►
From YouTube: Multimodal Transportation Commission
Description
No description was provided for this meeting.
If this is YOUR meeting, an easy way to fix this is to add a description to your video, wherever mtngs.io found it (probably YouTube).
C
I
said
yes,
we
could
certainly
do
that
and
we
can
just
approve
minutes
at
the
next
meeting.
Perfect.
A
Good
afternoon
and
welcome
to
the
august
25th
2021
city
of
asheville,
multimodal
transportation
commission
meeting,
my
name
is
dennis
wenzel
and
I'm
the
chair
of
this
group.
Our
meetings
are
being
held
virtually
for
the
time
being,
but
we
do
have
multiple
ways
for
you.
Interested
parties
to
take
part
in
this
gathering.
The
city
of
asheville's
engagement
hub
is
the
best
way
to
find
the
links
and
phone
numbers
that
can
engage.
A
Allow
you
to
engage
into
this
meeting
members
and
staff
and
guests.
Please
remember
to
keep
your
microphones
muted
at
all
times
when
you're,
not
speaking,
so
we
can
minimize
background
noise
and
other
feedback,
since
we
don't
have
a
quorum
currently
we're
going
to
move
forward
to
new
business
and
then
hopefully
come
back
and
circle
around
to
our
agenda
and
approval
of
the
last
meetings
minutes
jessica.
Should
we
move
forward
with
the
hendersonville
road
presentation.
C
C
We
have
tristan
winkler
and
we
have
john
rittout
and
they
are
going
to
give
us
presentations
on
both
of
the
corridor
studies
that
were
completed
by
the
mpo
in
over
the
last
year
and
a
half
or
so
so
we're
very
thankful
to
have
them
today.
To
give
you
guys
an
overview,
you
know,
keep
in
mind.
These
documents
are
quite
large,
so
they
are
just
going
to
be
giving
you
the
highlights,
and
we
would
encourage
you
to
take
a
look
at
the
documents
at
your
convenience.
D
Okay,
great
john,
would
you
be
able
to
share
your
screen.
A
Actually,
john,
if
I
can
interrupt
you,
I
think
I
do
now
have
a
quorum,
and
so
maybe
I
could
start
from
the
top.
Give
you
a
second
to
kind
of
get
get
all
the
the
kinks
worked
out
there
is
that
is
that,
okay
with
you,
okay
all
right,
I
appreciate
that.
I
apologize
for
the
the
shuffle
that's
going
on
here.
Okay,
it
looks
like
we
now
have
a
quorum,
and
so
we're
gonna
start
at
the
top
of
our
agenda.
A
A
B
B
C
H
I
am
the
bike
pad
task
force
with
randy.
A
Hey
man
bill
loftus
one
is
unable
to
join
us
today.
Carla
ferrari
is
our
newest
member.
Just
appointed
last
night.
She
will
join
us
next
month.
Anna
sexton
was
unable
to
join
us.
Unfortunately,
joe
archibald.
I
A
Welcomes
our
our
council
liaison
and
always
they're
looking
for
looking
out
for
us
and
helping
us
through
this
process,
the
first
order
of
business
will
be
to
review
and
approve
today's
agenda.
Can
I
get
a
motion
to
approve
today's
agenda.
F
Yeah,
I
have
a
comment
so
on
the
last
meeting
we
said
that
we
were
going
to
have
the
bike
share
study.
It
was
on
the
agenda
for
last
meeting
and
it
wasn't
ready
to
be
presented
at
the
last
meeting.
So
we
said
we
would
present
it
at
this
meeting
and
it's
not
on
the
agenda
for
this
meeting.
So
I
just
was
wondering
about
that.
B
B
C
Well,
I
I
can't,
I
can't
really
give
you
a
timeline
at
this
moment.
I'm
I'm
working
on
it.
Dan
has
gone
through
it
and
made
some
updates,
and
I
have
not
yet
had
a
chance
to
look
at
it.
A
Okay,
great
any
other
comments
on
the
agenda.
A
All
right
we'll
go
through
a
roll
call.
Randy
aye,
michael.
G
A
A
Randy
moves
to
approve.
Can
I
get
a
second
a
second
john.
Second,
any
comments.
Questions
concerns
randy.
F
Yeah,
so
in
the
bikeshare
item
actually
in
the
meeting
last
month,
there
was
a
comment
that
we
were
talking
about
e-bikes
and
it
wasn't
very
clearly
stated
in
the
bike
in
the
in
the
minutes.
The
bike
share
will
include
e-bikes,
but
it
will
also
include
non-e-bikes
too,
if
the
minutes
kind
of
make.
It
look
like
it's
going
to
only
include
e-bikes,
but
I
want
to
make
sure
that
it's
clear
that
it's
the
bike
share
program
will
include
both
e-bikes
and
not
and
just
human
power
bikes
and
then.
F
The
second
thing
I
had
too
was
on
the
merriman
avenue
discussion
point.
There
was
a
comment
that
I
made
about
ncdot
following
policy,
and
it
was
the
minutes,
didn't
really
reflect
what
that
was
either
so.
Staff
at
ncdot
said
that
they
have
a
policy
of
putting
state
interests
over
city
interests,
and
that
was
their
highest
priority.
A
Yeah,
I
think
those
are
important
just
to
make
sure
we're.
We
want
to
we're
going
to
step
gingerly
through
this
process,
so
I
think
it's
good
to
be
as
clear
as
possible
on
our
side.
So
we
just
we
can
table
that
item
and
we
can
vote
on
that
in
the
next
meeting.
If
that's
okay
with
the
rest
of
the
commissioners.
F
A
Do
you
want
to
see
them
before
you
approve
them,
or
do
you
feel
comfortable.
F
A
Excellent,
all
right
roll
call
vote,
randy
warren
hi,
michael
stratton,
bye,
john
bassoni,
maggie
yellman
hi,
and
I'm
I
as
well
motion
carries.
Do
we
have
no
public
comment
at
this
time?
Is
that
still
the
case.
A
Great,
thank
you
very
much
all
right,
so
we'll
go
back
to
our
first
order
of
new
business,
which
is
the
presentation
on
hendersonville
road
that
we
were
working
out.
Some
kings
looks
like
we're
ready
to
roll
folks.
Please
take
it
away.
Thank
you.
D
Okay,
great
thanks
for
folks
who
don't
know
me,
I'm
tristan
winkler:
I
am
the
director
of
the
french
broad
river
metropolitan
planning
organization
or
mpo,
I'm
joined
by
john
on
our
staff.
John,
do
you
want
to
introduce
yourself.
E
Yes,
good
afternoon,
everybody,
my
name
is
john
rideout.
I
am
a
regional
transportation
planner
with
the
french
broad
river
mpo,
as
well
as
a
multimodal
commission
alumni.
So
I
served
from
2014
through
2020,
so
glad
to
be
back
here.
D
And
also
with
us
are
a
few
consultants
from
our
tunnel
road
team,
caitlyn
tobin
from
kittleson
and
associates,
and
also
christy
carter
and
christy
stout.
Although
I
believe
the
christies
are
here
for
another
item,
we
might
prod
them
anyway,
so
to
get
into
it.
John,
if
you
want
to
go
to
the
next
slide
very
generally,
for
those
who
don't
know
what
an
mpo
is
and
does
to
keep
it
very
high
level
and
brief.
Essentially,
the
mpo
is
a
regional
forum
for
transportation
decision
making
for
a
metropolitan
planning
area.
D
D
So,
just
a
little
bit
on
the
corridor
studies
program
that
we've
started
very
recently
over
the
last
couple
of
years.
We
see
this
as
apparently
a
partnership
between
the
mpo
buncombe
county
and
the
city
of
asheville,
and
also
to
know
we
brought
along
ncdot
for
these
studies
as
well
and
they've
been
fantastic
partners
throughout
them.
D
Generally,
the
each
study
provided
multiple
inputs
for
public
input
or
multiple
opportunities
for
public
input,
and
so
it's
a
bit
different
in
terms
of
the
project
development
process
that
we've
gone
through
in
the
past
for
other
projects
and
also
it
kind
of
these
documents
are
meant
to
give
us
a
starting
point
for
a
vision
of
positive
change
for
each
of
these
corridors.
D
A
lot
of,
what's
mentioned
in
the
city's
comp
plan
and
some
of
the
city's
other
transportation
plans,
are
really
talking
about
large
wholesale
changes
to
a
number
of
corridors.
