►
Description
To view the agenda, go to https://arlington.granicus.com/ViewPublisher.php?view_id=45
A
C
Evening,
members
of
the
Commission
I'm
going
to
provide
you
with
a
very
brief
overview
of
our
transportation
capital
improvement
program
and
the
reason
that
we're
giving
you
this
overview
is
that
we
are
in
a
CIP
update
year.
So
the
county
updates
its
overall
CIP
every
two
years,
and
so
we
are
just
kicking
off
the
update,
which
will
ultimately
go
to
the
board
in
July.
C
So
in
Arlington,
the
way
we
think
about
investments
really
is
very
much
rooted
in
what
we
do
with
Community
Development
and
we're
building
off
of
a
really
substantial
track
record
of
success.
Building
around
transit,
so
most
of
the
county's
office
and
commercial
space
is
built
on
top
of
the
transit
system.
C
We
actually
have
three
transit
corridors,
Rosslyn
Boston
route,
1
and
Columbia
Pike
and
you'll
also
note
that
approximately
56
percent
of
all
the
housing
in
Arlington
is
on
top
of
transit
as
well
and
that's
by
plan
and
when
we
think
about
transportation,
we're
also
thinking
about
growth,
even
though
the
commercial
side
of
development
has
has
slowed.
We
continue
to
have
a
residential
infill
with
a
projection
that
we
could
see.
290
thousand
residents
in
Arlington
by
2045
and.
C
In
Arlington,
it's
all
about
providing
travel
options,
so
it's
ongoing
investments
to
make
it
easy
to
get
around
by
all
forms
of
travel.
Everything
from
metro,
rail
to
the
re
to
regional,
local
bus
or
one
of
the
leaders
in
car
sharing.
We
are
one
of
the
leaders
in
bike
sharing
and
we
continue
and
invest
in
our
bicycle
and
sidewalk
facilities
and
investments
in
transportation,
infrastructure
and
services
really
allow
our
community
to
meet
its
broader
communities.
Sustainability
goals
and
Arlington
was
just
recently
recognized
as
the
first
LEED
Platinum
community
in
the
u.s..
C
So
briefly
on
the
MTP.
This
is
our
document
that
guides
how
we
think
about
transportation
in
the
county,
and
we
have
three
overarching
policies.
The
first
is
to
integrate
transportation
with
our
land
use
economic
development.
It
is
to
support
the
design
and
operation
of
Complete
Streets,
and
it
is
to
effectively
manage
transportation,
demand
and
transportation
systems.
C
Some
recent
accomplishments
include
substantial
expansion
of
cabby.
We
have
now,
along
with
the
district,
the
highest
density
of
stations
in
the
region.
By
far
and
more
coming,
we
continue
to
invest
in
the
upgrade
of
Columbia
Pike,
we're
continuing
to
build
out
our
commuter
stores
and
other
infrastructure.
C
Investments
in
transit
included
the
transit
way
down
in
Pentagon
City
Crystal
City
upgrades
to
bus
facilities
and
something
that
you
don't
see
but
is
actually
very
important
to
our
transportation
system
is
what
we're
doing
below
ground.
We
are
just
finishing
the
build-out
of
our
fiber-optic
network,
underneath
basically
all
of
the
arterial
streets
in
Arlington.
This
connects
up
all
our
signals.
Our
incident
response
cameras.
It
connects
to
Public
Safety.
C
This
next
slide
covers
an
overview
of
the
the
CIP.
It
continues:
Arlington's
commitment
to
developing,
maintaining
and
managing
transportation
transportation
system
that
expands
travel
choice
and
access
for
all
users.
That's
roughly
a
little
bit
over
a
billion
dollars
composed
of
complete
streets,
metro,
rail
station
project,
enhancements
building
out
the
premium
transit
network
for
Columbia,
Pike,
Pentagon,
City,
Crystal,
City
and
Potomac
Yard,
maintaining
and
reconstructing
bridges
and
roads,
improving,
streetlights
and
signals
and
building
on
pedestrian
and
bicycle
infrastructure
and
parking.
C
This
pie
chart
is
from
the
last
CIP.
We
are
currently
doing
the
updated
revenue,
estimates
and
and
project
estimates,
but
roughly
forty
percent
of
all
the
projects
were
transit.
Forty
four
percent
were
Complete
Streets,
which
generally
had
very
substantial
pedestrian
improvement
elements
to
them
and
then
I'll,
just
shy
of
12
percent
for
paving
and
this
pie.
Chart
again
is
from
the
last
approved.
Cip
covers
our
funding
sources,
so
we
have
a
very
diverse
funding
base,
ranging
from
a
rather
modest
amount
of
federal
money
from
old,
mostly
earmark
grants.
C
We
get
a
substantial
amount
of
state
aid,
particularly
for
transit,
but
also
for
some
Street
reconstruction,
but
you
see
the
the
lion's
share
of
it
is
our
NV
ta
Northern
Virginia
Transportation
Authority
funds
and
our
transportation
capital
fund,
which
is
composed
of
two
different
sources.
It's
both
our
commercial
real
estate
tax,
as
well
as
our
Northern,
Virginia,
Transportation,
Authority,
local,
share,
30%,
local
and
then
TIF
is
our
tax
increment
financing
district
across
Pentagon
City,
Crystal,
City
and
Potomac
Yard.
C
C
And
the
way
that
transportation
CIP
is
organized,
it
is
organized
into
four
geographic
areas
representing
the
three
transit
corridors,
Columbia
Pike,
Rosslyn,
Boston
corridor
in
the
route
1
corridor
and
then
countywide
investments.
So
that's
the
geographic
mix
and
then
it's
further
broken
out
into
transit,
Complete,
Streets
and
maintenance
capital.
C
C
C
The
county
board
approved
the
construction
of
the
West
End
H&I.
That
work
will
begin
in
about
a
week
and
a
half
February
20th
I
believe,
is
our
kickoff
for
construction,
and
then
we
still
have
to
complete
F,
C
and
D,
and
a
in
F
and
C
and
D
we're
in
the
right-of-way
acquisition
phase.
The
design
is
mostly
done
and
a
requires
a
whole
lot
of
coordination
with
outside
agencies,
but
that
alone
represents
over
a
hundred
million
dollars
of
investment
in
all
of
the
utility
infrastructure.
Rebuilding
the
complete
right-of-way
upgrading
sidewalks,
providing
streetscape
and
layered.
C
We
are
in
the
procurement
process
for
clarity
and
circle.
We
are
working
with
VDOT's
who
begin
construction
on
Rosslyn
Esplanade
and
the
further
phases
of
rebuilding
Wilson
Boulevard
between
Virginia
square
and
Claridon
on
transit.
We
have
the
Boston
multimodal
project
that
is
100%
design,
and
we
are
actually
going
to
get
that
into
procurement
in
the
next
couple
of
weeks.
I
believe
and
we're
also
trying
to
advance
work
on
Boston
metro
station
entrance
and
courthouse
working
collaboratively
with
metro.
C
And
then
some
of
the
investments
countywide,
probably
our
top
priority-
is-
is
providing
a
facility
foundation
underneath
art
art
has
grown
a
lot
and
to
have
a
successful
transit
system
long
term.
It
actually
needs
supporting
facilities
so
expect
in
the
CIP
to
see
substantial
dollars
allocated
to
building
out
those
facilities.
C
C
C
That
then
gets
filtered
into
our
Department
of
Management
and
Finance
gets
shared
with
the
county
manager's
office
until
in
the
late
spring,
the
county
manager
proposes
an
updated
10
year,
countywide
CIP
for
the
community
and
the
board's
consideration
a
pretty
healthy
set
of
outreach
meetings
as
well
as
hearings
and
generally
the
board
adopts
the
CIP
no
later
than
the
third
week
of
July,
and
that
timing
is
kind
of
important,
because
the
board
is
acting
on
the
language
for
the
general
obligation
bond
referenda
to
voters
in
November
and
our
transportation.
Cip
is
informed
by
county
policy.
C
It
comes
from
the
MTP,
but
it
also
comes
from
the
community
and
the
board's
work
on
our
sector
plants.
Like
realized,
Rosslyn,
courthouse
station
area
plan
and
crystal
city
plan
in
Columbia
Pike
those
really
provide
the
foundation
and
for
transportation.
It's
an
implementation
document.
It's:
how
do
we
actually
take
those
plans
and
put
the
infrastructure
in
place
to
make
those
plans
a
reality,
be
happy
to
answer
any
questions
the
Commission
may
have.
B
B
C
It's
a
CIP,
the
the
it
is
both
an
implementation
document
and
a
planning
document,
and
there
are
a
couple
things
we
are
carrying
forward
in
complete
projects,
and
so
that
means
that
all
of
the
the
timelines,
the
cost
estimates
have
to
be
updated
for
every
project.
And
then
we
are
also
looking
at
our
funding
sources
to
see
what
the
revenue
projections
are
and
trying
to
match
them
and
seeing
where
there's
capacity
for
anything
new.
C
D
Thank
you
very
much
for
the
presentation,
mr.
leach
I,
since
you
mentioned
that
the
CIP
is
derived
from
and
helps
to
implement
the
master
transportation
plan,
I
was
going
to
ask
how
up
to
date
is
our
master
transportation
plan?
When
was
the
last
time,
each
of
the
elements
was
fully
reimplemented
or
fully
updated.
C
C
C
C
D
D
C
A
E
Good
evening,
thanks
so
much
for
taking
the
time
to
have
us
here
tonight
to
listen
for
the
second
time
about
the
projects
we
were
here
a
couple
of
months
ago,
giving
an
update
on
the
center
of
district
retail
project
in
Crystal
City.
So
tonight,
we'd
like
to
give
the
comprehensive
update
of
where
we
ended
our
SPRC
process
and
and
where
we
are
in
terms
of
the
final
plan
that
we'd
like
to
bring
before
the
board
at
the
end
of
the
month.
E
So
existing
conditions
map
just
to
orient
ourselves
at
the
bottom
of
the
page.
You
see
Reagan
Airport
to
the
right
or
north.
You
see
the
Pentagon
and
in
a
small
outline
you
can
start
to
see
where
the
site
sits
relative
to
relative
to
the
Greater,
Crystal,
City,
Pentagon
City
area
and
some
of
the
region's
different
landmarks.
As
we
zoom
in
you
get
a
clear
example
of
the
site.
E
Currently
on
the
site,
there
are
five
buildings
for
office
buildings
and
one
residential
building,
1550
Jefferson
Davis
highway
being
the
residential
building
all
other
buildings,
so
1550
is
owned
by
another
landowner.
The
other
four
buildings
are
owned
by
JB
G,
Smith,
251,
241
and
1550
are
currently
occupied
office
buildings
and
those
are
proposed
to
remain
as
such
as
a
part
of
this
application
17.
What
is
shown
as
1770
is
currently
1750,
Crystal
Drive,
and
this
is
a
vacant
office,
building
that
as
a
part
of
second
application.
E
E
E
This
is
another
graphical
representation
of
the
site
again
showing
those
five
buildings.
The
four
and
gray
are
owned
by
the
applicant.
The
cross-shaped
building
is
the
direct
property
zoned
residential
building,
a
couple
of
key
things
to
point
out
here:
sort
of
working
from
15th,
Street
and
heading
clockwise
right
now,
right
off
of
15th
Street,
there's
some
speed
ramps
that
take
you
down
to
a
shared
garage
that
sits
beneath
the
entire
plate
of
the
block.
There
are
also
two
existing
busts
through
ways
that
pass
beneath
1550
working
around
the
block.
E
You
see
and
it's
about
mid
block
on
crystal
drive.
There
are
two
curb
cuts
both
serving
the
existing
below
grade
garage.
One
takes
you
directly
down
to
g2,
which
is
the
first
level
of
below
grade
parking.
G1
is
actually
the
crystal
drive
elevation,
which
is
a
little
misconceiving
the
second,
so
the
southernmost
of
those
entrances
is
a
ramp
that
takes
you
directly
to
g3,
so
the
second
level
of
below
grade
parking
and
then
just
continuing
around
the
site
on
18th
Street,
there's
another
loading
and
garage
entrance.
That's
a
part
of
that
second
package.
E
There's
a
metro
serving
elevator
right
at
the
west,
end
of
that
drive
loop
off
of
18th
Street
and
then
obviously
the
metro
station
itself
sitting
just
west
of
Clarke
Bell
on
the
next
slide.
You
see
that
g1
level.
So
that's
crystal
dr
elevation
and,
as
you
start
to
move
west
you're,
basically
borrowing
yourself
into
about
16
feet
of
great
chains.
So
that's
sort
of
how
all
that's
working
starting
up
at
the
metro
station
itself
has
as
an
underground
entrance
into
the
Crystal
City
underground
right
along
that
main
north-south
spine.
E
That
starts
to
connect
multiple
blocks
on
a
north-south
access
running
through
Crystal
Drive.
Currently
there
are
two
different
hallways
that
will
take
you
from
that
north-south
spine
to
Crystal
Drive,
one
coming
out
of
1550
and
the
other
coming
out
just
north
of
that
right
just
about
south
of
15th
Street.
E
Then,
if
you
jump
back
up
to
the
next
slide,
this
is
the
proposed
plan.
The
hatched
area,
showing
the
the
proposed
second
package
but
focusing
on
the
theater
and
everything
north,
is
this
package,
and
you
can
see
where
the
theater
is
basically
dropped
down
into
the
empty
space
created
between
1550
and
1770,
and
then
you
can
get
a
sense
for
how
that
grocer
space
is
being
slid
under
1550.
So
as
a
part
of
the
proposed
plan,
a
couple
of
things
to
point
out,
one
on
15th
Street
is
a
new
dedicated
bike
lane.
E
E
The
grocer
itself
is
comprised
by
about
17,000
square
feet
of
rentable
space.
Continuing
south
along
Crystal
Drive
you've
got
10,000
net
new
square
footage
of
inline
retail,
and
then
the
theater
is
about
a
900
seat.
Theater,
you
can
see
underneath
the
theater.
Those
two
curb
cuts
serving
the
below
grade
garage
would
remain,
as
would
the
18th
Street
loading
and
garage
entry
area
under
both
the
current
proposed
plan
and
the
second
phase.
E
Something
worth
pointing
out
is
at
the
corner
of
18th
and
crystal
both
phases
of
the
project
contemplate
and
allow
for
the
proposed
Metro
entrance
expansion,
something
that
we've
been
working
closely
with
staff
and
whatnot
on
and
then
jumping
down
into
the
g1
of
the
proposed
plan.
You
can
see
that
that
north-south
spine
running
by
the
Metro
and
connecting
the
block
to
other
areas
of
Crystal
City
remains
preserved,
as
does
the
east-west
connection
to
Crystal
Drive
through
the
1750
building.
E
A
tremendous
amount
of
assets
here
on
the
block
and
adjacent
to
the
block,
in
addition
to
the
six
bike
share
stations
that
sit
within
a
quarter
mile,
there
are
a
couple
of
existing
bike
racks
as
a
part
of
the
proposed
plan.
Our
goal
is
to
beef
that
up
with
another
28
bike
racks
and
then
in
addition
to
that,
add
the
bike
lane
on
15th
Street,
as
well
as
clark
bell
and
then
there's
currently,
both
a
north
and
a
south
bike
lane
on
crystal
drive.
