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From YouTube: Transportation Commission Meeting | April 27, 2023
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A
A
A
Hearing
none
I
will
start
with
the
first
agenda
item
and
then
turn
the
meeting
over
to
Chairman's
lab
the
first
item
on
the
agenda.
Thank
you.
Sorry.
We're
having
a
little
bit
of
a
technical
difficulty
is
the
vision,
zero,
Transportation
safety,
Equity
analysis
with
Christine
Baker,
but
before
we
get
into
that,
I'll
turn
it
over
to
Chairman.
Thank
you.
B
Thank
you,
Mr
mccoya
I
only
have
one
thing,
and
it
is
a
very
sad
thing
in
that
it
is
commissioner
bros's
last
meeting
with
us.
She
is
finished
out
two
full
terms
on
the
commission
so
six
years
it
is
not
going
to
be
the
same
without
commissioner
Bros,
who
has
been
my
rock
reliably
at
meetings
and
willing
to
take
on
site
plan
review
and
always
having
something
insightful
and
useful
to
share
on
on
each
agenda
item.
B
So
it
is
a
sad
day
for
me,
but
it
has
been
an
absolute
blessing
to
have
commissioner
Bros
on
the
commission
and
I
wish
her
a
great
enjoyment
with
her
additional
hours
each
month
to
do
with
as
she
pleases.
C
Thank
you,
chairman
slad.
It's
been
a
real
honor
to
be
a
part
of
this
commission
and
to
just
see,
what's
what
impact
we
have
in
the
work
that's
actually
happening
in
the
county
and
how
we
can
make
a
difference.
So
thank
you.
It's
been
wonderful
to
be
a
part
of
this
team
as
well
so
I
I,
don't
say,
I'll
never
be
back
because
there's
lots
more
going
on
in
the
county,
but
I'll
take
some
time
off.
Thanks.
D
Hi,
this
is
Christine
Baker,
with
the
vision,
zero
program.
I'm,
sorry
I
can't
be
there
in
person
tonight.
I
have
little
kids
that
it's
hard
to
get
to
bed
without
me.
So
I
appreciate
the
opportunity
to
be
here
virtually
so
I'm
here
to
give
you
a
quick
update
on
the
2022
Vision
zero
annual
report.
Just
a
couple
highlights
since
I'm
here
and
then
we'll
jump
into
the
Transportation
safety
Equity
analysis
as
our
as
the
main
item.
D
So
now
that
we've
had
a
few
years
of
experience
under
our
belt
with
vision,
zero,
we
can
more
distinctly
describe
the
year
the
yearly
cycle
we
have
for
our
vision,
zero
program
and
this
kind
of
helped
us,
you
know
for
confirm
the
reporting
periods
and
kind
of
fall
into
a
nice
Groove,
typically
late,
fall
through
early
spring,
will
focus
on
planning
and
programming
and
then
from
Spring
to
Fall
we're
working
on
implementation
of
Transportation
projects
and
through
construction
and
repaving.
D
We
released
the
annual
Vision
zero
report
in
April,
which
covers
our
progress
and
metrics
from
the
previous
calendar
year.
So
we're
focusing
on
calendar
year
from
Hereford
and
we'll
also
have
our
open
house
in
April,
along
with
the
annual
safety
feedback
engagement,
which
we
are
wrapping
up
at
the
end
of
this
month
and
that's
specifically
to
learn
about
experiences
and
needs
from
the
community.
D
Do
a
check-in
and
see
how
we're
doing
and
make
sure
that
not
only
is
the
infrastructure
getting
safer,
but
that
people
feel
safer
as
well,
then
we'll
release
the
media
report
in
October,
which
covers
activities
within
the
calendar
year
to
date
and
have
our
meeting
of
the
vision,
zero
external
stakeholders
group
in
October
as
well
to
get
feedback
and
help
with
that
program,
steering
from
our
external
stakeholders
and
then,
of
course,
programmatic
safety
work
like
crash
hot
spots,
the
hygiene,
Network
audits,
critical
crash
reviews,
Community
request,
response,
collaboration,
communication
happens
all
year
round
and
the
Hydra
Network's
updated
every
three
years
and
hot
spots
are
identified
every
two
years.
D
So
I
think
this
helps
just
kind
of
give
a
nice
synopsis
of
what
we're
doing.
And
then,
when
you
look
at
the
2022
program,
highlights
some
things.
I
just
wanted
to
point
out
were
with
our
partners.
Like
Arlington
Transportation,
Partners,
Arlington,
County,
Police,
APS,
we've
hosted
over
80
classes
and
events,
oh
and
also
our
Public
Safety
crew,
over
80
classes
and
events.
We
hosted
our
critical
crash
campaign
last
year
and
we're
gonna
do
the
same
thing
later.
D
This
year
we
piloted
safety
analysis
in
the
multimodal
transportation
analysis
process
for
site
plans,
which
has
given
us
some
cool
lessons
learned
about
how
to
better
integrate
safety
and
crash
analysis
into
the
site
plan
process.
So
we're
going
to
take
those
Lessons
Learned
and
apply
them
more.
This
year
we
implemented
13
and
plan
14
School
slow
zones
in
school
zone
retrofits.
D
We
published
the
toolbox,
which
we
presented
to
you
all
on
earlier
this
year
we
added
a
section
within
our
reporter
problem
tool
to
report
construction
issues
or
block
sidewalks
and
so
far
have
already
responded
to
237
requests,
or
that
was
last
year
within
from
I
think
July
to
the
end
of
the
year,
so
really
trying
to
ramp
up
our
ability
to
help
make
construction
areas
safer
for
people
walking
and
biking,
especially,
we
collaborated
with
VDOT
on
11,
small
scale
projects
and
one
speed
limit
reduction.
D
We
reduce
speed
limits
on
six
roadways
that
on
county-owned
roads.
So
now
there
are
no
County
owed
roadways
with
the
speed
limit
higher
than
30
miles
per
hour,
which
was
a
great
Benchmark
to
hit,
and
we
also
added
40
leading
pedestrian
intervals.
No
right
on
reds.
Those
tools
are
coupled
together
to
enhance
pedestrian
safety
at
intersections
for
crossing.
D
We
built
11,
quick,
build
and
seven
safety
driven
capital
projects
and
installed
over
3.8
miles
of
newer,
improved
bike
Lanes.
So,
overall
we're
doing
everything
we
can
from
all
these
different
angles
to
try
to
address
safety,
and
we
saw
we
did
have
fewer
severe
fatal
crashes
in
2022.
But,
as
you
can
see,
we
see
a
lot
of
fluctuation
across
years,
so
we'll
keep
looking
forward
to
hopefully
that
Trend
going
down.
D
As
I
mentioned,
we
have
our
hindry
Network
that
identifies
streets
within
the
county
that
have
a
relatively
High
number
of
serious
or
fatal
injury
crashes
in
the
vision,
zero
action
plan.
We
commit
to
updating
that
every
three
years,
so
we
just
completed
our
update
for
2023,
and
we
looked
at
2018
to
2022
crash
data
and
we
applied
a
sliding
scale
methodology
and
we
waited
crashes
by
severity
as
well
as
normalized
by
the
corridors
by
functional
classification.
D
We
excluded
any
interstates
and
ramps,
and
using
this
methodology
we
captured
about
52
percent
of
injury
crashes
on
only
6.8
percent
of
the
County's
roadways.
So
this
is
our
new
Hydra
Network
and
you
can
see.
We
also
did
include
route
50..
We
are
still
collaborating
with
VDOT
doing
lots
of
work
to
help
improve
safety
on
Route
50,
but
it
didn't
for
the
sake
of
the
analysis.
D
We
didn't
want
to
lose
out
on
looking
at
some
of
these
other
roads
by
including
that
Corridor-
and
we
also
you
know,
have
I-66
and
395
and
GW
Parkways
areas
where
we
could
Advocate
but
they're,
not
in
the
Hydra
Network.
So
we'll
start
safety
audits
on
these
corridors
in
the
summer,
and
we
have
a
new
format
for
the
audits.
That'll
be
up
on
the
website
and
we
will
also
provide
a
schedule
of
what
the
timing
will
be
to
tackle
these
audits
over
the
next
three
years,
so
very
exciting.
D
To
have
a
new
methodology
and
this
new
network
to
start
working
from.