We
we
haven't
addressed
all
of
them
yet,
but
to
get
started
on
these
two
really.
What
we're
talking
about
is
changing
the
way
these
corridors
work
and
how
people
move
within
and
through
these
corridors.
D
So
next
slide.
D
Generally,
we
kind
of
saw
two
big
reasons
to
do
corridor
studies.
One
was
to
better
document
a
vision
for
the
future.
D
As
you
see
on
the
right
there's
a
lot
of
acronyms
that
go
into
transportation
planning.
We
develop
our
comprehensive
transportation
plan,
our
metropolitan
transportation
plan
projects
go
through
prioritization,
also
known
as
spot.
They
get
into
the
tip,
and
what
we've
seen
over
and
over
is
that
it's
after
all
of
these
decisions
have
been
made
and
then
projects
get
into
design
and
construction.
That's
usually
when
people
get
the
most
interested
in
those
projects.
D
That's
something
that's
come
up
a
lot
fairly
recently,
but
also
again
engaging
the
communities
who
have
a
better
idea
of
some
of
the
specific
needs
may
have
envisioned
some
possibilities
and
solutions
for
their
corridors.
Next
slide
and
reason
number
two
is
to
try
to
tie
transportation
and
land
use
together.
D
This
is
something
that
gets
talked
about
a
lot
in
planning
and
transportation
circles,
basically
that
we
can't
have
a
transportation
project
that
by
itself
is
going
to
fix
everything
and
you
know,
turn
an
area
into
a
bicycling
mecca
or
a
place
where
there
we
see
a
large
amount
of
mode
shift,
working
transportation
and
land
use
together,
we
think
is
very,
very
important.
D
And
so
the
last
point
to
make
is
that,
with
these
documents,
a
lot
of
what's
shown
are
pretty
high
level
recommendations.
Some
of
them
are
a
bit
more
fleshed
out,
but
generally
speaking
again,
we
are
trying
to
have
this
process
earlier
on,
and
so
there
is
no
imminent
construction
that
is
going
to
happen
once
these
documents
are
approved.
D
E
Okay,
thank
you,
tristan,
just
a
quick
housekeeping
item,
so
we
are
presenting
the
hendersonville
road
quarter.
Studying
the
tunnel
road
corridor
study
together
kind
of
been
locked
step,
we
will
be
going
through
the
existing
conditions
together
and
then,
once
we
break
out
into
the
specific
recommendations,
we
will
jump
into
each
project
individually.
So
if
there's
ever
a
question
of
figuring
out
which
project
I'm
talking
about
or
if
you
want
to
refer
to
any
information,
I
provided
the
icons,
the
logos
for
each
quarter,
study
in
the
bottom
left
or
top
right.
E
So
if
you
ever
need
a
little
quick
cheat
of
which
one
I'm
talking
about
just
take
a
look
at
the
bottom
left
or
the
top
right
so
as
tristan
was
kind
of
mentioning
we're
kind
of
trying
to
get
ahead
of
a
lot
of
the
conversations
before
these
projects
kind
of
go
further
down
the
pipe.
Both
of
these
quarters
have
been
previously
submitted
for
projects
within
the
spot
process,
but
we
also
are
aware
of
that.
E
Both
of
these
quarters
have
been
called
out
in
the
actual
emotion
plan,
so
that
one
specifically
said
that
I
said
hey
this.
These
quarters
are
regionally
significant.
We
need
to
do
further
studies,
and
this
is
exactly
what
these
quarters
these
are
is
those
further
studies.
E
We
know
that
it's
a
major
retail
employment
centers
for
areas
and
communities
within
nashville,
but
we
also
are
aware
that
these
two
quarters
are
a
bit
different,
where
we're
kind
of
expecting
tunnel
to
have
increased
amount
of
turnover
and
change
in
the
near
future.
Meanwhile,
hendersonville
road
has
been
growing
kind
of
gangbusters
and
has
a
lot
of
development
pressures
kind
of
pressing
in
on
that
roadway
quarters.
E
So
these
both
of
these
quarter
studies
are
those
community
conversations
and
to
recommend
what
potentials
can
kind
of
move
forward
and
to
give
you
a
bit
more
background
on
each
one
of
these
studies
is
that
each
quarter
had
its
own
consultant
team
working
on
this,
so
hendersonville
road
was
led
by
stantec.
E
It
kicked
off
in
early
may
of
2020
and
the
total
road
quarter,
so
it
was
led
by
tilson
and
associates
and
transportation
planning
and
design
it
followed
about
a
month
afterwards
within
the
time
schedule,
but
both
of
these
were
175
000
projects
with
the
majority
of
the
funding
coming
through
federal
funds,
and
while
we
are
both
going
to
be
talking
about
them
as
corridors
they're,
actually
fairly
different
in
their
physical
makeup.
E
So
there's
actually
a
pretty
big
difference
between
the
two
hendersonville
road
was
a
much
larger
quarter
to
study
and
it
has
a
much
larger
population
base
within
its
context
area.
In
addition,
kind
of
the
growth
pressures
on
hendersonville
road
and
the
quarter
in
general,
it
has
a
lot
higher
vehicle
and
volume
happening,
and
we've
been
seeing
that
you
know
we
having
a
pipe
traffic
increase
50
within
the
last
15
years.
Making
it
one
of
the
busiest
and
more
congested
corridors
in
our
region
in
comparison
tunnel.
E
Road
within
the
state
is
actually
a
much
smaller
segment.
In
addition,
they
only
have
has
240
residents
and,
while
hendersonville
road
has
been
growing
significantly
tunnel,
roads
been
kind
of
seeing
a
different
trend,
so
its
traffic
volume
is
about
a
third.
A
half
to
a
third
and
traffic
volumes
have
actually
been
steady
to
slightly
decreasing.
I
will
put
an
asterisk
to
that
because,
unfortunately,
i240
has
been
absorbing
a
lot
more
of
that
growth
as
a
result
of
the
kind
of
like
the
different
natures
of
both
of
these
corridors.
E
The
consultants
teams
provided
kind
of
a
different
outreach
process
for
both
hendersonville
road
kind
of
provided
more
of
what
I
would
call
a
broadcast
outreach
process
with
the
community.
They
actually
did
a
large
online
survey
and
held
two
very
large
public
kind
of
come
one
come
all
meetings
as
well
as
they
held
six
visioning
and
design
meetings
in
fall
of
2020.
E
So
they
had
a
numerous
amount
of
meetings,
as
well
as
focus
group
meetings,
but
considerably
a
much
smaller
amount
than
tunnel
road
tunnel
road
with
its
kind
of
smaller
kind
of
population
base
within
actually
took
a
different
approach
and
granted.
Both
of
these
studies
took
place
during
kind
of
2020
coded
realities
at
the
time,
however,
they
had
a
much
more
extensive
stakeholder
in
focus
group
sessions,
so,
whereas
hendersonville
road
had
about
36
stakeholders,
tunnel
road
had
about
70..
E
In
addition,
they
conducted
a
ncdot
field,
walk
involved,
20
in
september
of
2020,
actually
about
a
year
almost
a
year
ago,
where
we
walked
the
entire
corridor
within
the
project
and
then
finally,
they
rounded
things
out
with
that
large
public
meeting
at
the
end,
to
present
the
findings
and
take
additional
feedback,
so
both
of
these
projects
kind
of
took
place
and
kind
of
experimented
differently,
with
kind
of
how
do
we
conduct
public
engagement
during
2020?
So
provided
two
examples
up
here
where
the
bottom
left.
E
You
have
kind
of
this
huge
kind
of
concept
board
where
hendersonville
road
literally
threw
everything
up
on
the
wall,
so
to
speak
and
invited
everybody
to
come,
see
it.
Meanwhile,
on
the
right
there,
you
can
see
tunnel
roads,
list
of
stakeholders
and
focus
group
participants,
and
they
had
several
several
follow-up
conversations
with
a
large
group
of
those
owners
as
well.
So
but
one
thing
that
kind
of
came
back
as
a
whole
if
we're
going
to
say
okay,
what
are
the
conditions
on
these
corridors?
E
Is
that
well
physically,
they
have
a
lot
of
the
same
type
of
automobile,
dependent
infrastructure
and
traits.
There
is
a
lot
of
turning
movements
between
both
of
these
they
along
these
quarters
from
vehicular
traffic.
It's
kind
of
a
very
beast
busy.
