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A
Good
evening
and
welcome
today
is
monday
march
28
2022
and
you
are
joined
here
at
the
transportation
commission
meeting
and
we
are
all
joined
virtually
my
name
is
bridget
obicoya
and
I
am
the
transportation
commission
staff
liaison
this
meeting
is
being
recorded.
So
please
turn
off
your
microphones.
If
you
are
not
speaking
before,
we
start
with
the
agenda
items.
Are
there
any
citizen
comments
on
matters
not
on
the
agenda.
A
B
C
C
Good,
thank
you
so
yeah
again
my
name
is
brett
wallace,
I'm
with
arlington
county's
planning
department.
I've
been
leading
the
clarendon
sector
plan
update
process
over
the
past
two
years,
so
I'm
here
tonight
to
provide
a
presentation,
as
we
lead
towards
a
final
adoption
by
the
planning,
commission
and
county
board
in
april.
C
So
just
a
quick
overview
of
the
presentation.
I'll
just
provide
a
quick
overview
of
the
study,
background
and
context
I'll
jump
right
into
some
of
the
proposed
updates
to
the
sector
plan.
I'll
briefly
touch
on
the
glup
map
and
booklet
amendments,
as
well
as
the
zoning
ordinance
amendments
before
concluding,
with
uh
staff
recommendations.
C
So,
starting
with
the
sector
plan
study
update
overview,
the
objective
of
the
study
was
really
to
consider
focused
updates
to
the
guidance
that
was
in
the
2006
sector
plan,
including
zoning
ordinance
regulations
and
staff
really
felt.
This
was
a
great
opportunity
to
review
planning
issues
holistically
rather
than
site
by
site
prior
to
any
project
specific
uh
review
processes
such
such
as
sprc
pfrc
or
park
master
plans.
C
C
C
Earlier
this
month,
on
march
9th,
we
had
a
request
to
advertise
with
the
planning
commission.
The
planning
commission
voted
unanimously
to
approve
the
rta
with
two
amended
motions
which
I'll
speak
to
later.
The
following
night
we
presented
to
the
housing
commission.
The
housing
commission
voted
seven
to
one
in
support
of
the
update
as
well.
C
uh
On
march,
19th
uh
staff
presented
at
the
county
board
the
request
to
advertise
the
county
board
voted
unanimously
to
approve
the
rta
and
amended
the
advertisement
to
broaden
the
scope
to
include
a
scenario
with
a
fire
station.
That's
co-located
with
housing
on
the
on
the
county's
10th
street
site
and
I'll
talk
about
that
in
a
minute.
C
C
C
As
currently
envisioned.
All
these
development
proposals
include
elements
that
do
not
meet
detailed
policy
guidance
in
the
clarendon
sector
plan
and
in
some
cases
some
of
the
proposed
developments
would
require
amendments
to
the
zoning
ordinance
uh
provisions
for
the
clarion
and
revitalization
district
to
enable
approval
by
the
county.
C
uh
Before
we
go
into
some
of
the
updates
that
are
currently
being
proposed
just
want
to
provide
a
quick
uh
overview
of
the
2006
sector
plan
guidance
for
the
study
area.
So,
in
addition
to
the
private
development
sites
that
were
just
discussed
on
the
previous
two
slides,
there
was
a
large
linear
park
that
was
envisioned
along
10th
street,
where
the
current
county
property
is.
C
That
would
require
the
redevelopment
of
the
verizon
site
in
phases
in
terms
of
connectivity
and
transportation.
There's
uh
two
new
segments
of
10th
road,
the
east-west
connections
between
north
hudson
street
and
wilson,
boulevard,
providing
connectivity,
east
and
west.
You
can
see
here
there's
the
clarendon
circle.
Improvements
were
noted.
uh
Those
were
completed
back
in
2018
and
2019,
um
and
then
there's
intersection
improvements
that
are
planned
and
approved,
and
actually
under
construction
for
the
intersection
of
washington,
boulevard
and
13th
street
and
then
for
fairfax
drive.
C
So
staff
is
really
looking
at
this
update
as
a
comprehensive
update
to
the
2006
plan.
So
it's
going
to
include
updates
to
not
only
text
exhibits
maps,
images
that
are
within
chapters
one
through
four
of
the
plan.
uh
The
final
formatting
uh
will
be
done,
post
county
board
adoption
so
what's
been
shared
to
date
with
the
public
is
really
a
almost
like
a
track
changes
version
of
this.
C
The
sector
plan
showing
a
strike
through
an
underline
of
where
staff
is
recommending
changes
to
the
text,
including
some
of
the
maps
in
terms
of
the
transportation
uh
section.
um
Staff
has
updated
the
language
throughout
to
reflect
current
uh
guidance
and
best
practices,
including
revised
policy
guidance,
language
to
be
inclusive
of
multi-modal
priorities,
and
recent
mobility
trends
continue
focus
on
adding
and
upgrading
pedestrian
bicycle
facilities
and
including
filling
gaps
in
the
network.
C
C
So
really
organize
the
main
areas
of
change
within
the
sector
plan
are
really
focused
on
these
uh
five
elements,
including
the
public
realm,
uh
the
block
structure.
I
mentioned
the
street
locations
public
space
and
fire
station
uh
number
four,
um
their
uh
changes
and
recommendations
for
building
height
and
form
use,
mix,
affordable
housing
and
building
preservation.
But
for
this
evening
I'm
trying
to
focus
this
presentation
on
the
the
public
realm,
um
but
I'm
happy
to
address
any
of
the
other
topics
as
needed.
C
C
um
I
mentioned
fairfax
drive.
This
is
a
pretty
big
change
compared
to
2006.
here
we're
looking
at
a
illustrious
plan,
uh
as
recommended
by
staff
for
the
west
end,
including
fairfax
drive.
So
I
mentioned
um
the
mid
block
connection
through
mid
uh
saint
charles
church.
That
would
provide
a
connection
to
the
the
future
fairfax
drive
linear
park
and
the
13th
street
park
on
the
corner
of
13th
and
washington
boulevard.
C
Fairfax
drive
currently
as
envisioned
to
be
a
one-way
shared
street
with
enhanced
bicycle
facility.
That's
indicated
in
concept
in
the
orange
dash
line
and,
of
course,
the
remainder
of
the
space
would
be
converted
to
more
of
a
green
linear
public
space.
That's
permanent,
which
is
a
pretty
big
departure
from
the
2006
plan.
C
uh
Throughout
the
process
we've
we
have
heard
some
concerns
about
the
potential,
the
loss
of
the
amount
of
parking
on
fairfax
drive
and
access
for
service
and
loading
to
some
of
the
the
businesses
that
are
along
fairfax
drive
such
as
northside
social
and
the
tnj.
Auto
body
staff
has
uh
identified,
there's
approximately
100
feet
of
right-of-way
on
fairfax
drive
that
could
accommodate
a
a
pretty
significant
linear
park
space.
C
That's
approximately
50
to
60
feet
wide,
which
is
actually
in
comparison
a
little
bit
wider
than
the
the
public
space
over
at
uh
market
common
that
most
people
probably
are
familiar
with.
um
There's
enough
right-of-way
to
accommodate
an
enhanced
bicycle
facility,
a
travel
lane
and
some
short-term
parking
and
loading
along
the
edge
of
that
shared
street.
C
C
um
Looking
at
some
of
the
maps,
there
are
several
maps
within
the
sector
plan
and
the
zoning
ordinance,
I
think,
almost
a
dozen
maps,
I'm
not
going
to
go
through
them
all
here
tonight.
I'm
focusing
these
on
this
transportation
related
map
changes.
So
here
you
can
see
the
streetscapes
map
comparison.
C
C
I'm
sorry
that
was
this
streetscapes
map.
This
is
actually
the
streets
map,
so
the
previous
map
was
indicating
the
different
sidewalk
widths
recommended
in
the
plan.
The
streets
map,
I
think,
as
mentioned,
includes
the
shifting
of
10th
road
to
the
north
by
approximately
20
feet.
The
addition
of
an
uh
north
south
alley
between
the
joyce
motors
and
the
bingham
center
block,
and
then
staff
is,
um
as
indicated
with
the
asterisks
on
the
saint
charles
block,
indicating
uh
pedestrian-only
access
to
the
future.
C
Fairfax
drive
public
space
and
then
lastly,
staff
is
recommending
to
remove
the
um
the
service
alley.
Pet
and
bike
connection
between
the
northside
social
and
the
kirby
garage
or
the
tnj
auto
body
um
as
it's
privately
owned
and
there's
not
a
mid
block
crossing
there.
Nor
would
staff
want
to
encourage
crossing
there
without
any
kind
of
signalization.
C
uh
In
terms
of
some
of
the
cross
sections,
there
are
uh
again
probably
about
a
dozen
cross
sections
in
the
sector
plan.
The
only
two
cross
sections
that
are
being
updated
are
for
kirkwood
road
um
between
fairfax
drive
and
washington
boulevard,
and
the
next
cross
section
would
be
for
wilson
boulevard
um
so
for
kirkwood,
road
staff
is
uh
recommending
maintaining
the
existing
curve
to
curb
dimension
and
then
introducing
two
travel
lanes
with
the
center
turn
lane
and
bike
lanes
on
both
sides
with
a
protective
buffer.
C
Maintaining
that
existing
curb
to
curb
dimension,
uh
jumping
over
to
wilson
boulevard
by
the
north
side,
social
staff
is
recommending,
um
and
I'm
sure
everybody
on
the
call
would
agree
that
the
the
sidewalk
experience
on
the
north
side,
social
side
of
wilson
boulevard
is
uh
very
unhospitable
to
pedestrians.
It's
sometimes
as
narrow
as
four
to
five
feet,
with
utility
poles
somewhat
impassable.
C
So
this
would
require
a
restriping
and
a
movement
of
the
center
line
of
wilson
boulevard
to
accommodate
this.
This
cross
section
other
maps
related
to
transportation,
include
the
bikeways
map.
So
you
can
see
the
two
side
by
sides
here.
Staff
is
recommending
to
uh
include
the
enhanced
bicycle
facilities
on
10th
street
north,
uh
which
is
uh
consistent
with
the
mtp
bike
element,
um
including
revisions
to
the
legend
text,
as
shown
here
with
the
proposed
enhanced
bicycle
facility
in
the
orange
dash
line.
C
C
I'll
just
quickly
glaze
over
the
glove
amendments
before
we
can
jump
into
discussion
so
to
achieve
consistent
consistency
between
the
glup
and
the
2022
plan.
There
are
several
amendments
that
are
being
proposed
to
the
glup
map,
including
adjustments
to
some
of
the
street
locations
uh
alignments
to
correspond
to
the
planned
or
built
conditions,
additions
of
triangle,
open
space,
symbols
for
future
public
open
spaces.
C
uh
Some
changes
of
uh
land
use
from
semi
public
to
public
uh
areas
uh
over
near
the
west
end
plaza
that
are
now
county
owned
that
were
purchased
uh
for
part
of
the
declaring
the
circle
intersection
improvements
um
and
then
uh
removing
the
vehicular
connection.
I
mentioned
between
northside
social
and
the
tnj
auto
body
and
then
finally
narrowing
the
fairfax
drive
to
reflect
the
conversion
of
a
travel
way
to
a
linear
park.
C
So,
moving
on
to
commission
review
and
staff
recommendations,
I
mentioned
the
planning
commission
voted
on
march,
the
9th
uh
11
to
0
to
support
the
advertisement
of
the
sector
plan
update
and
the
associated
glop
and
zoning
amendments.
With
the
following
uh
amendments.
The
planning
commission
recommended
that
staff
incorporate
a
recommendation
in
the
plan
update
for
full,
full
frontage
preservation
in
situ
for
the
joyce
motors
building,
which
is
a
building
that's
ranked
as
essential
in
the
historic
resources
inventory.
C
So
staff
is
recommending
that
the
plan
commission
and
the
county
board
adopt
the
following
elements
associated
with
the
clarion
and
sector
plan
update
planning
process,
including
adoption
of
the
2022
clarinet
sector
plan,
which
is
an
update
to
the
2006
clarinet
sector
plan.
uh
The
glup
uh
map
and
booklet
amendments,
as
well
as
the
zoning
ordinance
amendments
to
articles
uh
3,
9
and
18,
including
maps
9.2.5
through
9.2.12.
B
B
Can
the
fire
station
move
if
it
does
move?
What's
the
best
use
for
the
site?
um
You
know
the
the
the
neighborhood
was
was
really
excited
about
the
original
plan
for
the
park,
but
that
was
predicated
on
the
fire
station
going
away
and
um
the
verizon
uh
portion
of
that
verizon
site
becoming
available,
which
it
has
not.
B
From
a
transportation
spec
perspective,
I
would
encourage
everybody
to
kind
of.
You
know
focus
a
bit
on
some
of
the
revisions
to
the
streets
map.
um
There
are
some
definite
changes
there.
um
uh
I
think
we
spent
a
fair
amount
of
time
talking
about
the
design
of
the
linear
park
on
fairfax
drive,
and
I
think
we
got
to
a
really
good
place.
There
were
a
number
of
iterations
there.
B
C
Yeah,
I
can
um
shed
a
little
bit
more
light
on
that
um
and
I
have
some
backup
slides
with
some
images
that
may
be
helpful,
but,
um
as
I
mentioned,
um
the
site
is
currently
privately
owned
and
currently
used
for
the
parking
and
storage
of
vehicles.
In
fact,
the
the
site
is
uh
frequently
packed
with
cars.