The
sector
plan
calls
for
South
only
we've.
E
We
got
a
lot
of
feedback
during
the
SPRC
process
that
there
was
a
lot
of
community
demand
for
a
northbound
lane.
So
that's
something
we'll
jump
into
a
little
bit
more
detail
there.
We
found
believe
that
we
found
a
great
solution
with
staff
to
go
ahead
and
add
that
Lane
to
try
and
pull
some
of
that
bike
traffic.
That's
heading
northbound
off
of
the
sidewalk
from
the
Melbourne
and
Trail
and
get
it
on
to
the
street
and
a
dedicated
Lane
adjacent
to
the
Metro
away,
Lane.
E
So
on
15th
Street,
a
couple
of
graphics
here
on
the
far
right.
We
can
start
with
the
sector
plan
Street
section-
and
here,
if
you
look
all
the
way
to
the
far
right,
I
know
it's
a
little
bit
fuzzy
you
can
see.
The
sector
plan
calls
for
a
parking
Lane,
as
well
as
two
travel
lanes
and
about
a
16
and
a
half
foot
sidewalk
when
we
originally
submitted
our
4.1
and
and
and
brought
this
before
you
all.
E
A
couple
months
ago
we
came
in
with
a
very
similar
image
of
the
parking,
the
two
travel
lanes
and
the
sidewalk
as
a
part
of
feedback.
We
heard
from
from
you
all
as
well
as
from
the
community.
We
worked
with
staff
to
find
a
solution
to
get
a
new
dedicated
bike
lane
on
15th
Street.
We
were
able
to
accomplish
that
by
skin
iing
up
some
of
the
travel
lanes
a
little
bit
and
by
taking
about
a
foot
and
a
half
out
of
that
16
foot
sidewalk.
E
So
that's
that
sidewalk
went
from
16
and
a
half
to
about
15,
but
always
maintains
that
minimum
8
foot
clear.
We
thought
that
that
was
a
great
trade-off
to
try
and
take
bikes
off
of
that
sidewalk,
albeit
by
losing
a
little
bit
of
width,
but
try
and
save
all
this
of
the
remaining
16
and
a
half
or
sorry
15
feet
for
pedestrians,
while
giving
bikes
their
own
domain.
E
Something
else
of
note.
The
our
proposed
street
section
will
effectively
set
the
south
curb
of
the
median
at
the
required
location
for
the
future
sector,
planned
15,
Street
Park,
which
is
something
we've
been
we've
been
coordinating
with
staff
as
well
crystal
Drive,
Street
section.
The
sector
plan
here
calls
for
the
transit
lane,
one
northbound
traveling
in
a
shared
turning
lane.
One
southbound
travel
lane
bike
lane
and
parking
lane
again
tremendous
support
from
the
community
for
the
idea
of
the
northbound
bike
lane.
E
So
between
last
time
we
all
spoke
and
and
and
now
we've
worked
with
staff
to
find
a
solution
for
that
future
bike.
Lane
a
combination
of
skinning
up
a
couple
of
the
travel
lanes
as
well
as
skinning
up
a
couple
of
areas
of
sidewalk,
but
again
one
of
those
trades
that
we
thought
was
well
worth
it
to
build
in
that
that
bike
infrastructure.
E
On
the
west
side
of
crystal
Drive,
the
sector
plan
calls
for
a
seventeen
and
a
half
foot
sidewalk
for
the
most
part
throughout
the
proposal.
We're
able
to
maintain
that
seventeen
and
a
half
foot
sidewalk,
with
the
exception
of
the
area,
shown
on
the
next
slide
here,
there's
about
an
18
foot
section
at
the
very
north
end
of
the
block,
where
were
pinched
down
to
a
minimum
of
14
point
three
to
accommodate
that
future.
Grocer's
facade.
E
This
particular
study
is
focused
on
the
new
theater,
the
new
grocer
we're
showing
the
5,200
feet
of
office.
That's
basically
an
increase
in
the
size
of
the
office
lobby
for
1550,
not
new
floors
of
office
and
then
that
10,000
net
new
square
feet
of
retail.
The
line
to
focus
on
here
really
is
the
PM
peak
hour.
That's
when
you'll
have
people
coming
in
to
do
their
grocery
shopping
coming
in
to
see
the
first
set
of
movies
that
are
opening
as
well
as
coming
home
to
some
of
that
existing
residential
on
the
site.
E
So
that's
where
you
really
start
to
see
that
peak
and
and
and
it's
that
peak,
where
we've
really
focused
a
lot
of
of
our
time
on
the
next
slide.
The
traffic
study
basically
confirms
that
idea
of
the
real
traffic
demand.
A
neutral
traffic
generated
by
the
site
is
exactly
that
for
people
coming
to
that
site.
E
The
next
slide
shows
a
queueing
study,
so
you
can
see
crystal
drive
on
the
bottom
of
the
page.
The
gates
we've
positioned
them
about
halfway
into
that
drive
aisle.
So
at
this
point,
they're
well
within
the
footprint
of
the
building
well
off
the
sidewalk,
and
that
allows
that
max
queueing,
which
we're
showing
in
these
these
blocks
here
allows
that
max
queueing
to
happen
actually
inside
the
footprint
of
the
building,
rather
than
out
on
the
sidewalk
or
worse
out
on
the
street.
E
E
We
know
that
they
are
existing,
so
it's
something
that
some
folks
and
some
drivers
are
used
to,
but
we
also
know
that
we'll
be
putting
a
lot
of
new
drivers
on
the
road,
hopefully
coming
to
the
movie
theater,
and
so
this
is
something
we
wanted
to
be
really
careful
of
and
made
sure
that,
at
the
end
of
the
day,
the
pedestrians
continue
to
feel
safe
and
continue
to
feel
welcomed
up
and
down
this
sidewalk.
So
in
the
next
page
you
can
see
a
couple
of
the
different
measures
that
we're
proposing
to
implement
to
help
facilitate.
E
We
did
not
want
to
introduce
aprons
where
a
pedestrian
goes
from
the
sidewalk
experience
down
to
you
know
the
car
experience
at
that
drive
Isle
instead
wanted
drivers
to
feel
like
they
were
entering
the
pedestrian
realm
and
that
that
would
act
as
a
signal
to
them
that
they
are
no
longer
on
the
road
and
they
need
to
be
much
more
aware
of.
What's
going
on
around
them.
However,
who
wanted
to
make
sure
pedestrians
were
still
aware
that
they
were
crossing
potential
traffic
there?
E
So
you
can
see
and
be
an
example
of
some
of
those
tactile
warning
papers.
That
would
help
give
some
of
that
cue
to
bet
pedestrians
without
making
them
feel
like
they
were
somewhere
that
they
didn't
belong,
see
again,
just
highlighting
that,
in
addition,
actually
changing
that
flush,
nature
of
where
the
driver
is
they're,
also
changing
materials.
E
F
Thank
you.
My
name
is
Joanne
Guevara
and
with
DES
and
I
have
with
me
Linda
Collier,
who
is
with
the
real
estate.
Bureau
I
will
be
parsing
in
here.
The
vacation,
easement
information
with
my
presentation
as
well
again.
This
is
the
crystal
square,
a
Central,
District
retail.
This
is
a
major
site
plan,
amendment
to
site
plan
number
90
I
think
we
are
all
familiar
with
the
site.
So
again,
this
is
within
the
Crystal
City
sector
zone,
a
sector
plan.
They
are
maintaining
the
existing
zoning
on
this
portion
of
Co.
F
It
totals
about
83,000
square
feet
of
new
retail
office,
which
is
the
four-story
theater,
the
one-story
grocery
store,
and
then
some
additional
retail
area.
That's
gonna,
be
along
the
front
of
Crystal,
City
or
Crystal,
drive,
I'm,
sorry
and
then
there's
a
new
loading
dock
structure
on
Belle
Street,
again
I
think
the
applicant
satisfied
everyone's
knowledge
of
where
the
site
is
so
I'm
gonna
skip
over
some
of
these.
This
is
with
the
vacations
and
dedications.
You
will
see
in
yellow
on
15th
Street
and
then
Crystal
Drive.
F
These
are
going
to
be
dedicated
to
the
county,
and
then
we
have
sent
in
this
light
gray.
These
will
be
vacated.
These
are
the
travel
lanes
under
the
building
that
will
be
closed
as
part
of
the
grocery
store
introduction,
and
if
you
have
any
further
questions
about
that,
we
can
answer
that
during
the
question
and
answer
period.
F
The
modifications
requested
with
this
there
is
an
existing
three
three-story
garage
underground
that
will
be
maintained.
The
garage
will
be
maintained.
There
are
some
existing
spaces
that
are
not
compliant
with
current
standard
spaces
or
compact
space
size
all
to
the
compact
percentage
and
then
drive
aisle
widths.
Those
are
all
examples,
conditions
that
will
be
remaining
the
office
ratio
or
the
space
ratio
is
one
space
per
999
square,
feet
of
office,
retail
and
commercial
GFA,
and
then
they're
also
asking
for
nine
thousand
four
hundred
and
thirty-two
square
feet
of
exclusions.
F
The
proposal
as
the
applicant
went
through
we
are
going
to
be
reconfiguring
on
15
Street,
these
down
travel
lanes.
There
will
be
two
travel
lanes,
a
bike
lane
and
then
on
street
parking
along
the
south
side.
It's
a
15
foot,
approximate,
total
streetscape
that
includes
the
tree
area
and
then
the
clear
sidewalk
and
then
a
little
bit
of
shizer
shizer
on
adjacent
to
the
building.
There
will
be
an
eight-foot,
clear,
sidewalk
maintained
at
all
time,
though
this
does
meet
the
Crystal
City
sector
plan
guidelines
for
clear
sidewalks
and
the
overall
streetscape
width.
F
Additionally,
there
is
a
county
project
that
is
going
to
be
making
some
changes
to
15th
Street
clark
bell
and
then
the
off
street
bike
trail
from
12
to
18th
Street.
This
is
coordinated
with
that
project,
so
essentially,
what
the
applicant
is
building
is
going
to
be
reflected
then,
on
the
county
project
plans
as
those
move
forward.
F
This
does
remove
the
slip
lane
if
you're
coming
in
front
of
the
apartment
building
and
then
it
does
travel
underneath
the
buildings
on
the
Crystal
Drive
that
will
be
removed
and
a
new
driveway
will
be
constructed
again
adjacent
to
the
apartment.
Building,
that's
not
part
of
this
application
to
access
15
Street
on
Crystal
Drive.
We
will
be
doing
some
reconfiguration
the
travel
lanes.
The
existing
width
essentially
ends
up
being
the
same
as
the
proposed
width.
We
will
have
for
travel
lanes,
that's
going
to
be
two
travel
lanes
than
northbound.
F
One
of
them
will
be
the
transit
lane.
That
then,
will
be
a
travel
lane
during
the
off-peak
hours.
Then
we
will
a
one
southbound
lane
and
then
the
middle
turn
lane.
We
have
maintained
the
bike
lanes
in
the
north
and
the
southbound
direction,
and
there
will
be
some
limited
parking
on
the
east
side
of
the
crystal
Drive.
Again,
two
curb
cuts
will
be
removed
at
the
those
are
the
slip
planes
that
go
underneath
the
building.
As
with
15th
Street,
we
do
have
a
minimum
15
foot
total
streetscape,
except
for
the
small
pinch
point.
F
As
the
applicant
mentioned,
with
the
8
foot,
clear,
sidewalk
being
maintained
at
all
times.
This
additionally
meets
the
Crystal
City
sector
planning
guidelines
for
the
clear
sidewalk
in
the
overall
streetscape
width
and
the
existing
pedestrian
crossing
will
be
maintained
and
approximately
the
same
location
on
Bell
Street,
where
the
loading
structure
is
going
to
be
there's
going
to
be
no
changes
to
the
existing
travel
way.
Currently
there
are
three
travel
lanes,
one
northbound
to
southbound
that
will
be
maintained,
then
in
front
of
the
loading
structure.
F
The
vehicle
parking
again
there
is
an
existing
three
level
underground
parking
garage
that
will
be
maintained.
The
existing
access
points
on
Crystal,
Drive
and
18th
Street
are
going
to
be
maintained.
There
are
going
to
be
some
changes:
internal
to
the
site
to
increase
the
circulation,
visibility,
access
and
additional
bike
facilities,
some
additional
bike
rooms
with
some
lockers
that
will
be
able
to
be
accessed
by
all
tenants
of
the
block.
This
will
be
a
shared
garage
for
all
users.
F
There
isn't
going
to
be
any
planned
core
and
off
spaces
or
reserved
spaces,
or
you
have
this
spot
exactly
so
it's
going
to
be
a
true
shared
garage,
I'm
and
again,
the
ratio
is
one
space
for
999
for
office,
retail
commercial,
the
bicycle
parking
again,
as
was
mentioned,
the
visitor
parking
is
along
the
project
frontage.
We
have
about
2/3
of
the
spots
alone,
Crystal
Drive
and
then
about
1/3
along
15th
Street,
and
then
we
do
some
secure
parking
within
the
garage
for
all
the
employees.
F
The
loading
there
will
be
a
new
loading
dock
on
15th
Street,
which
is
for
the
grocery
store,
and
then
the
loading
structure
on
Bell
Street.
That
would
be
for
the
existing
buildings,
the
public
review
process.
For
this
there
were
three
SPRC
meetings
and
a
walking
tour
was
also
completed
and,
in
summary,
staff
supports
project
and
recommends
approval
with
the
conditions,
as
shown
in
the
County
Board
report.
Staff
does
not
support
the
additional
exclusion
requests
as
they
do
not
conform
with
the
zoning
ordinance
and
current
county
standards.
A
B
G
Yes,
a
question
on
how
we
plan
to
handle
the
the
grocery
store.
Do
you
have
any
notion
of
number
one
who
the
grocery
store
tenant
will
be?
And
secondly,
just
anecdotally
note
that
there's
a
grocery
store
about
the
same
size,
a
Trader,
Joe's
and
Claridon?
That's
I
think
that's
ten
thousand
square
feet,
I,
think
you're
referring
either
to
10,000
or
17,000
here
and
but
apparently
have
no
dedicated
parking
for
the
grocery
store.
G
How
do
you
handle
the
traffic
situation
at
the
front
of
the
grocery
store
so
that
the
you
don't
have
double
parked
cars
in
the
bike
lane
cars
can't
just
park
there
in
front
of
the
store
for
three
hours,
because
it's
after
six
o'clock
at
night
and
and
and
you
don't
have
cars
getting
around
other
cars
with
pedestrians,
jaywalking
I
mean
you
see
all
of
that
in
Clarendon
and
and
particularly
for
staff.
You
have
some
better
ideas
on
how
we
can
make
this
work
well
for
users
and
for
pedestrians
and
bicycles
as
well.
E
This
is
on
great
so
to
answer
the
question
on
on
the
tenant.
We
don't
yet
know
who
that
tenant
would
be,
but
we
are
planning
for
you
know,
based
on
size
and
layout,
a
boutique
and
primarily
neighborhood
serving
grocer
to
answer
the
question
as
it
relates
to
the
parking
the
general
thought,
although
we
won't
ever
be
cordoning
off
areas
and
separating
the
garage
we'd
like
to
make
sure
that
the
garage
shares
as
well
as
possible,
we
we
do
look
at
the
g2
level,
as
probably
the
best
location
of
parking
for
the
future
grocer.