D
And
so
with
that,
as
I
think
we've
talked
about
this
before
but
again,
our
program
is
maturing
a
lot
and
so
we're
kind
of
understanding
a
little
bit
more
about
what
our
program
looks
like
in
being
able
to
communicate.
That
and
I
found
this
slide
to
be
really
helpful,
that
we
have
a
lot
of
responsive
work,
that
we
are
doing
to
crashes
like
critical
crash
follow-up.
Every
time,
there's
a
fatal
or
severe
crash.
D
You
know
we
follow
up
as
an
interdepartmental
team
to
see
what
we
can
do
from
an
engineering
or
education
standpoint
to
address
those.
We
have
our
hot
spot
and
Hydra
Network
programs,
and
we
address
safety
concerns
through
the
community
reporter
problem
tool.
But
then
we
have
this
proactive
side,
and
this
is
where
we're
really
starting
to
ramp
up
and
that's
systemic
improvements,
so
finding
one
safety
issue
in
one
location
and
then
trying
to
identify
and
improve
other
similar
locations.
D
We
do
Community
Education,
which
is
proactive
and
then
there's
the
equity
component
and
that's
performing
an
analysis
of
Transportation
safety
issues,
county-wide
to
identify
and
address
areas
or
people
who
are
just
proportionately
affected
by
crashes.
And
that's
what
I'm
here
to
talk
to
you
all
about
tonight.
D
Is
this
Equity
analysis
that
we
have
worked
on
over
the
past
a
little
more
than
a
year
as
an
interdepartmental
team.
So
one
of
the
six
goals
of
division
zero
program
is
to
prioritize
Transportation
safety
investment
equitably
in
our
communities.
D
So
when
we
developed
the
Visions
year
action
plan,
we
compared
some
Equity
indicators
to
crash
data
to
see
kind
of
what
those
imbalances
look
like
and
finding
did
show
a
rough
relationship
between
crashes
and
census.
Block
groups
that
either
were
more
racially
diverse
or
had
lower
income
levels.
D
So,
to
learn
more
that
we
we
added
an
action
item
to
the
vision,
zero
action
plan
specifically
to
equity
analysis,
and
that
was
item
A4
and
it
was
to
identify
the
inequitable
impacts
of
Transportation
on
safety
in
Arlington
County
communities
and
integrate
that
work
with
the
county-wide
efforts
to
further
our
County's
Equity
resolution
and
the
realizing
Arlington's
commitment
to
race
the
race
strategic
framework.
So
that
was
what
really
launched
this
effort.
D
So
we
convened
an
interdisciplinary
internal
project
steering
team
which
helped
us
to
really
refine
that
scope
of
work,
because
it
first
started
out
as
a
mapping
exercise
and
then,
as
we
started,
to
learn
more,
we
wanted
to
get
more
people
involved.
So
we
brought
in
this
really
great
team
that
had
people
from
a
bunch
of
different
departments-
and
we
realized
this-
was
our
first
investigation
into
Transportation
safety
with
that
Equity
lens.
D
So
as
we
get
deeper
and
deeper
into
it,
we
kind
of
refined
the
scope
and
then
we,
after
doing
a
lot
of
analysis,
brought
a
consultant
team
on
board.
We
worked
with
tool,
design
and
fur
and
peers
to
help
quality
check
a
lot
of
our
work
as
well
as
help
us
package
it
up
and
bring
it.
You
know
to
the
community
in
a
really
nice
public-facing
document,
which
hopefully
you've
had
a
chance
to
look
at
and
I,
think
it
really
does
a
great
job
of
communicating
what
we've
done
so
as
a
starting
point.
D
We
defined
Equity
emphasis
areas
and
that
was
to
focus
on
potentially
underserved
neighborhoods,
so
defining
Equity
emphasis
areas.
Really.
Let
us
explore
the
disproportionate
impacts
of
crashes
on
neighborhoods,
with
lower
incomes
or
higher
black
indigenous
and
people
of
color
populations,
because
we
know
people
within
these
demographics
have
experienced
inequitable
outcomes
in
other
social
Realms
than
before.
D
So
to
make
consistency
with
other
County
Equity
initiatives.
The
equity
emphasis
areas
we
worked
with
were
identified
as
part
of
Arlington's
Transit,
Arlington,
transit's,
title
VI
requirements
and
guidelines
for
Federal
Transit,
Administration
funding
recipients.
So
we
use
those
title:
six
block
groups
and
they're
based
on
two
separate
criteria.
D
D
D
We
also
assessed
the
origin
of
drivers,
so
we
looked
at
the
zip
codes
from
the
drivers
on
the
crash
reports.
I
know.
A
zip
code
is
not
always
a
great
level
of
our
geography
to
conduct
an
analysis
like
this,
but
that
information
was
readily
available
in
the
police
crash
report,
data
set,
which
would
allowed
us
to
do
this
analysis.
D
So
that's
why
we
worked
with
the
ZIP
code,
but
the
intent
was
to
identify
origin
patterns
and
determine
how
local
and
Regional
trips
kind
of
impact
crashes
and
knowing
where
people
involved
in
crashes
are
coming
from,
really
helps
us
to
better
direct
resources
to
prevent
crashes.
D
D
We
also
analyzed
the
intersection
of
Crash
factors
with
socioeconomic
roadway
and
other
built
environment
variables
to
identify
crash
Trends
and
at-risk
locations,
both
county-wide
and
specifically
in
equity
and
business
areas,
and
this
was
called
our
systemic
analysis
where
we
try
to
see
what
issues
are
kind
of
common
and
identify
those
risk
factors
and
address
them
before
crashes,
happen
and
understanding.
D
You
know
the
existence
or
absence
of
certain
factors
influence
that
influence
crashes
helps
us
to
make
those
proactive
safety
improvements
and
the
top
10
crash
Trends
in
equity.
Emphasis
series
that
we
found
were
very
often
involving
pedestrians
left
during
conflicts
and
land
uses
like
specifically
schools
or
neighborhoods.
D
D
We
also
examined
Community
requests,
and
that
was
you
know.
Community
reported
safety
concerns
that
either
came
in
through
the
request
for
service
portal
inquiries
to
the
County
Board
through
the
art,
erwamata
service
portals
or
applications
to
the
Arlington
neighborhood
program
that
related
to
Transportation
safety
or
applications
to
our
neighborhood
complete
streets
program.
D
And
so
we
use
this
community
request
data
when
we
make
decisions
about
roadway
changes
as
well
as
when
we
time
and
prioritize
changes.
So
it's
really
important
that
requests
that
are
coming
in
accurately
reflect
the
demographic
makeup
of
the
county
and
reflect
neighborhoods
within
the
county,
so
Community
requests
we
saw
were
really
underrepresented
in
equity
and
series
as
well
and
then.
D
The
last
thing
we
looked
at
was
Transportation
related
injury
records
by
demographic
characteristics
to
look
at
imbalances
in
hospitalizations,
and
we
looked
at
that
kind
of
in
comparison
to
county-wide
census
data,
and
we
we
used
a
Virginia,
Hospital
Center
data,
because
that
was
the
only
hospital
that
let
us
get
some
of
their
data,
which
was
really
great.
D
It's
formed
a
really
nice
partnership
with
Regina
Hospital
Center,
but
we
do
recognize
that
we
have
a
limited
sample
size
when
we
were
looking
at
this
information
and
also
our
crash
reports,
don't
include
race
or
ethnicity
data
which
makes
it
really
difficult
to
understand
the
race
or
ethnicities
of
people
involved
in
crashes,
so
analyzing.
D
This
crash
related
injury
data
allowed
us
to
kind
of
attempt
to
fill
this
research
Gap
and
learn
a
little
bit
more
and
one
thing
that
really
popped
when
we
looked
at
the
research
was
that
black
or
African-American
individuals
were
over
represented
in
crash
related
hospitalization,
specifically
for
vehicle
crashes.
So
that
was
another
imbalance
that
we
wanted
to
look
into
a
little
bit
more
because
it
stood
out
pretty
prominently
to
us.