C
C
Intersection,
um
so
for
those
reasons,
and
for
the
difficulty
of
being
able
to
achieve
some
type
of
public
access
easement
in
the
future
being
that
those
both
of
those
sites
are
both
uh
historic
structures
so
they're
those
are
full
building
preservation,
so
they're
not
going
anywhere
they're,
not
expected
to
redevelop
anytime
in
the
future.
um
So
therefore
staff
didn't
feel
like
um
it
was
gonna
be
um
it
would
be
very
difficult
to
achieve
a
public
access,
easement
and
public
connection.
C
B
C
Yeah
and
I'll
I'll
just
run
through
some
existing
images
and
then,
if
um
I
might
defer
to
some
other
staff
on
the
call
from
des,
if
they
may
want
to
weigh
in
um
but
yeah
here's
an
existing
photograph
looking
from
wilson
boulevard
through
the
site,
um
just
some
other
another
angle.
Actually
the
picture
taken
from
on
top
of
the
t
and
j
auto
body
looking
down
you
can
see
and
they
they
really
pack
in
the
the
cars
there.
E
Yeah,
oh
I
can.
I
can
help
with
that
brett.
This
is
allison
bullock,
I'm
the
transportation
planning
manager
and
I'll
just
support
what
brett
said.
I
think
a
big
consideration
was
because
of
the
substantial
changes
that
we'd
be
making
to
fairfax
drive
and
the
removal
of
some
of
the
parking
there
that
these
businesses
might
feel
further
pressure
on
those
sites
in
those
parking
spaces.
So
we
were
trying
to
be
sensitive
to
that
and
balance
that
out
with
the
new
10th
road
connection
and
what's
recommended
for
fairfax
drive.
F
Thank
you
chairman,
um
and
I'm
I've.
I've
read
parts
of
the
the
report,
thank
you
and
and
the
presentation,
but
I'm
just
a
little
more,
um
maybe
revisiting
of
the
presentation
on
specifically
around
fairfax
drive.
I
get
it
that
um
it
sounds
like
st
charles
was
interested
in
also
um
this,
this
sort
of
redesign,
um
but
I'm
still
curious
about
the
the
reduction
in
parking
and
um
uh
how
that
would
affect.
F
I
just
I
think
you
just
answered
in
terms
of
where
some
of
that
parking
would
go,
but
um
we're
now
in
it's,
I
just
a
little
more
context
of
it
becomes
a
pedestrian
way
with
some
other
uses,
but
we're
the
church
is
using
it
losing
its
parking
space
as
it
sounds
like
and
some
of
the
other
parking
spaces
that
people
have
used
for
the
retail
around
that
area.
You
just
give
a
little
more
background
or
consideration
on
what
that
was.
C
Yeah
sure
I
can
address
that,
um
as
I
mentioned,
this
was
brought
up
numerous
times
throughout
the
process
and
we
realized
the
importance
of
the
parking
and
loading
on
fairfax.
That's
out.
There
today
is
very
convenient,
um
and
certainly
the
loss
of
that
to
green
space
was
uh
brought
up
as
a
concern.
C
um
Let
me,
as
I
mentioned
earlier,
they
um
I
mentioned.
There's
a
pretty
significant
amount
of
right-of-way
out
there
today,
which
and
I'll
just
run
through
a
couple
of
images.
I
mean
you,
can
you
can
see
in
this
image
here
the
amount
of
right-of-way
that's
out
there
today
with
the
angled
parking
spaces,
the
median
there's,
uh
the
metro,
the
orange
and
silver
line
runs
down,
fairfax
drive
as
well,
so
you
can
imagine,
there's
pretty
good
amount
of
space
here
to
be
able
to
accommodate.
C
Just
looking
at
that
aerial
you
can
see
with
the
orange
arrows
are
some
of
the
areas
where
there
are
existing
loading
access
that
are
required
for
some
of
the
businesses,
including
dominion
substation,
the
tnj,
auto
the
north
side,
social.
These
are
curb
cuts
with
like
roll-up
garage
doors
where
they
have
routine
deliveries.
C
You
can
imagine
a
potential
one-way,
shared
street
that
pretty
much
runs
follows
the
the
path
of
fairfax
drive
today,
as
it
approaches
the
clarendon
circle
and
loops
up
north
um
and
then
a
potential
location
for
an
enhanced
bicycle
bicycle
facility.
That's
shown
in
green
um
that
would
be
located
approximately
where
at
the
back
of
some
of
those
angled
parking
spaces
are
today
so,
uh
and
you
can
imagine
the
rest
of
the
space
being
converted
to
a
park
space.
So
there
is
significant
amount
of
right-of-way
to
work
with
here
and
again
through
this
process.
C
We
talked
about
this
numerous
times,
but
at
the
end
of
the
day,
and
our
recommendations
were
recommending
that
the
final
design
of
this
space,
including
all
modes
of
circulation
and
park,
space
and
amenities,
be
determined
at
a
future
park
master
planning
process.
um
I
mentioned
the
the
metro
infrastructure
here.
C
There
are
two
uh
large
ventilation
structures
that
are
in
the
handed
median
along
fairfax
drive
and
then
there's
um
as
seen
in
this
image
here.
This
is
on
the
saint
charles
church
property,
looking
towards
to
the
west
towards
the
red
top
cab,
there's
a
very
large
metro
ventilation
structure
and
an
egress
stair.
So
it's
very
important
that
the
fire
department
have
access
to
this
egress
stair,
which
is
located
up
here
on
the
top
of
the
screen
in
case
there's
an
emergency
in
the
metro
tunnel.
C
A
A
G
H
Perfect,
thank
you.
uh
So
my
question
here
is
related
to.
If
you
just
illuminate,
maybe
a
bit
more
on
the
biking
facility.
I
don't
think
there
is
any
details,
and
I
know
it's.
um
You
know
just
a
possibility
at
this
point,
but
was
there
any
sort
of
envisioning
there?
Is
this
a
you
know
docking
station
for
private
bicycles?
Is
this
a
a
shared
biking
facility
to
to
rent
bikes?
Potentially?
Are
there
other
micro
mobility
options
again
any
details?
You
could
say
there.
C
C
There
may
be
language.
I
may
ask
miss
bullock
to
weigh
in
if
I
believe
there
may
be
language
in
in
the
parking
section
of
the
sector
plan
that
may
speak
to
parking
of.
You
know:
micro,
mobility
devices
and
things
like
that.
If
I'm
not
mistaken,
but
not
not
shown
on
any
of
the
proposed
sector
plan
maps.
E
I
I
B
B
The
likelihood
of
this
connection
happening
is
very
low,
but
uses
change
and
ownership
changes,
um
and
I
think
there
is
a
decent
chance
that
if
we
truly
want
to
preserve
these
buildings,
there
will
reach
a
point
in
the
future
where
the
county
may
have
to
get
involved
um
and
end
up
owning
one
of
them,
um
in
which
point
like
it
would
be
great,
to
have
this
sort
of
planning
guidance
on
the
books
to
say.
Oh,
you
know.
If
we
get
this
opportunity,
we
should
have
this
connection
here.
B
My
third
point
is
people
walk
through
that
connection?
Now
it's
private
property-
and
you
know
in
theory,
maybe
they're,
trespassing
or
something
like
that.
um
But
there's
not
a
wall
or
anything
and
people
walk
through
there
now
and
I
think
when
these
projects
that
are
envisioned
across
wilson
boulevard
get
built
and
all
of
a
sudden,
all
of
these
people
live
on
the
other
side
of
wilson,
boulevard
and
tenth
road
gets
built
and
dumps
out
right
here
on
wilson
boulevard.
B
um
You
know
we
include
transportation
connections
that
are
on
private
property
all
the
time.
uh
Basically,
all
of
the
ones
that
are
in
the
sector
plan
here
are
on
private
property,
now
they're
on
private
property
that
we
expect
to
redevelop,
and
so
we
know
that
that
is
the
likely
method
to
achieve
them.
Achieving
a
connection
on
something
that's
not
going
to
redevelop
but
stay.
A
byright
use
is
harder
and
less
likely
to
occur,
but
that
doesn't
mean
we
shouldn't
leave
this
desire
in
the
planning
document.
J
Thank
you.
I
just
wanted
to
echo
those
the
same
sentiments,
but
without
going
into
the
detail,
there's
some
of
those
same
arguments
as
far
as
desire
for
people
to
cross
and
um
apply
to
I'm
not
sure
what
the
street
is
off
top
my
head,
but
at
the
top
of
the
charissi
charles
site,
um
I
wonder:
is
it
12th,
no
15th
street?
I
know
I
think
it's
12th
street,
where
there's
not
currently
planned
to
be
a
crosswalk,
and
I
think
there
should
be
a
crosswalk
there
and
from
what
I've
heard
in
the
past.
J
It's
too
close
to
the
clarendon
circle
intersection
and
that's
why
I
think
staff
does
not
want
to
have
a
crosswalk
there,
but
the
fact
is
people
cross
there.
I
see
it
pretty
much
every
time
I
go
through
that
intersection
and
I
think
there
should
be
a
crosswalk
there.
So
I'm
not
sure
if
staff
has
any
new
information
on
that
or
if
I'm
just
being
the
same
old
dead
horse.
K
L
Hey
good
evening,
I
just
wanted
to
echo
sentiments
about
making
sure
that
pedestrians
can
operate
safely,
especially
when
we're
going
to
be
building
something
that
people
want
to
cross
the
street
to
get
to
and
thinking
about.
Just
looking
where
some
of
the
bus
stops
are
also
just
want
to
reinforce
the
need
for
thinking
about
micro
mobility,
obviously
with
the
the
train.
L
This
metro
station
here
we're
thinking
about
last
mile
travel
from
the
train
station
and
so
scooters,
bus,
uh
bikes
and
other
micro
mobility
options
need
to
be
there
and
need
to
have
safe
places
for
those
to
be
so
they're,
also
not
like
blocking
the
sidewalk
for
pedestrians
who
need
to
get
through.
Who
may
have
mobility
problems
and
and
need
assistance
and
can't
navigate
around
those
when
they're
blocking
the
middle
of
the
the
sidewalks
uh
then
also,
I
think
something
that
probably
was
not
contemplated
in
2006
and
maybe
isn't
being
thought
of
today.
L
uh
Clarendon,
the
restaurants
have
some
of
them
have
transitioned
to
allowing
dining
on
the
sidewalk
and
was
just
wondering
how
uh
enabling
that,
which
I
think
has
made
it
a
more
vibrant
area.
More
welcoming
area
as
well,
and
just
wondering
how
that
has
figured
in
to
what's
been
proposed
here
as
well.
C
M
C
L
C
Now
I
understand
the
um
the
comment
now
is
with
regard
to
some
of
the
temporary
outdoor
seating
areas
on
sidewalks.
I
don't
believe
that
we
have
any
language
in
the
plan
update
with
reference
to
some
of
those
establishments,
but
that's
something
we
can
consider
looking
at
to
help
support.
You
know
the
dining
outdoor
dining
in
clarendon,
but
I
don't
believe
we
have
any
language
in
there
currently
speaking
to
those
those
temporary
outdoor
seating
areas.
L
Yeah,
just
to
just
to
echo
what
I
said,
I
think
it's
really
made
it
a
more
vibrant
and
welcoming
area
for
options,
especially
now
we're
still
in
the
pandemic.
You
know
people
don't
want
to
eat
inside
necessarily
and
giving
those
options
provides
a
way
for
people
to
come
out
and
enjoy
themselves
in
arlington.
N
Thank
you,
mr
chairman,
and,
of
course
my
camera's
not
working
fantastic.
um
Hopefully
you
can
hear
me
so
I'm
sorry.
I
came
in
late
to
this
discussion.
uh
I
and
I
just
wanted
to
ask,
as
you
may
have
covered
this
in
your
presentation,
um
but
in
addition
to
the
uh
open
space
that
you
have
planned
along
fairfax
drive
um
and
I
thought
I
saw
more
open
space
plan
right
near,
of
course,
uh
the
metro.
Can
you
speak
about
more?
I
and
I
read
a
lot.
N
C
C
um
I
mentioned
the
the
retention
and
potential
expansion
of
the
triangle
park
on
the
corner
of
10th
street
in
fairfax,
there's,
currently,
a
department
of
parks
and
recreation
maintenance
facility
and
a
small
triangular
green
space
there.
So
staff
is
recommending
removing
the
future
development
potential
for
that
site,
which
was
identified
in
the
2006
plan,
as
you
can
see
on
the
left
as
a
residential
building
up
to
90
feet
in
height,
so
we're
recommending
retention
of
the
triangle
park
and
also
potential
expansion
and
acquisition
of
the
adjacent
property.
C
You
noted
the
concerns
that
we've
been
hearing
from
the
community
about
the
the
loss
of
the
um
the
planned
uh
50
000
square
foot,
large
rectilinear
public
space
that
you
see
here
on
the
left
again.
That
was
noted
that
that
would
have
to
be
achieved
in
phases
with
the
redevelopment
of
the
verizon
building,
which
uh
currently
houses
some
critical
infrastructure
telecommunications
facility
for
the
rv
corridor,
and
as
we
understand
it,
that
facility
is
not
um
going
anywhere
anytime
soon.
N
O
B
B
F
I
will
move
to
adopt
the
following
elements
associated
with
the
clarendon
sector
plan
update
planning
process,
including
the
adoption
of
the
2022
clarendon
sector
plan,
the
general
land
use
plan,
glup
map
and
booklet
amendments
and
the
arlington
county.
Zoning
ordinance
amendments
to
articles
39
and
18,
including
maps
9.2
0.5,
0.2.12.