E
So
if
you
remember,
the
two
ramps
that
G
to
ramp
is
the
northernmost
of
the
two
ramps
on
Crystal
Drive
would
take
a
driver
straight
into
that
parking
field
that
is
closest
to
the
grocers
footprint
and
primarily
to
the
dedicated
elevators
that
would
serve
that
grocer.
So
you
sort
of
end
up
with
a
natural
park.
Grocer
parking
area
right
around
there.
It's
it's
designed
to
be
very
easy
to
use
and
encourage
folks
to
get
off
of
the
street
and
and
and
into
the
garage
to
be
able
to
take
advantage
of
those
elevators.
B
F
Yes,
thank
you.
The,
as
you
know,
curbside
management
is
always
a
challenge.
You
know
from
a
county
perspective,
we
will
be
controlling
and
maintaining
the
county
meters
for
the
on
street
parking.
You
know
it's
something
if
it
turns
out
to
make
more
sense
to
have
the
two
hour
parking
or
is
it
15-minute
loading?
We
can
work
with
that
as
the
store
is
operational
and
again
from
a
county
perspective,
we
can
change
that
when
we
see
something
may
work
better
or
something
it
wasn't
functioning
ideal.
F
And
additionally,
I'm
just
going
to
point
out
the
elevators,
but
anyway
there
are,
as
with
the
Trader
Joe's.
They
believe
there
are
dedicated
elevators
that
go
right
into
the
grocery
store
from
the
parking
garage
so
folks
that
park
in
the
garage
they
wouldn't
necessarily
be
having
across
the
street
or
make
a
you
know,
have
a
long,
traveled
path
to
get
to
the
grocery
store.
G
Mr.
chairman,
if
I
could
just
add
something,
you
might
be
helpful
of
staff
for
two
and
sure
staff
has
observed
Trader
Joe's
in
Clarendon,
but
to
observe
maybe
further
and
see
if
there
are
some
better
solutions
to
promoting
bicyclists
motorists,
pedestrian
safety
up
there
and
I
just
to
kind
of
observed
what
people
do
I
mean
their
crosswalks
close
to
crater
Trader
Joe's,
but
people
just
come
out
between
cars
in
the
dark
and
cross.
The
street
may
be
some
better
lighting,
then
do
you
happen
to
run
a
Trader?
Joe's
might
be
helpful
to
that.
G
F
B
H
I
There
we
go.
Thank
you
to
the
applicant
and
staff
for
the
presentation.
It's
much
appreciated,
I'm,
just
going
through
the
SPRC
notes.
Here
it
looks
like
the
phrases
for
the
existing
bike
facilities
on
crystal
Drive
I,
see
the
word
inadequate,
pop-up
place
and
I
also
see
basically
a
lot
of
unhappiness
with
what
the
exists
on
crystal
drive
at
any
point.
During
SPRC
did
staff
or
the
applicant
propose
an
alternative
streetscape
that
would
have
improved
bike
facilities
and
crystal
drive.
F
As
we
were
going
through
this,
it
was
a
busy
applicant
mentioned.
It
was
a
challenge
you
know.
Crystal
drive
does
have
minimal
width.
That's
there
today
that
we
were
trying
to
preserve
we're,
also
trying
to
minimize
the
crossing
distance
and
then
a
maximized
streetscape,
so
what
we
ended
up,
settling
on
and
yeah.
This
is
something
that,
in
many
discussions
with
the
applicant
and
staff
we
felt
made,
the
most
sense
is
maintaining
essentially
the
existing
bike
facilities
they're
there.
F
So
there's
going
to
be
the
bike
lane
in
the
northbound
on
the
southbound
travel
lane,
we're
trying
to
get
away
from
bikes
being
on
the
sidewalk
and
with
only
that
eight
foot,
clear
sidewalk
we
didn't
want
to
introduce
an
additional
separate
bike
facility.
I
think
is
that
where
you're
I'm
not
sure,
if
that's
where
you're
going
with
this.
J
F
Yeah,
so
it
was,
you
know,
the
challenge
was
the
whip,
and
especially
you
right
in
this
location.
This
is
where
we
had
that
pinch
point
of
the
sidewalk
only
being
14
feet
wide,
and
we
do
also
increase,
because
we
have
these
two
turn
lanes
so
that
the
street
has
become
wider
at
this
point
because
of
the
volume
turning
on
to
15th
Street.
So
it's
definitely
something
we
looked
at
in
the
bigger
picture.
F
What
our
hope
is
that,
once
18th
Street,
if
you
come
over
here
as
part
of
the
county
project,
there
is
going
to
be
an
off
trail
bike.
I'm,
sorry
off
street
bike
trail
constructed
from
12
to
18th.
That
will
be
in
you
know
approximately
this
location
and
our
hope.
Our
hope
is
that
a
lot
of
folks
will
be
utilizing
that
as
well.
F
You
know
Traverse,
maybe
not
to
this
block
specifically,
but
if
they
want
to
go
up
to
Long
Bridge,
they
want
to
go
somewhere
south
in
the
county
to
just
provide
more
options
for
bikers
and
they
stun
also,
you
know
how
comfortable
they
are,
if
they're
next
to
traffic
or
if
they
want
to
off
the
trail.
The
off
street
trail
option
it's
available
to
them.
Thank.
I
K
E
So
I
think
to
answer
your
question
and
and
also
jump
back
to
Commissioner
URIs
question
the
I
think
a
lot
of
those
comments
about
inadequate
bike
infrastructure
came
as
a
result
of
our
third
and
final
SPRC,
where
we
presented
a
street
section
for
Crystal
Drive.
That
did
not
have
that
northbound
lane
that
did
match
the
the
sector
plan,
but
didn't
necessarily
match
what
the
community
was
looking
for.
So
the
addition
of
that
bike
lane
came
as
a
result
of
all
that
commentary
in
that
third
and
finalists.
K
L
Yeah
thanks
for
the
presentation
and
for
the
consortium,
or
you
know
everyone
who's
looking
to
invest
in
Crystal,
City
I
live
there
and
I've
lived
there
on
that
block
for
eight
years
now,
and
actually,
when
I
first
moved
there
I
realized
I
was
moving
into
a
place.
One
mile
from
the
Pentagon
that
looks
like
and
the
height
of
the
Cold
War
could
have
only
been
built
by
the
Soviets
themselves.
L
When
this
huge
package
of
paper
right,
I
might
arrive
to
my
doorstep
on
Monday
I
was
very
excited
to
read
about
this
I'm
new
to
the
Commission
did
not
know
this.
What's
going
on,
so
really
excited
to
see
the
improvements
to
the
streetscape
and
addition
of
the
extra
bike
lane
and
work
you've
done
with
the
communities
I.
You
know,
I've
read
the
Crystal
City
Civic
Association
letter
and
it
sounds
like
you
all
have
done
a
lot
of
work
with
them
to
get
everybody
close
to.
L
As
close
as
you
can
be
to
agreement,
I
didn't
want
to
ask
a
couple
questions
about
metro
ridership.
This
was
in
the
I
guess
this
staff
report
references
the
2015
study
on
Metro
ridership,
showing
that
that
time,
Metro
ridership
was
down
18
percent
from
its
peak
in
2010
and
5%
down
an
entire
system.
I,
don't
think
those
are
numbers.
We
should
expect
to
be
permanent.
L
There's
a
lot
of
studies
of
transit,
ridership
trends
overall
throughout
the
country
that
show
that
a
lot
of
the
decline
in
transit,
ridership
is
degradation
of
service
quality
and
Metro
has
been
going
through
a
period
of
sort
of
transitioning
from
a
construction
company
to
a
maintenance
company
and
there's
been
a
lot
of
growing
pains
with
that
and
I
think
they're
on
their
way.
I
don't
know
that
we
can
count
long
term
on
that,
your
ridership
being
down
I
mean
some
of
it
is
due
to
telework
it
teleworking
and
competing
with
other
modes
of
transportation.
F
No
you're
not
I
was
just
gonna
say
that
I
think
from
a
from
a
County
perspective.
We
hope
that
ridership
increases
as
well,
just
because
we
want
to
maximize
the
ridership
to
the
metro,
and
then
it
also
means
that
folks
are
coming
to
this
area
and
using
the
services
and
working
there
and
living
there,
and
you
know
using
the
theater
and
the
grocery
store.
So
that's
something
is
a
County
we
want
as
well
part
of
it
is.
This
is
the
data
we
had.
F
B
I
did
a
sort
of
as
an
advocacy
outside
of
Transportation
Commission
project,
with
a
number
of
bike
folks
in
the
area,
to
look
at
amount
of
time
that
bike
lanes
are
blocked,
and
one
of
the
examples
was
right
down
the
street
here
on
Crystal
Drive
in
front
of
good
stuff
eatery,
where
the
crystal
drive
bike
lane
the
southbound
one
is
blocked
from
60
to
65%
of
daylight
hours
on
multiple
study
days,
so
not
just
one
day,
not
just
one
cherry-picked
day,
but
multiple
tuesdays.
At
week
after
week
after
week,
between
7
a.m.
and
7
p.m.
B
there
is
a
delivery
vehicle
or
a
double
parked
car
running
in
to
get
lunch
or
whatever
parked
in
that
bike
lane
more
than
half
of
the
time.
And
if
we
think
that
it's
going
to
be
any
different
in
front
of
this
grocery
store
and
Alamo.
Drafthouse
I
think
we're
kidding
ourselves.
Unless
we
do
something
that
actually
prevents
that
and
the
way
to
prevent.
That
is
a
protected
bike
facility,
one
that
a
car
can't
park
in
the
bike
lane
unless
they
want
to
drive
over
a
curb
or
a
plastic
bollard
or
whatever.
B
And
it's
just
going
to
make
this
area
even
more
frustrating
that
it
already
is.
If
we
don't
do
that,
so
I
urge
you
to
take
another
look
at
the
transportation
impact
analysis
and
decide
if
we
actually
need
to
left
turn
lanes
onto
15th,
Street
I
see
on
the
existing
striping
plan.
In
order
to
get
to
that
there's
kind
of
a
big
no-man's
land
of
pavement.
B
Where
it
looks
like
cars
can't
even
go,
you
know,
could
we
get
a
longer
single
left
turn
lane,
rather
than
a
shorter
left,
turn
lanes
or
other
other
places
opportunities
to
get?
Because
you
know
the
bike.
Lane
is
five
feet
wide
and
if
it's
protected
or
not,
it's
still
gonna
be
five
feet
wide.
It's
finding
the
space
for
that
buffer
that
is
necessary,
so
I
would
strongly
encourage
staff
in
the
applicant
to
take
another
look.
I
know
northbound
lane,
not
your
frontage.
It's
on
the
other
side
of
the
street
I
understand
but
I.
B
Think
in
front
of
this
commercial
zone.
People
are
gonna
want
to
be
there.
They're
not
gonna
want
to
go
over.
You
know,
bail,
no
matter
how
great
that
trail
off
street
trail
is
over
there.
If
they're
trying
to
go
to
the
draft
house,
if
they're
trying
to
go
to
the
grocery
store,
if
they're
trying
to
get
to
the
Mount
Vernon
trail,
they're
gonna
be
on
Crystal
Drive.
I
Sorry
I
actually
had
one
more.
This
is
a
bit
broader
question
for
staff.
That's
kind
of
in
the
site
plan
amendment
language
itself.
Under
the
final
landscaping
plan,
there's
some
standards
and
requirements.
It
mentions
that
all
existing
and
proposed
traffic
signal
poles
and
traversing
old
cabinets,
any
other
travel
rate
items
on
the
Central
District
site.
They
can't
obstruct
pedestrian
travel
and
they
can't
be
allocated
and
clear
sidewalk.
Do
we
have
any
county
ordinances,
or
would
this
be
anywhere
like
a
site
plan?
I
Amendment
saying
that
landscaping
can't
obstruct
things
like
pedestrian
I'm
cross,
lock
buttons,
because
that's
a
thing
I've
actually
seen
occur
in
rosslyn,
where
there's
like
actually
landscape,
where
there's
actually
like
a
crosswalk
button
that
you
can't
access.
Therefore
you're
someone
who
would
use
the
wheel
like
because
it's
so
far
away
and
fenced
in.
I
F
So
this
is
something
I'm,
it's
also
with
the
civil
plans.
Essentially,
any
new
development
has
to
provide
the
ad
a
compliant
push
buttons
and
then
also
the
signal
polls.
So
it
is
something
that
when
we
go
through
and
design
the
handicap
ramps
I
know
it's
hard
to
see.
But
you
know
we
are
putting
new
handicap
ramps
and
in
this
location,
we're
gonna
have
to
make
sure
that
the
pedestrian
pole
or
if
it's
mounted
on
the
mast
arm
that
it
is
close
enough
that
everyone
can
access
the
buttons
the
challenge
becomes
yeah.
F
We
have
a
lot
of
old
infrastructure
and
then
you
end
up
with
some
sort
of
situation:
that's
not
ideal
and,
quite
frankly,
until
even
though
the
block
redeveloped.
So
there
is
a
county
project
to
redo
and
upgrade
it.
We
end
up
with
a
lot
of
existing
conditions
that
again
don't
meet
current
standards.
That.
F
Correct
yeah
on
this
plan,
specifically,
we
do
have
this
corner
of
15th
and
belle
was
upgraded,
I
think
about
a
year
or
two
ago,
this
corner
of
15th
and
crystal.
We
will
be
doing
some
improvements
here
and
then
also
with
the
bump
out
of
the
curb
here,
we'll
have
to
make
sure
that,
where
the
master
and
the
pedestrian
signal
is
is
accessible
to
everyone.
Thank.
I
G
That
would
be
a
good
way
of
illuminating
the
street
for
drivers,
so
they
can
see
bicyclists
who
do
not,
who
are
coming
out
around
a
parked
car.
You
know
a
double
parked
car
or
don't
have
a
light
on
the
bicycle,
but
they're
wearing
dark
clothing
same
with
pedestrians.
It
might
be
a
way
of
illuminating
the
block
in
such
a
way
that
you
make
it
a
lot
safer
for
everyone
involved.
M
B
F
F
F
So
this
shows
the
existing
and
I
guess
I'll
start
talking
and
then
feel
free
to
jump
in
so
again,
the
blue
area
here
is
the
existing
underground.
We
have
access
points
on
crystal
to
points
and
then
we
access
the
metro
and
then
again
we
go
further
north.
So
this
currently
is
all
in
a
it's
in
a
corridor
and
it
was
part
of
the
original
approval.
This
was
originally
approved
in
1970s.
It
was
built
in
the
early
70s.
The
site
plan
is
one
block
and
what
the
applicant
is
proposing
is
in
this
area.
F
Specifically,
you
will
see
we
do
not
have
a
corridor
if
you
will,
that
extends
out
to
Crystal
Drive,
but
what
we
do
have
is.
We
do
have
a
service
corridor.
If
you
will
that
will
allow
folks
to
traverse
from
Crystal
Drive
to
the
underground,
and
then
we
also
do
some
elevators
at
this
location
because
of
the
county
policy
today.