D
So,
overall,
we
did
our
analysis
and
we
had
the
key
findings
that
I
just
kind
of
ran
through
in
each
of
the
different
analysis
areas
and
that
led
us
to
a
set
of
10
action
items
and
the
intent
of
those
action
items
is
to
truly
Elevate
Equity
emphasis
areas
for
safety,
analysis
for
project
prioritization,
for
public
engagement,
education
and
proactive
safety
improvements,
and
then
we
also
wanted
to
have
a
plan
for
assessing
our
progress
and
reduce
those
inequities
over
time.
D
One
of
the
overall
you
know,
goals
and
actions
is
to
reassess
proportionalities
of
crashes
and
equity
and
theories
over
time,
but
the
10
action
items
include
updating
and
quality
checking
or
Equity
emphasis
areas,
as
new
data
becomes
available,
because
if
we're
using
Equity
emphasis
areas
as
a
basis
for
analysis
and
for
prioritization-
and
you
know
infrastructure,
we
want
to
make
sure
that
it's
using
the
best
data
possible.
We
also
are
prioritizing
safety
analysis
and
improvements
and
projects
in
equity
of
this
area's.
D
Improving
safety
at
intersections
driver
speeds
and
pedestrian
infrastructure
within
Equity
emphasis
areas
hosting
a
public
safety
campaign
that
encourages
Behavior
change.
For
all
Road
users,
and
that
you
know
will
include
education
and
messaging,
will
Monitor
and
evaluate
Capital
Safety
improvements
on
corridors
along
Equity
emphasis
areas,
specifically
Route
50
and
Columbia
Pike
both
have
or
will
be
receiving
significant
Capital
Safety
improvements
in
the
next
few
years.
D
So
we
want
to
make
sure
that
we
see
change
following
those
improvements,
promote
consistent
safety,
messaging
infrastructure
and
policies
with
regional
partners,
and
that
will
help
us
understand,
because
we
did
find
in
the
origin
analysis
that
a
lot
of
people
involved
in
crashes
in
Arlington
aren't
actually
from
Arlington
as
well,
so
making
sure
that
there's
consistent
messaging
across
the
region
will
help
us
to
achieve
our
safety
goals
in
Arlington.
D
D
In
this,
the
tracking
metrics
show
you
kind
of
we're
going
to
look
at
the
percentage
of
projects.
Community
requests
Outreach
events
held
in
equity
of
cesareas,
reducing
crashes
as
well
as
reducing
speeds
through
before
and
after
analysis,
inequity
emphasis
areas
looking
at
our
estimated
reach
of
campaigns
conducting
regular
check-ins
with
original
division.
Zero
partners
and
increasing
engagement
with
historically
underrepresented
groups
are
ways
that
we're
going
to
look
back
and
reflect
on.
You
know
how
we're
doing,
and
the
intent
is
to
do
this
in
correlation
with
the
2025
vision's
ear.
D
Action
Plan
update,
so
that'll
be
coming
up
in
a
couple
of
years,
so
I
think
the
bottom
line
here
is
that
the
analysis
confirmed
that
there
are
neighborhoods
in
Arlington
that
had
historically
have
historically
been
overrepresented
in
Crash
data
and
underrepresented
in
responses
to
Transportation
related
safety
requests
or
in
submitting
those
requests
to
us,
and
the
recommendations
are
here
to
be
proactive
in
addressing
infrastructure
needs
with
that
Equity
lens,
to
create
a
platform
to
prioritize
safety
projects
in
our
underserved
neighborhoods
and
to
ensure
that
reporting
channels
are
clear
and
accessible
to
all
community
members.
D
Anyone
can
find
a
reporter
problem
and
report
that
problem
and
I
think
it's
important
to
also
recognize
that
we
are
going
to
continue
to
prioritize
safety
projects
that
reduce
fatal
and
severe
crashes.
D
All
over
this
analysis
just
integrates
Equity
into
that
prioritization
process
to
ensure
there's
no
undue
burden
on
any
of
Arlington's
community
members,
and
so
that's
really
what
what
we're
here
to
do
and
we're
excited
to
take
the
next
steps,
moving
our
action
items
forward
and
hopefully
achieve
these
outcomes
and
I
know
this
has
been
a
Hot
Topic
this
week,
there's
been
a
New
York
Times
article
that
came
out
talking
about
this
exact
issue,
count
or
Nationwide.
D
B
B
Do
you
or
does
the
hospital
have?
A
sense
of
you
know,
is
that
a
lot
of
other
Racers
that
are
a
lot
of
unknown,
or
do
we
really
just
not
know
in
that
hospital
data.
D
So
I
believe
sorry
I
will
share
that
again.
So
folks
can
see
it.
I
I
know
that
sometimes
I
believe
it
has
to
be
reported
by
the
individual.
So
sometimes
it
might
be
other
if
they
don't
get
that
information
and
I
I
did
want
to
acknowledge
to
you
that
the
ethnicity
data
is
separate
from
the
race
data,
and
we
didn't
highlight
that
specifically
because
there
wasn't
a
big
imbalance
there,
but
we
do.
You
know
mention
that
within
the
report
itself,.
D
And
so
yeah
I
think.
The
reason
the
other
shows
up
higher
is
is
because
sometimes
they
don't
get.
The
information
and
also
the
categories
are
fairly
limited,
where
it's
white
black
or
African-American
Asian,
and
then
this
is
just
how
they
had
it
in
their
data
set.
Unfortunately,
it
didn't
go
a
little
deeper.
E
Yes,
I
guess,
following
up
on
Sherman
slat's
question
about
Hospital
data,
what
has
been
the
I
guess,
the
problem
or
the
the
holding
back
of
retrieving
or
accessing
data
from
other
local
hospitals,
for
example
like
GW
Hospital?
Is
it
like
University
data
sharing
policy,
that's
sort
of
the
roadblock
for
us
accessing
that
sort
of
thing.
D
I
believe
that
is
the
problem.
Sometimes
it's
just
the
lack
of
responsiveness.
I
know
they're
very
busy.
So
sometimes
it's
not.
You
know
a
priority
for
someone
at
an
emergency
center
to
respond
to
the
County
government
request,
but
we
have
been
pushing
to
get
contacts
and
be
able
to
get
in
and
I
I
think
we
actually
did
start
to
make
progress
with
GW,
where
they
said
it's
possible
that
we
just
had
to
go
through
some
kind
of
release
process.
So
we're
we're
starting
to
navigate
that
as
well.
C
Yeah
I
think
it
would
also
be
interesting
as
a
data
point
to
overlay
on
looking
at
the
vehicle
crash
patients
slide
the
the
percentage
of
black,
our
people
of
color,
actually
in
in
that's
right
in
in
followed
by
police
or
whatever
the
right.
The
conversation
is
meaning
are
they
are
they
in
crashes
because
they're,
you
know,
they're
driving,
while
black
and
and
the
police
are
coming
after
them
kind
of
thing,
I
mean.
Is
there
some
corollary
between
the
the
the
number
of
black
people?
C
Let's
say
engaged
in
in
altercations
with
police
versus
you
know
not
I,
don't
know
it's
just.
It
strikes
me
as
that's
one
of
the
things
that
we're
looking
at
overall
in
equity
these
days
as
well.
So
just
a.
D
Thought
sure
that
that's
a
great
question
we
do
have
access
to
the
I
forget
the
exact
name,
but
it's
the
the
police
portal,
where
you
can
look
at
the
outcomes
of
traffic
stops
and
there's
nothing
in
that
data
to
indicate
that
that
would
be
the
case
in
Arlington,
specifically
I,
don't
know
if
they
were
coming
in
from
an
outside
jurisdiction.
What
that
would
look
like
because
our
data
wouldn't
speak
to
that,
but
that
is
something
that
we
have
cross-checked
and
yeah.
Great
thanks
question,
though,
thank
you.
F
There
this
one
works,
I'm
a
little
Disturbed
at
the
chart
on
your
slide.
Four
that
really
shows
there's
really
no
change
over
how
many
years
that
showed
you
from
2015
to
22.
Basically,
the
trend
line
is
flat.
You
know
it
goes
up.
It
goes
down,
it
goes
up
goes
down,
but
for
both
crashes
and
fatalities,
there's
really
hasn't,
unfortunately,
been
much
in
the
way
of
a
change.
F
When
do
we
think
do
we
hope
that
we'll
start
seeing
the
trends
going
down
and
we're
not
the
only
jurisdiction
that
sees
this
DC
is
apparently
in
the
same
boat.