E
Excuse
me:
they
have
kind
of
issues
with
both
either
fragmented
and
limited
pedestrian
infrastructure,
limited
to
no
bicycle
infrastructure,
and
while
transit
exists
on
both
corridors,
the
kind
of
the
transit
connectivity
can
be
a
bit
of
a
challenge
and
what
this
results
in
is
to
both
of
these
corridors
function
fairly
poorly,
even
as
an
automobile
kind
of
dictated
corridor,
but
at
the
same
time
there
is
significant
multimodal
challenges
within
their
current
conditions,
and
a
result
of
that
is
that
both
of
these
corridors
kind
of
stick
out
as
sore
thumbs
kind
of
that
are
out
of
character
with
how
the
city
kind
of
envisions
these
corridors
to
exist
in
the
future,
and
so
here
are
some
visual
representations
with
hendersonville
on
the
left.
E
E
Meanwhile,
on
tunnel
roads
you
do
have
a
higher
amount
of
legacy,
kind
of
sidewalk
infrastructure,
that's
narrow
conditions
might
be
very
poor
at
best
and
that
that
the
conditions
are
still
predominantly
geared
towards
kind
of
automobiles
kind
of
entering
and
exiting
the
corridor
and
as
a
result,
what
we
see
within
those
safety
findings
is
that
both
of
these
corridors
have
a
lot
more
crashes
than
expected
for
their
given
road
types.
And
it's
not
just
say
automobile
crashes
or
side,
swipes
or
rear
ends.
E
Is
that
we've
also
tracked
kind
of
pedestrian
and
bicycle
crashes
along
this
area
and
both
of
them
have
major
safety
concerns.
So
we're
kind
of
looking
at
this
safety
data
and
we're
incorporating
within
the
studies,
don't
compare
the
two
quarters
against
each
other.
The
data
doesn't
quite
work
that
way
it
wasn't
done
the
same
way,
but
at
the
same
time
we
can
kind
of
show
that
hey
there
are
some
significant
safety
challenges,
no
matter
who
you
are
if
you're
work
along
these
quarters
and
we
even
dug
a
little
bit
deeper.
E
So
if
you
have
a
little
bit
more
of
the
safety
questions
or
concerns
feel
free
to
ask
questions,
we
can
kind
of
dive
a
little
bit
deeper
into
some
of
the
safety
questions,
but
we
are
looking
at
not
just
that.
There
are
crashes
or
the
types
of
crashes.
It's
actually
something
that
we've
been
kind
of
pulling
in
in
kind
of
more
of
a
holistic
way
to
the
point
where
we
can
even
look
at
some
of
our
transit
data
and
start
tracking.
E
You
know
pedestrian
crashes
happening
near
transit
stops,
so
we
started
laying
some
of
the
boat,
the
safety
findings
with
their
transit
findings,
and
I
don't
think
it's
of
any
surprise
to
some
folks,
like
hendersonville
road,
where
transit
service
is
relatively
limited.
Long
headways
there's
a
lot
of
travel
time
to
move
along
this
corridor,
but
at
the
same
time
say
tunnel
road
actually
has
actually
some
fairly
decent
transit
options.
E
E
However,
at
the
same
time,
it's
relatively
what
the
consultants
called
a
firm
situation
where
we're
not
only
expecting
a
lot
of
you
know
a
lot
of
the
parcels
to
turn
over
rapidly
there's
a
few
un
right
spots
for
our
development
opportunities,
but
for
the
most
part,
what
we
have
in
tall
road
from
the
next
foreseeable
short-term,
midterm,
futures
kind
of
what
we're
going
to
have
looking
forward.
On
the
other
hand,
tunnel
roads
a
little
bit
more
right
for
redevelopment.
It
does.
E
I
mean,
I
think,
at
this
point
in
time,
with
both
the
mall
redevelopment
and
innsbruck
that
you're
starting
to
see
that
you
know
folks
are
going
to
be
looking
at
this
as
a
place
for
redevelopment
opportunities,
and
so
we've
taken
kind
of
this.
Some
of
the
safety
elements
we
took.
Some
of
you
know
the
transit
elements,
we've
taken
the
redevelopment
up
options
and
then
we
kind
of
layered
them
within
also
with
their
existing
plans,
are
going
to
be
proposing
for
this
quarter.
So
we're
now
saying:
okay,
we
what
we
know
of
existing
conditions.
E
Now,
let's
learn
asheville's
comprehensive
plan
to
see
okay,
what
is
the
land
use
going
to
kind
of
dictate,
and
then
that
is
going
to
what
we're
going
to
that?
What
the
comprehensive
plan
is
calling
out
is,
what's
going
to
say,
okay,
what
type
of
transportation
infrastructure
do
we
need
to
plan
for
and
accommodate
to
make
the
comprehensive
plan
kind
to
fold
out
appropriately,
so
coming
back
stepping
back
looking
at
the
recommendations
of
negligence,
both
of
these
corridor
studies,
kind
of
focus
on
safety,
multimodal
interconnectivity
and
different
options
and
alternatives
moving
forward.
E
So
none
of
these
neither
of
these
studies
are
saying
that
there
is
like
only
one
option:
they're
going
to
provide
kind
of
a
lot,
a
few
different
considerations,
although
we
do
kind
of
look
at
the
pros
and
cons
of
a
few
items.
Both
of
these
studies
are
constrained
by
physical
design,
mode
and
mobility
limitations.
So
this
is
not
a
kind
of
a
christmas
list
dream.
This
is
a
christmas
or
you
know
a
wish
list
dream
where
we
can
kind
of
step
back
and
say:
okay,
what
is
our
budget?
E
What
can
what
is
realistic?
That
we
can
propose
that
we
can
start
to
move
forward.
Of
course,
we're
adapting
existing
trends
and
both
orders
are
trying
to
transition
transition
from
a
automobile
dependent
and
an
audible
necessity
to
kind
of
a
more
multimodal
corridors.
However,
they
are
going
to
kind
of
differentiate
themselves.
A
little
bit
tunnel
road
is
going
to
have
a
much
bigger
focus
on
redevelopment,
it's
going
to
look
to
transition
from
a
regional
automobile
independent
to
more
local,
multimodal
use
it's
going
to
require
a
bit
more
of
a
grid.
E
A
grid
is
going
to
be
key
for
tunnel
road.
Meanwhile,
hendersonville
road
is
going
to
be
focused
more
of
what
can
we
do
within
the
right
of
way
it's
going
to
be
trying
to
balance
and
transition
from
a
regional
commuter
track
to
a
place
that
actually
has
an
identity
of
its
own
and
kind
of
facilitate
that
transition.
E
It's
also
going
to
be
doing
a
grid
development,
but
it's
also
going
to
acknowledges
the
difference
between
the
road
and
the
quarter.
So
there's
going
to
be
a
little
bit
kind
of
happening
with
hendersonville
road,
where
we're
going
to
kind
of
focus
on
and
all
that.
So
here
we
are
at
hendersonville
road,
so
we're
applying
kind
of
the
urban
and
town
center
contact
zones
within
this
area,
and
one
of
the
things
that
kind
of
what
the
consultants
took
out
from
this
is
that.
E
Well,
there
is
specific
urban
and
town
centers
kind
of
drawn
as
a
dot
one
the
recommendations
and
says
actually
there's
more
of
just
a
larger
zone
that
we
need
to
consider
for
really
addressed
within
the
road
and
network
and
then
of
itself.
And
while
there
aren't
specific
urban
or
town
centers
identified
at
the
northern
and
southern
end,
they're
getting
kind
of
close
to
other
ones
that
are
proposed
within
the
plan.
And
so
what
they're
saying
is
we
don't
necessarily
go
full
urban
design?
E
Here
we
can
kind
of
take
a
step
back,
but
still
produce
something
where
the
road
and
the
area
around
it
are
accommodating
to
future
kind
of
urbanizations
along
those
specific
points,
so
between
kind
of
just
south
of
the
blue
ridge
parkway
to
long
trolls,
road,
we're
really
proposing
kind
of
a
full
kind
of
urban
context
zones
and
a
lot
of
the
recommendations
are
going
to
be
flowing
from
that.
E
When
I
say
urban
context
sense,
what
I'm
focusing
here
on
is
one
we're
going
to
be
keeping
within
the
right
of
way
of
hendersonville
road
for
its
recommendations
on
the
road
itself.
However,
within
the
corridor,
it's
looking
at
actually
improving
kind
of
grid
connectivity.