The
additional
square
footage
that's
requested
is
not
something
that
is
compliant
with
the
current
county
policy
for
exclusions.
So
it's
not
something
that
we
are
supporting.
Yet
the
applicant
has
requested
it.
N
If
I
may
wanted
to
give
you
just
a
little
bit
of
the
color
and
background
on
the
request,
so
in
this
case,
I
think
it's
important
to
point
out
that
the
areas
we're
talking
about
are
not
leasable
they're,
not
revenue,
generating
these
are
paths
and
walkways.
This
is
really
akin
to
the
interior
passageways
of
your
traditional
mall,
something
like
Pentagon,
City,
Mall
or
Boston
Quarter
or
Boston
Commons
mall.
They
really
exist
solely
to
help
the
patrons
than
the
residents
navigate
through
Crystal
City
and
to
the
shops
within
the
underground.
They
don't.
N
As
I
said
they
don't
generate
any
revenue,
they
do
generate
costs,
there's
a
cost
to
heat
it
cool
it
light
it
provide
security,
provide
janitorial
services.
So,
as
a
result
of
that,
we
have
asked
that
consistent
with
prior
approvals,
both
for
this
site
plan
and
for
the
malls
that
I
mentioned
that
these
areas
be
excluded
from
gross
floor
area.
I
do
think
it's
important
to
point
out
that
the
sector
plan
talks
pretty
significantly
about
the
importance
of
the
underground.
N
They
really
do
place
a
premium
on
it
as
an
ability
to
move
people
around
Crystal
City
in
a
climate,
controlled
environment.
The
problem
is
if
these
are
included
as
gross
floor
area
in
future
projects.
You
know
this
is
obviously
going
to
be
a
precedent.
That's
set
future
projects
that
take
into
account
bonus
density
and
are
required
to
provide
community
benefits
concomitant
with
that
bonus
density
are
then
going
to
have
the
the
cost
of
that
those
community
benefits
increased
by
the
amount
of
the
the
gfa
associated
with
the
underground.
N
This
is
really
the
only
case
where
we
see
a
community
benefit.
That's
called
for
in
a
particular
plan.
That's
provided
for
by
a
developer
that
is
at
their
loss
right
at
a
little
loss
in
cost,
not
only
not
being
rewarded
as
a
community
benefit,
but
they're
actually,
gonna
have
to
pay
to
include
this
in
their
site
plan.
Because,
again,
that's
gonna
drive
up
the
overall
density
number
and
increase
the
total
community
benefits
package.
N
B
F
What
was
done,
there
was
an
advice,
memo
from
the
Zoning
Administrator
written,
and
we
do
detail
it
on
page
35
of
the
board
report.
If
you
want
to
follow
along,
as
opposed
to
me
just
reading
verbage,
that's
already
written
down,
but
the
short
summary
is.
Basically,
there
is
five
instances
where
density
exclusions
would
be
appropriate.
This
is
some
leftover
spaces,
some
ancillary
spaces,
vertical
shafts
below
grade
spaces
for
fitness,
centers
or
offices,
and
these
areas
do
not
meet
that.
F
This
area
actually
does
allow
the
applicant
to
construct
larger
additions
to
the
property
and
that's
they're,
not
leftover
spaces-
that
within
the
parking
garage,
they're,
not
ancillary
to
the
parking
spaces
and
they
do
add
size
and
bulk
to
the
building.
So
those
are
the
reasons
that
we
do
not
support.
This.
N
If
I
could
add
just
one
thing,
that
is
a
memo
that
was
issued
by
the
Zoning
Administrator,
but
it
is
not
adopted.
County
policy
there's
been
no
public
process,
no
adoption
by
the
board.
The
sector
plan,
on
the
other
hand,
had
significant
public
input,
many
years
of
discussion
with
the
community
and
a
vote
by
the
board,
and
that
makes
clear
the
importance
of
the
underground.
D
F
N
L
Mean
I
think
it's
fine
crystal
said,
he's
a
special
case
that
these
things
are
like
sidewalks
more
than
they
are
hallways
in
a
mall
I
mean
I
used
to
live
there
for
years,
and
that
place
is
a
ghost
town
other
than
a
few
hours
a
day.
I
realize
like
what
the
policy
is,
but
it's
kind
of
a
special
case
I
think
it's
fine
Commissioner.
B
D
That
with
the
size
of
most
of
the
blocks
in
Crystal
City
that
if
we
did
not
have
these
passageways,
that
the
blocks
would
be
extremely
large
for
pedestrians
to
navigate
and
by
having
these
piecemeal
cut
off
every
time.
A
building
is
as
constructed
that
we
lose
that
network
that
allows
people
to
actually
get
through
from
the
metro
to
other
buildings
in
the
area.
So
I
would
support
allowing
this
exclusion
of
density.
E
E
Want
to
be
respectful
of
the
fact
that
the
Underground's
is
full
of
long
term
tenants
of
ours
who
are
running
their
own
businesses.
I
would
say
that
in
in
general,
Commissioner
wodsworth
is
generally
correct
and
if
there
are
a
lot
of
quieter
areas
of
the
Underground's
and
it's
a
space
that
is
one
that
takes
some
of
that
energy
off
of
the
street
and
and
can
be
a
challenge
from
a
safety
perspective
to
patrol
in
the
underground.
In
addition
to
having
cost
to
heat
and
cool
and
and
and
all
of
those
things.
E
Think
what's
happening
on
the
north
end
of
this
block,
where
a
retail
is
being
reoriented
towards
the
street
is
much
more
in
line
with,
typically
how
we
think
about
creating
that
retail,
pedestrian
environment
and
something
that
we
prefer
to
do
in.
In
the
case
of
this
project.
With
the
help
of
our
consultants,
we
found
a
pretty
clean
solution
and
that
we
could
have
street
or
anted
retail,
convert
some
of
that
underground
retail
to
be
street
oriented
retail,
but
still
preserve
that
pathway
as
a
pedestrian
connection.
E
H
E
That's
a
good
question:
there
are
actually
are
easements
not
on
this
particular
section
of
the
underground,
but
there
are
easements
between
various
property
owners
requiring
the
preservation
of
some
of
those
connections,
the
big
one
being
underneath
route
1
because
of
its
connection
to
the
Metro.
So
some
of
the
of
the
hotels
on
the
other
side
of
Route
1
value
that
connection
as
that
pedestrian
connection,
so
very
similar,
I
think.
H
That
you
have
not
distinguished,
in
fact
you've
said
it's
just
like
it
I'm
asking
you
to
distinguish
the
exclusion
that
you're
asking
for
from
an
easement
that
would
have
to
be
preserved
when
you
buy
a
new
piece
of
product.
You
know
when
you
buy
a
piece
of
property
and
the
easement
was
already
there
I
just.
N
Want
to
clarify
one
thing
and
I
think
it
got
lost
in
the
in
some
of
the
discussion,
but
these
the
exclusion
that
we're
talking
about
here
that
are
at
issue
is
staff,
are
only
areas
in
addition
to
existing
underground
areas,
so
it
wouldn't
be
any
anything,
that's
an
existing
ease
or
anything
existing
today.
These
are
added
or
realigned
corridors
as
a
result
of
the
new
development.
This.
H
You're
talking
about
taking
a
corridor,
that's
not
that's
there
moving
it
a
little
bit
in
one
direction
and
then
asking
that
it
be
excluded
for
the
purpose
of
buildable
area
right
correct.
So
how
is
that
different
than
simply
moving
an
easement
driveway
easement
ten
feet
to
the
right?
When
you
buy
a
new
piece
of
property
and
saying
we
don't
have
the
easement
anymore,
because
it's
ten
feet
to
the
right
of
where
it
used
to
be
well.
N
If
we
were
dealing
with
it
with
the
driveway
right,
we
wouldn't
be
in
a
situation
where
it
would
be
counting
to
our
gross
floor
area.
I
mean
I.
Think
the
I
think
the
two
situations
are
analogous
we're
dealing
with
a
a
piece
of
connectivity
infrastructure.
That's
not
leasable
that
doesn't
add
to
the
bulk
mass
or
height
of
the
building.
Let.
H
Me
ask
it
a
different
way:
if
you
buy
a
lot,
that's
a
thousand
square
feet
and
a
hundred
square
feet
of
it
are
on
a
shared
driveway,
and
you
move
that
shared
driveway
ten
feet
to
the
right.
You
can't
then
go
and
try
to
say
to
a
prospective
buyer
that
it
has
a
thousand
feet
square
feet
of
buildable
space
right.
It
still
has
900
square
feet
of
buildable
space.
How
is
this
any
different
from
someone
who's
trying
to
say?
Well,
really,
I
have
a
thousand
square
feet
of
buildable
space.
N
I'm
not
sure
that
this
is
a
buildable
space
issue.
I
think
this
is
more
how
we
deal
with
the
area
that's
below
grade
and
whether
that
space
is
used
in
a
way
that
ought
to
count
against
that
total
number
and
I
think
had
it
been
if
this
was
leasable
space.
If
this
was
a
retail
area,
I
think
it
would
be
a
very
different
question
than
if
it's
just
this
kind
of
hallway,
almost
like
sidewalk
space.
B
N
N
P
You,
mr.
chairman,
a
quick
question:
this
is
much
earlier.
The
presentation,
I
believe
in
the
applicants
slides
where
the
Parker
and
Carmen's
based
off
of
G
FA,
or
they
based
off
the
square
footage
or
what
was
the
the
allocation
I
think
it
was
like
one
per
999
right.
It
was.
It
was
a
GFS
CFA.
So
for
your
total
parking
allocations
was,
were
you
including
the
exclusionary,
nari,
G,
FA
or
no?
This
is
going
off
of
what
staff
wanted.
This
is.
N
P
N
B
Excluding
the
nine
thousand
four
hundred
32
square
feet
of
additional
requested
exclusion
from
gross
floor
area
and
other
modifications
is
necessary
to
achieve
the
proposed
development
plan
located
at
1550,
Crystal
Drive
and
250
118th
Street,
the
south.
In
addition,
I
recommend
that
the
Commission
find
that
the
requested
vacations
are
in
accordance
with
the
master,
comprehensive
plan
or
applicable
portion
thereof.
H
M
The
Planning
Commission
is
required
to
do
it,
but
we
as
a
matter
of
practice,
also
bring
it
to
the
Transportation
Commission
and
in
the
past,
they've
always
made
a
finding
that
it's
in
accord
with
a
comprehensive
plan,
but
specifically
you're.
Looking
at
the
master
transportation
plan
portion
of
the
comprehensive
plan.
Okay,.
H
H
G
B
Will
be
including
a
discussion
of
all
issues
that
were
raised
during
the
Commission
meeting
to
the
to
the
board,
including
what
you
talked
about
about
lighting
and
what
Commissioner,
Airy
and
myself
talked
about
about.
Protecting
the
bike
facility
and
your
comments
about
parking
management
come
ashore,
where
I.
H
Am
inclined
to
support
the
motion,
but
I
am
very
uncomfortable
with
the
departure
from
the
staff
recommendation
with
respect
to
the
ninety
four
hundred
square
feet
and
am
tempted
to
and
I
want
to
just
get
a
sense
of
my
fellow
commissioners
before
I
actually
do
anything
that
goes
into
minutes,
but
I'm
tempted
to
move
to
exclude
that
that
the
the
portion
concerning
the
ninety
four
hundred
square
feet
into
a
separate
motion.
I
am
not
formally
proposing
it
I'm.
H
D
D
F
The
difference
and
again
I'm
just
going
to
read
from
the
staff
report
staff
supports
the
reconfiguration
of
the
arcades
and
building
storage
underground
spaces.
So
long
as
the
total
floor
area
is
within
the
previously
approved
total
number
of
square
feet.
So
if
the
application
umber
is
fifty
eight
thousand
four
hundred
and
sixty-five
square
feet,
so
if
the
applicant
reconfigured
it
within
that
number,
then
we
would
find
the
define.
Excuse
me,
the
the
crux
of
this
is
there's
additional
area
that
the
applicant
is
asking
to
exclude
and.
D
F
Q
F
So
the
applicant
is
asking
for
the
court
or
to
be
reconfigured
and
again
reconfiguration
staff
supports
reconfiguration
as
long
as
it's
within
our
fifty
eight
thousand,
so
that
that,
in
a
nutshell,
is
sort
of
how
I
wrap
my
head
around.
What
the
difference
is.
I,
don't
know
if
that
helped
anyone
or
not
I.
D
D
E
You
split
between
the
g1
existing
and
the
g2
proposed.
You
can
see
that
the
corridor
starts
to
bump
out
around
some
of
the
future
proposed
retail
space,
so
it
ends
up
becoming
in
terms
of
square
footage,
a
little
bit
less
efficient.
We
end
up
building
conditioning
more
of
it
to
preserve
that
connection
there,
and
so.
F
E
B
D
So
it's
there
they're
providing
the
same
connectivity,
it's
less
efficient
and
they
want
an
exclusion,
because
the
building
that
they
want
to
build
requires
them
to
build
a
less
efficient
corridor
to
provide
something
that
the
county
wants,
which
is
connectivity
to
the
Crystal
City
underground
I.
In
that
case,
I
think
that
I
can
still
a
support
and
exclusion,
because
it's
providing
what
the
county
needs
is
just.
They
can't
provide
it
as
efficiently
as
they
used
to
based
on
what
they
want
to
build
here.
Any.
G
If
you
were
bye-bye,
I
mean
I
assume
the
numbers
are
in
a
change
anyway
on
this,
as
as
planes
are
further
developed,
but
the
you
know
the
importance
of
the
conductivity
of
what's
being
proposed
here
and
see
what
can
be
done
to
it
to
work
that
into
the
to
the
plan.
I'm
just
trying
to
address
Commissioner
we're
it's
concern
and
it
may
be
a
concern
of
some
other
commissioners
too.
Mr.
R
F
F
So
again,
since
you
know
again
as
I
think
kind
of
abstractly
some
of
those
corridors
today,
if
they're,
perhaps
larger
than
10
feet,
they
would
be
on
a
narrow
those
down
to
10
feet,
and
then
we
would
have
some
additional
space
that
then
could
be
used
for
this
corridor.
So
that's
you
know
just
another
reason
why
staff
doesn't
support
it,
because
there
are
kids
that
are
wider
essentially
could
be
reduced
or
enclosed
to
become
rentable
space
that
the
applicant
would
be
able
to
utilize.
N
B
Any
other
discussion
on
the
motion,
all
those
unfair
I,
can't
see,
commissioner
boo
she's,
your
Hannah.
Thank
you,
one,
two,
three,
four,
five
Commissioner:
where
are
you
up
or
no
I'll,
come
back
to
you,
one
two,
three,
four:
five:
seven,
eight,
nine,
ten,
twelve
and
one
abstention
all
right.
Thank
you
very
much
for
your
time.
Everyone.
A
E
E
E
The
new
metro
plan
is
not
for
mobile,
a
means
that
is
intended
to
house
the
to
future
metro
elevators
as
well
as
allocate
space
on
the
sidewalk
for
the
new
Metro
entrance
and
then
house
as
well
a
fully
public
elevator.
That
would
help
pedestrians
traverse
some
great
challenges
that
we
have
on
the
site.