But
what
are
we
not
doing?
What
are
we
missing
that
this
isn't
changing?
Despite
all
of
this
data
that
we're
getting
and
are?
Certainly
the
intention
is
there
to
fix
this,
but
it's
not
it's
not
happening.
According
to
this
data.
D
D
You
have
a
lot
to
say
on
this,
so
I'll
quickly
mention
we
do
our
critical
crash
reviews
every
quarter
and
what
is
really
challenging
is
when
we
meet
and
we
talk
as
a
group
and
we
look
through
every
crash
that
resulted
in
a
severe
or
fatal
outcome,
and
so
much
of
it
is
weird
things
you
know:
it'll
be
a
circumstance
where
someone
was
on
their
hands
and
knees
like
painting
something
next
to
the
parking
lot
and
was
hit,
or
you
know
there,
someone
accidentally
put
their
car
in
reverse
and
so
we're
finding
a
lot
of
it
is
behavior
related.
D
We
there
are
many
instances
where
you
know
we
do
see
opportunities
for
you
know
potential
engineering,
improvements
to
help
outcomes,
but
the
behavior
element
is
going
to
be
our
biggest
challenge
and,
unfortunately,
a
big
factor
in
many
of
the
severe
crashes
that
we
see
on
the
network.
So
we're
going
to
keep
plugging
from
both
angles
from
the
education
side,
as
well
as
the
engineering
side,
because
we
know
both
are
truly
important
in
this
effort
and
Dan
I'll.
Let
you
jump
in.
G
In
person
as
well,
I
just
came
from
coaching
14
10
year
olds,
so
I
hopped
on
as
soon
as
I
could
but
I
think
Christine
captured
a
lot
of
it.
I
want
to
also
say
that
you
know
we
did
have
our
annual
meeting
last
night
and
a
lot
of
the
things
that
we
presented
in
the
annual
report
and
at
the
annual
meeting
show
where
at
specific
locations,
we've
done
things
and
we
see
the
crash
Trends
going
down.
G
So
we
know
that
doing
things
actually
helps
improve
the
conditions,
but
this
is
where
the
systemic
part
of
this
analysis
that
Christine
talked
about
is
really
so
important,
because
the
systemic
analysis
is
something
that
is
is
proactive
right
and
it's
widespread.
So
you
know
for
this
initial
phase
of
looking
at
the
systemic
safety.
G
What
we're
doing
is
we're
focusing
on
those
emphasis
areas
and
in
those
emphasis
areas
there's
about
you
know
over
500
intersections
that
we'll
be
looking
at
so
we'll
be
looking
at
those
in
detail
and
looking
at
the
low
hanging
fruit
of
how
we
can
incrementally
improve
safety.
G
You
know
we're
not
going
to
be
able
to
completely
rebuild
500
intersections,
but
we'll
be
able
to
look
for
you
know.
Are
there
adequate
signage
or
their
adequate
markings
is
lighting?
Okay,
is
there
proper
sight
system?
So
we
can
do
things
that,
on
a
broad
scale,
help
reduce
risk
in
a
broader,
you
know,
broader
area,
and
so
that's
one
of
the
big
components
of
this
analysis
and
again
it's
kind
of
our
real
entry
part
of
doing
that.
We've
done
some
other
systemic
things
in
the
past
that
have
been
more
simple.
G
You
know
a
good
example
is
you
know
we
put
stop
bars
in
every
intersection.
That's
stop
controlled.
This
will
kind
of
walk
us
more
towards
wider
scale.
Implementations
that
will
help
us,
hopefully
see
that
those
you
know
severe
and
fatal
crashes
are,
are
reduced
and
also
coupled
with
the
analysis
that
Christine
mentioned
in
terms
of
the
speed
reductions.
That's
another
key
component
that
we're
still
working
through
that
again,
not
necessarily
reducing
the
opportunity
for
a
crash,
but
reducing
risk
and
the
severity.
F
Thank
you.
Oh
that's,
good.
To
know.
Little
follow-up
did
you
have
you
looked
at
other
jurisdictions
like,
for
example,
Jersey
city
has
had
tremendous
success.
Apparently
they've
had
no
fatalities
on
their
local,
their
their
controlled
streets.
You
know
not
their
interstates
or
their
Jersey
DOT
streets,
but
on
their
streets.
They've
had
Zero
fatalities
and
apparently
it's
been
more
than
just
one
year
and
their
Urban
the
way
we
are
you
know
it's
dense,
it's
it's!
You
know
anyway,
it
has
a
street
networks
not
much
different
than
ours.
F
I
think
we
looked
at
those
other
jurisdictions
to
see
why
they're
having
such
such
success.
What
what
they're
saying.
G
Yes
and
I
can
say
specifically
with
you
know:
Jersey
City,
you
know
we
were
at
nacto
conference
last
fall
and
spoke
specifically
with
staff
there
and,
and
really
their
approach
is
very
similar
to
our
approach
that
we're
undertaking
what
they've
been
doing
is
they've
kind
of
played
a
long
game
in
terms
of
you
know
as
they
go
through
and
repay,
they
bring
things
up
to
a
higher
standard.
They
look
for
those
they
do
daylighting,
which
is
basically
one
of
the
things
that
we
were
talking
about.
G
So
those
are
like
two
big
things
that
they
do,
that
we
are,
you
know
we
have
been
doing
some
and
we
are
doing
more
aggressively
through
you
know
the
vision,
zero
action
plan
and,
through
the
plan
that
Christine
presented
tonight
so
yeah,
we
have
been
in
communication
with
them
and
we
feel
like
our
direction,
is
the
same
direction
and
again
we're
always
trying
to
get
the
best
of
what's
out
there
to
try
to
make
sure
that
we
are
reaching
that
Target
by
2030
of
Zero
Zero
fatalities,
zero,
serious
injuries
by
2030
or
before.
F
B
B
Oh
all
right!
Well,
guess
not!
I
on
the
on
commission.
Tell
me
question
though
I
too
I
do
think.
We
also
have
to
recognize
I
think
we're
to
some
extent
fighting
against
some
broader
National
trends
that
are
kind
of
pushing
the
other
way.
We've
seen
you
know,
cars
on
the
road
get
heavier
and
bigger
over
the
course
of
the
last
10
years
and
shift
in
shape.
B
You
know
from
sedans
to
SUVs
and
all
the
all
the
studies
I'm
seeing
lately
say
that
all
of
those
things
contribute
to
to
more
severe
injuries
and
more
fatalities
with
pedestrians,
just
due
to
how
it
changes
the
nature
of
the
crash,
so
certainly
not
to
excuse
our
our
lack
of
strong
forward
progress,
but
something
to
to
kind
of
keep
in
mind
that
you
know
if,
if
our
crashes
are
not
going
up,
that
also
does
mean
we're
doing
some
good
things,
because
what
a
lot
of
jurisdictions
are
seeing
is
it?
B
H
This
is
on
right:
okay,
yeah
I
had
a
question
about
regarding
the
community
requests.
I,
don't
maybe
I
missed
this
in
the
presentation,
but
I
was
interested
in.
Why
there
is
that
discrepancy
between
Community
requests
and
why
they're
less
common
in
the
equity
emphasis
areas
like?
Is
there
I,
guess
I'm,
just
trying
to
understand
like
what
are
the
factors
that
are
aside
like?
Why
is
it
that
those
areas
of
low
income
and
people
of
color
are
underrepresented
and
what
measures
are
being
taken
to
kind
of
fill?
D
Yeah-
and
that
was
something
that
we
sought
to
you-
know
answer
as
part
of
the
analysis
and
it's
hard
to
figure
out
exactly
why,
but
we
did
do
a
literature
review
and
they
found
that
submitting
Community
requests
is
similar
to
high
cost
Civic
engagement
activities,
like
you
know,
contributing
to
political
campaigns
for
turning
out
to
vote.
So
it
was
trying
to
say
that
you
know
Community
submitting
a
community
request
can
be
more
time
intensive
than
anticipated,
or
it's
also
possible.
D
There
are
language
limitations
or
you
know
other
time
limitations,
or
maybe
just
awareness
limitations
like
they
don't
know
that
the
portal
exists.
So
what
we
are
proposing
in
our
recommendations
is
to
be
more
proactive,
especially
about
you
know,
messaging
out.