E
It's
identifying
some
of
both
the
constraints
from
the
lack
of
interconnectivity
and
there
is
actually
a
major
kind
of
challenge
there,
because
the
ability
to
kind
of
get
between
say,
sweet,
sweden,
creek
and
hendersonville
road.
If
there
is
any
accident
or
an
issue
on
there,
there's
no
connectivity
within
certain
spots,
so
its
recommendation
is
to
promote
and
increase
interconnectivity
within
that
increase
in
our
partial
connectivity,
but
on
the
road
itself.
What
it's
looking
to
do
is
trying
to
control
a
lot
of
the
lane
movements.
E
So
in
this
case,
you're
going
to
have
only
left
turns
at
specific
intersections
and
those
intersections
are
going
to
get
a
much
larger
kind
of
pedestrian
treatment
and
options
available
made
to
them
as
well
as
not
only
improving
pedestrian
access
to
it,
also
promoting
that
10-foot
multi-use
path
along
the
western
side
of
the
road.
Although
that
path
goes
the
entire
length
of
the
corridor,
and
so
what
does
that
kind
of
look
like
to
the
end
user?
E
One
is
going
to
control
a
lot
of
the
left
turns,
and
I
think
that's
going
to
be
an
important
consideration
that
you
know
focuses
how
this
quarter
comes,
because
there's
a
lot
of
user
conflicts
as
a
result.
In
addition,
some
of
the
pedestrian
improvements
on
pedestrian
islands-
you
know
just
offering
the
option
of
a
multi-use
path
on
the
western
side
would
actually
create
some
better
options
for
those
who
are
trying
to
move
along
the
quarter
and
even
then
drop
stepping
back
into
kind
of
the
area
around
the
corner.
E
It's
just
making
sure
that
you
have
that
in
american
activity,
the
pedestrian
access
within
the
parcels
themselves.
So
it's
kind
of
stepping
out
behind
that
in
the
transitional
stages,
it's
kind
of
dialed
back
a
little
bit.
So,
in
some
cases
where
there
is
a
break
and
say
the
ability
for
pedestrians
or
others
to
cross,
they
are
proposing
hop,
signalizations,
they're,
keeping
a
lot
of
the
planet
medians
within
this
area,
but
at
the
same
time,
depending
on
kind
of
you,
the
land
use
and
parcels
around
it.
E
And
finally,
they
kind
of
gave
us
a
potential
cost
estimate
and
so
what
they
propose
and
improvements
to
this,
and
they
really
try
to
stick
to
the
right
of
way.
Although
they
acknowledge
that
that's
not
going
to
be
a
100
can
do
thing
that
might
be
items
that
require
to
step
outside,
but
we're
probably
looking
at
about
23
million
dollars
in
20,
20
or
20
21.
E
Of
course,
cost
increases
are
happening,
but
that
was
some
of
the
things
that
say:
okay,
what
can
we
realistically
do
and
provide
for
an
appropriate
cost?
That
will
turn
kind
of
henderson
road
from
that
five-lane
wild
west
of
automobile
use
into
something
that's
a
lot
more
accommodating,
rather
than
being
a
barrier
to
multimodal
use.
E
So
moving
on
to
tunnel
road
again,
we
are
applying
the
urban
and
town
center's
approach
to
this
so
again,
tunnel
road
kind
of
calls
out
both
an
urban
center
kind
of
at
the
intersection
of
tunnel
and
south
tunnel,
as
well
as
a
sorry
that
would
be
a
town
center
and
then
an
urban
center
up
towards
where
in
the
towards,
where
the
tunnel
currently
is
on
the
eastern
side
of
the
mountain
there.
E
But
we
will
acknowledge
that
there's
also
another
urban
center
that
would
be
proposed
kind
of
just
south
of
swannano
river
road
as
well,
so
we're
cognizant
of
it.
It's
just
outside
the
boundary,
but
that's
something
in
the
back
of
our
minds
as
we're
doing
this.
E
E
Now
what
our
options
and
availability
is
kind
of
in
our
no
build
off
scenario
of
if
we
don't
do
anything
to
tunnel
road,
it's
not
great,
but
even
if
we
can
address
a
lot
of
things
on
total
road,
all
of
a
sudden,
a
lot
of
our
options
really
kind
of
bloom
when
we
say
okay,
if
we
can
have
an
additional
road
and
quietly
a
lot
of
that
connectivity
is
kind
of
there
it's
a
lot
of,
particularly
in
the
north
section.
E
It's
just
enough
open
parking
lot,
we're
in
kind
of
connectivity
between
a
couple
of
parcels
where
it's
privately
held,
but
if
we
can
formalize
this,
then
all
of
a
sudden
the
options
and
available
considerations
for
tunnel
road
kind
of
bloom
exponentially.
E
So
when
we
talk
about
kind
of
a
parallel
road,
we're
looking
really
at
like
a
two-lane
street,
that's
kind
of
close
and
and
readily
available
for
development.
So
it's
not
going
to
be
something
that
is
like
another
four-lane
road
to
the
left.
I
think
sometimes
that
was
worried
that
we
were
building
another
total
road,
but
what
that
does
then
allow
is
probably
something
that
is
going
to
be
very
interesting
for
anybody
in
the
multimodal
group.
Is
that
anytime?
I
can
say
that
hey,
let's
consider
a
road
diet
and
a
recommendation
coming
forward.
E
That's
going
to
be
significant,
so
one
of
the
recommendations
coming
out
of
this
is
to
actually
create
a
road
diet
kind
of
on
the
northern
section
of
tunnel
road
and
drop
it
to
two
lanes
with
the
turn
light,
and
if
we
can
do
that
on
a
lot,
you
can
see
a
lot
more
improvements.
Coming
on.
E
As
I
said,
tunnel
roads
been
seeing
a
decrease
in
traffic
bonds,
some
of
the
volumes
that
we're
currently
seeing
now
we
could
actually
from
about
exit
6
north
accommodate
aerodyne
to
two
lanes
at
that
point
in
time.
Now
the
conditions
improve
for
basically
all
users
if
we
can
get
that
parallel
road
working,
but
that's
something
that
is
an
option
available
and
although
we're
doing
some
road
diet,
the
road
analysis
was
done
and
it
looks
promising.
E
We
also
did
some
spot
identifications
for
specific
intersections
where
there
will
be
concerns,
because
one
of
the
things
that
we
heard
from
our
d.o.t
partners,
that
said,
is
that
hey,
we
can
do
a
lot
and
everything,
but
the
one
requirement
one
rule
is
that
we
cannot
impact
traffic
backing
up
onto
240..
E
So
we
did
take
a
look
at
each
one
of
these
exit,
intersections
and
kind
of
came
from
that,
and
one
of
the
recommendations
for
options
available
is
hey:
hey
that
exit
six
option
at
chun's
cover
road
that
could
actually
be
a
roundabout
potential.
There
working
within
the
road
died
option
further
down
kind
of
looking
at
that
intersection
kind
of
closer
to
exit
seven.
This
was
one
of
those
other
kind
of
corridor
intersections
that
we
needed
to
address
and
there's
a
couple
ones.
E
We
did
look
at
a
roundabout
in
this
particular
area,
but
it
was
not
a.
I
don't
think
it
performed
very
well
and
two
other
alternatives,
potentially
depending
on
whether
or
not
we
can
get
a
parallel
road
kind
of
did
so
on
the
left.
E
You
kind
of
have
something
that
is
actually
working
kind
of
within
the
existing
context
of
the
road
that
can
improve
kind
of
the
flow
of
that
intersection,
as
well
as
kind
of
looking
to
another,
the
kind
of
slowly
adapting
that
grid
overlay,
where
you're
reducing
kind
of
the
travel
lanes
that
have
to
cross
each
other
as
well
as
that,
wouldn't
make
it
a
lot
easier
for
pedestrians
and
other
multimodal
users
to
get
across,
because
I
don't
I
don't
know
if
many
people
have
walked
that
corridor.
E
But
if
you're
coming
from
tunnel
road
say
on
the
other
side
of
the
intersection,
you
basically
have
to
walk.
You
know
to
the
smoothie
shop,
walk
south
on
south
tunnel
road
cross,
the
road
three
times
and
then
to
continue
north
along
tunnel
road.
It's
not
a
very
useful
option
and,
as
a
result,
you
see
a
lot
of
goat
paths
where
folks
are
taking
that
risk.
E
So
getting
back
to
it
is
looking
at
the
different
options,
and
this
is
kind
of
a
hey.
We
looked
at
how
level
of
service
happened
with
the
existing
conditions.