B
B
um
I
uh
would
move
an
amendment
that
the
transportation
commission
furthermore
uh
recommends
that
staff
include
on
map
2.10
a
desired
bike
and
pedestrian
connection
between
wilson,
boulevard
and
fairfax
drive
between
northside
social
and
the
kirby
garage,
similar
to
the
connection
currently
included
in
the
clarendon
sector
plan,
but
with
a
bike
and
pedestrian
character,
rather
than
an
alley
character
and,
furthermore,
recommend
that
staff
end
up
the
need
for
a
mid-block
crossing
across
wilson
boulevard
at
the
intersection,
with
the
new
tenth
road
north
I'll.
Second,
that
second,
that's
seconded
by
commissioner
land.
B
F
L
B
B
L
B
A
P
A
P
Okay,
um
so
in
terms
of
um
the
county's
goals
for
transit
signal
priority
and
also
want
to
give
some
regional
context,
some
of
the
goals
that
we're
looking
at
are
to
maintain
reliable
transit
service
and
increase
on-time
performance
achieve
overall
corridor
transit,
travel
time
savings
and
also
seek
to
reduce
delay
in
emissions.
At
intersections.
P
uh
One
thing
to
note,
from
a
regional
context
on
busy
corridors
in
northern
virginia
metro,
buses
spend
approximately
about
approximately
18
percent
of
time
stopped
at
traffic
lights,
which
is
one
factor
to
slow
down
bus
service.
But
another
factor
that
plays
a
part
into
this
is
that
as
new
and
infield
development
uh
comes
in,
it
brings
in
construction
and
increases
density,
which
also,
in
some
instances
means
additional
travel
time.
P
P
Okay,
let's
oops,
sorry
about
that.
um
In
that
overview.
uh
What
I
would
like
to
to
note
here
is
that
I
share
with
you
kind
of
what
it
is
I'm
going
to
attempt
to
share
what
is
not
uh
transit
signal.
Priority
is
not
designed
as
a
standalone
solution
to
increase
frequency
of
service
are
to
reduce
the
number
of
buses
operating
on
corridors.
P
However,
I
would
say
that
tsp
is
one
tool
that
can
work
well
with
other
measures
to
improve
bus
speeds,
such
as
all
door
boarding
and
dedicated
bus
lanes,
and
while
these
tools
are
in
the
tool
kit
and
they
can
be
applied
individually
in
many
cases,
projects
most
benefit
when
they
are
applied
to
together
and
just
to
give
a
little
bit
of
context
here.
What
you're,
looking
at
on
the
screen
is
kind
of
some
of
the
um
trend
signal,
priority
treatment
types
um
and
so
what
you're?
P
Looking
at
the
first
one
is
basically
it's
called
green
extension,
but
it
it
simply
acts
as
a
way
to
increase
the
time
that
the
light
is
green
along
the
corridor.
So
as
a
bus
reaches
the
intersection,
it's
given
some
extended
time
if
uh
transit
signal
priorities,
call
for
that
bus
coming
and
approaching.
The
intersection
gives
it
time
to
allow
the
bus
to
pass
the
intersection
and,
in
this
case,
reach
uh
the
bus
stop
on
the
other
side
of
street
or
just
to
continue
on
to
clear
the
uh
intersection.
P
Now,
those
in
the
previous
slide
are
some
of
the
treatments
that
could
be
applied
depending
on
various
conditions.
The
primary
two
that
we're
looking
at
are
these
two
here
early
green
and
extended
green
and
in
general,
we're
looking
at
these
two
in
order
to
create
a
safe
and
efficient
intersection
with
transit
signal
priority.
P
These
two
help
us
to
take
into
consideration
a
few
things
or
a
couple
of
things:
at
least
the
amount
of
vehicular
traffic
traffic
on
cross
streets.
So
remember,
as
I
mentioned,
there's
a
there's
a
con
there's,
a
condition
where
the
bus
is
coming
ahead
and
the
light
is
red
to
give
it
an
opportunity
as
it's
coming.
P
um
The
two
other
things
I
want
to
mention
in
terms
of
factors
is
not
only
just
the
amount
of
vehicular
traffic
on
cross
street,
but
the
number
of
pedestrians
crossing
the
intersection.
So
this
looks
at
taking
into
account
intersections
where
there's
a
pedestrian
phase,
that's
built
into
the
uh
traffic
cycle
uh
between
the
intersections
uh
and
basically
also
with
that,
basically
just
to
ensure
that
pedestrians
have
the
opportunity
to
cross
uh
across
the
main
corridor
which
trans
signal
priority
is
on
as
they're
on
the
cross
street.
P
P
They
also
sought
to
determine
if
bus
stop
locations
needed
adjustment
to
support
transit
signal.
Priority
key
thing
to
note
about
that
transit
signal.
Priority
and
bus
stop
locations
work
best
when
the
bus
stop
location
is
on
the
far
side
of
the
intersection.
So
basically
you
cross
the
intersection
and
the
bus
stop
is
on
the
other
side,
and
then
they
looked
at
to
determine
which
intersections
within
each
of
the
corridors
would
be
eligible
for
a
transit
signal
priority,
meaning
not
every
not.
Every
intersection
may
have
this
deployed,
so
the
corridors
that
were
evaluated
are
listed
here.
P
Approximately
five
corridors,
uh
langston
boulevard
between
east
falls,
church
and
uh
northland
street
glebe
road
between
I-66
and
walter
reed
drive
washington,
boulevard
between
I-66
and
arlington
boulevard,
christensen
city,
pentagon
city
corridor,
but
in
particular,
crystal
drive
between
33rd
street
station
and
12th
street
south
and
columbia,
the
columbia
pike
corridor
off
to
the
right
of
the
table.
You
see
the
number
of
uh
signalized
intersections
within
those
segments
and
in
the
to
the
left
of
that
uh
the
routes,
the
bus
routes
that
are
served
on
those
corridors
are
included.
There.
P
Quickly,
in
terms
of
the
evaluation
criteria
that
was
used
by
the
consultant
team,
they
broke
it
into
two
two
main
sections
here,
so
you're.
Looking
at
transit
operations,
um
the
cert,
the
the
service
demand
in
terms
of
frequency
and
passenger
activity
along
the
routes,
uh
its
effectiveness,
the
variability
in
the
schedule
and
the
run
time,
and
the
runtime
in
this
case
is
going
from
one
end
of
the
line
to
the
other
end
of
the
line
or,
if
you
want
to
look
at
it.
P
In
the
case
of
the
example,
langston
boulevard
going
from
east
falls,
church
station
to
roslyn
and
or
rosalind
back
to
east
falls
church
looking
at
it
one
way
or
looking
at
it
round
trip
and,
as
I
mentioned
earlier,
bus
stop
locations
from
the
traffic
operations
standpoint.
They
looked
at
the
vc
ratio
volume
to
capacity
ratio.
P
uh
They
looked
at
slack
time,
slack
time
with
in
the
traffic
signal
network
and
um
they
looked
at
uh
pedestrian
phase
timings
and
I
put
in
parentheses,
auto
what
that
basically
means
is.
There
are
certain
intersections
within
the
county
where
the
pedestrian
phase
is
automatically
called
when
the
traffic
signal
changes
based
upon
the
main
street.
In
the
cross
street
traffic,
as
opposed
to
some
locations
which
they're
not
many
in
the
county,
I
don't
believe
where
you
have
where
a
pedestrian
has
to
activate
the
button
in
order
to
get
a
walk
signal.
P
As
a
result
of
going
through
and
evaluating
those
factors,
they
determine
a
couple
of
things.
um
The
first
biggest
thing
that
you
will
notice
is
that
the
five
corridors
evaluated
only
four
of
them
are
moving
forward:
langston,
boulevard,
columbia,
pike,
north
sound
gleeb,
road
and
crystal
drive
corridor.
P
Washington
boulevard
was
not
recommended
for
transit
signal
priority
implementation
at
this
time,
and
that's
really
because
there
were
only
a
few
candidate
intersections,
meaning
there's
not
a
lot
of
added
value.
You
will
gain
from
attempting
to
put
in
transit
signal
priority
along
washington
boulevard
at
the
moment
that
may
change
as
we
look
at
other
efforts
uh
in
the
future.
P
P
P
If
you
see
a
gold
or
orange,
those
are
intersections.
That
will
be
candidates
for
this
as
well.
If
the
bus
stop
is
relocated,
typically
from
the
near
side,
intersection
to
the
far
side
intersection,
and
then
there
are
some
locations
in
red
locations
that
indicate
uh
transit
signal.
Priority
is
not
recommended
in
the
instances
where
it's
not
recommended
it's
typically,
because
from
a
traffic
operations
and
vehicle
moving
standpoint,
it's
noted
that
doing
signal
priority
may
do
more
harm
than
good.
P
P
Some
of
the
economic
forces
and
supply
chain
issues
may
play
a
factor
in
this
timeline.
So
what
you're
looking
at
here
is
that
we
hope
to
go
into
the
design
phase
in
the
late
spring
of
this
year
and
then
work
our
way
um
through
the
end
of
this
calendar
year
with
a
goal
to
have
um
signal
prioritization
from
a
piloting
standpoint
in
service
on
the
langston
boulevard
corridor.
P
In
the
winter
time,
then,
from
there
going
into
calendar
year
2023,
we
would
hope
to
do
this
work
on
the
columbia
pike
corridor,
and
I
want
to
bring
to
attention
one
note
on
the
columbia
pike
corridor.
We
will
be
looking
at
two
sections,
and
these
are
two
sections
where
there
won't
be
construction
activity
as
a
result
of
the
columbia
pike
multimodal
project.
P
So
those
areas
are
the
area.
That's
currently
finishing
up
its
work,
which
is
on
the
western
end,
so
looking
at
south
jefferson
street
to
south
buchanan
street
and
then
also
looking
at
the
segment
from
south
monroe
street
just
before
soundclea
road
over
to
south
courthouse
road
are
two
areas
where
we
are
aspiring
to
do
a
similar
treatment
in
terms
of
transit
signal
priority
along
columbia,
pipe
corridor.
P
Now
this
schedule
is
subject
to
change
for
a
couple
of
reasons:
one
if
you
go
back
up
to
the
second
item
equipment.
Installation
phase
begins
on
art
on
the
art,
bus
fleet,
um
there's
an
approach,
tact
and
approach
that
we're
working
to
get
to
that
place,
and
so
we
hope
that
we'll
be
able
to
do
that.
There
are
some
regional
synergies
in
terms
of
equipment
that
metro
bus
has
on
their
fleet.
That
can
talk
to
the
traffic
signal
cameras
and,
if
I
didn't
make
it
this
didn't
make
any
sense.
P
Where
are
we
in
the
traffic
signal
phase
and
depending
on
where
we
are
to
be
able
to
give
treatment
to
the
bus
to
travel
through
the
intersection,
so
that
does
take
uh
some
equipment
um
that
would
need
to
be
assessed
and
installed,
primarily
because
uh
we
are
currently
working
on
an
upgrade
of
the
real-time
system
on
the
artbus
fleet.
um
That
also
will
bring
some
um
tofu
um
consistent
efficiencies.
P
I
know
a
lot
of
individuals
um
use
real-time
information
and
what
we're
hoping
is
that
this
upgrade
that
we're
doing
would
uh
enhance
that
and
also
help
in
terms
of
regional
synergy,
in
terms
of
being
able
to
enhance
the
ability
to
share
and
show
information
amongst
all
the
service
providers.
Granted
arlington
transit
is
not
the
only
bus
service
provider
in
the
county.
P
B
B
um
I
I
would
say,
based
on
my
understanding
of
past
capital
plans,
we're
about
two
years
behind
schedule
of
where
you
know
we'd
hoped
we
would
be,
but
uh
glad
to
see
uh
this
finally,
potentially
moving
forward.
um
I
think
my
first
question
is
you
had
talked
about.
uh
You
know
the
red
dots,
the
the
places
where
transit
signal
priority
is
not
recommended
as
being
places
where
uh
it
might
do
more
harm
than
good.
Can
you
talk
a
bit
more
about
that?
How
that
was
evaluated?
How
are
we
measuring?
P
P
That
was
one
thing
that
was
looked
at
in
terms
of
the
from
a
traffic
operation
standpoint
that
delay
in
that
capacity
um
capacity
deficit.
If
you
will
uh
was
one
of
the
elements
in
which
uh
was
evaluated
uh
in
terms
of
the
main
corridor
traffic,
I
think
it
was
also
a
case
of
if
the
depending
on,
where
you
were,
if
the
signals
hit
the
length
of
the
the
length
of
the
spacing
between
signals
became
an
issue
that
was
one
piece
and
I'll
have
to
come
back
to
you
on
more
details.
But
those
are
the
two.
B
Great,
thank
you
yeah.
I
just
really
hope
we're
looking
at
you
know
comparing
people
to
people
you
know
and
not
vehicles
to
vehicles,
because
uh
personally,
if
we
can,
you
know,
save
16
people
on
a
bus
time
by
slowing
down
four
people
um
in
cars
that
that's
a
win,
even
if
it's
one
bus
and
four
cars
um
and
that
sort
of
thing
so
I
um
I
would
greatly
appreciate
any
additional
detail.
I
think.
B
P
P
B
K
P
D
D
Sure
so
it's
been
overall
mixed
results.
I
think
what
william
noted
earlier
the
combination
of
other
needs.
So
if
you
have
dedicated
bus
lanes,
if
all
door
boarding
other
elements
help
speed
up
the
bus
a
lot
more
than
just
a
single
element
of
tsp
tsp
is
a
good
thing.
um
However,
it's
not
the
only
thing
in
cities
who
have
implemented
just
tsp
have
not
seen
me
say:
large
gains,
especially
in
ridership.
There
have
been
small
gains
in
terms
of
speeding
up
the
buses,
but
after
implementing
the
full
package,
you
get
the
greatest
benefit.
