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B
C
Hi
good
evening,
how's
everyone
tonight,
thank
you
for
having
me
here.
I
think
this
is
what
like
the
eighth
year,
I've
been
here,
giving
your
presentation,
so
you
guys
should
be
demographic
experts
yourself
by
now
right,
I'm
gonna
go
through
this
quickly.
I
think
you
all
have
had
the
profile
to
look
at
and
if
you
have
any
questions,
feel
free
to
just
to
stop
me
as
we're
going
along.
Can.
C
C
In
terms
of
housing,
units
or
households
that
started
with
those
we've
reached
a
hundred
and
five
thousand
households
in
the
county,
the
majority
of
these
are
one
two-person.
Households
for
housing
units
were
at
114
thousand
housing
units.
This
has
been
an
increase
of
about
1,700
over
the
last
year
and,
as
you
can
see,
the
breakdown
we're
heavily
on
the
multifamily
side
and
continue
to
increase
in
that
share
in
terms
of
income.
Arlington
has
a
very
high
median
household
income
at
a
hundred,
and
ten
thousand
per
capita
were
almost
two.
C
Ninety
thousand
and
infected
buying
power
of
ten
point
two
four
billion,
the
Washington
metro,
a
Washington
metro
area,
median
family
income
for
a
family
of
four
is
one
hundred
and
eight
thousand
six
hundred
in
terms
of
education,
ApS
added
nine
hundred
fourteen
students.
Last
year,
reaching
twenty
six
thousand
just
over
twenty
six
thousand
students
and
expenditures
per
pupil,
went
up
to
eighteen,
almost
19,000
in
terms
of
the
population,
age,
25
and
older
seventy-three
percent
have
a
bachelor's
degree
or
higher.
C
In
terms
of
migration.
You
can
see
that
people
continue
to
move
to
Arlington,
County
I,
think
we
and
the
profile
status
is
about
twenty
nine
thousand
five
hundred
total
moving
in
flow.
That's
equates
to
about
eighty
people
per
day.
Moving
to
the
county
you
can
see
here
for
our
neighboring
jurisdictions.
The
largest
share
is
coming
from
Fairfax
County
total
at
place,
employment
in
2016
we're
at
two
hundred
twenty
two
thousand
jobs,
wage
and
salary.
Two
hundred
seventeen
thousand
and
forty
eight
hundred
jobs
or
self
employed
top
three
industries
or
professional
technical
services.
C
Other
services
and
government
makes
up
twenty
two
percent.
These
are
the
top
ten
private
employers
in
Arlington,
Accenture,
Deloitte,
Virginia,
Hospital,
Center,
Center,
Booz,
Allen,
Hamilton
and
CB,
or
the
top
five
in
terms
of
office.
Construction.
We're
still
at
a
nineteen
point,
six
office
vacancy
rate,
total
gfa
for
both
corridors,
RB
and
JD,
is
about
thirty
five
point:
five
million
our
B
corridor
has
22
point
seven
million
completed
office.
Space
JD
is
another
twelve
point:
eight
million
under
construction.
C
We
haven't
really
seen
past
year
office
under
construction
in
the
JD
corridor,
but
the
RB
had
one
point,
three
million
and
it
still
includes
1812
M
Ustad
until
it
becomes
occupied
by
Nestle
and
then
we'll
move
it
into
the
completed
category.
And
then
office
approved
in
2016
is
that
over
two
million.
C
In
terms
of
the
residential
summary
we
had
over
3,100
residential
units
approved
in
2016
average
assessed
value
of
a
home
in
Arlington
is
six
hundred
seventeen
thousand
and
that
went
up
from
the
previous
year.
2.9
percent
average
rent
is
almost
two
thousand
dollars
per
month
and
rent
has
gone
up
about
one
percent
since
the
previous
year.
C
C
In
terms
of
bike,
bus
bike
and
ped.
Our
bus
routes
went
up
10.2
percent
in
the
number
of
trips
I
think
that
might
be
because
they've
had
a
route
and
growing
from
16
to
17
routes.
Last
year,
bike
share
went
up,
I,
think
from
81
stations
to
85
stations
now
and
the
triple
and
the
duration
both
went
up
slightly
and
for
the
bike
and
ped
average
daily
counts.
You
can
see
the
routes
that
are
listed
there
that
have
the
highest
activity.
C
I'm
just
gonna
end
here
with
the
PSA
that
the
2020
census
is
coming.
I
know
it
seems
early,
but
we're
already
prepping
doing
a
lot
of
work
to
get
ready
for
that.
So
it's
very
important
that
we
can
get
everyone
counted,
especially
for
transportation
funding
and
a
lot
of
the
census.
Data
is
used
in
our
work.
So
in
order
for
us
to
get
an
accurate
forecast
and
estimates,
we
really
rely
heavily
on
this
data.
So
that's
it
any
questions.
C
D
Thank
you.
This
is
odd.
Just
a
general
question,
I'm,
always
fascinated
by
projections
like
this
of
population
and
employment,
especially
employment.
What
model
are
these
numbers
based
on?
Is
there
a
regional
model
that
assumes
certain
things
about
federal
government
growth
contracts
or
things
all
this
is
derivative
of
certain
basic
model
assumptions.
Can
you
elaborate
a
little
bit
on
that
sure.
E
Good
evening,
I'm
Angela
Adams
I
direct
the
public
art
program
for
Arlington
I've,
been
here
a
very
long
time
and
I
last
think
came
before
your
Commission
I
believe
13
years
ago,
when
we
were
working
on
the
first
plan.
So
I
don't
know
that
I've
had
reason
to
come.
We've
had
reason
to
come
and
have
a
few
new
faces,
dare
I
say,
but
anyway,
I
will
just
call
out
that
des
d-o-t
has
been
one
of
the
early
clients
for
us.
E
We
sort
of
see
ourselves
as
working
largely
internal
to
the
county
to
help
make
public
art
projects
happen.
Des
d-o-t
worked
with
us
on
some
bus
shelters
and
continuing
to
do.
Transit,
shelters
also
moving
words:
the
poetry
on
the
bus
program,
art
on
the
art
bus
of
course
recently
and
then
perhaps
the
most
popular
work
in
the
public
art
collection,
which
is
the
Arlington
Boulevard
project,
courthouse
road
to
tenth
Street,
which
took
10
or
11
years
of
our
lives
to
make
happen
working
with
VDOT,
but
we're
very
proud
of
that
accomplishment.
E
So
what
we
have
for
you
today,
we
we're
coming
to
you
early
and
we
may
come
often.
We
certainly
will
come
to
you
again
when
we
have
some
more
fleshed
out
recommendations
for
transportation
and
when
we
have
a
public
draft,
but
any
questions
you
have
or
any
other
follow-up
we're
happy
to
provide
as
well.
So
just
a
little
background
on
public
art,
the
the
program
is
about
17
years
old,
so
the
County
Board
adopted
the
policy
in
2000.
E
E
We
hope
well
I
should
say
by
next
year.
We
hope
to
have
completed
this
process,
so
the
public
art
master
plan
is
a
sub-element
of
the
comp
plan.
It
lives
as
an
attachment
to
the
public
spaces
master
plan.
So
actually
the
timing
on
this
is
good
because,
as
you
know,
the
public
spaces
master
plan.
Our
pops
is
also
going
through
an
update.
We
have
been
kind
of
working
with
them
jointly
and
we
may
end
up
going
back
to
you
and
to
the
board
at
roughly
the
same
time
for
adoption.
E
So
you
think
it's
most
important
to
point
out
that
the
way
public
art
happens
here
in
in
the
community
is
that
we
are
tie
our
projects
to
civic
efforts,
be
they
developer
projects
that
have
a
civic
component
or
the
county's
own
projects
when
the
county
board
approved
the
policy
and
the
master
plan.
Four
years
later,
we
put
an
emphasis
on
the
developers
making
cash
contributions,
which
we
use
to
leverage
CIP
money
and
grant
funding
to
fund
the
work
that
we
do.
E
But
again
there
there
been
a
lot
of
changes.
Obviously,
in
13
years
I
talked
about
our
move
to
AED.
Our
collection
has
grown,
we
have
about
60
pieces
or
more
out
in
the
public
realm
and
as
a
matter
of
fact,
in
the
last
Pago
portion
of
the
CIP,
we
were
allocated
some
funding
for
maintenance
because
there's
a
bit
of
a
backlog
for
us.
We
don't
maintain
developer
projects,
just
the
county's
own
projects
and,
of
course
the
bids
have
come
online,
and
so
there
there's
a
new
partnership
with
the
Lee
Highway
Alliance.
F
Oops
hi,
sorry
about
that
I'm,
Elizabeth,
Carragher
and
I'm,
a
public
art
project
manager
and
I've
been
working
alongside
Angela
and
our
consultant.
Todd
Bresee
on
the
master
plan
update
we're
really
fortunate
to
be
working
with
Todd.
Again
he
worked
on
the
2004
master
plan.
We've
worked
with
him
in
other
ways
with
our
program,
so
he's
very
familiar
with
our
public
art
program
and
with
Arlington.
He's
also
worked
with
many
other
programs
across
the
nation,
so
he
is
a
wonderful
asset
to
us.
F
Before
and
after
the
2004
master
plan
was
approved,
review
of
County
Planning
initiatives
that
have
been
completed
since
2004,
or
are
underway
many
interviews
with
internal
and
external
stakeholders,
a
countywide
public
questionnaire
that
we
had
online
from
April
through
June.
We
received
495
responses,
so
it
was
a
great
outcome.
F
Artists
led
community
engagement
initiatives.
We
commissioned
arlington
based
artists,
shmita
Mazumdar,
to
do
a
community
bookmaking
project,
so
she
basically
took
that
online
questionnaire
and
turned
it
into
a
book
where
community
members
could
answer
questions
they
could
weigh
in
on
public
art
that
they
see
around
them,
that
they
feel
that's
memorable
or
what
they'd
like
to
see,
and
we
did
this
project
in
13
different
locations
across
the
county,
everything
from
farmers
markets
to
public
meetings,
and
it
was
just
a
great
success
with
a
wonderful
outcome.
F
Those
books
that
were
created
are
actually
currently
on
display
in
the
lobby
downstairs.
So
please
stop
by
on
your
way
out
and
check
them
out.
We
also
worked
with
artist
Graham
Carell
Allen
on
a
walking
tour.
He
did
a
three
different
Roselyn
public
art
walking
tours
Rosalyn
is,
of
course,
the
we
consider
that
the
birthplace
of
our
program
with
Nancy
Holt's,
darkstar
Park
and
we've
worked
with
Graham
on
other
county
wanderings
partnering
with
walk
Arlington
and
they've
been
a
great
success.
F
F
And
just
to
share
some
of
the
positive
highlights
that
have
happened
since
the
2004
master
plan
that
we've
identified
so
far
in
our
research.
The
public
art
program
has
distinguished
itself
nationally
by
reputation
and
through
numerous
awards.
For
example,
here
you
see
on
the
Left
echo
by
Richard
Deutsch,
that's
at
Penrose
square
that
received
a
twenty
two
thousand
twelve
Americans
for
the
Arts
public
art
Year
in
Review
award.
We've
actually
had
seven
projects
received
those
awards
to
date.
So
that's
a
wonderful
accomplishment.
F
The
program's
success
is
characterized
by
the
strategic
application
of
resources
to
artworks
that
are
integrated
into
infrastructure
and
architecture
and
which
respond
to
urban
design
goals
articulated
in
County
plans.
The
program
is
unique
among
its
peers
in
its
entrepreneurial
entrepreneurial
leveraging
of
county
funds
with
private
sector
contributions
and
external
grants,
and
the
program's
key
accomplishments
are
recognized
by
citizens
as
important
contributions
to
the
character
and
use
of
the
public
realm
in
Arlington.
F
Some
of
the
main
changes
identified
in
the
research
that
the
plan
will
address
include
there
appears
to
be
a
public
disconnect
from
much
of
the
collection,
but
a
strong
desire
for
artwork
that
anchors
gathering
places
where
people
can
engage
with
it.
The
county's
overall
priority
priorities
for
capital
investment
or
shift
shifting
with
schools,
affordable
housing
and
LaMotta
as
priorities
and
procurement
processes
have
not
fully
integrated
public
art
project
development.
Public
priorities
have
expanded
to
include
temporary
place,
activate
types
of
projects
or
creative
placemaking,
and
we've
really
been
doing
these
projects
already.
F
A
great
example
you
see
on
on
your
screen
is
the
meeting
Bowles
project
that
was
recently
installed
at
Verizon
Plaza.
It
was
up
for
a
couple
of
months
and
those
bowls
are
actually
now
in
Miami
for
Art
Basel.
So
it's
been
a
great
accomplishment
for
us,
so
we've
we've
been
doing
creative
placemaking
and
temporary
projects
and
Arlington
Cultural
Affairs
has
published
a
strategic
framework
that
makes
a
vigorous
case
for
the
role
of
arts
and
culture
in
the
county's
efforts
to
attract
and
retain
businesses
and
residents.
F
We
recommend
initiating
a
periodic
temporary
public
art
exhibition,
either
an
original
Commission
for
Arlington
or
the
reciting
of
a
traveling
artwork
in
a
significant
public
space
to
strengthen
our
lincoln's
regional
visibility
in
arts
and
culture
programming
into
strengthens
its
efforts
and
activating
public
spaces.
This
would
be
something
along
the
lines
of
like
the
Madison
Square
Park.
They
have
a
wonderful
rotating
temporary
public
art
program.
F
We
recommend
adding
Lee
Highway
and
the
Potomac
River
Front
is
two
additional
focus
areas
to
the
plan.
Our
current
focus
areas
in
the
2004
plan
are
the
Rosslyn
Boston
corridor,
Columbia
Pike
Jefferson
Davis
Highway,
which
includes
Pentagon
City
and
Crystal
City,
and
four
mile
run.
We
also
proposed
adding
sustainability.
An
innovation
is
two
new
themed
attic
priorities
for
the
public
art
plan.
F
Districts
they've
have
expressed
quite
a
bit
of
interest
and
already
done
a
number
of
public
art,
slash
creative
placemaking
projects,
so
getting
to
more
specific
recommendations
related
to
transportation.