That
these
channels
exist.
D
We've
made
it
very
clear
on
our
website,
but
now
you
know
it's
getting
out
to
the
communities
we
realize
we
have
to
meet
people
where
they
are
and
we
did
pop-up
events
throughout
the
month
of
April
in
conjunction
with
our
annual
safety
feedback,
and
we
had
business
cards
printed
with
a
QR
code
and
a
website
written
down
that
explained.
You
know
this
is
report
a
problem.
This
is
what
you
can
report
to
us
in
terms
of
it's
very
safety
focused.
D
So
you
know,
if
you
see
a
problem,
this
is
where
you
can
go
and
as
we
spoke
with
people
in
the
community,
we
handed
out
the
cards,
so
they
knew
you
know.
Oh,
if
I
have
a
problem.
D
This
is
where
I
can
go
to
report
it
and
we
really
focus
pop-ups
in
areas
Equity
emphasis
areas
or,
for
example,
we
did
the
Arlington
food
afac
food
distribution,
you
know
site
and
a
couple
other
areas
where
we're
you
know
really
focusing
in
on
trying
to
get
people
that
might
not
be
super
engaged
or
know
where
the
reported
problem
is,
but
here's
a
way
that
we
can
educate.
D
C
Yeah
I
just
kind
of
wanted
to
respond,
because
I've
sat
on
a
task
force
for
the
neighborhood
conservation
and
also
sit
on
neighborhood,
complete
streets
commission.
A
lot
of
that.
The
communities
in
those
areas
where
you're
not
getting
those
requests
are
people
who
are
working
three
jobs-
they
don't
they.
There
are
a
lot
of
other
things
they're
doing
rather
than
you
know,
responding
or
going
on
to
portals,
as
as
Christine
said
so
it
is.
C
It
is
an
equity
issue
for
sure
and
something
that
we're
trying
to
address,
but
it
is
something
that
it's
just
real
life.
B
B
E
One
other
question:
data
related:
how
easy
is
it
now
or
will
be
in
the
future,
to
be
able
to
pull
in
data
from
the
speed
cameras
that
will
be
in
school
zones
as
they
are
set
up
and
also
from
say,
like
the
nine
or
so
red
light
cameras
that
we
have
in
the
county
right
now?
So
as
that
data
is
generated
by
that
system
or
those
systems,
how
easy
is
it
to
pull
in
for
vision,
zero
analysis
purposes.
D
We
have
not
set
up,
but
we
do
work
with
acpd
in
datashare
all
the
time
we
are
currently
working
through
the
procurement
process,
but
once
we
come
out
of
that-
and
we
know
more
about
the
vendor
and
the
system
we'll
be
able
to
set
up
some
kind
of
data
sharing
and
we
did
commit
to
reporting
on
those
items
in
Vision
zero
reports
going
forward.
So
that's
something
that
we
will
certainly
figure
out
over
the
next
year
and
we
will
look
forward
to
seeing
in
hopefully
next
year's
plan.
A
All
righty
next
on
the
agenda
I
will
be
presenting
on
the
Arlington
Boulevard
Trail
study
and
for
reinforcement.
I
have
my
supervisor
Allison
Bullock
who's,
the
transportation
planning
supervisor
and
also
joined
here
tonight.
Virtually
both
are
virtually
it's
Jim
Sebastian,
who
is
with
tool
design.
They
have
been
working
with
us
on
of
the
study
and
just
bear
with
me.
I
was
really
engaged
in
the
last
presentation
so
now
I'm
trying
to
bring
up
my
own.
So
just
hang
on.
A
So
what
you're
looking
at
here
is
the
report.
The
draft
report
that
came
out
of
the
study
and
I
will
explain
how
we
got
to
this
point,
but
essentially
we
now
have
a
draft
report
that
we're
revising
and
working
through
diligently
and
you'll
I'll
actually
talk
through
some
of
these
revisions
in
the
presentation.
But
I
just
want
you
to
know
where
we
are
at
this
point.
A
A
A
A
We
wanted
to
identify
some
preferred
routing
on
the
trail
and
the
associated
improvements
for
intersections
and
crossings,
not
limited
to
Ada
accessibility,
meeting
the
expectations
of
the
MTP
in
terms
of
Trail
widths
and
providing
direct
paths
and
connections
wherever
they
are
possible
and
that
planting
guidance
came
out
of
the
master.
Transportation
plan
goes
and
policies,
the
bike
element,
pedestrian
element,
public
spaces,
master
plan
Trails
within
the
master
plan,
public
spaces
master
plan
and,
as
Christine
just
talked
about
the
vision,
zero
action
plan
and
I
can't
go
much
further
in
this
discussion.
A
Without
talking
about
the
collaboration
we've
had
with
VDOT
throughout
this
process.
All
of
the
recommendations
that
you
will
see
tonight
all
of
the
segments
along
the
Arlington
Boulevard
trail
that
we
will
discuss,
are
within
VDOT
right
away.
So
it's
important
that
we
kind
of
frame
this
discussion
around
that
very
important
point.
A
So
what
is
there
today?
It's
the
the
trail
that
we're
focusing
on
the
project
area
is
from
North
Jackson
Street,
which
I
will
show
you
very
shortly
in
the
map
to
George
Mason,
Drive
Westbound
and
then,
if
you
make
the
loop
and
come
back
east
back
to
the
George
to
the
Jackson
Street
Bridge
from
George
Mason,
that
is
the
loop
that
is
1.3
miles.
A
The
nearby
destinations
within
the
study
area
are
the
Jefferson
Middle
School
Fleet
Elementary
School
TJ
Community
Center,
the
national
Foreign
Affairs
Training
Center,
Columbia,
Gardens
Cemetery,
several
places
of
worship
in
quite
a
few
shopping
and
dining
areas.
So
there's
a
lot
within
this
small
area.
A
So
now
I
want
to
talk
about
public
engagement
and
what
we've
done
thus
far.
So
we
started
the
process
with
the
walking
tour
in
June.
There
was
a
preliminary
walking
tour
with
a
handful
of
us
from
the
community
and
and
a
few
staff
members
who
people
who
had
been
advocating
for
improvements
along
the
trail
for
quite
some
time,
including
the
Washington
area,
bicycles,
Association,
chairman
slat,
board,
member,
a
former
staff
member,
two
former
staff
members,
who
are
also
Arlington
residents
in
Avid
cyclists,
who
wanted
to
make
sure
they
contributed
to
this
effort.
A
As
well
and
after
that
walking
tour.
We
had
a
formal
walking
tour
and
some
of
the
same
people
came
back
out
and
we
walked
that
1.3
mile
area
and
made
sure
to
ride
on
bikes.
Some
of
us
walked
and
make
sure
we
could
identify
areas
that
seem
to
be
impediments
to
using
the
trail.
And
after
that,
we
started
with
our
online
engagement
by
just
asking
the
community
what
they
thought.
A
The
issues
were
with
the
trail
or
things
that
needed
to
be
Improvement
things
that
need
to
be
improved
things
that
they
liked,
so
that
we
can
then
expand
upon
that
and
see
how
we
can
make
it
better
and
from
that
we
had
a
series
of
Design
Concepts
to
come
out
of
that
effort
and
to
design
did
come
up
with
some
really
good
ideas.
We
then
floated
those
back
to
the
community
with
the
community
engagement
effort.
A
We
had
a
pop-up,
the
online
feedback
form
with
all
of
the
Design
Concepts,
and
from
that
we
met
with
a
lot
of
stakeholders.
All
of
the
ones
are
mentioned:
Fiat,
National,
Foreign,
Affairs,
Training,
Center,
Schools
and
other
community
Advocates
to
talk
about
and
community
members
to
talk
about
what
came
out
of
that
effort
and
received
all
of
the
feedback
that
we
could
from
the
feedback
form
and
tried
to
synthesize
that
and
then
go
back
to
the
Design
Concepts
that
we
had
to
improve
those.
A
So
what
I
will
show
you
tonight
has
kind
of
a
hybrid
between
what
was
in
the
first
round
of
draft
recommendations
and
where
we
are
today
what
what
I'm
hoping
we
will
get
out
of.
A
So
the
initial
feedback
that
we
received
there
were
166
responses.
The
themes
that
came
out
of
that
was
that
people
felt
safe,
unsafe
along
the
trail.
