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A
Good
evening,
everybody
today
is
December
1st
on
a
Thursday
evening,
we're
here
at
the
Transportation
Commission
evening
a
meeting
this
evening.
This
is
a
virtual
meeting,
which
means
we
are
all
joined
by
either
phone
or
our
computers.
My
name
is
Bridget
obicoya
and
I
am
the
Transportation
Commission
staff
liaison
this
meeting
is
being
recorded.
So
please
turn
off
your
mics
when
you
are
not
speaking
before
we
start
with
the
agenda
items,
though,
are
there
any
citizen
comments
on
matters
that
are
not
on
the
agenda
hearing
none
I
will
turn
the
meeting
over
to
Chairman.
A
B
You
Ms
obakoya,
the
only
thing
I
believe
I
have
this
evening
is
I
would
like
to
welcome
commissioner
sohelmus
Hussein
to
his
first
meeting.
Commissioner
Hussein,
would
you
like
to
introduce
yourself
to
folks.
C
Yeah
thanks
Chris,
my
name
is
sohil
I,
guess
a
quick,
just
quick
introduction
on
second
year
Master's
student
at
American
University
here
in
DC
I've,
been
living
in
Arlington
for
about
five
five
or
six
years
now.
My
focus
is
in
transportation
policy,
so
I'm
interested
in
public
transit
passenger
rail.
C
So
that's
that's.
Why
I'm
here
to
listen
and
to
to
get
involved
thanks
for
having
me.
B
And
I
will
say:
commissioner
Hussein
has
already
jumped
in
and
agreed
to
be
an
alternate
on
two
site
plans.
So
thank
you
very
much
for
that
and
I
think
we
are
ready
to
move
on
in
the
agenda.
Ms
obakoya
at
your
learnership.
Okay,
all.
A
Right
so
first
we
have
and
staff
member
Betsy
Herbst.
Who
will
be
excuse
me.
D
D
The
item
I
am
here
on
tonight
is
just
to
give
you
some
perspective.
It's
the
County's
Quincy
site
used
to
be
known
as
the
buck
site.
It
is
across
the
street
from
Washington
Liberty,
High
School,
and
what
we're
discussing
tonight
is
a
portion
of
North,
Quincy
Street
and
looking
at
abandoning
that
portion
of
this
of
the
street
as
a
public
Street.
This
is
coming
in
as
a
request
by
the
county
manager
to
abandon
an
original
piece
of
North
Quincy
Street.
D
It
is
not
currently
constructed
as
a
street
and
hasn't
been
used
as
such
since
I-66
and
the
bridge
were
built
a
long
time
ago.
The
reason
we
are
coming
now
is
the
Quincy
site
is
the
location
of
the
art,
Bus
Parking,
the
temporary
art
bus
parking
and
for
security
purposes.
There
is
a
fence
around
those
buses,
but
because
of
current
zoning
laws,
that
the
fence
across
the
front
is
limited
to
four
feet
high
because
of
the
paper
right
of
way.
D
So
what
we're
doing
here
is
cleaning
up
this
paper
right
away,
so
to
speak
so
that
it
will
just
become
a
County
parcel,
be
abandoned
as
a
public
Street
and
that
moves
the
right-of-way
line
closer
to
the
constructed
Street,
which
would
allow
the
higher
fence
to
be
put
up.
Currently,
the
area
that
that
you'll,
see
here
I'll
show
on
a
map
is
just
a
part.
E
D
Entryway
of
the
site
and
there's
a
granite
grassy
area,
and
as
Bridget
had
mentioned,
this
abandonment
will
be
subject
to
an
easement
for
any
existing
Public
Utilities.
There
are
some
Underground
a
storm
of
water
drains,
there's
also
some
electric
lines
and
telephone
and
phone
poles.
But
here
you
see
in
the
the
map
that
I
have
here.
The
area
outlined
in
red
is
the
original
portion
of
Quincy
Street
and
of
course
it
doesn't
look
like
a
street
anymore.
D
That
constructed
street
is
how
we
know
it
that
goes
across
the
bridge
and
by
requesting
this
abandonment,
it
will
be
should
be
consistent
with
the
master
Transportation
plan,
because
then
that
actually
shows
the
constructed
Quincy
Street
as
a
Type
e
arterial
street.
So
the
the
area
here,
which
is
the
paper
Street,
isn't
even
showing
on
the
MTP,
so
we
would
recommend
staff
would
recommend
that
the
Transportation
Commission
determined
that
the
proposed
abandonment
is
consistent
with
the
adopted
MTP.
B
Thank
you
very
much
seems
very
straightforward.
Any
Commissioners
have
any
questions
before
we
move
forward.
B
All
right,
seeing
none,
then
I,
moved
at
the
Transportation
Commission
find
that
the
proposed
abandonment
is
consistent
with
the
master
Transportation
plan
and,
furthermore,
that
the
commission
recommend
that
the
County
Board
adopt
the
ordinance
to
abandon
a
portion
of
the
original
North
Quincy
Street
as
a
public
Street,
subject
to
a
reservation
of
an
easement
for
existing
public
and
private
utilities.
As
outlined
in
our
draft
board
report
dated
November
14th
2022.
B
All
right,
seeing
none,
oh
I've,
lost,
there's
my
spreadsheet
all
right.
We
will
vote
on
that
motion.
This
is
the
Quincy
streams
commissioner
Bros
aye
is
commissioner
Nolan
here,
I,
don't
think
so.
F
G
H
I
B
H
Good
evening
Bridget
am
I,
am
I
doing
my
own
slides.
E
A
H
H
H
When
we
get
to
the
action
items,
you
will
see
that
there
will
actually
actually
be
two
action
items
that
I
am
requesting
either
take
action
on
one
is
a
transfer
of
development
rights
which
I'm
actually
not
going
to
be
talking
about
this
evening,
but
it
is
part
of
the
actual
site
plan
and
then
there
is
the
site
plan
itself.
H
H
Therefore,
we
have
worked
with
this
developer
based
upon
that
program
that
they
have.
We
are
working
with
the
assumptions
based
upon
that
southbound
left
turn
from
Glebe
Road
and
that
that
is
a
minimum
requirement
of
this
development
and
the
assumption
that
we
would
not
be
here
this
evening
discussing
the
project,
otherwise.
F
H
The
retail
parking
is
99
parking
spaces,
all
of
which
are
above
grade
for
the
43
000
square
foot
grocery
store,
which
is
about
one
space
for
435
square
feet
of
retail
plus
an
additional
42
compact
spaces,
as
well
as
the
use
of
the
existing
Boston
quarter
parking
garage
and
the
applicant
is
requesting
a
modification
to
the
zoning
ordinance
requirement
for
the
reduced
amount
of
retail
parking
that
is
being
provided.
There's
a
misspelling
there.
H
H
They
expect
for
the
grocer
to
be
about
three
to
five
large
trucks
to
be
entering
the
loading
dock
and
all
of
the
maneuvering
for
the
loading
to
be
conducted
inside
of
the
loading
dock
itself,
so
that
loading,
the
large
trucks,
the
wb-67s,
the
ones
of
which
we
are
most
concerned
about,
would
be
entering
from
Northbound
Lee
Road
into
the
loading
dock
maneuvering
inside
exiting
directly
out
onto
the
private
Street
and
exiting
onto
Wilson
Boulevard,
and
that
would
be
a
right
turn
out
onto
Wilson.
H
Only
smaller
trucks
could
enter
into
the
loading
dock
from
Lee
Road.
They
could
probably
also
enter
into
the
loading
dock
from
the
private
Street
as
well.
The
truck
set
will
be
entering
from
Lee
Road
will
be
regulated
and
monitored
by
time
of
day
in
that
may
be
discussed
a
little
bit
later
in
the
presentation.
H
The
street
sits
around
this
project.
There
are
two
primary
streets
and
those
are
Wilson
Boulevard
and
North
Glebe
Road
Wilson
Boulevard
is
a
primarily
retail
street
that
is
Media
protected
it,
which
limits
the
access
into
and
out
of
the
site,
because
the
median
is
not
broken
here.
So
Vehicles
will
be
able
to
enter
from
the
eastbound
approach
only
and
will
exit
from
the
private
Street
via
Right
Turn
Only,
and
there
will
be
no
changes
proposed
to
the
right-of-way
for
this
street.
So
the
configuration
will
remain
as
it
is
today.
H
North
Glee
road
is
an
urban
mixed-use,
State
Highway,
it's
owned
by
the
Virginia
DOT,
but
its
day-to-day
operations
are
managed
by
the
county,
and
this
primarily
involves
signalization
as
well
as
on-street
parking.
Again,
there
are
no
changes
proposed
to
the
actual
dimensions
of
the
roadway,
but
the
applicant
does
propose
to
add
a
new
left
turn
lane,
which
will
change
some
of
the
lane
widths
in
the
street
that
to
accommodate
that
75
foot.
H
Long
left
turn
lane
to
the
southbound
Direction,
which
allows
the
the
left
turn
that
I've
described
previously,
and
that
would
permit
cars
to
turn
into
the
private
street.
That
provides
an
entry
into
the
grocery
store
garage.
H
You
will
be
hearing
greater
discussion
of
pretty
much
everything
that
I'm
talking
about
on
a
policy
level.
You'll
be
hearing
much
more
discussion
on
a
granular
level
from
the
applicant
traffic
operations
in
the
multimodal
traffic
assessment,
the
Des
team
had
expressed
some
concern
about
the
Project's
impacts
on
traffic
operations
and
safety,
and
we
expect
them
in
four
primary
areas,
and
one
was
the
impacts
on
the
proposed
left
turn
into
the
site.
H
This
was
these
four
concerns,
of
which
this
was
the
principle.
One
were
addressed
in
a
supplemental
mmta
in
which
the
applicant
provided
to
us
in
August.
You
should
all
have
been
provided
a
copy
of
that
supplemental
document
and
in
that
document
the
applicant
provided
sufficient
analysis
to
us
to
demonstrate
that
the
queuing
and
the
traffic
on
Southbound
lead
Road
would
not
reach
unacceptable
levels
during
Peak
periods.
H
Our
second
concern
was
regarding
pedestrian
safety
and
that's
particularly,
of
course,
at
the
intersection
of
Glebe
Road
and
7th
Street,
slash
the
private
street
that
this
new
left
turn
pocket
would
impact
pedestrian
safety.
Because
of
the
introduction
of
this
new
vehicular
movement
that
did
not
exist
previously,
as
well
as
the
increased
traffic,
and
that
it
would
negatively
impact
pedestrian
safety.
H
The
applicant
demonstrated
ways
to
increase
pedestrian
safety
at
this
intersection
and
those
include
the
implementation
of
a
leading
pedestrian
interval
that
gives
pedestrians
a
head
start
into
the
crosswalk
before
vehicular
movement.
There
is
a
no
turn
on
red
from
the
private
Street
onto
North,
Glebe
Road,
no
left
turns
out
of
the
private
Street
will
be
permitted.
There
is
also
a
commitment
which
is
enshrined
in
a
cycling
condition
to
study
the
feasibility
of
adding
a
nose
on
the
south
median
at
the
intersection.
H
Pardon
me
that
is
not
enshrined
in
a
condition
that
there
is
a
commitment
to
study.
That
knows,
and
then
there
is
a
commitment
which
will
be
enshrined
in
a
condition
to
monitoring
the
conditions
to
assess
traffic
and
safety
at
regular
intervals
after
the
project
is
constructed
and
to
implement
mitigations
is
necessary
to
address
any
traffic
and
safety
concerns.
Our
third
concern
here
was
the
location
of
the
garage
entry
and
the
vehicle
queuing.
H
H
This
also
allowed
for
the
driveway
to
align
better
with
the
existing
parking
entry
to
the
Boston
Point
office
building
across
across
the
private
Street
Additionally.
The
applicant
has
set
the
garage
gate
and
entry
further
back
within
the
garage
itself,
which
provides
additional
queuing
space
within
the
garage,
and
our
fourth
concern
in
the
area
here
was
with
respect
to
loading
issues
that
the
introduction
of
the
large
wb-67
trucks,
which
are
50
feet,
53
feet
long
on
unloading,
perishable
merchandise,
three
to
five
times
per
day
into
the
site
raised
concerns
among
staff.
H
Further
staff
raised
concerns
about
the
way
that
the
large
trucks
were
required
to
enter
the
loading
dock
from
North
Glebe
Road
originally
would
be
from
a
far
Lane
crossing
over
two
lanes
of
traffic
and
finally,
staff
expressed
concerns
about
the
large
trucks
exiting
the
site
onto
the
private
Street,
potentially
swinging
into
The
Pedestrian
Zone
an
applicant,
and
this
took
place
over
a
great
deal
of
meetings
throughout
the
summer.
H
Additionally,
this
movement,
combined
with
the
shifting
of
the
loading
exit,
would
allow
for
large
trucks
to
enter
the
loading
dock
more
easily
from
the
center
lane
instead
of
from
the
far
Lane,
and
that
leaves
the
curb
Lane,
which
becomes
a
parking
Lane
during
the
off-peak
hours
as
a
buffer
Lane
for
the
trucks
to
enter
adjacent
to.
And
we
will
limit
the
loading
hours
for
the
large
trucks
to
the
off
peak
periods
so
that
they
will
be
entering
the
garage
adjacent
to
a
parking
Lane
as
opposed
to
adjacent
to
a
moving
Lane
of
traffic.
H
The
applicant
has
also
agreed
to
a
condition
that
always
requires
a
loading
doc
Master
on
site
when
deliveries
are
made.
A
cap
unloading
deliveries
during
peak
hours,
which
I
just
said,
and
monitoring
to
give
the
county
the
ability
to
require
additional
safety
measures
as
needed.
H
Excuse
me
for
that
long
slide
and
I
conclude
with
the
recommendations
from
the
staff
report.
As
I
said,
this
is
an
action
item.
H
The
recommended
actions
are
to
approve
the
resolutions,
and
this
is
about
the
transfer
of
development
rights,
transferring
the
236
residential
units
from
5100,
7th,
Road,
South
descending
site
to
685
and
701
North
Glebe
Road,
which
is
the
receiving
site
and
additionally,
to
adopt
the
attached
ordinance
to
amend
site
plan
193
to
permit
the
construction
of
up
to
553
residential
dwelling
units
in
approximately
43
076
square
feet
of
retail
GFA
located
at
658
and
701
North
leeb
Road,
with
modifications
of
the
zoning
ordinance
requirements,
including
additional
density,
reduced
parking
loading
requirements,
density
exclusions
and
other
modifications
is
necessary
to
achieve
the
proposed
development
plan.
H
K
We
are
ready
very
good
well
good
evening
and
Sarah
I,
don't
know
if
you
want
to
pull
up
the.
If
you
can
share
your
screen
good
evening.
Members
of
the
commission.
My
name
is
Andrew
painter
I'm,
a
zoning
attorney
with
Walsh
Colucci.
Our
firm
has
been
working
with
Insight
Property
Group
on
the
Redevelopment
of
the
Boston
Macy's.
For
the
last
couple
of
years.
K
K
To
kind
of
you
know
elaborate
on
a
couple
of
the
comments
that
I've
made,
then
we're
going
to
turn
it
over
to
Dan
Van
Pelt
with
Grove
Slade,
who
is
our
transportation
engineer
to
sort
of
walk
through
some
of
the
minutia
on
on
the
issues
and
the
solutions
that
we've
provided
so
Sarah?
If
we
can
go
to
the
next
slide,
just
sort
of
start
off
at
the
high
level?
K
The
this
is
the
mega
block.
As
many
of
you
all
know,
it
is
surrounded
from
the
Apex
of
Wilson
and
Glebe
Road
to
the
West
and
North
Randolph
Street
to
the
east.
There
are
stop
lights
along
Wilson
at
Wilson
and
Glebe
at
North,
Stewart
and
North
Randolph,
and
then
along
Glebe
Road,
along
at
7th
Street
North
and
Carlin,
Springs,
Road
and
again
at
North
Randolph
as
well,
but
there's
very
little
porosity
between
this
block.
It's
it's
just
you
know
it's
it's
one
large
one.
K
We
have
an
alley
that
exists
on
the
western
side
of
the
site,
which
many
of
you
all
I'm
sure
have
traversed
either
on
foot
or
have
used
some
of
the
parking
there,
but
it
sits
between
the
point
office
building
to
the
west
and
the
Macy's
building.
If
we
can
go
to
the
next
slide,
so
just
a
reiteration
of
The
Proposal.
This
is
a
4.1
site
plan,
Amendment
to
redevelop
the
Boston
Macy
site
into
a
16-story
grocery
store
anchored
mixed-use
building.
K
There
would
be
an
approximately
44
000
square
foot
grocery
store
space
on
the
ground
floor,
553,
multi-family
units
above
and
along
Glebe
Road.
There
would
be
residential
entrances
and
approximately
1900
square
feet
of
retail
at
the
corner
of
the
private
alley
and
Glebe
Road.
We
will
be
utilizing
or
proposing
to
utilize
the
County's
Green
Building
policy
incentive
policy
at
the
0.35
level.
K
As
Dennis
had
mentioned,
there
is
a
proposed
transfer
of
development
rights
from
The
Haven
Apartments,
which
is
an
apartment
complex
that
the
applicant
owns
and
manages
along
in
Columbia
Pike
in
that
Corridor,
and
we
would
be
transferring
density
from
that
site.
It's
important
to
note
that
this
is
this.
Is
this
proposed
transfer
of
development
rights
does
not
mean
there's
any
additional
height
or
massing
of
the
building.
It's
merely
how
we
are
proposing
to
earn
our
density
and
what
we're
proposing
to
do.
There
is
to
impose
a
record
a
historic
preservation
Covenant
on
that
site.
K
It
is
listed
in
the
historic
resources
inventory
and
then
also
commit
all
118
units
at
the
Haven
site
to
be
committed,
affordable
units
there.
If
we
can
go
to
the
next
slide,
as
I
mentioned,
you
know,
we
knew
that
Transportation
was
going
to
be
a
major
issue
in
the
applicant
and
we
began
discussing
it
as
Mr
Sullivan
mentioned
from
day.
One
what's
on,
the
screen
are
really
kind
of
for
fundamental
Transportation
design
drivers.
If
you
will
that
we've
kind
of
we
didn't,
we
didn't
develop
these
right
up
front.
K
They
kind
of
you
know.
You
know.
We've
worked
them
out
during
the
during
dependency
of
this
process,
but
just
go
through
them
real,
quick.
First,
this
is
an
economic
development
story.
The
project
has
identified
what
we
believe
to
be
two
viable
anchors
to
help
with
the
viability
of
Boston
quarter.
As
we
all
know,
this
was
developed
back
in
2016
2017.
The
county
is
a
major
investor.
K
In
Boston
quarter,
we
are
proposing
a
retail
use
that
we
believe
to
be
less
vulnerable
to
cyclical
downturns
than
other
retail
uses
that
could
go
in
this
space
and
we're
proposing
a
residential
use
that
we
believe
will
drive
the
demand
for
retail
and
restaurant
uses,
both
in
Boston
quarter
and
the
vicinity
and
provide
just
a
little
bit
of
color
on
that
I
think.
Even
before
the
onset
of
the
pandemic,
it
was
recognized
that
you
know
conventional
anchor.
K
Retail
uses
seem
to
be
oversaturated,
Nationwide
and
plans
were
made
to
consider
closing
the
Boston
Macy's,
and
this
would
have
a
deleterious
effect
on
Boston
quarter,
apps
in
some
sort
of
intervention,
and
it
has
proven
difficult
to
secure
a
large
format,
replacement
retail
tenant
to
fill
this
space
in
today's
environment.
But
insight
has
managed
to
secure
commitments
from
a
grocer
for
this
location
which,
as
Mr
Sullen
mentioned,
really
is
driving
the
entire
project.
Grocery
stores
have
increasingly
served
as
the
retail
anchor
for
larger
mixed-use
projects,
and
hopefully
they
will
do
so
here.
K
They're
often
seen
as
a
Bellwether
for
for
retail
Health
as
well
from
a
planning
policy
perspective.
Grocers
are
considered
important
amenities
under
the
Arlington
retail
plan.
The
Boston
sector
plan
encourages
grocery
stores
as
facilitating
the
creation
of
identity
of
a
dynamic
downtown
area,
as
well
as
residential
units,
again
to
fulfill
the
goals
of
the
Boston
sector
plan
and
have
a
mix
of
residential
retail
uses.
K
The
second
bullet
point
on
this
is,
you
know,
we're
trying
to
respond
to
the
vehicular
access
needs
of
the
proposed
uses.
In
light
of
this
sort
of
Mega
blot
configuration
that
we
have
any
new
retail
use
that
goes
on
the
site,
be
it
a
grocery
store
use,
be
it
some
other
retail
use
they're
going
to
have
certain
design
imperatives.
This
site
is
surrounded
on
three
sides
by
streets.