So
I
know
that's
why
you're
all
here
continue
the
incorporation
of
our
work
into
the
glass
panels
of
stations
in
Arlington's,
expanding
premium
transit
service
consistent
with
artworks
incorporated
in
the
Crystal
City
Potomac
yard
transit
way.
As
you
see
on
your
screen
on
the
right,
this
is
one
of
the
Crystal
City
Potomac
yard
stations
by
Barbara
Bernstein.
F
Consider
that
the
incorporation
of
public
art
into
the
areas
around
metro,
rail
station
entrances,
in
addition
to
any
public
art
that
will
mod
up,
might
provide
or
encourage
llamada
to
make
its
public
art
investments
in
the
above-ground
public
realm
visible
to
all.
Not
just
will
motto:
riders
consider
collaborations
with
bike
Arlington
and
walk
Arlington
that
help
promote
those
transportation
modes
and
enhance
pedestrian
serving
and
bicycle
serving
facilities.
F
As
I
mentioned,
we've
already
been
doing
work
with
walk
Arlington
such
as
the
wonderful
County
wandering
series
with
Graham
Carell
Allen,
and
just
to
give
you
a
picture
of
our
timeline
where
we've
been
and
where
we're
going
earlier.
This
year
we
established
an
internal
and
external
working
group
and
conducted
a
great
deal
of
background
research
and
stakeholder
engagement
February
through
October.
We
did
a
number
of
public
engagement
activities
such
as
the
the
questionnaire
and
the
artist
engagement
projects
September
through
October.
F
We
are
currently
in
the
process
of
turning
the
recommendations
into
a
draft
for
the
play
and
we
hope
to
have
a
county
boardwax
work
session
January
of
next
year,
along
with
the
public
spaces
master
plan,
as
Angela
mentioned,
they're
also
going
through
an
update
process
and
because
we
are
a
sub-element
we've
been
tracking
alongside
them.
We
participated
back
in
July
and
some
public
meetings
with
them
and
hope
to
continue
to
to
track
alongside
their
their
process.
A
G
E
Okay,
so
the
original
plan
was
trying
to
figure
out
again
following
the
county
board
direction
of
prominent,
where
to
focus
our
efforts
so
Roslyn
Ballston.
Obviously
it's
the
birthplace
of
public
Arts,
where
a
lot
of
development
contributions
come
from
JD,
similar
Columbia
Pike.
Of
course,
we're
still
trying
to
you
know,
figure
out
how
to
do
sufficient
infrastructure
investment
there,
the
natural
corridor,
a
form
of
formal
run,
connects
us
north
to
south
internal.
E
Obviously,
we
we
believed
that
there's
been
enough
conversation
lately
about
the
Potomac
River,
and
certainly
that's
come
up
in
the
pops
process
that
we
thought.
We
might
also
add
that
as
a
as
an
area
and
then
obviously
Lee
highway
coming
on
board.
So
the
purpose
is
that
we're
basically
following
where
the
county
makes
investments
where
capital
projects
are
happening
where
private
investment
is
happening.
H
A
quick
yeah,
it's
just
a
quick
question
that
come
off
for
the
Lee
Highway
Alliance.
Having
also
sitting
on
the
board
there
I
was
just
like.
Have
you
been
involved
with
any
kind
of
current
ongoing
discussions
with
the
Lee
Highway
Alliance
or
involved
in
any
projects?
I
know,
there's
concern
about
the
ugliness
of
the
the
bridge.
That's
near
East,
Falls
Church
that
they're
trying
to
do
the
walkway
over
Lee,
Highway
I,
don't
know
if
you've
been
involved
in
those
discussions
or
trying
to
get
involved
sort
of
beautify
in
that
area.
Yeah.
E
Sure
we've
we've
been
working
with
Sandy
and
ginger
really,
since
the
whole
concept
started
with
some
of
the
initial
work
that
you
dar
did
a
couple
years
ago
now
it
feels
like
we
have
done
two
programs.
We,
we
sponsored
Graham,
Corral,
Allen,
doing
a
walk
on
Lee
Highway.
Do
you
do
it
once
or
twice
I
believe.
E
Do
it
again
that
was
great
and
it's
it's
he's
kind
of
he's,
an
artist
who
does
this
peripatetic
narration
and
then
in
sort
of
engages
the
group
in
conversations
about
Lee,
Highway,
lesser
known,
facts
and
then
draws
other
information
out
of
the
folks
who
come
it's.
This
wonderful
kind
of
engagement
that
happens
in
a
kind
of
a
walking
tour,
walking,
Town,
Meeting
style
format.
E
E
E
We
know
that
sometimes
working
with
VDOT
things
are
tract
and
agreements
get
made
about
certain
conditions
that
have
to
be
sort
of
respected,
but
we
I
worked
very
hard
internally
working
with
Sarah
Crawford
to
make
sure
that
we
pushed
and
pushed
and
pushed
to
get
the
very
best
design
from
Vida
without
slowing
the
project
down
or
jeopardizing
it
in
any
way.
So
I
was
one
of
the
strong
internal
advocates
for
forgetting
better
design.
I
didn't
I
was
told
very
explicitly
that
there
was
not
an
opportunity
to
do
public
art
as
part
of
the
project.
E
H
E
Years
and
I'll
be
honest,
there
was
a
little
bit
more
internal
support
and
perhaps
some
more
support
at
V
dot
for
that
at
that-air.
In
that
era,
I
would
love
to
work
with
anyone
to
try
to
lobby
vdot
and
the
powers
that
be
internally
to
have
more
of
this
kind
of
work.
But
it's
been.
It's
been
difficult
to
find
the
support
in
this
current
era.
I
You
I'm
one
of
the
new
faces
on
the
Commission,
so
first
time,
I'm
hearing
your
presentation
but
very
much
enjoy
the
art
and
in
our
in
Arlington.
So
thank
you
for
their
work.
You've
doing
my
so
my
questions
are
a
little
basic
but
I'll
go
to
the
key
recommendations
on
the
transportation
piece
and
it's
around
the
how
you
are
funded
and
how
you
spend
your
funds
and
how
it
sort
of
looks
like
a
little
persuasion
here
and
in
terms
of
how
you
get
your
artwork
into
certain
places
like
metro
ice,
but
I
assume.
E
Sure
yeah
I'll
go
to
those
recommendations.
Certainly
the
the
glass
panels
are
not
too
terribly
difficult.
We've
we've
done
edged
ones
back
in
the
day,
we're
replacing
actually
a
damaged
one
in
front
of
our
Lee
at
the
hospital
Virginia
hospitals,
so
they're
still
in
our
community
and
we're
maintaining
them.
We
could
always
do
more
of
that
type
of
edged
glass
approach
in
Crystal,
City,
Potomac
yard.
We
took
the
approach
of
doing
a
film.
We
commissioned
a
Virginia
artist
to
come
up
with
this
series
of
colored
abstract
designs
that
we
we
have
throughout
those
stations.
E
I
believe
there's
an
interest
in
continuing
that,
potentially
in
the
extension
that's
coming
forward,
we
may
actually
propose
a
slightly
different
approach
just
because
we
can
and
we
might
distinguish
Pentagon
City
in
a
slightly
different
way.
We
are
also
following
the
Columbia
Pike
transit
shelter
project,
we're
pushing
hard
I
will
say
to
see
what
can
be
done
in
the
initial
implementation
and
but
we
don't
want
to
jeopardize
the
project's
funding
or
timing
in
any
way,
but
we
are
we're
actively
involved.
E
In
that
conversation,
we
beyond
glass
work
that
is
TBD
I
mean
we
may
start
to
noodle
that
a
little
bit
with
the
Potomac
I
should
say
the
Pentagon
city
extension.
Well,
Maude
is
an
interesting
animal.
I
mean
I,
have
to
tell
you
all
right.
We
have
had
a
really
good
experience
with
their
new
ich
public
art
coordinator.
Laurent
toad
he's
been
very
involved
in
a
regional
group
that
we
do
it's
sharing
information
with
public
art,
administration
and
programs
in
the
area
and
so
anything
that
we
need
from
LaMotta
from
an
art
perspective.
E
I
mean
he
makes
available
to
us.
I
know
the
funding
is
a
whole
other
issue
right
and
the
capital
approach,
but
we
are
working
to
try
to
make
an
enhancement
happen
to
the
canopy
over
the
Ballston
entrance
working
with
the
Ballston
bid,
and
it's
been
a
little
tricky
to
find
a
contractor.
Who
will
come
in
in
that
timeframe?
That
will
model
lets
us
work,
but
we're
moving
forward
with
that,
and
you
know
bike
arlington
and
walk
arlington
I
mean
and
I
didn't
mention
we
should
have
mentioned.
A
Yeah,
thank
you
for
coming
out.
I
did
did
well
the
the
art
walk
before
on
darkstar
day
and
enjoyed
it
very
much.
It's
quite
excellent
and
I
love
the
art
that
we
have
in
Arlington
love
the
bridge
and
several
other
things.
I
would
love
to
see
more
art
in
all
of
our
transportation
infrastructure.
You
know
in
our
bus
and
our
transit
stations
incorporated
into
our
sidewalk
pavement.
A
E
Actually
have
that
in
our
plan
it's
we're
feeling
a
little
discouraged
in
that
metros
making
their
and
their
contributions
more
in
the
new
stations,
and
so
this
might
fall
on
the
law
on
us.
You
know,
but
I'd
say
you
know,
obviously
work
your
mojo,
you
know
say
what
you
want
and
I
think
there's
there's
some
times.
I
will
say
just
in
general,
a
kind
of
a
disconnect,
sometimes
between
creative
folks
and
engineers,
and
so
what
we're
trying
to
do
is
make
the
engineering
side
of
things
feel
as
comfortable
as
possible.
E
With
with
what
we
do,
and
so
we
bring
in
experienced
artists,
we
tend
to
kind
of
use
some
of
the
same
things
we've
done
before,
which
we
can
point
to
so
we're
not
really
trying
to
innovate
terribly.
We
brought
Vicki
and
she
had
done
projects
with
do
T's
all
over
the
country,
so
she
really
taught
VDOT
how
to
do
this
type
of
work,
so
you
know
be
advocates
for
it.
Cuz
all
I
can
say
and
and
I
think
we
just
want
to
break
down
the
the
discomfort
that
that
can
happen
sometimes
in
working
in
infrastructure.
F
B
J
B
K
K
I'm
here
to
tell
you
about
three
sets
of
grant
requests
that
are
going
to
the
Northern
Virginia
Transportation
Authority,
and
ask
for
the
Commission's
endorsements
of
all
three
sets.
We
are
looking
for
an
action
on
this
and
there
is
a
suggested
motion
on
the
handout
which
you
know.
Should
it
please
you
you're,
welcome
to
use.
I
will
walk
you
through
each
of
the
three
sets
of
grant
proposals.
K
Briefly,
a
couple
of
notes,
as
we
do,
that
all
of
the
projects
well,
all
of
the
Arlington
projects,
are
selected
to
implement
the
CIP.
Literally,
that's
what
we're
doing
you
know.
Projects
are
paired
with
grants
for
ripeness
and
anticipated
competitiveness
within
that
grant
category,
but
most
of
the
thought
process
about
what
would
go
into
what
grant
like
what
project
would
go
into.
What
grant
is
done
when
the
CIP
is
adopted,
so
at
this
stage
really
were
just
implementing
all
of
that
work.
K
There's
there's
really
there's
not
really
a
good
answer
to
what's
next
on
the
list.
If
you
want
to
ask
that
question,
I
can
try
and
answer
it,
but
because
we're
just
implementing
the
CIP
there's,
there's
there's
really
not
an
answer
to
it.
There's
a
total
of
11
projects
here,
including
over
300
million
dollars
in
requests.
So
this
is
a
big-ticket
item.
I'll
take
you
through
each
one,
but
only
briefly:
I
am
the
county's
liaison
to
the
NV
ta
I'm,
not
the
project
manager
for
all
three
hundred
million
dollars
of
requests
here.
K
So
if
you
have
questions
about
the
individual
projects,
I
am
more
than
happy
to
do
my
very
very
best
to
try
and
answer
them,
and
maybe
I
can.
But
if
you
are
going
to
answer,
ask
very
detailed
questions
that
would
require
the
project
manager
to
be
here.
I
may
not
know
the
answer
and
we
can
be
happy
to
set
up
a
more
detailed
briefing
at
a
later
date,
but
don't
let
that
stop
you
from
asking
questions.
I
really
will
do
my
best.
K
So,
let's
dive
in
the
first,
the
first
set
of
grant
requests
is
for
n
VTA's
regional
funding
in
its
FY
18
through
23
six-year
program.
I'll.
Give
you
a
little
bit
of
basics
about
this
and
VTA
controls
about
three
hundred
million
dollars
a
year
in
funding.
Through
this
program,
it's
dedicated
to
transportation
projects
in
Northern,
Virginia
comes
with
a
number
of
eligibility
requirements.
Projects
have
to
be
capital,
they
have
to
improve
transportation
infrastructure
inside
Northern
Virginia.
K
The
NV
ta
has
never
allocated
more
than
two
years
of
this
money
at
a
time
before,
but
since
they
adopted
their
transaction
master
plan
last
month,
which
we
did
brief,
you
on
a
few
months
ago,
they're
now
doing
a
six-year
plan.
So
this
is
the
largest
allocation
of
money
in
MBTA
history.
Up
to
this
point,
there's
a
lot
of
money
on
the
table.
It's
good
for
very,
very
big
ticket
items
and
so
you'll
see.
The
projects
that
we
are
asking
money
for
are
are
indeed
very
large
items.
K
We
have
a
total
of
5
worth
about
250
million
dollars.
We
hope
all
of
these
will
be
competitive.
We
think
they
all
have
a
good
chance.
Different
different
localities
have
different
strategies
when
they
apply
for
this
money.
Some
localities
apply,
for
you
know,
lots
and
lots
of
projects,
hoping
they'll
get
a
couple.
We
tailor
our
requests
with
the
assumption
that
we
will
get
all
or
nearly
all
of
them
that
usually
works
pretty
well
for
us.