If
we
worked
only
within
the
right-of-way
tower
road,
if
we
can
kind
of
get
some
the
parallel
road
with
redevelopment
and
other
opportunities
and
for
the
most
part
we
can
kind
of
take
a
road
dive
fairly
well
south
up
until
kind
of
that
I-240
off-ramp
just
before
it
starts
coming
up
into
kind
of
exit.
E
Seven,
so
not
quite
down
that
far
south
we're
at
that
point
in
time,
we're
still
probably
looking
at
at
least
a
four
lane
cross
section,
but
that's
kind
of
more
of
a
option.
That's
kind
of
driven
by
that
interstate
interchange
there,
and
so
those
were
kind
of
different
options
that
were
looking
moving
forward,
and
so
you
start
seeing
these
cross
sections
develop.
Where
you
know
existing.
We
have
that
three
four
lane
kind
of
thing
right
before
the
tunnel.
E
We
can
actually
work
within
the
existing
right
away
to
provo,
provide
kind
of
that
separated
multi-use
path
and
with
the
redevelopment
we
can
actually
kind
of
expand.
Some
of
those
options
that
make
the
multimodal
experience
a
lot
better
closer
to
the
off
ramp
you're,
seeing
that
very
similar
condition
so
at
chun's
cove
and
that
off
ramp.
We
can
still
kind
of
keep
things
narrow,
keep
it
kind
of
more
of
a
pedestrian
multi-user
scale,
rather
than
four-lane
highway
there,
but
once
we
get
kind
of
further
south.
E
That's
when
we're
seeing
that
probably
tunnel
road
is
still
going
to
kind
of
exist
as
a
four-lane
road,
at
least
at
that
particular
point.
Depending
on
how
redevelopment
happens,
you
know
there
could
be
other
options,
but
that's
at
least
what
kind
of
the
data
was
pointing
towards
of
that
situation
so
kind
of
as
a
whole
to
kind
of
make
all
these
work.
The
consultants
on
both
ends
kind
of
provided
a
lot
of
different
options.
E
The
one
key
takeaway
here
was
that
to
make
this
happen
and
to
make
it
happen
in
kind
of
a
established
timeline,
is
that
kind
of
all
parties
need
to
work
together
for
this,
the
city
itself
needs
to
have
kind
of
what
one
consultant
said
was
skin
in
the
game.
So
it's
not
just
a
mandate.
You
must
include
this
kind
of
type.
E
A
proposed
case
example
of
saying
this
is
how
we
can
kind
of
move
forward
to
kind
of
create
this
network,
because
we're
going
to
need
developer
and
private
property
owner
buy-in
to
kind
of
make
a
lot
of
these
options
available
and
that
you
know,
even
with
kind
of
constrained
funding
mechanisms
that
we
can
do
a
lot.
But
if
we
really
want
to
maximize
kind
of
the
options
of
turning
these
from
automobile
dependent
kind
of
through
corridors
into
actually
places
of
their
own,
it's
going
to
require
a
little
bit
more.
E
So
that's
where
I'll
leave
things.
If
folks
have
any
questions,
you
can
contact
me
at
john,
or
you
can
also
just
email,
npo,
atlantisguy.org
and
or
just
ask
them
here
or
give
me
you
know
reach
out.
However,
you
please
more
than
happy
to
answer
any
questions.
I
know
a
couple
popped
up.
I
actually
can't
see
the
comment
section
while
I'm
presenting
so
I'm
gonna
close
this.
I
can
open
it
back
up.
G
So
I
was
just
curious:
was
there?
Is
there
any
thought
to
incorporating
like
rapid
transit
into
any
of
this
mix
in
terms
of
like
dedicated
lanes
from
buses?
Yes,.
E
So
this
is
kind
of
where
the
interesting
direction,
where
kind
of
where
cobit
hit
us,
along
with
the
rollout
of
changes
to
the
art
system
a
few
months
prior
before
these
kicked
out.
I
mean
at
this
point
in
time
we
one
we
didn't
want
to
pull
coveted
numbers
for
our
transit
analysis,
and
you
know
at
this
point
in
time
it
would
be
like
may
or
june.
E
It
wouldn't
have
been
a
great
idea
so,
rather
than
trying
to
say
hey,
this
is
what
changes
we
need
to
make
deep
into
transit
through
rapid
trends
or
whatnot.
At
that
case,
we'll
probably
lean
more
on
the
transit
master
plans
for
their
recommendations.
We
don't
want
to
make
a
recommendation
kind
of
like
straight
out
of
the
gate
there,
but
we
did
kind
of
take
some
considerations
and
say
hey.
E
You
know
we
had
conversations
with
groups
about
light,
rail
and
other
options.
I
think
it
was
just
at
that
time
when
the
study
was
done.
It
was
in
the
back
of
our
minds,
but
we
also
didn't
want
to.
You
know,
make
a
recommendation
before
kind
of
postcode.
Vid
improvements
to
the
art
transit
happened,
so
that
would
be
something
that
we
would
probably
just
kind
of
lean
back
on.
The
transit
master
plan
for.
D
Yeah,
I
would
just
add
to
that
that
there
is
a
quick
mention
of
bus,
rapid
transit.
We
did
get
a
comment
during
the
studies
process
about
it,
but,
as
john
said
it,
it
wouldn't
be
the
place
for
this
corridor
study
to
kind
of
usurp
the
transit
master
plan.
We
incorporated
the
transit
master
plan's
recommendations,
but
we
did
not.
A
I
can
go
next.
Can
you
help
me
understand
the
road
diet?
You
know,
I
think
we
generally,
as
a
group
are
always
really
excited
about
road
diets.
But
what
I'm
thinking
about
in
this
application?
I
don't
understand
who
we're
really
moving
if
it
stops.
If
the
diet
stops
at
the
tunnel,
which
you
know
we're
constricted
by
space
there,
and
it
doesn't
really
reach
the
areas
where
I
feel
like
the
most
development
or
the
addition
of
new
people
will
come
through,
maybe
some
type
of
shelter
or
some
redevelopment
at
the
mall.
E
Well,
I
would
say
it
kind
of
depends,
so
one
we
see
kind
of
a
vehicular
volume
drop
from
so
okay,
if
you're
looking
at
this
quarter
for
the
vehicle
volumes
it
the
highest,
it
is,
is
kind
of
at
exit,
seven
along
toll
road
and
south
terminal
roads
fairly
high.
When
I
say
fairly
high,
it's
around
20
000
vehicles
a
day
for
a
total
run.
Then
it
drops
to
just
over
12
000
by
the
time
it
hits
the
tunnel.
E
So
what
we're
seeing
kind
of
just
around
the
exit,
six
on-ramp
off-ramps
area
is
that
it's
really
servicing
local
traffic
rather
than
regional
traffic.
I
think
a
lot
by
that
point
in
time.
A
lot
of
the
users
are
either
funneling
off
onto
commercial
establishments
along
tunnel
and
south
tunnel,
road
or
funneling
into
say
the
kennel
worth
community
or
and
kind
of
those
places.
So
on
one
handcuff
we're
on
the
northern
section
we're
dealing
more
with
that.
E
This
is
kind
of
its
own
local
existence
or
sorry
local
entity,
and
those
are
the
individuals
that
removed
there
might
be
some
kind
of
through
traffic
from
downtown
into
kind
of
the
tunnel
road
corridor.
But
for
the
most
part,
we're
seeing
a
bigger
drop.
So
at
that
point
in
time
with
the
road
diet,
we
don't
have
the
volumes
to
kind
of
require
the
five
or
the
four
or
five
lane
roads,
or
at
least
it
doesn't
stop
a
road
diet.
E
I
should
say
at
the
same
time
as
if
you
start
improving
some
of
the
inner
connectivity
between
the
both
the
parcels,
as
well
as
that
grid
network,
the
parallel
road.
What
you
almost
kind
of
do
is
create
a
north-south
route
for
locals
the
residents
who
are
going
to
be
using
the
commercial
establishments.
E
As
you
know,
they're
you
know
going
to
the
grocery
store,
or
you
know
going
to
a
restaurant
on
that
corridor-
that
they
now
have
a
local
road
to
the
west,
whereas
kind
of
save
the
large
amount
of,
I
would
say,
more.
Regional
traffic,
including
those
that
are
maybe
making
use
of
the
hotels
folks
visiting
the
area,
have
their
also
their
own,
rather
than
everybody
having
to
kind
of
come
out
to
town
road
drive
a
few
hundred
yards
and
then
exit
back
in
you're
starting
to
get
that
grid
connectivity.