K
That
includes
Brookfield,
which
is
the
owner
of
the
mall
to
the
East
and
the
point
office
building
to
the
west,
and
this
leads
to
the
third
bullet
point,
which
is
we
have
really.
You
know,
staff
in
the
community
really
challenge
us
to
look
for
ways
to
reuse,
existing
infrastructure
to
number
one
help
disperse
traffic
and
number
two
mitigate
some
of
the
impacts
of
new
construction
on
our
carbon
emissions.
K
So,
as
Mr
Sullen
mentioned,
this
includes
utilizing
the
existing
loading
docks
and
the
service
corridors
in
the
existing
County
garage
and
beneath
the
mall
for
residential
loading.
It
includes
using
the
existing
Point
office
building
ramping
system
to
get
into
our
residential
parking
garage
which
sits
below
our
building.
It
includes
sharing
overflow
residential
parking
with
the
point
office
building
during
all
week
hours
and
then
using
the
county
parking
garage.
K
For
you
know
the
type
of
parking
that
doesn't
need
to
be
immediately
proximate
to
the
grocery
store
or
to
the
residential
building
things
like
employee
parking
and
overflow
parking
and,
lastly,
I
think
the
most
important
of
all
of
these.
We
really
need
to
find
a
way
to
balance
the
proposed
anchors
requirements
while
simultaneously
addressing
County
policies
and
Community
needs
so
trying
to
attract
a
grocery
store
use
to
this
location.
It's
a
ton,
it's
tough
in
any
environment,
but
it
necessarily
imparts
certain
design
requirements.
K
These
are
things
like
ensuring
that
loading
and
customer
parking
is
immediately
adjacent
to
the
store
things
like
having
full
pedestrian
access
to
the
mall
and
around
the
block.
That's
safe
and
convenient
and
having
vehicular
access
to
the
store
along
both
Wilson
and
Glebe.
Road
Sarah
we'll
talk
through
those
in
a
bit
more
detail,
but
it
doesn't
mean
it
should
be
a
one-way
dialogue.
K
A
balance
in
this
situation
simply
has
to
be
achieved,
one
that
addresses
the
groceries
reasonable
requirements
while,
while
addressing
the
community's
planned
expectations,
so
our
goal,
I
think
from
the
outset,
has
been
to
strike
that
balance
and
to
use
this
process
as
an
opportunity
to
provide
safer
pedestrian
connections
around
the
site
and
a
balanced
outcome
for
everyone.
If
we
can
go
to
the
next
slide
Sarah.
K
So
that
leads
me
to
this
slide,
which
is
you
know.
We
have
heard
a
consistent
refrain
that
we
should
do
what
we
can
wherever
we
can
to
connect
both
sides
of
North
Glebe
Road,
to
enhance
pedestrian
safety
wherever
possible,
to
Green
it
wherever
possible,
and
not
have
this
road
act
as
a
barrier
bisecting
the
community.
Now,
frankly,
we
cannot
narrow
Glebe
Road.
We
are
a
small
portion
of
Glebe
Road,
but
what
we
can
do
is
to
give
people
a
reason
to
cross
Glebe
in
a
safe,
an
effective
manner
as
possible.
K
So
what
does
that
mean
from
a
land
use
perspective?
I
think
it
means
that
you
know
we
are
introducing
a
reason
for
people
to
want
to
come
over
here
we're
introducing
a
viable
anchor
grocery
use.
We
are
activating
the
Glebe
Road
Frontage,
with
with
retail
and
with
retail,
equivalent
uses
in
what
is
today
a
blank
wall,
a
long
lead
from
a
transportation
perspective.
K
I
think
it
includes
things
like
eliminating
pinch
points
all
around
the
site,
providing
more
generous,
sidewalk
and
shade
opportunities,
and
then,
with
the
intersection
of
Glebe
and
North,
7th
Street
having
certain
intersection
safety
improvements
and
Signal
modifications
to
make
that
Crossing
as
safe
and
effective
as
possible.
K
It
also
means-
and
you
can
see
this
on
the
top
part
of
the
of
the
slide-
upgrading
the
existing
private
alley,
which
slices
through
the
block
into
a
much
more
attractive
gracious
experience,
while
still
being
able
to
serve
as
the
Workhorse
in
terms
of
vehicle
and
loading
for
the
site,
and
on
that
point
I'll
just
say
you
know,
the
County's
MTP
calls
for
alleys
to
serve
as
utilitarian
purposes
that
that's
where
they
want
all
the
loading
to
be
that's
where
they
want
the
the
vehicular
access
to
be
sort
of
back
of
house
stuff.
K
This
is
a
different
kind
of
alley,
though
it
slices
through
the
block,
people
use
it.
It
deserves
to
be
upgraded,
and
so
we've
sought
to
rationalize
all
of
these
spaces
and
create
what
we
think
is
a
balanced,
multimodal
outcome
here.
The
ideas
and
Concepts
that
we've
talked
about
and
that
we'll
talk
about
this
evening
really
have
driven
many
of
the
solutions
that
we've
proposed,
which
have
been
evaluated
by
the
County's
professional
transportation
and
planning
staff
and
I'll
be
the
first
to
say
it
has
not
been
easy.
K
It's
taken
many
months
we
had
about
six
months.
Seven
months
between
our
first
and
second
sprc
meetings,
but
we
are
proud
of
the
evolution
of
the
project
and
as
Mr
sella
mentioned,
we've
made
substantial
changes
and
I
think
in
the
final
analysis
of
imbalance.
We
think
this
presents
a
substantial
improvement
over
existing
conditions,
so
I'm
going
to
pause
here
and
turn
it
over
to
Sarah,
just
to
sort
of
highlight
a
couple
things
I
may
have
mentioned
or
may
have
omitted
and
then
she'll
turn
it
over
to
to
Dan.
So
Sarah.
L
Thanks
Andrew
and
hello,
everybody
can
we
be
here.
Yeah
and
Bruce
said
you
know,
I
think
we've
tried
to
develop
and
deliver
a
site
plan
that
rationalizes
and
regularizes
sidewalk
spaces
both
on
Wilson
Boulevard
and
Glebe.
Boulevard
lib
road,
which
currently
are
are
not
regular
and
not
a
particularly
conducive
to
kind
of
pedestrian
movement.
L
L
L
We
will
have,
or
we
are
proposing,
to
convert
three
existing
parking
spaces
that
are
on
Wilson
Boulevard,
on
kind
of
the
western
edge
of
our
proposed
building
into
kind
of
a
a
short-term
drop
and
lay
by
zone
for
residents,
grocery
users
and
our
delivery
trucks.
L
Moving
on
as
it
relates
to
kind
of
the
complexity
of
balancing
all
of
these
multi
modal
users.
Through
this
space,
one
of
the
critical
Partnerships
we
have
is
with
the
owner
of
the
Boston
Point
office
building,
you
may
be
able
to
see
kind
of
the
dotted
line
tier
in
which
a
portion
of
the
alley
is
on
the
Boston
Point
property.
L
Most
of
the
alley
is
kind
of
on
the
existing
Macy's
property
so
to
deliver
on
the
activated
and
reconfigured
alley.
We
we
had
to
partner
with
the
Boston
Point
office
building
and
also
it
really
gives
us
the
opportunity
to
unlock
parking
for
this
building.
L
We
are
able
to
create
access
to
below
grade
parking
for
the
residential
by
accessing
the
existing
garage
parking
ramp
and
moving
through
the
office
building
garage
into
the
residential
garage
and
that
allows
us
to
to
park
the
building.
Otherwise,
if
we
were
to
access
the
the
parking
directly
through
the
the
proposed
building
footprint,
we
would
lose
significant
parking
and
really
the
the
residential
parking
would
be
much
more
difficult
to
to
achieve.
L
Foreign
I
think
Dennis
spoke
a
little
to
the
to
this
idea
that,
as
we
have
been
considering
the
project
from
its
Inception,
we
felt
strongly
that
a
grocery
use
would
be
a
strong
anchor
for
the
Redevelopment
of
this
project,
but
but
the
grocer
and
and
any
other
kind
of
viable
non-restaurant
retail
use
has
some
some
imperatives
as
it
relates
to
how
the
customers
reached
the
store
and-
and
those
are
you
know,
pretty
intuitive,
but
but
critical
to
to
the
success
of
of
that
retail
Enterprise,
so
I'm,
certainly
being
able
to
visually
identify
the
store
and
how
to
to
get
there
and
instantaneous
Clarity
on
kind
of
wayfinding
to
the
parking
and
and
to
the
entrance,
as
as
we
think
about
our
commutes
home.
L
Often,
we
think
I
need
to
pick
up
some
eggs
or
some
milk
and
the
ability
to
kind
of
capture
and
accommodate
that
spontaneous
traffic
is,
is,
is
critical
and
you
know
certainly
the
grocer
would
be
at
a
competitive
disadvantage
if
not
able
to
kind
of
easily
provide
access
and
and
capture
that
spontaneous
commuting
traffic.
L
You
know,
ultimately,
they
will
not
capture
the
the
the
customers
that
they
need.
If,
if
there
is
too
much
wayfinding
or
burden
to
access
the
site,
so
that
that
is
what
kind
of
drove
our
initial
conversations
with
the
county
and
and
drives,
you
know
the
the
the
the
requirement
for
a
left
turn
from
Glebe
Road
into
into
the
site,
as
we
also
think
about
the
grocery
and
Retail
use
and
the
residential
use.
L
You
know,
I
think
one
of
the
things
that
the
the
grocer
is
most
excited
about
is
is
the
access
to
Fantastic,
existing
Transit
facilities
and
in
this
neighborhood,
and
certainly
things
that
they
will
capture
significant
traffic
from
from
kind
of
the
metro
and
from
the
other
kind
of
Transit
modes
that
that
are
available
to
folks
coming
in
into
Boston.
L
And
then,
just
again
speaking
quickly
to
kind
of
this
super
block
configuration
and
kind
of
the
the
lack
of
porosity
through
through
the
site
and
kind
of
what
what
happens
to
a
potential
customer
who
is
kind
of
moving
West
along
Wilson,
Boulevard
or
who
doesn't
know
to
follow
through
to
Wilson
Boulevard.
When
they're
coming
moving
south
along
North,
Glebe,
Road
or
yeah,
so
I
will
hand
it
over
to
Dan.
Van.
L
Paul
too,
can
speak
to
this
a
little
more
and
and
get
into
the
nitty-gritty
of
the
the
circulation
and
transportation
solutions
that
that
we're
proposing.
M
All
right,
thanks,
Sarah
yeah,
again
Dan
Van
Pelt,
with
groups
late
nice
to
be
with
you
all
virtually
this
evening,
so
great
site
for
a
grocery
store,
great
site
for
500.
Additional
residential
units
takes
advantage
of
the
transit
access,
the
density,
the
walkability
here
it
helps
enhance
the
retail
of
Boston
quarter.
M
Our
big
challenge
is:
is
that
for,
as
Sarah
talked
about
for
the
grocer
to
be
successful
at
this
location,
we
have
to
solve
for
that
vehicular
access
and
so
I
think
that
that's
what
this
diagram
shows
you
if
you're
coming
from
the
north
they're
coming
from
the
West,
the
green
arrows
show
how
you
can
come
in
and
turn
right
in
off
of
Wilson
Boulevard.
Today.
M
That's
how
the
site
access
works
today,
as
you
come
in
writing
right
off
of
Wilson,
but
if
you're
coming
from
the
East
you're
following
that
red
path
and
you
get
to
the
site,
you
can't
turn
left.
You
can't
U-turn.
So
now,
you're
going
around
the
block
to
Glee
you're
coming
around
the
site
around
the
corner.
You've
now
passed
another
retail.
Where
you
can
buy
groceries,
you
can't
turn
left
into
the
site
and
you're
pretty
much.
M
Something
that
is
is
a
viable
path
forward
that
can
can
have
this
project
work.
So
I
think
the
next
slide
focuses
on
what
does
that
look
like?
So
what
are
we
actually
talking
about
out
down
at
the
kind
of
the
site
level
so
on
the
Wilson
Boulevard
side?
We're
not
talking
about
any
changes
to
the
access
from
Wilson
Boulevard?
That's
a
write-in
right
out
now
to
be
fair.
When
we
started
this
all
out,
we
looked
very
carefully
all
access
points.
M
Could
we
get
a
new
left
in
off
of
Wilson
Boulevard,
but
that
doesn't
that
doesn't
work
because
of
the
other
eastbound
left
turn,
and
so
we
then
studied
the
seventh
and
the
alley
access
very
carefully
on
Glee.
That's
the
bottom
panel
on
the
screen.
So
we
would
have
the
new
left
turn
into
the
site.
They're
all
also
be
a
new
write-in
off
of
Wilson
Boulevard.
Currently
the
alley
you
can
only
turn
right
out.
That's
all
you
can.
M
There
are
some
people,
our
traffic
count
showed
it
do
do
enter
the
alley
off
of
Glee
not
supposed
to
it's
a
do
not
enter,
but
you
know
there
are
people
that
are
doing
it.
It's
a
very
low
number,
but
we're
going
to
formalize
that
into
a
right
hand
off
of
Glebe
and
a
left
hand
off
of
Glebe
and
it'll
it'll
maintain
a
right
out
Only
onto
Glee,
and
then
the
next
slide
shows
what
that
resulting
overall
traffic
pattern
looks
like
for
the
different
uses
on
the
site.
We
can
go
to
the
next
slide.
Sarah.
M
Oops
there
we
go
so
while
Sarah's
bringing
that
up
to
back
to
full
screen,
so
the
pink
actually
shows
what
the
retail
act,
the
retail
route
would
be.
The
retail
path
to
get
in
so
you'll
be
able
to
turn
left
and
off
of
Glee
turn
right.
M
Alpha,
Glebe
and
you'll
be
able
to
come
in
right
in
right
out
off
of
Wilson
to
get
to
the
retail
Garage,
and
so
we've
done
noted
that
as
full
access,
because
the
traffic
pattern
in
and
out
of
parking
for
the
retail
will
be
able
for
the
grocer
would
be
able
to
go
either
direction
on
the
alley.
Now.
M
One
of
the
things
that
we
did
study
very
carefully
and
as
part
of
the
management
plan
that
we've
worked
out
with
staff
is,
is
that
the
existing
office
that
comes
in
off
of
Wilson
Boulevard
today
writes
in
and
goes
into
the
parking
access
that
is
going
to
remain
right
in
only
to
get
into
the
office.
That's
also
going
to
be
the
access
for
the
residential.
We
can
manage
that
and
enforce
that
pattern
through
the
parking
control
system.
M
So
we
believe
that
that's
a
way
we
can.
We
can
handle
that
and
manage
that
and
willing
to
put
that
as
part
of
a
site
plan
condition
now
Moving
On,
The,
Pedestrian
circulation,
the
circulation
around
the
site's,
pretty
is
very
similar
to
what
it
is
today,
but
we're
going
to
greatly
enhance
it.
So
the
next
slides
we
move
on
shows
what
that
looks
like
today
on
Glebe,
Road
I
think
we're
all
pretty
familiar
with
it.
M
Major
pinch,
Point,
that's
created
by
the
Macy's
box
there
it's
it's
not
not
very
friendly
there,
and
it
doesn't
really
give
you
a
great
landing
spot
if
you're
Crossing,
Glebe
Road
on
the
Wilson
side,
it's
the
more
generous
sidewalks
there,
but
you've
got
this
big
blank
facade
as
you
walk
past
there.
If
you
flip,
as
we
go
around
the
corner
into
the
alley,
there's
you're
you're
met
with
this
awning
there
that
you
walk
under
the
head
of
parking
spaces.
M
That's
where
a
lot
of
The
Pedestrian
flows
go,
but
there's
also
people
that
walk
along
the
western
side
of
the
alley
up
against
the
office,
building
and
you're
stepping
up
and
down
on
curbs,
and
it's
it's
not
really
the
most
hospitable,
pedestrian
environment.
So
what
we
have
designed
is
a
multimodal
alley.
This
rendering
shows
what
it
looks
like
as
you
come
in
off
the
alley
on
the
north.
On
the
top
panel
there
it's
coming
in
off
of
Wilson.
The
south
side
is
coming
in
off
of
Glebe.
M
It
will
be
a
all
flush,
curb
sort
of
environment,
but
it
will
be
differentiated
with
the
in
the
paving
materials
as
to
where
the
the
vehicular
way
is
and
The
Pedestrian
waves.
Now
it's
a
curbless
space,
so
a
pedestrian
could
wander
out
into
the
vehicular
space
of
the
center
of
the
street
if
they,
if
they
felt
that
they
want
to
do
that,
and
the
vehicular
volumes
are
low.
M
But
this
bases
where
those
pedestrians
that
are
set
aside
on
either
side
are
protected
by
wall
arts
and
the
vehicles
won't
be
able
to
travel
into
that
space,
and
this
just
shows
that
in
Cross
sections,
so
we
have
two-way
traffic
flow.
We
have
the
Ballers
and
then
we
have
The
Pedestrian
zones
on
either
side
and
then
we've
got
some
images
that
are
some
a
precedence
that
are
really
great
examples
if
down
at
the
Wharf.
M
So
if
you've
been
down
to
the
phase
two
of
The
Wharf,
this
is
one
of
the
new
alleys
in
that
project
very
similar
to
what
we
are
proposing
here.
So
you
have
a
two-way
traffic
flow
service.
Parking
serves
loading
but
The
Pedestrian
areas
on
either
side.
Vehicles
can't
pull
into
that
space.
So
as
a
pedestrian,
you
always
have
a
space
that
you
know.
Pedestrians
and
bikes
can
use
that's
out
of
the
vehicular
way,
but
if
a
vehicle
isn't
coming,
then
you
can
wander
into
the
center
of
the
alley.
M
Just
as
you
see
in
the
images
here
and
I
think
this
is
another
couple
images
that
show
that
how
this
area
is
a
shared
space
and
that
you
have
loading
trucks
that
are
happening
off
of
it,
and
this
is
again
another
example
from
that
from
The,
Wharf,
now,
jumping
out
to
Glebe
Road
as
we
as
has
been
described,
we're
adding
a
new
left
turn
line
to
allow
lefts
into
the
site.
M
This
cross-section
is
a
little
bit
deceiving.
None
of
the
traffic
lanes
are
going
to
be
wider
than
11
feet,
but
the
13
and
a
half
feet
includes
the
gutter,
Pan
and
the
curb,
but
this
shows
how
we
would
accommodate
the
new
left
turn
and
we
would
maintain
a
median
in
the
middle
of
the
of
the
street.
M
We
spent
a
lot
of
time
studying
this
intersection
working
with
staff.
We
understand
The
Pedestrian
concerns.
We
understand
how
Glebe
Road
has
seen
a
bit
of
a
barrier
to
cross
and
we
have
think
come
up
with
a
plan
that
adds
a
lot
of
enhancements
to
this
intersection
within
the
confines.
As
Dennis
said
earlier,
this
is
still
a
VDOT
facility,
but
we
think
we
have
come
up
with
recommendations
that
we
think
will
greatly
enhance
this
intersection
for
pedestrians.
M
So
all
of
the
turn
movements
will
actually
be
controlled
by
the
signal
or
protected
as
we
call
them.
So
any
of
the
left
turn
movements.
The
new
left
turn
into
the
site
is
going
to
be
a
protected
movement.
That
left
turn
can
only
go
when
it
has
a
green
arrow
and
at
that
time
the
pedestrians,
the
conflicting
pedestrian
movement
walking
across
the
the
alley
will
have
a
do
not
walk
the
there
will
also
be
no
right.
M
Turn
on
red
is
exiting
the
site
so
as
a
vehicle
you're
just
going
to
have
to
wait
until
you
get
a
Green
Arrow
and
then
pedestrians
don't
have
to
worry
about
the
the
vehicles
trying
to
nudge
forward
into
the
into
the
sidewalk
Into
The
Pedestrian
realm
era
area
there
won't
be
any
left
turns
out
of
the
site
either.
I
think
one
of
the
things
that's
going
to
be
really
helpful
is
the
leading
pedestrian
intervals
being
implemented
for
all
approaches.
It's
it's
something.
That's
becoming
much
more
common
in
our
region,
and
that
is
I.
M
Think
most
folks
here
are
probably
familiar
with
what
an
LPI
is,
but
just
in
case
you're.
Not
that
gives
the
pedestrians
the
ability
to
get
a
head
start
they
get
out
into
the
crosswalk
so
that
the
motors
have
visibility
of
them
and
I
think
it's
it's
a
great
tool
to
to
help
improve
The
Pedestrian
friendliness
of
this
intersection.
M
We're
also
looking
at
adding
a
nose
to
that
southern
approach
that
median
currently
doesn't
have
one
today
that
has
a
bit
of
a
challenge
because
we
have
to
have
trucks,
turned
left
into
7th
Street
to
get
to
Target
and
the
waycroft
project,
but
we're
going
to
continue
studying
that
and
see
if
that
could
be
a
solution
for
this
intersection
too.