So
let
me
just
walk
you
through
these
five
projects
quickly.
The
first
one
is
art
operations
and
maintenance
facilities.
K
The
request
would
be
for
61
million
dollars,
which
would
be
used
for
essentially
parking
and
maintenance
for
art
buses.
This
is
needed
to
support
the
service
improvements
that
are
outlined
in
the
transit
development
plan
without
places
to
park
the
buses
at
night.
We
can't
have
more
buses,
so
we
can't
run
more
bus
service
fairly,
simple
concept.
There
are
two
specific
elements
of
this:
there's
the
art
heavy
maintenance
facility,
which
would
allow
us
to
keep
the
buses
up
and
running
and
literally
a
satellite
parking
facility.
K
That's
the
level
of
detail,
I'm
going
to
give
you
on
these
projects
as
I
go
forward.
If
you
have
questions,
feel
free
to
ask
I'm
just
going
to
move
on.
The
second
project
is
the
Ballston
metro.
West
entrance
this
would
be
69
million
dollar
request
for
a
second
entrance
at
the
metro
station
about
a
quarter
mile
west
of
the
existing
entrance
at
their
Fairfax
and
Vermont
streets.
K
This
would
include
a
new
mezzanine
escalator,
stairs
elevators
fare
gates
and
would
essentially
extend
the
Metro
connectivity
of
the
RV
corridor.
A
few
blocks
further
west
third
project
is
Crystal
City,
Metro,
East
entrance
and
intermodal
connections
for
87
million
dollars.
This
is
a
similar
project
to
the
Boston
project.
It's
a
second
entrance
to
the
Crystal
City
metro
at
18th
Street
in
Crystal
Drive
puts
Metro
closer
to
the
core
of
Crystal
City
and
closer
to
the
VRE
station
number
four,
depending
on
city,
multimodal
and
transit
way
extension.
Twenty-Eight
million
dollars.
K
There's
two
components
to
this:
one
is
a
transit
Way
extension
from
Crystal
City
to
Pentagon
City
and
Army
Navy
Drive
as
I'm
sure
you
know
the
existing
Metro
Way
bus
way
the
bus
way
ends
at
Crystal
City,
but
the
buses
extend
depending
on
city.
This
project
would
extend
the
bus
way
too
City
and
actually
a
little
bit
farther
than
pending
on
City
Metro.
It
would
be
send
on
to
Army
Navy
Drive
and,
of
course,
once
that
pot
once
once
the
transit
way
is
complete,
then
the
buses,
also
it
extend
to
Army
Navy
Drive.
K
The
other
component
of
this
would
be
a
reconfiguration
of
Army
Navy
Drive
itself
to
a
complete
Street
that
would
reconfigure
the
street
in
Pentagon
City,
between
Hayes
and
Eid
Street,
to
improve
the
sidewalks
and
protected
bike
lanes
and,
of
course,
add
the
transit
way.
Aforementioned
number
five
I
TS
corridor
improvements.
K
This
would
be
ten
million
dollars
to
upgrade
traffic
signals
to
allow
us
to
update
signal
timing
in
real
time
doing
it
much
more
quickly
than
we
can
now
to
to
reflect
real
time,
traffic
conditions
and
also
it
would
allow
transit
signal
priority
on
more
of
our
streets,
allowing
a
traffic
light
to
hold
a
green
longer
to
allow
a
bus
to
go
through
and
it
would
improve
aesthetics
in
the
county
by
upgrading
span
wires
to
mast
arms.
We
would
be
doing
this
at
three
locations
on
Columbia,
Pike,
Washington,
Boulevard
and
throughout
Crystal
City.
K
This
is
a
essential,
essentially
an
extension
of
a
previous
project.
We've
done
through
n
VTA,
where
we
got
money
to
do
this
on
Glebe
and
Lee
Highway.
We
haven't
actually
built
it
yet,
but
we've
succeeded
in
getting
the
money
to
do
those
things.
So
that's
our
request
for
the
nvt
a
regional
program.
That's
the
first
of
these
three
sets
of
grants.
I'm
gonna,
move
on
to
the
second
set,
which
is
very,
very
related.
We're
still
talking
about
the
same
pot
of
money.
K
Now
we're
still
talking
about
that
nvt
a
six
year
regional
program,
but
now
these
are
the
next
four
projects
are
projects
that
are
located
all
or
partially
within
Arlington,
but
they're,
not
our
projects,
there's
some
other
agencies
projects
that
they've
asked
us
to
endorse,
and
we
like
them
enough
that
we
think
that's
a
good
idea.
So
these
projects
they
will,
they
will
in
fact,
compete
with
our
projects.
There
is
a
limited
amount
of
money
and
this
is
a
competitive
process.
K
K
61
million
dollars:
this
is
a
bus
way
from
Van
Dorn
Street
up
a
Beauregard
Street
from
Vanguard
Metro
to
the
Pentagon
at
the
Alexandria
Arlington
line
it
where
Borough
guard
Street
meets
Walter,
Reed
Drive,
it
would
run
on
Arlington
streets
using
mixed
traffic
until
it
reached
Shirlington
bus
station
and
then
it
would
join
the
I-395
HOT
lanes
and
run
up
to
the
Pentagon.
So
we
would
get
some
benefit
of
a
BRT
line,
essentially
without
building
anything
number.
Two
VRE
has
requested
that
we
endorse
an
application
to
design
an
improved,
Crystal
City
VRE
station.
K
They
vest
for
four
million
dollars.
This
is
for
design
only,
not
construction.
This
would
relocate
and
expand
the
Crystal
City
VRE
station.
It
would
move
it
south
a
little
bit
to
better
connect
with
the
bulk
of
Crystal
City
land
and
the
metro
station,
and
it
would
lengthen
the
platform's
to
handle
longer
trains.
Crystal
City
is
VRS
number
two
busiest
station
they'd
like
to
have
more
riders,
be
able
to
use
it
and
their
entire
system
and
it
needs
longer
platforms
in
order
to
handle
longer
trains.
K
The
County
Board
did
vote
on
September
19th
to
accept
that
location.
Now
VRE
is
asking
to
design
number
three
will
Mata
would
like
two
million
dollars
to
conduct
a
feasibility
study
on
the
new
blue
line,
which
you
may
have
heard
of.
This
is
look
looking
at
decoupling.
The
blue
line
from
the
orange
line
and
the
Silver
Line
from
Rosslyn
into
DC.
They
could
they'll
be
they'll,
be
looking
at
any
number
of
options,
including
a
second
parallel
station
somewhere
in
Rosslyn.
That
would
allow
the
blue
line
to
end
at
Rosslyn
and
then
turn
back
south.
K
They
look
at
a
second
tunnel
into
DC,
possibly
going
as
far
as
Georgetown
are
possibly
going
further
into
the
district,
and
you
know
being
an
entirely
new
subway
line
through
the
district.
The
benefits
of
this
theoretically
would
be
increased
capacity
system-wide.
That
would
allow
more
trains
on
all
three
lines.
You
know
right
now
we
have
the
Rosalind
bottleneck.
This
would
address
that
and
it
could
potentially
add
add
stations
in
DC
and
somewhere
to
the
west
of
Rosslyn
or
in
Rosslyn
to
the
west
of
you
station.
We
don't
exactly
know
whether
it's
feasible
or
not.
K
Presumably,
these
would
all
be
very
expensive
options,
but
the
study
will
look
into
it.
We'll
get
some
more
information
about
whether
or
not
these
are
good
ideas.
Finally,
number
four
on
this
list:
another
Romano
request
for
power
upgrades
on
the
orange
and
blue
line.
These
are
necessary
if
they'd
like
to
run
all
the
car
trains.
K
This
is
the
last
increment
needed
they've
been
doing
this
sort
of
piecemeal
for
the
past
few
years.
Of
course,
they
would
have
to
have
enough
rail
cars,
but
this
is
the
last
increment
of
the
power
upgrades
that
they
would
need
to
run
all
eight
car
trains
on
the
orange
and
blue
lines
in
Virginia.
So
this
we
don't
exactly
know
how
much
they're
asking,
which
is
a
little
bit
of
a
question
mark
at
this
point,
we're
still
waiting,
I'm,
not
information.
K
The
last
time,
a
lot
of
the
previous
round
of
this
was
about
nine
million
dollars,
so
we
anticipate
it
will
be
probably
in
that
scale,
but
we
do
certainly
want
to
know
how
much
they're
asking
before
we
really
agree
to
everything.
We
do
think
that
we
will
have
that
information
before
this
goes
to
the
County
Board.
K
K
This
is
a
pot
of
essentially
formula
money
that
flows
to
us
each
year
and
VTA
allocates
at
six
years
in
advance,
which
is
why
we're
talking
about
FY
2024
right
now,
instead
of
19
or
something,
but
we
use
it
for
the
same
things.
Every
year
we
use
it
for
project
number,
one
transportation
system,
management
and
integrated
quarter
management
which
we're
asking
for
six
hundred
thousand
dollars.
Those
are
jargony
ways
of
saying
upgrades
to
the
traffic
signal
infrastructure.
Essentially,
this
replaces
the
old
copper
wiring
with
new
fiber
optics
that
allows
us
to
do
things.
K
Like
the
other
upgrades
that
I
mentioned
earlier,
it
keeps
the
system
up-to-date,
it's
just
a
much
more
modern
wiring
system
for
the
signals
in
the
county.
This
is
an
ongoing
project.
We
do
a
little
bit
of
it
every
year
and
we
anticipate
continuing
to
do
a
little
bit
of
it
every
year
for
the
next
few
years,
anyway,
project
number
two
Arlington
County,
County
community
commuter
services.
Excuse
me,
we
would
ask
for
seven
million
dollars
in
this.
This
is,
of
course,
Arlington's.
Tdm
program
takes
42,000
cars
off
the
streets
every
day.
K
K
This
is
this
is
the
exception
to
the
three
pots
where
there
is
a
there
is
an
answer
to
the
what's
next
on
the
list,
so
I'll
give
a
hat
go
ahead
and
give
it
give
it
to
you.
In
some
years
we
apply
for
signal,
optimization,
which
three
times
the
traffic
signals
based
on
changes
to
the
to
the
traffic
over
the
previous
three
years.
We
also
sometimes
apply
for
Capital
Bikeshare.
We
apply
for
money
for
them
for
that
about
every
other
year,
we're
not
applying
for
those
this
year.
K
Simply
because
of
timing
signal
optimization,
we
do
every
three
years.
We
did
it
last
year
so
or
well.
Not
last
year
we
did
it
in
FY
2023,
so
this
isn't
the
year
and
Capital
Bikeshare
we
do
about
every
other
year
and
we
have
it
programmed
in
three
years
and
the
six
year
plan
already.
So
we
don't
need
it
in
the
sixth
year.
L
I
think
stand
for
answering
my
question
preemptively,
it's
the
question.
I
ask
every
time
the
the
question
that
I
wanted
to
ask
was
the
traffic
signal
upgrades
and
optimizations,
and
things
like
that-
is
that
just
a
continuous
and
never-ending
process
that
you
know
kind
of
like
painting
the
Golden
Gate
Bridge
by
the
time
you're
done,
you
have
to
start
over
again.
K
The
well
there's
two
signal
programs
in
this
there's
the
CMAC
one,
which
is
a
little
bit
like
that.
You
know
we're
asking
for
$600,000
per
year,
some
years
we
skip
it.
If
we
that's
where
we
need
the
optimization
money
from
and
so
yeah
it
takes,
it
takes
a
couple
of
decades
to
get
through
all
the
signals
in
the
county
and
then.
L
L
K
I
believe
I
believe
that's
the
case.
Certainly
if
there
are
upgrading
span
wires
to
mast
arms
that
would
it's
not
only
that
there's
also
software
attached
to
this.
It
allows
us
to
use
transit
signal
prioritization
software
that
we
can't
otherwise
use.
So
that's
more
of
a
one-time
expense
versus
the
other.
That's
an
ongoing
program.
Do.
L
K
A
K
I'm
happy
to
we,
we
probably
are
unlikely
to
get
seven
million
dollars
on
that.
This
is,
as
I
said,
this
is
formula
money
that
flows
to
us
each
year,
but
we're
never
quite
sure
how
much
we're
going
to
get
it
can
vary
by
a
million
dollars
or
so,
and
so
every
year
we
pad
our
requests
a
little.
And
if
you,
when
I,
come
back
to
you
next
year,
you'll
look
at
you'll.
K
D
I
have
a
number
of
questions
at
first
I
just
want
to
clarify
something
on
page
two
at
the
bottom
they're
looking
at
the
scores
to
rate
projects
I'm
a
little
confused,
because
it
appears
to
put
together
transit
projects
and
highway
projects
so,
for
example,
the
highest
rated
as
sixty
five
point.
Eight
is
I-395
and
we
know
what's
going
on
there
with
the
the
two-lane
the
expansion
there
with
pay
for
the
toll
basically
and
then,
but
us
one
theory.
What
is
what
does
that
mean
us?
D
M
K
They
took
the
entire
region.
I
took
all
the
major
corridors
in
the
region,
which
are
you
know
not
just
interstates,
but
interstates
and
metro
lines
and
VRE
lines,
and
they
combined
them
geographically
to
look
at
all
the
projects
that
are
happening,
the
met
and
in
them
at
the
same
time,
and
on
that
one,
you
know
they
didn't
want
to
name
each
quarter
by
only
an
interstate
or
only
a
metro
line,
because
it
had
all
those
things
in
it.
So
really
what
you're?
D
K
In
in
transaction
in
the
nvt,
a
master
plan-
since
that
was
a
high-level
plan,
and
since
there
was
a
limited
amount
of
time
and
funds
projects
were
were
closer
geographically
and
ranked
according
to
their
segments.
So
that
was
that's.
What's
already
been
done
now,
as
we
move
forward
into
programming
and
we
decide
which
which
projects
that
people
applied
for
are
competitive
and
will
receive
money,
they'll
be
scored
individually,
but
they
haven't
been
scored
individually.
Yet
I
see.
D
D
Men
maintenance,
it's
curious
on
this
because
it
says
art
operations
and
maintenance
facilities
or
the
operations
are
usually
funded
separately
and
of
the
discussion
here
for
bus
maintenance
and
parking
and
so
forth.