P
And
and
and
to,
and
for-
and
I
think
one
of
the
things
that
just
as
a
um
exposing
myself
here-
transit
nerd,
um
the
scenario
new
york
city
dot
in
new
york
city
bus
is
a
place
that
has
some
interesting
information
and
it's
something
that
anecdotally
could
be
checked
out,
not
that
that
could
be
applied
here.
But
that's
one
place
that
I
know
and
have
seen
um
seen
up
close.
P
You
have
all
three:
you
have
the
dedicated
bus
lane.
You
have
signal
priority,
you
have
uh
all
door
boarding
or
off
board
fair
payment,
but
the
one
thing
that
you
also
have
with
that
is
that
the
service
is
in
a
limited
stock
form.
You
have
local
bus
service
and
then
you
have
a
limited
stop
bus
service.
That's
in
the
limited
stop
service
has
those
elements
at
play,
and
so,
from
that
perspective,
when
you
have
all
those
at
play
now
you
get
to
see
what
savings
is
there.
P
You
get
to
see
how
the
ridership
increase
on
that
service
versus
its
limited,
stop
nature,
where
it
was
just
limited,
stop
it
didn't,
have
uh
bus
only
lane,
it
didn't
have
off
board
fare
payment;
it
didn't
have
some
form
of
signal
priority,
um
so
that's
um
so
that
just
gives
you
an
idea.
I
won't
necessarily
say
that
if
you
want
to
say
new
york
city
is
the
standard.
I
can't
I
won't.
I
won't
speak
to
that
um
because
I
I
I
I'm
not.
I
won't.
I
won't.
P
K
L
Hey
mr
jones,
thanks
for
presenting
on
this,
I
just
have
a
question.
I
hope
you
can
help
me
um
understand
something
better,
and
that
is
when
a
vehicle
with
this
technology
approaches
an
intersection
and
a
pedestrian
is
there
that
wants
to
cross
the
direction
that
would
be
going
in
front
of
this
vehicle?
How
does
this?
How
does
the
technology
work
sort
of
who
wins
that
crossing
light?
There.
P
Good
good
question,
uh
so
that's
something
that
we
have
to
work
through
um
in
the
instances
that
I've
seen
uh
just
going
back
to
um
well,
there's
two
things
going
back
to
what
I've
seen
in
new
york
city.
If
the
pedestrians
are
crossing
on
the
cross
street,
they
will
still
win
overall,
um
meaning
there's
not
a
situation
where
a
bus
is
coming
and
the
pedestrians
halfway
through
the
intersection
and
now
all
of
a
sudden
they
have
to
run
across
the
street.
um
But
that's
something
that
we
have
to
look
into.
P
P
That's
involved
with
pedestrians
to
understand
that
and
as
we
go
through
the
process
of
looking
at
how
to
uh
implement
those
are
things
that
will
have
to
be
taken
into
account
so
that
there
isn't
and
that
we
can
minimize
that
scenario
of
a
pedestrian
on
a
cross
street
crossing
the
intersection
and
instead
of
whatever
the
time
is
today
to
cross
the
intersection
that
it
doesn't
get
reduced.
Such
that
the
pedestrian
cannot
make
it
across
the
street.
P
Emergency
service
vehicles
will
end
up
receiving
priority,
so
in
the
instance
of
an
emergency
service
vehicle,
the
traffic
signals
in
the
intersection
will
be
established
that
um
in
such
a
fashion
that
if
an
emergency
service
vehicle
is
traveling
crossing
across
the
intersection
in
which
signal
priority
is
located.
Let's
say:
uh
langston
boulevard
and
narcolep
road
there's
going
to
be
some
consideration,
and
I
don't
have
the
exact
numbers
on
how
that
works.
P
But
there'll
be
some
consideration
that,
as
an
emergency
service,
vehicle
is
coming
to
the
intersection
that
it
would
have
the
priority
over
the
bus,
primarily
because
the
equipment
in
some
respects
is
the
same
talking
to
the
same
computer
talking
to
the
traffic
signals.
So
that's
that
one
piece
there
in
terms
of
looking
at
the
future.
P
So
originally,
uh
the
study
was
looking
at
having
this
take
place
during
peak
periods,
the
weekday
rush
hour
periods
because,
of
course,
that's
where
all
the
heavy
traffic
was
now
that
we're
in
this
new
phase
and
having
virtual
mode
and
transit
agencies
across
the
country,
as
well
as
metro,
has
done,
have
looked
at
service
from
an
all-day
network
perspective,
meaning
you
kind
of
have
a
consistent
level
of
service
and
frequency
from
6
7
a.m.
In
the
morning
till
7
8
pm
at
night.
P
That
will
play
a
factor
into
some
of
this,
so
there
are
going
to
be
scenarios
and
situations
where
signal
per
signal,
preemption
or
signal
priority
uh
treatments
would
be
applied
uh
during
um
during
rush
hour
versus
during
midday
and
also
scenarios
where
this
may
only
be
applied
on
weekdays
versus
seven
days
a
week.
So
those
are
factors
that
are
going
to
be
considered
and
not
one
scenario
has
been
put
in
um
as
of
yet
now.
P
One
thing
that
could
happen
from
an
all-day
network
perspective
is
that
during
the
peak
periods,
the
rules
may
there
may
be
a
shift
in
the
rules
between
peak
and
midday.
So,
during
the
middle
of
the
day,
a
bus
may
receive
signal
priority
if
the
conditions
are
such
that
it's
of
that
absolute
necessity
absolutely
necessary
um
to
do
that.
uh
So
that's
that's!
Some
of
the
some
of
the
elements
we're
looking
at
in
and
going
back
to
the.
P
P
B
J
J
Some
some
of
the
I
know,
columbia,
pike,
some
of
those
bus
stations,
bus
stops,
are
getting
replaced
with
um
of
the.
I
think
that
they
look
like
at
the
corner
of,
I
believe
right
now
is
walter,
reed
and
columbia
pike.
There
are
the
new
type
of
they're
they're,
very
nice,
and
they
look
very
expensive
are
any
of
those
that
need
to
be
relocated,
even
though
they
might
have
just
been
put
in
or
if
they're
being
planned
to
be
put
in
and
then
have
to
get
relocated
later.
P
No,
so
the
work
on
the
transit
stations
project,
particularly
in
the
segment
um
from
sound
but
canon
out
to
sound,
sound
jefferson.
uh
Those
locations
are
what
they
are,
and
so
we'll
have
to
look
at
and
see
um
how
those
intersections
line
up.
I
would
say
that
the
work
that
was
done
in
the
study
looked
at
the
stop
locations
before
the
construction
took
place.
P
So
it's
quite
possible
that
um
where
we
have
the
stops
uh
that
those
locations
will
will
work
to
work
themselves
out
in
terms
of
uh
having
a
signal,
priority
I'll
go
on
ahead
and
and
look
at
um
look
at
what
we
have
here
and
and
certainly
as
we
go
through
the
process
and
get
closer.
um
Looking
at
how
the
signal
and
the
intersections
work
with
the
stop
locations
will
be
analyzed
a
bit
further.
B
Awesome
all
right,
I
think
that's
the
last
hand
that
I
seen
mr
jones
uh
so
just
to
wrap
up.
I
will
say
thank
you
again.
This
was
a
stupendous
uh
presentation.
It
was
great
to
see-
um
and
uh
I
think,
based
on
past
experience,
you
will.
You
would
also
find
supportive
support
amongst
the
commission
for
those
other
two
pillars
of
speeding
up,
transit,
uh
all
door,
boarding
and
uh
dedicated
transit
lanes.
B
O
Yes,
thank
you
bridget
and
good
evening
commissioners,
I'm
eric
ballet,
I'm
acting
manager
for
transportation,
research
and
site
plan
development
in
the
arlington
county
community
services
bureau.
My
colleague
tasha
reza-
and
I
are
here
tonight
to
present
the
results
of
our
latest
household
travel
survey,
which
is
produced
by
the
mobility
lab
division
of
commuter
services.
O
This
report
uses
data
from
the
2017-2018
regional
travel
survey
done
by
the
metropolitan
washington
council
of
governments,
along
with
additional
surveys
conducted
across
arlington,
and
it
provides
a
comprehensive
look
at
travel
behavior
in
arlington
county.
So
without
further
ado,
I
will
turn
over
to
tasha
mobility,
labs
research,
director
for
the
presentation.
Q
Hi
everyone
good
evening,
my
name
is
tasha
oreza
and
I'm
the
research
director
of
mobility
lab.
So,
as
eric
mentioned,
I'm
here
today
to
talk
about
mobility
lab
very
briefly
and
share
with
you
some
findings
from
our
latest
research
study,
which
is
the
arlington
county,
oversample
and
special
analysis
of
the
2017-2018
metropolitan
washington
council
of
governments,
regional
travel
survey.
So,
in
this
presentation,
I'll
be
referring
to
this
report
as
the
household
travel
survey
for
short
next
place
next
slide,
please.
Q
um
So,
to
start
things
off,
I'd
like
to
give
a
brief
intro
about
mobility
lab
and
the
work
that
we
do
so
mobility
lab
is
a
division
of
access,
which
is
the
transportation
demand
management
agency
of
arlington
county
mobility.
Lab
is
a
research
center
and
communication
source
for
transportation,
behavior
policy
and
transportation
demand
management
or
for
short,
tdm.
One
of
our
sources
of
funding
is
the
virginia
drpt,
so
mobility
lab
designs
and
conducts
tdm
research
for
arlington
county
for
some
of
our
work
we
partner
with
established
research,
subcontractors.
Q
Next
slide,
please!
So
what
is
the
report
about?
The
report
uses
data
collected
in
2017
and
2018
for
the
regional
travel
survey.
This
regional
travel
survey
is
conducted
by
the
metropolitan
washington
council
of
governments.
This
survey
is
conducted
every
10
years,
so
the
last
one
we
have
is
for
the
2007
and
2008
period.
Q
Arlington
county
provided
funding
for
an
oversample.
This
was
to
collect
information
on
additional
households
for
the
following
areas
of
interest,
which
are
mostly
the
planning
corridors
in
the
county,
which
is
the
rosslyn
boston,
corridor,
colombia,
pike,
shirlington
and
the
rutuan
corridor,
which
comprises
the
areas
of
pentagon,
city
and
crystal
city.
Q
Q
The
data
set
consists
of
responses
from
over
1300
households
over
2300
individuals
and
over
8
000
trips,
as
reported
but
by
the
survey
respondents.
So
what
makes
the
household
travel
survey
unique?
Is
this
travel
diary
component
wherein
each
individual
reports
all
the
trips
they
made
within
an
assigned?
24
hour
period,
so
basically
they
are
assigned
a
day.
So
this
data
set
contains
a
lot
of
information
on
many
topics.
There
are
demographic
characteristics
both
at
the
household
level
and
also
at
the
person
level.
Q
So
we
have
information
on
household
size,
reported
household
income
and
vehicle
ownership,
for
example,
there
are
also
very
detailed
information
on
travel
and
trips
taken,
such
as
for
both
commute
and
on
commute
trips.
There's
information
on
the
purpose
for
making
the
trip,
there's,
also
information,
the
location
where
the
trip
starts
and
ends,
and
also,
more
importantly,
the
mode
taken
for
a
certain
trip.
Q
There's
also
information
in
the
data
dataset
on
commit
assistance
services
as
it
was
available
and
used
by
employed
arlington
response
residents.
There's
also
new
topics
covered
that
reflects
the
changing
times.
For
example,
ride
hailing
is
now
included
as
a
travel
mode
option,
but
scooters
were
not
included
in
the
survey
next
slide.
Please
so
I'll
proceed
with
discussing
a
few
key
highlights
from
the
report.
Next
slide,
please.
Q
So
the
first
key
highlight
is
about
demographics.
Generally,
the
demographic
data
was
largely
stable,
but
I'd
like
to
highlight
some
notable
shifts.
First,
there
was
an
increase
in
the
share
of
arlington
households
who
report
an
income
of
a
hundred
thousand
dollars
or
more
in
this
latest
report.
65
percent
of
arlington
households
report
this
level
of
income,
which
is
up
from
47
previously,
that
was
10
years
ago.
Q
Q
So
the
next
key
highlight
I
like
to
discuss
is
about
the
mode
split.
We
see
from
the
data
that
arlington
residents
tend
to
drive
alone
less
compared
to
the
region,
as
you
can
see
in
the
chart
on
the
right.
Only
35
of
trips
made
by
arlington
residents
are
by
drive
alone
compared
to
60
in
the
region.
The
drive
alone
rate
actually
went
down
to
35,
since
it
was
at
40.
Previously,
we
can
also
see
from
the
data
that
arlington
residents
choose
modes
other
than
drive
alone
at
higher
rates
compared
to
the
region.
Q
For
example,
we
see
that
walk
trips
comprise
22
percent
of
all
trips
compared
to
only
eight
percent
regionally.
Also,
we
see
that
use
of
transit
outpaces
the
regional
level
metro
uses
at
eight
percent
and
bus
uses
at
two
percent
compared
to
only
three
percent
and
one
percent
respectively
for
the
region.
Bicycle
trips
are
also
double
the
read
rate
regionally
at
two
percent.
Q
So
the
next
set
of
results
is
about
trip
purpose.
As
I
mentioned
earlier,
the
survey
includes
questions
about
very
specific
travel
information,
one
of
which
is
about
trip
purpose
based
on
activity
at
destination.
So
not
surprisingly,
arlington
is
a
top
destination
among
residents,
largely
because
of
this
go
home
trips.