M
So
the
next
slide
really
captures
the
things
I
just
described
graphically,
and
we
talked
about
the
management
plan
for
the
traffic
entering
the
residential
and
the
office.
So
really
it's
just
the
grocery
patrons
that
are
coming
in
off
of
Glee.
M
We
have
also
agreed
to
a
commitment
to
come
back
and
monitor
and
study
this
intersection
in
the
future
post
occupancy
and
look
at
the
traffic
patterns,
both
vehicular
and
pedestrian,
and
see
what
sort
of
issues
we
might
be
seeing
and
then
see
what
sort
of
recommendations
we
might
want
to
make
coming
out
of
that.
Post-Occupancy
monitoring.
M
So
for
bicycle
circulation,
this
slide
shows
the
the
circulation
around
the
site
and
how
they
would
how
they
yeah
how
to
access
the
the
building
through
the
parking,
ramp
and
I
guess
we
will
talk
more
about
how
to
access
it.
The
parking
tooth
to
the
elevators.
Let's
move
into
the
next
slides,
we're
meeting
the
zoning,
the
County
requirements
for
the
long-term
and
short-term
bicycle
spaces.
M
They
will
be
accommodated
a
parking
garage
for
the
long
term,
but
for
the
short
term,
is
what's
here
on
the
ground
level
plan
the
orange
areas
there
show
where
we
would
have
the
short-term
bicycle
spaces
out
in
the
public
realm
up
at
the
top
there
in
the
upper
right
hand,
corner
you
can
see
the
little
pink
box,
that's
also
where
we're
proposing
to
provide
space
that
would
accommodate
cargo
bike
parking.
M
This
is
moving
up
above
the
grocery
store,
where
the
grocery
parking
level
is,
and
the
bicycle
parking
for
the
long-term
spaces
for
the
grocer
will
be
on
this
level.
That's
The
Orange
Box
over
there
on
the
right,
and
it
also
includes
where
the
showers
and
lockers
would
be
located
going
down
below
grade.
This
is
a
typical
floor
for
the
residential
parking
garage
and
in
The
Orange
Box.
There
shows
where
the
parking
would
be
on
the
G1
level.
M
There's
also
there's
a
larger
proportion
of
long-term
spaces
on
G1
level,
there's
also
long-term
spaces
on
the
G2
level.
M
Moving
to
vehicular
parking,
we
have
a
total
of
238
parking
spaces
for
the
residential
is,
as
Dennis
said
earlier.
That's
a
0.43
or
0.45
somewhere
in
the
ballpark
parking
ratio.
The
zoning
organs
would
have
us
over
500
some
spaces.
M
According
to
the
residential
parking
guidelines,
we
could
go
down
to
a
0.3
in
this
location,
but
at
a
point
four
point:
four
three:
we
were
very
comfortable
with
that
meeting
the
needs
of
this
project
and
it's
it's
significantly
lower
than
other
residential
projects
that
are
nearby
and
on
the
retail
side
of
things
the
grocer
wanted
about
200
parking
spaces.
We
are
just
about
meeting
zoning
with
141
parking
spaces,
and
that's
really
the
that
is
really
the
the
floor
for
what
would
be
acceptable
for
the
grocer
at
this
location.
M
We
also
have
the
ability
to
share
some
parking
spaces
in
the
Boston.
The
point
office
building,
as
Sarah
said
a
bit
earlier-
pretty
much
11
spaces
there.
M
So
this
shows
how
those
two
below
grade
levels-
the
new
levels
that
would
serve
the
residential
connect
to
the
existing
Point
office
building,
so
essentially
a
knockout
panel,
but
they
would
use
the
same
access
ramps
to
get
down
to
the
residential
parking.
This
is
the
parking
level
above
the
grocery
store,
so
that
would
be
they'd
ramp
up
from
the
alley,
and
this
shows
that
the
vehicular
parking
above
the
grocery
store.
M
Switching
over
the
residential
loading,
the
phase
one
building
is
the
building
that
would
be
on
the
Wilson
side
or
the
northern
side,
so
on
the
right
hand
of
this
image,
and
they
would
be
using
the
existing
loading
that
serves
the
Boston
Corridor
mall
and
connect
through
the
service
Corridor
there.
The
next
slide,
where
the
residential,
the
southern
building,
the
phase
two
building,
would
share
the
same
service,
internal
service
area
as
the
grocery
store,
and
that
will
be
served
off
of
Lee
Road
and
the
alley.
M
Now.
The
pattern
for
the
the
tractor
trailers
and
the
retail
grocer
was
studied
very
carefully
we've.
We
had
numerous
iterations
on
how
to
accommodate
this
and,
as
as
Dennis
said
earlier,
the
access
point
for
the
tractor
trailers
was
shifted
to
the
very
East
or
south
on
the
of
the
of
the
site.
So
you
see
that
on
the
right
of
this
image
and
those
that
will
be
for
tractor
trailers
and
grocery
delivery
trucks
to
enter
head
first,
they
will
head
first
into
that
driveway.
M
They
will
do
their
maneuvering
internal
to
the
building,
so
no
backing
in
the
alley
and
then,
when
they
leave
the
grocery
tractor
trucks
will
tractor
trailers
will
leave
and
head
out
to
Wilson
Boulevard
the
smaller
box
trucks
would
have
a
little
bit
more
flexibility,
we're
agreeing
to
a
loading
dock
coordinator,
a
loading
dock
manager
and
we're
currently
working
on
limitations
to
the
hours
of
when
the
deliveries
could
occur.
But
there
wouldn't
be
any
during
peak
hours.
M
And
there
was
a
multimodal
transportation
study
that
was
prepared
for
this
project.
There
was
initial
mmta.
After
reviewing
with
staff,
there
was
revised
mmta
and,
as
Dennis
said,
there
was
a
supplemental
mmta
that
was
also
prepared,
as
we
continue
to
look
through
and
really
study
very
carefully.
This
left
turn
access
into
the
site
when
the
changes
to
the
seventh
and
that
alley
intersection,
and
we
actually
even
did
a
traffic
simulation
for
this
one.
So
we
went
really
really
studied
it
in
detail
with
staff.
M
What
we
found
is
is
that,
with
the
what's
proposed,
we
can
really
mitigate
the
impacts
with
the
signal
timing,
adjustments
and
the
modifications
that
we're
proposing
to
the
signal
the
in
addition
to
the
the
changes
that
we're
talking
about
with
the
signal
operationally,
but
also
the
site
design
elements
really
helped
mitigate
the
impacts
of
the
project.
There
will
be
a
TMP
and
a
loading
dock
management
plan,
and
so
the
last
slide
I'll
end
with
is
the
transportation
management
plan.
This
is
the
framework
for
it
slip
to
the
next
slide.
Sarah
the
TMP.
M
This
is
the
elements
of
the
TMP
and
I
won't
go
through
all
of
them.
It's
what
a
pretty
typical
tnp
of
what's
expected
in
Arlington
County.
So
with
that
I
believe
it
concludes.
Our
presentation.
I
know
it's
a
bit
long,
but
there
was
a
lot
of
a
lot
of
ground
to
cover
here
so
appreciate
you
all
listening
to
it
and
we'll
be
here
to
answer
your
questions.
B
All
right,
thank
you
very
much
Commissioners
go
ahead
and
throw
your
hands
up.
If
you
have
comments
or
questions,
I
love
would
love
to
start
with.
Commissioner
yerry,
though,
if
you
wouldn't
mind
he
is,
was
our
site
plan
review
committee
rep
on
this
particular
project
and
I
would
love
any
thoughts
that
you
have
to
kind
of
kick
us
off
set
any
context
that
sort
of
thing,
commissioner,.
A
N
Yes,
thank
you.
I,
first
of
all,
watches
just
mentioned
that
the
grocery
store
really
isn't
needed
in
that
area.
The
Harris
Teeter
was
just
one
block
away.
If
you
want
to
be
near
Metro,
the
Virginia
Square
Metro
station
has
a
giant
one
block
away,
and
he
says
that's
not
say
this
grocery
store
was
really
needed,
but
anyway
it
gets
Transportation
issues,
the
private
Street
in
the
new
building
between
that
and
they
building
the
point
will
connect
Wilson
and
Glebe.
This
will
be
the
same
level
of
the
sidewalks
of
the
street
as
an
applicant
mentioned.
N
It'll
be
the
same
level
as
Wilson
Glebe.
A
row
of
bollards
on
each
side
will
separate
the
street
from
the
sidewalks.
No
curves
will
separate
these.
The
present
alley
has
occurred,
has
curves
the
applicant,
expects
a
trucks,
automobiles
bicycles
and
everything
else.
We
all
use
the
street
many
of
us.
However,
many
will
use
a
street
as
a
shortcut
between
Wilson
and
gleam
to
avoid
traffic
signals.
This
is
only
possible
now
in
One
Direction,
the
under
the
new
planet
will
be
in
two
directions.
This
is
going
to
create
a
lot
of
conflicts
between
users.
N
There's
just
no
reason
that
the
people's
the
disciple
users
should
be
on
the
street
and
I,
maybe
since
the
dunso
was
in
DC,
but
it's
a
bad
idea.
This
could
be
a
safety
out
a
a
real
safety
issue.
As
everyone
was
the
same
street,
the
role
of
balance
will
extend
out
to
the
sidewalk
of
Wilson
and
Glebe.
This
will
reduce
the
amount
of
space
available
on
the
sidewalks,
forcing
pedestrian,
cyclists
and
scooters
to
travel
between
the
ballots.
N
In
addition,
nearby
retails
establishment,
which
may
play
illegal,
Place
illegal
science
between
the
follow-ups
as
they
often
do
elsewhere.
The
applicants
say
that
these
bottles
are
needed
to
to
warn
sidewalk
users
of
the
streets.
That's
award
one
of
the
use
of
the
sidewalks
of
the
Jason
Street.
That's
that's
kind
of
Crossing,
it
no
sign!
No
such
balls
are
actually
necessary
to,
and
these
are
major
things
this
you're
talking
about.
We
have
a
big
obstruction
there
on
the
on
the
sidewalk
on
Glebe.
This
is
this
has
been
worse
to
increase
safety.
N
The
applicant
needs
to
resolve,
resent
advisor
plan
by
constructing
so
I
look
at
a
higher
level
in
the
street
and
by
placing
a
curve
chord
between
the
two
as
presently
exists.
The
Silence
of
analog
leaves
and
Wilson
should
have
Curb
cuts
at
the
street
as
presently
exists.
Sign
that
you
can
walk
sidewalk
units
about
the
traffic
on
the
street,
which
will
not
be
small.
It's
short,
the
sidewalks
should
not
contain
any
balance.
N
These
will
impede
pedestrian,
cyclists
and
other
users
and
will
create
many
conflicts,
I
just
think
about
riding
a
bike
at
a
motor
school
and
people
walking
they're
planting
violence.
This
exists
in
other
places.
It's
horrible
I
mean.
If
you
look
at
the
darker
ability,
you
can
see
it.
So
this
is
a
very
bad
plant
apology
in
the
middle
of
a
sidewalk,
that's
just
constrict
people
and
make
them
squeeze
in
next
to
each
other.
That's
a
big
issue.
I
really
think
you
need
to
adjust.
N
B
All
right,
as
I
was
saying
before
commissary
you
want
to
set
the
stage
a
little
bit
here
for
us.
F
Yeah
I
I
have
two
big
things:
I'd
like
to
talk
about
I,
I,
suspect
I'm,
not
the
only
one
who
likes
to
talk
about
them,
The
Alley
itself
and
the
left
turn
off
gleap
I'm
happy
to
kick
off
with
the
alley,
because
I've
got
one
simple
question:
to
start
since
the
last
sprc
meeting
when,
during
the
last
sprc
meeting,
one
thing
that
was
asked
for
were
ground
level,
renderings
of
what
the
actual
user
experience
in
the
alley
would
look
like
are
those
available
tonight.
O
L
So
these
are,
these
are
kind
of
the
the
renderings
that
we
have,
that
explain.
Kind
of
the
user
experience
show
kind
of
the
the
bollards,
the
separated
and
space
for
pedestrians
to
move
through
and
kind
of
vehicles
to
to
move
through.
K
H
L
L
Entering
the
that
has
been
updated
and
then
this
is
a
new
rendering
that
shows
kind
of
the
view
from
Glebe
Road.
So
we
had
a
rendering
from
Wilson
Boulevard
in
this.
This
new
rendering
shows
the
experience
from
Glebe
Road.
F
I
sorry,
so
during
the
presentation
we
saw
these
nice
pictures
of
how
some
of
these
similar
alleys
looking
down
in
the
Wharf
in
DC,
do
any
of
those
alleys
that
were
shown
have
heavy
truck
movement
in
and
out
of
them
they
do.
Okay,
yes,
so
how
does
that
work?
I
mean
how
did
like
I
as
a
pedestrian
a
place.
I
usually
don't
like
to
be,
is
near
semi
trucks
as
they
are
operating
and
moving
in
out
of
places.
How
does
that
actually
work
in
an
alley?
This
tight
when
you've
got?
F
L
So
I
think
you
know
I
think
the
the
loading
dock
coordinator
certainly
is
is
an
important
component
of
kind
of
making
sure
that
you
know
there.
There's
clearance,
when
trucks
from
the
big
trucks
are
moving
in
and
out
of
the
the
loading
dock
area
and
and
no
I
think
that
that's
that's
a
critical
component.
L
Certainly
you
know
creating
kind
of
segregated
pedestrian
spaces,
indicating
the
transition
between
the
The
Pedestrian
kind
of
route
and
and
the
loading
dock.
So,
for
instance,
we'll
have
a
a
Bollard.
L
M
Just
Sarah
funman,
just
the
other
thing
I
would
add
too,
is-
is
that
the
images
that
you're
looking
at
here
of
the
wharf
and
and
maybe
we
can
zoom
in
on
a
little
bit
that
loading
those
trucks
are
actually
backing
off
of
this
alley
right,
so
they're
backing
off
of
this
alley,
we're
not
going
to
have
that
condition
in
our
alley.
So
from
a
cross-section
standpoint.
M
This
is
this
is
similar
in
terms
of
of
the
travel
way
and
the
space
that's
protected
for
the
pedestrians
on
either
side,
but
our
the
tractor
trailers
will
be
pulling
head
first
in
off
of
Glebe
Road
and
when
they
go
to
leave
they're
going
to
be
pulling
head
first
out
into
the
alley
to
leave.
So
that
is
one
thing
that
is
certainly
very
helpful
and
when
we
can
avoid
that
backing
and
anytime
there's
pedestrian
traffic,
we
want
to
try
to
do
that,
but
that
is
something
that
is
going
to
be
helpful
in
this
project.
K
K
You
know,
you
know
when
the
deliveries
are
made
and
then
dimensionally
I
think
we've
run.
The
auto
turns
on
this
to
show
that
it's
not
an
issue
pulling
in
and
out
so
I
guess
the
question
was
you
know?
How
can
how
you
know
the
space
for
it?
How
is
it
possible
that
it
can
work,
but
I
think
that
we've
we've
shown
that
we
can
or
that
it
can
work.
M
F
Right
kind
of
not
a
follow-up
question,
but
questions
still
related
to
The,
Alley
and
kind
of
ties
into
the
left
turn
lane
Edition
Glebe
Road
as
well,
so
this
is
presented
rendered
and
displayed
as
a
effectively
shared
alley.
One
of
the
renderings
has
a
person
just
kind
of
walking
down
the
middle
of
it.
How
do
you
or
how
do
we
manage
the
so
people
making
a
left
turn
off
lead
they're,
coming
in
from
a
very
or
fairly
high
speed
context
right,
Glebe
Road
will
be
seven
Lanes
wide
at
that
point.
F
M
M
But
the
answer
to
the
question
is:
is
that
what
we
have?
What
we
have
done
a
couple
things
here
is
is
that
that
will
be
essentially
a
driveway,
so,
as
you
come
in,
you
will
have
to
slow
down
because
you
turning
left
off
a
Glebe
are
going
to
be
hitting
the
driveway
apron
to
go
up
to
the
flush
level
of
the
alley
itself.
So
that
is
that
will
slow
you
down
as
you
as
you
enter
the
site.
Also
the
alley
itself.
M
M
We
really
don't
want
things
to
be
any
wider
than
they
need
to
be
because
the
the
more
generous
the
dimension,
the
more
the
motors
feels
that
they
can
move
faster,
but
I
think
the
main
thing
is
really
that
driveway
apron
and
it's
not
really
shown
as
well
as
in
this
plan,
it's
hard
to
read
it
there,
but
that
will
be
an
apron
as
you
come
in
and
enter
the
alley.
M
The
other
thing
is:
is
that
the
The
Crossing
of
Glebe
there
is
going
to
be
designed
in
a
way
that
will
have
curb
ramps
on
either
side
of
it.
So
if
I'm,
a
pedestrian
I
get
an
intuitive
clue
that,
if
I'm
crossing
the
alley
I
have
to
obey
the
signal,
because
I'm
going
down
a
curb
ramp
to
the
same
elevation
of
the
street
and
back
up
the
other
side,
and
that
was
intentionally
done
so
that
we
are
sending
an
intuitive
indication
to
pedestrians
that
they
must
obey
that
signal.
M
So
they
are
going
to
see
that
signal.
So
in
terms
of
from
up
from
a
conflict
standpoint.
K
And
Dan
and
Sarah
I,
don't
know
who
the
right
person
to
speak
to
this,
but
just
from
a
design
perspective
within
the
alley
itself.
You
know
we
do
have
specialty
pavers
that
it's
not
going
to
be
an
asphalt
condition
or
a
cement
condition.
They're
specialty
papers,
there'll
be
rumbles
as
well
and
then
with
the
Ballers.
It
does
create
sort
of
that
Visual
and
that
then,
that
audible,
cue,
that
you
know
that
you're
in
an
urban
location
and
you
need
to
slow
down.
So
it's
it's.
It's
mental
as
well.
F
All
right,
let's
move,
it
I
think
that
answers
my
two.
My
primary
questions
about
this
I'm
still
concerned.
I
appreciate
the
mitigation
that's
gone
into
this
and
the
thought
that's
gone
into
us.
I'm
still
just
concerned
about
it
like
these
are
two
huge
context
shifts
that
people
just
often
take
some
time
to
adjust
to
they
often
don't
do
it
well
in
putting
these
two
things
right
next
to
each
other,
especially
if
that
left
turn
just
makes
me
and
I
walk
this
alley.
F
Multiple
times
a
week,
I
live
in
the
Boston
Neighborhood
I,
like
the
Sally
I
like
this
Crossing,
because,
frankly,
it's
the
one
safe
place
to
cross
the
lead
in
my
neighborhood
I
and
my
neighbors
are
really
worried
about
losing
that
I'm
happy
to
relinquish
to
any
other
questions,
Mr
chair
and
not
hog
all
the
time
about
the
alley.
Other
folks
want
to
ask
questions
about
it.
All.
B
Right,
I'll
jump
in
because
I
have
the
laundry
list
of
questions,
but
the
first
one
I
think
is
being
brought
up
by
what
was
just
said,
which
is
that
a
pedestrian
walking
down
Glebe
crossing
the
alley.
The
rest
of
the
alley
is
flush,
but
there
at
Glebe
Road.
It
is
not
flush.
You
have
to
go
down
a
curb
ramp.
Is
that
what
I'm?
Understanding
from
what
was
just
said?
B
That's
correct:
do
you
have
a
picture?
You
have
a
rendering
of
that
yeah
yeah.
Let
me
see
here
yeah
we
didn't
get
your
presentation
in
advance,
so,
like
anytime,
I
want
to
see
anything
that
wasn't
in
your
4.1.
I
have
to
ask
you
to
show
it
here
and
that
the
rendering
from
the
Glebe
roadside
does
not
appear
to
be
in
your
4.1.
M
The
rendering
doesn't
really
show
it
that
clearly,
the
Civil
drawing
does
a
better
job
of
it.
So
that's
the
slide.
21
Sarah.
M
M
Now
we,
where
there's
a
signal,
we're
designing
them
this
way,
and
the
reason
for
it
is
what
we
found
is
is
that
the
pedestrians
know
that
they
need
to
obey
the
signal,
because
now
they
have
a
very
intuitive,
a
warning
that
they
are
going
into
a
different
space
because
they
have
to
Traverse
a
curb
ramp.
When
there's
not
a
signal,
we
want
the
sidewalk
to
stay
flush
across
that,
so
The
Pedestrian
always
has
priority
in
that
instance.
M
But
if
we
get
if
we
keep
the
sidewalk
flush
across
that
approach,
and
we
put
a
signal
on
it,
we've
given
two
conflicting
things
and
that's
what
we
have
found
in
practice
is
to
be
a
be
be
something
that
has
caused
issues.