This
is
all
capital
investment
like
they
recently
completed.
Project
I
think
we're
almost
complete
a
project
near
the
but
the
Metro
bus
garage
on
Glebe
Road.
This.
K
D
Oh
I
see
okay,
so
that's
okay.
That
explains
that
and
another
question
I
have
on
the
metro
rail
station
in
69
million
I.
Remember
as
a
member
of
the
tach,
the
transit
Advisory
Committee
that
we
were
talking
about
this
four
or
five
years
ago,
and
the
cost
seemed
to
keep
on
going
up
and
the
project
kept
on
being
delayed.
What
is
the
the
current
total
project
cost
this
69
million?
It
seems
to
be
in
this
the
same
relative
league
as
what
I
remember
two
or
three
years
ago.
K
Costs,
my
understanding
is
that
the
costs
have
gone
up,
partly
as
a
result
of
the
more
the
longer
that
projects
are
planned,
but
not
built
cost
tend
to
increase
every
year.
I
can't
tell
you
specifically
why
more
than
that
I
can
tell
you
that
this
69
million,
we
anticipate,
would
would
finish
funding
on
the
project.
We
have
thirty
to
forty
million
dollars
on
it
right
now.
So
do
the
math
and
yeah
I
mean
you're
looking
at
a
hundred
million
dollar
project,
it's.
D
Okay,
I
just
wondered
about
that.
Alright
and
another
question
on
this
is
item
four
excuse
me,
the
Pentagon
City
multimodal
connections,
I
remember
seeing
we
had
a
presentation
of
showing
where
the
road
would
basically
run
now.
Is
this
to
be
an
exclusive
use,
transit
way
as
it
is
in
Crystal
City,
or
is
there
a
shared
use
with
the
existing
Road?
It's.
K
D
There
sufficient
capacity
I'm
asking
this
I
assume
that
there
has
to
be
otherwise
there
wouldn't
be,
but
I've
driven
that
and
I.
Just
wonder
where
the
capacity
would
come
from.
Is
it
two
lanes
at
each
direction
now
I'm
trying
to
remember
the
street
that
it's
on
because
it
there
number
of
streets
were
being
used
but
yeah.
This
wonder
where
that
capacity
would
come
from
to
have
an
exclusive
use
lane
well.
K
There
are
the
streets
that
this
runs
on
are
a
quite
right
quite
wide,
with
a
number
of
lanes
and
B.
The
lanes
on
them
are
themselves
quite
wide,
so
some
of
the
capacity
I'm
not
sure
if
it's
all
of
it
or
not,
is
is
being
taken
by
simply
narrowing
the
lanes
that
you
know
it
might
be
a
12
or
13-foot
Lane.
We're
gonna
make.
D
A
K
I
can
tell
you
that
it
meets
the
county
line
where
Beauregard
Street
becomes
Walter
Reed
Drive.
It
continues
up
Walter
Reed
Drive
as
far
as
Arlington
mill,
then
it
turns
down
Arlington
mill,
I'm,
not
sure
how
it
gets
from
Arlington
mill
to
the
Shirlington
station,
but
that
gets
you
within.
You
know
three
blocks.
Thank
you.
H
Mail
off,
thank
you
appreciate
a
long
time.
They'll
see,
I
haven't
seen
you
in
a
long
time.
Welcome.
Welcome
back
then
I,
look
at
this
the
list
of
projects
and
I
and
I,
say
yeah
I.
Think
if
I
can't
find
anything
that
I
don't
agree
with
it.
Yes,
I
want
to
fund
at
all.
I
really
do,
but
I
have
to
understand.
H
There's
a
limitation
I'm
assuming
on
the
amount
of
funding
and
what
we're
gonna
get
here
in
Arlington
County,
much
to
my
chagrin,
but
I
could
my
question
is:
would
if
they
decided
to,
if
NVT
a
decided
to
fund,
let's
just
say
the
the
Alexandria
project,
what
kind
of
setback
would
that
say
over
one
of
our
projects,
for
example
the
Boston
tro
station,
the
extension?
What
kind
of
setback?
If
any,
would
that
be
the
eventualities
of
milling
that
second
metro
station,
which
I
think
are
important,
I,
think
the
first
list
of
projects
are
completely
vital.
H
K
Way,
n
V
today
is
legislatively
required
to
do
a
couple
of
things.
One
of
the
most
important
things
is
they're
required
to
distribute
their
funds
in
a
geographically
equitable
way.
So
Arlington
is
I
by
state
statute
mandate
required
to
get
a
certain
level
of
project
benefit
every
year.
That
doesn't
necessarily
mean
funding.
That
means
projects
that
benefit
us
and
how
exactly
they
calculate.
That
is
a
big
mystery
and
hasn't
exactly
been
figured
out,
even
by
n.
K
So
on
that
level,
if
Alexandria's
Transitway
project
gets
built,
which
mostly
benefits
Alexandria,
it
wouldn't
hurt
us
that
much
it
might
hurt
us
a
little
bit.
Some
of
the
benefit
might
be
ascribed
to
Arlington.
Certainly
it
goes
through
Arlington.
Certainly
it's
a
big-ticket
item,
but
we
would
still
be
do
the
same
amount
of
benefit.
Now.
Okay,
put
that
answer
in
a
bucket
now,
I'm
gonna
go
give
you
a
different
answer.
Another
answer
is
there's.
There
are,
of
course
politics
at
the
end
VTA
the
NV
ta
isn't
only
inside
the
beltway
jurisdictions.
It's
also.
K
It
includes
Loudoun
County
Prince
William
County.
There
is
pressure
at
the
NV
ta
to
do
a
wide
range
of
projects,
and
there
is
probably
a
a
certain
point
where
they
can
fund
so
many
transit
projects
and
then
not
anymore
in
any
given
cycle.
They
also
have
to
spend
a
lot
of
money
on
roads,
and
so,
if
there
are
a
lot
of
good
transit
projects,
then
it's
conceivable
that
that
one
of
ours
would
come
off
the
list
simply
by
virtue
of
there
being
too
many
transit
projects
at
NVDA
during
this
funding
cycle.
K
If
that
were
to
happen,
we
would
have
to
either
look
at
other
potential
funding
streams.
You
know
there
are
streams
like
smart
scale
at
the
state
where
you
can
go
and
ask
for
large
chunks
of
money,
and
those
are
a
little
bit
less
predictable
than
this
one
is
so
we
don't
build
them
into
the
CIP
quite
as
much
as
we
build
this
into
the
CIP
there's
also
further
iterations
of
the
same
program.
This
is
a
six-year
program.
K
Most
of
the
funding
is
going
to
be
allocated
next
year,
but
every
couple
of
years
they'll
go
back
and
do
another
smaller
call
for
project,
though
they're
going
to
allocate
most
of
the
money
for
the
first
couple
of
years
in
the
six
year
program.
But
as
you
go
into
the
out
years,
they
won't
allocate
it
all.
K
And
so,
if
we
miss
an
opportunity
this
year,
we
can
come
back
in
a
couple
of
years
and
try
and
backfill
and
using
some
of
that
extra
money
that
isn't
that
won't
be
allocated
yet
which
we
would
do
on
any
of
these
projects.
There
were
high
priorities
for
us
that
we
didn't
get
money
for.
Does
that
answer
your
question?
Well,.
H
I
guess
the
question
is
we
constantly
I
mean
this
is
has
been
from
my
years
on
the
Commission,
but
a
top
priority
for
this
county
and
for
this
commission
and
you
don't
want
to
see
a
year-long
setback
or
two-year
long
setback.
So
again,
please
understand
the
concern
that
if
another
project
gets
funded,
you
know
I,
don't
want
I'm,
hoping
that
we
have
contingency
plan
in
place
to
provide
funding
either
from
the
state
or
from
the
county.
Yeah.
K
We
have
the
CIP
if
a
project
that
anticipates
funding
in
the
CIP
doesn't
receive
that
funding.
We
go
through
an
exercise
to
to
update
the
CIP,
which
we'll
be
doing
soon
anyway,
to
fund
our
top
priorities
and
certainly
I
agree
with
you
and
I.
Think.
Probably
most
people
in
the
county
agree
with
you.
These
are
very
high
priorities
when
we,
when
it
comes
time
to
update
the
CIP,
if
we
had
to
backfill
this
with
some
other
source
of
funds,
certainly
I
anticipate
Boston
metro
would
be
done.
K
A
D
Yes,
Thank
You,
mr.
chairman,
just
one
other
quick
question
and
I
forgot
earlier
when
you
look
at
the
items
on
page
three,
this
is
the
wall
mod
of
blue
orange
line.
This
is
the
analysis.
I
see
it
two
million
dollars.
That
really
seems
a
pittance,
but
if
you're
looking
at
a
new
tunnel
under
the
Potomac-
and
that's
mentioned
here
as
well
as
other
things,
this
seems
like
a
very
preliminary
amount.
Is
this
really
the
the
advance
of
a
multi-year
analysis
of
this
sort
of
thing
that
would
run
into
a
much
much
greater
money?
This.
K
D
K
L
A
B
J
You
I
appreciate
the
opportunity
to
kind
of
flip
things
around
while
I
settled
myself
there.
Thank
you,
I'm
gonna
present
it
on
what
we
are
working
on
right
now,
and
certainly
chairman
slat
is
very
much
involved
too
and
I
welcome
him
to
speak
up
when
he
feels
the
need
to
do
so,
but
I
will
run
you
through
what
what
we're
talking
about
right
now,
if
you're,
not
familiar
with
that,
the
mass
transportation
plan
has
eight
elements,
one
of
which
is
the
bicycle
element.
J
It
was
adopted
in
2007,
so
it
is
now
my
it's
now
10
years
old
and
what
we're
looking
at
really
is
an
update
of
it.
2008
I'm,
sorry,
so
it's
really
about
10
years
old,
and
so
what
the
reason
for
kind
of
going
into
this
is
a
lot
has
happened
in
that
10
years.
Certainly,
there's
a
lot
of
technology
out
there.
J
The
whole
Capital
Bikeshare
system,
which
didn't
even
exist
back
then
and
really
was
barely
thought
of
as
being
something
that
would
be
in
the
bike
plan
at
that
time,
we're
now
over
18
million
trips,
climbing
higher
and
higher
each
day.
Taking
on
that
system,
there
are
many
other
things
that
are:
you
know,
protected
bike
lanes
there.
We
have
a
new
counting
system
that
covers
my
to
the
county.
J
We
have
a
lot
of
things
that
we
have
done
since
that
plan
was
implemented,
and
so
it
is
really
in
need
for
a
lot
of
change
and
then
also
I
think
the
climate
has
changed
quite
a
bit
as
far
as
bicycling
you're,
certainly
seeing
a
lot
more
people,
riding
bikes
for
transportation
purposes
in
Arlington
and
generally
around
the
whole
region
and
elsewhere
in
the
in
East
Coast.
So
there's
a
change
in
the
demographics
as
a
change
in
the
culture.
J
I
think
it's
time
that
we
have
an
update
for
our
plan,
and
so
that's
what
we've
been
working
on
over
about
six
months
or
so
beginning
this.
This
past
summer
we
have
a
advisory
group
led
by
chairman
of
the
Transportation
Commission
and
a
number
of
other
advisory
bodies
with
what
as
well,
are
represented
in
that
group.
They
we
call
this
the
working
group.
We
meet
monthly,
we
in
fact,
last
night
we
had
our
monthly
meeting
and
County
staff,
which
has
been
the
bike.
J
So
one
of
the
first
things
we
did
when
we
got
going
on
this
project
after
we've
kind
of
after
our
working
group
sort
of
approved.
Our
our
work
plan
was
basically
to
undertake
public
engagement
and
really
got
started
about
the
time
of
the
County
Fair.
This
past
summer
and
overall,
we
held
seven
community
events,
including
the
fair,
where
we
had
opportunities
to
reach
out
to
people.
J
We
did
this
at
different
dates,
different
times
different
locations
across
the
county,
trying
to
get
a
good
kind
of
cross-section
of
residents
and
visitors
and
try
to
ask
them
questions
about
by
and
sort
of
what
their
responses
and
find
out
what
the
responses
are.
So
we've
had
those
meetings.
We
collected
a
lot
of
information
from
meeting
with
people
and
we
shared
a
lot
of
information
to
try
to
get
people
linked
in
to
our
to
where
our
program
is.
We
do
have
a
web
page
email,
especially
email
for
this
process.
J
And
lastly,
what
we
did
was
some
number
of
survey
work,
and
so,
when
we've
been
reaching
out
to
people,
we
got
a
chance
to
kind
of
directly
talk
to
them,
but
but
many
folks
also
participated
online
and
so
I'll
talk
about
that.
We
had
an
online
survey
that
collected
about
1200
plus
responses.
Some
of
you
folks
may
have
kind
of
participated
in
that
we
had
English
and
Spanish
versions.
We
did
a
lot
of
notification.
We
used
the
next-door
website
as
well
as
we
put
out
a
lot
of
these
little
postcard
flyers.
J
There
was
tweets
many
sorts
of
ways
to
kind
of
reach
out
to
people,
and
we
also
did
some
on-site
collection
of
surveys.
When
we
met
with
people,
we
were
able
to
hand
them
a
tablet
and
folks
could
fill
things
out
right
there
and
then
so
here's
a
little
bit
about
what
we
found
out.
We
had
a
pretty
good
section
of
respondents.
J
J
Then
we
would
probably
have
preferred,
but
you
know,
but
we
I
think
we
did
get
a
range
of
people,
including
quite
a
few
folks
who
maybe
more
of
our
target
audience
was
as
the
folks
who
are
not
necessarily
avid
cyclists,
but
have
an
interest
in
bicycling
for
transportation
and
maybe
you're
willing
could
be
persuaded
to
do
so
if
they
had
the
right
conditions.
So
we
did
collect
a
lot
of
information
about
who
the
people
were,
who
responded.
They
tend
to
be
a
good
distribution
across
the
county
and
age
groups
about
sixty
percent.