So
we
conducted
additional
analysis
on
this
wherein
we
excluded
this
go
home
trips
and
their
results
still
showed
that
arlington
was
still
the
top
trip
destination
for
arlington
residents.
In
fact,
53
percent
of
all
trips
made
by
arlington
residents
start
and
end
in
arlington
county.
Q
We
also
conducted
further
analysis
on
the
data
to
explore
what
were
the
top
most
for
trips
were,
depending
on
trip
purpose,
so
based
on
our
additional
analysis.
These
vary,
for
example,
the
results
show
that
transit
trips
tend
to
be
work
or
work
related
trips
for
drive
alone
trips.
These
tend
to
be
shopping,
errand
trips
and
also
some
work
or
work.
Q
Related
travel
walking,
trips
tend
to
be
eat
away
from
home
trips,
such
as
when
people
go
out
to
eat
or
go
to
restaurants,
and
lastly,
ride
hailing
makes
up
19
of
trips
to
the
airport
or
train
or
bus
terminals.
So
this
speaks
of
the
mode
choice
behind
the
certain
types
of
trips
among
arlington
residents.
Next
slide,
please.
Q
The
next
highlight
is
about
work
travel,
so,
as
I
mentioned
earlier,
this,
the
survey
asks
information
about
both
commute
and
non-commute
travel,
so
based
on
our
analysis,
drive
alone
is
the
top
mode
choice
for
work
trips.
However,
we'd
still
like
to
note
some
the
shares
for
non-sov
mode,
such
as
traveling
to
work
by
transit,
biking
and
walking.
Q
Q
We
also
conducted
additional
analysis
to
export
the
top
work
locations
by
mode
of
travel.
So
based
on
our
analysis,
we
found
out
that
for
those
who
drive
alone
to
work,
they
tend
to
drive
to
other
areas
in
virginia
such
as
fairfax
and
arlington.
Those
who
commu
those
who
use
transit
to
go
to
work.
The
top
destination
is
washington
dc
for
those
who
want
to
work.
They
also
they
work
in
arlington
and
then
those
who
buy
to
work
tend
to
work
in
washington
dc,
so
so
for
this
2017
to
2018
data.
Q
Q
So
the
last
set
of
results-
I'd
like
to
share
is
about
the
planning
areas
so,
based
on
the
data,
we
observed
that
there's
a
higher
level
of
transit
use
and
walking
in
rosslyn
boston
and
route
1
corridors.
So
these
are
the
transit
corridor
areas
in
arlington,
as
we
can
see
on
the
two
charts
on
the
slide.
The
chart
on
the
left
shows
higher
shares
of
trips
made
by
drive
alone
and
driver
ride,
with
others
for
trips
to
columbia,
bike,
charlington
and
other
areas
in
arlington.
Q
These
are
the
areas
that
are
outside
these
the
transit
corridor
areas
that
I
mentioned
earlier
and
then,
on
the
other
hand,
when
you
look
at
the
chart
on
the
right,
we
see
that
there
are
higher
levels
of
transit,
use
and
walking
for
trips
to
the
transit
corridor,
areas
of
rosslyn,
boston
and
route.
1..
um
I'd
just
like
to
point
out
that
route
one
again
covers
the
crystal
city
and
pentagon
city
areas
um
next
site,
please!
Q
So
this
concludes
the
presentation.
Thank
you
again
for
your
time.
I
think
we
have
demonstrated
like
what
type
of
information
we
can
get
from
this
very
robust
data
set.
We
are
able
to
observe
any
changes
in
demographics
and
also
any
differences
in
the
travel
behavior
for
arlington
county
in
general
and
from
within
the
planning
areas
in
arlington.
Q
B
N
Yes,
definitely
thank
you
appreciate
it.
Mr
mr
chairman,
uh
fantastic
presentation.
I
just
want
to
first
just
a
quick,
obviously
observation.
I
I'd
love
to
see
what
the
the
numbers
are,
the
pre-pandemic
and
and
pandemic
figures,
and
even
post
pandemic,
to
see
how
uh
travel
patterns
are
being
affected.
So
I'm
so
looking
forward
to
that.
I
really
enjoy
this
presentation
all
the
time.
N
R
Q
N
I
I
T
Q
U
Yeah
I
just
uh
wanted
to
associate
myself
with
commissioner
radovik's
comments.
um
I
was
shocked
at
how
little
the
bike
mode
share
increased
and
uh
would
also
kind
of
second,
the
idea
of
calling
for
much
more
bold
investments
in
the
bicycle
mode,
um
getting
us
possibly
closer
to
uh
to
to
our
goals,
um
and
then
I
also
just
wanted
to
commend
um
tasha
on
the
and
her
staff
on
the
work.
I
thought
it
was
excellent.
U
uh
I
always
like
we
need
this
kind
of
the
kind
of
information
to
to
be
able
to
make
holistic
planning
decisions.
One
question
I
have
for
you:
tasha
is
just
whether
there
are
any
other
data
sources
that
you
could
potentially
capture.
That
would
give
us
a
little
bit
more
regular
snapshot
than
than
on
a
decade
basis.
I'm
not
sure
if,
if
your
group
is
using,
you
know
maybe
strava,
maybe
that's
not
the
perfect
set,
but
there
are
a
number
of
other
mobility
data
sets
that
are
out
there.
U
Often
capturing
movements
and
interpolating
off
of
location-based
services,
off
of
phones
and
smart
devices
and
other
things
so
just
wanted
to
know.
If
you'd
looked
at
any
of
those
things
and-
and
I
think
arlington
probably
needs
something
more
current
than
uh
once
every
decade
to
be
able
to
make
the
decisions
that
we
need
to
make,
thank
you.
Q
um
We've
taken-
we've
done
some
analysis
brief
before
on
the
cabi
membership
data,
but
that
only
sheds
light
on
like
the
the
people
who
bike
around.
We
also
have
an
up
we're
also
currently
working
on
a
very
focused
arlington
residence
survey,
which
which
adds
like
um
which
talks
about
commute
data,
non-commute
travel
and
also
like
um
preference
preferences
and
satisfaction
for
transportation
services
available
in
arlington
county,
but
that's
also
still
in
the
works
in
terms
of
like
more
regular,
more
regular
data
sources.
Q
Most
of
the
regional
survey
efforts
are
spearheaded
by
cogs.
So,
as
I
mentioned
before,
the
more
um
the
ones
done
more
regularly
is
the
state
of
commute
report.
But
in
the
caveat
for
that,
it
only
covers
commute
travel.
So
we
like
how
people
travel
to
work,
but
at
least
it's
um
you
know,
data
that
refreshes
every
three
years,
so
the
last
one
we
have
for
that
is
2019,
and
I
believe
that
um
the
next
one
up
is
for
2022.
So
that
is
in
the
works,
and
we
should
be
seeing
something
like
relatively
soon.
B
B
Q
B
Thank
you
yeah.
I
live
for
this
data
um
and
uh
we
there
have
been
some
discussion
in
the
past.
I
don't
think
mobility
lab
has
ever
actually
done
it,
uh
but
there's
definite
interest
in
seeing
an
intercept
survey
in
arlington.
um
We
often
uh
come
to
loggerheads
with
our
business
community
and
often
we
feel
like
it's
because
they
don't
understand
where
their
customers
are
coming
from.
um
Is
there
perhaps
any
uh
any
movement
in
mobility
lab
in
doing
uh
that
sort
of
uh
data
collection?
B
Q
Yeah,
so
in
terms
of
having
an
intercept
survey
again
that
we
also
have
something
lined
up
it's
in
the
work
zone
and
surely
note
this
um
this
interest
for
this,
we'll
let
you
know
when
something
is
available
if
we
have
any
updates
to
it.
So
thanks
we're
excited
that
um
this
type
of
data
set
will
be
relevant
once
it's
made
available
thanks.
Q
B
All
right
uh
last
chance
to
raise
your
hand
if
you
have
uh
any
further
questions,
all
right,
seeing
none
uh
as
you
can
see.
uh
This
is
your
audience.
This
is
who
loves
uh
and
devours
your
reports
and
your
data.
uh
So
we
look
forward
to
seeing
you
again
in
the
future
and
uh
thank
you
for
your
presentation.
G
Our
project
manager,
john
kasak
um
fatima
of
gobare
and
our
external
affairs
group,
jay
garrett,
matt
weinstein,
with
maguire
woods
and
ken
wagner
with
draper
aiden.
So
here
tonight
to
provide
an
update
to
the
glebe
rebuild
project.
We
attended
a
meeting
with
your
commission
last
spring,
I
believe
just
about
a
year
ago,
and
so
tonight
is
really
just
to
provide
an
update
on
where
we
are
we're
about
to
start
construction
just
to
review
the
scope
of
work,
and
probably
most
interesting
to
your
group
here
tonight-
are
the
impacts
to
four
mile
run
trail.
G
But
if
you
do
have
any
other
questions
at
the
end
feel
free
to
ask
and
we
can
dive
into
more
details,
but
uh
just
starting
with
the
project
need.
So
there
were
a
few
different
factors
into
developing
this
project,
which
was
approved
by
the
virginia
state
corporation
commission.
In
2019
we
had
a
special
use,
permit
expiring.
G
Sorry
bridget
did
you
oh
sorry,
about
that.
Okay,
special
use
permit
was
expiring
in
the
city
of
alexandria
that
was
recently
extended
until
2026,
but
we
are
planning
to
build
a
new
underground
line
and
then
eventually
remove
the
existing
overhead
line,
which
will
take
care
of
that
special
use.
Permit
issue
because
we
will
remove
our
potomac
yard
transition
station
from
service
at
the
end
of
the
project.
G
G
The
existing
equipment
is
air
insulated
equipment
and
we'll
be
replacing
it
with
gas
inflated
equipment.
We
also
call
that
gis
and
that
will
allow
us
to
create
more
room
for
the
new
underground
lines
and
it's
better
technology,
and
it
will
allow
us
to
keep
operating
with
reliable
energy
in
the
area,
so
just
to
kind
of
review
for
the
need
we'll
be
one
converting
the
existing
substation,
which
you
see
over
here
kind
of
on
the
left
side
of
this
picture
here.
G
This
is
actually
a
screen
shot
of
our
project,
video
up
on
our
website
and
also
we
will
be
constructing
a
new
underground
line
which
you'll
see
here
in
this
yellow
dotted
line.
It
goes
from
the
gleeb
substation
over
to
potomac
yard
shopping
center
in
the
city
of
alexandria,
then
we
will
remove
the
existing
overhead
line
from
service,
which
you
see
right
here
and
that
runs
over
to
where
our
potomac
yard
transition
station
is
located
and
will
eventually
be
removed.
G
So
there
will
be
a
few
impacts
to
the
area.
Most
importantly,
there
will
be
impacts
to
for
my
run
trail,
but
also
on
the
city
of
alexandria
side.
There
will
be
a
big
launch
pit
for
our
micro
tunneling
operations
to
install
the
new
underground
line,
so
we
did
want
to
focus
on
the
impacts
to
four
mile
run
trail
with
you
all
tonight.
G
So
in
2021
we
presented
um
an
option
for
a
detour.
This
was
because
we
have
so
much
going
on
outside
the
substation
and
with
the
micro
tunneling.
We
knew
at
some
points
during
the
project.
We
would
have
to
close
the
trail
right
around
where
the
substation
is
located.
We
weren't
exactly
sure
how
long
that
would
be
and
when,
as
we
got
closer
to
finalizing
engineering,
we
discovered
that
it
would
be
very
challenging
to
keep
opening
and
closing
the
trail
around
that
area.
G
So
we
initially
presented
this
plan
that
you
see
here
to
arlington
county,
and
we
basically
said
that
we
would
need
to
close
this
for
four
years,
which
was
not
uh
received.
Well,
so
we
took
that
feedback
and
really
learned
how
important
this
trail
is,
and
we
worked
together
with
arlington
county
to
come
up
with
what
we
think
is
a
really
good
plan.
It's
a
big
improvement,
and
hopefully
you
all
will
see
that
as
well
in
just
the
next
few
slides.
G
But
what
we're
calling
this
new
plan
is
the
temporary
boardwalk
diversion
and
it
is
a
very
short
detour
that
allows
us
to
continue
working
on
the
project
without
having
to
worry
about
reopening
and
closing
and
all
of
the
communication.
That's
involved
with
that
and
just
making
sure
that
everyone
is
safe
when
they're
work
when
they're
passing
by
the
substation,
and
that
our
crews
can
focus
on
completing
the
project
on
time,
which
is
very
important.
G
So
this
new
boardwalk
detour
reduces
the
duration
of
a
longer
detour
from
four
years
to
about
10
months,
and
those
10
months
would
be
split
into
two
different
parts.
So,
basically,
the
only
two
pieces
where
we
would
need
to
use
a
longer
detour
would
be
when
we
installed
the
boardwalk,
which
we're
hoping
to
do
this
summer
would
take
about
four
months
and
then
at
the
end
of
the
project
in
2025,
when
we
removed
the
boardwalk
and
overhead
line
from
service.
So
that
would
be
about
six
months.
G
So
just
kind
of
summarizing
what
those
closures
would
mean,
we're
hoping
that
we
can
get
the
approvals
to
go
ahead
and
start
the
boardwalk
installation
in
may,
which
is
coming
up
soon.
So
we
wanted
to
make
sure
that
we
were
able
to
present
this
to
you
all
before
uh
before
we
start
the
project,
but
we're
hoping
that
this
would
take
only
four
months
and
while
we're
closing
it,
we
would
like
to
also
perform
some
overhead
line
work.
G
So
then,
once
the
boardwalk
is
installed,
we
would
have
about
two
and
a
half
years
where
that
would
be
in
place
and
there
would
be
no
other
impacts
to
the
trail
and
then
at
the
end
of
the
project.
