com/ViewPublisher.php?view_id=45
A
C
Last
night
the
National
Capital
Transportation
Planning
Board,
held
a
public
forum
at
Arlington
Central
Library,
to
discuss
region-wide
planning
for
2045
7
transportation.
Topics
for
discussion
by
the
region's
residents
were
decided
a
year
ago
by
NT
NCT
B
members
did
anybody
besides.
Commissioner
Clement
attend
the
meeting.
C
Ok,
so
here
were
the
topics
bringing
jobs
and
housing
closer
together,
expand
bus,
rapid
transit,
region-wide
move
more
people
on
Metro,
Rail,
provide
more
telecommuting
and
other
options
for
commuting.
Expand
the
Express
highway
network
improve
walking
and
biking
access
to
transit,
complete
the
National
Capital
Trail.
Has
everybody
seen
this
Arlington
has
embraced
new
urbanism
for
decades,
new
urbanism
has
evolved
into
a
development
for
the
sake
of
development
growth
for
the
sake
of
growth
infill
for
the
sake
of
infill
paradigm.
The
car
free
diet
is
a
more
car
diet.
Affordable
housing
is
gentrification
housing.
C
The
urban
village
is
clarendon
everywhere.
Arlington's
primary
transportation,
alternative
to
Motor
Vehicles
is
bicycles,
bicycles,
bicycles,
24/7,
365.
Mr.
slit,
is
there
an
appropriate
who
decides
that's
what
we
get
from
county
government,
whether
we
want
that
or
not
and
neighborhoods
are
bitterly
complaining.
There
is
no
multimodal
transportation
planning
across
the
county,
let
alone
across
sectors
and
across
neighborhoods
traffic
data.
Our
suspect
we
didn't
buy
into
neighborhood
by
neighborhood
urbanization
to
benefit
infill
developers,
real
estate,
trust,
nonprofit,
housing
corporations
in
a
large
County
bureaucracy.
C
What
is
needed
is
a
moratorium
on
new
urbanism
until
alternatives
to
redevelopment
paradigms
can
be
evaluated
and
discussed
by
Arlington's
residents,
taxpayers
and
voters.
So,
after
40
years
of
new
urbanism
smart
growth,
it
is
time
for
a
change.
It's
time
for
everyone
across
the
county
to
be
involved
in
discussing
what
that
change
will
be.
Thank
you.
Our.
A
Next
item
is
item
2.
This
is
the
Northern
Virginia
Transportation
Authority
FY
2018
to
FY
2023
six-year
program.
Tonight.
I
want
to
introduce
a
new
staff.
Member
richard.rose
Minh
rich,
took
over
sarah's
position
as
the
manager
of
regional
planning.
So
I
first
want
to
introduce
him
and
he
is
a
former
cog
employee.
D
D
As
the
previous
speaker
mentioned
folks
from
my
former
employer,
the
transition
planning
board
were
here
last
night
at
the
Central
Library
talk
about
their
visualized
2045
long-range
plan
for
the
Metropolitan
Washington
region
and
for
the
first
time
since
the
recent
adoption
of
their
transaction
long-range
plan
for
Northern
Virginia,
the
Northern
Virginia
Transportation
Authority,
is
about
to
embark
on
their
first
fully
funded
six-year
capital
program,
six-year
program.
We
have
guests
this
evening
from
the
authority
to
present
information
on
that
program
or
like
introduce
mr.
Keith
Jasper.
E
Thank
you
and
good
evening.
Commissioners
I've
got
a
brief
presentation,
but
a
dozen
slides,
the
first
half
of
which
kind
of
a
look
back
and
sets
the
context
for
our
six-year
program
and
the
remainder
we'll
talk
about
the
specifics
of
the
program
and
I'll
be
happy
to
take
any
questions
you
may
have
at
the
end
of
that
period.
So
the
first
slide
and
I'm
not
going
to
read
this
talks
about
our
statutory
requirements.
E
First,
the
the
authority
is
responsible
for
developing
an
updating
our
long-range
transportation
plan.
We
call
transaction
and
I
came
before
you
about
a
year
ago
to
talk
about
transaction.
At
that
time,
transaction
was
adopted
in
October
of
last
year
and
very
same
evening
that
the
authority
adopted
transaction.
They
issued
a
call
for
regional
transportation
projects
for
our
first
six
year
program,
which
is
the
second
primary
responsibility
listed
here
and
there's
a
very
strong
linkage
between
those
two
things.
E
We
can
only
fund
projects
that
are
included
in
our
long-range
plan
and
the
third
primary
responsibility
enacted
into
house
brought
2313
in
the
year.
2013
is
that
we
give
priority
to
projects
that
provide
the
greatest
level
of
congestion
reduction
relative
to
cost.
That's
actually
part
of
our
legislation.
E
We
can't
do
any
of
these
things.
Obviously,
without
revenues
NBC
edged
revenue
stream
has
been
the
subject
of
much
discussion
over
the
last
couple
of
months,
but
just
looking
back
at
HB
2313
that
provided
us
with
three
different
revenue
streams,
sales,
tax
grant,
ORS
tax
and
transient
occupancy
tax
and
and
that
legislation
also
required
a
regional
local
spirit,
I
split
and
how
we
use
that
that
money,
so
30
percent
of
that
revenue.
E
This
shows
the
the
the
relative
size
of
the
three
different
taxes
and
the
amounts
relate
to
the
five-year
period
ending
June
30th
this
year,
the
the
Tod,
the
transient
transient
occupancy
tax
and
the
grantors
tax.
Those
two
tax
streams
will
be
removed
from
MBTA
as
of
fiscal
year
2019,
and
we
will
retain
the
regional
sales
tax.
E
The
pie
chart
on
the
right
basically
shows
how
we
we
divided
up
to
70/30
displayed
as
it
were
so
for
the
30
percent
revenues.
The
local
distribution
revenues
Arlington,
for
example,
has
used
some
of
that
money
that
it's
received
about
ten
and
a
half
million
towards
32
local
projects
that
have
been
funded
and
the
regional
revenues
I'm
going
to
talk
about
now.
So
over
the
first
four
years
for
the
five
years
of
that
funding.
E
We
have
allocated
almost
a
billion
dollars
to
79
regional
projects.
I
should
backtrack
the
way
we
actually
D
allocated
one
of
those
79
projects
and
reduce
that
amount
by
three
hundred
million
dollars.
As
a
result,
that
was
the
I
66
round
28
interchange,
which
was
basically
then
folded
into
the
I
66
outside
the
beltway
project.
But
we
are
a
multimodal
planning
body,
and
so
our
funding
has
gone
across
a
wide
range
of
modal
projects
and
we
list
those
on
this
slide.
E
In
Arlington,
we've
allocated
about
$800,000
to
one
completed
project,
the
blue
silver
lime
mitigation
project,
which
was
basically
an
expansion
of
our
bus
services
to
to
take
account
of
some
of
the
changes
that
had
to
be
made
by
Ramada
when
the
Silver
Line
opened
and
the
blue
line
was
reduced.
So
those
those
expansion
buses
were
to
meet
that
request
and
we
have
eight
ongoing
projects
in
the
county
for
56
million
dollars.
E
E
We
are
now
evaluating
60
candidate
projects
with
a
total
funding
request
of
2.5
billion,
and
we
list
on
this
slide
here.
The
the
modal,
the
primary
modal
components
of
the
sixty
projects
and
said
one
thing
very
important
thing
to
keep
in
mind
here.
Is
we
evaluate
the
projects
that
are
submitted
to
us?
We
don't
choose
which
projects
we
evaluate.
E
So
I
can
I
can
get
into
these
this
slide
here
in
any
amount
of
detail
that
you
want,
but
for
now,
I'm
just
going
to
give
you
a
very
high
level
view
that
basically
says
that
the
authority
uses
five
components
in
its
project
selection
criteria-
and
these
are
the
major
bullets
listed
here.
Excuse
me,
so
project
eligibility
is
a
simple
pass/fail.
The
project
has
to
be
in
transaction
or
a
long-range
plan,
and
there
are
352
projects
in
transaction
and
the
project's
primary
location
must
be
in
Northern
Virginia.
E
There
are
projects
in
transaction
that
are
outside
of
Northern
Virginia,
because
it
is
an
unconstrained,
long-range,
Regional
Plan,
but
we
cannot
fund
those,
or
at
least
we
only
can
under
some
exceptional
circumstances.
The
next
two
bullets
refer
to
a
couple
of
quantitative
components,
to
rating
scours
that
we
use.
Excuse
me:
congestion,
reduction,
relative
to
cost
and
our
transaction
project
ratings.
E
E
It
was
very
difficult
for
us
to
come
up
with
recommendations
that
way
when
we
didn't
know
how
much
money
we're
gonna
have
so
we
we,
we
decided
to
put
all
the
projects
out
and
let
people
react
to
all
of
them
and
when
we
would
develop
recommendations.
After
that,
we
estimated
we
have
one
point:
two:
eight
five
billion
dollars
in
our
Pago
cash
revenues
for
the
six-year
program,
and
we
are
hopeful
that
we
will
adopt
the
program
in
June,
but
that's
not
certain.
E
So
some
important
dates,
in
fact,
the
two
important
dates
right
now
were
the
last
two
May
10th.
We
are
having
an
open
house
at
the
authority
and
public
hearing
and
we
invite
everyone
to
attend
who
who
is
able
to
provide
public
testimony
at
that
on
that
evening
and
to
talk
with
staff
on
a
one-on-one
basis
and
the
public
comment
period
ends
on
May
20th.
E
There
are
other
ways
to
provide
us
with
comments
other
than
the
public
hearing.
We
have
an
online
comment
form
we
have
a
dedicated
email
address
and-
and
we
obviously
will
accept
letters
in
the
mail
in
the
old-fashioned
way
as
well,
but
it's
very
important
that
we
receive
the
comments
by
midnight
on
May
20th.
Anyone
who
wants
to
speak
at
the
public
hearing
can
pre-register
online
or
register
on
the
evening.
E
Following
the
public
comment
at
the
end
of
the
public
comment
period,
apologize
for
the
acronyms
here,
but
we
have
three
committees
which
will
be
considering
public
comment
and
staff
recommendations.
Pcac
is
our
planning
coordination.
Advisory
Committee
attack
is
our
Technical
Advisory,
Committee
and
PPC
is
our
planning
and
programming
committee,
which
is
comprised
of
five
Authority
members.
E
So
at
that
point
the
PPC
will
consider
everything
and
make
its
own
recommendation
to
the
authority
and
if
all
goes
to
plan
the
authority
will
adopt
on
June
14th.
The
final
slide
is
our
some
means
to
contact
us.
I
do
apologize.
I
do
have
some
Flyers
here.
If
anyone
wants
to
learn
more
about
our
open
house,
I
vote
with
that
I'll
take
any
questions
you
may
have
and
I
apologize
somewhere
dry
through.
C
The
draft
FY
18
2023
six-year
planning
program
is
another
transportation,
transit
planning
charade
that
will
take
the
county
five
years
closer
to
multimodal
gridlock.
The
county's
progress
toward
a
more
car,
more
vehicle
trip.
Diet
is
breathtaking
everything
from
Express
Lanes
dumping,
thousands
of
vehicles
on
our
residential
neighborhoods
and
corridors
to
a
new
Fiat
and
Maserati
dealership
on
South
glebe
Road.
As
everybody
seen,
the
South
glebe
Road
Maserati
fiat
dealership.
C
C
C
Then
there
is
county
governments,
primary
alternative
to
motor
vehicles.
Mr.
slat
bicycles,
bicycles,
bicycles,
almost
completely
unregulated
safety
last
same
for
pedestrian
safety.
Meanwhile,
alternatives
that
would
greatly
reduce
traffic
congestion.
Telecommuting
are
not
mentioned,
except
at
a
regional
level.
Neither
our
home
delivery
services
of
groceries
and
other
domestic
items
and
enhanced
ride-sharing.
C
Like
the
working-class
and
middle-class
so-called
industrial
businesses
are
being
gentrified
out
of
the
county,
while
the
county's
parks,
sports
and
arts
infrastructure
is
being
regionalised.