J
Do
ride
bikes
fairly
regularly
and
almost
90%
said
they
would
ride
more
often
if
they,
if
something
was
different
about
Arlington
that
could
make
them
do
that
and
though
we
do
hear
from
many
of
the
same
people,
we
did
get
a
good
number
of
folks
who
are
not
necessarily
involved
in
County
events
and
and
so
we're
able
to
kind
of
hear
some
fresh
voices
as
well.
So
here's
just
a
kind
of
a
quick
review
of
the
findings.
J
Why
are
people
biking
more
often
almost
half
said
they
just
don't
feel
safe
riding
on
the
street
and
that's
a
significant
concern
that
we
think
we
could
do
something
about
through
this
plan.
There
are
other
kinds
of
reasons
as
well,
some
of
those
like
weather,
and
maybe
you
know,
ability
to
carry
things
a
little
harder
for
our
transportation
plan
to
address.
But
there
are
things
like
you
know,
time
personal
safety
and
concerns.
Those
are
things
we
think
through
infrastructure
and
through
safety
enforcement,
and
things
like
that.
J
We
asked
people
what
are
the
top
ways
to
help
them
ride
more
often
number
one
and
a
majority
people
said
adding
more
separated
bike
lanes
is,
would
help,
and
so
that
64
percent,
or
so
adding
more
trails
improving
the
connectivity
of
the
network.
Those
also
got
a
fairly
high
percent
of
people,
then
getting
down
to
things
like
education,
safety,
education,
improving
conditions
of
some
existing
facilities,
those
all
came
through
as
well.
J
Also
in
the
survey
findings.
We
asked
people,
you
know
how
comfortable
they
are
using
different
types
of
facilities
to
bike
trails.
Just
everybody
said
they
were
very
comfortable
doing
that,
but
they
also
was
surprised
that
nearly
the
same
number
of
people
said
a
protected
bike
lane
they
feel
would
feel
confident
on
so
for
many
people,
an
off
street
trail
and
a
protected
bike.
Lane
are
almost
the
same
thing
in
terms
of
their
manner
of
comfort,
less
so
for
some
of
the
other
facilities,
but
still
a
pretty
high
number
of
people
thought
that
they
would.
J
They
would
feel
confident,
riding
on
a
buffered
bike.
Lane
marked
bike
lanes.
Do
people
do
like
that
as
well,
less
so
and
some
streets
that
don't
have
facilities
less
than
half
of
those
folks
who
responded
thought
the
street
without
any
bike
facility.
They
could
be
confident
riding
on
that
and
then
we
also
asked
the
question
about
satisfaction.
How
much
do
you
appreciate
or
how
much
do
you
do?
Are
you
satisfied
with
the
conditions
of
bike
facilities
that
are
out
there?
Mostly
people
said
yes,
the
number
of
trails.
The
most
people
said.
J
Yes,
there's
some
interest
in
getting
more
number
of
bike
lanes,
less
satisfaction,
the
the
implication
is
people
would
like
to
see
more
bike
lanes.
The
other
part
of
our
survey
was
kind
of
done
in
that
kind
of
person-to-person.
We
had
these
boards
and
people
were
able
to
kind
of
put
some
markers
on
them
with
these
kind
of
adhesive
dots,
and
so
we
got
over
500
participants
at
the
various
events
we
did
and
then
also
through
here
through
the
through
the
lobby.
J
Where
we
had
the
board's
up,
we
asked
people
to
kind
of
vote
on
those
and
here's.
What
we
learned
from
snow
were
those
when
we
asked
about
protected
bike
lanes.
What
people
thought
would
be
the
best
way
to
go
through
it.
We
gave
them
four
choices.
The
ones
that
came
through
the
most
with
the
most
interest
were
those
that
are
kind
of
physically
separated
the
protected
bike
lane,
either
using
an
automobile
parking
lane
or
kind
of
a
landscaped
flower
pot,
or
something
like
that.
J
That
really
created
a
solid
structure
between
the
bike
and
bike
lane
and
the
motor
vehicle
lanes
a
little
less
so
for
the
the
Flex
posts
and
the
paint
and
the
least
amount
of
interest
was
that
which
is
just
a
curb
I
kind
of
like
a
sidewalk
Agyei
into
a
a
trail
Jason
to
a
sidewalk
Lawson.
We
asked
about
bike
lanes.
What
we
learned
is
that
people
really
like
the
color
paint
of
green
and
painting
bike
lanes
green
seem
to
be
real
important
to
folks.
J
It
creates
a
very
distinct
demarcation
between
the
bike
lane
and
every
other
part
of
the
roadway.
There
is
also
some
interest
in
the
buffering
as
well.
Similarly,
we
asked
questions
with
these
various
alternatives
for
trails,
how
to
separate
kind
of
travel.
If
there
was
an
interest
in
separating
travel-
and
there
was
a
substantial
substantial
interest
in
sort
of
this
separating
bicyclist
travel
from
pedestrian
47%
using
paint
was
a
little
less
desired.
J
But
still
there
was
interest
in
that
too,
rather
than
physical
separation
and
then,
as
the
far
end,
which
is
sort
of
the
the
trail
that
we
have
today
for
the
most
part,
which
is
everybody,
is
kind
of
mixed
in
a
little
less
interest
in
that,
and
then,
lastly,
that
we
had
a
question
about
some
neighborhood
streets,
and
this
was
more
in
kind
of
how
do
we
create
sort
of
a
a
bicycle
boulevard
through
a
neighborhood
street?
How
we
go
about
doing
that?
J
So
so
the
major
takeaway
strong
interest
in
for
bicycling,
more
and
primary
reason
is
that
it's
concerned
about
safety
and
what
we
can
do
about
that
is.
We
could
add
more
protected
bike
lanes
and
trails
and
prove
the
connectivity.
The
system,
that's
the
best
way
to
kind
of
enhance
bicycling
protected
bike
lanes
have
almost
the
same
comfort
level
as
trails
as
off
street
trails,
strong
interest
in
kind
of
separating
people
on
those
trails.
So
it's
heavily
used
ones
to
try
to
reduce
the
user
conflicts
and
some
dissatisfaction
with
bicycle
lanes.
J
One
of
the
things
we
learned
is
amongst
the
the
women
who
responded
that
that
was
one
of
their.
They
were
very
high
percentage
of
the
folks
thought
that
they
were
just
satisfied
with
a
number
of
trails,
a
number
of
bike
lanes,
I
should
say,
and
that
generally,
when
we
asked
a
question
about
for
parents,
you
know
how
they
feel
about
their
children
riding
bikes.
J
We
looked
at
sort
of
how
our
findings
are
similar
to
some
of
our
pure
communities.
We
have
a
number
of
folks,
another
of
other
cities
around
the
country
that
we
kind
of
are
reviewing
their
plans
and
sort
of
reference
us
to
when
you
look
at
that
compared
to
some
other
cities,
such
as
Seattle
and
Austin,
and
this
in
these
two
examples,
our
numbers
came
out
quite
like
there's.
There's
a
lot
of
interest
in
physical
separation
and
barriers
on
on
streets,
create
protecting
bike
lanes
and
the
various
ways
in
which
it
could
be
done.
J
J
So
just
to
kind
of
a
quick
run-through
about
what
our
our
framework
is.
Looking
like
I
mean
it's
based
upon
the
existing
plan,
but
we're
moving
beyond
that,
and
so
one
of
the
things
we
wanted
to
kind
of
write
off.
The
chop
is
what
is
the
role
of
bicycling
in
Arlington
and
then
talk
about
a
little
bit
about
the
current
conditions,
but
really
start
to
get
into
the
things
like.
What
is
our
plan?
J
Vision
for
bicycling
currently
isn't
a
vision
in
our
in
our
MTP
bike
plan,
I
think
getting
into
goals
and
policies,
and
how
do
we
implement
those
a
little
bit
about
performance
measures?
How
we're
going
to
measure
that
what
sort
of
things
that
were
going
to
be
targeting
and-
and
we
had
a
lot
of
discussion
about
that
last
night-
and
then
also?
How
will
we
be
prioritizing
projects
that
we
add
to
the
to
the
network
and
that's
still,
an
area
of
b2b
developed
more
as
we're
drafting
out
our
plan
so
about
the
role
of
bicycling
I?
J
J
We
have
some
sense
about
kind
of
the
reasons
why
it's
good
to
promote,
promote
bicycling
for
safety,
for
health
reasons.
For
reducing
congestion,
for
flexibility
in
the
system,
for
kind
of
reliability
and
and
such
we
know
a
bit
more
about
what
people
concerned
about
their
safety
and
how
we
might
be
able
to
do
things
to
kind
of
improve
upon
that
and
sort
of
the
kinds
of
things
that
we
can
do,
though,
the
technologies
that
are
available,
things
like
electric
assist
bikes
that
can
actually
make
bicycling
more
accessible
to
many
more
people.
J
What
about
our
background
currently
have
a
bike
commute
mode
of
somewhere
in
the
two
to
five
percent
mode
share.
We
have
over
a
hundred
miles
of
bike
system.
We
get
the
bike,
the
capital,
Bike
Share.
We
have
quite
other
kinds
of
facilities
that
are
bet
that
are
supporting
bicycling
as
well,
and
we
have
a
substantial
kind
of
encouragement
program
through
our
bike,
Arlington
that
is
reaching
out
to
people.
J
J
As
we've
mentioned
before,
safety
and
kind
of
the
comfort
and
kind
of
fear
of
sate
of
kind
of
of
traffic,
our
kind
of
overriding
factors-
and
so
we
want
to
make
sure
that
we're
building
good
on
street
facilities,
because
that's
where
we'll
be
able
to
attract
more
people
to
ride
bikes
and
have
them
feel
safer
and
be
safer
upgrading
our
network
so
that
it's
better
can
did
right.
Now
we
have
some
good
facilities
that
are
just
fall,
a
little
short
in
many
places.
Where
we
often
times
the
bike
lanes
will
end
before
the
intersection.
J
There'll
be
no
real
way
to
get
through,
and
so
we
need
to
be
looking
at
sort
of
filling
those
gaps
and
making
the
connections
better
and
making
them
a
kind
of
a
lower
stress
of
they're
easier
for
people
who
are
maybe
less
skillful,
cyclists,
less
confident,
cyclists
to
feel
safe
using
them.
And
then
we
have
a
user
conflicts,
be
there
on
the
street
or
on
the
on
the
trail,
to
try
to
address
those.
J
May
it
may
involve
doing
more
in
terms
of
lighting
trails
or
kind
of
upgrading
the
facilities
in
a
trail
system,
as
well
as
well
as
using
some
of
the
data
we're
collecting
through
our
counting
system
and
to
help
us
manage
our
system
better
and
to
determine
what
we
need
to
do
to
kind
of
improve
upon
it.
So
we
did
add
a
vision.
J
A
Generally
so
there's
a
very
important
equity
standpoint,
they're
safe
we've
actually
reorganized,
and
we
ordered
the
policies
in
the
policy
framework
to
make
it
clear
that
safety
is
goal.
One
and
our
policies
around
safety
are
the
most
important
parts.
A
Comfortable
is
really
trying
to
encapsulate
everything
that
you're
hearing
about
protected
by
clients.
So
you
know
what
we're
hearing
is
that
safety
is
important
because,
of
course,
safety
is
important,
but
a
safe
facility
is
often
not
enough.
It
needs
to
be
a
comfortable
facility,
it
needs
to
be
a
facility
that
people
feel
safe
on
and
often
facilities
that
are
safe,
don't
feel
safe,
so
comfort
is
that
piece
convenient
is
getting
I.
Think
beyond
where
the
existing
bike
plan
is
into
where
we
really
need
cycling
to
be.
A
A
It
needs
to
make
sense
for
people,
and
you
know
we're
how
we
decide
to
build
and
where
we
decide
to
build,
can
impact
that,
because
we
can
make
a
bike
trip,
that's
comfortable
and
safe
take
less
time
than
it
currently
takes,
and
you
know
people
are
rational
and
people
are
reasonable
and
if
something
takes
twice
as
long
they're,
not
necessarily
gonna
do
it
unless
it
has
some
other.
You
know
really
compelling
reason
to
do
so.
A
So
convenient
is
trying
to
get
to
the
point
where
you
know
it's
not
enough
that
there's
a
safe
way
to
get
where
you're
going.
It
needs
to
be
a
convenient
and
safe
and
comfortable
way
to
get
to
where
you're
going
and
then
reliable
really
gets
that
we
got
we've
gotten
a
lot
of
feedback
from
I
think
existing
cyclists,
who
are
kind
of
our
bail.
A
They
know
is
going
to
be
there
every
day
and
so
reliable
is
getting
at
that
piece
to
get
biking
to
the
point
where
people
know,
even
if
it
snows.
Even
if
there's
a
construction
project,
there's
still
going
to
be
a
safe,
comfortable,
convenient
way
for
me
to
get
where
I'm
going
on
my
bike
go
ahead,
rich.
J
Yeah,
thank
you,
and
so
we
did.
As
Chris
mentioned,
we
rearranged
our
goals
somewhat,
to
place
more
emphasis
on
on
safety
and
and
to
kind
of
bring
that
to
the
top,
but
we
also
wanted
to
kind
of
make
sure
that
we
addressing
a
number
of
other
factors
as
well.
It's
the
low
stress
travel
system
having
a
network
and
kind
of
increasing
the
mode
share,
as
is
one
of
our
goals
really,
and
so
how
we
will
do
that.
J
We
will
do
that
through
a
lot
of
physical
improvements,
as
well
as
kind
of
encouragement
and
education
providing
an
excellent
trail
system.
This
really
isn't
that
much
addressed
in
our
current
bike
element,
even
though
most
people
think
of
it
the
trails
as
being
bike,
trails
and
kind
of
being
the
heart
of
what
we
do
for
bikes.
J
J
We
do
have
a
bit
about
kind
of
how
we're
gonna
measure
our
performance,
how
we're
going
to
determine
what
our
are
we
reaching
those
goals?
Are
we
actually
achieving
those
goals,
and
so
that's
gonna
be
setting
some
targets.
A
certain
percentage,
maybe
of
a
system,
will
be
built
by
a
particular
date.
A
lot
of
those
are
still
kind
of
undetermined.