E
Where
you
don't
need,
you
know
that
four
lanes
of
traffic
volume
trying
to
move
things
at
specific
times.
We
do
have
to
be
cognizant
of
kind
of
seasonal
traffic
along
this,
just
because
it's
a
large
commercial
corridor
and
it
still
has
its
peaks
in
the
holiday
shopping
season.
But
beyond
that,
it's
you
can
actually
start
looking
at
this
as
more
of
a
neighborhood
community
section,
rather
than
say
a
large
shopping
mall,
depending
on
where
you
are
on
total
road.
Hey.
J
J
You
and
I'm
sure
you
all
know
trying
to
make
a
left
turn
from
that
inside
lane
where
people
are
barreling
over
the
hill
can't
see
you
is
really
unsafe.
So
there's
a
section
there
where
the
crash
rates
are
really
high.
So
anytime,
like
a
road
diet,
is
actually
a
crash
modification
factor,
it's
a
reduction
method
to
red
to
improve
safety.
J
So
that's
a
huge
part
of
the
recommendation
in
that
section
and
then
two
we
knew
there's
just
really
no
way
to
fit
in
bike
lanes
and
any
kind
of
multimodal
by
expanding
the
roadway
footprint
in
this
corridor.
So
it's
really
more
of
a
creative
way
to
do
a
road
diet,
but
instead
of
putting
bike
lanes
in
re,
reproportion
that
roadway
to
give
the
extra
width
to
a
trail
on
one
side.
So
it's
a
shared
facility.
So
it
really
was
just
a
way
one.
How
do
we
put
multimodal
in
this
corridor
and
two?
J
D
Sorry
I
was
just
going
to
echo
chrissy's
statements
that
yeah
it's
a
road
diets
are
a
proven
crash
reduction
factor,
usually
around
a
15
to
30
percent
reduction
in
all
crash
crashes
based
on
fhwa's
research
and
so
for
us
there's
vehicular
safety
for
pedestrian
safety.
There's
a
reduction
in
threat
from
what's
called
multi-threat
collisions.
D
A
A
If
I
can
ask
a
question
about
the
parallel
path
and
I
think
it's
a
keen
observation,
I
I
go
to
that
ingles
from
kennel
worth
and
so
there's
actually
already
a
little
bit
of
a
a
path
that
we
all
take
and
kind
of
cobble
together,
cutting
through
parking
lots
and
that
type
of
thing,
and
so
I
like
this
idea,
one
of
the
the
challenges
that
is
that
it
pretty
much
needs
to
be
accessed
by
you,
know
kettleworth
road
or
there's
like
one
other
spot.
You
can
kind
of
get
in
there.
A
Do
you
see
these
when
we
talk
about
that
connectivity
to
the
neighborhood
and
moving
those
folks
from
the
neighborhood
and
maybe
even
minimum,
maybe
even
minimizing
vehicular
trips
by
giving
that
access?
Do
you
see
these
these
that
secondary
road
and
these
other
paths
having
cuts
into
the
neighborhoods
a
little
bit
more
frequently?
How
does
that
kind
of
work?
And
how
does
it
intersect
with
the
you
know,
kind
of
the
the
adjoining
neighborhoods
both
on
tunnel
road,
and
you
know
in
the
idea
of
the
hendersonville
road,
okay,.
E
So
so,
yes,
as
your
as
you
kind
of
mentioned,
they
are
this
parallel
road
kind
of
already
exists
in
sections,
but
this
point
in
time,
there's
kind
of
limited
to
no
guarantee
that
those
existence
would
continue.
So
through
redevelopment.
You
could
actually
see
those
potentially
disappear
kind
of
connecting
back
into
some
of
the
neighborhoods.
So
if
you're
coming
off
of
kenworth
road
or
some
of
the
other
kind
of
kind
of
roads,
that
kind
of
connect
in
between,
I
know
that
we
did
listen
to
white
pine.
E
They
were
a
little
bit
concerned
about
interconnectivity
they
into
that
into
the
workforce
neighborhood,
but
yeah.
We
would
expect
that
there
will
be
increased
connectivity
with
the
neighborhood
and
in
addition,
it
wouldn't
require
everybody
to
pick
one
or
two
kind
of
intersections
to
both
enter
and
exit
out
of
the
work
neighborhood
to
that
left
there.
E
So
you
know
if
there
is
like
more
traffic
at
what
one
location
or
a
crash,
you
would
actually
have
options
of
being
able
to
enter
an
exit
and
through
additional
kind
of
that
redevelopment
connectivity,
I
mean
we
will
have
better
pedestrian
access
just
through
the
sidewalks
through
those
property.
E
Are
through
through
that,
through
these
joining
grid
networks,
so
you'll
build
out
that
pedestrian
grid,
and
I
think
that
those
would
actually
keep
kind
of
traffic
volumes
relatively
low
as
far
as
making
it
more
comfortable
for
other
non-vehicular
users
to
get
in
and
out
of
that
area
was
that
what
you
were
kind
of
getting
at.
D
Oh,
I
I
was
going
to
say
well,
one
of
my
favorite
graphics
from
our
consultant
team
is
just
highlighting
the
importance
of
building
that
network
and
how
that
influences
pedestrian
activity.
It
kind
of
shows,
you
know,
here's
your
downtown,
it's
very
you
know
pedestrian
friendly
for
the
most
part,
there's
a
lot
of
pedestrian
activity,
and
a
lot
of
that
that
research
points
out
is
that
it's
because
there's
a
lot
of
connectivity
there's
a
fairly
well
established
grid.
A
E
That's
a
good
question.
That
was
something
that
we
had
discussions
with
a
few
of
the
neighborhood
community
groups
coming
up
of
whether
or
not
they
wanted
or
didn't
want
that
type
of
access.
I
think
we
would
could,
or
potentially
you
know
at
future
times
say:
okay.
We
know
that
we're
going
to
have
this
kind
of
redevelopment
connection
at
that
point
in
time,
engage
the
community
and
say
hey.
Do
you
want
this
bike
ped
only
infrastructure?
E
I
do
think
that
that
was
a
discussion
with
bill
moore
first,
particularly
with
the
mall
of
whether
or
not
to
have
kind
of
an
additional
access
to
amenities
if
that
redevelops
in
a
particular
way
of
a
specific
time.
I
think
that's
just
one
of
those
things
that,
as
those
kind
of
redevelopment
happens,
we
can
kind
of
explore
that,
but
be
you
know
a
next
step
conversation
to
have
okay,.
A
Yeah
yeah,
I
can
see
where
the
you
know
the
obviously
the
thought
is
that
we
can
drop
some
vehicle
trips
down,
but
then
there's
some
concern
about
folks,
other
folks
using
that
as
access
points-
and
you
know,
there's
some
inherent
issues
with
that
corridor
and
that
some
of
the
neighborhoods.
So
I
can
see
where
the
challenge
or
the
rub
is,
but
I'm
glad.
A
The
table
randy.
F
Yeah
thanks,
I
sorry
I
turned
my
camera
off
because
I
was
getting
the
single
bit
broken
up.
First
of
all,
thanks
so
much
john
and
tristan
for
all
the
work
that
you
and
everybody
else
has
done
on
this
project.
These
part
two
projects
and
and
the
other
one
built
mark
mcdonald
as
well,
and
it's
just
it's
a
lot
of
work
and
it's
definitely
gonna
move
things
in
the
right
direction.
It's
just
you
know
it's.
A
lot
of
those
places
are
especially
hendersonville
road,
that's
the
street.
F
I
live
very
close
to
and
it's
very
challenging
and
so
appreciate
all
this
work.
I
do.
I
do
have
a
couple
questions
and
then
some
comments
about
some
things.
One
is
I
notice
things
like
on
on
page
eight
when
it
talks
about
the
plans
listed
that
they
looked
at
and
were
referenced
in
the
report,
for
this
is
the
hendersonville
road
study
and
then
they
don't
mention
the
the
bike
plan,
but
then
on
page
11,
the
bike
plan
is
referenced.
So
just
things
like
that,
I'm
not
sure
do
I
do.
F
I
just
send
you
an
email
about
those
kind
of
things,
because
it's
just
it's
just
not
accurately
reported
in
the
report.
So
it's
just
a
an
editing
thing.
Is
that
the
proper
venue
to
get
to
those
kind
of
things
just
to
email,
you,
those.