How
many
vehicle
trips
will
that
generate
mr.
sled?
So
look
for
much
worse
traffic
congestion
by
2023
and
Multi
multi,
Multi
gridlock
and
at
least
20
intersections
by
then.
Thank
you.
E
E
One
is
looking
at
expansion
of
facilities
for
art
to
enable
art
to
expand
its
bus
services,
and
it
needs
more
storage,
space
and
more
maintenance
space
and
the
second
Transit
Project
is
Pentagon
city
extension
of
the
transit
way
and
some
kind
of
complete
Street
type
work,
Pentagon,
City
and
then
the
fifth
project
is
a
transportation
technology.
I
TS
type
project
to
improve
operations
through
technology.
E
Yes
and
a
good
question:
the
Commissioner
is
referring
to
this
sheet,
which
is
part
of
our
public
comment,
packet
and
and
the
ranks
whether
the
project
soliciting
in
in
rank
order
based
on
congestion
reduction
relative
to
cost.
So
it's
two
components
there:
congestion
reduction
and
cost
for
congestion
reduction.
We
look
at
the
reduction
in
annual
person
hours
of
delay
and
we
we
do
that
for
a
modeling
process.
E
We
look
at
the
year
2025
and
the
year
2040
through
the
regional
transportation,
modeling
approach
and
planning
assumptions,
and
we
essentially
model
each
project
to
look
to
see
its
impact
on
congestion
reduction.
That's
the
first
part.
The
second
part
is
the
total
cost
of
the
project.
We
use
the
total
cost
of
the
project,
irrespective
of
what
funding
is
being
requested,
because
that
tells
us
what
it's
going
to
cost
to
get
that
amount
of
congestion
reduction,
so
it
enables
an
apples-to-apples
comparison
of
all.
E
Sixty
projects
for
that
particular
measure,
so
I
think
the
reason
why
some
of
the
Arlington
projects
don't
score
so
well
on
that
scale
is
because
they
may
not
directly
be
reducing
person.
How
does
it
delay
it's
pretty
much
as
simple
as
that?
Alternatively,
they
may
be
more
expensive
projects
which
drags
down
the
road
overalls.
E
But
please
recall
that,
as
I
said
as
I
go
through
my
presentation,
there
are
five
components
to
our
project
selection
process
and
you're,
focusing
on
on
one
of
them
and
when
we
come
to
the
point
where
we
make
recommendations
will
be
taken
to
account
all
of
the
the
components
in
making
any
recommendations.
So
you
know
I,
wouldn't
I,
wouldn't
personally
want
anyone
to
focus
on
any
particular
one
of
those
five
components.
H
E
H
A
follow-up
question
there
had
been
talk
at
a
certain
point
about
the
possibility
of
that
money
being
counted
towards
transit.
Is
that
going
to
be
considered
one
of
the
modes
because
the
money
is
coming
out
of
trans
at
the
NBTA
Potter's
that
now
just
something
that
happened
and
it's
not
going
to
be
considered
as
money?
That's
going
to
transit,
it.
E
Has
not
changed
anything
as
far
as
our
most
emotive
approach,
the
any
significant
thing
I
would
rapport
is
that
about
a
month
ago,
Ramada
withdrew
the
two
projects
it
had
submitted
to
us.
They
were
not
asked
to
do
that.
It
was
to
be
honest,
unexpected
when
they
did,
but
yeah
I
think
it
was
a
good
faith
move
on
their
part,
recognizing
that
the
two
projects
they
had
submitted
could
be
funded
using
the
five
hundred
million
a
year
that
are
getting
from
the
region
and
then.
H
D
E
H
Those
those
to
my
understanding
are
big
pieces
of
that
other
part.
That's
just
not
the
congestion
reduction
relative
to
cost
there's
a
lot
of
other
pieces
that
go
into
the
puzzle
to
make
sure
that,
even
though
something
maybe
isn't
performing
well
on
your
sheet
that
you
have,
that
has
the
green
color
rankings.
But
there
are
a
lot
of
other
pieces
of
the
puzzle
that
Arlington
can
score
well
in
and
kind
of
make
up
that
secondary
ground
for
the
facts.
H
E
Absolutely
correct:
the
authority
has
actually
a
very
good
record
in
trying
to
achieve
Geographic
and
modal
when
it
makes
its
funding
allocations
over
the
three
funding
programs.
We've
already
adopted,
I
recall
that
about
45%
of
the
authority's
regional
revenues
have
been
allocated
to
transit
projects,
and
it's
also
the
case
that
the
authority
would
not
have
a
six
year
program
that
did
not
allocate
revenue
to
specific
projects.
In
you
know,
that's
just
inconceivable,
there's
also
another
part
of
the
HB
2313
legislation.
E
E
I
Thank
You
mr.
chairman,
just
a
couple
of
questions.
Actually
one
of
them,
you
mentioned
one
of
the
responses
about
the
45%.
That
was
one
of
my
questions.
Part
of
it
I
want
to
look
at
how
writing
the
commuters
commuter
trips
by
transit
and
non
transit,
which
be
mostly
private
automobile,
compares
in
the
five-year
period
from
FY
13
to
18,
and
then,
during
this
period
of
18
to
23
I,
understand
the
NV.
Ta
data
shows
that
more
money,
there's
more
money
for
transit,
I,
don't
know
what
the
percentage
increase
is.
That's.
I
Why
I'm
asking
the
question
compared
to
the
increase
in
commuters
I
understand:
there's
been
a
decrease
in
the
projection
of
the
number
of
people
taking
transit
over
the
FY
13
to
18
period.
There's
the
funding.
How
does
let
me
put
it
that
way?
How
does
the
funding
for
rail
and
bus
compared
to
the
other
projects
like
technology
intersection
or
change,
widening
roads
and
so
forth,
mostly
in
Fairfax,
County
and
other
further
out
counties
compared
with
the
ridership
data
yeah.
E
We
we
don't
specifically
use
ridership
data
when
we,
when
we
do
our
allocations,
we
look
at
the
congestion
reduction
specifically
person
hours
of
delay,
regardless
of
mode
that's
been
used,
so
that
that's
what
the
legislation
requires
us
to
give
priority
to
we're,
making
our
funding
decisions.
So
obviously
the
ridership
you
know
is
a
factor
in
coming
to
the
person.
Now
is
a
delay,
but
it
isn't
the
actual
fact
that
we
use
as
a
mission.
E
You
know
45
percent
approximately
is
what
we've
gone,
what
has
gone
to
transit
and
rail
projects,
but
also
keep
in
mind
that
your
projects
will
have
a
primary
mode,
but
that
they
will
typically
have
many
supporting
modes
as
well,
and
so
we
get
kind
of
a
bit
concern
when
it
becomes
a
highways
versus
a
transaction.
A
trend,
transit
kind
of
discussion,
because
you
know
highway
projects
obviously
include
enhanced
facilities.
In
some
cases,
new
facilities
for
for
non-motorized
travel
as
well
and
transit
projects
likewise
may
have
some
impact
on
highway
pedestrian
facilities
too.
E
E
Then
going
forward
I
I
can't
ask
you
a
question
because
I
need
to
read
the
minds
of
the
Authority
members
when
they
respond
to
our
recommendation
and
we
haven't
even
got
to
a
recommendation
yet,
but
what
I
would
say
is
as
a
summation
at
the
beginning.
The
projects
that
we
evaluate
are
the
projects
are
submitted
to
us.
Okay.
So
if,
if
jurisdictions
do
not
submit
transit
projects
to
us,
then
inevitably
we
won't
fund
transit
projects.
I
You
may
not
reflect
the
historical
train
all
right.
My
other
question
is
they
actually
Commissioner
Calkins
referred
to
it
and
looking
at
the
recent
approval,
I
think
the
legislature
has
approved
154
million
as
they
count
as
the
Northern
Virginia
contribution
to
metros
capital
needs
of
that
five
hundred
million
needed.
How
much
of
that
has
come
from
and
NV
ta
funds
and
what
projects
were
affected
by
that.
E
Those
amounts
were
about
75
million
a
year
and
as
an
approximation.
You
can
say
that
that
means,
therefore,
that
there's
50
million
dollars
less
per
year,
that's
going
into
the
regional
Revenue,
Fund
and
and
25
million
less
per
year,
going
into
the
local
distribution
fund,
of
which
Arlington
would
have
received
a
proportion
that
that's
that's
from
MBTA's
revenues.
Now,
there's
some
other
revenues
that
will
be
coming
from
the
localities.
On
top
of
that,
but
that's
not
directly
out
of
our
revenues
either.
So
there
will
be
an
additional
here
on
the
localities
and
just.
H
E
G
G
E
Yes,
you
raise
a
very
good
point:
the
we
use
that
that
metric,
because
that's
driven
by
the
legislation,
as
you
pointed
out
there,
that
may
not
be
the
perfect
solution
in
in
every
case
what
it
says
you
know
we
apply
that
approach
to
each
project.
That's
submitted,
okay,
so
that
the
models
that
we
use
have
inherent
data
that
reflects
the
land
use
employment.
E
Population
where
people
live
and
so
on,
it's
built
into
the
model
and
how
they
travel
is
built
into
the
model.
So
we
really
kind
of
given
by
or
driven
by
what
the
model
is
saying.
So
if
you,
the
model
can
pick
up
different
modes,
including,
to
a
certain
extent,
the
non
motorized
modes
and
our
models
are
calibrated
towards
observed
patterns,
and
then
we
project
those
forward
into
the
future.
As
our
best
estimate,
I
mean
I
would
say,
no
model
is,
is
is
perfect
by
any
means,
but
it
is
the
most
even-handed
consistent
way.
E
B
Yeah,
just
to
piggyback
on
on
that,
my
biggest
issue
is
always
that
the
modeling
here,
you
know,
takes
into
effect
land
uses
effect
on
transportation
as
well.
It
should
which
is
excellent,
but
fails
to
take
into
account
transportations
effect
on
land
use.
The
the
funding
the
projects
that
you
guys
choose
to
fund
will
inherently
affect
the
land
use
that
results
in
five
years
or
ten
years.
You
know
it's
the
sort
of
build
it
and
they
will
come
that.
We
see
why
transportation
is
pushed
forward
as
an
economic
development
tool.
B
So
when
we
fund
transportation
projects
in
far-flung
areas
when
we
fund
transportation
projects
into
areas
where
there's
the
availability
of
greenfield
development,
we
end
up
spurring
new
development,
which
then
fills
erases.
Those
person
hour
delay
benefits
that
we
thought
we
were
going
to
see
so
I
would
love
to
see
innovations
in
modeling
that
try
to
capture
the
effect
of
induced
demand
to
capture
the
effect
of
transportation
project
fundings
effect
on
how
the
localities
then
approve
development
as
a
result
of
those
new
infrastructure
pieces.
B
A
J
Good
evening
I'm
Richard
Tucker
CPAC
planning.
What
we
hope
to
do
tonight
is
briefly
review
some
of
the
major
components
of
the
policy
framework
we
were
here
about
two
months
ago
and
gave
a
more
extensive
presentation,
so
we're
gonna
cut
it
down
a
bit
and
leave
more
time
for
questions
at
the
end.
So.
J
Just
to
refresh
we
have
a
unique
process
whereby
we're
we
have
two
studies
combined
in
one
process.
We
have
the
area
plan
area
outlined
in
dark
red,
which
is
primarily
consisting
of
industrial
properties,
and
we
have
a
park
planning
area
consisting
of
Jane,
Eden,
Park,
shellington,
Park,
Insurance
and
dog
park
as
well.
We
had
a
part
of
our
it's
part
of
our
process,
the
ongoing
design
of
the
Nok
Town
Square,
so
we've
met
over
the
course
of
the
last
two
years.
Over
30
working
group
meetings,
we've
had
other
broader
engagements
with
the
community
to
arrive.
J
During
that
process,
we
received
certainly
a
lot
of
input.
These
are
some
of
the
key
ideas.