J
We
want
to
work
through
those
to
determine
those
better,
but
we're
going
to
have
a
number
of
measures
and
sort
of
targets
that
will
be
in
the
plan
so
that
we
can
kind
of
continuously
evaluate
how
we're
doing
and
what
progress
are
making
and
maybe
what
areas
we
need
to
kind
of
pick
it
up.
That
kind
of
thing.
This
is
kind
of
a
small
example
of
maybe
one
of
them
participation
in
Bike
to
Work
Day,
perhaps
so,
just
to
hear
a
couple
of
ways
in
which
this
proposed
update
differs
from
an
existing
plan.
J
So
there's
one
of
the
things
we've
been
talking
about
is:
is
that
vision
that
wasn't
there
before
and
I
think
that
summarizes
really
what
we'd
like
to
see
this
plan
to
be
about
there
certainly
I
mentioned
the
greater
emphasis
on
safety
and
user
comfort
and
convenience,
particularly
for
the
children
and
probably
less
skilled,
adult
cyclists.
People
who
are
interested
in
bicycling
but
or
maybe
you're
have
concerns
about
their
safety.
J
We
have
brought
up
the
issue
of
vision,
zero
and
that
kind
of
policy
other
jurisdictions
have
been
implementing
that
our
intent
is
not.
Is
this
the
place
to
do
it
or
should
be
someplace
else,
perhaps
in
our
master
transportation
plan
incorporating
those
new
technologies
where
they
protected
bike
lanes,
bike
share
bicycle
boxes,
electric
assist
bikes,
those
sort
of
things.
J
Those
are
the
kinds
of
things
that
will
make
it
easier
for
more
people
to
probably
ride
their
bike
and
make
it
safer
when
they
do
I'm
more
emphasis
on
providing
the
best
possible
bike
ship
infrastructure
a
lot
of
times.
What
we've
been
doing
is
providing
what
we
think
we
can
fit
in
the
roadway
without
creating
too
much
fuss,
and
so
those
aren't
necessarily
going
to
give
us
the
best
facilities.
J
Those
things
that
are
still
provided
for
convenient
facilities
are
available,
establishing
kind
of
a
network
of
routes,
low-stress
routes,
people
where
people
feel
comfortable
riding,
maybe
with
their
children
even
and
spanning
the
county,
so
that
really
there's
no
part
of
the
no
county,
major
destination
or
part
of
the
neighborhood
is
really
left
out
of
the
system
and
that's
going
to
be
using
a
lot
of
our
local
streets,
but
maybe
enhancing
some
of
those
local
streets,
as
well
as
the
arterioles
that
connect
across
the
county
and
those
could
be
many
different
types
of
facilities.
Nectow.
J
If
folks
are
familiar
with
the
National
Association
of
city
transportation,
officials
has
provided
a
guide
for
the
design
of
kind
of
on-street
facilities.
It's
it's.
It's
a
big
step
up
from
what
we've
had
in
the
past,
we're
gonna
implement.
We
are
already
sort
of
taking
that
into
our
designs
and
that's
going
to
be
kind
of
one
of
our
our
guidance
for
our
design
from
from
anyways
and
then
just
a
little
more
kind
of
formal
kind
of
how
we're
going
to
identify
projects
and
prioritize
them.
I
think
we're
working
in
that
area
too.
J
So
I
did
mention
some
of
the
things
that
maybe
we
are
gonna.
We
expect
will
be
the
controversial
issues
we're
going
to
be
having
a
work
session,
but
the
County
Board
next
week.
Next
Tuesday
I
think
this
is
in
these
areas,
where
we
kind
of
focusing
a
lot
of
the
kind
of
conversation
with
the
board
members,
and
it
is
really
largely
about
that
first,
one
about
when
we're
doing
on
street
infrastructure
when
we're
trying
to
put
in
a
protected
bike
lane
or
some
other
on
street
facility.
J
How
do
we
deal
with
the
fact
that
most
of
the
right-of-way
has
already
been
allocated
to
somebody?
And
so
how
do
we
rebalance
things?
How
do
we
come
up
with
the
right
distribution
and
and
make
sure
that
the
bike
facilities
that
are
provided
are
good
and
and
are
kind
of
will
be
the
ones
that
people
will
want
to
use
and
then
also
addressing
some
of
those
low
stress
routes
through
the
neighborhoods?
What
might
that
might
entail?
J
Safety
is.
Azzam
is
not
just
facilities,
it's
behaviors,
and
so
there's
a
much
that
needs
to
be
done
there
in
terms
of
Education,
as
well
as
law
enforcement,
addressing
all
the
users
of
the
streets
and
sort
of
making
sure
that
they're
doing
what
they
should
be
doing
and
not
doing
what
they
shouldn't
be
doing
and
also
addressing
some
of
the
kind
of
the
conflicts
that
we've
mentioned
on
trails
sort
of,
maybe
the
physical
separation.
J
J
That
sort
of
thing
one
of
the
things
that
we
kind
of
are
stymied
by
a
little
bit
is
we
have
a
very
good
way
to
get
new
bike
facilities,
new
bike
parking
through
the
site
plan
development
process,
and
then
there
are
many
projects
that
come
in,
that
don't
go
through
that
site
plan
process
and
provides
zero
bike
facilities.
So
that
could
be
something
we
can
address
through
our
zoning
ordinance
anytime.
J
And
so
these
are
sort
of
the
questions
we'd
like
to
bring
to
the
board
at
the
at
the
work
session
next
week.
First
of
all
kind
of
start,
maybe
with
that
vision,
zero
question
is
this
the
place
for
it?
I
we
probably
think
no.
It
should
be
in
the
overall
overarching
MTP,
but
we
want
to
get
some
feedback
from
the
county
board
on
the
vision,
zero
concept
and
whether
our
lights
is
ready
for
that
and
then
sort
of
how
we're
going
to
go
about
getting
more
protected
bike
lanes.
J
What
guidance
will
is
given
in
terms
of
addressing
those
trade-offs,
those
challenges
that
we're
gonna
have
there
as
we've
undergone
and
many
other
projects
recently,
you
know
how
do
we
deal
with
on
street
parking
is?
Are
there
thresholds
there's
criteria
that
we
can
be
utilizing
in
the
plan
that
could
help
in
those
decision-making
processes,
and
maybe
when
we
put
something
on
the
map,
the
bike
facility
map?
How
is
that
factored
into
overall
decisions?
J
Is
that
necessarily
guarantee
we're
going
to
do
a
facility,
or
is
there
other
things
that
we
must
be
doing
to
try
to
implement?
That
then,
also
sort
of
those
questions
about
kind
of
how
we're
going
to
change
our
trail
system,
make
it
a
little
bit
better
and
what
implications
that
might
have
might
be.
We
have
to
change
some
of
the
landscaping
around
the
trails.
It
may
be
adding
lights,
it
could
be
other
things
such
as
that.
J
Do
we
want
a
kind
of
a
scoring
system,
a
way
of
prioritizing
our
projects
when
we
kind
of
think
about
how
to
fund
things,
how
to
implement
things?
Maybe
do
we
want
to
make
it
a
very
mechanical
method,
or
do
we
work
a
little
more
from
as
we've
been
doing
now,
which
is
low
based
more
about
opportunity
that
sort
of
a
thing
and
just
sort
of
getting
into
how
much?
J
How
much
did
you
put
in
this
plan
and
how
much
do
you
work,
other
things
separately,
develop
those
and
then
just
reference
them
back
into
this
plan.
So
so
it's
kind
of
a
run-through
I
can
tell
you
more
about
some
of
the
other
things
that
we've
been
looking
at,
but
I
really
think
I'm
gonna
stop
here
and
just
kind
of
ask
for
your
input
at
this
point.
So.
D
Thank
You
mr.
viola
I've
been
interested
in
this
subject
for
a
long
time
and
I
appreciate
County
staff
a
few
months
ago,
maybe
three
months
ago
it
came
to
really
reviewed
a
proposal
for
a
bike
lane
along
South
glebe
I,
think
it
was
between
Carlin
Springs
and
Fairfax
Drive
I
think
that
was
very
interesting.
It
reflexes
I
had
concerns
at
the
time
and
I
expressed
them
about
so
much
traffic
being
so
close
to
the
riders.
I
just
wanted
to
point
out
a
couple
things,
because
I
see
that
there
are
a
lot
of
trade-offs
here.
D
When
you
look
at
the
economics,
I
wouldn't
even
attempt
to
go
into
them
because
they're
dozens,
but
just
decide
a
couple
here.
One
is
the
quoting
one
statement
here:
emphasis
on
the
best
bicycle
structure:
not
what
fits
the
available
space
I'm,
trying
to
figure
out.
What
does
that
mean?
Well,
it
could
mean
if
you
have
a
two-lane
road
and
you
have
a
Cheryl,
for
example:
South
George,
Mason,
dry,
I,
Drive
I,
take
that
often
between
Route
50
and
Columbia
Pike.
Well,
right
now
there
are
Cheryl's
that
say
that
the
bicyclists
can
use
the
full
lane.
D
D
That's
a
good
example,
I!
Think
of
a
trade-off
there,
so
I
think
these
statements
have
to
be
carefully
considered.
We
say
the
best,
because
the
best
would
be
actually
would
be.
A
physical
barrier
would
be
to
put
maybe
plantings
or
something
else
to
physically
separate
road
traffic
and
even
better
would
be
to
eliminate
a
lane
and
you're
left
with
one
lane
for
all
that
traffic.
So
I'd
be
very
careful
about
these
statements,
because
there's
a
lot
that's
implied
in
it
and
there
a
lot
of
economic
costs.
That
may
not
be
understood
very
well.
D
Another
example
would
be
that
in
the
vision,
I
think
of
the
number
that
don't
feel
safe
was
about
45%
in
unprotected
lanes,
and
that's
that
being
so
obvious
sense,
because
if
you're
traveling
with
vehicles,
you
would
want
to
try
to
maybe
stay
to
the
right.
So
in
the
vision
here
that's
presented
compared
with
the
existing
sharrows.
Why
would
Sheryl's
or
let
me
put
it
this
way,
what
Sheryl's
be
considered
in
the
future
of
being
put
to
the
right
of
the
lane
rather
than
the
centre?
D
So
people
would
feel
that
okay,
this
is
the
proper
place
for
bicycling
and
that
might
encourage
more
bicyclists
on
heavily
traveled
roads.
So
I
say
that
is
another
example
of
trying
to
figure
out
what
this
really
means.
When
you
talk
about
increasing
safety,
that
would
increase
safety.
If
you
have
Cheryl's
on
the
side
of
the
road,
I've
noticed
that
in
Alexandria,
for
example,
a
lot
they
do
that
I
would
feel
safer.
I
would
never
feel
safe
riding
in
the
middle
of
South
George,
Mason
Drive,
so
there's
an
example
there.
D
J
Thank
you
and
you're,
certainly
correct,
and
so,
when
we're
operating
in
an
area
where
we're
trying
to
introduce
a
new
facility
in
a
place
where
the
roadway
has
already
been
allocated
for
many
decades,
it's
trade
offs.
So
there's
only
so
much
right
away
and
very
few
times
we
can
just
easily
slip
in
a
bike
lane.
It's
gonna
come
down
to
a
lot
more
of
determining.
Do
we
change
the
number
of
lanes
to
remove
the
median?
Do
we
take
out
some
parking
in
some
places?
Do
we
narrow
lanes?
N
Would
just
like
to
commend
you
and
the
work
that's
happening
so
far.
Biking
in
Arlington
is
a
lot
better
than
other
places
in
Northern
Virginia,
but
it
still
has
a
lot
to
go.
Their
challenges.
I
live
in
Boston
and
bike
down
to
Roslyn
on
a
semi-regular
basis
and
while
there's
dedicated
facilities
for
the
most
of
my
trip,
there
are
strategic
locations
where
those
hard
decisions
haven't
been
made
yet,
and
they
really
do
and
I'm
a
relatively
confident
biker
and
there's
days
where
I'm
like.
Oh,
this
isn't
good,
especially
with
the
advent
of
uber
and
I.
J
G
G
A
O
A
O
My
name
is
Kevin
Carey
and
that
5938
in
Washington
Boulevard
I'm
a
school
bus
driver
for
Arlington,
County
and
I've
had
some
conflicts
with
bicycling,
especially
they
don't
many
of
the
bicyclists
just
bypassed.
My
stops
might
put
the
drops
down.
So
I
was
thinking,
maybe
consideration
for
endorsements
or
16
over,
especially
bicyclists
that
are
on
the
primary
roads,
and
the
other
comment
I
had
is
the
street
that
I
find
kind
of
nice
for
bicycle?
O
Is
Street
West
as
kee-kee
Street
west
of
key
Elementary,
where
there
are
islands
there
to
slow
the
traffic
down,
but
there's
no
stop
signs
and
22nd
Street
is
the
street
that
parallels
Washington
Boulevard,
which
is
where
I
we
have
it's
supposed
to
be
a
biker
friendly
street,
but
there's
plenty
of
stop
signs
and
humps
and
I
wish
I
could
get
rid
of
the
humps
because
school
bus
kids
don't
like
the
humps,
especially
the
ones
sitting,
the
very
back.
So
those
are
my
comments.
O
L
I
did
have
one
question
and
I'm
not
sure
it's
applicable
in
Arlington,
but
what
needs
to
happen
for
us
to
reconsider
the
priority
between
a
I?
Don't
remember
what
the
terminology
is
it
for,
but
a
bike
trail
when
it
crosses
a
public
street
right
now.
I
think
that
the
standard
answer
has
been.
You
put,
stop
signs
on
the
bike
trail
and
then
you
just
they
have
to
yield
to
the
public
street.
L
What
would
need
to
happen
for
us
to
redo
that
prioritization
and
maybe
make
it
a
four-way
stop
or
maybe
make
it
stop
signs
for
the
vehicles
on
the
public
street
and
have
the
bike
trail
go
through,
but
is
that
applicable
in
Arlington
I'm,
not
sure
I,
know
of
one
and
who
controls
that
decision
and
does
that
sort
of
decision
need
to
be
made
in
this
document?
So.
J
That's
a
good
good
issue
to
raise.
We've
had
some
discussion
about
that
internally.