So
we
are
designing.
The
Wilson
side
is
going
to
be
designed
differently
than
the
Glebe
side
and
that's
completely
because
we
have
a
signal
at
this
location
where
we
do
not.
On
the
Wilson
side.
M
E
M
B
All
right,
thank
you.
Next
question.
B
L
So
there's
the
Macy's
currently
has
two
loading
births
in
the
Boston
quarter:
loading
dock
area,
and
there
is
a
a
corridor
that
allows
Macy's
and
the
residential
uses
to
take
to
unload
and
travel
through
the
underground
Corridor
to
the
below
grade
parking
garage
and
load
into
loading
elevators
up
to
the
residential
Tower.
K
And
I
think
that's
the
reason
why
we
want
to
do
it
for
the
residential
only
for
that
building
in
particular,
and
this
this
goes
back
to
the
conversation
we
had
about
trying
to
use
existing
infrastructure
wherever
possible,
but
I
think
this
also
shows
why
you
know
for
the
grocer
at
least
you
know
a
loading
dock
situation
just
would
not
work,
but
it
will
work
for
residential
and
we
feel
confident
in
that.
B
All
right,
if
I
am
in
the
private,
Street
and
I'm
heading
towards
Glebe
and
I,
come
to
Glebe
Road.
Is
there
a
signal
ball
facing
me?
I
have
a
red
light
or
a
green
light.
All
the
time.
M
If
you're
heading
south
on
the
in
the
private
alley
to
Glee,
you
will
have
a
signal
head
that
will
face
you.
The
signal
is
going
to
be.
You
will
have
that,
actually
that
it
does
today,
because
there's
that
movement,
you
will
still
only
be
able
to
turn
right.
That
will
be
the
only
permitted
movement
you'll,
be
able
to
take
it
right
on
the
gleeve,
not
through
not.
B
Left
and
what's
going
to
prevent
me
from
going
straight
or
left.
M
There's
a
sign
there
today
that
tells
you
you
can't
do
it
there's
nothing
physically.
That
stops
one
from
doing
that.
B
M
Yes,
that
that
it
it
it
does,
I
mean
it's
really
not.
It
does
kind
of
urge
you
to
turn
right.
It's
it's
a
little
bit
of
a
wonky
geometry
for
pedestrians
and
they're
walking
through
this
area,
but
it
it
will
have
to
be
opened
up
a
bit
for
the
right
turn
in,
but
the
intention
is
for
it
to
operate
as
it
does
today.
All.
B
Right
talk
to
me
more
about
how
it
is
that
you're
going
to
keep
people
in
the
office
building
in
the
residential
parking
from
being
able
to
come
in
from
Glebe
I
didn't
fully
follow
what
we're
talking
about
there.
M
So
we've
we've
actually
interacted
with
some
parking
operations
Consultants
that
there
is
the
technology
through
the
park
system
to
the
parking
access
system
that
either
through
transponder
technology
or
license
plate
readers.
What
we
would
essentially
do
is
put
a
reader
on
the
Glebe
Road
access
point.
So
if
an
office
tent
or
a
residential
tenant
enters
off
of
Glebe
Road,
try
it
and
then
goes
into
the
parking
garage.
They
won't
have
access
they're
going
to
be
denied
access,
so
we
can.
We
can
enforce
it
that
way.
M
M
B
I
saw
I
believe
in
the
rendering
that
the
building
overhangs
the
East
pedestrian
area
in
the
private
alley
a
bit.
Can
you
tell
me
what
that
approximately
doesn't
have
to
be
exact?
What
that
vertical
clearance
is,
if,
if
I
read
that
correctly,.
L
Yeah
yeah,
so
that's
approximately
18
to
20
feet.
High.
B
I
didn't
fully
follow.
Can
you
walk
me
through
if
I
roll
up
here
on
a
bike,
let's
say
from
Glebe
Road,
because
I'm
taking
my
life
in
my
own
hands
and
I
want
to
park
my
bike
to
go
into
the
grocery
store?
B
Actually,
let's
back
that
up,
I
work
at
this
new
grocery
store
and
I
roll
up
and
I
want
to
securely
park.
My
bike
for
the
entirety
of
my
shift.
How
do
I
get
myself
and
my
bike
to
that
long-term
bike
parking
for
the
grocery
employees.
L
So
there
are,
there
are
three
modes
by
which
you
would
be
able
to
kind
of
access
this
long-term
parking
for
the
the
groceries.
Certainly,
you
can
come
up
the
the
ramp
and
access
the
the
parking.
You
also
have
the
elevators,
the
grocery
elevators
and
escalators.
That
will
take
you
up
to
the
the
the
bike
parking.
B
B
L
B
L
Yes,
there
will,
there
will
likely
be
a
gate
at
the
top
of
the
ramp.
B
All
right,
and
is
there
a
space
for
a
bike
to
get
past
that
or
do
I
have
to
like
take
a
ticket
as
a
person
on
a
bike.
L
For
the
for
the
grocery
employee
parking,
there
would
not
be
a
ticket,
for
you
know
to
use
the
like
facilities
and
that's
really
the
purpose
of
the
bike
facilities
on
on
this
level.
Right.
B
L
B
That's
great
do
other
Commissioners
have
questions
or
comments
I'm,
not
seeing
any
hands
in
my
Bible.
B
C
I,
just
so
I
had
a
question
about
about
the
you
guys
mentioned
that
there's
a
no
right
turn
on
red
from
the
alley
onto
Glebe,
which
I
think
is
great.
I
just
had
a
quick
question.
Is
there
going
to
be?
Did
you
guys
think
about
a
no
right
turn
on
red
coming
from
Glee
going
into
the
alley?
C
I,
don't
know,
that's
on
slide,
21
I,
don't
know
if
you
guys
have
thought
about
that.
Just
because
if
there's
because
people
would
be
Crossing
like
the
alley
on
that
side,
and
so
people
turning
right
from
Glebe
into
the
alley,
would
is
there
value
in
having
a
no
right
turn
on
red
there,
or
is
that
not
really
something
you're
thinking
about.
M
Yeah
I
I
think
that
one
of
the
issues
with
that
is
is
that
I'm
not
sure
VDOT
would
allow
us
to
do
that
without
it
or
internally,
which
means
that
the
right-of-way
would
have
to
be
larger
than
what
we
have
to
accommodate
that
and
then
part
of
the
reason
why
we
have
the
leading
pedestrian
intervals.
Is
it
it?
You
know
it
helps
get
those
pedestrians
out
into
the
intersection
before
a
right.
M
Turner
could
even
try
to
make
their
right
the
right
turn,
but
I
think
the
bigger
issue
is,
is
the
fact
for
the
we
don't
have
a
right
turn
lane
for
those
cars
to
sit
in
you
know,
so
they
really
need
to
be
permitted,
but
I
mean
it's
something
we
can
we
can
we
can.
M
We
can
explore
a
little
bit
further
with
staff
and
with
VDOT
we
were
focused
heavily
on
The
Pedestrian
conflicts
coming
out
of
the
site
because
it
seems
like
those
that's
where
the
biggest
concerns
were,
but
we'll
take
that
comment
back
and
explore
that
a
little
bit
more
awesome
thanks.
P
Yeah,
actually,
commissioner,
saying
just
raised
the
very
question
I
was
going
to
do
except
I
was
going
to
go
further
and
say
why
do
we
not
prohibit
right
on
red
on
all
four
corners
of
this
intersection,
given
how
heavily
we
expect
it
to
be
used
and
because
of
the
challenges
that
we
have,
that
are
even
going
to
be
greater
with
the
new
configuration
I'm
a
bit
disturbed
if
that
VDOT
doesn't
allow
no
right
on
reds?
That's
that's
so,
contrary
to
basic
urbanism.
P
In
fact,
I've
noticed
now
the
county
I
know
is
getting
rid
of
them
at
Highland
and
Wilson.
It
now
is
no
no
right
on
red,
which
is
great,
because
it's
right
by
the
subway
station
I
was
very
pleased
when
that
went
up.
This
seems
like
a
prime
spot
for
no
right
on
red
on
all
four
corners.
We
should
be
starting
to
train
people.
Drivers
that
right
on
red
is
only
for
low
density
areas.
I
mean
I,
don't
like
it
period.
P
I
think
we
should
probably
get
rid
of
it
county-wide,
but
that's
probably
not
possible
at
this
point,
but
certainly
here
the
extremely
urban
areas
that
should
be
done.
So
I
think
that
should
be
pursued.
I
have
another
question
about
the
parking:
where
will
the
pickup
for
groceries
that
are
shopped
and
then
picked
up
by
shop
online
and
then
picked
up?
Will
that
be
up
in
the
parking
garage
or
is
that
going
to
be
somewhere
outside.
P
Okay,
great,
that's
perfect!
Is
there
room
for
cargo
bikes
up
in
the
par
up
in
the
parking
lot.
L
There
are
a
couple
of
spaces
and
the
parking
the
parking
garage
where
we
think
we
could
accommodate
cargo
bikes
in
addition
to
providing
a
couple
at
grades.
So,
for
instance,
you
can
see
this
corner
here
in
the
in
the
parking
garage
where
we
could
potentially
accommodate
a
cargo
bike,
and
then
we
have
what
is
kind
of
shown
as
a
storage
space
here
that
might
be
able
to
be
accessed
and
convert
converted
into
kind
of
cargo
bike
parking.
L
So
we
were
proposing
to
put
cargo
by
parking
right
at
the
entrance
of
the
of
the
Western
entrance
at.
P
The
grocery
okay,
great
I,
mean
I
think
it's
good
to
have
both
because
I'm
sure
there
are
people
that
are
going
to
feel
comfortable
with
one
or
the
other,
so
I
think
having
both
is
a
very
good
idea,
I'm
very
happy
that
you
have
those
bollards
up
and
down
the
alley
and
make
it
narrow
for
for
drivers.
P
Otherwise,
I
could
definitely
assume
that
there
will
be
people
who
will
just
pull
off
to
the
side,
because
I'm
just
running
inside
for
one
thing
and
leave
the
car
blocking
things
so
making
it
as
narrow
as
possible.
So
you
people
simply
realize
they
can't
stop
and
just
idle
there.
They
have
to
keep
moving
one
way
or
another.
So
that's
good!
Thank
you
for
that.
Okay,
those
are
my
questions.
Thank
you.
M
One
comment,
I
would
just
add,
is
one
of
the
the
image
that
we
showed
you.
The
Preston
image
from
The
Wharf
is
for
phase
two.
So
one
of
the
lessons
we
learned
from
phase
one
is
exactly
what
you
just
described.
Commissioner,
tell
me
is:
is
that
if
you
have
that
space
people
try
to
use
it,
but
if
they're
in
the
travel
way,
then
they
can't
stop
right.
So
that's
what
the
bollards
do
they
force
and
force
people
to
not
be
able
to
pull
off
into.
What's
that
pedestrian
space,
so
great
questions
and
comments
this
evening.
O
All
right
turn
my
camera.
On
there
we
go
yeah
in
terms
of
the
parking
situation,
I'm
really
happy
to
see
such
a
good
ratio
for
the
residential
units.
But-
and
this
is
more
of
a
comment-
it's
pretty
disappointing
on
the
on
the
commercial
side
and
I-
know
it's
a
requirement.
O
You
know
145
places
you
go
to
the
Wegmans
in
Tyson's
Corner,
which
is
a
very
car
Centric
place,
and
you
and
it's
hard
to
see
that
many
spots
being
used
up
at
once
so
I,
don't
know
it
seems
like
a
burden
both
on
the
on
on
the
developer,
forcing
all
of
this
in
such
a
incredibly
dense
area,
and
you
go
to
that
corner
and
you'll
see
a
lot
of
people
going
walk
into
the
current
Harris
Theater
walking
out
with
their
grocery
bags.
O
So
it's
it
seems
like
a
Suburban
requirement
placed
on
an
urban
setting
and
and
also
I
was
looking
at
the
mode
split
methodology,
and
they
said
well.
One
of
the
things
I
was
relied
on
was
the
2016
state
of
the
commute
which
is
like
six
years
ago,
and
so
much
has
changed
in
Boston
in
the
in
in
the
past
and
and
the
since
then.
So.
This
is
not
really
like
a
criticism
of
a
developer
anything
here.
O
It
is
just
me
voicing
my
own
frustrations,
given
that
kind
of
the
the
system
that
we
that
we
have
to
operate
and
that
promotes.
E
O
I
feel
to
be
unnecessary
parking.
Thank
you.
B
Thank
you,
commissioner.
Ludlow
you're
up
next.
Q
All
right,
thank
you
very
much.
So
a
couple
questions
here,
one
of
them
I
just
wanted
you
to
clarify
the
the
street
is
even
though
it's
a
private
alley.
It
allows
for
anyone
to
to
drive
through
it.
Correct
I
mean
there's
no
restrictions
on
who
who
accesses
this
this
facility.
Q
Is
that
correct,
that's,
correct,
okay,
and
which
do
you
do
you
have
an
idea
of
kind
of
which
directional
move
will
generate
the
most
traffic
I'm
trying
to
Envision
this
and
it
to
me
it
seems
like
it's
probably
people
coming
north
on
Glebe
who
are
trying
to
get
to
Wilson
like
if
you're
thinking
about
this
as
a
possible
cut
through
like
that's.
What
I
would
do
I
would
I
would
take
a
right
onto
the
alley
from
Glebe,
so
I
wouldn't
have
to
go
all
the
way
to
the
intersection
of
Wilson
and
I.
Q
M
Yeah
I
was
going
to
say
this
has
been
designed
as
a
when
you
say
private
alley
is
it's
designed
to
be
a
private
space,
so
it
doesn't
feel
like
a
public
throughway
right,
but
it
will
have
public
access
on
it
and
I
think
it's
intentionally
been
designed
in
a
way
that
will
serve
the
needs
of
the
site,
but
not
encourage
traffic
to
cut
through
at
times
low
volume,
and
if
maybe
the
Wilson
Glebe
intersection
is
causing
some
extra
delay.
Will
people
try
to
cut
through
that's
possible?
M
Certainly,
but
that's
I
think
the
part
of
the
design
is
also
to
calm
traffic
right.
Is
it
it's
not
not
meant
to
be
a
through
way?
We
do
have
almost
two-thirds
of
the
retail
I
guess
well,
three
quarters
of
the
retail
traffic
the
way
the
assignments
work
out.
We
really
want
to
come
in
off
of
Glebe,
either
from
the
new
left
turn
or
right
in
and
come
in
that
way.
M
So
that's
going
to
be
one
of
the
primary
ways
in
for
the
retail
traffic
but
again
thoughtful
design.
To
not
have
it
be
a
through
way.
It's
really
meant
to
be
traffic
calmed
and
serve
the
site
itself.
Q
Okay,
thank
you
and
I
assume
that
you've
kind
of
modeled
those
flows
in
a
way
I
I
just
my
reaction
here-
is
that
I
think
it
people
it
will
be
discovered
and
will
become
a
through
a
through
thoroughfare,
especially
on
that
term,
from
Northbound
Glee
to
Wilson,
but
I
guess
we'll
we'll
find
out
in
the
future.
The
other
question
I
had
was:
where
are
the
trucks?
How
are
the
trucks
accessing
the
site
from
let's
say,
a
major
Interstate?
How
are
they
getting
through
Arlington
to
this
point?
L
Yeah
I
mean
I
think
right.
All
of
your,
the
large
truck
will
will
probably
be
moving
either
from
395,
as
since
they're
heading
north
on
Glebe
Road
into
kind
of
the
the
the
loading
dock
area,
you
could
also
potentially
see
trucks
moving
from
Wilson
Boulevard
coming
down
Randolph
and
then
taking
a
right
into
the
the
loading
dock
area.
M
And
I
know
the
Harris
Teeter
most
of
those
those
trucks
are
coming
up
through
an
85,
and
then
they
come
up
Glebe
Road
from
the
south,
so
they're
approaching
from
the
south.
That's
where
the
the
primary
air
trucks
are.
It
will
probably
ultimately
depend
on
what
this
grocer
is
and
where
their
trucks
are
coming
from,
but
I
think
it's
conceivable
that
they
would
also
want
to
be
coming
up,
395
and
two
from
primarily
glebra
to
the
South.
There
will
also
be
other
vendor
trucks
that
will
be
coming
to
the
site.
M
So
not
the
big
tractor
trailers
but
there'll
be
other
vendor
trucks
and
they
could
be
coming
from
different
locations.
They
might
be
the
same
vendors
serving
Target
across
the
street.
You
know
or
Harris
Teeter
down
the
street
and
then
they're
in
the
neighborhood
already
so
they
could
be
having
they
could
be
coming
from
different
directions.
M
M
Q
Three
more
questions
quickly.
One
is
on
parking
and
two
are
on
the
Alley,
and
one
of
them
is
kind
of
a
comment
on
the
alley
on
the
parking,
What
proportion
of
the
parking
slots,
and
you
might
have
this
in
your
information
and
I
just
didn't
see.
It
are
dedicated
to
kind
of
e-commerce,
meaning
the
doordash
folks
and
or
people
who
are
just
pulling
in
to
kind
of
pick
up
groceries
and
have
you
looked
at
the
adequacy
of
that
based
on.
E
Q
Demand
at
other
grocers
in
the
region,
I
Echo,
the
comments
earlier
by
commissioner
muradovic
that
it
seems
like
this
could
be
over
subscribed
on
the
parking
side
given
its
Urban
location,
but
I
I
think
there's
it.
It
is
worthy
of
considering
kind
of
those
e-commerce
demands
as
well,
so
be
curious
about
that.
L
Yeah
I
think
all
of
that
evolving,
and
you
know
we
see
the
groceries
kind
of
dedicating
more
and
more
space
to
kind
of
pick
up
and
and
of
the
e-commerce
groceries.
L
L
I
would
expect
kind
of
what
they
say
today
versus
what
they
say.
You
know
three
three
years
from
now
when,
when
this
project
would
deliver,
if
approved,
might
might
might
look
different.
Q
Okay,
fair
enough
as
long
as
you're,
taking
a
close
look
at
that
and
then
on
the
Alley
I
wanted
to
mention
I've
spent
a
bit
of
time
in
at
the
Wharf
and
I
think
aesthetically
it.
It
looks
like
this
is
an
analog
to
some
of
the
alley
spaces
there
I
think
the
major
difference
is
that
this
alley
would
be
a
potential
cut
through
at
the
Wharf.
Q
That's
kind
of
your
kind
of
you
have
the
access
off
of
Main
Avenue,
but
you
you
don't
have
another
major
arterial
on
the
other
side
of
those
alleys
on
the
wharf.
You
basically
have
the
the
Esplanade
there
when
you
were
showing
the
example
of
truck
access.
There
was
that
Blair
alley
kind
of
the
access
to
the
anthem.
M
M
I
think
the
one
thing
too,
commissioner,
just
to
point
out
is,
is
that
we're
agreeing
to
a
monitoring
condition.
So
one
of
the
things
that
we'll
be
looking
at
is
the
traffic
patterns
at
Glebe
seventh
in
the
alley.
So,
if
we're
seeing
a
lot
of
traffic,
that's
cutting
through
the
alley.
That
might
be
something
we
need
to
to
think
about
that
you
know.
Does
it
need
a
does?
M
Think
that's
a
possibility.
I
mean
I.
Think
the
thing
is
is
it
depends
on
the
time
of
day.
If
cut
through
does
become
an
issue,
you
know,
I,
don't
know,
we'd
have
to
look
at
it,
others,
if
it's,
if
it's
not
a
peak
time
for
the
grocer,
maybe
there's
a
right
term
restriction
but
I.
You
know
I
think
we
it's
hard
to.
Sometimes
we
try
to
foresee
issues,
but
until
we
know
there's
an
issue,
sometimes
we
you
know
it's
not
it's
best
to
try
out
see
if
we
can
see
if
there's
an
issue.
M
First
on
this
one
I
think
before
trying
to
solve
a
problem.
We
don't
know
we
have
yet
but
I
do
think
it's
it's
a
it's.
A
valid
potential
thing
that
we'll
have
to
keep
an
eye
on
is:
is
that
maybe
that
we've
created
a
circuit
in
the
network
that
somebody's
going
to
try
to
find
and
use,
but
that's
not
the
intention
of
it
and
we're
trying
to
carefully
design
it.
So
it
doesn't
feel
like
a
place
that
you
should
be
cutting
through.
Q
Okay
last
question:
for
me,
the
the
loading
dock
manager
I
was
heartened
to
hear
that
I'd
like
to
know
a
little
bit
more
about
that.
How
that
works,
for
example,
when
a
truck
is
ingressing
into
the
site
from
Glebe
or
if
it's
egressing
through
the
kind
of
the
one
way
onto
the
alley.