E
Continuing
on.
We
have
existing
conditions
both
at
grade
at
g1,
and
then
you
see
the
site
plan
here,
showing
the
roof
plan
of
that
south
half
of
the
site.
A
couple
of
things
worth
pointing
out
here
in
terms
of
entrances,
the
17:70
residential
building
can
be
accessed
by
crystal
drive
from
the
sidewalk,
as
well
as
from
the
plaza
level.
So
that's
up
about
16
feet
on
the
west
side
of
the
building,
so
two
points
of
entry
there.
E
Eight
nine
one
difference
here
is
is
that
there
are,
in
addition,
additional
30
outdoor
bike,
racks
being
shown,
as
proposed
with
this
half
of
the
presentation
with
the
package
and
then
obviously
the
north
and
southbound
bike
lanes
on
Crystal,
as
well
as
east
and
west
on
18th,
and
then
the
mid-block
crossing
that
we'll
get
into
in
a
second
Crystal
Drive
I
think
we
touched
on
the
can
skip.
18Th
is
worth
some
discussion
so
on
the
right.
E
You
see
the
sector
plan
page
and
it's
actually
mirrored
from
the
two
sections
that
you're
gonna
see
on
the
left
of
the
page,
making
a
little
bit
confusing,
but
in
short,
the
sector
plan
calls
for
running
left
to
right.
Your
parking
lane
bike,
lane,
travel,
lane,
travel,
lane,
transit,
lane,
travel,
lane,
travel,
lane
bike
lane
and
then
sidewalk
for
the
most
part
we
conform
with
that
one
of
the
biggest
areas
of
difference
here
that
you'll
notice
is
the
width
of
the
sidewalk.
E
Something
that's
worth
discussing
here
is
the
sector
plan
always
contemplates
the
18th
Street
Park
as
being
flush
with
18th
Street
in
reality,
there's
some
pretty
significant
great
changes
that
you
can
see
on
this
sheet
here.
So
while
it
would
be
completely
plausible
and
possible
to
extend
that
sidewalk
from
the
12
feet
to
the
full
19,
what
you'd
be
doing,
there
is
just
taking
away
the
width
of
the
future
Park
and
it's
a
park
that
also
serves
the
purpose
of
connecting
making
that
east-west
connection
between
the
two
metro
stations
between
Clark
Bell
and
Crystal
Drive.
E
So
our
preference
in
this
proposal
is,
is
to
trade
a
little
bit
of
that
sidewalk
space
at
18th
for
a
much
more
gracious
green,
welcoming
both
pedestrian
and
park
experience
up
at
the
park
level.
In
addition
to
trying
to
allocate
more
of
that
space
to
the
park,
the
further
you
cut
into
that
park
and
push
that
sidewalk
out
the
higher
the
retaining
wall
you
get
on
18th.
E
As
a
result,
there's
currently
I'm
not
sure
if
anybody's
familiar
Commissioner,
Bosworth
I'm
sure
you
are
with
the
BNA
building
on
the
other
side
of
the
street,
has
a
very,
very
large
retaining
wall,
something
the
bid
has
put
some
art
on
that.
That's
helped
and
it
actually
makes
it
look
a
little
bit
more
cheery,
but
it
is
a
pretty
challenging
pedestrian
condition
and
crystal
and
something
that
we're
hoping
to
avoid.
E
With
this
proposed
street
section
I
think
we
can
skip
the
page
on
bus
data
and
if
anybody
doesn't
want
me
to
see
it,
please
let
me
know
I'm
happy
to
stop
TDM
and
then
on
multimodal
trip
generation.
This
is
just
a
broken
down
study
that
focuses
on
just
the
365
proposed
units
in
the
residential
building,
as
well
as
the
7400
square
feet
of
net
new
retail
on
on
the
second
half
of
the
block
traffic.
E
The
same
conclusion,
as
a
part
of
that
one,
comprehensive
traffic
plan
leads
you
to
your
three
challenge
points,
and
those
are
those
garage
entries
that
we
discussed
before
loading
patterns
remain
unchanged
from
the
previous
presentation
and
then
I
think.
The
only
addition
to
the
transportation
policy
directives
would
be
the
addition
of
number
nine
and
that's
establishing
the
additional
metro
connection
between
the
existing
and
the
proposed
section.
The
area
that
I'd
like
to
spend
a
little
bit
of
time
on
this
preview
is
with
regard
to
block
sizing.
So
I
think
somebody
actually
mentioned
it
tonight.
E
How
do
you
find
ways
to
make
Crystal
City
more
pedestrian,
friendly
things
like
bringing
in
those
key
anchors,
grocery
stores
theaters,
as
well
as
trying
to
reorient
some
of
that
retail,
to
face
the
sidewalk
and
make
for
a
more
pleasant
experience?
One
of
the
biggest
things
that's
jumped
out
to
us
is
block
sizing
and
trying
to
find
ways
wherever
possible
to
break
that
down
in,
in
this
case,
not
owning
the
entire
block
and
having
some
existing
buildings
that
aren't
able
to
be
torn
down.
E
You
end
up
with
some
challenges,
so
we're
trying
to
find
as
many
ways
as
possible
to
simulate
the
size
of
bringing
breaking
down
the
size
of
that
block
so
on
the
next
page,
there's
an
example
of
a
street
section.
In
addition
to
trying
to
break
the
block
we
we
are
trying
to
find
wherever
possible
ways
to
keep
the
overall
Street
section
as
pedestrian
friendly
as
possible,
decrease
those
cross
times,
but
then
back
to
block
sizing
itself.
E
You
can
see
that
we're
proposing
two
crosswalks
in
addition
to
the
crosswalk
at
15th
and
18th,
that's
first
crosswalk
on
the
north
side
of
the
block
or
on
the
right
side
of
your
page
is,
is
basically
the
existing
crosswalk.
It's
the
second
crosswalk
to
the
left
of
that
just
outside
1770.
That's
the
new
proposed
crosswalk.
E
Obviously,
the
biggest
thought
behind
that
is
trying
to
decrease
that
block
sizing.
Instead
of
you
know
the
800
foot
ish
block,
we
found
that
this
breaks
it
down
it's
a
little
bit
more
bite-sized
chunks
of
you
know:
200
250
and
310,
something
a
little
bit
more
pedestrian
friendly
and
gives
pedestrians
options
and
that's
options
to
come
out
of
the
underground
cross
over
the
water
park
to
get
out
of
the
VRE
station
and
avoid
jaywalking.
E
But
have
you
know
a
nice
place
to
cross
and
try
and
add
a
little
bit
more
connectivity
to
and
from
the
various
public
and
private
assets
in
and
around
the
block?
The
other
opportunity
that
this
potential
crosswalk
adds
is
seeking
to
address
some
of
the
comments
that
have
come
up
not
just
from
this
commission,
but
also
from
the
community
and
the
SPRC,
and
that
is
trying
to
find
ways
to
help
bikers
get
to
and
from
the
MVT,
without
doing
so
on.
E
The
sidewalks,
so
I
think
the
preservation
of
that
northbound
lane
and
and
obviously
the
preservation
of
the
southbound
lane
is
a
good
stride
in
that
direction.
But
one
of
the
biggest
challenges
here,
I,
don't
know
if
anybody's
actually
ridden
this
connection.
There's
not
very
many
curb
cuts
that
are
that
are
there
for
you
as
a
biker,
so
you're
forced
with
either
hopping
or
dropping
off
the
curb
or
given
the
the
easy
out
and
that's
riding
along
the
sidewalk.
E
F
Hello,
my
name
is
Joe
and
Gabor
I'm
with
des
I'm
here
to
talk
about
1770,
Crystal
Drive
and
the
public
open
space.
This
is
a
major
site
plan,
amendment
to
say,
I
plan
90
we're
here
as
an
informational
item.
A
couple
things
just
to
point
out.
This
is
the
southern
portion
of
the
crystal
square
block.
We
are
adding
height
for
the
1770
building.
Only
the
proposal
is
to
rezone
it
to
Co
Crystal
City.
This
would
also
be
withdrawn
from
site
plan
90.
You
know
it
would
become
a
new
site
plan.
F
Sigh
plain
number,
four
for
8
and
the
residential
parking
ratio
proposed
is
0.5.
Spaces
per
unit
would
be
within
the
existing
underground
garage
that
we
all
know
and
have
spoken
about
for
a
while.
Now
the
Central
District
retail,
as
we
just
talked
about
that,
will
go
to
the
board
on
February
24th.
There
is
a
block
plan
review
process,
concurrent
with
the
site
plan,
review
process
for
this
site
plan,
90
site
plan,
amendment
and
new
site
plan
for
48.
F
F
E
Always
positive,
so
I
think
you
know.
The
reason
for
the
lrpc
is
is
one
the
rezoning
of
the
1770
building,
but
I
think
you
hit
the
nail
on
the
head,
commissioner,
that
the
focus
of
that
lrpc
is
the
treatment
of
the
18th
Street.
Park.
Sorry
is
the
treatment
on
the
18th
Street
Park,
predominantly
around
the
corner.
E
Building
the
challenge
in
complying
with
the
sector
plan
there
and
I
think
the
focus
of
this
lrpc
is
that
the
sector
plan
contemplates
the
18th
Street
Park
in
the
context
of
a
full
redevelopment
of
the
block,
where
you're
able
to
fully
dig
out
the
garage
start
fresh
with
the
blank
canvas
under
that
scenario,
I
think
there
is
a
possibility
to
bring
the
18th
Street
Park
to
be
totally
flush
with
the
surrounding
streets
and
the
conditions
that
we
have
today.
There's
about
16
feet
of
grade
change.
E
The
new
metro
infrastructure,
as
well
as
that
18th
Street
loading
dock,
which
I
wish
I
brought
some
pictures
of,
is,
is
pretty
large
and
and
unsightly
started
to
point
us
in
the
direction
of
wanting
to
find
a
useful
way
to
screen
those
elements,
while
traversing
that
grade
the
spirit
of
the
sector
plans.
Language
around
the
park
focuses
a
lot
on
this
idea
that
this
is
a
park.
That's
supposed
to
be
activated
with
retail,
calling
for
pavilion,
uses
farmers
market
uses
and
actually
requiring
continuous
retail
frontage
along
the
north
end
of
that
park.
E
So
this
sort
of
jumped
out
to
us
as
an
opportunity
to
find
ways
to
activate
that
park
with
retail,
well
aiding
and
making
all
of
those
connections
between
metro,
navigating
the
grade
and
screening
that
18th
Street
loading
dock
and
that's
sort
of
what
led
us
to
the
corner.
Building
I
certainly
can't
speak
for
anybody
on
the
lrpc
or
staff.
I'd
say
that
we
spent
probably
an
hour
of
lrpc
number
one
getting
into
the
real
details
of
all
of
those
constraints.
E
And
it's
it's
something
that
I
think
the
more
you
understand,
those
constraints
or
the
more
sense
that
plan
starts
to
make
I'd
say
that
our
PC
hasn't
landed
one
way
or
another
on
anything
yet
and
they're,
just
sort
of
still
downloading
off
the
the
data
that
we've
had
the
opportunity
to
learn
for
12
months
and
now
they're
forced
to
learn
in
a
handful
of
weeks.
But
that's
sort
of
where
we
are
with
the
lrpc.
Let.
B
Me
just
make
sure
I've
got
all
the
pieces
here,
though
so
the
corner
building
would
it
would
both
contain
the
18th
Street
loading
that
needs
to
be
maintained
into
the
garage,
at
least
the
elevator
portion
of
the
Metro
entrance
and
some
means
of
getting
people
up
to
the
grade
of
the
park
from
ground
level.
That's.
E
D
F
It
for
this
site,
if
we
applying
the
policy,
the
minimum
is
zero
point
two
spaces
per
unit.
Okay,
and
that's
just
straight
by
the
the
map
not
taking
into
account
any
other
any
reduction
already
or
I
was
gonna,
say
any
other
subjective.
You
know
information,
but
just
so
looking
at
the
map
point
to
is
where
that
land,
since
they
are
right
on
top
of
metro
station
I.
F
E
I'll
jump
in
to
say
something
we
are
incredibly
excited
about,
have
been
working
with
LaMotta
and
with
the
county
on
many
many
design
meetings.
We
have
a
couple
coming
up
and
we're
actually
working
right
now
towards
a
finding
way
to
formalize
that
agreement.
I
think
it
would
come
in
the
form
of
a
try
party
agreement,
which
is
something
that,
like
Joann,
said
conceptually
weird
we're
behind
excited
about
and
we're
at
the
point
where
we're
basically
trying
to
figure
out.
E
B
O
A
question
about
the
proposed
mid
block
with
the
bike
lane
crossing
along
it.
Are
you
guys
doing
any
sort
of
extra
signage,
since
drivers
aren't
really
used
to
seeing
pet
bikes
cross
at
speed
across
cross
like
that?
Just
I
think
it's
I
think
it's
great,
but
I
just
want
to
make
sure
we
have
adequate
signage
that
warns
vehicles
as
well
as
reminds
those
bikers
that
they're
crossing
somewhere
that
they're
not
expected.
That's.
E
That's
definitely
something
we'll
need
to
continue
to
study
I
think
we
had
envisioned
it
as
one
that
would
be
signal
driven.
So
when
the
pedestrians
get
that
go
ahead
to
cross
that
the
bike
would
be
doing
it
with
it,
as
opposed
to
darting
through
the
traffic
but
but
I
think
done.
The
less
science
is
important.
K
Thank
you
also
that
stations
in
the
NV
ta
2040
plan
that
was
passed
in
November
for
55
million
dollars,
I
think
so
it's
on
its
way
now
I
have
a
question
to
the
consultants
you
know.
Interestingly,
you
have
the
proposed
new
Metro
entrance
for
Crystal
City,
but
I
noticed
and
you're
the
presentation
you
had
earlier.
You
still
had
VRE
in
its
current
location
and
there
is
a
proposal
which
I
believe
has
been
approved
to
move
the
VRA
station
to
between
1801
and
1803
Crystal
Drive.
But
how
was
that?
E
I
think
that
was
our
error
in
terms
of
how
we
were
showing
it
graphically.
We've
been
working
very
closely
with
VRE
and
with
the
county
on
the
new
proposal,
so
there'll
be
the
I
think
the
landing
that
impacts
this
project,
the
most,
would
be
the
northernmost
landing
that
occurs
between
the
north
end
of
the
condo
building.
You
can
see
on
the
bottom
left
of
that
image
and
the
water
park,
so
basically
right
where
the
mountain.
E
K
B
Basically,
where
Hayes
turns
into
18th
way
of
protected
bike
lane,
the
county
has
a
project
to
extend
that
protected
bike
lane
all
the
way
to
EADS.
We
have
brand-new
bike
lanes
through
the
Crystal
City
multimodal
station
under
route
1
and
all
those
people
are
going
to
be
wanting
to
get
over
to
the
Mount
Vernon
trail.
B
So
I
think
that
is
a
huge
opportunity
to
provide
extremely
low
stress
connection,
all
the
way
east
to
west
through
Pentagon,
City
and
Chris
City,
and
if
we
can
find
the
one
or
two
the
two
feet
necessary
to
put
actual
physical
separation
in
there.