It's
our
transportation,
engineering
and
operations,
staff,
that
kind
of
determined
those
sorts
of
issues
of
right-of-way,
stop
signs
and
such
and
so
we've
had
that
discussion,
because
there
we
know
of
at
least
two
locations
where
the
trail
traffic
tends
to
be
higher
than
the
the
cross
street
traffic
and
so
by
our
standards
we
usually
will
give
the
right-of-way
to
the
to
the
direction
that
has
the
most
traffic
flow.
J
So
we
probably
should
be
switching
those
stop
signs
around
and
so
that's
I
think
there's
some
kind
of
uncertainty
as
to
whether
that's
going
to
be
safe
to
do
that,
but
I
think
we
should
probably
be
putting
some
attention
to
that.
So
I
internally
we're
having
some
discussions
about
that
manner,
and
maybe
it
is
something
we
should
be
addressing
here
in
this
document
as
well.
A
A
We
will
know
we'll
finalize
the
we'll,
try,
we'll
try
and
like
these
framework
policies
won't
get
like
directly
adopted,
but
we
will
try
to
generally
set
where
they
where
they
are
and
then
we
will
start
working
on
the
nitty-gritty,
nitty
gritty
details
as
far
as
network
map
and
prioritization
criteria
and
design
criteria
growing
out
of
these
framework
policies.
Mr.
L
J
A
J
It's
not
stated
that
way,
but
it
should
probably
be
worked
on
on
that
kind
of
a
basis.
Each
element
seems
to
take
quite
a
bit
of
time.
We
just
finished
the
transit
one
so
that
one
we
have
kind
of
made
that
progress
there
and
we
are
working
on
bikes,
I
think
would
be
pretty
hard
for
us
to
do
more
than
one
or
possibly
two
at
a
time.
So
we're
gonna
be
a
little
bit
behind
schedule,
I
think
for
the
next
few
years.
Okay,.
B
J
Don't
have
a
presentation,
this
one
would
just
be
a
quick
update.
As
you
probably
aware,
we
have
this
program
that
we
began
kind
of
last
year.
With
this
summer,
we
did
go
through
a
process
of
selective
soliciting
applications
across
the
community
for
new
projects
to
be
funded
by
this
program.
We
went
through
about
six
week
period
of
asking
for
folks
to
solicit
to
send
in
their
proposals.
J
We
got
about
360
applications
and
we've
been
spending
a
lot
of
time,
just
trying
to
sort
through
those
and
so
those
360
when
we
work
through
that
more
than
a
hundred
of
those
turned
out
to
be
arterial
streets
ones
that
we
will
not
be
addressing
by
this
program.
But
we
are
trying
to
send
those
sorts
of
things
off
to
other
parts
of
our
county
staff
to
address
those
concerns
that
were
raised,
and
then
there
were
a
number
of
duplications
and
other
means
of
kind
of
reducing
that
number.
J
That
came
in
because
things
that
were
some
of
the
things
people
asked
for
are
really
weren't
very
specific
to
a
neighbor,
a
complete
street
program,
weren't
very
applicable.
So,
at
the
end,
we
want
out
with
a
hundred
and
seventy-five
proposals
to
review
and
we've
been
spending
months
really
kind
of
getting
through
those,
and
a
lot
of
our
kind
of
our
work
has
been
trying
to
collect
the
data
that
we
need,
so
that
we
can
rank
those
projects
we're
now
kind
of
at
about
that
point.
We
have
ranked
them.
J
That
will
help
us
kind
of
evaluate
those
projects
figure
out
what
their
potential,
what
they
will
be
you,
how
much
sidewalk,
how
much
other
street
improvements
that
sort
of
a
thing
and
we
can
start
to
identify
costs
and
such
and
figure
out.
We
have
a
limited
budget
of
about
1.3
million
dollars
for
the
program
at
this
time
that
will
be
added
to,
as
proposed
in
the
CIP
at
roughly
about
a
million
dollars
per
year.
J
So
we
expect
that
we'll
be
doing
two
to
three
projects
per
year,
perhaps,
and
so
even
that's
16
projects,
if
they're
all
kind
of
work
out,
we'll
probably
fill
our
plate
for
the
next
few
years,
but
we're
at
the
same
time
we're
selecting
these
projects
we're
trying
to
get
back
to
the
people
who
applied
previously
and
kind
of.
Let
them
know
the
outcome
of
their
applications.
J
They're
kind
of
in
different
areas,
different
they'll,
be
different,
getting
different
communications
different
ways
either
explaining
why
maybe
their
project
is
not
in
the
in
the
queue
because
it
didn't
qualify
or
how
we
can
address
their
concern
through
another
means.
Maybe
it's
a
maintenance
type
of
project
rather
than
an
actual
kind
of
construction
type
of
thing,
and
then
also
there
are
some
that
well,
maybe
they're
just
further
down
on
the
list
and
so
what
to
tell
them
that
it
may
be
a
long
time
before
their
projects
is
actually
funded
through
this
program.
J
Other
opportunities
may
be
through
the
neighbor
conservation
program
might
be
better
fits
that
sort
of
a
thing,
so
we're
kind
of
in
that
process
now
of
trying
to
sort
through
all
those
respond
back
to
everybody.
Putting
information
up
on
our
website
update
our
board
and
managers,
kind
of
give
them
this
progress
level,
and
so,
if
anyone
has
questions,
I'd
be
happy
to
try
to
answer
those
as
well.
J
Correct
and
and
and
the
county
board
when
they
adopted,
the
program
gave
us
a
kind
of
a
a
scoring
mechanism,
and
they
wanted
us
to
follow
this
so
to
make
sure
that
we're
we
are
hitting
the
most
needy
areas
in
the
county
and
not
necessarily
the
ones
where
the
people
are
most
politically
connected
or
something
some
other
means.
So
we
want
to
make
sure
we're
getting
the
worst
things
fixed
right
now,
when.
L
J
We've
been
struggling,
a
lot
of
people
submitted
their
applications
because
they
felt
that
there's
a
speeding
problem
on
their
Street
sure,
and
so
we
we've
tried
to
address
those
by.
If
we
had
data
are
available
that
address
speed,
we
would
use
that
if
we
did
and
then
we'd
have
to
go
out
and
collect
it
and
that's
very
time-consuming
and
resource
use
intensive,
so
we
haven't
been
able
to
get
as
many
of
those
done
in
this
timely
manner
as
we
wanted.
J
So
that's
something
we
have
to
think
about
in
the
future
is
how
we're
going
to
address
those
and
maybe
additional
resources,
and
also,
as
we've
been
going
through
and
reviewing
that
data
very
few
of
those
streets
actually
have
a
demonstrated
speeding
problem.
In
most
cases,
when
you
look
at
the
speeds,
they're
25
miles
an
hour
or
less
and
so
I
think
there
are.
A
lot
of
people
are
somewhat.
L
Know
that
I
live
on
the
street,
that
is
a
25
mile
per
hour,
speed
limit
and
if
you're
going
25
miles
per
hour,
you're
actually
driving
way
too
fast
for
conditions.
Is
there
any
situation
where
the
county
would
revisit
whether
25
miles
per
hour?
Is
the
appropriate
speed
limit
to
be
setting
on
residential
streets?
That's.
J
A
good
question
I
think
that
may
get
into
some
of
those
if
we
are
actually
in
a
vision,
zero
policy-
and
you
know
we
one
of
the
things
I
think
we
would
want
to
do-
is
start
to
look
at
speed
limits
and
kind
of
what
is
appropriate
for
streets.
And
maybe
this
there
a
need
to
kind
of
change
from
a
blanket
25
on
our
speed
to
something
different,
because.
L
I
know
you
can't
generally
change
driver
behavior
just
by
changing
the
speed
limit
on
the
street,
but
what
you
can
change
is
when
you
go
out
and
do
a
traffic
study
or
you
do
a
speed
study,
it
says:
well,
everyone
drives
24
miles
per
hour.
We
can't
really
do
anything
because
it's
all
under-
and
it's
like
well
yeah
but
24
miles
per
hour-
is
actually
pretty
dangerous
for
this
area.
J
Am
NOT
certain
I
know
that
we
would
be
a
little
concerned
about
what
goes
in
the
street
that
it,
whatever
it
is
put
in,
is
something
that
is
safe
and
maintainable,
but
I'm,
not
certain
that
we
would
necessarily
restrict
kind
of
a
private
installation
of
something
we
have
talked
about,
maybe
doing
a
cert
for
a
certain
amount
of
that.
But
I
am
not
sure
really
where,
where
our
policy
is
at
the
moment
on
that
all.
B
P
Q
Q
You
can
go
to
the
next
slide,
so
11th
Vermont
is
a
two
parcel
site
that
straddles
11th
Street
with
immediate
walking
distance
to
downtown
Boston.
The
metro.
Several
bus
stops
circulator
there's.
Actually
a
Capital
Bikeshare
bike
share
right
at
the
north
east
corner
of
the
south
parcel
the
site
itself
is
nearly
60,000
feet,
spread
between
both
the
north
and
south
parcels.
The
north
parcel,
which
is
north
of
11th
Street
and
at
the
crossroad
north
Vermont
Street,
is
zoned
r15
30
T.
Q
So
the
proposed
project
on
that
site
is
12
townhomes
and
since
the
last
presentation
was
given
in
light
of
the
first
SPRC
meeting,
the
site
layout
itself
has
been
revised,
so
we'll
get
into
that
a
little
bit
and
the
South
parcel
is
zoned
RC
district
and
on
that
site
there
are
14,
townhouse
style,
multifamily
units
that
front
11th,
Street
and
then
behind
it.
There's
a
60
condo
flat
building
residential
building.
That's
seven
storeys
tall
that
tapers
down
to
six
and
this
project
is
really
exciting.
You
and
unique
as
well.
Q
It's
a
force,
sale
product
and
it's
in
a
great
neighborhood.
So
if
we
want
to
go
to
next
next
slide,
so
just
a
little
bit
about
the
existing
conditions,
there
are
two
curb
cuts
in
the
South
parcel
as
labeled
with
the
two
red
arrows
up
there,
and
then
the
north
parcel
is
a
existing
surface
lot
with
a
little
tot
lot.
Private
tot
light
tot
lot
on
the
north
side
of
the
site.
Q
Q
Little
bit
about
the
11th
Street
splits,
the
zoning
so
a
little
bit
about
this
unique
project,
as
it
really
is
a
step
down
from
the
urban
downtown
Boston
to
more
of
the
residential
feeling,
northern
half
of
the
site
and
the
townhomes
and
single-family
homes
there,
north
or
north
of
11th.
So
you
can
see
labeled
on
here.
We
have
a
lot
of
the
8
and
10
story,
buildings
at
Front,
Fairfax
and
North
Klebe
and
then,
as
we
moved
through
our
site,
be
stepped
down
from
7
to
6
and
then
4
to
3.
Q
So
this
is
the
current
layout
of
the
two
parcels,
so
we
can
start
at
the
north
parcel.
The
original
design
had
three
sets
of
towns
on
the
northwest
corner
and
three
sets
of
towns
in
the
northeast
corner,
working
with
staff
and
through
that
first
SPRC
process.
We
have
now
changed
it
to
be
two
sets
of
sticks,
so
it's
basically
dead-end
Center
services
Center
service
alley,
which
is
for
vehicular
traffic,
as
well
as
loading
and
trash
for
the
individual
townhomes.
Q
Each
townhome
has
two
tandem
spots
within
the
garage,
so
that
would
be
a
total
of
24
parking
spaces
on
the
north,
and
there
are
also
two
visitor
spots
on
the
North
parcel.
As
you
can
see
in
the
east
part
of
the
site,
the
South
parcel,
the
entire
tire
T
of
the
site
is,
has
a
two-story
underground
garage
which
services
all
the
units
on
the
entire
site.
Q
So,
on
the
south
side
of
11th
Street,
you
have
14
townhouse
style,
multifamily
units
which
actually
has
private
to
two-car
tandem
garages
within
the
multifamily
garage
building,
underneath
underneath
the
unit
so
where
it
says,
vehicular
entry
that
is
north
Vermont
Street.
So
all
traffic.
For
this
south
parcel
is
through
this
service
alley,
so
both
bikers
loading
and
residential
parking,
all
use
that
one
service
name
and
that
service
lane
is
screened
and
we'll
get
down
to
further.
Q
So
this
next
slide
reiterates
the
minimum
streetscape
standards
that
Arlington
County
has
and,
as
you
see
the
graphic
on
the
left-hand
side
of
the
page,
we
meet
or
exceed
the
streetscape
standards
in
every
single
part
of
the
site.
So
north
of
11th,
we
have
a
18-foot
streetscape,
partly
due
because
of
the
minimum
streetscape
standards,
but
we're
also
using
part
of
that
as
a
place
for
planners,
especially
for
bioretention
and
the
rest
of
the
site
as
well.
Q
We
are
meeting
or
exceeding
all
streetscape
standards,
and
what
we've
really
tried
to
do
is
keep
the
building
faces,
aligned
with
the
context.
So
that's
another
reason
why
we've
chosen
these
setbacks
want
to
go
to
the
next
image.
So
this
is
a
aerial
perspective.
You're
faced
north
east,
so
you're
kind
of
at
Fairfax
and
glebe
when
you're
when
you're
viewing
this,
and
this
shows
the
transition
step
down
from
metro
Boston
up
to
the
townhouse
single-family
neighborhood
north
of
11th
Street.
Q
Q
Q
So
this
is
now
viewing
south
back
towards
downtown
Boston
to
show,
as
you
come
through
off
of
north
Vermont
onto
the
service
alley,
you
pass
a
couple
amenity
and
units
on
the
ground
floor
and
then
you
reach
the
bike
room
entry,
which
is
recessed
for
safety
and
also
access,
and
then
we
have
the
loading
trash
entry
there
and
then
at
the
ends.
That's
the
resident
residential
parking
garage
entry
that
goes
down
and
it's
a
two-story
garage.
Q
So
if
you
want
to
go
to
the
next
slide,
so
you
can
notice
on
that
last
slide
that
there
were
some
planting
above
the
residential
parking
entry
we
what
we
did
for
the
neighbors
and
for
the
you
know
the
good
of
the
project
as
well.