What
is
the
loading
dock
manager's
responsibility,
I'm
mostly
concerned
about
pedestrian
and
bicycle
interaction
here
and
just
are:
are
they
you
know?
Are
they
there
to
warn
people?
Do
they
have
Flags?
What?
Q
How
does
that
work
exactly,
and
do
you
have
an
example
from
another
Urban
development
like
this
one
that
we
could
kind
of
think
about
I,
think
that
would
help
alleviate
some
of
my
concerns
about
just
that
pedestrian
interface,
especially
thank
you.
L
Go
ahead
and
then
I
can
add
kind
of
some
some
feedback
that
we've
gotten
from
some
other
properties
that
that
have
kind
of
this.
This
loading
dock
coordinator,
yeah.
M
So
the
loan
management
plans
are
becoming
more
and
more
common
on
many
of
our
projects,
because
when
you're
in
urban
context
like
this,
certainly
we
have
the
need
to
try
to
design
for
the
the
loading
but
not
over
design
for
it
too,
and
then
that
that
is
something
that
we're
trying.
We
always
are
trying
to
balance
in
the
urban
context,
and
then
how
do
we
manage
those
those
conflicts
with
pedestrians
and
vehicles
and
the
like,
so
the
the
loading
management
plan
and
having
a
loading
management
or
doc
doc
Master?
M
Whatever
you
want
to
call,
it
is
becoming
a
much
more
common
thing,
one
of
the
main
things
that
they
do
is
they're
going
to
be
working
with
the
tenants,
mainly
the
grocer,
but
also
the
residents
for
the
phase
two
that
we'll
have
that
will
share
this
loading
space
on
the
southern
side,
they're
going
to
be
working
to
make
sure
that
those
deliveries
are
scheduled
in
a
way
that
the
loading
area
is
not
over
overburdened
and
we
want
all
that
loading
to
happen
internal
to
the
building.
M
M
L
Yeah
I
think
you've
covered
it.
You
know,
I
think
the
the
other
you
know
thing
that
that
we
can
do
is
just
make
sure
we
have
great
signage
inside
the
loading
dock,
to
to
remind
everybody
that
you're
about
to
pass
through
a
pedestrian
Zone.
But
but
yes,
I,
think
you,
you
kind
of
recorded.
O
B
O
B
L
It
it
is
being
designed
as
a
phased
project
for
the
the
residential
towers
that
are
situated
above
kind
of
the
grocery
and
parking
Podium,
so
the
first
kind
of
phase
and
I'm.
Sorry,
you
can
see
the
phase
line
on
on
this
rendering
here,
so
the
first
phase
includes
approximately
353
units
and
the
second
phase,
which
phases
which
faces
Glebe
Road
contains
about
200
residential
units.
L
L
B
B
I,
believe
we
have
this
on
the
Penrose
Square
giant
in
my
neighborhood,
and
when
we
had
issues
in
the
neighborhood
with
trucks,
not
following
the
the
route
they
were
supposed
to
be
taking
to
get
to
the
Giant
and
tried
to
reach
out
to
the
loading
dock
manager.
We
found
out,
they
basically
just
designated
an
employee
in
the
building
who
had
like
95
other.
B
You
know
things
that
they
were
supposed
to
be
doing
just
so
that
they,
as
the
loading
dock
manager
he'd
like
never
set
foot
on
the
loading
dock
in
his
entire
employment
in
the
building
and
didn't
really
know
anything.
It
was
just
a
name
that
they
could
put
on
the
contact
information,
so
unless
we
can
make
that
condition,
have
a
bit
more
teeth
than
it
has
had
in
the
past.
B
K
B
G
Thank
you,
Mr
chairman,
just
a
question
about
I
know
we're
supposed
to
stick
to
Transportation.
So
I
also
want
to
associate
myself
with
concerns
regarding
parking
about
the
about
the
alleyway
and
the
potential
for
being
a
cut
through
I
I
find
that
truly
concerning,
but
I
do
have
to
ask
about
housing
and
of
the
553
units,
I,
I
I'm.
Sorry
I
was
spacing
on
how
many
are
going
to
be
affordable,
because
this
again
seems
like
a
great
location,
multimodal
access.
G
You
got
the
Metro,
you
got
bus
Network
there,
it's
a
fantastic,
centrally
located
area
and
it
seemed
as
though
you're
shifting
all
of
those
or
committed
affordable
units
to
South
Arlington
to
an
area.
That
is
how
do
I
say
this
less
Central.
So
can
you
talk
a
little
bit
about
affordable
housing
with
this
project.
K
So
I'll
I'll
be
very
brief
on
this,
so
the
affordable
housing
commitment
at
this
site
has
a
couple
of
different
components.
So
number
one,
as
you
had
mentioned,
the
president,
the
permanent
preservation
of
the
118
winner
today
Market
affordable
units
as
committed
affordable
units,
and
then
we
her.
You
know
we
have
our
base,
affordable,
housing
contribution
of
1.5
million
dollars.
That
will
be
an
aheif
contribution.
K
We
heard
loud
and
clear
the
desire
to
have
affordable
units
in
Boston
to
counter
exactly
what
you
were
talking
about.
What
we
have
done
is
committed
to
one
two
bedroom
committed,
affordable
unit
on
site
at
60
Ami,
and
then
we
have
agreed
to
an
additional
11
Workforce
units
at
80,
Ami
and
I.
Just
want
to
say
when
we
make
up,
you
know
you
have
to
earn
your
density
between.
You
know.
You
know
the
Delta
between
your
base,
residential
density
and
your
ultimate
residential
density.
K
These
11,
this
additional
commitment
for
11
Workforce
units,
is
people
to
use
lack
of
reference.
It's
it's
above
and
beyond
right,
it's
out
of
the
I
hate
to
say
the
goodness
of
our
heart,
but
it's
we.
We
have
agreed
to
do
it,
we're
not
getting
any
Community
benefit
credit
at
all
for
the
additional
love
and
Workforce
units
on
site.
So
it's
the
118
new
committed
form
units
down
in
Columbia
Pike.
It's
1.5
million
dollar
a
hip
contribution.
K
It's
one
committed
two-bedroom,
committed
on-site,
affordable,
CAF
unit
that
we
are
getting
Community
benefit
credit
for
and
then
it's
the
additional
11
Workforce
units
at
80
Ami,
for
which
no
Community
Credit
has
been
awarded.
G
One
more
question
regarding
you
said
that,
after
if
this
gets
approved
and
everything
you're
you're
going
to
monitor
the
alley
weight
and
then
come
back
and
potentially
make
changes,
if
necessary,
does
the
transportation
monitoring
also
include
the
that
intersection
for
the
alleyway,
with
your
additional
Lane,
your
turning
lane
as
well.
R
Thank
you.
Thank
you.
I
just
want
to
I
want
to
say
two
things.
One
just
happy
we're
not
talking
about
parking
ratios
I
think
thank
you
for
doing
a
good
job
on
the
residential
parking
ratios.
R
The
other
is
just
to
reiterate
that
all
the
concerns
of
my
fellow
Commissioners
have
raised
around
The
Pedestrian
activity.
There's
been
a
lot
of
thought
in
that,
but
I'm
the
whole
development
along
Wilson,
Boulevard
is
or
not
Wilson,
I'm,
sorry,
Glee,
Ben,
Wilson,
I
guess
probably
both
of
them
is,
is
certainly
increasing.
Pedestrian
traffic,
along
with
the
increased
residential
units
and
I'm
thinking
again
of
the
Jefferson,
which
is
houses,
a
number
of
elderly
elderly
elderly
citizens
and
probably
would
find
this
grocery
store.
R
J
Good
evening,
everyone
I
appreciate
the
time
here
for
the
presentation
you
know,
I
know
it's
already,
8
53.
So
thank
you
so
much
for
your
time.
You
know
not
necessarily
questions
more
so
comments.
It's.
It
just
appears
to
me
from
the
presentation
and
I.
Don't
necessarily
think
this
is
done
on
purpose,
but
it
it
in
a
dense
urban
area
and
trying
to
increase
that
density,
especially
here
at
Arlington.
It
just
seems
to
be
that
the
conversation
and
the
design
of
this
tends
to
be
very
car.
Centric.
J
J
I
would
just
like
to
see
a
little
bit
more
and
you
know
I
know
we
talk
about
like
intuitive
signaling
or
design
for
the
for
The
Pedestrian
to
be
to
move
themselves
out
of
the
way
of
some
of
the
risk
or
some
of
the
dangers
that
other
the
Commissioners
have
mentioned
here
and
some
of
their
concerns,
and
so
I
think
you
know
just
trying
to
be
me
being
mindful
from
that
fact.
J
I
think
Mike
for
me,
like
the
biggest
dream,
is
I'm
a
mile
away
from
this
site
and
I
would
love
to
be
able
to
walk
to
the
site,
I
loved,
to
be
able
to
bike
to
this
site,
but
I
would
have
to
drive
and
I
think
our
continued
to
design
around
this
still
encourage
us
to
drive
when
you
know
I
think
we'd
be
able
to
better
access
something
in
a
more
urban
dense
environment,
especially
grocery
store,
not
for
just
those
living
there,
but
the
suburbs
around
it
and
the
accessibility
there.
J
So
just
something
to
consider
again.
It
feels
like
I'm
reiterating
a
lot
with
the
Commissioners
I
mentioned
here.
So
thank
you
for
for
your
time,
but
that
just
a
comment
on
my
side.
K
Okay,
oh
well,
no
and
one
one
thought
and
Dan
I,
don't
know
what
your
thoughts
are
on
this,
but
you
know,
unlike
other
projects
and
and
I'm
sure
there
are
analogous
projects
as
well,
but
you
know
this
probably
appears
more
car
Centric
in
a
way
just
optically
than
it
would.
If
we,
if
we
weren't
hemmed
in
with
a
building
on
one
side
and
three
streets
surrounding
us
right,
I
mean
the
loading
has
to
go
somewhere,
the
parking
has
to
go
somewhere.
K
K
K
You
know
from
Wilson
push
the
loading
as
far
east
as
possible
to
disperse
the
disperse,
the
traffic
but
I
think
you're
right
I
mean
it
does
appear
that
way,
but
part
of
it
just
may
be
they
can
the
condition
of
the
site
itself
due
to
the
mega
block
configuration
that
we
that
we
find
ourselves
in
I,
don't
know
Dan
if
I've
some,
you
know
mentioned
that
I'm
just
kind
of
just.
M
Yeah
I
mean
it's
a
terrific
site
from
the
standpoint
of
the
grocer
around
the
density,
Transit,
accessibility,
all
the
residential
units
that
will
come
online
with
this
project
in
the
neighborhood.
But
it's
a
super
challenging
site
from
a
standpoint
of
trying
to
service
it
and
that's
on
any
grocery
store.
Has
that
challenge
right?
We
have
to
get
a
lot
large
tractor
trailers
in
and
out,
and
we
have
to
get
the
vendor
trucks
in
and
out
and
that's
to
bring
all
the
things
that
we
want
to
have
at
the
grocery
store
and
I.
M
Think
that's
just
the
the
reality
of
it.
So
yeah
I
think
it
because
of
some
of
the
things
that
we
need
to
do
to
service
the
the
grocery
store.
It
does
maybe
feel
a
little
bit
more
vehicular,
Centric
and
I.
Think
the
reality
of
it
is
that,
while
there
will
be
a
lot
of
walk-in
traffic
at
this
site
for
sure
there
is
also
going
to
be
a
demand
from
others
who
are
commuting
by
or
work
in
the
neighborhood,
but
don't
usually
live
in
the
neighborhood
they're
going
to
want
to
stop
here.
M
And
so
that's
going
to
be
a
need
that
the
grocer
needs
to
accommodate.
Also
maybe
over
time
as
the
neighborhood
continues
getting
more
dense.
That
becomes
less
so,
but
that
that
is
one
of
the
needs
that
they
will
need
to
accommodate
in
the
current
market
and.
K
We
have
Sarah,
have
we
not
tried
to
make
the
parking
for
the
grocery
store
convertible
in
terms
of
floor
plates
ceiling
Heights
where
we've
put
the
duct
work
and
things
like
that,
obviously
would
take
a
major
site
plan
Amendment
to
to
convert
it.
But
if
parking
demand
proves
to
be
less,
then
there's
no
sense
in
keeping
its
parking
either.
So.
H
However-
and
this
is
not
me
trying
to
be
an
advocate
for
the
project,
but
some
of
the
things
that
we
have
asked
the
applicant
to
do
for
this
project
and
I
think
particularly
with
respect
to
the
Glebe
Road
facade
and
that's
the
or
I
really
want
to
call
attention
to
is,
if
you
take
what
the
applicant
brought
to
us
a
year
ago
compared
to
today,
and
you
look
at
the
sort
of
urban
character
of
the
glebro
facade,
that
is
far
more
of
an
urban
and
pedestrianized
and
active
facade
now
than
what
we.
H
What
was
originally
brought
forth
to
us
when
this
4.1
application
originally
came
to
us.
So
our
goal
is,
and
always
has
been
to
promote
a
more
urbanized
environment
in
Boston
and
I
think
we
have
always
had
a
very
particular
focus
on
making
Glebe
Road
far
more
active
and
urban
than
it
has
been,
because
we
recognize
it
that
it
is
a
challenged
environment
for
pedestrians.
H
We
do
recognize
in
this.
I
want
to
just
tie
in
a
couple
of
things
here
that
that
people
have
said
either
side
comments
or
over
comments.
Glebe
Road
is
not
a
friendly
bicycling
environment
and
we
have,
in
the
MTP
bike
element
a
long-term
plan
for
bike
Lanes
on
Glebe
Road.
That
is
not
going
to
happen
in
the
short
term,
but
it
is
a
goal.
It
is
a
stated
goal
and
I
wrote
a
paragraph
about
it
in
the
in
the
staff
report
and
I.
H
But
you
know
it's
a
long-term
plan
and
we
need
to
work
with
Virginia
D.O.T
in
order
for
that
to
happen,
it's
not
going
to
happen
as
part
of
this
site
plan,
however,
but
the
the
the
vision
and
the
goal
is
not
going
away
and
every
single
site
plan
in
the
10
years
that
I've
been
here
on
Glebe
Road
has
effectively
urbanized
Glebe
Road,
so
that,
if
you
were,
if
you
stood
here
10
years
ago
and
compared
to
standing
here
10
today,
you
see
a
much
more
urban
Glebe
Road
we're
not
there
yet.
H
But
each
of
these
site
plans
is,
is
making
Glebe
Road
a
much
better
place
to
walk
to
Bicycle,
to
take
transit
to
shop
and
as
I
say
my.
My
purpose
here
is
not
to
advocate
for
this
project,
and
this
is
not
a
perfect
project,
but
I
do
think
that
that
certainly,
that
is
the
goal
that
we
have
and
I
I
recognize
the
point
that
you've
made
and
and
you're
making
the
point
that
we
are
still
not
there
yet
and
I
agree
with
you.
J
Jordan
I
appreciate
that
no
I
think
that
not
I
think
that's
a
great
response
and
thank
you
very
much
very
helpful.
B
Great
back
to
you,
commissioner,
Yuri.
F
Yeah
another
question
about
the
alley:
I
think
this
is
my
last
one
so,
as
mentioned
before,
that
alley
does
currently
provide
a
relatively
low
stress
weight
relatively
to
get
across
Glebe
Road.
How
is
that
going
to
be
maintained,
or
how
is
that
alley
going
to
be
utilized
during
construction.
L
Yeah,
so
we,
as
you
are
aware
right
now,
the
alley
provides
access
to
the
point
office
building
and
for
kind
of
loading
for
the
point
office
building.
So
we
will
need
to
maintain
write
that
access
during
construction.
L
F
L
F
E
L
You
know,
eventually,
there
will
be
a
point
in
time
that
we're
going
to
have
to
kind
of
demolish
all
that,
and
you
know
that
will
all
be
carefully
coordinated
and
and
certainly
communicated
with
the
you
know
different
Civic
associations
through
you
know
our
monthly
construction
committee
meetings
with
the
neighborhood.
B
Great
commissioner
Locker.
S
Well,
actually,
I'll
just
answer
my
or
ask
my
questions.
I
will
not
I
think
that
most
of
my
colleagues
have
already
kind
of
I
asked
all
the
questions
and
I
do
acknowledge
that
this
is
a
tough
site
to
really
you
know,
get
a
grocer
in
here
and
I.
S
Think
that
it
is,
you
know
we're
trying
to
do
the
best
that
we
can,
but
I
do
still
have
concerns
about
the
left
left
turn
lane,
as
well
as
the
alleyway,
especially
in
regards
to
kind
of
the
backup
traffic
on
from
the
left
left
hand
turn
lane.
What
I
wanted
to
understand
was
you
had
mentioned.
The
residents
could
not,
you
know,
would
be
restricted
from
using
that
left
turn
lane
to
access
their
parking.
S
How
is
it
going
to
be
through
a
transponder
or
a
Gate
lift
or
how
because
I'm
just
thinking
that
it's
just
usually
there's
a
Gate
lift
and
you
kind
of
have
a
you
know.
You
have
a
pass
that
gets
you
through,
but
I'm,
assuming
that's
not
going
to
be
the
way
that
it's
going
to
be
monitored
because
you
won't
have
a
gate.
You
know
coming
into
this
into
the
alley
so.
L
So
there
is
a
gate
going
into
the
point
office
building
garage,
and
that
would
be
the
point
at
which
a
resident
who
who
had
kind
of
taken
a
left
turn
in,
would
be
denied
access
into
the
parking
garage
at
that
at
that
threshold
moment.
At
the
gate
in
in
the
point
office
garage.
M
I
think
the
very
first,
the
first
and
foremost
thing
is:
is
that
all
the
tenants
of
the
residential
tenants
and
the
office
tenants
are
going
to
be
made
aware
that
you
can't
enter
the
group?
You
can't
enter
the
site
off
of
Glee,
that's
a
No-No.
You
cannot
do
it
and
it's
going
to
be
part
of
the
lease
commitments.
M
Then
the
way
that
that's
going
to
be
enforced
is
that
yes,
there's
a
gate
as
you
enter
into
the
parking
garage,
the
point
office
garage
which
will
now
be
the
access
to
the
residential
garage
and
that
through
the
parking
equipment,
what
we
can
do
either
through
a
transponder
technology
or
a
license
plate
reader,
there
will
be
a
reader
out
on
the
Glebe
Road
drive,
so
basically
the
corner.
If
you're
looking
at
the
building
here
to
be
the
top
the
left
corner
there
of
the
building.
M
As
you
come
in
off
of
Glebe
Road
somewhere
in
there,
there
would
be
a
reader
that
would
either
be
capturing
license,
plates
or
capturing
transponders
and
if
I'm,
a
residential
person
or
an
office
tenant
that
comes
in
and
my
license
plate
is
in
the
system
because
associated
with
my
parking
pass
and
I've
entered
in
off
of
Glebe
Road
and
I
pull
up
to
the
parking
Gates.
The
gate
won't
go
up
and
so
I'm
gonna
I'll.
M
Do
it
once
and
I'm
gonna
realize
okay
I'm
not
going
to
do
that
again,
the
next
time,
because
I'm
gonna
have
to
pull
a
ticket
or
I'm
going
to
have
to
call
the
parking
operator
the
on
the
intercom
and
get
a
little
frustrated
and
angry
so
I
think
that's
the
way,
then,
to
to
force
that
from
happening.
There's,
nothing
physically.
Stopping
the
residents
or
office
from
turning
left
off
of
Glee
like
there
won't
be
anything
that
physically
stops
them
from
doing
that,
but
it
will
be
enforced
through
the
parking
access
system.
S
Understood:
okay,
so,
okay,
great!
Thank
you
and.
S
This
is
just
this
is
a
general
question
about
the
grocer.
You
had
mentioned
that
this
you
know
you've
been
looking
at
this
for
over
two
years.
Now,
by
the
time
you
get
this
approved,
is
the
commitment
from
the
growth
service
we're
spending
a
lot
of
time,
assuming
that
a
particular
grocer
with
you
know
a
minimum
140
spots
a
minimum
of
about
or
that
a
requirement
of
turning
on
through
the
last
left
turn
lane.
Is
this
commit?
How
strong
is
this
commitment?
S
I
just
want
to
make
sure
that
we're
you
know
we're
going
through,
try
to
get
a
better
understanding
of
of.
Is
it
a
particular
grocer
and
we've
got
a
good
commitment
and
and
we'll
work
with
this
particular
grocer,
or
we
go
through
all
this
and
at
the
end
of
the
day
we
have.
We
don't
really
have
a
tenant,
that's
going
to
be
in
the
space.
S
Is
there
a
gate
of
or
a
any
kind
of
exit
exit
paths
in
this
lease
that
you
know
if
we
don't
get
the
site
plan
approved
by
x-state
or
I,
just
want
to
make
sure
as
we're
trying
to
get
this
through?