These
are
covered
more
extensively
in
the
policy
framework
document
itself,
but
I
think
these
indicate
the
direction
we
needed
to
go
in
terms
of
responding
to
the
input
that
we
received,
including
creating
better
access
to
the
run,
studying
in
arts,
district,
keeping
the
industrial
character,
addressing
parking
transportation
safety
and
having
a
mind
towards
accounting
needs
as
well.
J
At
this
point,
the
purple
coloring
will
indicate
areas
where
we
want
to
preserve
the
existing
uses
and
also
encourage
the
arts
to
be
fostered
in
that
area
as
well,
and
there
are
small
areas
where
we
would.
We
would
consider
a
broader
uses,
an
addition
of
mixed-use
residential
and
office
development.
J
Keeping
the
existing
uses,
the
area
sub
area
B
between
Walter,
Reed,
Drive
and
Nelson
Street
or
the
park
area,
is
an
area
where
we
want
to
keep
the
existing
uses,
as
well
as
encourage
arts
and
then
adjacent
to
the
NOC
revitalization
district,
which
is
outlined
here
in
purple.
Our
small
areas,
where
we
would
entertain
broader
uses,
mixed-use
mid
rise
development
consistent
with
the
vision
for
the
nog
plan,
trying
to
sort
of
bolster
and
augment
the
recommendations
in
that
plan
based
on
again
the
idea
of
maintaining
the
existing
uses.
J
J
Interestingly,
two
parcels
are
outlined
in
this
dark,
blue
or
indigo
color
that
those
parcels
are
anticipated
to
be
acquired
by
the
county
for
the
art
bus
storage.
So
we
want
to
indicate
that
on
this
map
as
well,
these
magenta
colors
again
the
idea
of
mixed-use
development.
There
are
areas
along
24th
road
at
glebe,
where
hotel
and
residential
uses
are
currently
allowed.
Even
we
would
continue
that
as
well,
since
this
area
is
primarily
Zone
m1,
the
height
limit
by
right
is
75
feet,
so
we
pretty
much
keep
it
that
way.
This
just
a
few
exceptions.
J
There
is
a
historic
church,
Lomax
AME
Church
along
24th
row.
We
would
reduce
height
and
show
areas
of
transition
adjacent
to
that
there
is
some
commercially
zoned
properties
on
the
west
side
of
Shirlington
Road.
That
currently,
under
the
existing
zone,
is
height,
maximum
45
feet
and
we
keep
it
that
way
and
then,
most
importantly,
the
weenie
beanie
will
remain,
as
is
gotta
save
the
weenie
beanie.
A
major
idea
coming
out
of
our
process
was
creating
more
access
to
the
water.
J
You
can
drive
through
the
area
drive
across
the
stream
and
not
see
it
not
experience
it
so
wanted
to
create
over
time
additional
points
of
access.
There
are
two
currently
one
within
Barcroft
park,
one
adjacent
to
the
dog
park,
and
so
this
concept
would
shows
one
additional
access
point
west
of
Walter,
Reed
Drive
and
a
number
of
overlooks
that
could
be
implemented
over
time
just
to
provide
some
access
and
view
sheds
into
the
stream
bed
itself.
J
Not
part
of
the
park
planning
area
is
alleys
free
park,
which
is
in
the
area
plan
area.
This
is
a
natural
space
located
west
of
Walter
Reed
Drive
between
Walter
Reed
and
bark
Rock
Park,
and
so
the
idea
is
to
keep
it
natural
and
only
to
create
Gateway
features,
and
perhaps
some
art
or
interpretive
features
to
help
people
enjoy
the
space.
Also,
the
idea
of
creating
that
additional.
What
our
access
point
add
up
had
a
naturally
occurring
low
point.
J
Our
recommendation
is
to
continue
to
study
that
as
a
follow
on
process
to
this
process,
really
working
with
the
Arts
Commission
to
identify
a
strategy
for
expanding
arts,
exploring
the
idea
of
designating
Arts
District,
and
there
are
some
some
some
considerations
for
that
and
exactly
what
boundaries
we
would
want
to
adopt
and
then
looking
at
tools
to
help
and
encourage
that
the
development,
including
zoning
ordinance
amendments
within
sub
area
B,
is
in
an
area
we
had
identified
as
a
two-block
area.
There
are
three
parcels
that
the
county
owns.
J
We
had
previously
had
a
recommendation
for
two
of
the
parcels
to
be
transitioned
into
open
space
at
a
working
work
session
with
the
county
board
in
February
the
board
s
direct
the
staff
to
be
more
in
to
show
more
flexibility,
and
so
all
decisions
on
these
three
parcels
will
be
deferred
until
that
follow-on
arts.
District
discussion
with
the
community
occurs
where
the
the
particular
uses
for
these
sites
can
be
determined.
J
J
Continue
to
provide
education
to
property
owners
and
work
with
them
on
a
voluntary
basis
to
deal
with
stormwater,
specifically
for
the
run
and
for
a
knock
rancho
tributary
to
the
to
the
run.
We
want
to
look
at
stabilizing
the
banks,
removing
invasive
etc
for
knock
ranch.
It's
it's!
It's
a
facility
that
we
don't
have
access
to.
A
Thank
you
next
slide
transportation
recommendations.
The
focus
here
was
on
parking
safety
and
access.
Our
goal
is,
we
went
into
this
effort
is
really
to
increase
the
parking
supply.
However,
we
would
do
this
by
maximizing
the
own
Street
resources.
Our
second
goal
was
to
improve
pedestrian
connectivity
and
really
to
provide
space
for
new
sidewalks.
As
we
got
into
this
effort,
the
transportation
recommendations
are
broken
down
into
three
goals
or
three
groups.
You
have
the
short
term
midterm
and
long
term.
A
Looking
at
the
short
term,
item
is
really
to
proactive,
look
at
the
curb
space
management,
and
this
is
to
complete
our
analysis
of
the
parking
in
and
around
agenda
ting
Park.
Today
there
is
a
whole
mix
of
regulation.
Certain
blocks
have
metered
parking
on
one
side
and
no
regulation
on
the
other,
there's
also
commercial
parking
hourly
parking.
So
we
have
this
full
mix
of
parking
regulations
that
really
was
adopted
in
the
last
20
years.
We
want
a
comprehensive
viewpoint
of
that
and
really
didn't
have
this
implemented
within
the
next
year.
A
Looking
at
the
midterm,
the
midterm
is
to
look
at
reconfiguration
and
evaluation.
The
one
of
the
major
points
of
this
is
to
add
angled
parking
on
the
south
side,
a
four
mile
run
major
with
that.
This
would
provide
roughly
10
to
12
parking
additional
parking
spaces
for
Jenny
Dean
Park.
We
also
want
to
add
a
sidewalk
on
the
south
side.
A
four
mile
run
major.
This
would
be
continuous
from
Walter
Reed
all
the
way
down
the
sterlington
road.
There
would
be
a
number
of
other
pedestrian
and
bike
improvements
that
would
be
tested
in
the
midterm.
A
Looking
at
the
long
term
is
where
we
would
implement
the
permanent
streetscape
changes
where
we
would
actually
go
in
and
repave
and
re
stripe
for
MA
run
major
with
the
angled
parking,
providing
that
the
tests
worked
out
operationally.
Also
many
of
the
ped
and
bike
improvements
that
are
being
tested
in
the
midterm
would
be
implemented
in
a
long
term.
We
also
want
to
continue
our
analysis
and
planning
with
a
South
sidewalk.
On
the
north
side,
a
four
mile
run
drive.
This
is
the
trail
side
and
also
look
at
additional
one
street
parking
options.
A
A
Here
we
have
the
plan
of
view
for
the
the
West
End,
a
four
mile
run
drive
again.
Three
lanes
try
to
increase
parking
where
we
can
sidewalks
on
both
sides.
The
four
mile
run
major
and
landscaping
as
far
as
feedback.
In
the
last
two
years,
we
have
received
a
lot
of
feedback
from
our
working
group.
There
has
been
a
lot
of
interest
from
some
members
of
the
Working
Committee
for
additional
parking
and
structured
parking
garage
parking
and
also
realizing
a
lot
of
these
are
planning
concepts.
A
They
have
not
been
in
a
fully
engineered
of
the
County
Board,
also
weighed
in
and
to
work
sessions
and
the
county
Ward
expressed
no
interest
in
building
any
structured
or
garage
parking
to
support
the
public
or
private
uses
formal
run
drive
today.
Here
we
have
the
four-lane
configuration
that
we
all
know
and
have
experienced,
and
here
we
have
the
vision
concept
for
four
mile
run
drive.
This
illustrates
the
three
lane
configuration
one
lane
in
each
direction
with
the
center
turn
lane.
Angled
parking
from
Nelson
to
Shirlington
road
has
sidewalks
also
landscaping.
A
A
Here
we
have
the
transit
improvements.
We
both
have
service
upgrades
and
also
amenities,
and
this
would
really
better
serve
and
connect
the
area
from
Columbia
Pike
all
the
way
to
the
village
of
Shirlington,
including
the
bus
transfer
station,
additional
future
recommendations.
We
have
a
number
of
items.
First
is
the
pedestrian
and
bike
safety
improvements.
This
would
be
for
Shirlington
Road,
the
crossing
of
that
also
Arlington,
Mill
Drive,
and
also
for
Mile
Run,
Drive
transit
related
improvements.
This
would
be
art,
service
and
also
service
coming
into
the
area
and
the
parking
management.
A
K
You
Richard
so
I'll
speak
to
the
elements
of
the
park,
including
Johnny
Dean,
Park,
Shirlington
Park
in
the
Shirlington
dog
park.
On
this
slide,
you'll
see
the
part
of
the
working
groups
charge
which
states
that
the
park
master
plan
will
provide
a
vision
for
the
comprehensive
replacement,
realignment
of
existing
park
features
and
the
addition
of
new
park
amenities,
as
well
as
the
various
key
study
elements.
K
Some
of
the
feedback
that
we
received
of
that
particular
recommendation
that
we
heard
from
members
of
the
working
group
was
that
they
prefered
consideration
of
another
option
because
it
provided
for
continuous
casual
use,
open
space
along
4,
Mile,
Run
Drive.
That
option
also
provided
for
playground,
accessibility,
closer
to
4,
Mile,
Run,
Drive
and
south
Nelson
Street
closer
to
the
adjacent
neighborhoods.
It
also
provided
for
a
connection
between
parks
and
other
parts
of
the
area
and
for
also
incorporating
the
industrial
character
of
the
neighborhood,
which
should
be
captured
as
part
of
the
park
concept.
K
So
we
did
receive
guidance
from
the
county
board
at
the
February
work
session.
They
formed
the
Jenni
Dean
Park
committee,
which
would
review
the
existing
jteem
Park
concepts
to
determine
if
safety
concerns
related
to
the
alignment
and
siting
of
the
athletic
fields
could
be
addressed.
And
if
the
staff
preferred
option
and
other
options
that
were
supported
by
the
working
group
could
be
reconciled,
and
that
committee
actually
met
on
four
occasions
during
March
and
April
and
that
the
work
from
the
committee
was
shared
with
the
working
group
at
their
April
12th
meeting.
K
So
as
part
of
the
Jenni
Dean
parks
committee
work,
there
were
two
new
committee
concepts
that
were
developed
and
discussed
the
Jenni
Dean
Park
committees
concept.
One
phase,
one
shows
the
WETA
building
remaining
and
access
to
it
remains
from
27th
Street
south.
This
concept
places
the
two
lighted
diamond
fields
along
South,
Nelson,
Street,
different
from
staffs
recommended
concept
from
February.
The
diamond
fields
are
actually
flipped
with
the
youth
baseball
diamond
low.
At
South,
the
four
mile
run
drive
the
playground.
A
small
shelter
and
restrooms
are
also
located
along
the
frontage.
K
A
four
mile
run,
drive
and
a
lighted
basketball
court
and
a
lighted,
tennis
court
and
large
picnic
shelter
would
be
located
in
an
area
just
south
of
the
WIDA
parcel.
A
soft
path
north
of
normal
Run
Drive,
would
also
be
implemented,
and
the
configuration
of
the
site
elements
within
this
phase
would
allow
for
all
existing
uses
to
be
accommodated
in
some
form.