We
would
need
to
remove
that
and
then
remove
the
overhead
line
work.
We
would
not
be
able
to
have
anyone
traveling
under
the
overhead
line
while
we're
performing
that
work
anyway.
So
it
kind
of
works
out
to
do
that.
At
the
same
time,.
G
But
now
moving
on
to
some
of
the
plans,
I'm
sure
you're
curious
to
know
what
the
boardwalk
may
look
like
I'll
start
here,
with
just
an
overview
of
what
you're
looking
at
on
the
right
is
our
glee
substation,
and
the
blue
line
would
be
kind
of
where
that
boardwalk
diversion
is
so.
You
can
really
see
how
close
the
trail
is
to
our
substation
and
how
we
really
need
every
inch
we
can
get
in
the
substation.
G
You'll
also
see
this
these
two
lines
here
where
the
micro
tunneling
path
will
be,
and
then
the
receiving
pit,
but
really
this
is
just
to
show
there's
a
lot
going
on
at
the
substation.
It's
not
just
installing
the
new
underground
line.
We
have
a
lot
of
work
that
will
be
taking
place
in
the
substation
and
it's
just
good
to
have
as
much
space
as
we
can
and
keep
the
traffic
moving
and
just
get
everything
out
of
the
way
so
that
everyone
can
remain
safe.
G
G
T
Yes,
um
basically,
this
will
be
a
board
boardwalk.
That
will
be
right,
above
the
mean
water
elevation
of
the
four
mile
run,
and
it
will
be
directly
adjacent
to
the
asphalt
trail.
The
asphalt
trail
is
in
this
area
right
here
and
then
um
we
have
the
boardwalk,
and
then
we
have
a
smooth
transition
of
asphalt
that
sort
of
ties
in
the
boardwalk
and
that
sort
of
gives
really
the
construction
sort
of
the
elbow
room
that
it
needs
when
they're
doing
the
the
launch
pit
and
the
big
gis
building
that
will
be
in
the
substation
area.
T
The
next
slide,
if
you
want
to,
is
sort
of
like
the
cross
section
of
how
it
is
so.
Basically,
if
you're
familiar
with
the
area
you
can
see,
we
are
just
sitting
right
outside
the
gabian
wall
on
the
rip
rap
bank,
um
and
you
can
see
we
have
um
a
good
distance
from
the
water
elevation
and
we've
worked
with
floodway
folks
in
the
area
and
have
all
the
they've
studied
this
against
the
new
and
adjusted
flood
plains
in
the
area,
and
we
are
still
in
below
that
elevation.
G
Again,
thank
you,
so
this
next
slide
shows
just
an
example
of
something
similar.
This
is
not
exact,
but
just
picture
this
with
railings
on
both
sides
and
here's.
Some
of
the
quick
facts
over
here,
but,
most
importantly,
the
boardwalk
will
closely
match
the
existing
grade
of
the
trail
and
will
make
it
as
easy
to
enter
and
exit
the
boardwalk
as
possible.
G
And
basically
have
another
lane
that
would
allow
bike
users
to
be
able
to
come
up,
richmond,
highway,
glebe
and
then
ead
street
and
on
the
right
here
is,
is
basically
just
showing
how
narrow
this
is
along
glebe
road
and
how
we
have
distribution
poles
that
are
in
the
middle.
So
if
someone
were
to
take
their
bike
and
try
to
ride
along
here,
that
could
be
very
dangerous.
G
So
here's
just
another
quick
overview
of
the
other
alternative
detour
that
we
are
looking
into
and
if
we
do
receive
approval
before
may,
then
we
will
move
forward
with
this
plan.
However,
our
plan
that
we
have
submitted
is
this
plan.
This
plan
here
a
little
bit
longer,
but
still
an
improvement
to
the
initial
plan
that
we
presented.
T
Yeah
I
just
yeah-
I
want
to
just
describe
it
that
basically,
what
we
looked
at
was
basically
closing
the
one
lane
on
glebe
road
in
one
lane
on
richmond
highway
in
the
area
that
has
sort
of
the
the
yellow
dash
and
the
arrows
on,
and
that
would
be
uh
barricaded
off
and
basically,
we've
reached
out
to
get
a
traffic
study.
I
would
say
that
it's
about
85
percent,
complete
they
have
all
the
numbers
run.
T
They
have
the
signals
analyzed
and
now
they're,
just
looking
at
the
data
sort
of
getting
it
to
see
what
the
impacts
would
be.
You
know
if
you
did
take
that
one
lane
away
from
the
vehicle
traffic
and
then
that
sort
of
gives
vdots
the
ability
to
look
at
that
to
see
if
that
is
a
safe
and
good
use
and
does
not
inhibit
the
traffic
that
moves
through
the
area
and
uh
really
the
reason
for
the
more
recent
um
traffic
numbers
is
because
of
we.
T
um
And
really
we
have
that
um
study
sort
of,
like
I
said,
85
percent
complete,
but
at
the
same
time
we
also
took
um
the
long
detour
um
crosses
um
the
mount
vernon
bridge
and
we
also
looked
at
the
traffic
on
mount
vernon
to
see.
If
you
know
it
could
be
done
there,
also
possibly
taking
one
of
the
northbound
lanes
off
of
uh
mount
vernon
boulevard
and
see
what
that
does
to
the
traffic
to
see
if
that
is
also
a
viable
option.
T
G
So,
just
to
clarify
we're
still
moving
forward
with
the
plan
that
we
submitted,
but
also
trying
to
get
all
the
data
that
we
need
over
to
vdot,
to
see
if
they
will
consider
this
shorter
detour.
So
while
we
don't
know
which
option
it
will
be
yet
we
recognize
that
there
is
not
a
ton
of
time
until
we
need
to
make
a
decision
and
just
move
forward
and
begin
um
the
project.
So
we
wanted
to
make
sure
that
everyone
was
kind
of
aware
of
both
of
the
options,
uh
whichever
one
we
land
on.
G
We
will
let
you
know
as
soon
as
we
know,
but
just
wanted
to
kind
of
wrap
up
with
a
high
level
timeline.
So
right
now
we're
kind
of
preparing
the
bid
process.
We're
really
ramping
up
to
do
some
community
outreach
before
we
begin
construction,
and
we
do
have
a
community
meeting
scheduled
for
may
4th,
which
I'll
share
on
the
next
slide,
if
you're
interested
in
joining.
G
So
if
you
do
have
more
questions-
and
you
want
to
learn
more
at
our
community
meeting,
this
will
be
available
to
dial
into
from
our
website.
Dominionenergy.Com
we'll
also
record
the
meeting
if
you're
unable
to
make
it.
We
also
have,
as
I
mentioned
before,
our
video
that
shows
exactly
how
we'll
be
constructing
the
project.
So
if
you
hadn't
had
a
chance
to
take
a
look
at
that,
I
think
you'll
find
that
very
interesting
to
see
how
micro
tunneling
is
performed.
G
B
All
right
hearing
nothing
else
from
your
team,
I'm
gonna
assume
we
can
jump
into
questions
or
comments
here.
um
Thanks
for
the
the
update,
this
is
much
better
than
the
four-year
closure
plan
um
really
appreciate
the
work
that
the
team
has
done,
um
the
longer
the
longer
detour
is
kind
of
a
known
one.
um
I
feel
like
we've
had
some
closures
on
this
portion
of
the
four
mile
run
trail
before
and
had
to
go
over
to
the
alexandria
side.
um
So
it's
not
unknown.
um
It's
not
really
a
big
deal
for
bikes.
B
B
It's
the
the
morally
correct
way
uh
to
kind
of
provide
a
uh
as
direct
direct
as
possible,
a
detour,
um
especially
if
it's
just
gonna
be
for
for
10
months,
while
the
boardwalk
gets
put
in
and
out
or
whatever
um
so
uh
yeah
great
to
see,
um
I
will
say
I
think
I
kind
of
a
question.
I
know
we
uh
we're
having
some
issues
with
the
mount
vernon
avenue
bridge.
uh
It's
uh
slowly,
decaying
and
falling
apart
as
the
west
gleep
road
bridge
is,
um
and
we've
had
some
potential
closures
there.
B
um
If
that's
going
to
be
a
big
part
of
the
detour
plan,
um
we
need
to
to
make
sure
that
that's
going
to
be
able
to
uh
just
to
uh
to
do
the
work
we
needed
to
do,
um
and
I
will
say
we
have.
uh
We
have
that
sidewalk
on
the
mount
vernon
avenue
bridge
is
tight
and
we've
put
jersey
barriers.
I
think
in
the
past,
to
sort
of
uh
make
it
feel
a
little
less
exposed
when
you're
biking
across
that
sidewalk.
G
Yes,
I
believe
we
have
heard
some
feedback
about
creating
some
type
of
barrier.
If
that
is
indeed
what
we
end
up
moving
forward
with,
um
you
know
whatever
helps
people
feeling
comfortable
while,
while
they're
biking,
I
think
we
would
be
open
to
that,
but
we
have
heard
about
the
project
on
the
bridge,
so
uh
maybe
that
is
something
that
we've
been
considering
too.
G
So,
ultimately,
I
think
it
will,
just
you
know,
depend
on
the
data
that
we
receive
from
the
traffic
study,
but
we
really
want
to
find
something
that
is,
you
know,
livable
for
trail
users.
We
know
that
this
is
important
and
luckily
it's
only
a
few
months
of
the
time.
So
you
know
the
worst
case.
I
think
that
we
have
improved
the
plan
and
uh
just
move
moving
forward
with
the
project
is,
is
important
for
us
and
it's
our
obligation
to
meet
our
deadline
to
the
virginia
state
corporation
commission.
G
Yeah,
I
think
that
our
project
team
would
agree
with
me
if,
if
we
are
to
move
forward
with
the
plan
that
we've
submitted
in
our
mot
and
if
plants
change
or
something
happens
with
the
bridge,
you
know
for
the
second
closure
in
2025.
We
have
time
to
you,
know,
work
on
that
plan.
If
that
is
needed,
so
you
know
we're
it's,
it
doesn't
have
to
be
set
in
stone.
We
can
work
through
some
of
those
things
as
well.
T
I
I
You
know,
but
this
is
a
route
that
that
I
know
quite
well,
because
I
I
bike
it
pretty
much
every
day
and
I
cut
into
pentagon
city
and
crystal
city
on
that
and
uh
about
last
week
there
were
old
dominion,
trucks
out
there
completely
blocking
that
route,
and
I
kind
of
panicked.
I
thought
this
was
beginning
earlier
than
anticipated,
and
then
they
were
there
another
day,
but
they
left
a
little
uh
space
and
cones
for
bikes
to
get
by
it
doesn't
require
a
lot
of
space.
I
I
mean,
I
know
you're
going
to
have
heavy
equipment
out
there
and
a
lot
of
uh
and
a
lot
of
concerns,
but
whether
it
be
possible
to
uh
just
in
no
matter
what
scenario
works
out
to
have
a
little
bit
of
uh
space
uh
dedicated
uh
for
bikes,
and
you
know
joggers
or
some
like
six
feet.
I
mean
whatever
to
for
people
to
get
through
on
southeast.
T
T
That
is
supposed
to
be
open
at
all
times
to
keep
that
bikeway
open.
So
you
can
do
that
um
and
it
should
be
maintained.
The
whole
length
of
the
job
and
the
closure
that
you
experienced
last
week
was
um
sort
of
an
anomaly
because
they
had
a
tension,
wire
come
loose
and
that's
why
they
had
to
sort
of
protect
that
area
a
little
more.
I
B
B
T
B
A
Thank
you
so
next
on
the
agenda,
we
have
two
taxi
items.
They
are
separate
action
items,
but
our
presenter
angie
de
la
barrera
will
present
them
together
and
then,
after
that,
so
present
one
and
then
the
other
will
hear
the
speaker
comment,
since
some
of
them
wanted
to
speak
on
both.
So
with
that
I'll
turn
it
over
to
you.
R
This
temporary
research
chart
is
under
section
25.1-16g
adjustments
and
rates
of
fair
under
the
taxi
cap
or
the
taxi
cab
industry
is
requesting
a
temporary
one
dollar
surcharge
per
trip
for
six
months,
starting
june
1st
2022
to
help
alleviate
gas
prices
county
board.
Approval
is
required
for
this
action.
As
some
of
you
know,
the
taxi
cab
industry
rate
of
fare
analysis
happens
on
a
biennial
basis.
The
next
fair
rate
analysis
will
be
next
year.
R
As
you
can
see,
there
was
a
huge
spike
since
the
end
of
february.
Due
to
the
global
unrest,
but
also
to
point
out
that
the
increase
started
happening
uh
since
for
the
last
past
year,
in
other
words,
uh
comparing
march
14
prices
of
4.49
in
the
dc
region,
prices
of
gas
have
climbed
over
three
months
six
months
in
a
whole
year
over
one
dollar.
Each
time.
R
So
the
county
manager
is
recommending
a
temporary
one
dollar
surcharge
per
trip
under
chapter
25.1
of
the
arlington
county
code,
25.1-16
g,
there
will
be
physical
impacts
to
the
surcharge.
The
start
program
that
transports
people
with
disabilities
could
see
an
additional
23
000
in
expenses,
dhs
and
dpr
departments,
the
department
of
human
services
in
the
department
of
parks
and
recs
use,
taxicabs
to
transport
clients
to
schools,
visitations
enrichment
programs,
job
training
and
medical
appointments.
The
departments
estimate
a
cost
of
14
000
in
additional
expenses.
R
R
Presentation
mode
for
background,
this
proposed
change
is
under
section
25.1-20
of
the
county
code
relating
to
the
age
of
taxicab
vehicles.