We
should
make
it
happen
and
I
absolutely
applaud
and
support
with
the
applicants
request
for
that
cross,
walk
and
bicycle
crosswalk
there.
A
S
So,
as
you
can
see
from
this
slide,
the
site
is
located
in
the
transitional
area
of
North
Boston.
Although
it
consists
of
parcels
north
and
south
of
11th
Street,
they
are
being
processed
as
14.1
site
plan
application
to
coordinate
those
two
developments.
The
site
is
currently
occupied
by
a
Baptist
Church
built
in
the
1970s
right
before
the
adoption
of
the
original
Boston
sector
plan.
S
It
has
a
parsonage,
the
church
building
and
a
service
parking
lot
there
today,
combined
both
parcels
total
about
55,000
167
square
feet
of
land
area.
It
is
also
very
well
situated
from
a
transit
standpoint.
The
Boston
metro
station
is
only
about
a
six
little
mile
away
and
the
west
entrance
to
the
Boston
metro
station
is
just
about
it's
just
over
four
hundred
feet
from
the
site.
So
it's
very
close
next
slide.
S
This
slide
gives
you
some
perspective
of
the
prior
development
pattern
of
this
part
of
North
Boston.
As
you
can
see,
we
are
the
last
sight
in
this
area
to
be
redeveloped.
All
the
sites
surrounding
us
have
already
been
rezone
to
the
RCA
zoning
district
or
the
Co
2.5
district
south
of
11th
Street
and
built
out.
S
Unlike
the
prior
neighboring
projects
surrounding
us,
we
were
actually
proposing
a
project
that
is
under
density
well
below
our
neighbors
and
maximum
is
permitted
under
the
RC
district.
The
project
is
entirely
consistent
with
the
existing
bolts
and
sector
plan.
Additionally,
you
can
see
the
north
parcel.
The
surface
lot
parcel
is
also
one
of
the
last
sites
in
the
vicinity
on
the
north
side
of
11th
Street
not
to
be
redeveloped.
S
Pursuant
to
the
existing
our
1532
zoning
district,
like
the
South
parcel,
the
proposal
for
the
north
parcel
is
below
density
contemplated
for
the
site
entirely
consistent
with
planning
policies
adopt
for
this
part
of
Boston
adopted
for
this
part
of
Boston,
as
well
as
the
existing
r15
30
T
zoning
district
and
is
below
permissible
Heights
contemplated
for
this
area
next
slide
here
is
a
view
of
the
built
environment
around
the
site.
I,
don't
think
we
need
to
belabor
these
exhibits.
S
As
you
can
see,
all
the
surrounding
sites
have
already
been
rezone
to
the
RC
district
around
the
South
parcel
and
kind
of
you
can
see
them
sort
of
above
and
around
the
existing
Church
and
parsonage
house.
Also,
you
can
see
some
images
of
the
townhouse
developments
that
have
come
before,
which
were
all
also
done
via
the
site
plan
process,
but
mostly
done
decades
ago
next
slide.
S
So
here
is
a
site
plan
of
our
proposal.
On
the
north
parcel.
We
were
proposing
12
townhouses,
which
will
frame
the
11th
Street
frontage,
as
well
as
a
new
courtyard
and
open
space
on
the
north
side
of
that
parcel,
which
will
also
provide
some
very
generous
setbacks
and
views
for
our
neighbors
to
the
north.
The
South
parcel
will
consist
of
a
multi-family
building
consisting
of
58
condo
units
on
the
south
side
of
that
parcel,
which
will
transition
into
14
townhouse
type
units
that
will
also
help
frame
the
south
side
of
the
11th
Street
frontage.
S
S
Bike
parking
access
will
be
a
grade
with
its
own
dedicated
access,
and
all
loading
and
garage
access
will
be
out
of
the
pedestrian
environment
entirely
and
occur
internally
inside
the
buildings
next
slide
before
I
turn
it
over
to
our
architect
who's
going
to
walk
you
through
the
rest
of
this
in
detail.
I
did
want
to
point
out.
With
this
slide
hey,
you
can
see
how
the
proposal
will
fit
into
the
built
environment
and
how
it
responds
to
the
building
sculpting
pattern
approved
previously
in
North
Boston
along
these
blocks.
J
J
J
J
As
Ted
mentioned
earlier,
all
loading
and
parking
is
internalized
within
the
site.
He
also
mentioned
that
there
are
additional
to
curb
cuts
originally
on
11th
Street.
Now
the
curb
cut
for
this
project
is
actually
off
North
Vermont.
You
can
see
it
with
the
two
arrows
ingress
and
egress.
The
bike.
Loading
and
garage
are
all
internal
so
and
are
also
set
back
for
a
little
bit
of
jockeying
position
and
safety,
as
they
turn
out
of
the
project
or
into
the
project.
J
The
parking
is
two
levels
of
underground
garage.
This
is
the
first
level.
So
as
you
come
down
the
garage
ramp,
which
is
actually
entirely
covered,
you
are
on
the
south
side
of
the
page
right
where
that
box
of
text
is
and
then
you
would
circulate
around
and
then
go
down
again
additionally
to
the
second
level
of
garage.
The
north
part
of
this
image
is
the
tandem
parking
for
the
townhouse
style
multifamily
units.
J
This
is
the
layout
for
the
second
level
of
low-grade
parking
since
the
last
Transportation
Commission
meeting,
really
the
only
changes
are
architectural,
both
in
aesthetics
and
as
well
as
a
little
bit
of
sculpting
on
the
south
side
of
the
multi-family
building.
In
this
image
off
to
the
right,
you
can
see
that
the
shoulder
was
brought
down
to
two
stories
to
greater
provide
light
in
air
for
the
transitional
area
between
this
project
and
West
View,
which
is
directly
to
the
south
one
other
one.
J
This
is
the
East
facade
of
the
multi-family
building
and
the
East
facade
of
the
townhouse
style
units
all
the
way
adjacent
to
north
Utah
Street.
You
can
see
centered
in
the
image
the
garage
enclosure
this
ramp.
That
goes
down
to
the
garage
is
enclosed
for
snow
safety
and
also
screening
from
the
adjacent
neighbor.
J
J
This
is
a
view
of
the
residential
entry,
as
you
move
north
along
North
Vermont,
and
you
can
see
on
the
left-hand
side
of
the
image.
That's
where
the
loading
and
vehicles
would
enter
for
the
parking
is
an
additional
view
on
11th
Street,
viewing
south
of
the
character
of
the
townhomes
that
front
11th
Street.
J
This
is
additional
architectural
expression
of
the
detailing.
This
view
is
viewing
east
down
11th
Street,
and
it
shows
the
dissimilarity
and
also
similarities
between
the
two
expressions
of
the
townhomes.
Previously,
the
North
parcel
had
the
exact
same
expression
as
the
south
parcel.
So
now
it's
a
little
bit
less
of
a
tunnel
vision
and
a
different
expression.
As
you
go
down,
11th,
Street,
east
or
west.
This
is
on
11th
Street,
viewing
north
of
the
north
parcel
townhomes.
J
J
The
left
image
is
a
view
of
the
covered
parking
garage
that
steps
down,
so
it's
not
so
a
total
volume,
and,
as
mentioned
before,
this
is
for
screening
as
well
as
snow
protection
and
reduction
in
light
from
the
turning
vehicle
lights
on
the
right
side
of
the
page.
This
is
the
rear
of
the
multifamily
townhomes
that
are
on
the
east
side
of
the
South
parcel.
J
J
T
Think
we're
familiar
with
the
site.
I'm
just
gonna
give
a
little
bit
of
the
overview.
The
existing
conditions
through
story,
Church
on
the
South
Block
in
a
surface
parking
lot
and
tot
lot
on
the
north.
The
side
area
is
one
point,
two
eight
acres
and
we
are
splitting
the
site
at
11th
streets
as
the
north
and
south
block.
T
There
was
a
special
up
study
in
June
of
last
year,
so
you
can
see
the
documents
that
are
the
existing
conditions
there
and
the
club
study
the
county
board
advertised
a
note
25
that
described
the
development
vision
for
the
area
to
complete
the
transition
from
the
higher
density
buildings
fronting
for
FX
Boulevard
to
the
lower
density
townhomes
that
are
two
blocks
away.
So
this
is
in
that
middle
range.
T
So
the
proposed
development
has
the
12
townhouse
units
on
the
north
block
and
the
72
multifamily
units
on
the
South
block,
and
the
next
slide
actually
goes
a
little
bit
more
in
depth
into
the
parking.
So
the
North
Block
townhouse
units
for
our
15
30
t
have
a
two-car
per
to
space
per
unit
parking
ratio
requirements.
T
The
remaining
parking
visitor
parking
space
will
be
allocated
in
the
underground
garage
in
the
South
block,
so
the
South
block
then
has
110
total
spaces,
one
of
which
will
be
for
visitor
parking
for
the
north
lot.
Leaving
109
spaces
for
the
total
72
units
and
again
109
spaces
does
include
14
tandem
spaces
that
are
providing
two
car
spaces
for
each
of
the
townhouse
style
units
fronting
11th
Street.
So
the
parking
ratio
here
is
1.5
1,
which
is
a
bit
higher
than
the
required
1.0
for
RC.
T
We've
seen
this
with
the
applicant,
this
is
like
a
kind
of
color-coordinated.
The
lighter
blue
is
our
the
drive
aisles
and
where
the
vehicle
pathways
are,
the
red
arrows
indicate
the
loading
as
well
as
the
garage
down
here.
Bicycle
bicycle
storage.
Is
that
great
I
believe
they're
providing
enough
room
for
40
bicycles
and
the
main
lobby
entrance
is
off
of
Vermont
Street.
T
The
yellow
indicates
the
pedestrian
pathways
in
the
public
right-of-way
and
the
pink
is
on
street
parking
that
will
be
dedicated
to
the
county
in
a
street
and
utility
easement,
and
these
spaces
will
be
signed
with
short-term
parking
right
hailing
5-minute
limitations
or
whatever
we
you
know
will
determine
the
final
signage
at
the
civil
engineering
plan.
But
we're
aware
kind
of
you
know
where
the
question
of
where
those
vehicles
will
go,
and
this
is
the
spot
for
them.
I
think
that's
it.
T
T
Some
of
the
transportation
points
that
came
up
during
the
CRC
process
included
site
circulation
parking
and
loading
delivery
and
drop
off
some
of
the
existing
conditions
and
questions
related
to
the
T
ia
and
questions
about
the
residential
parking
permit
program.
I
can
go
into
any
of
these
further
during
the
question
portion
of
this
of
tonight
and
some
of
the
key
site
plan
conditions
are
listed
here.
T
A
U
What
I'd
like
to
focus
my
comments
on
this
evening
is
actually
a
response
to
the
written
comments
from
BBS
CA,
while
I
concur
and
the
majority
of
BBS
CEA's
written
comments
for
this
evening.
I
do
want
to
address
the
suggestion
of
an
RPP
extension
or
expansion.
The
idea
for
such
an
RP
extension
or
expansion
was
first
set
forth
at
the
end
of
the
final
SPRC
meeting
regarding
this
project.
U
U
West
V
residents
make
heavy
use
of
these
spaces
due
to
circumstances
imposed
in
the
conversion
of
the
West
View
from
apartments
to
condos,
specifically
one
space
in
our
garage
conveys
per
unit,
and
there
are
only
five
total
visitor
spaces
on
West
View
property,
two
in
the
garage
and
three
at
surface
serving
a
two
hundred
and
thirty
nine
unit
building.
So
a
loss
of
the
ability,
through
our
pp
for
West
View
residents,
to
use
on
street
visitor
parking
would
be
a
major
detriment
to
those
of
us
who
live
there.
U
The
West
View
is
bearing
the
brunt
of
the
impact
of
this
project
in
general
and
I
feel
that
adding
a
gratuitous
additional
harm
of
of
expanding
an
RPP
program
into
this
area
is
unwarranted
and
unnecessary.
The
applicants
proposal
is
more
than
adequately
so
any
RPP
requirement
would
be
aimed
at
addressing
issues
that
are
not
caused
by
the
application
at
hand.
U
V
Good
evening,
Stephen
Huff
Vermont
Court
like
to
raise
two
concerns
of
this
project
parking
on
the
north
parcel
and
site
access
on
the
South
parcel.
As
staff
mentioned,
the
north
parcel
does
not
conform
with
the
parking
regulations
for
Arlington
County
could
draw
your
attention
to
slide
two
of
the
applicants.
Deck
think
this
illustrates
a
problem
very
neatly.
V
The
most
similar
development
to
the
earth
parcel
is
the
Vermont
Court
neighborhood,
immediately
to
the
north
of
the
north
parcel
an
approximately
equivalent
a
courage.
Vermont
Court
has
eight
townhomes,
each
of
which,
with
true
two-car
garages
and
six
surface
visitor
parking
spaces,
and
let
me
tell
you,
those
are
almost
always
full
parking.
Is
a
challenge
and
about
the
same
acreage
on
the
north
parcel
and
via
our
proposed,
does
not
eight
townhomes
but
twelve.
V
Now
a
two-car
garages
both
fully
two-thirds
of
them
having
only
tandem
garages
which
are
treated
as
one
one
spot
properly
under
County
regulations
in
part,
because
it's
a
practical
matter.
That's
how
they're
going
to
be
used
as
much
did
more
difficult
to
get
a
second
car
in
there.
It
also
proposed
only
having
two
surface
parking
spaces
versus
six
for
Vermont
Court,
even
though
they
have
50%
more
homes,
understand
the
developers
considering
offering
a
third
space
across
the
street
in
the
building,
underneath
it
on
the
South
parcel
I
would
submit
that's
not
a
realistic
solution.
V
Well,
it's
better
than
nothing
as
a
practical
matter.
Any
visitors
to
the
north
parcel
townhomes
are
going
to
be
fighting
for
the
same
limited
street
parking
spaces
there.
The
South
parcel
underground
spot
is
not
to
be
visible.
It's
not
gonna,
be
known,
and
even
with
there
were
three
spaces
that
would
not
be
at
it.
Would
that
still
be
half
of
what
Vermont
Court,
for
instance,
has
even
though
they
have
true
two-car
garages
and
fewer
homes?
V
So
again,
parking
is
a
major
concern
in
this
neighborhood
to
begin
with,
I
think
the
current
plan
really
exacerbates
that
I'd
ask
you
not
to
support
it
in
its
current
incarnation.
For
that
reason,
as
the
South
parcel
I'm
concerned
that
access
for
the
loading
dock
and
for
the
entrance
is
off
Vermont
Street
rather
than
Utah
Street.
If
you
look
at
the
picture
again,
both
the
Windsor,
which
is
a
large
building
with
the
pool
as
well
as
West
View,
both
have
their
loading
and
garage
access
from
Utah
Street.
That
makes
a
lot
of
sense.
V
Utah,
Street,
dead
ends
in
a
cul-de-sac
where
it
meets
11th,
Street,
there's
rooms
for
taxis
and
ubers
to
wait
for
passenger
pickup,
there's
rooms
for
FedEx
trucks,
to
double
Park,
for
delivery
on
Vermont
Street
you're
blocking
traffic.
That
Street
goes
all
the
way
through
up
all
the
way
up
to
Washington
Boulevard
there.
If
you're
gonna
have
access
there,
it's
gonna
tie
up
traffic.