Furthermore,
small
surface
parking
lot
within
the
park,
just
west
of
Shirlington
Road
would
be
retained
to
provide
nearby
parking.
K
In
addition
to
on
street
parking
along
the
Nelson
Street
and
four
mile
run
drive
within
Phase
two.
It
shows
Jenny
Dean
part
if
the
WT
parcel
is
acquired,
as
well
as
the
other
two
parcels
in
the
northeast
portion
of
the
site.
This
concept
shows
the
final
configuration
of
all
those
site
elements,
including
a
relocated
lighted,
basketball
court
within
the
WETA
parcel
and
two
lighted
tennis
courts,
just
south
of
the
weta
parcel
and
expanded
casual
use,
open
space,
just
east
of
the
basketball
court
within
concept
to
phase
one.
K
K
It
moves
a
lighted,
youth,
baseball
diamond
temporarily
to
the
current
location
of
the
adult,
softball
diamond,
where
its
boundaries,
which
would
remain
partially
within
the
resource
protection
area
and
those
would
include
minimal
renovations
and
amendment
enema
and
amenities
provided
the
Elida
tennis
courts
are
located
roughly
in
their
current
location,
sights
a
lighted,
basketball
court,
just
northwest
of
the
of
its
current
location
and
sights
the
new
playground,
small
shelter
and
restrooms.
Just
a
long
four
mile
run
drive.
This
concept
also
retains
a
small
surface
parking
lot
on
the
east.
K
End
of
the
site
to
provide
parking,
and
it
also
it
retains
the
idea
of
having
a
soft
path
north
of
form
out
on
Drive,
with
in
Phase
two.
It
shows
Jennie
park
with
WT
parcel
acquired,
as
well
as
the
other
two
parcel
on
the
northeast
portion
of
the
site.
This
phase
moves
the
fully
renovated
youth
baseball
diamond
northward
out
of
the
RPA
and
cites
a
new
large
picnic,
shelter
just
south
of
the
youth
baseball
diamond
near
the
RPM.
K
So
at
the
April
12th
working
group
meeting,
the
working
group
supported
concept,
one
phases,
one
and
two
by
a
vote
of
14
to
9.
There
was
also
a
second
motion
that
was
passed
to
ensure
that
the
latest
lighting
technology
be
used
for
all
renovated
field
and
court
facilities,
so
taking
into
consideration
the
Jenny,
Dean,
Park
committees,
discussions
and
report,
as
well
as
the
April
2018
working
group,
meeting,
discussion
and
action.
The
recommend
the
recommendation
is
to
proceed
forward
with
concept.
K
One
phases:
1
&
2,
just
also
wanted
to
mention
through
the
development
of
the
design
guidelines
within
the
park
master
plan
materials
will
be
selected.
That's
which
will
preserve
the
industrial
and
natural
character
of
the
area,
which
is
something
that
was
heard
from
community
members
previously,
an
interpretive
program
would
also
be
included
that
acknowledges
and
celebrates
Jenny
Dean
parks,
african-american
and
recreational
histories,
and
this
program
may
include
interpretive
signage,
integrated
public
art
or
any
other
design
enhancements.
K
The
recommended
concept
provides
for
most
of
the
renovated
and
realigned
Park
amenities
during
the
first
phase
of
construction,
and
it
would
be
away
from
the
RPA.
The
newest
lighting
technologies
would
be
implemented
to
minimize
the
effects
from
light
spillover
and
glare
to
the
surrounding
neighborhoods.
Within
this
first
phase,
the
adjacency
of
the
lighted,
adult
softball
and
youth
baseball
diamonds
and
their
associated
amenities
allows
for
more
efficient
and
convenient,
convenient
access
to
other
park
features
and
a
clear
activity.
Node
is
created
in
close
relationship
to
casual
use
space
surrounding
these
park
amenities.
K
It
also
locates
the
playground
along
four
mile
four
mile
run
drive,
which
we
also
heard
from
community
members,
and
this
concept
also
provides
for
contiguous
pedestrian
access
throughout
the
park
and
connects
all
surrounding
neighborhoods
efficiently
to
and
from
the
parked
area.
And
finally,
this
concept
provides
for
more
flexibility
and
potentially
minimizing
the
need
for
fencing
and
netting
associated
with
the
ball
fields
necessary
to
protect
park
users,
for
example.
K
The
playground
and
athletic
courts
will
be
in
an
area
where
interference
from
foul
balls
or
homeruns
from
the
youth
baseball
and
adult
softball
diamonds
would
be
minimal,
which
would
not
necessarily
be
the
case
within
the
concept
2
version,
which
would
provide,
which
would
essentially
require
the
need
for
additional
netting
and
fencing
to
protect
users
of
the
playground
in
court
facilities
within
that
concept.
So,
in
terms
of
next
steps,
the
Planning
Commission
will
consider
the
policy
framework
adoption
on
went
on
may
9th,
and
the
County
Board
will
consider
the
policy
framework
adoption
later
on
this
month.
K
A
C
Four
Mile
Road
Valley
Planning
has
been
facilitated
by
non-resident
County
staff
up
and
down
the
chain
of
command.
Four
mile
run
planning
will
make
the
city
of
Alexandria
very
happy.
Essentially
FM
RV
small
businesses
have
been
allowed
to
deteriorate
and
thus
encouraged
to
leave
Arlington
by
Arlington
economic
development.
C
Alexandria
is
friendly
to
essential
small
businesses
as
a
walking
tour
of
the
actual
urban
village
near
Quaker,
Lane
and
King
Street
demonstrates
county
board
members
make
promises
to
sports
groups
and
arts
groups
several
years
ago
to
create
a
sports
recreation
arts
complex
in
the
FM
RV.
The
FM
RV
will
in
fact
become
a
regional
sports
recreation
arts,
complex,
funded
and
heavily
subsidized
by
Arlington
taxpayers.
C
How
many
vehicle
trips
will
all
those
activities
generate
on
April,
twenty,
twenty
four
twenty
eighteen,
the
county
board
approved
purchase
of
large
parcels
of
land
on
Shirlington
Road
for
vehicle
storage
and
parking
with
a
number
of
vehicle
trips
per
day,
not
estimated
no
comprehensive
multimodal
the
traffic
and
parking
impact.
Analysis
apparently
exists
at
this
point
in
time
for
the
FM
RV
planning
area.
Mr.
slat,
the
antipathy
by
the
county
board
towards
essential
services
goes
back
many
years.
C
The
only
reason
the
Harris
Teeter
supermarket
is
located
in
Shirlington
is
because
one
county
board
member
insisted
on
a
supermarket
20
years
ago.
The
original
Shirlington
Village
is
deteriorating
and
needs
upgrades.
The
real
estate
trust
that
owns
Shirlington
village,
recently
completed
an
expensive
renovation
of
the
shopping
plaza.
It
owns
near
Lake,
Barcroft.
I
Thanks
very
much
mr.
chairman,
mr.
best,
since
we
don't
know
if
you
have
a
chance
to
ask
you
questions
directly,
so
this
is
where
you
find
out
if
we're
friendly
to
you
or
not
and
I'm
ready
for
the
challenge,
all
right
on
page
9,
you
talk
about
the
reconfiguration
of
the
road.
This
is
an
area
in
Arlington
I,
frequently
pass
through,
so
I
have
fair
amount
of
experience
and
looking
at
the
kind
of
traffic
that's
there
and
that
frequently
uses
a
lot
of
the
industrial
places,
most
of
which
are
auto
repair
shops
body
shops.
I
They
take
a
long
time
to
get
into
the
parking
area
of
the
on-site
parking
areas
that
many
of
these
businesses
have
and
they
block
that
one
lane.
So
now
there
are
two
lanes,
so
people
can
go
around
that
blockage.
So
my
concern
is
that
if
the
Arlington
goes
to
one
lane,
that's
going
to
create
problems
for
people
and
the
only
with
tow
trucks,
but
others
many
many
times
they
park
on
that
one
lane
in
the
park.
They
have
to
take
additional
space
in
somebody
else's
area
there.
I
A
Certainly,
this
effort
did
reach
out
to
all
of
the
businesses,
both
auto
related
and
not,
and
I
mean
today.
As
we
all
know,
there
are
four
lanes
and
the
plan
really
proposes
a
three
lane
configuration
and
I
guess
in
an
urban
area
and
over
the
last
twenty
years.
This
area
has
changed
a
lot
when
we
looked
at
this
20
years
ago,
18
20
years
ago,
I
was
also
part
of
that
study
team
and
there
were
even
more
auto
augured
uses,
so
the
area
has
changed
somewhat,
not
completely
with
that.
A
We
really
find
it
in
a
three
lane
configuration
in
an
urban
area.
You
know
often
works
better,
especially
with
a
lot
of
turning
traffic
than
a
four
lane,
and
we
also
find
it
really
safer.
It's
a
case
where
we
want
to
expand
some
of
the
pet
and
bike
options.
We
want
to
add
a
sidewalk
in
the
near
term
to
the
south
side
and
eventually
to
the
north
side.
Well,
there's
not
a
lot
of
right
way.
A
So
with
that,
we
have
to
kind
of
have
a
balancing
act
and
we
feel
with
the
amount
of
traffic
that
is
there
and
it's
roughly
15,000
vehicles.
You
know
per
day,
and
we
also
know
the
mix
between
auto
and
truck
and
the
various
types
of
trucks.
We
feel
this
is
really
adequate
to
accommodate
those
uses.
Now
granted
we
haven't
gone
going
in
and
engineered
this,
but
from
other
examples
that
we've
done
in
the
county-
and
we
have
done
a
number
of
you
know
so-called
Road
diets-
that
we
feel
this
is.
I
A
workable
option
have
you
talked
with
some
of
the
business
owners,
especially
the
auto
body
shops
that
are
bringing
these
cars
in
and
and
even
when
they
leave,
they
tend
to
be
extending
out
into
that
parking
lane.
You
know
because
of
the
may
have
to
get
very
crowded,
I,
don't
know
how
they
manage
their
workload,
but
I've
seen
that
a
number
of
times
what's
the
response
from
them,
we.
A
Have
you
know
reached
out
to
literally
all
the
businesses
and
with
that
some
of
the
auto
use
is
not
happy
about
a
possible
a
change
or
a
three
lane
configuration
you
know
today.
A
lot
of
these
uses
are
really
using
the
parking
area
for
vehicle
storage,
often
for
multiple
days
and
they're,
not
happy
about
that
either.
But
I
think
really
the
transportation
system
is
changing.
A
It's
becoming
more
of
a
balance
of
having
you
know,
safety,
for
you
know,
peds
and
vehicles,
left
turns
and
trucks,
so
I
wouldn't
say
that
all
the
businesses
are
satisfied
with
this
effort.
You
know
with
that.
There's
also
an
element
of
when
you
have
a
change,
a
lot
of
people.
It
doesn't
matter
if
you're,
a
business
or
a
resident,
you
know,
hearing
change
is
not
often
embraced.
Okay,.
I
One
thing
you
mentioned
I
was
going
to
actually
ask
this
in
a
little
more
detail.
I've
often
noticed
on
weekends
and
maybe
other
days
as
well,
that
there
are
Auto
carriers
parked
on
four
mile
run,
I
mean
about
11
or
12
vehicles,
fully
loaded,
Auto
carriers
and
dump
trucks,
not
County
dump
trucks
but
others
and
they're.
Just
what
you
were
saying
that
they're
parked
there.
Why
is
that?
Is
that
it's
legal
I
assume
on
weekends
that
the
park
as.
A
Far
as
many
parts
of
four
mile
run,
major,
there
is
commercial
parking
right,
adjacent
to
Jenny,
Dean,
Park
and
we've
also.
This
was
implemented
about
15
years
ago,
give
or
take
a
year,
so
it
is
legal
today.
One
of
the
issues
that
we
have
is
there's
vehicle
storage
going
on
some
of
the
tractor
trailers,
whether
there
are
car
carrier
or
not,
are
being
stored.
You
know
not
overnight,
but
for
multiple
days,
often
multiple
weeks
and
even
months,
well
out
there.