E
Yeah,
if
you
email
me
those
I
can
address
those.
F
Little
quirks
and
then
one
thing
I
wonder
about
too
is
we
talked
a
lot
about
context,
sensitive
speed
limits
on
hendersonville
road
in
one
of
the
public
meetings
I
was
at
and
I
didn't
see
it
in
my
look
through
the
report.
I'm
wondering
is
that
address
some
place
where
hendersonville
road,
when
you
you
know
drive
when
it's
busy
there,
you
know
or
in
during
business
hours,
you
know
45
miles
an
hour
through
the
parts
they
have
a
lot
of
businesses
are,
is
completely
inappropriate.
F
Speed
limit,
there's
no
way
you
can
go
45
miles
an
hour
through
there
safely,
but
in
the
middle
of
night.
45
is
perfectly
acceptable.
So
we
talked
a
lot
about
how
you
know
the
speed
limit
should
probably
be,
of
course,
we
said
35,
but
it
really
should
be
by
25.
You
know
during
the
busy
times
of
the
day
and
then
maybe
45
during
non-busy
times
is
that
addressed
in
the
report
at
all.
E
Yes,
actually,
within
the
urban
context
zones
you
are
actually
the
consultants
did
recommend
a
35
mile,
an
hour,
speed
limit
within
that
as
something
that
we
could
do
relatively
quick
and
easily.
We
actually
had
further
conversations,
particularly
with
ncdot,
about
further
speed
reductions,
and
that
is
somewhat
kind
of
dependent
on
both
redevelopment.
E
We
want
to
make
sure
that
the
land
use
and
road
treatments
can
kind
of
reflect
that
and
make
sure
that
we're
just
not
surprising,
say
users
with
you
know
25
mile
an
hour,
but
that
was
actually
something
that
dot
was
a
minimal
to
is
once
the
kind
of
redevelopment
starts
happening
and
kind
of
what
we
were
talking
about
with
hendersonville
rodents
population.
E
It's
becoming
a
node
in
and
of
itself
where
it's
actually
has
its
own
kind
of
trap,
transportation
gravity
of
where
you
see
flow,
coming
towards
it
and
then
decreasing
as
it
moves
away
kind
of
as
a
downtown,
asheville
or
downtown
hendersonville,
so
that
there
are
actually
more
an
additional
options
that
you
know
where
the
speed
can
be
dropped
even
further.
As
that
corridor
kind
of
builds
out
as
a
town
center.
F
And
it
is
like
is
there?
Is
they
talked
about
the
dynamic
speed
limits
where
they'd
have
you
know
video
board
within
the
speed
limits,
and
I
know
this
is
a
relatively
new
idea,
but
it
is
being
done
a
lot
of
different
places
now,
where
the
speed
limit
would
actually
change
during
the
day,
depending
upon
how
busy
it
was.
E
That
is
not
something
that
we
looked
at.
I
don't
know
if
any
of
the
engineers
that
we
have
on
hand
know
a
little
bit
more,
but
normally
for
that.
I
thought
that
a
lot
of
the
dynamic
speed
limits
often
include
more
of
a
weather
kind
of
road
condition
item,
but
I
don't
know
how,
if
it's
been
applied
in
kind
of
a
just,
a
traffic
volume
situation,
at
least
on
this
type
of
road.
F
F
Look
at
that,
so
I
have
a
question
too
about
like
overlook
road,
so
actually,
on
the
on
the
plan
there,
it
says
climbing
lane
you
know,
which
is
what
I
think
the
bike
plan
calls
for,
which
is
actually
completely
an
appropriate
treatment,
because
that's
you
know
the
only
way
to
get
to
tc
robertson,
st's
clearance,
all
the
whole
school
complex
there
and
not
to
have-
and
I
know
it
was
supposed
to
be
sidewalks
the
whole
way,
but
not
to
have
a
dedicated
bike
lane
along
that
road.
F
The
whole
way
is
just
you
know,
unconscionable
for
all
those
neighborhoods
that
are
there,
but
are
you
saying
that
this
plan
is
not
the
place
for
that
to
be
recommended
that
be
a
revised
bike
plan?
Is
that
the
place
that
we
should
address
that
issue.
E
Are
you,
are
you
looking
for
so
for
overlook,
overlook
itself,
correct,
yeah,.
F
F
If
you
live
any
of
those
neighborhoods
which
are
busting
with
kids
all
over
those
neighborhoods
right
now,
you
have
to
drive
your
kids.
You
know
a
half
a
mile,
a
mile,
and
I
know
they're
putting
sidewalks
in
right
now
for
another
little
bit
of
it
and
the
plan
is
for
that.
But
really
I
mean
it.
You
know.
I
know
that
there's
going
to
be
a
buffer
bike,
lane
plan
for
long
trolls,
which
is
great
as
well,
but
but
there's
thousands
of
kids
that
live
in
those
neighborhoods
and
you
know
having
a
bike.
F
Lane
offers
an
option
for
people
to
not
take
their
car
for
those
roads
which
is
backed
up
every
single
day
like
crazy.
So
it's
really
something
that
needs
to
be.
I
think
in
the
in
the
plan,
but
I
just
don't
know
if
this
is
the
place
that
should
be
there
or
if
it
should
be.
I
thought
you
were
saying
maybe
before
that
you
were
just
implementing
the
plans
that
were
already
out
there.
So
maybe
it
shouldn't
be
in
this
plan,
but
it
should
be
in
the
revision
of
the
2008
bike
plan,
which
is
long
overdue.
E
I
would
quietly
say
indirectly,
it's
kind
of
there,
but
I
would
say
it's
in
a
very
hidden
spot,
so
at
least
with
the
multi-use
path
and
our
consultants.
They
were
looking
more
at
hendersonville
road
in
and
of
itself,
but
at
the
same
time,
within
its
urban
contact
zones,
it
does
call
out
that
you
know
a
10
foot
multi-use
path
of,
I
believe
it's
there.
It's
actually
called
out
for
within
there,
and
at
least
this
section
you
know
within
the
study
area
of
overlook
road.
E
That
could
be
a
potential
it's
there
in
the
most
indirect
ways,
but
that
wasn't
something
that
our
consultants
looked
at
as
far
as
extending
back
down
overlook
at
that
particular
location.
So.
F
Okay,
yeah
cause-
I
mean
just
like
you
know.
If
the
10
foot
multi-use
trail
gets
involved
on
hendersonville
road
and
then
it
dumps
you
out
into
overlook
where
you
have
to
fight
traffic,
then
it's
not
really
going
to
help
people
get
to
school,
so
it's
just.
It
would
be
making
a
more
incomplete
part
of
the
network.
It's
just
a
crucial
piece
of
the
puzzle
for
things,
so
I
just
wanted
to
address
somehow.
F
So
if
it's
not
addressed
in
this
plan,
then
I'll
work
hard
to
have
it
included
in
the
bike
plan
revision
which
again
it
was
from
2008,
so
that's
way
way
overdue
being
redone.
So,
but
if
it's,
if
this
is
the
appropriate
place
for
it,
then
I'd
like
to
have
it
in
this
report,
because
it's
right
now
it
just
the
drawings
show
that's
a
climbing
lane.
Only
on
an
overlook.
E
Yeah
I
mean
we
did
look
at
considering
how
the
multi-use
path
would
be
connected
into
some
other
greenways.
I
don't
know
or
remember
anything
specifically
off
the
top
of
my
head
with
overlook,
but
yeah.
That's
something
that
you
know
further
things
that
say
hey.
We
should
connect
it
to
the
multi-use
path.
That's
on
hendersonville
road
called
out
in
this
corridor
study
and
you
can
just
slowly
build
out
the
network
via
those
plans.
F
And
then
my
another
concern
I
have
is
is
the
drawings.
I
know
I
brought
this
up
in
the
bike
bed
task
force
meeting,
but
the
drawings
I
don't
like
them,
because
they
show
really
wide
turning
radiuses.
They
don't
show
crosswalks,
they're,
really
lacking
in
a
lot
of
essential
details
that
if
these
are
going
to
guide
people
in
terms
of
how
they're
going
to
build
things
out,
we
want
to
make
sure
that
it's
like
right.
Now
I
get
on.
F
I
take
hendersonville
road
to
the
ridge
parkway
to
take
my
son
to
school
and
you
can
exit
off
of
hendersonville
road
at
45
miles
an
hour.