There
were
too
many
bicycle
pedestrian
and
vehicle
conflicts
that
was
not
enough
buffer
between
the
trail
and
the
travel
Lanes.
It's
not
welcoming.
It
feels
narrow,
it's
not
continuous
and
there
are
poor
pavement
conditions.
A
A
So
we
thought
11
was
the
preferred
over
the
10,
so
we
then
modified
the
locations
where
we
had
10
to
make
it
11,
wherever
it
was
possible
understanding
that
there
may
be
some
right-of-way
implications
and
some
other
things
that
we
need
to
work
out.
But
that
is
the
goal
and
I
think
we
can
get
there
and
then
in
some
locations
we
have
guardrails
some
some
places
we
had
Jersey
Barrier
and
those
were
some
things
we
needed
to
change,
based
on
what
we
heard
out
of
that
feedback.
A
A
They
liked
the
trail
with
it
seemed
to
be
sufficient.
There
were
minimal
tree
impacts,
there
was
vehicle
separation
and
the
trail
seemed
safer.
A
Most
respondents
said
that
there
were
priorities
outside
of
the
study
area.
This
was
an
open,
ended,
comment,
response
form
and
for
each
segment
people
were
free-formed,
they
were
able
to
say
whatever
they
wanted
to,
and
some
people
said
we'd
rather
see
something
on
Persian
drive
or
we'd,
rather
see
something
in
another
location.
It
wasn't
really
a
priority,
so
that
was
the
first
thing
that
came
out
of
this.
A
Some
people
wanted
to
see
the
vehicle
separation
changed.
They
didn't
like
the
alternative.
There
were
several
Alternatives,
one
was
a
preferred
and
another
one
was
the
second
alternative.
Some
people
didn't
like
the
other
alternative
they
liked
the
preferred.
So
that
was
also
positive
and
then
minimal
tree
impact.
Some
people
wanted
to
see
more
trees
or
more
shading,
and
things
like
that.
A
So
now,
let's
get
into
the
Design
Concepts.
So,
along
the
trail,
what
we
did
was
was
break
the
study
area
into
seven
segments.
So
the
first
segment
you
can
see
here
is
from
Jackson
Street
to
Columbia
Gardens
Cemetery.
The
second
one
is
from
the
cemetery
to
Glebe
Road
we're
traveling
Westbound
and
then
from
Glebe
Road
to
Trenton
Street,
which
is
where
we
have
a
westbound
off-ramp
approaching
George
Mason
and
then
a
final
segment
to
George,
Mason
and
then
traveling
back
east
from
George
Mason
Drive.
A
We
have
segment
five,
and
then
we
have
segment
six
along
the
national
Foreign,
Affairs
Training
Center
to
Glebe
Road
and
then
from
Glee
back
to
the
Jackson
Street
Bridge.
So
those
are
the
segments.
I
will
show
you
tonight
and
in
segment
one
which
is
from
Jackson
to
the
Columbia
Gardens
entrance.
We
only
have
one
option
and
that's
to
widen
the
trail
from
eight
feet
to
11
feet.
A
We
want
to
make
sure
we
avoid
healthy,
mature
trees
and
there
was
one
tree
we
identified
with
the
urban
Foresters
that
was
dying
and
they
did
not
believe
it
would
be
around
before
the
project
even
kicked
off.
The
actual
construction
kicked
off,
so
we
were
able
to
continue
with
the
11
foot
template
without
affecting
any
trees
in
this
segment
in
segment,
two,
which
is
from
Columbia
Gardens
heading
west
to
Glebe
Road.
We
have
a
preferred
alternative.
A
A
It's
currently
eight
feet
and
they,
the
urban
Foresters,
were
concerned
that
if
we
were
to
reconstruct
the
trail
or
add
more
pavement
at
this
location,
the
critical
root
Zone
would
be
impacted
too
much
and
it
could
cause
the
tree
to
die.
So
what
we
came
to
was
that
we
could
float
the
trail
with
an
aeration
mat.
It's
a
standard
that
is
here
in
the
county.
It's
a
root,
aeration
matting
that
we
can
use
through
that
pinch
point
to
help
protect
those
trees.
A
So
we
are
still
able
to
get
11
feet
with
some
work
around
and
the
other
alternative
is
to
push
through
the
11
foot
template
and
then
at
the
pinch,
Point
keep
the
eight
feet
where
it
is
just
to
avoid
those
trees
all
together,
but
the
preference
is
to
use
the
aeration
map
and,
as
we
travel
West
along
this
Trail
approaching
Glebe
Road,
as
you
can
see
in
the
image
there.
The
trail
is
this
black
asphalt
here
adjacent
to
the
glebra
off-ramp
on
Arlington
Boulevard.
A
A
lot
of
people
were
concerned
about
this
portion
of
the
trail
and
said
they
were
afraid
to
use
it.
They're
adjacent
to
speeding
cars
didn't
feel
safe
people,
don't
use
it
the
way
they
think
they
should.
We
have
a
retaining
wall
there.
So
what
the
recommendation
is
is
to
narrow
the
ramp
from
22
feet
to
16
feet
to
gain,
because
it's
a
one
lane
off-ramp
I
mean
it's
very
wide,
so
we're
taking
six
feet
out
of
it
and
adding
it
to
the
trail
and
at
the
Approach
at
the
intersection.
A
We
are
keeping
those
two
approach
lanes
and
that
seems
to
be
the
the
best
option
and
really
the
only
one
that
we
could
reasonably
come
to
at
this
point.
Also
there
is
a
bus
stop
that
exists
today,
that
is
in
the
median
I.
Don't
have
a
picture
of
it
here,
but
I
can
show
you
where
it
exists
on
with
my
cursor.
A
It's
here
in
this
island
between
the
off-ramp
in
Arlington
Boulevard
and
the
recommendation
is
to
move
it
from
here
to
the
intersection
of
Lee
Road,
which
means
the
bus
would
need
to
exit
Arlington,
Boulevard
exit,
the
off-ramp
and
then
cross
over
Glebe,
Road
traveling
west
to
get
back
onto
Arlington
Boulevard,
and
currently
that's
the
the
only
bus
that
does
that
would
do.
That
is
the
4A
wamata
4A
and
it's
currently
not
in
circulation,
stop
running
during
the
beginning
of
the
covet
pandemic.
A
So
at
this
intersection
as
well,
there
is
an
a
recommendation
to
make
some
alterations
to
the
right
turn
slip
lane
that's
at
Glebe,
Road
and
in
option
A.
You
can
see
here
that
the
recommendation
is
to
close
that
southbound
right
slip,
lane
that's
currently
there
and
push
out
the
curb
and
allow
cyclists
to
just
travel
straight
across
without
the
conflicts
of
potential
southbound
right
turning
Vehicles.
A
We
we're
still
making
some
tweaks
for
the
final
presentation
like
I
said-
and
this
is
one
of
them-
the
one
recommendation
was
to
have
a
longer
Crossing
as
close
to
the
intersection
as
possible.
Another
recommendation
was
to
bring
the
crossing
up
parallel
to
Glebe
Road,
which
means
the
cyclist
would
have
to
turn
the
corner,
stop
and
then
cross
and
come
back,
and
so
this
green
arrow
seemed
to
be
the
happy
medium
medium
medium.
Well,
both
it
it
works.
A
So
we
think
that
this
is
where
we
will
land
with
the
with
option
A.
We
prefer
this
option
over
option.
Two.
There
are
still
some
things.
We
need
to
work
out
from
a
traffic
engineering
perspective
traffic
signal
signalization
perspective,
but
that
is
our
recommendation.
A
And
the
big
change
here
is
once
you're
traveling
once
you
cross
that
intersection
where
the
slip
lane
is,
we
are
recommending
that
we
take
with
from
the
on-ramp
Glebe
Road
westbound
and
create
a
new
facility
along
that
off-ramp
for
cyclists,
so
that
there
is
a
continuous
stretch
that
a
person
would
travel
along
without
currently
what
happens
is
and
I
will
show
you
this
for
the
alternative.
The
second
alternative
you
make
the
right
westbound
on
Glebe
Road,
and
then
you
make
a
left
on
Cathedral
Lane
to
continue
westbound
to
get
back
to
Arlington
Boulevard.