A
So
with
that,
our
idea
is
to
have
angled
parking
adjacent
to
the
park,
and
this
would
be
obviously
time
restricted
and
eventually
metered
and
have
the
commercial
vehicle
further
to
the
west,
perhaps
west
of
Nelson.
So
the
areas
that
are
more
industrial
in
less
park
and
residential.
We.
So
we
would
move
the
commercial
parking
further
west,
but
we
would
still
accommodate
some
commercial
parking
in
the
area,
but.
I
H
H
So
this
was
this
okay,
so
I
was
curious
if
there
was
ever
thought
given
to
having
the
parking
lot
access
from
Nelson
as
opposed
to
Shirlington
Road
since
Shirlington
Road,
in
that
intersection
of
that
location,
is
so
dangerous
from
access
for
the
W,
no
D,
and
if
there
was
safety
considerations
given
to
moving
the
parking
lot.
Obviously
it's
a
little
late
somewhere
else,
but
if
not
and
if
that's
not
going
to
be
happening,
are
there
going
to
be
additional
safety
treatments?
Because
we're
now
going
to
be
attracting
a
lot
of
park?
A
Early
on,
we
looked
at
a
number
of
ideas,
providing
you
know,
parking
off,
Nelson
Street.
However,
we
it
really
would
impact
the
park.
You
know
with
that,
so
it
was
a
case
of
not
really.
You
know
to
accommodate
that
because
of
the
area
that
would
take
up
realizing
that
the
26th
Street
off
of
Shirlington
Road
is
not
ideal
in
the
peak
hour.
So
as
we're
sort
of
in
the
middle
of
the
policy
framework.
L
You
for
your
presentation
and
I
greatly
appreciate
it
for
the
second
time
it
looks
pretty
good,
but
I
do
have
a
question
about
you
would
mention
something
about.
You
know
it's
really
hard
to
get,
and
it
was
mentioned
here
that
really
hard
to
get
people
to
change
their
ways,
including
the
businesses
that
are
in
there.
I
mean
this
is
what
they've
been
doing.
You
know
was
parking
cars
for
over
20
years
in
various
aspects
of
very
plate.
Various
places
it's
gonna
be
get
them
to
be
really
hard
to
change
their
ways.
L
A
Has
been
a
part
of
the
discussion
and
with
that,
obviously,
the
police
only
have
so
much.
You
know
available
personnel
for
this.
The
area
today
does
receive
a
small
amount
of
enforcement.
There
are
meters
there.
There
is
a
mix
of
regulations
so
as
we
get
into
this,
we're
going
to
probably
have
to
look
at
first
at
time.
A
Restrictions
if
you
had
something
like
four
hour
parking,
so
people
couldn't
park
there
for
you
know
commute
we
don't
want
people
coming
to
area
this
area
in
commuting
all
day,
and
certainly
did
we
don't
want
to
be
multiple
day
vehicle
storage,
the
ideal
for
the
anglo
parking
would
be
adjacent
to
Jenny,
Dean
Park
and
primarily
it
really
would
be
to
serve
park
users
not
only
to
Jenny
Dean
but
also
dog
park
users.
With
that
we
really
see
the
businesses
being
further
to
the
to
the
west
of
Nelson
or
Oakland,
but.
F
K
The
two
options
there
wouldn't
be
a
significant
difference,
I
think
from
the
perspective
of
how
a
park
user
would
travel
in
and
out
of
the
park,
I
think
that
would
still
remain
the
same.
Now
your
circulation
within
the
park
would
be
different
based
on
where
the
different
Park
amenities
are
located
and
how
they
would
be
integrated
within
the
phasing
as
well.
You
know
location
of
pathways
and
potential
areas
for
bicycle
parking
and
things
like
that.
K
F
A
A
F
B
Wanted
to
throw
a
few
things
out
there
I
was
have
been
transportation,
Commission's
main
liaison
to
this
working
group.
It's
been
nearly
two
years
of
working
group
meetings
at
this
point
twice:
oh
and
twice
a
month
for
three
hours
a
night,
it's
been
through
a
lot
of
changes
and
controversy.
I
strongly
support
the
road
diet
on
Four,
Mile,
Run,
Drive
I.
Think
it's
gonna
go
a
long
way
towards
making
Jenny
Dean
Park
feel
like
it's
a
park
and
not
some
grass
on
the
edge
of
the
highway.
I.
B
Think
I
really
applaud
staffs
approach
to
try
and
satisfy
the
parking
requirements
of
the
park
on
the
street,
so
we're
not
losing
tons
of
space
to
to
two
parking
uses.
I'm
sad
that
the
potential
concepts
from
early
on
that
had
been
thrown
around
of
you
know:
courts
on
top
of
partially
sunken
parking
structure
have
not
survived,
but
I
think
there's
still
the
opportunity
in
the
long
long
term
to
potentially
do
something
like
that.
B
The
existing
parking
area-
that's
being
retained
under
this
plan,
strongly
support
the
salad
sidewalk
on
the
south
side
of
Four
Mile,
Run,
Drive
I
think
that's
just
a
no-brainer
necessity
to
get
people
safely
to
and
from
the
park.
So
I'm
really
glad
to
see
that
my
biggest
main
concern
in
the
area
plan
at
this
point
is
just
how.
B
How
far
we
still
seem
from
having
a
sense
of
how
we're
going
to
solve
the
trail
crossing
of
Turlington
road,
where
the
Shirlington
connector
comes
up
right
here
next
to
Johnny
Dean
park,
I.
Think
after
you
have
renovated
this
park
and
put
this
beautiful
plan
into
place,
it's
going
to
just
cause
even
more
people
to
be
trying
to
come
to
it
on
bikes
as
pedestrians,
and
you
know
to
just
say,
study
some
surface
options
in
the
short
term
and
maybe
study
an
underpass
in
the
long
term.
B
After
like
two
years
of
consultants
in
two
years
of
meetings,
it
is
extremely
disappointing
to
me
that
that
is
how
little
a
distance
we
have
come
in
that
amount
of
time.
I
really
would
be
much
happier
to
resoundingly
endorse
this
policy
framework.
If
we
were
a
bit
farther
along
and
saying
you
know,
this,
you
know,
grade-separated
crossing
is
what
we
have
got
to
get
to
or
to
say.
A
G
G
The
other
issue
is
that
I
am
very
approving
of
the
fact
that
you
are
going
to
research
your
transit
options.
I
am
particularly
concerned
about
the
fact
that
I
don't
think
County
Board
has
given
enough
attention
to
the
transit
impacts
of
what
they
do,
and
but
you
have
indicated
that
you
are
going
to
be
adopting
a
rather
novel
approach
to
studying
transportation
impacts,
which
is
to
implement
temporary
measures
and
then
evaluate
them
and
anything
that
contributes
to
objective
transit
impact
analysis.
I,
definitely
support.
B
All
right,
then,
I,
move
that
the
Transportation
Commission
recommends
that
the
County
Board
attack
adopt
the
attached
four
mile
run
valley
policy
framework,
as
outlined
in
our
draft
board
report
and
dated
May
1st
2018.
Second,
we
have
a
motion.
That's
been
seconded.
Is
there
any
discussion
on
the
motion
all
right,
all
those
in
favor,
one,
two,
three,
four,
five,
six,
eight
I
think
that's
everybody
all
right!
Thank
you
very
much.
A
Next
item-
item
four
and
also
item
five
are
related
item.
Four
is
the
crystal
square
Phase
two
site
plan
and
I
understand
this
is
to
be
a
site
plan
and
site
plan.
Amendment
and
I'm
sure
staff
will
correct
me
later
if
I'm
mistaken,
but
item
five
are
the
site
plan
vacations
that
are
associated
with
this,
so
I
will
turn
it
over
to
the
applicant
for
an
overview.
O
Good
evening,
everyone
I'm
Clyde
McGraw
with
jbd
Smith
I.
Thank
you
all
so
much
for
being
here,
we
were
here
in
the
fall
to
discuss
the
first
half
of
the
redevelopment
of
the
crystal
squares
block,
which
include
the
development
of
the
theater
and
the
grocery
store
we're
here
tonight
to
discuss
the
second
half
the
block,
which
includes
the
residential
conversion
of
1770
crystal
drive,
the
proposal
of
a
corner
building
and
the
future
18th
Street
Park.
O
We
have
a
number
of
slides
to
go
through
which
will
try
to
move
through
quickly
but,
of
course,
we're
always
happy
to
revisit
slides.
At
the
end,
if
you'd,
like
the
existing
crystals
at
city
squares
block,
is
located
in
the
heart
of
Crystal
City,
you
can
faintly
see
the
blue
box
up
there
and
the
Pentagon
is
located
directly
to
the
north,
with
DCA
airport
and
the
Potomac
River
to
the
east.
O
The
existing
block
is
five
buildings,
including
four
office
buildings,
which
are
owned
by
JB,
G
Smith
and
one
residential
building,
which
is
the
little
t-shaped
building
on
the
top
right,
which
is
owned
by
thwack
properties.
The
block
is
bound
by
15th
Street
to
the
north.
Chris
will
drive
to
the
East
18th
Street
to
the
south
and
Clark
Belt
to
the
West.
O
The
existing
Crystal
City
metro
station
is
at
the
corner
of
18th
and
Clark
Bell,
with
the
future
proposed
east
entrance
to
the
Crystal
City
metro
station
to
be
put
at
the
corner
of
Crystal
and
18th
Street.
In
addition,
there's
the
existing
VRE
station,
which
is
across
the
street
from
the
block
and
the
proposed
new
VRE
station
to
be
moved
slightly
south.
O
Looking
at
the
existing
g1,
retail
or
underground
level,
we
have
main
arteries
running
north-south
along
the
existing
underground
shops
and
east-west
exiting
through
the
current
1750
office.
Building
now,
looking
at
the
proposed
site
plan
for
the
block,
you'll
see
the
future
grocer
at
the
corner
of
15th
and
crystal
Drive.
The
re
orientated
Crystal
Drive
retail
flipped
from
facing
interior
to
being
Street
facing
the
theater
a
place
in
the
theater
placed
between
1550
crystal
drive
and
1770
Crystal
Drive.
We
discussed
previously
in
the
fall
with
all
of
you.
O
You
can
see
the
continued
circulation
of
pedestrian
vehicular
and
bicycle
traffic
around
the
block
and
the
maintenance
of
the
north-south
passage
way
behind
1550
crystal
drive
the
future
theater
and
connecting
all
the
way
south
to
18th
Street
Park.
Finally,
you
can
see
the
improved
pedestrian
circulation
east-west
across
the
18th
Street
Park
and
the
pedestrian
access
and
circulation
around
and
through
the
future
metro
serving
lower
plaza.
O
O
Here
on
the
transportation
context
map,
we
can
see
a
quarter
mile
around
the
development
site.
We
have
the
existing
Crystal
City
metro
station
immediately
adjacent
to
the
site
at
the
corner
of
Clark
Bell
and
18th
Street
and
directly
across
the
street
is
the
existing
VRE
station.
We
also
have
multiple
Metro,
Way
and
Metro
bus
stops
and
routes
around
the
site.
O
Looking
at
the
bike
facilities,
the
Mount
Vernon
trail
access
is
located
directly
across
the
street
from
Crystal
Drive
in
1770,
and
there
are
also
six
bikes
bike
share
stations
within
a
quarter
model.
In
addition,
there
are
several
existing
bike:
racks
in
immediate
vicinity
of
the
site,
existing
bike
lanes
on
Crystal,
Drive,
southbound
and
18th
Street,
and
an
existing
protected
bike
lane
on
South
8th
Street.
O
O
The
existing
colonnade
in
front
of
1770
today
is
very
narrow
and
only
one
storey
tall
in
order
to
create
a
more
gracious
pedestrian
experience.
Our
design
expands,
the
width
of
the
colony
by
pushing
the
retail
saw,
runs
back
and
expanding
the
height
to
two
storeys
of
the
colonnade,
which
is
approximately
30
feet
tall.
The
sector
plan
calls
for
seventeen
and
a
half
foot
sidewalk
on
the
west
side
of
crystal
Drive,
from
the
edge
of
street
curb
to
the
start
of
the
cafe
zone.