The
current
code
states
that
vehicles
have
been
have
to
be
retired
once
they
hit
10
model
years.
The
industry
is
requesting
an
extension
to
12
years.
Nearby
jurisdictions
are
also
in
the
10
years
for
most
most
of
them,
but
comparing
to
tnc
requirements
for
virginia
that
are
posted
under
websites,
uber
requires
15
years
or
newer
and
lyft
requires
16
years
or
newer.
R
R
The
response
is
how
to
attract
drivers
by
leveling
the
playing
field
with
tnc's,
the
transportation
network,
companies,
uber
and
lyft.
The
proposal
will
give
incentives
to
consider
purchasing
a
wheelchair
vehicle
and
assist
people
with
disabilities.
Increase
access
to
rise
also
provides
an
incentive
to
purchase
hybrid,
plug-in,
hybrid
and
or
electric
vehicles
to
achieve
environmental
goals.
All
vehicles
in
virginia
have
to
pass
a
safety
and
emissions
inspection.
R
Make
available
for
review
by
the
hack
office
or
police
at
any
time?
In
addition,
in
the
like
tnc's
the
cat,
the
hack
office
can
request
to
inspect
a
taxi
cap
at
any
time.
At
his
request
detected
2ma
can
we
can
reject
vehicles
if
they're,
not
safe
and
also
unlike
tnc's,
the
taxi
cab
ordinance
has
in
this
code.
The
vehicle
needs
to
pass
a
safety
inspection
60
days
prior
to
placing
this
vehicle
into
service,
guaranteeing
that
the
vehicle
is
safe
for
the
public.
A
A
V
Okay,
thank
you
very
much
um
to
the
commissioners.
uh
My
name
is
margarite
reed
goodin
and
I'm
speaking
on
behalf
of
my
90
year
old,
dad
hartman
reed,
who
is
the
owner
of
crown
cab
company,
which
is
one
of
the
two
minority
owned
cab
companies
in
arlington,
also
we're
one
of
the
smallest
cab
companies
in
arlington,
um
most
of
our
90
of
our
um
cabs
and
our
owner.
V
Our
owner
drivers
have
endured
an
extreme
financial
challenges
since
the
covet
shutdown
in
march
of
2020
after
18
months,
practically
having
no
income
from
taxi
service,
they
returned
to
service
only
to
be
challenged
with
extraordinarily
high
gas
prices
and
a
dramatic
increase
in
the
cost
of
living.
Our
taxi
industry
as
a
whole
has
been
ravaged
by
the
unregulated
uber
lyft
rideshare
businesses.
V
V
We
recommend
recognize
our
crown
owners
as
essential
workers
in
the
arlington
transportation
service
industry,
and
they
deserve
to
be
fairly
compensated
for
their
service.
Providing
opportunities
to
keep
their
vehicles
longer
will
also
help
during
this
recovery
period.
The
current
national
economic
struggles
have
added
another
devastating
challenge
to
our
taxi
industry.
A
V
Vehicles
has
increased
exponentially
and
the
availability
of
used
vehicles
has
greatly
diminished.
Therefore,
extending
the
years
for
the
use
of
our
vehicles
will
definitely
um
provide
some
relief.
Lastly,
my
dad
acquired
crown
cab
in
1974
and
he
was
a
driver.
Then
he
wanted
the
company
to
be
a
company
that
provided
opportunities
for
people
to
make
a
living.
V
F
W
W
I
think
the
staff
report
well
illustrated
the
impact
that
these
drivers
are
feeling
and
we
strongly
urge
the
approval
of
the
one
dollar
per
trip
surcharge
in
order
to
offset
that
cost.
uh
It's
important
for
me
probably
to
note
that
that
surcharge
is
intended
for
the
drivers.
It
goes
in
their
pockets.
It's
not
shared
with
the
company
on
in
any
way.
um
It's
critically
important
to
uh
you
know
to
these
struggling
drivers
in
terms
of
the
vehicle
age
amendments.
uh
We
also
support
that.
W
I
can
speak
a
little
more
authoritatively
on
on
the
question
of
the
life
span
and
the
maintenance
of
of
the
vehicles,
because
our
company
does
own
a
significant
portion
of
its
vehicles
about
fifty
percent
company
owned
fifty
percent
driver
owned.
um
At
this
point,
um
we've
seen
as
as
since
the
age
of
vehicles
was
increased
uh
from
a
seven
year
maximum
to
a
ten
year
maximum.
W
um
That's
in
large
part
because
of
our
outstanding
preventive
maintenance
program
in
the
case
of
our
drivers,
they
who
own
their
vehicles
it's
their,
it's
it's
their
tools,
they
take
very.
They
take
extremely
good
care
of
it.
um
We
believe
that
the
additional
age
of
uh
age
limit
of
15
years
for
wheelchair,
accessible
vehicles,
which
are
very
critical
to
a
significant
percentage
of
riders
in
arlington
or
hybrid
plug-in,
hybrid
or
electric,
more
efficient
electric
vehicles,
as
is
warranted
by,
uh
as
the
previous
speaker,
noted,
the
incredible
increase
in
cost.
B
R
Well,
let's
make
a
new
amendment
if
we
need
to
go
further,
but
actually
gas
prices
have
gone
up,
since
I
shown
that
charge
for
over
a
year,
not
just
through
this
uh
global
unrest
period.
So
at
least,
let's
say
by
tomorrow,
gas
prices
drop
but
at
least
they
had
had.
You
know
over
a
year
where
they've
been
paying
over
a
dollar,
so
at
least
the
six
months
will
help
them
recuperate.
X
X
I
can
hear
you
a
little
bit
all
right.
Great
great
great.
I
mean
I've
listened
to
charlie,
I've
listened
to
marguerite
and
they
both
employed.
Me
just
spoke
on
behalf
of
friendly
cab.
um
We
we
agree
on
on
this
surcharge,
the
one
dollar
surcharge.
We
also
always
stand
that
the
price
of
the
vehicles
are.
X
um
The
price
of
the
cars
are
extremely
high
right
now.
This
amendment
is
is
basically
for
the
drivers
themselves.
Our
drivers
are
our
our
clients.
Our
partners
in
this
business
have
been
suffering
um
time
and
time
to
get
in
with
the
uber
and
the
left
and
now,
but
the
the
way
that
economic
uh
climate
is
in
in
this
area.
X
B
B
um
In
the
interests
of
uh
saving
everyone,
time
and
energy,
would
staff
be
okay,
with
and
or
supportive
of
the
commission
going
ahead
and
recommending
both
that
advertisements
get
placed
and
also
to
go
ahead
and
recommend
its
adoption
at
that
public
hearing,
so
that
you
don't
have
to
come
back
to
transportation.
Commission
a
second
time
great
that
works.
F
B
Great
um
then,
I
think
we
will
do
two
different
motions,
since
it
was
two
different
agenda
items,
um
so
I
will
move
that
the
transportation
commission
uh
recommend
off
uh
advertisement
of
a
recommended.
The
county
board
authorized
advertisement
of
a
public
hearing
uh
to
consider
a
temporary
one
dollar
surcharge,
uh
as
outlined
in
our
draft
board
report
and,
furthermore,
that
the
transportation
commission
recommend
adoption
of
that
one
dollar
temporary
surcharge,
as
outlined
in
our
draft
board
report.
B
I
J
B
J
B
B
A
Y
Y
This
slide
shows
the
three
main
phases
of
growth
in
phase
one
released
and
renovated
over
850
000
square
feet
of
office
space
in
crystal
city
phase.
Two
is
our
met
park
project,
which
consists
of
two
leed
platinum
buildings,
as
well
as
2.5
acres
of
new
and
renovated
public
park,
space
scheduled
to
open
in
2023
and
phase
three
is
penn
place,
which
includes
an
additional
three
leed
platinum
buildings,
the
unique
helix
building
and
generous
public
open
spaces,
along
with
retail
restaurants,
a
child
care
facility
and
community
high
school
tonight.
Y
Y
M
Thanks
joe,
so
I'd
like
to
start
by
acknowledging
the
long
and
useful
legacy
of
urban
planning
related
to
the
site,
the
county
staff,
with
community
input
essentially
created
the
guideposts
we
used
to
evolve
the
master
plan.
In
particular,
the
recent
pentagon
city
plan
has
had
consequential
impacts
on
the
penn
place.
Design
from
the
beginning.
Our
intent
for
penn
place
has
been
to
contribute
to
community
and
be
seen
as
an
integral
part
of
the
neighborhood,
rather
than
as
a
separate
campus.
M
This
meant
making
appropriate
connections
back
into
the
cityscape
and
ensuring
that
the
site
was
as
welcoming
to
the
public
as
the
employees,
which
included
embracing
nature.
As
part
of
the
project
story
very
early,
we
recognized
an
opportunity
to
break
up
the
large
block
by
creating
new
connections
at
mid-block
where
we
could
align
with
existing
streets
our
driveways,
so
we
proposed
new
signalized
intersections
with
pedestrian
crosswalks
that
connect
with
the
interior
pathways
of
penn
place
on
the
left.
M
You
see
where
the
vehicles
come
into
the
site,
three
intersections
that
include
vehicular
entries
to
the
underground
garage
and
one
of
those
the
one
from
army
navy
was
it
was.
There
was
a
key
early
decision
to
place
all
loading
facilities
in
a
centralized
underground
location,
one
of
the
biggest
benefits
of
this
move,
with
the
ability
to
replace
the
asphalt
of
streets
with
additional
landscaping
and
safe
through
block
corridors
for
pedestrians
and
multi
multimodal
devices
a
few
factoids
about
the
project
has
it
evolved.
M
The
total
office
area
is
a
little
less
than
2.77
million
square
feet
and
the
shared
helix
amenity
building
is
another
392
000
square
feet,
with
additional
square
footage
for
retail
child
care
and,
more
recently,
the
arlington
community
high
school
over
the
last
year,
our
public
space
easement
has
actually
grown
from
2.0
to
2.75
acres,
with
underground
parking
for
1980
cars
and
ample
loading
capability,
and
just
to
mention.
This
is
sustainability
that
we
are
looking
to
be
lead
platinum
with
this
project.
But
I'll
talk
a
little
more
about
sustainability.
Later.
M
After
committing
to
these
initial
transportation
improvements,
we
entered
the
lrpc
sprc
and
public
space
entitlement
processes
and
began
weekly
reviews
of
the
design
with
arlington
county
staff.
These
engagements
resulted
in
significant
modifications
and
improvements
to
the
project
design.
I
want
to
share
a
few
key
examples
of
these
changes.
M
All
four
sides
of
the
site
have
entries,
but
we
think
of
12th
street
as
the
front
door.
We
anticipate
the
highest
volume
of
pedestrian
traffic
from
metro
buses
and
the
surrounding
neighborhood
to
be
coming
from
12th.
Our
intent
is
for
the
property
to
be
welcoming
to
community
from
all
sides,
but
particularly
at
this
front
door.
M
M
Z
Z
Pedestrian
access
was
a
primary
focus
of
the
design.
The
graphic
on
the
right
shows
the
pedestrian
access
points
and
building
entries
throughout
the
site.
There's
easy,
accessible,
pedestrian
access
from
all
corners
of
the
site
and
major
intersections
building
lobbies
shown
here
in
light,
yellow,
are
located
along
the
perimeter
or
front
onto
the
park.
The
child
care
and
arlington
community
high
school
space
in
t3
both
have
access
off
of
fern
street
and
there
are
multiple
retail
entrances
around
the
site.
Z
A
long-term
long-term
bike
parking
spaces
will
be
located
at
the
ground
level,
allowing
cyclists
to
roll
directly
into
the
indoor
bike
parking
rooms,
adjacent
to
building
lobbies,
significantly
more
long-term
bike,
bicycle
parking,
spaces,
showers
and
lockers
are
being
provided
than
are
required.
The
graphic
on
the
right
also
shows
the
short-term
bike
parking
areas
in
in
the
yellow
diodes
there
that
will
be
located
throughout
the
site
with
bike
repair
stations
also
proposed
adjacent
to
the
multimodal
path
at
both
fern
and
needs.
Z
Z
All
three
towers,
plus
the
helix
retail
and
community
spaces,
will
be
served
by
a
centralized
below
grade
loading
facility,
which
will
be
accessed
by
a
single
curb
cut
on
army
navy
drive.
The
entire
loading
facility
will
be
accommodated
below
grade
and
will
not
be
visible
from
the
street.
The
loading
dock
will
accommodate
six
vans
and
seven
trucks,
including
tractor
trailers.
Z
A
centralized,
below-grade
garage
will
provide
parking
for
the
entire
site.
There
will
be
three
garage
access
points
along
south
fern
army,
navy
drive
and
south
ead
street
with
a
traffic
signal
at
each.
The
signals
will
help
serve
the
vehicular
flow
into
and
out
of
the
garage
and
will
also
provide
opportunities
for
civilized
pedestrian
crossings,
particularly
at
fern
and
eads,
where
they
are
anticipated
to
be
significant
pedestrian
volumes.
The
below
great
garage
will
be
connected,
so
you're
able
to
enter
and
exit
at
different
access
points.
Z
For
example,
if
you
enter
the
garage
from
aids,
you
can
exit
via
fern
or
army
navy
and
vice
versa.
The
gate
controls
are
located
below
grade
at
the
entrance
to
the
parking
area
to
minimize
potential
for
queuing
of
inbound
vehicles
at
the
street
level
and
to
provide
queuing
space
for
outbound
vehicles
resulting
in
fewer
conflicts
with
the
traffic
signal
operations.