A
And
with
this
alternative,
you
will
continue
along
the
11
foot
Trail
and
the
other
radical
is
not
necessarily
radical,
but
the
other
change
that
would
happen
with
this
recommendation
is.
We
would
recommend
the
closure
of
what
I
consider
a
redundancy
in
the
system
here,
where
we
have
two
off-ramps
approaching
the
George
Mason
Drive
intersection,
so
the
trail
will
continue
along
cross
over
the
existing
ramp
and
continue
up
to
George
Mason.
A
So
the
one
issue
that
we're
working
through
with
fire
is
the
width,
because
at
this
location
we
would
be
narrowing
the
service
road
from
22
to
16.
That
was
a
concern
for
the
fire
department,
so
we
would,
at
this
point,
provide
mountable
curb
so
that
the
fire
department
would
still
have
the
access
that
they
think
is
necessary
to
be
able
to
make
this
happen.
A
The
second
alternative
that
I
was
alluding
to,
which
is
what
we
do
currently
is.
We
make
the
right
from
Arlington
Boulevard
at
the
glebro
off-ramp
onto
Glebe
Road
and
then
return
left
onto
Cathedral
Lane.
If
we
are
not
able
to
make
that
new
Trail
happen
adjacent
to
the
off-ramp
of
the
on-ramp
westbound
Glebe
Road
to
George
Mason,
we
would
want
to
improve
the
existing
facility
on
Cathedral
Lane
by
making
it
converting
it
from
two-way
to
one-way,
right
past
the
fast
food
driveways.
A
So
there
would
still
be
access
to
both
the
McDonald's
and
the
Dunkin
Donuts
from
both
directions.
But
once
you
get
past
the
driveway
for
the
McDonald's
adjacent
to
the
cat
veterinarian,
it
would
only
be
one
way
at
that
point
and
we
would
narrow
the
road
widen
the
existing
sidewalk
and
provided
by
buffer.
Excuse
me,
a
10-foot
Trail
and
a
five
foot
buffer
on
Glebe
Road
and
an
11
foot
Trail
and
four
foot
buffer
on
Cathedral
Lane.
A
A
This
was
one
of
the
only
locations,
one
two
locations
where
we
could
not
get
to
the
11
feet
so
at
this
location
on
Glebe,
it's
still
10
feet
it's
water
than
it
is
today,
but
it
would
be
Tempe
at
this
location
and
as
we
continue
on
Cathedral
Lane
in
the
one-way
Direction,
which
is
there
today,
we
have
two
choices.
We
could
either
have
an
11
foot
trail
with
a
four
foot
buffer
or
separated
bike
lanes
and
a
14-foot
surface
road.
So
those
are
the
two
options
with
that.
Second
alternative.
A
And
segment,
four
is
from
North
Trenton
Street
to
George,
Mason,
Drive,
still
traveling
Westbound,
and
here
the
preferred
alternative
is
to
wadness
eyewalk
from
five
feet
today
to
11
with
a
two
foot
buffer
maintain
the
existing
Lanes.
This
recommendation,
however,
does
rely
on
the
Redevelopment
of
a
church
that
is
adjacent
to
the
sidewalk
today,
and
there
is
a
for
sale
sign
out
there,
so
we
do
know
that
this
is
something
that
could
potentially
be
a
reality
one
day,
but
that
is
our
preferred
recommendation.
A
The
second
alternative
would
be
to
widen
the
sidewalk
to
11
with
the
four
foot
buffer
and
remove
the
lane
and
just
have
a
left
turn
lane
and
a
straight
through
right
turn
lane
at
the
intersection
the
consequences
with
doing.
That,
though,
is
that
the
queuing
could
back
up
onto
our
very
close
to
Arlington
Boulevard,
which
may
be
an
issue.
A
The
recommendation
in
the
South
George
Mason
Drive,
multimodal
Corridor
study
is
to
narrow
those
Lanes
to
10
feet
with
one
11
foot
Lane
for
bus
activity
provide
a
two
foot
median
a
five
foot
bike
trails
on
each
side
and
continue
that
five
foot
sidewalk,
which
Narrows
the
card
way
significantly
but
increases
the
area
for
bike
and
pedestrian
activity
significantly.
I
think.
A
We
have
here
a
recommendation
to
continue
the
trend
for
an
11
foot
Trail
and
a
forefoot
buffer.
Where
an
eight
foot
Trail
exists
today
with
the
five
foot
buffer,
we
would
have
to
keep
the
eight
and
five.
The
preference
is
to
keep
the
eight
and
five
in
front
of
three
town
homes
that
are
next
to
the
Readiness
Center,
because
there
are
some
trees
that
are
immediately
adjacent
to
the
sidewalk.
In
this
short
stretch,
and
it's
an
eight
foot,
sidewalk
adjacent
to
you
can
see
in
the
picture
I'm
here
a
fence.
A
So
we
really
don't
have
a
lot
of
space
if
we
keep
the
two
travel
Lanes
on
the
eastbound
approach,
so
the
preferred
recommendation
is
to
have
11
an
eight
foot.
A
Pinch
point
in
front
of
these
three
houses
and
then
widen
back
out
to
an
11
foot
trail
with
a
four
foot
buffer
as
we
cross
over
the
national
Foreign
Affairs
training
center
and
install
a
median
at
this
entrance
to
the
nfatc
site,
because
right
now
it's
an
enormous
amount
of
cement
that
we
think
could
benefit
from
some
sort
of
pedestrian
or
some
kind
of
median
Refuge.
That
is
mountable,
because
one
of
the
concerns
we
heard
was
that
larger
Vehicles
still
need
to
get
through
here
and
having
something
there
might
be
a
hindrance.
A
A
This
could
be
a
bit
Troublesome
for
some
because
it
would
impact
queuing
at
the
National
Guard
Bureau
if
they
do
decide
to
relocate
that
guard
gate
in
the
future.
This
might
actually
be
the
preferred
alternative,
because
today,
what
happens?
Is
cars
Q
in
one
of
those
two
lanes
and
wait
to
turn
into
the
gate?
Because
the
gate
is
right
at
the
service
road,
so
they're
really
queuing
is
happens
in
that
lane
and
if
it's
taken
away
it
would
just
be
one
lane
of
queuing.
A
A
Jeremy
Slatt,
so
I
preferred
alternative
is
to
widen
the
trail
here
to
11
feet.
As
you
can
see
it,
it
looks
a
bit
problematic
because
it's
a
narrow,
sidewalk,
it's
patchy.
It's
immediately
adjacent
to
an
off
ramp
on
Arlington
Boulevard
and
we're
approaching
the
Goodwill
site,
which
we
just
recently
heard
it
may
be
redeveloping.
So
we
thought
this
was
another
great
opportunity
to
take
advantage
of
what
what
may
be
happening
there.
A
So
the
recommendation
is
to
widen
the
trail
to
11
and
as
you
can
you,
you
may
not
be
able
to
see
it
here,
but
there
is
a
fence
that
currently
goes
along
the
nfatc
site,
so
we're
pushing
into
that
space
a
little
bit
to
get
the
11
feet.
A
A
The
second
alternative
would
be
here
as
we
approach
to
not
to
keep
the
11th
foot,
of
course,
but
at
the
Goodwill
property
in
the
previous
slot.
Let
me
just
go
back
one
slide
in
the
previous
slide.
There
is
a
five
foot
buffer
with
the
11
foot
Trail.
We
also
added
a
five
foot
buffer
adjacent
to
the
Goodwill
site,
so
there's
Green
Space
on
both
sides
of
the
trail
adjacent
to
the
Goodwill
site.
A
A
If,
if
the
fir
for
a
were
in
existence,
a
pedestrian
would
need
to
cross
over
the
ramp
to
get
to
that
bus
stop
and
what
we're
recommending
is
a
trail,
a
sidewalk
that
trails
along
the
on-ramp
that
takes
you
down
to
the
bus,
stop
so
that
you
can
just
cross
where
you
have
protection
and
walk
down
to
the
bus
stop,
and
we
have
the
same
theme
with
the
11
foot
Trail
here
at
this
location,
with
the
two
foot
buffer
adjacent
to
the
service
road,
and
there
is
narrowing
that
would
occur
at
this
on-ramp
for
us
to
get
that
11
foot
section
on
the
trail.