O
O
Now
looking
at
cross-sections
of
18th
Street
near
the
corner
of
18th
and
Crystal
Drive,
we
are
proposing
to
provide
two
westbound
and
to
eastbound
travel
lanes.
We
are
excluding
the
additional
transit
Lane
called
from
the
sector
plan,
which
was
originally
envisioned
for
the
previously
proposed
streetcar,
and
we
were
doing
this
in
order
to
reduce
the
width
of
crossing
for
pedestrians.
O
As
we
move
further
west
along
18th
Street,
we
maintain
the
two
eastbound
and
westbound
travel
lanes,
as
well
as
the
east
and
westbound
bike
lanes.
One
difference
I
would
like
to
point
out
compared
to
the
sector
plan,
is
the
width
of
the
sidewalk
on
the
north
side
of
18th
Street.
While
the
sector
plan
calls
for
a
19
foot
sidewalk,
we
are
only
able
to
provide
a
12
foot
sidewalk
in
this
area.
O
Finally,
on
18th
Street,
looking
at
the
intersection
of
18th
Street
and
Clark
Bell,
we
worked
with
staff
to
solve
for
a
right
turn
lane
at
this
intersection
the
concern
with
our
previous
proposal
of
having
just
two
westbound
lanes
when
you
apply
when
you
approach
Clark
Bell
is
if
cars
are
attempting
to
make
both
left
and
right
turns
and
are
held
up
by
oncoming
traffic
and
pedestrians.
There
could
be
an
issue:
a
significant
traffic
back
up
the
new
agreed
upon
proposal.
O
For
transportation
demand
management,
there
will
be
the
designation
of
a
TDM
coordinator,
a
contribution
to
the
islands
and
County
commuter
services.
We
will
display
and
distribute
transit
related
information,
submit
annual
reports
to
the
county,
participate
in
ongoing
transportation
monitoring
studies
and
we've
also
provided
for
long-term
bicycle
parking
consistent
with
Arlington
County
standards.
O
O
In
addition,
looking
at
the
garage
area,
specifically,
we
have
proposed
moving
the
gate
locations
further
down
the
ramps,
let's
graphic
you're,
looking
at
it's
a
little
bit
confusing,
but
essentially
by
moving
the
gates
further
down
the
ramps.
This
allows
for
queuing
vehicles
both
entering
and
exiting
the
garage
three
houses
within
the
ramps,
rather
than
blocking
vehicular
and
pedestrian
traffic
at
the
street
level.
O
One
other
item
we
work
with
staff
to
introduce
is
an
additional
crosswalk
on
Crystal
Drive
in
front
of
1770
Crystal
Drive.
Currently,
there
are
three
crosswalks
between
eighteen
and
five
teen
Street,
one
at
the
corner
of
18th
Street
at
15th
Street
and
across
approximately
from
1550
Crystal
Drive
office
billion
that
exists
today.
We
felt
that
the
approximately
350
feet
between
18th
Street
and
1550
crosswalks
was
too
great
of
a
distance
and
could
potentially
encourage
jaywalking.
O
We've
come
to
an
agreement
with
staff
to
provide
an
on-demand
crosswalk
across
from
the
entrance
of
17:70
crystal
Drive
to
allow
for
the
safe
crossing
of
both
pedestrians
and
bicycles,
including
the
additional
safety
measure
of
race,
curbs,
finally,
to
quickly
touch
on
parking
ratios.
Gbgs
is
proposing
for
the
squares
block,
an
office
parking
ratio
of
one
per
1,000
square
feet
which
matches
the
sector
plan
and
just
under
0.5
spots
per
unit
for
residential,
while
the
residential
ratio
is
lower
than
what
suggested
in
the
sector
plan.
O
The
latest
guidance
Rawlinson
county
proposes
ratios
for
residential
parking
as
low
as
point
to
spots
per
unit
when
the
building
is
within
1/8
of
a
mile
of
a
metro
station
which
we
are
at
1770.
Therefore,
we
feel
very
comfortable
with
our
proposed
residential
ratio,
as
it
will
significantly
exceed
the
proposed
minimum.
Q
Good,
even
good
evening,
my
name
is
Joe
and
Gabor
and
with
DES
I
also
have
Linda
Collier
here
with
the
real
estate
Bureau
to
answer
any
questions.
I
am
presenting
the
crystal
square.
This
is
the
17:70
crystal
drive
and
corner
building.
It's
a
major
site
plan,
amendment
for
a
site
plan
number
90
and
we
are
pulling
out
the
17:70
crystal
drive,
building
to
be
a
new
site
plan
site
plan
number
four
for
eight.
Q
Q
As
mentioned
the
northern
portion,
the
Central
District
retail,
which
is
shown
in
this
green
area,
was
deferred
earlier
this
year.
So
that
will
be
heard
by
the
board
as
well.
In
May,
we
have
the
new
site
plan
1770,
which
is
shown
here
with
the
orange
shading.
This
will
be
sy
plan,
448
pulled
out
of
site
plan
90.
We
have
the
additional
site
plan
amendment
shown
here
with
this
blue
rectangle,
for
the
corner
building
is
what
we
are
calling
it.
Q
We
also
have
a
small
rezoning
in
this
location
as
green
rezone
from
M
to
2
Co,
and
likewise,
the
new
site
plan
areas
being
rezone
from
co2,
Co
Crystal
City,
and
then
we
have
some
supporting
vacations
and
dedications
for
all
of
this
work,
I'm
going
to
start
with
the
residential
building.
This
is
the
17:70
crystal
dry
building.
This
is
an
existing
office
building
that
will
be
reconfigured
to
be
a
residential
building.
As
mentioned
this
is
going
from
Co
to
Co
Crystal
City.
It
will
be
withdrawn
from
site
plan
90.
Q
The
modifications
requested
for
this
site
plan.
Specifically,
we
have
parking.
They
are
going
to
be
utilizing.
The
existing
garage,
so
all
the
existing
deficiencies,
if
you
are,
which
is
the
parking
space
size,
the
compact
percentage,
the
drive
aisle
widths,
there's
also
parking
on
the
adjacent
property.
Since
this
will
be
pulled
out,
they
will
technically
be
parking
on
adjacent
property,
even
though
it
has
the
same
ownership,
because
the
garage
is
under
the
entire
block
and
then
parking
ratio.
Q
Because
again,
the
zoning
ordinance
does
not
have
the
parking
ratio
this
low,
but
per
the
recently
adopted
residential
guidelines.
This
is
acceptable.
They
are
also
asking
for
modifications
to
the
bulk
plain
angle.
They're
asking
for
a
fifth:
they
have
59%
sun
exposure
proposed
55%
is
the
minimum.
They
are
also
asking
for
modifications
to
the
use
mix
again
51%
office
is
what
is
proposed.
70%
is
the
minimum
for
the
zoning
ordinance
3,300
Square
feet
of
exclusions.
Q
The
corner
building.
This
is
going
to
be
the
construction
of
a
building
again
at
the
corner
of
18th
and
crystal.
Currently,
we
are
not
approving
a
definitive
design
of
it
for
the
conditions.
The
building
design
must
be
reviewed
by
county
staff
and
then
presented
a
future
SPRC
meeting
this.
At
this
point,
the
goal
is
to
provide
in
our
house
the
future
Metro
elevators.
It
would
be
two-story
maximum
height
maximum
ten
thousand
750
square
foot
footprint
with
total
sixteen
thousand
square
feet
of
gfa.
No
modifications
are
requested
for
this
corner
building.
Q
At
this
time
there
also
be
the
dedication
of
a
park
easement
for
the
sector
plan
area's
supposed
to
be
the
market
Metro
Market
Square
Park,
which
will
be
forty
three
thousand
nine
hundred
square
feet.
It
isn't
it's
shown
approximately
in
this
dark
shaded
area,
which
I'm
not
sure,
is
very
visible,
but
it's
about
this.
It's
basically
two
rectangles
one
here
and
then
we
have
another
rectangle
here.
This
is
exclusive
of
the
corner.
Building
again
the
corner
building
is
in
this
location.
Q
As
mentioned
the
streetscape
in
Crystal
Drive,
we
will
be
continuing
the
same
streetscape
that
we
discussed
and
staff
supports,
and
the
northern
portion
a
Crystal
Drive
will
be
continued
to
the
south.
This
does
meet
this
Crystal
City
sector
planning
guidelines
for
clear
sidewalk
and
overall
streetscape
width,
and
we
do
have
that
separate
bike
and
pedestrian
crossing
at
the
Mount
Vernon
trail
that
won't
be
signalized.
Q
We
be
more
of
an
on-demand
signal
and
where
you
push
the
button
and
then
the
light
will
change
the
Metro
stairs
and
the
Ventre
location
based
on
their
current
Metro
design,
would
be
within
that
sidewalk
area.
So
there
is
a
bit
of
a
wider
sidewalk,
but
that's
the
trade-off
between
flexibility
and
visibility
of
the
Metro
and
trying
to
provide
that
clear,
sidewalk,
the
streetscape
again,
as
the
applicant
mentioned
on
18th
Street
north.
Q
While
the
sector
plan
does
call
for
a
wider
streetscape,
we
feel
comfortable
with
the
12
a
total
streetscape,
because
it
has
the
8
foot
clear
sidewalk
and
we
do
have
a
planting
strip
between
the
curb
and
the
sidewalk
any
additional
sidewalk
areas,
basically
taking
away
area
from
the
park,
and
we
feel
it
makes
more
sense
to
have
a
larger
Park
area
as
opposed
to
increasing
the
sidewalk
size.
With
the
timing
of
the
park
and
the
corner
building.
The
one
thing
that
we
do
have
is
currently
based
on
the
current
phasing.
Q
There
will
be
a
curb
cut
along
18th
Street
to
provide
emergency
access
to
those
existing
buildings.
There
currently
is
a
loop
road
and
when
the
quarter
building
goes
in
part
of
that,
Loop
Road
would
go
away,
but
we
do
need
to
maintain
emergency
access
to
the
to
existing
buildings
that
are
not
being
touched.
Bell
Street
essentially
remains
as
it
is
in
terms
of
the
street
section,
but
we
will
be
increasing
the
sidewalk
with
basically
as
wide
as
we
can,
based
on
the
existing
building
footprint.
Q
The
parking
is
we
have
all
touched
on.
There
is
an
existing
three
level
underground
parking
garage
that
will
be
utilized.
The
existing
access
points
are
going
to
be
maintained,
there's
one
on
crystal
drive
and
one
on
18th
Street.
Through
this
process
with
site
plan,
the
first
half
the
Central,
District
retail
and
then
the
second
phase.
We've
had
some
discussions
with
the
applicant
about
wholesale
enhancements
to
the
circulation
and
access
and
signage
to
try
and
make
that
garage,
a
little
more
user
friendly
for
all
the
patrons
that
we
anticipate
using
this
garage.
Q
It
will
be
shared
for
all
the
users
and
with
the
theater
and
then
the
grocery
store,
then
the
residents
and
then
the
office
workers.
We
feel
it's
going
to
be
a
good
balance
and
we
should
be
able
to
maximize
the
use
of
it.
The
parking
ratio
for
the
office,
retail
commercial
is
one
space
for
999
square
feet.
This
is
the
same
as
we
have
for
the
Central,
District
retail
and
then
for
the
residential
building
we
do
of
0.47.
Q
We
also
have
the
10
residential
visitor
spaces
and
the
minimum
of
type
a
excuse
me,
the
minimum
of
accessible
spaces
that
meet
the
type,
a
requirement
for
the
Virginia
state,
uniform,
Building
Code
per
the
new
residential
parking
guidelines,
the
bicycle
parking.
We
have
visitor
parking
along
the
frontage
along
Crystal,
Drive
and
18th,
and
then
there
are
some
locations
for
secured
parking
within
the
garage
for
residents
and
then
all
the
employees
within
the
block.
The
existing
loading
areas
that
currently
exist
on
18th
Street
for
these
buildings
will
be
maintained
and
utilized.
Q
To
touch
a
little
bit
on
the
phasing
of
this
project,
so
the
17:70
building
is
right
here,
story
and
everyone.