Are
there
any
kind
of
major
Milestones
that
we
should
be
aware
of
or
be
concerned
with.
L
Certainly
the
site
plan
approval
is
is
a
critical
path
to
to
to
to
to
the
lease,
and
if,
if
we
do
not
get
the
site
plan
approval,
then
then
they
do
not
move
forward
with
with
the
project.
S
S
right,
but
assuming
that
that
gets
approved,
it's
not
that
you
know
they
still
have
an
exit.
After
for
you
know,
another
reason.
L
L
So
you
know
it's
it's
as
strongly
as
as
there
is,
but
you
know
there
are
certainly
conditions
that
that
we
must
meet
in
order.
You
know
for,
for
the
grocer
to
to
perform.
B
All
right,
a
couple
more
questions,
excuse
me
because
my
my
knowledge
here
may
be
out
of
date.
I,
don't
I
stopped
mostly
driving
to
Boston
a
couple
years
ago,
because
it's
close
enough
to
bike
for
the
most
part,
but
isn't
there
retail
parking
for
the
Chipotle
in
the
point
garage.
L
It
is,
it
is
public
parking,
so
you
know
in
in
theory,
somebody
from
the
public
could
come
and
park
in
in
the
Boston
Point
Parking
Garage.
There
are
a
certain
number
of
spaces
that
Arlington
County
can
use
as
public
parking
and
so
yeah.
B
L
That
that's
correct,
but
if
you,
if
you
know,
if
you
look
at
the
usage
of
the
parking
garage,
there's
very
little
public
parking
usage
in
that
that
garage
today,
especially
in
light
of
the
the
accounting
garage
at
the
mall.
B
Thank
you
taking
a
step
back
a
little
bit.
B
O
B
M
I
think
that
we
took
a
very
open
approach
when
we,
when
we
approached
staff
on
this
project
a
couple
years
ago,
to
try
to
look
at
all
options
and
we
were
looking
for
ways
to
get
access
in
off
of
Wilson
Boulevard
Stewart
Street
is,
is
a
little
I
mean
it
kind
of
comes
into
the
site
like
halfway.
I
can
kind
of
see
it
on
this
image.
M
There
right
right
up
there,
it's
just
off
to
the
top
in
a
way
that
I
would
say
that
would
would
not
be
workable
to
get
the
grocer
floor
first
floor
floor
print
on
this
site.
Footprint
on
this
site,
I
think
I've
lost
count
of
the
iterations
of
the
ground
floor
that
we
did
for
this
project,
but
there
were
more
than
a
dozen
trying
to
figure
out
how
we
could
fit
the
Grocer
in
and
get
the
access
to
work.
M
B
Great
thank
you
to
to
Mr
sullen's
point.
I
do
want
to
make
sure
that
you
are
applauded
for
the
for
the
for
the
positive
design
aspects
of
this
project.
B
I
did
want
to
say,
I
really
appreciate
how
prominent
the
pedestrian
entrance
to
the
park
to
the
grocery
store
is
is
that's
something
we
have.
We
have
had
trouble
getting
out
of
grocery
store
designs
in
the
past.
B
I
also
think
you've
done
a
really
commendable
job
of
making
it
so
that
the
people
who
enter
the
pedestrian
entrance
of
the
grocery
store
and
the
people
who
are
accessing
from
the
parking
garage
kind
of
all
get
a
similar
experience
coming
into
the
store,
at
least
from
what
I
can
tell
on
the
engineering
drawings,
and
that
that
is
often
challenging
to
do
as
well
and
I
think
you've
done
an
admirable
job
of
screening.
B
The
loading
areas
and
I
really
appreciate
how
much
of
that
loading
activity
takes
place
internal
to
the
site
as
far
as
backing
around
the
trucks
and
all
of
that
sort
of
thing.
I
know
that
takes
up
valuable
floor
space
that
could
be
put
to
another
purpose.
Otherwise,
so
Bravo
there
I
do
have
more
questions.
I'm.
Sorry,
there
are
just
so
many
pieces
to
the
site
that
don't
make
sense
to
me.
You
did
say
there
was
going
to
be
a
gate
at
the
top
of
the
ramp
to
access
the
grocery
parking.
B
Can
you
talk
to
what
ex
to
what
extent
you
know
how
you're
planning
to
manage
that
parking?
Is
it
going
to
be
paid
with?
Like
a
you
know,
you
can
get
your
parking
validated
with
a
receipt
from
the
grocer
or
like
how
that
all
is
is
expected
to
work.
L
So
at
this
point
in
time,
I
don't
think
that
the
grocer
has
kind
of
determined
whether
or
not
they're
going
to
charge
for
for
parking.
L
They
have
flexibility
inside
the
lease,
so
I
don't
think
that
that
has
been
determined
yet
I.
My
sense-
and
you
know
I-
can't
commit
to
this,
but
my
sense
is
that
they
really
want
to
see
what
the
usage
looks
like
and
if,
if
they
you
know,
if
they're
having
problems
with
non-gro3
parking
Park,
you
know
folks
coming
and
parking
that
space.
L
Then
I
think
you
know
that
that
results
in
a
different
kind
of
strategy
as
it
relates
to
charging
or
not
charging
for
parking.
B
Great,
thank
you
and
again
this,
like
the
private
alley.
Glebe
Road,
7th
Street.
B
M
B
B
All
right,
I'm,
a
big
fan
of
shared
streets,
I've
advocated
for
shared
Straits
in
a
number
of
other
places,
I'm,
not
100,
convinced
that
this
is
the
right
spot
for
a
shared
Street.
Can
you
talk
about
what
we
think
we're
we're
gaining
by
making
this
a
curbless
environment?
What
are
we
trying
to
achieve?
Do
we
really
think
pedestrians
are
going
to
walk
down
the
middle
of
this
thing
and
do
we
want
them
to.
M
I
think
that,
well,
we
are
referring
to
it
as
an
alley
and
I
think
the
reason
why
we
are
referring
to
it
as
allies,
because
that
is
one
of
its
primary
duties-
is
to
really
serve
the
access
to
this
project
for
vehicle
for
vehicles,
whether
they're
parking
or
it's
loading.
So
that
needs
to
be
accommodated.
One
of
the
things
with
the
swept
path
of
the
trucks
is
they
leave
that
large
tractor
trailers
is
that
they
will
need
a
large
portion
of
the
alley
as
they
turn
out
of
the
loading
area.
M
So
that's
one
of
the
reasons
why
the
curb
the
the
flush
aspect
of
it
is
very
helpful.
The
this
wouldn't
be
a
wound
off
in
that
sort
of
context.
Right
and
I
know
we're
in
this
space,
where
we're
talking
about
shared
streets,
we're
talking
about
wound
UPS,
where
this
is
more
of
a
hybrid
I,
would
say
this
is
an
alley.
Where
pedestrians,
it's
going
to
be
a
very
nice
alley
or
pedestrians
are
going
to
have
dedicated
facilities
on
each
side
where
they
can
walk
and
feel
comfortable.
M
But
this
is
a
very
functional
alley
and
it
needs
to
handle
those
functional
needs
of
the
of
the
of
the
project
if
the
traffic
volumes
are
low,
though
just
like
you've
seen
at
the
Wharf
there's
some
of
those
alleys
that
are
very
heavy
vehicular
traffic
and
pedestrians
can
wander
out
into
the
middle
of
them,
but
as
a
vehicle
comes,
the
pedestrians
move
off
to
the
side
and
the
vehicle
then
has
to
kind
of
negotiate
that,
and
it's
understood
that
that's
how
that
space
operates
so
I
I'm,
not
sure
I
would
call
it.
M
F
Yuri,
can
we
speak
I'd
like
to
hear
a
little
bit
more
about
why
the
grocer
retailer
has
made
this
such
a
strong
who
has
made
the
left
turn
off
being
such
a
strong
requirement,
I
think
I,
because
I
don't
think
we
ever
got
the
actual
reasoning
or
why
they
view
this
as
a
competitive
Advantage,
because
when
I
look
at
the
but
I
look
at
the
future
peak
hour,
traffic
volumes
coming
off
of
this
left
turn.
L
If,
if,
if
you're
coming
down
Wilson
Boulevard,
you,
you
there's
no
opportunity
for
you
to
to
enter
the
site
you're
in
a
you're
kind
of
in
a
Perpetual
Loop,
as
you
move
through
the
site
and
again
for
for
the
the
grocer
just
having
a
customer
who
can
easily
and
intuitively
find
access
into
the
site
is,
is
is
critical
and
in
this
instance,
without
that
left
turn
in
you
have
customers
and-
and
you
know,
new
customers
as
well,
who,
who
haven't
been
to
the
site,
who
just
don't
know
how
to
to
find
their
their
way
in
into
the
site
and
that
that
just
makes
it
on
unmanageable
for
for
the
grocer
and
just
they,
they
won't
be
able
to
kind
of
compete
if
they're
losing
kind
of
that
that
customer
to
to
to
competitors.
F
F
I
can
understand
a
grocer
saying
that
I
can
understand
a
retailer
saying
that
again,
just
given
the
environment
and
looking
at
what
what
the
actual
numbers
say,
17
26
28
like
that,
doesn't
it
doesn't,
it
doesn't
say
to
me
like:
oh
yes,
that
like
makes
or
breaks
a
site,
especially
in
such
an
urban
environment
or
other
like
Ingress
spots,
do
exist
so
I
just
like
again
like
I.
Would
it's
just
it's?
So
it's
difficult
to
hear
that,
just
because
again
we
are
talking
about
we're
talking.
We
were
talking
about
a
very
large
road.
F
It's
going
to
be
a
long
time
before
it's
rebuilt
before
his
configuration
has
changed,
and
it
makes
me
think
to
myself
like.
Is
this
going
to
be
a
hard
line
for
the
retailer
in
the
future
when
the
opportunity
to
redevelop
lead
does
come
up
like
it
just
it?
It
makes
me
feel
so
anxious
in
a
way
that
we're
effectively
I
don't
want
to
use
the
word
being
held
hostage
to
a
retailer,
but
it
almost
feels
like
there
was
some
odd.
It
just
feels
weird
I
don't
really
enjoy
it.
F
M
And
I
think
some
ways:
I
mean
it's:
it's
worked
with
enough
retailers
and
groceries
over
the
years
to
understand
that
it's
not
as
much
about
the
numbers
as
it
is
just
about
that
easy
path
of
arrival
right.
How
do
we
get
the
patrons
in
so
that
they
have
experience
that
I'm,
gonna
I'm
gonna,
get
into
this
site
I'm
not
going
to
go
to
Harris
Teeter
down
the
street
and
I
think
the
challenge
that
we
have
is
again.
M
This
is
a
mega
block
right
if
we
didn't
have
if
Carlin
Springs
ran
through
Boston
quarter,
mall
and
all
the
way
up
to
Wilson
Boulevard
and
we
had
more
porosity
and
connectivity
through.
This
I
think
we'd
have
a
little
bit
different
scenario
that
we're
working
with,
but
unfortunately
that's
not
what
we've
got.
We've
got
this
ginormous
block
that,
if
you,
if
you
pass
it,
they
don't
have
an
intuitive
route.
M
You
might
say:
okay,
that's
just
it's
just
too
difficult
for
me
to
get
there
and
I'm
going
to
go
to
Target
or
I'm,
going
to
go
to
Harris
Teeter
and
then
just
that's
how
the
Grocers
think
and
I
think.
That's
part.
It's
part
of
a
part
of
that
is
the
fact
that
we've
got
this
super
block
here
that
we've
got
to
contend
with.
B
Trying
to
address
what
was
just
said:
I
am
correct,
that
someone
coming
westbound
on
Wilson
Boulevard
could
turn
left
onto
Randolph
Street
and
then
right
onto
Glebe
and
access
the
site
without
any
problem.
They
just
have
to
think
ahead
far
enough
to
turn
left
on
Randolph,
that's
correct,
but
the
day
they
could
not
do
that.
But.
M
B
M
I
think
it
helps
we
ideally
if
I
was
able
to
start
over
I
would
bring.
You
know,
Taylor
and
Stewart
and
all
those
streets.
Those
much
smaller
blocks,
the
much
more
pedestrian
scale
and
I
bring
those
down
to
Glebe
Road,
but
that's
not
what
we're
working
with
right
but
I
think
it.
It
helps
right.
The
porosity
helps,
but
it
wouldn't.
It
wouldn't
completely
solve
it's
one
of
the
issues,
but
it
wouldn't
completely
solve
what
the
retailer
is.
Looking
for,.
B
Yeah
I,
just
at
the
end
of
the
day,
I'm
with
commissioner
yerry
that
I'm
not
interested
in
adding
a
left
turn
lane
to
Glebe
Road
I'm,
not
interested
in
taking
this
giant
this
street.
That
is
already
a
huge
barrier
and
saying
I
know
it
already
sucks
to
walk
across
Glebe
Road.
But
now
you
also
have
to
walk
across
an
additional
Lane.
B
You
know
and
I'm,
not
particularly
interested
in
the
fact
that,
if
I'm,
a
pedestrian
walking
up
Glebe
Road
on
that
sidewalk
that
now
there
is
an
entrance
to
a
loading
dock
that
crosses
the
sidewalk.
Where
previously
it
was
a
safe
place
to
cross
and
we're
adding
all
of
these
additional
cars
crossing
That
Sidewalk
to
get
into
and
out
of
the
alley,
and
so
like.
T
Hey
apologies
that
I
late
here
I've
been
in
transit
for
a
little
bit
glad
I'm
able
to
weigh
in
on
this.
This
issue.
I
know
I,
remember
from
the
reading
that
I
did
that.
One
of
the
reasons
that
the
grocer
wanted
to
go
here
was
because
of
the
population
density,
so
the
people
who
actually
live
there
I.E
to
people
who
would
be
walking
biking
can
easily
access
the
the
place
without
having
to
get
into
a
vehicle.
I
too,
have
a
lot
of
concerns
about
installing
a
left-hand
turn
here.
T
Over
60
percent
of
crashes
occur
at
intersections
where
people
are
making
left-hand
turns
and
I
think
it's
under
two
percent
of
people
are
making
right
hand
turns,
and
obviously
there's
just
a
lot
of
of
different
people
being
Mobile
in
a
lot
of
different
ways.
At
this
point,
so
you've
got
a
lot
of
mix
of
vulnerable
Road
users
and
motor
vehicles
that
would
be
coming
in
at
this
interacting
at
this
particular
spot
as
well
and
I
mean
to
be
honest,
I
live
close
to
here.
T
L
Iterate
that,
and
you
know,
I
think
the
the
grocer
does
expect
a
good,
a
good
amount
of
kind
of
pedestrian
and
bike
traffic,
but
they
also
expect
to
capture
commuter
traffic
is
a
critical
component
of
of
kind
of
their
customer
base
and
if
they're,
if
they're,
not
able
to
capture
that
that
commuter
traffic,
then
that
than
they
are
at
a
significant
and
vehicular
commuter
traffic.
L
You
know
again
the
milk,
the
the
eggs
you
know
as
as
you're
driving
home
you're
thinking
about
picking
something
up
for
dinner,
then
they
are
at
a
significant
competitive
disadvantage
and
they
you
know
it.
It
does
not
work
for
them.
Foreign.
T
Cars
can
get
in
to
the
parking
lot.
It's
not
impossible
and
I
know
I
go
to
some
stores
that
are
on
one-way
streets
and
I've
managed
to
figure
out
a
way
to
learn
how
to
get
in
to
parking
lots
in
a
way
that
I
can
access
the
store.
I
think
that
people
who
are
driving
here,
if
they
really
want
to
go
to
this
particular
store,
can
can
probably
figure
out
a
way
to
get
there
without
having
to
do
a
left-hand
turn,
I
mean
and
personally
I.
K
K
You
know
it's
a
requirement
by
the
grocer
and
what
we've
tried
to
do
is
to
thread
the
needle
to
accommodate
the
Grocer's
demands
and
requests
for
this
site
again
having
loading
and
parking
that
is
immediately
adjacent
to
this
particular
grocer
and,
having
a
left
hand,
turn
in,
and
we
have
tried
to
find
a
way
to
make
sure
that
it
does
not
have
you
know
a
deleterious
impact
on
the
overall
pedestrian
experience
and
to
use
this
as
an
opportunity
to
where
we
can
to
actually
improve
the
situation.
K
That's
out
there
and
again,
it's
not
perfect,
but
it's
come
a
long
way
as
Mr
Sullen
said
and
I
think
we're
proud
of
of
the
evolution
of
it.
C
Obviously
again
like
obviously
it's
a
challenge
and
I'm
not
I'm.
Definitely
not
an
expert
on
traffic
flow.
In
that
matter,
but
I
I
think
it's
worth
thinking
about
for
the
future,
especially
like.
If
we're
wanting
to
increase
walkability
and
pride
ourselves
as
a
county
that
is
very
urbanized,
then
I
think
we
ought
to
be
thinking
about
not
compromising
pedestrian
traffic
and
not
being
more
and
I
think
being
a
little
bit
more
proactive,
proactive
with
our
pedestrian
policies
rather
than
being
able
to
reactive,
which
is
kind
of
what
is
going
on
here.
C
F
F
The
20-year
lease-
oh
so
I'm,
just
going
back
and
thinking
about
Mr
sullen's
comments
from
earlier
about
how
there
is
a
long-term
plan
to
continue
further
urbanizing
Glebe
I
mean,
is
the
grocer
going
to
require
that
this
be
seven
Lanes
across
the
entire
time
through?
Oh
sorry,
this
may
be
less
of
a
question
of
you
thinking
out
loud
to
the
rest
of
the
commission.
Maybe
I
should
say
this,
but
discussion
with
the
commission
itself.
F
Let
me
just
make
this
more
germane,
because
part
of
the
monitoring
that's
captured
in
the
site
playing
conditions
include
monitoring,
not
just
not
just
pedestrian
conflicts
within
the
alley
about,
but
also
about
whether
or
not
enough
vehicular
traffic
is
being
captured
by
the
left.
Turn
lane
itself
to
say
what
it
could
make
some
kind
of
determination
about
whether
or
not
it's
useful
or
provides
utility.
F
Because
I'm
thinking
about
like
the
long-term
plan
for
Glebe
Road,
would
hopefully
for
it
not
to
be
seven
Lanes
across
here
or
at
any
other
point
and
I'm.
Just
trying
to
avoid
that
we're
against.
Like
a
20-year
lease
for
a
retailer,
that's
demanding
a
very
specific
Road
configuration
and
how
we
can
square
those
two,
how
we
can
square
that
Circle
and
make
them
whole
and
complete.
F
E
K
All
right
just
for
clarification,
I
may
have
missed
it
and
Dan
I,
don't
know
what
your
thoughts
are,
but
are
you
asking
that
the
monitoring
condition
include
you
know
if
there
is
a
change
in
the
configuration
to
Glebe
Road
that
that
it,
whatever
monitoring
that
we're
doing,
incorporate
that
like
accommodate
that
as
well
or
have
it
as
part
of
the
consideration
for
it?
K
K
B
Thank
you
all
right,
thanks,
commissioner
price
you're
up.
G
Thank
you,
Mr
chairman
I've,
got
to
say,
I'm
really,
I'm,
not
pleased
with
this
project.
Again
I
thought
it
would
to
me
it
started
out
kind
of.
As
a
you
know,
it
was
a
non-starter
for
the
for
the
grocer
not
to
have
that.
You
know
turning
lane
on
Glee.
G
You
know
tons
of
parking
that
was
absolutely
unnecessary
and
to
be
do
a
seat
to
the
demands
of
of
the
the
applicant
and
I
just
I
shake
my
head
and
also
to
think
about
the
fact
that
there's
a
lack
of
affordable
housing
really
on
a
site
that
is
you
know
centrally
located
in
in
Boston,
is
just
a
constant.
This
is
I
mean
Grant
I,
like
the
idea
of
a
grocer
I
like
the
idea
of
the
Redevelopment,
but
again
I
can't
see
myself
voting
in
favor
of
this.
P
Yeah
I
have
a
couple
questions:
Mr
sellin,
the
proposed
left
turn
lane
is
limited
because
there's
a
left
turn
lane
on
the
Northbound
side
for
Wilson
and
that
I
understand
will
not
change
so
that
constrains
how
long
the
left
turn
lane
would
be
into
this
site.
How
many
cars
average
cars
could
that
a
left
turn
lane
accommodate.
H
K
P
So
that's
really
a
lot
there's
going
to
be
backups
regardless
during
the
busy
times.
No.
H
I
mean
that's,
basically,
that
is
the
conclusion
that
we
made,
because
we
would
not
allow
this
if
there
would
be
backups
what
what
we
have
discovered
is
that
there
would
be
backups
on
Saturdays
and
Saturday
is
not
a
peak
period
And.