Z
So
this
slide
provides
a
comparison
of
the
proposed
pin
plane
placed
the
previously
approved
plan
from
2013..
As
shown
the
program
has
changed
and
the
centralized
loading
dock
and
consolidated
garage
access
points
have
reduced
the
number
of
curb
cuts
from
nine
down
to
three.
This
includes
reducing
the
reducing
the
number
of
garage
entries
from
six
to
three
and
loading
doors
from
six
stores
at
grade
to
one
shared
entry
grade.
The
total
number
of
proposed
parking
spaces
is
similar
between
the
two
plans
and
the
number
of
trips
generated
is
comparable.
Z
The
30,
auto
mode
split
for
office
is
consistent
with
arlington
county
guidance
and
is
based
on
original
scoping
discussions
for
the
mmta,
however,
with
just
over
1800
proposed
parking
spaces
for
office
and
an
employee
count
of
twelve
thousand
five
hundred.
This
results
in
roughly
one
space
for
per
every
six
to
seven
employees.
Z
A
vissum
analysis
was
prepared
for
the
site,
which
is
a
much
much
more
robust
micro
simulation
tool
than
is
typically
performed
for
mmtas.
In
this
case,
given
the
multimodal
nature
of
the
site,
the
proximity
to
the
transit
way
along
12th
street
and
other
plan
improvements
underway
near
the
site.
The
county
requested
visum
is
the
preferred
tool
to
analyze
the
surrounding
street
network.
The
study
area
for
the
visa
analysis
includes
20
intersections,
as
shown
in
the
graphic
on
the
right.
Z
The
analysis
identifies
signal
timing,
adjustments
at
nine
intersections
shown
in
blue
modification
to
both
signal
phasing
patterns
and
timing
changes
at
seven
intersections,
which
are
shown
in
green
and
re-striping
at
eight
intersections
shown
in
orange.
The
model
also
reflects
the
relocation
of
the
bus,
stop
on
southeast
street
shown
in
yellow
and
the
new
buy
facilities
planned
for
army
navy,
fern
and
eads,
which
is
shown
with
the
purple
line.
Z
The
proposed
parking
ratios
for
the
site
will
include
an
office
ratio
of
one
space
per
1510
and
a
retail
ratio
of
one
space
per
1125,
which
includes
child
care
and
community
uses
consistent
with
metpark
daily
single
occupancy
vehicles
will
have
the
highest
out-of-pocket
commuting
costs
and
employees
will
be
encouraged
to
use
alternate
modes.
For
example,
employees
will
receive
the
monthly
computer
benefit
for
transit,
carpool
will
be
incentivized
and
vandal
parking
will
be
free
of
charge
and
employees
will
be
charged
for
parking.
Z
S
uh
Again,
my
name
is
joanne
gabor
with
des
my
presentation
has
gotten
shorter
and
shorter,
as
the
evening
has
gone
on,
I'm
going
to
try
and
not
not
not
repeat
anything
the
applicant
has
so
what
we
are
looking
at
right
now
is
the
pen
place
site
plan.
We
are
doing
a
pdsp
amendment,
a
site
plan
amendment
and
we
have
a
couple
use
permits
for
the
penn
place
site.
This
will
be
site
plan
number
105-7.
S
Specifically,
we
are
amending
site
plan,
105
sp7,
to
discontinue
the
hotel
use.
We
are
amending
the
site
plan,
105
pdsp,
pending
on
city
phase
development
site
plan
for
parcel
1d.
We
are
amending
site
plan,
105
sp7
for
the
development
of
penn
place
and
we
are
approving
two
use
permits,
one
for
the
public
park
and
one
for
the
public
high
school.
S
As
was
indicated,
the
site
is
in
pentagon
city,
it
is
on
the
border
of
the
pentagon,
city
sector
plan
area
and
the
crystal
city
sector
plan
area.
Each
street
is
the
delineation
of
this
area.
It
actually
is
adjacent
to
three
county
projects
that
will
be
constructed.
At
the
same
time,
we
have
the
army
navy,
drive
complete
street
project
north
of
the
site.
S
We
have
the
12th
street
transway
project
south
of
the
site,
and
then
we
have
the
ead
street
project
and
the
new
park
that
we
that
will
be
built
on
the
east
side
as
the
applicant
did
discuss.
There
are
a
multitude
of
transportation
improvements
being
complete
with
this
development
and
I'm
not
going
to
repeat
anything
that
they
said.
Suffice
it
to
say
everything
they
said
is
uh
supported
by
staff.
um
I
did
want
to
talk
about
how
this
does
align
with
the
pentagon
city
sector
plan
that
was
adopted
in
february.
S
There
was
a
potential
bike
network
map
that
is
in
the
pentagon
city
sector
plan.
I
have
circled
the
area
here
in
red
and
what
you
will
see
is
the
blue
solid
lines
where
planned
bicycle
facilities
are
proposed.
This
is
on
eid
street,
which
the
applicant
is
providing.
You'll
also
see
here
on
dash
lines
on
fern
street.
This
is
the
area
for
potential
bike
facilities,
and
that
again,
is
something
the
applicant
is
providing
on
fern
street
in
the
north
and
the
southbound
uh
direction.
S
You
can
also
see
through
the
middle
here
while
we
do
not
have
any
internal
streets
for
vehicular
use.
We
do
have
this
15
foot
wide,
multimodal
path
that
will
be
able
to
be
used
by
bicyclists
pedestrians
and
scooter
users.
This
is
not
intended
for
high
speed
bicycling
more
for
the
slow
moving
folks
who
want
to
get
through
the
site
go
somewhere
to
the
site,
since
they
will
be
mixing
with
the
other
modes
and
again
we
have
army
navy
drive
with
the
bicycle
facilities
that
are
being
completed
along
the
complete
street
project.
S
In
addition,
part
of
the
pentagon
city
sector
plan
is
the
green
ribbon
element.
This
is
basically
stitching
together
the
areas
um
through
pedestrian
and
bicycle
tests
that
are
not
um
for
vehicles,
and
so
again
you
can
see
here
in
the
the
green,
solid
dots
is
where
the
green
ribbon
wants
to
be.
So
it
is
that
east-west
path
that
15-foot
wide
path
that
we
were
just
referring
to
through
the
site.
S
You
can
also
see
we
have
the
smaller
dots
here
that
goes
south
to
where
12th
street
and
elm
street
intersect,
and
then
also
we
have
the
dots
here.
All
the
way
up
to
army
navy
drive.
So
while
we
do
not
have
those
internal
streets
or
vehicles,
we
do
have
an
east-west
north-south
connection
for
all
the
active
transportation
users
and
we
do
have
the
runnels
on
the
staircases
on
that
northern
portion.
In
addition
to
the
ramping,
so
everyone
can
use
the
um
everyone.
S
Can
access
army
navy
drive
if
they
want
to
use
the
ramp
if
they
want
to
use
a
stair
or
they
want
to
use
the
rental
other
proposed
features
again.
The
applicant
mentioned,
and
I'm
just
going
to
touch
on
is
the
build
out
in
conveyance
of
the
community
facility,
the
arlington
community
high
school.
They
are
designing,
building
and
maintaining
approximately
2.75
acre
public
park.
They
are
doing
contributions
to
affordable
housing.
S
The
child
care
center
will
be
available
to
the
general
public
transportation
improvements,
as
we
have
discussed,
public
art
funding,
contribution
or
on-site
public
art
and
sustainable
design
elements.
There
are
some
zoning
modifications
they
are
requesting.
So
we
have
the
exclusions
for
gross
floor
area
for
below
grade
storage,
air
shafts
area
open
to
below
the
parking
ratio,
as
would
discuss
the
pentagon.
S
The
driveway
aprons
are
slightly
larger
than
30
feet.
This
is
due
to
some
of
the
driveways
trying
to
accommodate
that
traffic
and
also
the
loading
vehicles
trying
to
get
some
of
those
large
trucks
to
turn
into
the
site
is
requiring
us
to
have
slightly
larger
driveway
widths.
But
we
will
have
the
detectable
warning
strips.
S
S
S
We
are
going
to
a
large
number
of
commissions.
We
went
to
the
disabilities
advisory
commission
in
february
parks
and
recreation,
commission,
forestry,
natural
resources,
commission
mid-march.
We
went
to
c2e2
earlier
this
evening.
uh
Here
we
are
transportation.
Commission
we
are
going
to
planning
commission
next
monday
night.
Then
we
have
the
citizens
advisory
commission
on
housing
on
the
14th
and
then
the
county
board
meeting
on
april
23rd
um
with
that
staff,
does
support
the
project
and
recommends
approval
with
the
attached
conditions.
S
uh
You
will
note
and
probably
notice
that
there
are
some
conditions
that
we're
still
finalizing,
but
they
are
pretty
minor
things
that
we
just
need
to
coordinate
with
the
applicant.
So,
generally
speaking,
the
conditions
are
in
their
final
state
in
terms
of
transportation.
I
do
have
a
lot
of
backup
slides.
So
if
you
have
any
questions,
I
am
here
to
answer.
Thank
you.
B
B
All
right:
well,
then,
here
we
go
for
the
commission,
uh
so
commissioners,
if
you
have
questions
or
comments,
go
ahead
and
raise
your
hand
as
usual,
um
commissioner,
buck
started
uh
this
process
for
the
commission
um
and
then,
when
he
uh
resigned
uh
I
took
over
uh
commissioner
moradovic
has
been
uh
involved
as
well.
He
was
darren's
number
two
and
uh
it's
been
helping
me
out
here
um
uh
in
general.
I
think
it's
a
great
project,
there's
a
huge
amount
for
biking
in
the
area.
uh
That's
gonna
be
a
great
pedestrian
experience.
B
All
the
way
around
and
all
the
way
through
the
applicants
made
some
great
improvements
uh
in
north
south
pedestrian
connectivity.
I
think
the
stairs
are
a
big
improvement.
um
I
think
the
biggest
transportation
uh
controversy
towards
the
end
of
there
was
12th
street
and
whether
it
also
needed
dedicate
dedicated
bike
facilities.
B
S
So
I
I
will
be
the
first
to
admit
this
is
something
that
is.
I
discussed
a
lot
more
planning
commission
transportation.
Commission
did
usually
get
into
the
bonus
density,
community
benefit
calculations,
but
the
the
short
version
is
based
on
the
zoning
of
the
site.
There
is
an
associated
density
that
the
site
is
allowed
to
have
by
right
and
then,
if
the
applicant
wants
to
propose
additional
density
above
that
number,
then
there
are
certain
mechanisms
to
achieve
that
bonus
density,
and
so
there
is
some
calculations
and
formulations
that
go
into
that
in
different
pathways.
S
So
it
could
be
affordable
housing.
It
could
be
sustainable
design
elements
for
the
green
building,
bonus
density,
incentive
program.
It
could
be
off-site
transportation,
improvements
or
open
space
improvements
and
those
each
have
a
value
to
them
and
through
discussions
with
the
applicant
with
staff,
we
come
up
with
an
appropriate
package
that
balances
all
that
based
on
county
policies
and
goals,
and
so
one
of
ann's
concerns
is
whether
or
not
that
bonus
density
evaluation,
if
you
will
is
appropriate,
is
the
the
short
answer.
S
I
will
tell
you
what
I
do
have,
which
is.
I
do
not
have
the
specific
numbers,
it's
not
something
that
we
had
finalized
when
the
transportation
commission
report
came
out.
Yet
I
know
when
it
goes
to
planning
commission,
I
believe
they
will
have
finalized,
but
generally
it's
encompassed
to
these
elements.
So
we
have
the
community
facility
that
will
be
the
arlington
community
high
school.
S
If
you
all
aren't
familiar
with
the
arlington
community
high
school,
it
is
an
alternative
high
school
that
does
serve
individuals
that
maybe
need
a
non-traditional
school
day,
maybe
they're
older,
they
might
be
supporting
their
family
or
working
during
the
day.
You
have
to
be
minimum
of
16
years
old,
but
there
is
no
upper
age
limit.
They
offer
classes
during
the
day
and
at
night
to
achieve
your
high
school
diploma
or
high
school
equivalency,
and
it's
something
that
this
ellenton
community
high
school
has
been
around
for
a
long
time.
S
It
does
serve
about
300
students
and
it's
never
had
a
real
home
right
now.
It's
currently
at
the
community's
career
center
on
walter
reed,
and
this
will
be
its
home
for
the
next
30
years,
which
is
something
that
I
know
we're
very
proud
of-
and
I
know
amazon
as
well
is
very
I'm
excited
to
be
supportive
of
this
element.
So
that
is
one
of
the
big
community
benefits.
um
They
are
going
to
be
designing.
Maintaining
uh
the
2.75
acre
public
space
in
the
middle.
S
um
They
are
going
to
do
a
contribution
to
affordable
housing,
um
and
then
there
is
the
public
art
fund
contribution
um
and
then
sustainable
design
elements.
They
are
going
to
be
doing,
leed
platinum
um
and
it's
probably
one
of
the
it's
probably
the
most
sustainable
building
that
is
going
to
go
forward.
At
this
point.
B
F
Yeah
thanks
chairman,
um
just
wanted
to
recognize.
We
had
quite
a
bit
of
conversation
about
this
um
proposal
in
our
in
our
previous
meeting
and
um
just
happy
to
see
a
lot
of
the
incorporated
changes
um
in
the
team.
Responding
to
that,
I
I
think
amazon
must
have
known
coming
into
arlington,
that
that
we
had
this
arlington
way
um
and
they
were
going
to
get
a
lot
of
um
interaction
with
the
public
in
terms
of
the
uh
the
plan
they
were
putting
forward,
but
I
think
they've
been
working
with
us
and
listening.