This
is
north,
here's
Crystal
Drive,
here's
18th
and
then
here's
Belle
Street.
It
is
anticipated
that
when
1770,
this
building
is
converted,
the
entire
streetscape
alone
crystal
drive
would
be
completed
at
that
time.
Part
of
the
challenge
with
this
is
because
the
street
cross
section
is
changing
some.
Q
It's
really
challenging,
obviously
to
do
half
of
the
streetscape
and
then
not
continue
the
curb
down
to
the
southern,
and
so
while
we
will
not
be
achieving
the
entire
streetscape.
The
final
streetscape.
This
curb
line
essentially
moves
to
the
east
so
that
the
crystals
drive
cross-section
is
continuous
and
it
does
allow
for
a
larger
sidewalk
along
crystal
drive.
The
entire
length
that
exists
today
when
the
corner
building
is
constructed.
This
is
where
the
corner
building
would
be,
as
you
can
see
in
green
here.
This
is
where
all
of
the
streetscape
improvements
would
be.
Q
If
you've
been
out
there
today,
the
sidewalk
is
less
than
ideal.
This
actually
is
going
to
increase
the
width
of
the
sidewalk,
so
we'll
have
the
8-foot
clear,
sidewalk
relative
some
improvements
to
that
garage
entrance
to
make
it
more
user
friendly
and
also
more
a
DA
friendly,
and
they
would
come
around.
The
emergency
access
I
was
alluding
to
is
there's
an
existing
curb
cut
here
and
that
would
be
maintained
to
access
these
two
existing
buildings
that
are
to
remain.
Q
The
additional
items
that
we
are
going
to
be
taking
to
the
board
as
there
is
a
rezoning
there
is
a
small
location
right
here.
It's
about
1,500
square
feet.
It
is
currently
zoned
m2
and
we're
going
to
be
rezoning
it
to
Co.
To
be
honest,
we
do
not
have
a
good
idea
of
why
this
was
not
rezone.
Originally
back
with
the
original
site
plan.
Q
We
feel
it
may
be
a
mapping
error
or
something
got
missed
or
something
but
suffice
it
to
say
the
zoning
around
it
is
CEO,
so
just
makes
sense
to
clean
it
up,
and
so
this
way
the
entire
thing
is
CO
and,
as
mentioned,
this
area
obviously
will
be
pulled
out
going
from
CEO
to
the
CEO
crystal
city.
Zoning.
A
block
plan
also
will
be
adopted
with
seventeen
seventy
Crystal
Drive.
So
we're
going
to
be
taking
two
block
plan
scenarios.
This
was
discussed
at
the
lrpc
meetings.
Q
The
first
scenario
scenario
one
is
what's
shown
in
the
sector
plan.
This
is
the
Metro
Market
Square
Park,
and
then
this
envisions
a
full
block,
redevelopment,
Clark,
Bell,
being
realigned
so
basically
taking
a
blank
slate
and
achieving
all
the
goals.
Well,
that's
not
something
that
the
applicant
is
proposing
at
this
point.
We
have
scenarios
2a
and
2b.
This
essentially
shows
the
1770
building
in
this
location
and
then
again
that
Metro
market
park,
this
scenario
does
not
have
the
corner
building
and
then
this
scenario
does
have
the
corner
building.
Q
Q
This
went
through
the
public
review
of
a
process.
We
went
to
three
SPRC
meetings
and
four
lrpc
meetings
and
staff
does
support.
The
project
recommends
approval
with
the
conditions,
as
shown
in
the
county
board
report.
I
will
put
a
little
cavion
it
that
we
have
made
some
revisions
to
some
of
the
conditions,
since
the
TC
version
got
out
we're
still
having
some
discussions
with
the
applicant
I
believe
we
generally
are
all
on
the
same
page
we're
just
trying
to
clean
up
some
of
that
final
language.
Q
B
R
Right
just
like
to
begin
by
thanking
both
the
chambers,
G
Smith
staff.
This
overall
looks
like
a
great
project.
More
housing
is
always
needed
in
Arlington,
especially
in
transportation,
rich
areas.
So
thank
you
for
that.
I
do
have
a
question,
though,
on
18th
Street
south.
What
is
this
for
staff
on
18th
Street
South?
What
is
the
average
daily
vehicle
trip
rate
like
on
that
section
of
18th
Street
style
from
about
Krystal?
To
about?
Let's
say
us,
one.
Q
R
R
R
Two
hundred,
so
we
just
heard
a
presentation
about
putting
a
three
lane
car
diet
on
Four
Mile,
Run
Drive,
which
has
about
fifteen
thousand
vehicles
traveling
through
it
every
day,
and
that
includes
a
pretty
significant
amount
of
light,
industrial
and
service
commercial
traffic.
So
why
are
four
three
lanes
of
traffic
on
18th
Street
South
appropriate
for
an
incredibly
urbanized
region
of
the
county?
But
three
lanes
are
appropriate
through
four
Mile
Run
Drive
I.
R
Q
It
is
something
that
we
did.
The
applicant
did
produce
their
t
I--
a
we
did
review
it.
We
actually
had
a
lot
of
discussions
about
this
right
turn
lane.
To
be
honest,
there
was
a
lot
of
discussion
about
what
the
pedestrians
and
making
sure
that,
with
that
crossing
of
the
Metro
entrance
right
there,
a
bell
and
18th
Street
I
think
there
was
I
want
to
say
three
hundred
pedestrians
per
hour.
Q
I
think
we
were
looking
at
for
peak,
so
that
was
actually
one
of
our
main
concerns
was
making
sure
we
had
that
right
turn
lane
to
make
sure
there
was
the
traffic
that
continued
across
and
flowed
through
the
intersection.
The
two
lanes.
We
did
do
some
scenarios
internally,
probably
five
or
ten
years
ago,
where
we
looked
at
this
and
the
two
lanes
in
each
direction
just
made
sense.
A
lot
of
is
applicant
alluded
to
is
because
the
concern
of,
if
you
just
have
the
one
traveling
and
there's
only
a
left,
turn
or
a
right
turn.
Q
One
of
the
challenges
we
had
here
was
just
the
existing
inners,
the
existing
Street
cross
section
and
knowing
that
the
southern
curb
essentially
is
fixed
and
then
trying
to
figure
out
where
that
northern
curb
should
be
so
introducing
if
I
guess,
I
think
what
you're
saying
is
what
we
want
to
do.
A
five
lane
intersection
is
that
what
your
question
is.
R
Q
O
Once
we
dug
into
it
a
little
bit
more
with
staff,
we
were
in
Italy
also
reluctant
into
two
lanes
in
both
directions,
but
once
we
understood
their
concerns
a
little
bit
more,
we
actually
came
around
and
agreed
with
staff.
The
concern
is
really
just
the
if
you're
going
westbound
the
oncoming
traffic
on
18th
Street
and
then
the
pedestrian
traffic
coming
from
the
current
metro
station.
If
there's
both
traffic
coming
and
pedestrians
going
across
the
street,
you
basically
have
two
cars.
Neither
could
turn
left
or
right.
O
G
Okay,
I
have
some
prepared
remarks
and
unfortunately
they
do
not
coincide
with
some
of
the
testimony.
We've
heard
I
like
this
plan,
because
it's
principal
feature,
a
21
story.
Residential
tower
represents
a
practical
way
to
reuse
a
vacant
office,
building
that
promises
to
remain
vacant.
Otherwise
it
will
meet
the
demand
for
more
housing
while
promising
economic
benefits
to
the
developer
in
the
county.
The
architectural
design
is
aesthetically
pleasing
and
the
developer
promises
to
dedicate
a
major
portion
of
the
site
to
a
public
park,
however,
is
a
member
of
the
Transportation
Commission.
G
My
principal
focus
is
traffic
into
and
out
of
the
site
and
I
am
concerned
about
the
numbers
reported
and
the
conclusions
drawn
by
the
traffic
impact
analysis,
which
is
referenced
in
the
staff
report
accompanying
this
agenda
item
page
19,
and
the
staff
report
indicates
that
the
proposed
development
will
generate
6
a.m.
peak
hour
period,
vehicular
trips
and
279
p.m.
peak
hour.
Vehicular
trips,
while
the
PM
numbers
seem
reasonable,
the
a.m.
numbers
are
ridiculously
low,
even
in
a
development
built
on
top
of
a
metro.
Stop
the
executive
summary
of
pour
the
traffic
in
act.
G
Analysis
reports
quote:
vehicular
traffic
operations
in
the
study
are
good
overall,
all
intersection
movements
within
the
study
operate
at
the
target
level
of
service
D
or
better
during
the
peak
hours
under
the
future
2020
with
development
conditions,
with
the
exception
of
the
following.
It
then
lists
several
locations
where
congestion
will
occur
during
peak
hours,
including
the
route
1
northbound
and
southbound
access
ramps,
Crystal,
Drive
and
15
Street,
south
Crystal
Drive,
north
and
south
garage
access,
18th,
Street,
driveway
garage
access.
G
The
staff
report
acknowledges
that
the
18th
Street
Garage
access
will
not
have
an
acceptable
peak
period
level
of
service,
but
notes
quote:
these
movements
are
from
garage
or
private
driveways
and
not
the
public
street
network
end
of
quote.
Yet
it
is
clear
from
the
TI
a
that
one
major
intersection
and
access
to
an
egress
from
route
1
will
be
impacted.
I,
don't
know
what
concerns
me
more.
G
The
plain
the
plainly
inaccurate
conclusions
about
the
TI,
a
in
the
staff
report
or
and
also
from
the
client
or
the
conditions
on
the
ground,
resulting
from
the
conclusions
that
are
drawn,
in
other
words,
I'm,
actually
more
concerned
about
inaccurate
statements.
Then
I
act
than
I
am
about
the
conditions
on
the
ground,
but
you
have
to
it's
quite
obvious
that
if
people
draw
the
wrong
conclusions
about
what
a
future
state
is
going
to
be,
then
that
future
state
is
not
going
to
produce
a
happy
outcome
so
that
that's
what
I
have
to
say.
Thank
you.
H
H
Have
major
concerns
about
putting
right
turn
lanes
in
our
urban
areas?
I'm
not
gonna
lie,
especially
when
they
cross
a
bike
lane,
especially
when
we
have
options
to
us
in
a
gridded
area
where
we
can
say
no
right
turns
and
I
really
think
there
are
better
options
to
leave
ourselves
of
rather
than
building
more
road
right-of-way.
In
an
area
where
right-turning
vehicles
tend
to
be
aggressive
around
pedestrians,
they
tend
to
not
think
about
crossing
a
bike
lane
and
checking,
and
it's
a
really
short
storage
lane,
so
you're
gonna
get
like
two
cars
out
of
it.
H
I
would
really
challenge
staff
to
rethink
the
right
turn
lane,
as
opposed
to
a
right
turn.
Restriction,
I,
think,
there's
a
grid
network
in
here
and
with
a
number
of
low
volumes
that
are
happening
at
that
right
turn.
I
think
we
can
sign
the
grid
in
that
area
to
indicate
people
if
they
want
to
access
route
1
to
go
somewhere
else.
F
A
couple
questions
I
have
is
well
actually.
First
I
wanted
to
note.
For
everybody,
this
block
is
probably
the
most
transportation
rich
block
in
the
entire
county.
I,
don't
think,
there's
any
other
block,
that's
close
to
access.
The
only
thing
it
doesn't
have
is
a
water
taxi.
I
mean
you
could
yeah
I
mean
you?
Can
you
can
even
walk
to
the
airport
from
it?
I
mean
it's.
F
O
F
O
F
That's
good,
but
at
the
same
time,
what
park
cars
tend
to
do
is
insulate
pedestrians
from
traffic.
So
they
have
that
effect
of
making
it
easier
to
walk
more
comfortable
to
walk
on
the
sidewalk.
Is
there
any
way
that
you're
designing
using
some
of
that
extra
width
for
that
sidewalk
to
have
some
sort
of
design
elements
that
will
insulate
pedestrians
from
the
flow
of
traffic,
which
will
be
going
right
along
the
curb
absolutely.
O
B
While
she
well,
you
pull
that
up.