A
In
the
VDOT
Stars
report,
which
is
now
a
smart
scale
project,
there
is
a
recommendation
to
close.
There
are
five
existing
driveways
along
Arlington
Boulevard
and
the
cars
back
onto
Arlington
Boulevard.
Here,
vdot's
recommendation
is
to
close
those
driveways
provide
a
trail
there
and
a
separate
facility
for
access
to
those
homes.
A
A
The
alternative
to
that
would
be
to
if,
for
some
reason,
this
project,
smart
scale
project
does
not
go
forward
and
we
are
not
able
to
do.
That
is
to
continue
to
watch
and
continue
the
trend
of
widening
the
trail,
maintain
the
existing
driveways
and,
at
the
same
time
avoid
a
mature
tree
that
is
here
that
Parks
the
urban
Foresters
within
Parks
and
Recreation
really
wanted
us
to
try
to
protect.
A
So
we
are
Meandering
the
trail
to
go
back
up
to
the
bridge
at
this
point
and
those
are
the
seven
segments
the
next
steps
for
us
are
to
publish
the
study
report.
We
have
those
few
remaining
tasks
to
complete
this
summer.
I
will
be
working
on
a
document
framework
scope
and
initiating
an
operational
and
safety
analysis.
A
B
Awesome,
thank
you
so
much
Ms,
obakoya
I
just
really
sound,
happy
and
ecstatic
to
see
this
study
get
to
this
to
this
point
with
such
a
a
high
quality
design
I,
really
we
set
you
a
big
challenge
when
we
asked
the
county
to
study
this.
This
particular
part
of
the
Arlington
Boulevard,
Trail
I.
Believe
as
as
we
said
when
we
were
talking
about
this,
this
is
the
hardest
part,
so
we
should
start
with
this
first,
because
it's
going
to
take
the
longest
and
it's
a
very
constrained
area.
B
You
know
it's
the
trail
or
what
the
tiniest
bit
of
sidewalk
that
we
call
a
trail
is
always
crammed
up
between.
You
know
a
Hillside
and
a
you
know
a
big
road
or
a
retaining
wall
in
a
big
road.
There's
always
a
big
road
though
so
this
is
I,
think
more
than
a
lot
of
us
feared,
feared
to
hope
for
and
I
think
it's
really
great
I
think
I
have
two
main
comments.
B
One
is
you
know
we
have
a
couple
segments
here
where
we
are
basically
relying
on
Redevelopment
and
I.
Think
it's
understandable
in
in
both
of
those
spots
that
we're
doing
so
I
would
love
to
see
that
alternative
that
relies
on
Redevelopment
show
a
better
Trail
I.
Don't
think
you
know
what
we
what
we
have
in
those
instances.
You
know
an
11
foot
with
a
four
foot
buffer
or
whatever
is
what
we
would.
You
know
design
in
a
green
field
right,
that's
not
anything!
B
Anybody
would
look
at
and
say
like.
That's
like
the
ultimate
Trail,
that's
the
perfect
Trail!
That's
what
we
really
want.
It
is
a
reflection
that
this
is
a
constrained
area.
I
think
you
know
when
we
have
Redevelopment.
You
know
some
of
those
constraints
go
away
a
little
bit
right.
The
building
is
not
going
to
be
there
and
this
you
know
this
and
that's
not
going
to
be
there.
I
think
it
would
be
really
helpful
when
we
go
to
review
the
Redevelopment
that
might
be
required
for
that
to
happen.
B
If
we
have,
in
this
report
a
design
that
is
more
of
what
we
would
actually
want,
you
know
I
think
you
ask
your
average
Trail
user,
were
they
like
four
feet
of
buffer
next
to
a
next
to
a
busy
road,
or
were
they
like
six
feet
of
buffer
next
to
a
busy
road
and
they
would
or
they
would
want
trees
on
both
sides,
and
you
know
I
think
it
just
helps
with
that
conversation
about
Community
benefit
during
Redevelopment
if
we're
starting
with
what
we
really
want
and
we
can
negotiate
down
to.
B
So
I
think
that
would
be
my
main
piece
of
feedback,
but
I
think
this
is
fantastic
and
with
that
I
will
jump
over
to
other
Commissioners.
Commissioner
Lynn
tell
me
yeah.
F
I
actually
have
a
question
a
couple
of
the
pinch
points
where,
because
there's
a
tree
we're
going
to
narrow
it
down
from
the
preferred
11
to
less
than
that,
which
is
fine,
I
I,
understand
that
that
makes
sense,
but
at
some
point
the
tree
dies.
When
that
happens.
Could
we
have
like
a
placeholder
there
that
trail?
That
could
then
get
widened
and
the
replacement
tree
be
put
just
off
the
trail
so
that
we
can
have
a
consistently
wide
Trail
it?
It
would
mean
it
may
be
years
from
now
and
I.
F
A
It
is
our
preference
that
we
don't
feel
for
that
eight
foot
condition
today
and
provide
an
11
foot
wide
Trail
and
if
the
tree
dies
or
not,
we
still
have
at
least
what
we
hope
for
the
that
this
in
this
slide,
I
believe
this
is
the
one
you're
talking
about
where
we're
showing
as
an
alternative
I,
don't
think
it's
showing
on
the
screen.
A
F
C
Is
one
who
used
to
regularly
run
along
this
Trail,
Westbound
and
eastbound
on
on
the
on
the
North
side,
I
like
the
proposals,
especially
in
segment,
three,
which
I
find
a
very
difficult
even
on
on
running,
not
not
on
a
bike,
so
really
appreciate
the
the
work
that's
gone
into
some
of
these
proposals,
but
and
especially
that
closing
of
the
Thomas
Street
section
is
very
in
it
yeah
anyway.
Thank
you.
B
Yeah
I
think
that
whole
that
whole
bit
of
closing
the
Redundant
off-ramp
and
all
of
that
would
be
an
improvement
to
that
neighborhood
across
the
board.
Even
Sam's
additional
new
Trail
there's
makes
it
for
a
very
car-centric
and
and
weird
little
a
little
bit
down
there
and
I'm
very
supportive
of
closing
the
slip
lane
from
Glebe
Road
down
down
to
westbound,
Washington,
Arlington,
Boulevard
but
I'm
sure
that's
a
you
know.
B
A
continued
conversation
with
VDOT
concur
on
all
of
those
that
said,
I
I
will
take
this
opportunity
to
bring
up
to
the
Transportation
Commission
that
VDOT
is
updating
their
bicycle
and
pedestrian
plan
over
the
next.
Who
knows
how
long
their
process
is
going
to
take,
but
you
know
keep
your
eyes
out
for
opportunities
to
tell
VDOT
that
this
is
an
important
part
of
their
bicycle
and
pedestrian
plan,
or
at
least
should
be
commissioner
Theo.
Sorry
God
just.
E
A
question
for
clarification,
I
guess:
I
noticed
with
the
bus
route
westbound.
The
plan
is
to
have
the
bus
stop
moved
from
directly
on
Arlington
Boulevard
to
the
ramp
and
then
for
the
bus
to
then
cross
over
and
get
back
at
Arlington
Boulevard,
but
that
doesn't
seem
to
be
the
case
with
the
eastbound.
Correct
that
is
found
is
still
okay,.
B
Anybody
is
there,
anybody
who
can
talk
more
about
the
aeration
mat
this
just.
This
is
a
New
Concept
to
me
that
I've
never.
A
We
actually
found
this
idea,
one
of
our
Urban
Foresters
mentioned
it
and
we
went
to
a
company
that
was
doing
it
and
we
thought
it
was
a
great
idea,
and
so
we
would
look
scrambling
for
a
section
to
actually
show
you
all,
and
she
said
oh
I
found
one
in
our
standards.
So
it's
something
that
we
do
have
in
our
standards
that
apparently
somehow
got
in
there.
I
would
love
to
tell
you
more
about
it.
Apparently,
apparently,
it's
designed
in
a
way
that
allows
for
trees
to
breathe
and
grow
without
any
real
impediments.
A
B
A
You
know
you
missed
the
opportunity
so
yeah,
but
we
thought
it
was
a
great
idea.
B
A
B
A
And
with
that
that
was
the
last
item
on
the
agenda.
Do
we
have
any
other
business?
We
need
to
discuss.