So
that
was
the
only
reason
that
the
staff
became
comfortable
with
the
left
turn
lane
was
that
there
will
not
be
queuing
during
the
peak
periods
of
commute
periods.
E
H
P
H
P
H
Well,
we
so
the
is
VDOT
would
is
permitting
us
to
allow
parking
during
the
off-peak
periods,
but
not
during
other
periods.
So
we
could
not
allow
that
to
be
parking
all
the
time.
P
No
I
would
say:
don't
allow
parking,
eliminate
the
parking
all
the
time
so
that
even
if
cars
yeah
this
is
a
thought
experiment
to
say
no,
no
left
turn
dedicated
left
turn
lane
yeah,
no
new,
no
new
pocket
left
turn
light.
So
we
just
have
three
lanes
going
south
make
them
three
lanes
going
south
with
no
parking.
All
the
time
make
the
far
left
lane
a
left
turn
lane
with
a
red
arrow.
H
M
Commissioner
Thomas
question
I
think
what
you're
saying
commissioner
is:
is
that
basically
have
three
lanes
southbound
today,
right
and
you're,
saying:
let's
just
use
in
off
because
off
peak
we
don't
have
parking
so
during
and
Saturday
we
would
because
that's
not
a
weekday
off
peak,
but
during
the
weekday
Peaks
we
don't
have
parking,
so
we
have
three
through
Lanes
as
you
go
southbound
but
you're
saying
take
that
one
lane,
that's
that
near
next
to
the
median
today
and
turn
that
into
a
left
turn
in
line
exactly
yeah.
M
So
I
think
that
we,
we
really
did
not
look
at
that,
because
the
the
capacity
of
Glebe
Road
has
the
three
through
Lanes
today
and
in
the
southbound
Direction
I
have
to
go
back
and
check
with
my
engineer.
Who
was
doing
the
analysis
on
that,
but
I
I
don't
know
if
we
need
all
that
southbound
capacity,
but
I
think
the
other.
The
challenge
of
it
is.
M
M
I
think
we
could
we
could.
We
could
study
that
a
bit
more,
but
I
think
we
knew
that
one
of
the
goals
really
too
was
to
have
on
on-street
parking.
So
we
would
have
that
on
Saturdays
and
we
really
really
Advocate
we'd
like
to
have
the
street
parking
so
that
that's
the
thing
that
kind
of
worries
me
on
Saturdays
is:
if
we
have
P,
we
have
Street,
we
really
want
to
have
the
street
parking.
M
P
M
Have
to
study
that
yeah
we
got
to
study
that
sorry.
We
have
to
say
that
geometrically
and
I
think
that's
going
to
have
some
challenges
of
how
you
would
make
that
work
up
the
length
of
that
block
and
I
think
the
challenge
that
we
have
with
Glebe,
unfortunately,
is
it's
a
VDOT,
right-of-way
and
VDOT
has
a
diff?
M
Has
there
certain
standards
and
criteria
that
you
push
the
limits
in
Arlington
with
them,
but
in
terms
of
tapers
and
things
of
that
nature
and
transitions
for
geometry,
they
have
a
hard
time
with
things
that
is,
is
too
much
beyond
their
standards.
So
I
think.
That's
really
why
we
didn't
look
at
the
solution
that
you're
describing.
P
I,
don't
know,
I
think
it's,
it
would
still
be
worth
pushing
them
on
to
see,
because
this
is
a
as
other
Commissioners
pointed
out.
This
is
a
highly
Urban
site.
Pedestrian
safety
should
be
Paramount
here.
Anything
that
slows
traffic
isn't
a
bad
thing
in
this
environment.
P
B
All
right
anybody
else,
I'm
not
seeing
any
more
hands.
Now
that
commissioner
lion
told
me
sister
is
done
here.
B
All
right,
I
appreciate
all
of
the
effort
that
has
gone
into
this
and
attempts
to
make
this
a
safe
access
for
pedestrians.
B
Despite
the
you
know,
new
left
turn
lane
and
the
additional
traffic
crossing
the
sidewalk
that
did
before
and
all
of
that,
if
I
could
give
points
for
effort,
I
absolutely
would.
But
at
the
end
of
the
day
for
me,
you
didn't
get
there.
It's
not
safe.
B
It's
not
well
trying
to
remember
exactly
the
words
you
used
that
you
were
trying
to
avoid
making
Glebe
any
more
of
a
barrier
than
it
already
is
I,
don't
think
he
got
there
either
I
think
this
site
this
project
is
currently
designed
is
bad
for
pedestrian
safety,
bad
for
pedestrian
access
and
makes
Crossing
Glebe
even
worse
than
it
already
is,
and
no
matter
how
much
better
it
got
and
no
matter
how
much
effort
went
into
it
at
the
end
of
the
day.
For
me,
that's
not
enough.
B
We
actually
have
to
get
there
just
not
not
just
get
better
and
so
seeing
no
other
commissioner
hands
I'm
going
to
go
ahead
and
put
a
motion
on
the
table
for
the
committee
for
the
commission,
which
is
that
I
move
that
the
Transportation
Commission
recommend
that
the
County
Board
defer
approval
of
this
site
plan
for
additional
work
on
pedestrian
safety
and
pedestrian
access
and
Crossing
simplybrip
I'll
second,
that's
been
seconded.
B
P
Yes,
I'm
sorry
I
didn't
go
up,
mute,
yeah,
I'm,
wearing
two
hats,
of
course,
because
I'm
both
on
Planning
Commission
and
transportation.
This
will
be
heard
next
week
at
Planning
Commission,
so
any
vote
I
do
here
doesn't
necessarily
mean
how
I
will
vote
there.
P
If
I
do
vote
to
defer
on
this,
it
is
in
order
to
do
the
further
study
of
the
Glebe
Road
turn,
which
I
think
had
all
the
options
have
not
been
explored
at
this
point,
I
think,
as
commissioner
commissioner
said
there
and
Mr
seller
said
there
since
I
chaired
the
sbrc
for
this.
There
has
been
tremendous
improvements
of
this
all
along,
and
this
is
a
classic
case
of
the
type
of
project
where
you
have
to
balance
the
good
and
the
bad.
P
It
is
by
no
means
perfect,
but
there's
lots
of
good
in
it
too.
You
know
this
is
exactly
where
we
want
lots
of
lots
of
residents.
Adding
supermarkets
is
never
a
Bad
Thing,
even
if
there
was
it
is
competition.
So
that
doesn't
concern
me.
The
affordable
housing
issue.
I
think
that's
really
not
probably
before
us,
but
it's
more
to
the
point,
because
this
is
our
first
use
of
tdrs.
P
This
is
really
an
unexp
unanticipated
problem
that
when
the
Columbia
Pike
of
form-based
code
was
created
which
allows
for
tdrs,
this
was
not
really
expected,
I
think
as
a
potential
outcome,
the
imbalance-
it
wasn't
really
thought
of
at
that
point,
but
it
is
a
valid
tool
that
is
being
used
to
preserve
a
large
development
down
that
the
Havens
down
in
Arlington
Mill.
So
you
know
there
is
a
huge
affordability
component
here.
That
is
a
very
positive
thing
and
was
part
of
County
policy.
P
So
you
know
this
is
another
one
of
those
balancing
things.
So
that
doesn't
concern
me
at
this
point,
but
you
know
I
do
feel
that
Libro
needs
to
be
looked
at
holistically
is
part
of
what
a
blossom
plant
is
40
years
old
Glebe
Road
is
a
different
street
than
it
was
40
years
ago.
It
is
now
a
continues
to
be
a
barrier
between
East
and
West
Ballston
that
becomes
clearer
more
and
more.
P
Despite
the
urbanization
up
and
down
it
and
I
think
it
really
needs
to
be
replant
and
I'm
going
to
be
making
a
motion
to
that
effect
on
at
Planning
Commission,
so
anyway,
I
just
wanted
to
make
that
statement.
Thank
you.
R
Thank
you,
chairman
yeah.
Thank
you
for
the
motion.
I
think
I
I
had
some
reservations,
as
we
were
going
into
this,
but
through
the
conversation
they've
been
heightened
and
I
would
I'm
much
more
comfortable
asking
for
a
deferral
than
feeling
like
we're
going
on
an
up
and
down
motion
on
this.
Thank
you.
Q
Yeah
I
I
mean
I
think
this
is
a
fantastic
project
in
many
ways.
We
we
want
to
see
this
development.
We
want
the
beautiful
grocery
anchor
or
other
type
of
anchor
to
revitalize
Boston.
There's
a
lot
of
good
here,
as
as
commissioner
Len
tell
me
said,
I
would
like
to
kind
of
echo
his
comment
about
Glebe
that
that
particular
turning
area,
I
I,
don't
purport
to
fully
understand
that
and
I
I
think.
Q
F
F
To
finish
again,
my
main
sticking
point:
it
really
does
Remain
the
fact
that,
as
built,
this
project
today
would
make
gleeve
even
more
of
a
barrier
than
it
currently
is
today,
and
it
just
conflicts
with
so
many
other
community
priorities
that
we
have
that
it
just
makes
it
hard
to
approve
it,
as
it
currently
says
today,
and
that's
why
I'll
also
be
supporting
deferral
but
again
like
there's
so
much
I
like
about
it.
B
B
B
If
my
math
is
right,
like
I,
can't
fathom
how
that
is
a
competitive
Advantage,
and
even
if
it
is
enough
of
a
competitive
advantage
to
to
justify
the
The
Pedestrian
safety
and
barrier
issues
that
we're
seeing
I
will
say,
I
really
don't
see
any
practical
reason
that
it
wouldn't
be
okay
for
a
car
to
go
straight
from
7th
street
across
this
intersection
into
the
private
alley,
and
so
I
think
there
is
a
possibility
that
can
be
looked
at
there
as
far
as
enabling
somebody
who's
going
West
on
Wilson
Boulevard
to
say,
turn
left
on
Vermont
after
the
Target
and
come
down
tasewell
to
seventh,
and
you
know,
access
the
site
that
way.
B
I
know
they
drive
past
the
Target.
And
so
you
know
that's
a
potential
concern.
But
if,
as
you
say,
this
is
a
unique
offering
in
the
Boston
submarket,
then
maybe
that's
that's
not
such
an
issue
and
they'll
do
that
extra
block
to
to
come
to
whatever
this
grocer
might
be,
because
I
do
want
to
see
this
project
go
forward.
I
think
a
grocer
here
would
be
lovely
I.
Definitely
absolutely
100
110
want
to
see
the
residential
units
here.
B
I
know
the
the
Macy's
is
probably
not
you
know
survivable
offering
here
and
we
certainly
don't
want
them
all
to
die,
but
I
yeah,
like
you're.
Just
you
can't
convince
me
that
the
19
cars
turning
left
here
is
worth
The.
Pedestrian
safety
and
Crossing
issues
that
we're
running
into
so
I.
Just
I
can't
I
can't
make
that
math
work
for
me
and
that's
why
I'll
be
voting
for
deferral?
B
Any
other
comments
on
the
motion.
I
think
the
only
hand
I
see
is
commissioner
ludlow's,
which
I
think
is
still
up
from
earlier
correct
me.
If
I'm
wrong
all
right,
then
I
will
call
the
votes
to
defer.
Commissioner
Bros
hi,
commissioner,
tell
me
aye,
commissioner
Locker
Ludlow
aye,
commissioner
moradovic.
B
B
Thank
you
very
much
for
spending
a
truly
astonishing
amount
of
time
with
us,
as
we
worked
through
this
and
I
hope
to
see
you
back
and
to
be
able
to
vote
for
approval
at
a
future
meeting.
B
I'm
actually
going
to
say,
given
that
we
are
already
three
hours
into
the
meeting,
that
we're
going
to
go
ahead
and
take
a
five
minute
break
for
the
Commissioners
to
grab
a
drink
or
use
the
facilities
or
kiss
their
children
good
night
or
whatever,
and
we
will
be
back
here
at
by
my
watch
1002
to
resume
with
George
Mason
Drive.
Thank
you,
okay.
Thank
you.
U
U
U
So
the
study
goals.
You
know
the
purpose
of
this
study
was
to
develop
a
preliminary
plan
to
improve
safety
and
access
along
South
towards
Mason
Drive,
and
because
it's
multimodal
in
nature,
that
means
for
people
who
are
walking
rolling.
You
know
riding
Transit,
cycling
and
driving,
and
this
study
is
really
grounded
in
these
four
factors
you
can
see
here.
You
know
the
first
being
County
Planning
guidance,
so
the
master
Transportation
plan
like
the
bike
element
or
pet
element.
It
will
also
Vision
zero.
U
Also
data
analysis
and
research
I'll
be
touching
on
this
today
and
that's
mostly
grounded
in
you
know,
traffic
analysis
also
in
our
departmental
coordination.
Obviously
transportation
is
a
huge
part,
but
we
have
Parks
tree
canopy,
so
working
with
DPR
kind
of
coordinating
with
water
sewer
streets
on
different
things,
so
just
running
that
by
basically
all
departments
to
make
sure
that
everyone's
reaching
their
goals
along
South
towards
Mason,
Drive
and
then
finally,
a
public
engagement.
U
So
the
study
era
you
can
see
here
we
start
at
the
top
of
the
screen,
Arlington
Boulevard
and
move
all
the
way
down
to
the
county
line.
That's
generally
around
South
Dinwiddie
Street
for
the
purpose
of
this
study.
It's
about
two
miles
in
length-
and
you
can
see
here
that
a
portion
is
a
dashed
red
line.
That
is
a
15
design.
U
So
we
are
planning
to
develop
a
15
design
for
this
concept,
but
it
so
it
can
be
easily
submitted
for
grant
funding
and
for
the
purpose
of
this
study,
we
broke
the
corridor
down
into
these
three
segments.
You
can
see
here
segment,
one
from
Arlington
Boulevard
to
Columbia
Pike
in
yellow
segment,
2
Columbia
Pike
for
Southport
Mall,
Run
Drive
in
pink
and
segment,
three
South
for
Mama,
Run,
Drive
to
the
Arlington
County
Fairfax
line
and
teal,
and
just
highlighting
really
briefly
on
this
slide.
U
You
can
see
all
of
the
assets
that
are,
you
know
along
or
adjacent
to
South
towards
Mason
Drive.
We
have
Parks
like
Alcova
Heights
parked
and
you
know
Barcroft
Sports
and
Fitness
Center.
We
have
two
major
Trails.
You
can
see
here
the
Southport
Mall
run
trail
and
the
wnod.
We
have
schools,
Randolph,
Wakefield,
High,
School
and
then
Transit
along
the
first
two
segments
as
well.
So
there's
a
lot
going
on
along
this
Corridor
and
it's
a
really
important
north-south
connection.
U
And
just
an
idea
of
the
timeline
where
we
started
and
where
we
are
now,
you
can
see
that
Transportation
staff
identified
this
Corridor
for
potential
future
Capital
Improvements
in
the
fall
and
winter
of
2021,
but
things
kind
of
really
kicked
off
with
this
study
in
April
2022,
when
we
had
our
first
virtual
community
kickoff
meeting
and
like
I
mentioned
that
was
really
to
gauge
existing
conditions.
So
how
did
people
feel
about
the
you
know
Corridor
and
its
current
state,
and
what
would
they
like
to
see
improved
from
a
transportation
perspective?
U
We
had
an
online
engagement
in
walking
tours
that
I'll
talk
about
later.
Then
we
move
into
phase
two.
Once
again,
we
had
some
Community
engagement,
but
this
was
really
focused
on
quarter
wide
Concepts
right
now
you
can
see
we're
highlighted
in
red
I'm,
looking
at
phase
three,
which
is
intersection
Concepts
and
then
moving
into
commission
briefings.
All
with
the
goal
to
you
know,
use
this
information
to
submit
a
Grant
application
at
some
point.
U
So
I'll
be
talking
a
little
bit
about
phase
one
existing
conditions,
mainly
what
we
heard
from
the
community,
as
well
as
a
data
analysis
that
I
mentioned
earlier,
so
we
had
multiple
engagement
opportunities.
The
community
kickoff
meeting
was
virtual.
We
also
had
an
online
feedback
questionnaire
and
map
that
was
open.
For
you
know
almost
a
month
you
can
see
here
we
had
about
404
responses
and
625
comments
on
the
map.
We
also
had
in-person
walking
tours
you
can
see
at
Barcroft
and
also
at
Alcova
Heights.
U
So
who,
who
did
we
hear
from
in
that?
First
round
of
Engagement?
You
can
see
predominantly
it's
people
in
that
22204
zip
code,
which
we
like
to
see.
Majority
of
the
people
live
in
Arlington
work
in
Arlington,
but
also
some
people
commute
through
Arlington.
It's
important
to
note
that
five
percent
of
respondents
said
they
had
a
disability
that
impacts
their
Mobility,
which
is
you
know,
important
to
note
and
something
that
needs
to
be
considered
when
we're
talking
about
Transit
and
curb
ramps
and
sidewalk
with.
U
We
also
ask
people
what
their
travel
habits
were
and
it
became
apparent
that
a
lot
of
people
are
using
South
George
Mason,
Drive,
beggar,
Lily.
You
know
these
people
lived
in
the
22204
area,
so
that
makes
sense,
but
we
also,
you
know,
noted
that
70
used
a
quarter
primarily
to
reach
destinations
on
or
near
South
towards
Mason
Drive.
So
there's
a
lot
of
Chip
trip
generators
along
South,
George,
Mason
Drive.
U
We
also
ask
people
about
you
know
how
safe
did
they
feel
traveling
on
George
Mason
with
these
different
boats,
and
you
can
see
here
generally
people
on
bikes
and
scooters
felt
very
unsafe
or
unsafe,
highlighted
in
that
red
and
then
Pig
Hue
and
pedestrians
felt
a
little
more
safe
but
generally
felt
unsafe
or
neutral
driving.
You
kind
of
see
it
move
towards
people
feeling
more
safe
and
Transit
and
with
the
highest
ratings
of
perceived
safety.
U
We
also
asked,
as
you
can
see
here,
what
are
the
changes
you
would
most
like
to
see
and
for
this
specific
questions,
it's
Arlington
Boulevard
to
Columbia
Pike,
and
we
asked
this
for
each
segment.
The
segments
were
generally
similar
throughout
with
responses
you
can
see
here
that
safer
intersections
had
the
highest
response
with
50
protected
bike,
lens
of
45
and
slowing
traffic
down
with
32
percent,
and
it
is
also
important
to
note
that
crosswalks
were
really
high
on
the
list
at
23
percent.
U
So
this
is
an
example
of
one
of
the
maps
that
we
use
to
gain
feedback
and
we
basically
had
four
different
types
of
comments.
People
could
drop
and
you
know
whether
it
was
just
a
general
comment
whether
it
was
a
you
know,
concern
as
you
can
see
here,
and
so
we
kind
of
grouped
these
together
into
common
themes
and
some
of
the
main
things
we
heard
were
kind
of
concerns
along
nfatc,
the
national
Foreign
Service
Affairs
Training
Center,
basically
that
they
there
was
a
lot
of
issues
with
Crossing
Sixth
Street
safely.
U
We
also
heard
a
lot
of
concerns
about
George
Mason
driving,
Columbia
Pike,
which
makes
sense
because
that
has
been
identified
as
a
vision,
zero
hot
spot,
along
with
the
intersection
of
South
Four
Mile
Run
Drive
generally,
the
travel
Lanes
I'm
having
an
issue
specifically
in
segment
two
by
the
Barcroft
apartments,
with
cars,
side,
swiping,
parked
trucks
and
vehicles
and
then
also
just
noting
that
people
really
want
to
make
it
easier
and
safer
for
kids
to
get
to
school
on
all
modes.
U
U
But
what
was
apparent
was
there
is
a
speeding
issue.
If
you
look
at
these
85th
percentile
speeds,
you
can
see
they're
quite
High
generally
speeds
along
and
South
towards
Mason
Drive
are
posted
at
about
30
miles
an
hour.
So
you
know
in
most
sections
or
segments
we
have
people
going
eight
or
nine
miles
above
the
speed
limit.
U
We
also
collected
crash
data-
you
can
see
here
there's
you
know
two
serious
injuries,
quite
a
few
minor
injuries,
also
quite
a
few
property
damage
only
and
some
suspected
injury
and
like
I
mentioned
earlier.
There
are,
you
know
two
intersections
that
are
Vision
zero
hot
spots
foreign,
so
this
is
a
measures
of
Effectiveness
is
something
we
work
closely
with
tool
to
basically
kind
of
look
into.
U
What
can
we
do
in
South
towards
Mason
drive
to
make
sure
we're
moving
all
of
these
different
modes
in
a
way
that's
efficient,
but
is
also
safe
for
everyone,
and
you
can
see
through
these
six
different
measures
of
Effectiveness.
That's
basically
how
we
would
measure
that
this
project
is
doing
what
it
needs
to
do
so
phase
two.