I
would
just
want
to
associate
myself
with
Commissioner
Calkins
as
Calkins
remarks
about
the
right
turn.
Lane
I
do
not
enjoy
that
those
mixing
zones
where
bike
lanes
cross
right
turn
lanes
and
with
300
pedestrians
an
hour
is
that
300
pedestrians
crossing
18th
Street
is
that
the
volume
that
we're
talking
about
no.
B
Yeah,
so
that's
300
pedestrians,
who
have
to
walk
across
an
entire
additional
lane
in
order
to
get
across
to
18th
Street
than
they
otherwise
would
just
in
the
morning
peak
hour
alone,
I
really
have
strong
reservations
about
the
right
turn
lane
they're,
both
from
a
cyclists
perspective
and
from
a
pedestrian
perspective
and
I
just
there
as
Commissioner
Calkins
points
out.
There
are
so
many
other
alternative
ways
to
get
around
in
Crystal
Drive
with
the
grid.
Crystal
City
with
the
grid
I,
don't
think
it's
necessary.
B
Just
looking
at
Crystal,
Drive
I
really
love
what
you
guys
are
doing
with
the
colonnade
I
think
you're,
making
the
best
of
what
could
have
been
a
continuing
bad
situation
and
turning
it
into
a
real
win.
I
totally
support
removal
of
the
West
Side
parking
on
Crystal,
Drive
I.
Just
don't
think
it's
been
reallocated
in
the
best
possible
way.
B
You
know
the
colonnade
expansion
gets
us
to
a
pretty
significantly
wide
sidewalk
under
the
arcade
and
we're.
You
know
we're
using
a
lot
of
that
space
from
that
we're
getting
from
taking
away
the
parking
to
then
further
widen
the
sidewalk
outside
the
colonnade,
but
we're
still
leaving
cyclists
with
a
5
foot
plain
painted
bike
lane,
and
that
includes
the
gutter
Pam
right
that
5
feet
includes
the
gutter.
That's.
B
B
I
am
almost
certain
that,
given
the
removal
of
the
West
Side
parking
and
not
protecting
that
bike,
lane
that
we
are
creating
just
a
duplication
of
what
we
have
farther
south
and
crystal
drive
right
now,
which
is
a
pseudo
parking,
Lane
a
stop
and
run
in
and
grab
lunch
lane
a
stop
and
run
in
and
grab
dry-cleaning
Lane.
Rather
than
a
bike
lane.
B
We
have
a
bike
lane
that
bike
lane
farther
south
on
crystal
drive-by,
good
stuff,
eatery
and
the
pizza
place
is
blocked
over
50%
of
the
waking
hours,
and
this
I
think
is
a
really
great
development
that
suffers
from
this.
One
glaring
detail
in
trying
to
provide
a
place
where
people
can
get
to
without
a
car
that
can
bike
to
they
can
walk
to.
B
G
G
G
Now,
if
it
again
maybe
I
should
have
asked
the
question
earlier,
can
I
get
an
affirmation
that
that
is
in
fact
correct,
and
if
that
is
correct,
some
kind
of
a
statement
either
regarding
I
wanted
to
how
this
might
be
mitigated
or
whether,
in
fact
it
should
be
mitigated.
I,
don't
know
how
to
say
this.
I
will
revise
my
proposed
amendment
to
say
that
the
staff
report
should
be
amended
to
accurately
reflect
the
results
of
the
traffic
impact.
Analysis
is.
B
I
I
just
have
a
general
question
for
staff
on
this,
because
there
seems
to
be
a
major
issue
in
view
of
the
bicyclists
and
pedestrians.
What
is
the
staff
view
of?
Are
you
hearing
this?
Okay?
What
is
the
staff
for
you?
Mr.
best
I,
don't
know
who
best
to
ask
the
question
to,
but
what's
the
staff
view
of
the
right
of
the
fact
that
there
is
no
there's
a
right
turn
lane
that's
proposed
and
that
could
present
some
serious
problems.
Q
I
Q
Supports
the
right
turn
lane
it's
something
we
actually
had
a
lot
of
discussions
with
the
applicant
with
it's
the
challenge
we
have
of
balancing
making
sure
we
have
the
pedestrians
taking
care
of
yo
the
bicyclists.
We
have
the
vehicles
and
making
sure
that
we
have
flow
across
the
intersection
if
you
will
from
18th
Street
to
the
West
and
that's
what
we
don't
want
to
hold
up,
because
there's
anticipated
to
be
a
large
there's
already
an
existing
large
number
of
pedestrians
that
cross
Bell
Street
at
18th
Street
today
and
with
the
influx
of
additional
residential.
Q
We
anticipate
the
pedestrians
to
increase,
and
in
some
we
did
work
with
the
applicant
numerous
times
we
looked
at
numerous
scenarios
to
figure
out
what
made
the
most
sense
in
terms
of
modeling.
As
you
know,
as
you
all
have
mentioned,
obviously,
Crystal
City
is
a
grid
network
and
cars
could
go
a
lot
of
different
places
to
get
to
their
destination,
so
we
went
through
a
number
of
different
scenarios
with
the
applicant.
Q
We
also
a
staff
had
looked
at
this,
probably
two
or
three
years
ago,
independent
of
this
development
to
see
what
made
the
most
sense-
and
this
is
where
it
became
that
challenge
of
how
do
we?
How
do
we
make
sure
that
we
have
limited
public
right
away
and
all
of
the
we
have
the
park?
We
have
the
sidewalk,
we
have
the
travel
lanes,
we
the
bicycle
lanes.
Q
How
do
we
fit
all
this
in
there,
and
so
you
know
additionally,
you
know,
as
one
of
the
commission
members
mentioned
also
was
just
looking
at
the
even
the
length
of
the
right-turn
Lane.
You
know
what
makes
most
sense.
Is
it
two
cars?
Is
it
four
cars?
Is
it
ten
cars?
So
that's
what
we
were
trying
to
balance,
knowing
that
the
park
is
something
that
is
also
important
to
staff
in
the
county
and
the
community.
Q
F
Q
F
Okay
right,
so
we
don't
have
a
lot
of
information
yet
on
the
current,
because
the
current
set
up
is
new.
That
is
correct,
so
people
have
not
gotten
used
to
it.
Correct
would
snap
be
open
to
reviewing
this
after,
let's
say
a
year
of
experience
with
this,
if
it
because
right
now,
with
only
six
cars
I'm,
not
sure,
really
a
problem,
but
if
it
goes
to
60
that
might
be
a
problem
and.
Q
It's
something
that,
because
of
the
way,
the
phasing
of
this
site
plan
is
I'm
actually
open
to
that.
Just
because
this
end
of
18th
Street
won't
be
done
until
the
corner
building
comes
in
as
we
discussed
the
phasing
the
1770
building,
if
you
will
in
Crystal
Drive
will
be
completed
at
one
time,
so
the
rest
of
18th
Street,
including
this
right
turn
lane,
wouldn't
be
completed
until
the
corner
building
construction.
At
this
point,
I,
don't
think
we
have
I,
don't
think
that's
a
short
term
to
find
is
within
the
next
year.
Q
That's
going
to
happen,
so
it's
something
that
I
think
we
would
be
open
to
looking
at
it
yeah
once
let's
say
1770s
occupied
and
it's
been
three
or
four
years.
Whatever
it's
been,
you
know
there
is
an
opportunity
that
we
could
look
at
the
traffic
counts
at
this
point.
At
that
point
you
know,
maybe
it
makes
sense
at
that
point,
it's
something
we
actually
talked
with
the
applicant
about
that
hypothetical
of.
Q
If,
even
if
the
right
turn
lane
is
installed-
and
then
you
know
it's
ten
years
from
now,
we
find
out
that
aren't
a
lot
of
people
using
it.
Maybe
we
do
turn
it
into
a
parking
and
then
we
would
put
it
up
back.
So
it's
something
you
know
as
staff.
We're
very
open
to
the
challenge
with
this
area
is
because
the
change
in
use
with
a
two
weighing
and
then
the
mixed-use
on
the
block.
It
is
a
little
harder
to
figure
out
what
is
that
future
forecast?
Q
You
know,
as
we
said,
there
are
six
cars
today.
You
know
we're
projecting
60,
some
of
the
modeling
we
looked
at
you
I
think
we
were
like
a
hundred
cars,
so
a
lot
of
it
is
trying
to
figure
out.
Where
do
we
think
the
cars
are
going
to
go
to
and
what
traffic
patterns
are
they're
going
to
utilize?
So
that's
something
that
I
would
say
we're
definitely
open
to,
especially
because
mainly
because
of
the
timing
of
when
the
potential
for
this
intersection
to
be
redone,
I.
B
Just
want
to
point
out
two
quick
things
on
this.
One
is
that
this
was
recently
to
wait,
and
that
means
this
entire
street
network
function
just
fine
without
this
right
turn
at
all
until
recently,
and
second,
that
60
cars
turning
right
in
the
peak
hour
is
one
per
minute
on
average,
which
I
questioned
the
extent
to
which
that
can
back
up.
H
B
G
Would
like
to
comment
well.
First,
I,
obviously
support
what
mr.
Slade
has
just
said
for
Transportation
commissioners
at
EIA
is
like
The,
Wall
Street
Journal
to
a
businessman
he's
generally
better
off
when
he
has
it,
but
the
conclusions
that
I
drew
were
evident
in
the
TIAA
executive
summary
they.
They
are
contradicted
by
what
was
reported
here
tonight
and
I,
find
that
very
troubling.
G
S
H
S
H
S
Think
part
of
the
concern
I
think
is
joined.
Mention
was
just
the
fact
that
it's
a
shared,
the
westbound
approaches
are
shared
through
left
and
a
through
right.
So
I
think
the
concern
when
we
talk
when
we
talk
to
staff
is,
if
you
have
the
one
right
turn
lane
or
the
one
car
that's
turning
right
and
all
the
pedestrians
crossing
that
they
would
block
through
traffic
I.
Think
that
was
really
the
concern
more
so
than
than
the
queue.
But
but
yes
to
your
point,
there
weren't
extensive
queues
on
that
approach,
which.
B
N
Briefly,
these
are
some
additional
vacations
that
are
associated
with
the
other
phases
of
the
project,
so
we
came
to
you
before
and
brought
the
first
set
of
vacations.
We're
actually
redoing
them
all,
because
we
broke
them
up
a
little
differently
based
on
the
phasing.
So
that's
why
they're
all
before
you
again,
but
you
have
voted
on
some
of
them
already,
and
these
are
just
additional
ones.
I,
these
are
minor,
the
additional
ones
are
minor
compared
the
the
larger
ones
were
the
ones
that
came
the
first
time.
B
B
A
Our
next
item
is
other
commission.
Business
staff
has
two
things
very
quickly.
Our
next
meeting
is
May
31st.
This
is
actually
the
June
meeting,
but
will
take
place
in
the
calendar
month
of
June,
because
our
yeah,
that
would
be
the
June
meeting
and
when
we
have
a
meeting
in
June
for
July.
The
other
item
is
your
TC
packet.
We
are
doing
packets
a
little
bit
differently.
A
Now
they
are
going
out
via
email
and
they're,
also
located
on
the
TC
web
page,
and
so
as
far
as
a
paper,
because
you
don't
have
a
separate
computer
in
front
of
you
and
basically
you
have
a
shared
computer.
So
if
everyone
is
on
page
13,
you
cannot
skip
ahead
or
behind
you
are
still
having
a
paper
packet
which
eventually
we
will
go
to
some
digital
format
as
well.
B
Development
actual
site
plan
review
for
some
residential
buildings
in
the
Pentagon
in
the
pen
place.
Pd
SP
are
moving
forward
in
site
plan
review,
though
they,
of
course,
it
hasn't
come
here
to
TC
it
if
you're
interested
in
being
transportation
commissions
rep
to
that
site
plan
review
process.
Please
see
me
after
the
meeting
or
shoot
me
an
email,
because
I
believe
it
has
already
had
its
first
meeting
and
is
moving
on
to
number
two
and
if
we
don't
get
on
it,
no,
it's
gonna
pass
us
by
its.