As
you
know,
there's
a
proposed
Metro
entrance
and
Fairfax
and
Vermont
isn't
even
more
traffic
coming
in
that
direction.
V
In
the
future,
adding
more
cars
for
Vermont
rather
than
Utah
is
a
bad
idea.
I
understand
the
applicants.
Intention
is
that
all
the
service
vehicles
and
things
like
that
will
park
in
the
alley
again
I
think
that's
an
unrealistic
expectation.
Perhaps
you
could
get
your
regular
postman
your
regular
UPS
driver
to
go
into
the
alley.
That's
not
going
to
work
for
your
taxi
driver.
It's
not
gonna
work
for
you.
Bird
driver,
it's
probably
not
going
to
work
for
your
rushed
regular
delivery
guy.
It's
certainly
not
gonna
work
for
the
Christmas
rush
and
for
extra
drivers.
V
As
we
all
know,
those
sorts
of
services
are
going
to
continue
to
increase
in
the
future,
particularly
neighborhood,
like
that
in
summation,
I'm
concerned
about
the
inadequate
and
under
regulation
amount
of
parking
on
the
north
parcel
it's
inappropriate
for
the
project.
It's
inappropriate
for
the
neighborhood
I've
concerned
about
site
access,
the
South
parcel.
It
should
be
on
Utah
Street
with
the
other
garages
and
loading
dock
center
and
where
there's
a
cul-de-sac,
not
on
Vermont
Street,
which
will
block
traffic.
Thank
you.
W
Not
his
fault,
my
name
is
Christine
Casa,
Kurt
and
I.
Am
the
president
of
the
Victoria
at
Ballston
homeowners
association,
which
is
the
homeowners
association
to
the
east
of
the
north,
parcel,
were
14
townhomes
and
we
had
submitted
comments
to
all
of
you
will
be
it
this
morning.
Have
you
received
those
so
it's
okay,
excellent
I'd
like
to
go
through
a
few
of
those
as
part
of
tonight's
Commission's
meeting.
So
first
of
all,
I'd
like
to
echo,
we
are
in
full
agreement
with
everything
you
just
heard
about
the
local
parking.
W
It
is
the
biggest
issue
we
have
with
our
residents
right
now.
It's
almost
impossible
for
those
of
us
who
work
further
away
and
have
to
drive
to
find
parking
on
the
street
if
we
come
back
at
seven
o'clock
at
night,
so
wholeheartedly
agree
with
what
you've
heard
so
far
about
the
parking
issues.
I
do
want
to
talk
a
little
bit,
though,
about
the
overall
traffic
impact
in
this
area
and
what
adding
over
100
units
on
this
corner
is
going
to
do.
W
If
you
look
at
the
very
back
of
the
document
that
she
received,
we
put
a
map
there,
which
is
the
Arlington
pride,
the
my
Arlington
projects,
map
that
shows
you
what
is
being
developed
not
just
on
this
corner,
but
in
the
area
and
we'd.
Ask
you
to
look
at
this
holistically
for
us
to
get
out
of
this
corner.
W
The
next
safety
issue
comes
as
you're
coming
down:
north
Vermont
Street
onto
Fairfax,
Drive
I,
don't
know
how
many
of
you
have
driven
that
intersection.
But
as
you
come
out
in
the
morning,
that's
often
times
two
or
three
cars
backed
up
without
having
an
issue
with
traffic.
You
can
see
it
backed
up
all
the
way
to
11th
Street.
You
have
to
cross
three
lanes
of
traffic
to
go
south
on
Glebe
Road
and
because
the
Glebe
Loeb
Road
light
is
so
slow.
That's
how
most
of
us
come
out.
W
We
come
south
on
Vermont
and
then
we
have
to
cross
three
lanes
of
traffic
to
get
over
to
turn
left
to
go
south
on
Glebe
Road.
The
problem
is
that,
as
you
do
that
and
the
pictures
that
I
gave
you
on
page
9,
you
see
a
wall
of
traffic
on
Fairfax
Drive,
there's
no
notice
for
the
folks
on
Fairfax
Drive
that
we're
trying
to
come
from
the
north
there
and
is
the
second
picture
that
we've
given
you
there
in
a
very
common
circumstance.
W
You've
got
someone
trying
to
turn
left
through
that
well
of
traffic
who's,
then
dealing
with
the
traffic
coming
in
off
of
66
or
having
just
turned
from
glebe
Road.
We
need
to
do
something
to
fix
the
issues
in
the
area
before
we
go
ahead
and
approve
the
additional
density,
or
there
needs
to
be
a
plan
for
how
to
deal
with
this.
And
if
you
look
at
that
map
of
where
the
projects
are
going
in,
you
see
that
the
new
projects
are
going
in
on
each
of
the
places
where
we
come
out
of
that
area.
W
So
we
asked
you
to
look
at
this
holistically
and
think
about
what
the
county
is
going
to
do.
If
you're
going
to
approve
this
plan
to
make
it
workable
for
both
the
people
who
are
walking
in
the
neighborhood.
During
rush
hour
and
the
people
who
are
trying
to
drive
we'd,
also
like
to
talk
a
little
bit
about
the
actual
development,
that's
going
in
we've
been
told
that
they're
going
to
have
space
on
Vermont
Street
for
the
trucks
to
be
there,
but
we
haven't
heard
any
discussion
about
the
signage
right.
We
keep
pushing
this
down.
W
The
road
you've
got
pictures
in
here
where
we
have
to
FedEx
trucks
on
11th
Street,
at
the
same
time,
with
cars
trying
to
intermingle
through
it.
That's
without
the
additional
density
that
you
guys
are
proposing
or
see
in
front
of
you
as
a
to
pass.
11Th
Street
is
already
congested
with
the
UPS
trucks,
the
FedEx
trucks,
the
lifts,
the
uber,
and
it
stops
traffic
from
going
up
and
down.
W
We
understand
the
developer
is
trying
here
to
put
enough
on
Vermont
Street,
although
we
wholeheartedly
would
like
it
to
go
to
Utah
Street
instead
of
Vermont,
but
with
the
current
plan
they're
asking
to
go
to
Vermont
Street.
We
ask
you
to
go
and
deal
with
the
details
of
this.
How
is
it
going
to
work
if
they
put
a
parking
space
from
the
north
parcel
into
the
south?
Now
tonight
we
heard
from
staff
that
it
will
be
a
designated
parking
space,
but
what
we
heard
in
SPRC
is
that
would
be
a
space
available
issue.
W
How
are
is
the
signage
going
to
work,
to
make
sure
that
we
don't
have
trucks
not
going
there
because
they
think
it's
not
their
spot
to
take,
or
they
can't
be
there
long
enough,
we
asked
and
I've
laid
out
everything
in
the
letter
you
have
in
front
of
you
for
you
to.
Please
ask
questions
of
this
before
you
approve
it,
so
that
we
know
what's
getting
and
that
there's
a
long-term
commitment
that
those
promises
be
kept.
Thank
you
our.
X
Good
evening,
everyone
I'm
Nia
Bagley
I'm,
the
president
of
Boston
Virginia
square,
Civic
Association.
You
have
our
written
comments
there
for
the
record.
We
just
want
to
remind
everybody
of
the
current
challenges
that
exist.
Traffic
lies
pedestrian
safety,
wise
and
parking.
That
you've
already
heard
a
lot
about
this
evening
and
mostly
because,
although
they
are
current
problems,
they're
only
going
to
be
exacerbated
in
the
future
I
think
it's
a
combination.
X
X
Also
it's
an
existing
bus
route,
and
so
there
is
a
stop
for
the
kids
to
be
picked
up.
Kitty-Corner
to
this
site.
You
have
traffic.
That
is
additional
when
parents
are
dropping
off
and
picking
up
their
kids.
I
can't
imagine
with
what
we've
heard
from
the
applicant
about
the
nature
of
the
townhomes
and
some
of
the
condos
that
we
won't
have
more
children
in
that
area.
So
it's
another
concern
that
we
need
to
be
thinking
about
also
traffic
flow
on
Vermont.
X
If
you
take
a
look
at
that,
you'll
see
that
there's
a
lot
of
people
waiting
for
the
kids
you
Oberer
is
there.
Other
people
are
congregating
there,
so
these
are
all
issues
and
they
could
be
enforcement.
However,
they
are
issues
that
we
all
need
to
talk
about
as
we
move
forward
with
this
development
and
again,
echoing
the
parking
I
know
that
there
is
a
feeling
that
I
have
heard
many
times
when
we
stand
in
front
of
Transportation
Commission
about
really
the
necessity
of
cars.
However,
the
cars
are
there.
X
Now
there
is
a
problem
there
with
the
parking,
and
we
tend
to
believe
that
in
luxury
townhouses,
that
people
are
going
to
be
bringing
vehicles
with
them.
So,
as
of
all
that,
we
really
want
to
make
sure
that
we're
gonna
be
working
together
moving
forward,
because
some
of
the
things
that
when
we've
stood
here
in
the
past,
everyone
talks
about
a
plan,
and
then
the
plan
goes
in
and
then
some
of
the
things
that
we're
part
of
the
plan
seem
to
get
forgotten.
X
I
knew
that
there
are
a
new
staff
person
that
will
be
involved
with
the
county
for
the
continuation
of
site
plans,
but
we
need
to
be
thinking
about
this
holistically.
We
all
have
a
stake
in
this.
Yes,
some
buildings
feel
that
they're
going
to
be
more
inconvenience
than
others,
but
pretty
much.
This
is
a
major
change
for
this
part
of
the
neighborhood,
and
it's
one
that
requires
all
of
our
cooperation
to
get
through
it.
X
Being
that
I
would
suggest
to
the
developer
that
if
there
is
in
fact
any
extra
parking
in
your
building
that
you
work
with
the
Westview
to
see
if
there's
some
means
of
renting
spaces
to
them,
I
would
like
to
see
that
we
would
be
happy
to
help
facilitate
that
in
the
neighborhood
and
the
suggestion
that
be
vsc
be
VSD.
A
made
at
the
end
of
the
last
SPRC
was
a
suggestion
that
perhaps
the
RPP
program,
which,
of
course
is
in
moratorium
now,
should
be
looked
at.
X
B
D
T
Don't
have
that
specific
information
on
hand,
but
the
I
do
have
some
comments
from
our
transportation,
engineering
and
operations
staff
about
the
Libra
signal
itself.
The
response
from
our
staff
is
that
the
timings
are
prioritizing
glebe
for
all
times
of
the
day.
So
obviously
any
of
the
side
streets
are
going
to
have
more
of
a
challenge
crossing.
T
But
you
know,
as
with
the
my
projects,
map
that
was
provided
to
you
in
the
letter
we
we
do
look
at
where
we
can
look
at
the
signal
timings
once
these
new
developments
are
completed
and
fully
occupied
and
if,
if
signal
timings
need
to
be
adjusted,
that's
something
that
we
we
can
do
and
will
analyze
to
see,
what's
appropriate
for
both
pedestrians
and
for
vehicles.
So
this
is.
This
letter
has
been
shared
with
our
staff,
and
so
they
are
aware
of
this
specific
intersection
being
a
concern.
How.
D
T
Well,
I
will
be
around
future
for
the
near
future.
We
can.
We
can
officially
put
in
a
notice
with
our
with
our
staff
to
get
it
into
their
system
to
get
looked
at,
and
then
you
know
when
the
time
comes,
that
that
we'll
be
triggered
to
look
at
to
be
looked
at
and
so
I
can
I
can
go
ahead
and
start
you
know
more
or
less
a
ticket
with
our
staff
to
look
at
this
intersection.
Thank.
O
You
I
did
attend
multiple
SPRC
meetings
as
the
transportation
liaison
to
this
case
parking
was
a
big
hot
topic
from
a
transportation
perspective,
as
everyone
has
heard
this
evening.
Well,
I
do
think
the
condo
building
is
over
parked
and
I
can
appreciate
why
the
community
wants
it
to
be
that
way.
I
do
have
a
question
for
the
applicant
I
can
empathize
with
the
neighboring
townhouse
communities.
That
three
visitor
spots
is
isn't
that
much
when
you
think
about
the
number
of
visitors
spots
at
other
locations,
especially
with
one
being
in
the
parking
garage?
O
Is
there
an
opportunity
to
provide
more
in
the
parking
garage?
I
know
the
condo
building
is
significantly
over
parked,
so
providing
one
or
two
more
floating
spots
for
that
townhouse
community
might
alleviate
some
concerns
for
them,
as
well
as
not
really
negatively
impact
the
parking
ratio
for
those
condos.
So.
S
The
North
parcel
by
right,
we've
decided
to
include
the
north
parcel
and
a
site
plan
partly
inch
for
the
reason
is
this
is
going
to
be
all
one
connected
association,
and
so,
if
you
buy
a
house
in
the
north,
parcel
you'll
have
a
fob
for
the
garage
and
so
that
South
garage
will
be
managed,
part
and
parcel
a
pun
intended
with
the
north
parcel
and
it'll
all
be
managed
together
all
those
parking
resources.
All
the
parking
access
will
be
coordinated
and
disseminated
through
one
central
association
that
controls
both
parcels.
O
S
We
have
is,
we
have
two
spaces
under
each
townhouse
style
unit
on
the
South
parcel
they're
tandem,
so
they're
back-to-back.
So
if
somebody
feels
like
they
should
have
two
cars
which
you
know,
current
data
doesn't
provide,
there's
demand
for
that.
But
if
people
want
to
have
two
cars,
they
can
have
that
in
the
on
the
South
parcel
for
the
townhouse
style
units,
which
will
be
parked
directly
under
those
units
and
they'll
be
able
to
walk
up
into
the
units
from
their
own
private
garages,
the
rest
of
the
RC
district.
It.
R
S
It
hasn't
been
changed
required
by
statute
by
law
to
park
it
at
a
one
to
one.
The
county
board
doesn't
have
the
authority
to
modify
that
ratio
at
this
time,
so
we
did
build
out
the
full
two
levels
of
this
garage,
and
so
there
we
do
feel
like
the
site
is
over
parked
and
we
feel
like
it's
a
resource
that
can
be
managed
and
hopefully
alleviate
some
of
the
parking
in
the
neighborhood
I.
O
Still
don't
think
you've
answered
my
question.
I
agree
that
you're
over
parked,
but
my
question
was
that
the
community
is
expressed
a
concern
that
you're
only
allocating
one
of
those
parking
spaces
in
the
garage
to
the
townhouse
community.
On
the
other
side
of
eleventh,
is
there
an
opportunity
to
express
that
more
of
those
spaces
will
be
available
to
visitors
to
the
northern
townhomes
right.
S
S
The
required
parking
spaces
on
for
the
houses
on
the
north
parcel
there's
only
three
spaces
for
guest
parking.
So
we've
got
two
on
the
north
parcel
we're
happy
to
put
one
in
the
South
parcel,
but
again,
as
far
as
a
resource
goes,
it
would
be
incredibly
wasteful
for
the
the
project
for
the
future
owners
of
these
units.
Not
to
put
all
this
extra
parcel
all
this
extra
parking
to
use
in
a
productive
fashion.
So
if
I
own
a
space
on
the
South
parcel
and
somebody
wanted
to
rent
it
or
buy
it,
I
didn't
need
it.