This
is
quarter
wide
Concepts,
so
we
went
ahead
and
had
a
in-person
community
workshop
at
Randolph
Elementary
this
summer
and
Then
followed
that
up
with
an
online
feedback
questionnaire,
and
that
was
open
for
about
three
weeks.
U
We
did
send
mailers
to
about
12
000
addresses,
along
and
kind
of
in
the
area
of
South,
George,
Mason,
Drive
and
really
trying
to
reach
a
wider
range
of
people.
I
should
mention
that,
because
there's
just
such
a
wide
array
of
people
and
ethnicities-
and
we
have
Community
groups
living
along
this
area,
we
identified
a
need
to
make
sure
we're
reaching
everyone.
U
So
before
I
talk
about
what
we
heard
from
the
community
I
just
kind
of
wanted
to
give
a
brief
a
brief
visual
of
what
we
were
showing
people
or
what
people
were
looking
at.
So
here
you
can
see
you
know
up
in
the
corner.
We
have
that
this
is
segment
one
like
I
mentioned.
These
are
all
broken
into
segments,
so
first
we
showed
people
okay.
This
is
what
the
cross
section
is.
Today
you
can
see
for
segment
one,
so
that's
from
Arlington
Boulevard
to
Columbia.
U
Pike
generally,
you
know
the
segments
don't
stay
the
same
throughout,
but
this
is
kind
of
the
general
measurements
working
from
the
outside
in
you
have
that
four
foot
sidewalk
with
a
three
foot
buffer
strip,
generally
seven
feet
of
parking,
12
foot,
11,
foot,
vehicular
Lanes,
with
a
six
foot
median
so
concept,
A
widened
the
sidewalk
from
four
feet
to
six
feet:
added
a
planted
buffer
strip
removed
parking
with
a
protected
bike
lane
and
narrowed
the
vehicular
lens,
noting
that
the
outside
Lanes
have
to
remain
at
11
feet.
Minimum
for
Transit
concept.
U
B
was
similar
but
really
added
a
multi-use
trail
in
a
six
foot
planted
buffer
strip
and
removed
parking
just
on
that
Northbound
or
east
side,
rather
than
on
both
sides,
and
these
Concepts
A
and
B
are
similar
throughout
all
segments
so
segment.
Two:
here's
today
we
have
a
little
bit
wider,
sidewalk,
slightly
larger
buffer
strip
once
again
parking
on
both
sides
and
those
wide
vehicular
lines.
U
This
was
mainly
in
part
because
we
had
a
conversation
with
community
members
and
Leadership
who
felt
that
you
know
removing
parking
in
this
segment
would
be
in
equity
in
Economic,
Development
issue,
because
many
of
the
cars
or
vehicles
that
Park
in
this
area
are
you
know,
maintenance,
trucks
or
food
trucks
that
people
often
use
as
a
personal
vehicle.
At
the
same
time,
you
know
Barcroft
Apartments
is
developing
and
we're
working
closely
with
them
to
talk
about
on-site
parking.
U
So
there
is
a
chance
that
we
could
basically
change
this
space
around
depending
on
development
to
possibly
have
on-site
parking,
which
would
reduce
the
need
for
on-street
parking
and
finally,
segment.
Three
is
from
South
Four
Mile
Run
Drive
to
the
county
line.
What's
here
today,
once
again,
we
have
that
four
foot
sidewalk
three
foot
buffer,
seven
feet
of
parking
on
both
sides
and
12
foot,
vehicular
Lanes,
with
a
24
foot
medium.
U
U
U
So
what
did
we
hear
from
people
when
we
showed
them
this?
Like
I
mentioned?
This
questionnaire
was
open
for
about
three
weeks.
In
addition
to
that
in-person
community
meeting,
we
generally
heard
from
kind
of
a
wider
array
of
people
in
that
first
engagement.
We
generally
heard
from
people
in
22204
but
heard
from
people
throughout
the
county.
U
So
we
asked
people
to
rank
their
top
three
transpar
Transportation
priorities
for
this
segment
and
once
again
these
were
similar
throughout
all
three
segments.
So
you
can
see
here
that
we
have
dedicated
Bikeway
as
the
highest
overall
rank,
followed
by
sidewalks
and
Then,
followed
by
vehicle
travel,
Lanes
I.
Think
one
thing
to
note
is
that
you
know
a
lot
of
the
time
we
saw
dedicated.
Bikeways
sidewalks
and
Transit
stops
all
as
the
highest
rankings,
but
in
the
case
of
vehicle
travel
ends.
U
That
was
also
in
the
top
three
that
was
generally
the
first
priority
for
people
and
there
wasn't
as
much
of
a
pattern
there.
U
We
also
asked
people,
you
know
which
concept
provides
the
most
benefit,
a
which
is
the
separated
bike.
Lanes
planted
buffered
areas
and
widened
sidewalks
versus
concept,
B,
which
is
the
multi-use
trail,
planted
buffer
space
and
widened
sidewalk,
and
you
can
see
here
it
was
pretty
variable
generally
with
walking
and
rolling
and
public
transit.
It
was
the
multi-use
trail,
but
that
switches
a
little
bit
for
biking
where
people
recommended
the
separated
bike
lanes
and
then
kind
of
fluctuates
throughout.
U
But
generally
overall,
when
we
ask
people
for
each
segment,
people
did
prefer
concept
B,
which
is
the
multi-use
trail.
You
can
see,
though,
in
segment
three,
it's
a
pretty
narrow
margin,
with
Concept
A
being
49
and
concept
B
being
51
percent.
U
We
also
had
an
opportunity
for
people
to
give
open-ended
comments,
because
that's
where
we
get
a
lot
of
the
really
great
detail
from
you
can
see
here.
The
comment
we
heard
the
most
was
parking
particularly
concerned
about
parking
for
segment,
one
concerns
with
nfatc,
and
you
know
the
use
of
that
parking
versus
the
parking
used
by
residents.
U
We
also
have
heard
quite
a
lot
of
just
words
of
support,
which
was
really
helpful
for
this
project,
and
we
also
heard
some
concerns
about
the
shared
use
nature
of
the
multi-use
trail.
You
know,
how
are
you
going
to
make
sure
there's
enough
room
for
pedestrians
and
cyclists
and
suitors?
If
this
is
to
be
used,
you
know
as
a
mode
of
transportation
for
commuting
and
for
recreation.
U
U
This
is
what
the
preferred
concept
was
so
essentially
that
multi-use
trail
with
a
four
foot
planted
buffer
strip
removal
of
parking
on
the
east
side,
narrowing
the
vehicular
lines
where
possible,
leaving
that
six
foot
median
and
then
including
parking
on
the
west
side
and
some
bump
outs,
for
you
know
Transit
and
areas
where
individuals
might
be
Crossing
to
essentially
reduce
the
crossing
distance
that
they
would
have
to
have
to
use
for
Segment
two.
Similarly,
this
is
what
exists
today
and
using
those
four
factors.
U
This
was
the
preferred
concept
that
we
came
up
with
essentially
a
multi-use
trail
with
a
six
foot
buffer
strip
and
remaining
parking
remaining
on
both
sides,
vehicular
lanes
and
the
14
foot
meteor,
and
this
is
segment
three
once
again
and
so
actually
with
segment.
U
Three,
largely
the
cross
section
is
going
to
be
determined
by
the
south,
Four
Mile
Run,
Drive
intersection
and
after
spending
some
more
time
on
this,
we
realized
that
we
needed
to
essentially
work
that
out
a
little
bit
more
there's
a
lot
of
trade-offs
at
that
intersection
with
traffic
signal
timing
and
getting
people
across
safely,
while
moving
Vehicles
while
moving
Transit
and
then
also
some
major
space
constraints,
just
because
of
the
nature
of
having
South,
Four,
Mile,
Run,
minor
and
major
right
next
to
each
other.
U
So
in
order
to
you
know,
make
sure
we
are
providing.
You
know
a
safe
facility
for
all
users
and
making
sure
the
bike
facilities
and
pet
facilities
are,
you
know,
uniform
and
cohesive
and
create
a
network.
We
realize
that
we
need
to
spend
more
time
on
so
public
engagement
and
next
steps.
Like
I
mentioned.
This
is
kind
of
what
we
saw
earlier
right
now
doing
the
intersection,
Concepts
and
really
honing
in
on
that
segment.
Three
and
specifically
South
Four
Mile,
Run,
Drive,
so
phase
three
upcoming
public
engagement.
U
Originally,
we
had
planned
a
meeting
for
next
week,
but,
like
I
mentioned,
we
wanted
to
make
sure
that
you
know
whatever
is
proposed
for
South
4
Maryland
Drive
is
improving.
You
know
everything
for
all
users,
specifically
because
it
already
envisions
your
hotspot,
so
we're
pushing
that
back
to
mid-January.
U
So
we
can
further
develop
that
and
we'll
once
again
have
a
virtual
public
meeting,
an
online
feedback
form
and
we'll
have
in-person
pop-up
events
we'll
definitely
have
one
at
Barcroft
Apartments
having
talks
with
Wakefield
High
School
and
will
likely
have
one
along
the
wnod
at
the
South
Four
Mile
Run,
Drive
intersection.
U
That
is
all
I
have
for
today.
All
of
this
is
on
the
project
page
that
you
can
search
here
and
if
you
have
any
questions,
feel
free
to
reach
out
to
me
at
any
time
and
then
Nate
Graham
is
also
doing
public
engagement
so
feel
free
to
reach
out
to
him
as
well.
B
Great,
thank
you
much
so
much
Miss
Gerber.
Do
any
Commissioners
have
questions
or
comments
at
this
time.
O
All
right,
I
feel
like
we're
in
a
marathon
session.
I'll
try
to
be
quick,
so
in
the
the
kind
of
hybrid
where
you
combined
the
various
segments
and
you
have
the
multi-use
trail,
is
there
any
possibility
to
kind
of
separate
like
separate
cyclists
and
pedestrians
on
on
that
trail?
I'm
sure
you've
already
looked
at
that
and.
U
Yeah
not
with
we
wouldn't
be
able
to
on
a
12-foot
Trail.
So
generally,
we
need
about
11
feet,
for
you
know
bikes
to
be
able
to
cross
each
other
in
different
directions,
so
we
would
have
to
have
more
space
in
order
to
create
a
facility
that
could
have
bikes.
Basically,
we
need
like
an
extra
five
or
six
feet,
so
we
could
have
pedestrians
or.
U
O
B
All
right
great,
well,
good
luck
with
Four
Mile,
Run
Drive!
Thank
you
and
let
me
just
throw
in
my
two
cents
for
consistency.
I
think
it
would
be
great
if
we
ended
up
with
a
shared
use:
Trail
on
the
east
side,
south
of
Four
Mile
Run,
to
be
consistent
with
the
rest
of
it.
B
But
I
know
it's
trade-off
land.
So
there
are
trade-offs
on
doing
that.
A
I
Evening
Commissioners,
thank
you.
Thank
you.
Bridget
I
understand
it's
10
30
p.m.
I'd
like
to
go
through
these
and
relative
expediency,
but
leave
time
for
questions
I'm
not
going
to
share
my
screen
because
I'm,
assuming
that
all
Commissioners
had
a
chance
to
review
this
short
memo
that
went
through
before
for
the
raise
item.
Let
me
just
add
one
bit
of
additional
detail,
which
is,
as
promised
the
raise
fiscal
2023
notice.
I
The
funding
opportunity
was
released
yesterday,
November
30th
applications
will
be
due
to
usdot
February
28th,
so
nofo
Plus
90
days,
just
like
they
said
so,
which
means
from
a
returning
to
the
commission
for
Action
items.
We
will
be
targeting
February
based
on
the
anticipated
County
Board
schedule
and
the
application
deadline,
so,
as
it
says,
no
we're
going
back
for
a
third
try
on
the
ANC
wall.
Trail.
I
If
Commissioners
have
questions
about
what
we
heard
in
the
OST
review
and
specifically
about
the
the
various
criteria
for
raise
evaluation.
Where
were
there
is
where
we're
actively
looking
to
seek
Improvement
I
can
field
those,
otherwise
I
can
field
any
other
general
questions
related
to
raise
at
this
time.
T
Hey
good
evening,
I
am
curious
as
to
what
type
of
feedback
you
received
from
the
from
dot
on
the
application.
I
So
generally
positive,
as
as
folks
may
know,
depending
on
how
how
much
inside
baseball
folks
are
willing
to
do
or
familiar
with
with
raise.
I
There
are
eight
major
selection
criteria
for
the
first
round
of
review
and
they
are
rated
high
medium
low
in
order
to
get
to
the
second
round
of
review,
which
is
when
there's
three
levels
of
review
first
round
first
cut,
then
a
second
cut,
and
then
you
make
it
to
the
secretary
for
consideration
to
make
it
to
the
second
make
it
past
the
first
cut
of
review
of
the
eight
Merit
criteria.
I
You
need
no,
no
non-responses,
I,
think
five
out
of
eight
highs
and
everything
else
we
received
in
our
last
application,
one
high
one
low,
no
non-responses
and
the
remaining
six
medium.
So
our
our
focus
is,
you
know,
making
converting
a
bunch
of
those
medium
rankings
to
high
ranking,
so
we
can
and
get
to
the
second
cut.
I
We
did
receive
specific
feedback
in
those
various
criteria,
areas
on
where,
where
we
can
seek
improvements,
a
lot
of
it
is
making
sure
we're
telling
a
more
cohesive
story
and
relying
more
on
quantitative
data
to
help
support
that
story,
which
we
have
a
good
bit
of
it
in
the
benefit
cost
analysis,
but
bringing
it
forward
in
a
more
prominent
basis
and
sort
of
the
main
body
of
the
application,
because
otherwise
it's
not
seen
the
BCA
is
not
reviewed
until
you
reach
the
second
level
of
review.
I
I
Several
of
them
we
swer
our
high,
was
in
the
mobility
Criterion.
The
low
was
in
The,
Innovation,
Criterion
and
then
the
restroom
medium.
So
it's
you
know
it's
beefing
up.
The
Innovation
piece
both
in
terms
of
the
Innovation
criteria,
is
very
broad,
so
it
can
render
many
things
from
delivery
methods.
You
know
construction
manager,
risk
or
design
build
as
opposed
to
design.
You
know
design
bit
build
the
type
of
materials
that
are
being
used
in
in
the
project
and
again
this
is
a
trail.
I
So
looking
at
things
like
semi-permeable
surfaces
and
things
like
that,
all
all
in
all,
in
the
other
criteria,
things
like
Economic
Development
safety.
One
of
the
challenges
here
is,
you
know
we
are
improving
a
and
putting
a
trail
on
a
roadway
where
no
path
exists
for
safe
use
of
for
non-motorized
travel
right
now
there
are
a
number
of
alternative
paths
that
are
there.
I
Some
of
them
are
also
very
unsafe
or
heavily
congested
in
the
case
of
the
parallel
Mount
Vernon
Trail
over
that
is
being
improved
separately,
By,
The,
Park
service
and
Federal
Highway,
but
it's
being
able
to
make
sure
we
have
harder
numbers
to
document.
Why
this
improves
the
regional
cycling
Network
the
regional
ped
Network,
and
makes
it
safer
for
all
users.
B
No
I
think
it's
a
I
think
it's
great
great
glad
to
see
the
ANC
Trail
getting
another
shot
and
I
agree
that
it's
a
great
project
and
really
ought
to
be
able
to
score
high
in
this
particular
Grant,
so
excited
to
see
See,
you
guys
give
it
another
shot.
I
All
right,
so
this
this
one
has
the
the
most
difference
from
what
is
in
the
memo,
and
that
is
largely
in
response
to
the
materials
that
you
just
heard
from
Miss
Gerber
on
the
South
George
Mason
Drive,
multimodal
study,
given
the
need
to
look
more
carefully
at
the
South
Four
Mile
Run,
Drive
intersection
and
segment,
three
in
particular,
which
then
necessitates
pushing
back
some
of
the
public
engagement.
We
have
elected
to
hit
pause
on
submitting
South
George
Mason
Drive
for
the
commuter
Choice
program.
I
There
simply
is
not
going
to
be
enough
time
to
get
to
get
it
right
in
terms
of
the
things
we
still
need
to
do
in
analysis
for
South
Four,
Mile,
Run
and
segment
three
and
vet
it
with
the
community
and
still
make
the
application
deadline,
which
is
at
the
end
of
January,
for
commuter
choice.
So
we
will
continue
with
submitting
the
Metrobus
16m
for
operating
expenses
for
that
very,
very
important
Improvement
to
bus
service
in
the
Columbia,
Pike
Corridor
and
then
through
routing
into
Pentagon,
City
and
Crystal
City.
I
But
that
will
be
the
only
application
we
will
submit
for
commuter
choice
for
this
round.
While
we
push
pause
on
that
and
while
South
George
Mason
Drive
is
completed,
we
will
be
looking
at
other
external
grant
funding
opportunities
to
fund
what
the
ultimate
Capital
Improvement
that
comes
out
of
the
South
George
Mason
study.
Looking
at
you
know
other
Regional
and
state
opportunities
as
we
go
forward.
B
All
right,
thank
you
for
that.
That's
disappointing,
but
I
think
I
agree
that
it's
the
right
choice.
It's
important
to
be
authentic
and
truthful,
and
on
the
up
and
up
with
the
community
and
going
forward
with
a
Grant
application
without
having
finished
engagement
would
be
I,
think
really
problematic.
I
All
right,
this
one
is
fairly
straightforward.
The
additional
information
I
can
add
at
this
point
is
through
to
discussion
with
transportation,
engineering
and
operations.
We
do
know
that
fiscal
2029
will
be
a
traffic
signal
optimization
year.
It
is
typically
a
three-year
cycle
and
we
are.
We
have
a
little
bit
of
issue
getting
started
with
the
current
cycle,
but
it
is
we'll,
be
kicking
off
formerly
this
spring,
so
that
means
fiscal,
23,
fiscal,
26
and
then
again
in
fiscal
2029.
So
we
know
that
signal
optimization
will
be
slotted
in
there.
I
We
know
that
accs
will
be
slotted
in
so
then
the
alternative
will
be
some
combination
or
an
either
or
for
potentially
additional
work
on
the
Arlington,
Boulevard
Trail
or
money
for
Capital
Bike
Share.
When
we
go
forward
with
that
application
and
again
that
one
will
be
coming
back
next
month,
because
those
applications
are
due
mid-January
with
the
governing
body
resolutions
of
support
due
at
the
end
of
January.
B
All
right
that
all
makes
sense
to
me:
certainly
supportive
of
Arlington
Boulevard,
Trail
work
and
also
Capital,
Bike,
Share
and
I.
Suppose
we
have
to
you
know:
retime
the
signals
a
couple
every
couple
years,
any
other
commissioner
questions
or
comments
I'm
looking
for
hands
I'm,
not
seeing
any.
A
Thank
you
rich
on
to
other
business,
so
I
don't
have
a
meeting
date
for
our
next
meeting.
Yet
I
did
receive
the
tentative
County
Board
schedule
for
next
year
today,
so
I'll
be
working
with
I'm
Gisele
Planning
Commission.
Stop
please
on
my
counterpart
to
work
out
the
schedule
for
next
year.
So
look
forward
to
that
real
soon.
B
Sounds
good
and
then
I
will
update.
Thank
you
for
everybody
who
volunteered
on
sprc
all
the
slots
that
I
needed.
I
now
have.
E
B
If
you
volunteered,
you
just
got
put
on
a
list,
thank
you.
So
I
think
it
is
commissioner
moradovic
leading
Wakefield
Manor
with
commissioner
Locker
as
an
alternate,
and
then
commissioner
Bros
is
an
alternate
with
me
for
YMCA,
and
commissioner
Hussein
is
an
ultimate
alternate
with
me
for
Crystal
Towers,
three
and.
B
B
Speaking
of
the
Arlington
Boulevard
Trail,
the
arva,
that
said,
there
are
a
lot
of
like
site
plans
in
the
pipeline
right
now.
The
web
page
of
like
provisionally
accepted
but
not
fully
accepted
developments,
is
really
long,
so
expect
there
to
be
more
opportunities
coming
forward
with
site
plan
review,
because
I
can
only
be
at
so
many
meetings
at
a
time.
B
I
had
two
simultaneous
meetings.
Yesterday
it
was
super
exciting
I,
don't
recommend
doing
it.
B
Anybody
else
have
anything
else
for
the
good
of
the
order,
any
updates
from
things
that
you
liaised
to
or
questions
concerns,
I
think
with
the
new
year.
We
should
all
probably
be
expecting
an
updated
Financial
disclosure
form
to
fill
out
for
2023,
very
exciting
and
I.
Think
at
this
point,
we're
planning
for
January's
meeting
to
be
in
person.
B
And
then
we
will
make
a
plan
from
there
about
where
to
use
our
to
all
virtual
meetings
for
2023.