We've
tapered
the
parking
garage
entry
down
and
plant
at
the
top
of
it,
so
I
just
want
to
talk
a
little
bit
about
how
the
architecture
influenced
kind
of
the
streetscape
standards
and
also
how
we
approached
this
site.
Q
A
lot
had
to
do
with
this
stepping
down
and
tapering
from
downtown
Boston
and
the
you
know,
but
also
what
we
wanted
to
do
was
create
streets
that
had
a
sense
of
walkability
and
you
know
appropriate
setbacks,
but
as
all
also
as
well
as
in
terms
of
vehicular,
also
pedestrian.
So
this
is
a
view
towards
downtown
Boston
on
11th
Street.
Q
Q
The
next
slide
is
another
view
of
the
South
parcel
townhomes,
and
this
shows
the
streetscape.
That
is
a
little
bit
above
minimum
in
that
area,
and
that's
also
due
to
the
fact
that
we
wanted
planting
as
well.
We
wanted
to
approach
the
streetscape
a
little
bit
softer
transition
and
then
a
lot
of
the
other
projects
that
are
in
more
urban
environments.
So
this
next
slide
is
the
view
of
the
north
parcel
townhomes,
and
this
actually
has
the
most
besides
the
along
North
11th
for
the
multi-family
building.
Q
Q
24
28
of
those
are
the
tandem
parking
garages
underneath
the
South
parcel,
townhouse
style,
multifamily
units
and
the
rest
are
for
the
the
residence
of
the
multi-family
building.
It
has
a
fairly
decent
ratio
of
parking,
but
that
is
really
in
reflection
of
we
met
with
several.
We
met
with
the
Civic
Association
and
several
of
the
neighboring
communities
and
really
what
their
major
concern
was
was
parking.
L
R
L
L
Q
L
You're
above
the
minimum
on
parking
and
you're
below
the
density
requirement
for
the
zoning
during
the
SPRC
process.
Has
it
been
mentioned
to
the
local
civic
associations
that
the
residents
of
this,
because
their
project
was
approved
under
a
site
plan,
would
not
be
eligible
for
any
RTP
resident?
Permit
parking.
P
So
I
think
our
overall
ratio
for
this
site
is
like
a
one
point.
Six
seven
part
of
that
was
in
response
to
community
input
as
you're,
alluding
to
there's
a
lot
of
pressure
for
street
parking,
and
they
wanted
to
make
sure
that
we,
our
project,
did
not
compound
a
problem
that
already
exists
today.
I'm.
R
R
N
N
Considering
the
fact
that
I
live
in
a
condo
relatively
close
to
here,
I
can't
get
an
RPP
permit
well
aware
of
that.
I
I
guess
would
encourage
that
message,
as
least
for
the
condos,
to
be
message
to
the
community,
because
that's
going
to
be
a
significant
burden,
not
only
on
applicants
in
building
that
underground
parking
structure,
but
on
the
encouragement
of
people
to
keep
a
car
that
they
might
not
need
for.
R
Currently,
the
the
use
is
a
church
and
was
until
very
recently,
a
full
Montessori
School
and
those
spaces
were
I,
think
kind
of
reserved
for
the
school
use
and
loading
type
of
signage
with
this
development
will
work
around
kind
of
where
the
curb
cut
is
and
try
and
regain
or
recapture
any
available
on
street
parking
along
Vermont.
But
the
other
frontage
is
do
not
currently
and
will
not
in
the
future,
have
on
street
parking
because.
A
Honestly,
if
I
were
trying
to
address
neighborhood
concern
about
the
ability
of
on
street
parking,
I
would
rather
create
on
street
parking,
rather
than
add
a
bunch
of
additional
spaces
in
the
garage
street
frontage.
Here
that,
if
it
were
mirrored,
the
curb
were
pulled
back,
seven
feet
would
create
additional
street
parking.
Commissioner
Perkins
may.
L
I
ask
the
applicant
how
many
levels
of
underground
parking
are
going
to
need
to
be
dug
for
the
multifamily
two
levels
underground
I
see.
I
will
point
out
that
one
of
the
things
that
we
looked
at
when
we
were
on
the
residential
parking
working
group
was
the
impact
of
tandem
spaces
on
the
actual
use
of
that
parking.
L
With
putting
this
many
cars
into
the
building,
you
can
have
the
tendency
to
encourage
people
to
use
the
cars
that
they've
purchased
and
to
get
a
parking
space
for,
but
by
making
a
large
portion
of
those
spaces
tandem,
it
does
tend
to
reduce
the
amount
of
usage
that
people
do
for
their
cars
if
it
is
a
pain
to
get
that
second
car
in
and
out.
So
that
is
at
least
one
good
thing
about
the
way
the
parking
is
being
supplied
on
this
site.
A
Any
other
Commission
questions
or
comments
yeah
other
than
concerns
about
that
high
parking
ratio
and
not
creating
on
street
parking
I.
Think
it's
a
really
great
project
and
I
commend
you
for
coming
in
on
with
a
really
fantastic
step
down
and
already
reorienting
the
north
parcel
units.
Those
townhouses
look
nice
thanks.
B
B
B
You
know
four
dollars
a
square
foot,
and
now
it's
roughly
$18
a
square
foot
and
what
it
is.
It's
suppressed,
asphalt
treatment.
So
when
asphalt
is
laid,
we
then,
when
put
down
a
steel
grid
and
enroll
it,
then
we
would
actually
paint
it.
So
it
would
mimic
or
look
like
you
know,
bricks
or
you
know,
a
terracotta
type.
You
know
treatment
and
going
on.
B
So
we
have
a
couple
examples
here
of
North
urban
street
at
first
Street
of
a
gateway
treatment
and
also
a
crosswalk
as
far
as
many
of
the
applications
of
Street
print
have
become
worn
due
to
traffic
and
weather
are
in
need
of
replacement,
and
it's
been
our
practice
to
not
replace
Street
print
during
street.
Paving
there
was
a
total
of
198
textured
crosswalks
27
raised
crosswalks
and
45
gateway
treatments.
Also,
there
was
about
10,000
square
feet
of
street
print
that
was
used
for
medians
and
Islands.
Park
Drive
had
some
medians
there.
B
So
roughly
30%-
and
we
don't
have
this
on
a
slide-
has
been
removed
through
repaving,
and
this
will
give
you
a
couple
of
examples
of
street
print
that
is
failing.
Obviously,
when
it's
been
down
there,
for
you
know,
has
a
life
of
approximately
seven
years
where
it
still
looks
alright,
but
anywhere
between
5
to
10
years.
It
starts
to
fail.
B
So,
obviously,
right
now,
all
the
street
print
that
is
down
is
a
tower
near
the
useful
life.
Alexandria
is
also
used
a
lot
of
street
print
they're,
removing
this
or
patching
it.
The
contractor
that
put
most
of
our
street
print
down
is
actually
sort
of
out
of
the
street
print
business
and
we've
been
there's
another
contractor
that
is
using
it.
B
That
is
recommending
this
really
more
for
residential
driveways
and
not
public
streets
and
here's
an
example
by
Long
Bridge,
Elementary
School,
which
is
has
a
couple
of
patches
in
it,
but
generally
still
generally
still
sort
of
useful
for
the
time
being.
As
far
as
what
we've
made
a
commitment
for
is
really
the
replacement
of
speed
humps.
We
currently
have
249
speed
humps
and
we
have
an
annual
maintenance
budget
of
$200,000.
We
find
speed
humps
to
be
a
lot
more
of
an
effective
measure
for
speeding
than
we
did
street
print.
B
B
N
B
L
M
B
M
L
L
So
the
Gateway
treatment
is
not
necessarily
an
acting
down,
so
necking
down
is
still
considered
an
effective
tool
to
to
when
people
transition
from
me,
larger
Boulevard
or
whatever,
to
go
into
a
neighborhood
to
give
them
that
signal.
Okay.
So
when
I'm
talking
to
people
out
in
the
public,
you
know
I
want
to
be
able
to
to
discuss
some
of
the
things
that
that
the
county
does
consider
to
be
effective
in
getting
them
to
slow
down
in
neighborhoods
and
and
necking
down
is
one
of
them.
When.
L
B
M
B
B
A
L
L
B
M
A
I
generally
support
not
putting
a
street
print
back
in
my
only
concern
about
this.
Is
that,
like
we
put
street
print
in
for
a
reason
right,
there
was
there
was
neighborhood
concern.
There
was
a
recognized
problem
and
it
gives
me
pause
that
the
only
replacement
treatment
option
that
we
seem
to
be
offering.
What
we
don't
put
street
print
back
in
is
a
thermoplastic
crosswalk.
B
B
Probably
when
we
first
started
the
the
traffic
homing
program
sort
of
after
we
revamped
it
in
2000,
it
was
really
seen
where
it
would
possibly
lower
speed.
The
car
would
get
more
of
a
vibration
that
might
have
been
true
right
after
it's
been
built,
but
certainly
when
it
was
down
for
a
year
or
two
I.
I
N
Have
a
question:
is
there
some
sort
of
documentation
or
table
that
shows
what
type
of
crosswalk
treatment
was
there
before
the
treatment
went
down,
and
maybe
they
just
had
a
typical
crosswalk?
Not
the
thermoplastic,
not
the
zebra
striped,
and
maybe
a
transition
to
that
zebra
stripe
is
a
change
from
what
was
there
before
and
is
an
improvement
because
I
do
think.
That's
a
fair
point
if
we're
just
going
back
to
what
was
there
before
we're
not
addressing
concerns.
But
if
we're
transitioning
from
we
realized
this
treatment
doesn't
work.
B
K
A
Back
today,
to
do
you
know:
crosswalk
treatments
right
there
at
Long,
Branch
Elementary
across
Fillmore,
Street,
like
I,
would
say
a
high-visibility
zebra
crosswalk
is
not
enough.
You
know
so
I
feel
like
just
because
we
failed
them
eight
years
ago
and
put
in
something
that's
ineffective.
I,
just
I
would
really
like
this
policy
to
have
more
than
one
tool
in
its
tool
box
to
put
back
in
since
we're
not
putting
straight
print
back
in
I
would
like
there
to
at
least
be
an
option.
A
You
know
when
going
when
repaving
that
Street
and
you
tell
the
neighborhood
we're
not
putting
the
street
print
back
in,
because
it's
not
effective
that
if
they
say
well,
we
don't
think
zebra.
Crosswalks
gonna
be
effective
enough
either
that
there
is
another
option
that
the
county
can
say:
okay.
Well,
then,
how
about
we
do
a
race
to
crosswalk
or
how
about?
A
S
B
S
And,
and
so
that
satisfies
that
concern
when
you're
talking
about
and
I
might
have
just
missed
the
slide,
but
when
you're
talking
about
thermoplastic
for
crosswalks
and
the
visual
cue
given
to
motorists,
are
you
talking
about
zebra
thermoplastic?
Are
you
talking
about
thermoplastic?
That's
actually
designed
to
look
like
the
street
print
patterns.
Look
how.
S
Because
I
I,
just
googled
thermoplastic
crosswalk
and
nearly
all
of
the
top
image
searches
are
look
much
more
similar
to
the
street
print
patterns
that
are
currently
being
used
than
zebra,
crosswalks
and
I.
Guess
I
just
would
encourage
staff
to
think
about
using
thermoplastic
designs
that
also
still
try
to
convey
the
visual
signal
to
the
motorists
that
I
think
Street
print
rightly
intended
to
convey,
but
obviously
is
a
failure
for
reasons
discussed
in.
B
Really
Street
print
actually
looked
a
lot
bolder
on
the
plans
and
it
was
often
used
in
conjunction
where
we'd
have
a
speed
humps
as
far
as
Street
print
and
when
we
go
out
there
with
the
plans.
Actually,
the
speed
hump
looks
really
boring
on
the
plan
set
on
paper,
but
the
street
print
always
looked
kind
of
bold
and
kind
of
cute.
So
everyone
saw
that
and
really
was
you
know
in
favor
of
that
it
was
just
what
we
found
out.
It
went
really
after
a
number
of
years
that
number
one
it
wasn't
being
effective.
So.
S
The
the
pattern
of
the
street
print
just
looks
more
walkable
and
inviting
to
a
pedestrian
than
the
than
the
zebra
crossing
does
and
I
think
that
one
of
the
things
that
I
think
would
is
going
to
be
that
I
worry
about
being
lost
with
going
away
from
street
print.
Is
that
that
pattern
that
just
looks
more
pedestrian
friendly,
because
it
looks
like
a
different
kind
of
surface
medium
and
I
really
appreciated
that
about
the
program.
So
I'm
I'm
not
asking
I'm
not
opposing
going
away
from
it.
N
County
has
an
opportunity,
if
they're
replacing
a
lot
of
these
crosswalks,
to
do
something
more
innovated
to
activate
the
streetscape,
to
not
only
make
drivers
aware
of
the
safety
issues
related
with
those
pedestrians,
but
also
to
activate
the
streetscape
to
make
it
something
that
people
point
out
and
talk
about
and
point
out
like
the
crosswalks
and
the
barns
cross
in
DC
or
whenever
I
go
on
vacations.
I.
Take
pictures
of
crosswalks
and
I
want
people
to
do
that
here.
N
B
I
B
A
B
Our
next
item
is
the
draft
2018
T
C
schedule
with
that
we
have
County
Board
dates,
so
we
took
this
Saturday
County
Board
date.
Then
we
sort
of
backed
out
from
there.
The
Planning,
Commission
and
I
call
this
sort
of
the
Planning
Commission
week,
because
Planning
Commission
as
commissioner,
we
our
nose,
meets
anywhere
between
two
and
four
times.
So
this
would
be
the
Thursday
before
the
Planning
Commission
week,
which
would
have
our
next
meeting
January
11th.
B
A
So
so
as
much
as
I
loved
the
idea
of
not
being
televised,
I
think
it's
important
that
we
reserve
the
opportunity
that
certain
transportation
commissioners
might
want
to
testify
before
the
board
tax
hearings
and
therefore
not
having
our
meeting
conflict
with
the
tax
rate
hearing
is
probably
wise.