T
D
T
So
I'm
not
personally
that
familiar
with
the
program
itself
and
the
policies
surrounding
it.
I
do
know
that
the
moratorium
occurred
because
of
some
conflicts
between
site
plan
buildings
and
existing
non
site
plan
or
lower
density
developments,
areas
within
the
county,
so
that
I
don't
know
if
that's
an
explicit
policy,
but
it
may
be
or
may
become
one
in
the
future.
T
The
program
is
being
looked
at
holistically
to
determine
you
know
where
it's
appropriate,
I
believe
and
where
it
may
not
be
appropriate
to
to
be
used
in
in
some
areas
where
I
think
some
residents
don't
want
new
residents
to
the
neighborhood
to
necessarily
Park
in
front
of
what
they
perceive
to
be
their
space
in
front
of
their
homes,
and
so
that
you
know
we.
These
are
public
streets.
T
The
public
should
be
able
to
access
them,
and
you
know
the
program
may
change
in
the
future,
we're
not
sure
and
and
if
and
when
the
moratorium
ends
were
more
than
willing
to
to
look
at
areas
such
as
Boston,
where
commuting
patterns
have
changed
since
the
the
RPP
program
was
first
place
there.
For
instance,
all
of
the
the
permit
parking
in
this
site
vicinity
zone
8
and
it's
9:00
to
5:00.
It's.
T
Exactly
so,
there
is
potentially
the
ability
to
make
it
9:00
to
7:00
or
some
other
time
that
may
better
suit
the
needs
of
both
the
residents
who
do
live
along
the
frontage,
as
well
as
to
balance
kind
of
the
retail.
That's
just
two
blocks
away
and
and
their
needs.
So
so
the
the
parking
on
the
street
can
be
looked
at
at
a
time
when
it's
appropriate.
There.
D
Was
one
of
the
public
commenters
that
was
had
a
concern
that
existing
on
street
metered
spaces,
which
I
assume
are
along
some
sort
of
site
plan
building
some
office
building
or
something
like
that
would
be
converted
to
rbv
and
I?
Think
that
that
actually
would
not
happen,
because
that's
not
actually
a
residential
street,
that's
a
site
plan
street,
and
so
it
needs
to
be
managed
by
the
county
using
some
sort
of
engine,
or
something
like
that.
So
in
that
case
the
remedy
is
more
likely
to
be
something
like
running
the
meters
until
8:00
p.m.
D
T
B
S
S
We've
actually
gone
out
for
other
clients
and
looked
at
the
availability
to
use
a
lot
of
the
office
parking
on
this
side
of
Boston
on
the
weekends
and
nights
for
things
like
churches,
clients
like
that
the
office
are
happy
to
do
something
with
their
park,
their
parking
garages
I
mean
it's.
It's
a
wasted
resource
on
the
weekends.
They
don't
need
the
parking
they're
over
parked.
S
L
It's
a
question
for
the
staff
when
you
put
in
the
ticket
to
the
or
the
request
to
the
County
engineering
staff
to
look
at
that
pedestrian
intersection.
Is
it
possible
to
ask
them
to
look
at
using
an
intelligent
traffic
sis
sensor
there
rather
than
historical
timings,
so
that
you
actually
look
at
the
number
of
cars
on
the
road
and
the
pedestrians
trying
to
cross
at
that
time?
So
the
timings
can
be
flexible
as
conditions
change.
L
L
S
You
know
I
feel
I
feel
like
it's
a
tough
situation
actually
for
this
neighborhood,
because
I
think
there's
a
lot
of
rental
units
in
this
part
of
Boston
there's
a
lot
of
residents
per
unit.
The
street
space
is
very
competitive
for
parking
and
I
part
of
the
reason
I
don't
want
to
say.
We
tried
to
buck
the
system
on
the
parking
ratio
for
this
project,
but
you
know
we
did
realize
there
was
this
political
environment
and
there
was
this
existing
problem
and
so
from
a
transportation
standpoint.
O
A
question
tangentially
related
since
it
was
brought
up
with
access
to
Fairfax
Drive
I
Drive,
that
segment
of
Fairfax
Drive
every
day
and
I've
always
been
really
surprised
that
there's
actually
a
median
break
at
Vermont.
Street
I
appreciate
that
the
community
probably
likes
being
able
to
make
a
left
out
there,
but
I've
been
wondering
if
there,
if,
as
Arlington
County
takes
over
a
Fairfax
Drive
from
V
dot.
If
there's
going
to
be
a
holistic
look
at
access
along
it,
because
that
that
left
turns
super
dangerous.
O
If
either
direction
I've
been
shocked
that
it's
there
and
that
has
been
maintained,
it
doesn't
meet
safety
distances
for
spacing.
I
know
it'll,
be
an
inconvenience
to
have
it
close,
but
from
a
safety
perspective,
it
scares
me
and
I'm
just
wondering
if
staff
knows,
if
there's
plans
to
look
at
addressing
access
and
median
crossings
along
Fairfax
Drive
between
Glebe
Road
and
say
Quincy
yeah,
there.
T
K
I'm
really
glad
to
applicant.
You
talked
about
that
street-level
streets
and
North
Vermont
I'm
very
familiar
with
this
area
as
well.
I
walk
around
this
area
quite
a
bit
and
that
road
is
extremely
knit
I
mean
it's
narrow,
I
mean
I
extremely
narrow,
but
it's
there's
not
much
space
there
and
I
think
I.
Think
that
is
there
a
daycare
in
the
neighborhood
as
well,
because
I
know
at
some
hours
of
the
day
there
are
a
lot
of
little
children
so.
S
The
church
yes
tenant
for
the
Montessori,
which
moved
to
APIs
building
down
Columbia
Pike
and
then,
as
the
president
of
Boston
Virginia
Square,
was
referencing.
There
is
a
bus,
stop
on
the
north
west
corner
for
that
site
for
11th
in
Vermont
and
part
of
what
we're
doing.
We
actually
think
that
you
know
we
will
be
adding
traffic,
obviously,
because
we're
adding
residents,
but
we
are
improving
the
alignment
of
Vermont
Street
and
we
are
creating
the
nubs
and
there
that
the
crossing
sections
and
modernize
those
so
that
it's
a
safer
intersection.
S
K
That
was
oh,
that
is
a
lot
of
traffic
and
that
road
is
just
love
a
street.
It's
just
not
it's
I
mean
two
cars
can
barely
pass.
Some
lemon
street
is
that
right,
yeah
we're
asking
for
a
lot
of
density
on
a
road
that
I
don't
know
if
it
can
handle
it.
I
know,
there's
a
way
to
check
that.
But
it's
a
challenge.
It's
gonna
be
a
challenge
right.
S
And
I
have
to
say,
though,
the
one
the
one
thing
about
this
project
that
I'm
really
supportive
of
is
actually
the
density
level.
You
know,
I
know
what
I
represented
the
church
and
it's
the
sale
of
the
property
and
we
evaluated
a
lot
of
offers,
and
this
was
the
least
dense
proposal.
I
mean
we
went
with
it
because
this
was
you
know,
it's
only
about
58
and
then
the
the
two
townhouse
sticks,
and
so
it's
I
mean
for
the
market.
This
was
the
smallest
thing
that
I
think
anybody
found
feasible.
S
G
Just
a
quick
comment
on
the
idea
of
the
intersection
there
at
Vermont
and
Fairfax
Drive
and
closing
that
I
believe.
If
you
look
to
the
two
streets
to
the
east,
they
are
cul-de-sac,
tat,
11th,
Street,
so
you'd
have
to
go
all
the
way
down
to
Randolph.
Then
you
sure
it
looks
from
the
mat
the
map
it
looks
like
some
of
these
streets
are
closed
at
11th
or
you
can't
get
through.
You
can
okay,
but
I
mean
you
have
to
get
fire
trucks
in,
and
things
like
that.
So.
D
A
lot
of
the
comments
that
came
from
the
public
happened
to
do
with
the
amount
of
congestion
or
the
amount
of
lack
of
access
out
of
this.
They
said
a
couple
of
them
said
that
there
were
only
two
good
exits
out
of
here
and
both
of
them
end
up
being
very
clogged
during
this
I
was
wondering
what
the
relationship
between
that
and
having
four
streets
in
the
area
dead
ended
in
order
to
break
up
this
grid,
it
was
I'm
gonna
direct
that
question
to
staff
I.
T
Wasn't
around
when
those
streets
are
dead,
ended,
but
I
believe
that
there
is
no
appetite
from
the
residents
who
live
along
them
to
open
them
up
to
complete
the
grids.
I
think
the
County
policy
and
the
MDP
policy
would
encourage
these
streets
to
be
non
dead
ends
and
to
be
connected
so
that
there
are
multiple
ways
to
maneuver
in
the
neighborhoods
I.
T
Think
that
there's
an
opportunity
with
some
of
potentially
with
some
of
these
older
developments,
if,
if
they
ever
do
come
through
again,
there
could
be
the
ability
to
look
at
some
of
these
dead
ends.
But
even
in
this
proposal
we
looked
at
Utah-
and
you
know
the
just.
The
kind
of
neighborhood
angst
about
the
potential
to
even
look
at
Utah
to
be
opened
was
a
very
large
hurdle,
and
so
at
this
time
we
are
not.
You
know
doing
that
and
there
it's
not
to
say
that
it
couldn't
happen
sometime
in
the
future.
D
O
Just
like
to
echo
your
comments,
I
do
live
about
four
blocks
from
the
proposed
site
and
I've
noticed
that,
on
a
daily
basis
that
the
dead
ends
make
a
significant
amount
of
traffic,
because
it's
your
only
way
in
and
out
and
I
would
like
to
address
the
comment
about
safety.
If
median
was
closed,
we
can
make
mountable
curbs
for
fire
and
EMS.
So
it's
not
a
safety
concern
for
fire
fire
and
EMS
access.
Just
it's
it's
a
safety
concern.
If
and
when
we
look
at
Fairfax
Drive,
give
me
a
ping
I'd
love
to
be
involved.
B
Other
Commissioner
questions
or
comments
I
did
want
to
chime
in
on
Commissioner
Perkins.
Mentioning
of
the
closure
at
Utah
I.
Concur
that
this
is
one
of
those
things
that
we
always
run
into.
Is
people
want
to
close
streets
because
it
reduces
cut
through
traffic
and
then,
when
we've
closed
streets,
people
freak
out
about
the
fact
that
there's
only
one
or
two
ways
into
and
out
of
their
neighborhood,
it's
one
of
those
things
where
there
are
consequences,
both
directions
and
we
need
to
recognize
it.
B
B
Give
you
so
there
are
some
real
differences
in
the
dead
ends
that
exist
in
Boston
right
now,
for
specifically
I
think
I'm
thinking
of
Utah
and
Taylor
as
someone
in
the
streets
a
on
a
bicycle,
coming
up,
Utah,
it's
pretty
hard
or
impossible
to
get
through
and
I
think
the
opposite
is
true.
At
Taylor,
Taylor
has
a
ad
a
ramp
from
street
level
up
to
sidewalk
level
and
then
back
down
to
get
you
to
11th
Street.
Can
you
talk
to
me
about
what
is
designed
and
proposed
here?
B
S
Y
Johnson,
within
view
are
so
today
the
air
you
see
bound
by
the
curb
on
north
yan,
utah
that
the
curb
exists
today
and
everything
that's
shaded
with
green
is
pavers.
Basically,
the
Capital
Bikeshare
station
actually
runs
parallel
with
11th
Street.
So
this
is
just
one
Charette
of
what
could
happen
the
way
our
site
plan
condition
is
crafted.
Y
Is
we
take
community
input,
we
meet
with
staff
and
we
figure
out
what
might
work
best
so
by
all
means,
if
there's
a
great
place,
to
put
a
ramp
mid
block
on
that
or
to
the
far
right,
the
idea
was
moving.
The
the
curb
line
is
not
possible
because
we
already
did
the
auto
turn
analysis
and
that's
the
room
needed
for
the
trucks
to
do
their
thing
to
get
into
the
two
garages
on
the
left
and
the
right
yeah,
but
that's
just
an
image.
Y
It
could
be
all
grass,
which
is
what
some
of
the
neighbors
expressed
an
interest
in.
It
could
be
fixed
furniture.
You
could,
you
know,
there's
all
kinds
of
things
we
could
do
there.
It's
certainly
a
ramp
up
a
little
paved
area
to
get
you
off
the
walk
here
and
back
to
that
handicap.
Ramp,
you
see
at
the
top
for
bicycles
to
run
through
is
not
option.
Yeah.
D
B
K
Just
that
the
that
the
the
Arlington
County's
staff
and
the
applicant
just
be
sensitive
to
this
area
and
to
the
residents
who
live
there
to
work
closely
with
them.
Regarding
you
know
the
parking
issue
and
that
just
the
transportation
issues
I
mean
this
is
really
a
very
you
know
this
road
is,
as
as
the
applicant
said
and
agreed,
it's
very
narrow
and
you
know
we're
putting
a
lot
of
density
and
there
is
I
am
concerned
for
the
residents
who
currently
live
there
on
the
transportation
issues
that
they're
going
to
be
facing.
K
B
A
B
D
D
None
of
them
provide
any
overwhelming
transportation
issues
as
usual
parking
and
where
the
bus,
drop-off
and
parent
drop-off
are
the
normal
concerns
of
the
neighborhood.
One
of
the
things
being
discussed
is
to
spend
six
to
seven
million
dollars
on
a
parking
structure
behind
the
current
library
to
add
approximately
sixty
to
seventy
spaces.
I
have.
O
Been
participating
in
a
Career,
Center
working
group
and
I'm
not
going
to
be
able
to
make
in
the
next
two
meetings
as
they're
five
days
apart
when
I'm
out
of
town.
So
if
anybody's
interested
I
can
shoot
you,
the
dates.
I
think
you
are
my
alternate,
but
if
anybody
else
wants
to
know
what's
going
on,
it's
a
big
initiative
for
the
County
600
new
high
school
seats,
plus
the
Arlington
Science
Center.
It's
it's
a
pretty
big
deal.
So
if
you're
interested
I
can
forward
you,
the
information
on
the
dates
I
also.
B
Want
to
point
out
the
Virginia
Hoss
Center
expansion
is
making
its
way
through
site
plan
review
committee,
though
it
hasn't
come
here
as
an
information
item.
Yet
I
went
to
the
first
SPRC
meeting
and
it
definitely
deserves
our
attention
in
the
same
way
that
sometimes
the
school
will
come
through
and
you
look
at
it
and
say
boy.
This
seems
awfully
auto
centric.
That
is
definitely
the
feel
that
I
get
off
of
the
first
set
of
plans
of
the
Virginia
Hospital
Center
expansion,
which
is
already
a
fairly
auto
centric
campus
as
it
is.
B
B
So
the
next
SPRC
meeting,
unfortunately,
is
on
February
26th,
when
I
will
be
here
on
a
panel
at
that,
let's
talk,
transportation
event
and
it's
a
Career
Center
working
group
meeting.
So
if
anyone
left
would
like
to
go
to
that
site
plan
review
committee
meeting
for
the
Virginia
Hospital
Center
site
in
my
stead,
while
I
am
here
talking
about
transportation,
please
talk
to
me
about
that
and.