You
know
and
almost
maintain
that
speed
and
that
on
that
exit,
because
it's
it's
an
exit,
it's
not
you
know
and
that's
going
to
be
crossing
that
multi-use
trail
and
the
drawings
show
that
radius
string
rate
is
to
be
the
exact
same
and
so
we're
you
know.
F
Those
when
they
just
actually
design
it,
but
I
think,
as
a
guide,
even
though
we
should
be
providing
people
with
the
safest
possible
options,
which
is
you
know,
a
90
degree
turn.
I
think
there,
because
you
know
trucks
are
not
going
to
make
that
turn.
There's
no
commercial
vehicles
a
lot
on
the
parkway,
so
it
you
know
it
could
be.
F
It
should
be
a
tournament
where
people
have
to
slow
down
as
much
as
possible
to
cross
that
10-foot
multi-use
trail
so
that
they
minimize
the
dangers
for
that
and
then
and
it's
all
over
the
place
on
the
on
on
that
corridor.
The
turning
radiuses
are
are
terrible
and
then
the
I
noticed,
there's
just
not
crosswalks
marked
there's
a
lot
of
places.
There
are
crosswalk
marks,
there's
a
lot
of
places
there
aren't
where
there's
sidewalks,
and
so
the
drawings
just
aren't
very
good.
F
E
Okay,
well,
we
I
know
that
our
consultants
did
look
at
making
some
changes
of
how
hendersonville
road
connect
interacts
with
the
blue
ridge
parkway
there,
particularly
taking
out
some
of
the
left,
turns
potentials
depending
on
which
direction
it
goes
and
yeah.
That's
actually
an
important
thing
kind
of
both
a
blessing
and
a
curse
through
the
hendersonville
road
quarter
project
is
that
yeah?
E
They
really
tried
to
produce
some
some
designs
and,
although
they're
supposed
to
be
conceptual,
they
really
do
start
getting
diving
down
into
those
details,
and
so
that's
one
of
the
things
that
we
have
to
kind
of
come
back
and
at
least
step
back
and
say
that
these
are
still
conceptual.
You
know
I
hate
to
use
it,
but
it's
like
a
concept.
Car
granted
concept.
Cars
might
not
have
door
handles
on
it.
E
That's
a
design
feature
they're
going
to
figure
out
later,
but
you
know,
as
far
as
they
get
further
down
and
along
the
development,
what
design
elements
they're
going
to
keep
and
what
they
might
not.
What
they're
doing
is
just
recommend.
They
recommend
recommending
specific
types
of
treatments
as
available
options
and
giving
kind
of
a
concept
of
how
these
would
look,
particularly
to
the
end
user,
just
to
show
that
say
for
the
kind
of
the
general
public
user
that
you
know.
This
is
how
it's
going
to
potentially
look.
F
B
F
How
we
want
it
to
be
than
look
at
something
that
is
not
how
we
don't
want
to
be
because
you
know
we
know
that
a
lot
of
these
projects
aren't
going
to
be
done
for
15
20
years
and
we're
not
going
to
be
here
anymore
and
well.
Maybe
we
will,
but
maybe
you
know,
but
but
the
chances
for
us
to
sit
on
and
have
them
say
you
know.
I
know
this
design
doesn't
show
this
turning
radius
being
decreased,
but
you
know
increase,
but
but
but
we
really
want
this.
That
was
the
intention
of
it.
F
You
know,
and
that
leads
me
to
my
last
question-
is
that
how
are
the
comments
that
we
make
today
and
the
bike
pet
task
force
made
and
everybody
else
making?
How
are
they
traveling
with
this
plan?
How
are
they
being
attached
to
the
plan
so
that
they
can
see
these
kind
of
comments
or
concerns
we
had
within
15-20
years
when
they
start
working
on
these
plans?
Are
these
comments
somehow
going
to
travel
with
the
plan.
E
Yeah
we're
actually
I'm
taking
notes
and
going
to
be
adopting
our
and
or
augmenting
them
to
the
plan
as
amendments.
So,
for
example,
I
know
there's
a
problematic
image
that
we're
going
to
be
removing
but
other
items
where
folks
make
a
specific
comment
or
about
a
treatment
or
whatnot
we're
going
to
say
hey.
So
you
know
I
won't
say
so,
and
so,
but
it
was
commented
that
you
know
we
should
look
at
say
turning.
E
Tr
are
turning
distances
and
radiuses
for
some
of
the
images
on
hendersonville
red,
so
that
would
warrant.
K
A
Definitely
maggie.
H
Hey,
I
have
two
comments.
One
is
more
like
big
picture
and
doesn't
necessarily
need
a
response
unless
you
have
the
data
or
information
at
hand,
and
it's
just
kind
of
a
reflection
of
where
we
are
in
the
community
on
the
redevelopment
in
general,
and
it's
just.
We
have
so
much
fantastic
planning
and
such
challenge
in
people
remembering
those
plans
and
a
lot
of
folks.
H
So
I
guess
that's
just
I
don't
expect
y'all
to
do
anything
with
that,
but
would
love
if
you
had
any
thoughts,
but
I
just
feel
like.
I
need
to
say
that,
because
it
makes
me
worried
when
I
get
so
dang
excited
seeing
something
like
this
and
then
I'm
like.
Oh
right,
let's
go
to
a
council
meeting
when
we're
talking
about
redevelopment
and
feel
what
it's
like
now.
So
the
second
actual
question
is:
is
some
like
checking
like
did
I
hear
this
right
because
I'll
admit
I
was
multitasking.
H
H
Yeah,
I
guess
so.
Safety
is
one
of
the
major
ones
oh
and
that
the
quarter
is
like
pretty
narrow,
and
so
it's
tricky
to
add
multimodal
unless
we
reduce
lanes.
One
of
my
questions
is:
if
we're
like
dreaming
up
a
second
road,
I
would
love
to
understand
the
planner
judgment.
Call
that
would
say
the
multimodal
would
stay
on
tunnel
road
versus
this
more
neighborhood
feeder
road
like
I
never
go
on
merriman,
even
if
we
get
a
road
diet-
and
I
surely
hope
we
do
like
you
know-
liberty
is
lovely.
H
So
I
just
kind
of
curious
about
the
rationale
there
from
to
be
educated,
because
I'm
sure
there
was
an
intelligent
intellectual
purpose
and
then
the
second
question
is
like.
H
Someone
buys
it
to
redevelop,
they
seat
us
the
last
sliver,
and
then
we
hold
on
to
that
until
we
have
enough
slivers
to
make
a
road.
So
it's
kind
of
like
in
the
world
of
planning
is
like.
I
don't
know,
I'm
not
even
going
to
preface
it
like.
Those
are
my
reactions
and
responses
and
curious
for
anyone
to
risk
or
educate
me
on
any
of
that.
J
J
J
Of
sync
here
there
are
some
massive
physical
constraints
and
it
would
require
an
effort
that
is,
you
know:
public
private
partnership
you'd
have
to
have
all
the
landowners
on
board.
I
think
the
theory
and
the
way
it
was
investigated
is
slowly.
We
could
build
out
a
grid
network
with
interconnectivity
between
sites,
and
so
we
can
achieve
it
slowly
over
time,
and
so
don't
just
give
up
on
it,
because
it's
going
to
be
hard.
So
it's
in
the
plan.
J
We
need
secondary
frontage
roads,
we
need
ca,
I
mean
we
we're
done
developing
developments
that
cut
off
at
the
edge
of
their
property
and
you
can't
drive.
You
have
to
go
out
onto
a
main
road
to
get
into
the
next
property
right.
So
we
need
to
be
thinking,
so
it's
really
setting
the
the
stage
for
that.
H
So
I
love
being
having
a
vision
that,
like
is
too
big
for
my
britches.
I
like
that,
and
I
appreciate-
and
I
hear
that
the
question
then
is
like
in
a
pragmatic
sense:
does
that
change
our
recommendations
for
the
corridor?
If
that
just
never
comes
together,
because
I
get
the
grid
network,
but
it
seems
like
a
bunch
of
these
waterfalled
towards
each
other
or
it
doesn't
okay.
J
No
yeah,
we
ran
the
traffic
to
show
and
the
things
that
really
are
critical
to
getting
the
road
diet
to
work
is
to
improving
efficiencies
of.
What's
there
now
so
a
lot
of
those
roads
come
in
and
the
side
roads
are
offset,
and
so
the
signal
timings
are
really
weird
and
there's
a
lot
of
lost
time.
So
if
they
could
get
those
aligned
and
do
some
spot
intersection
improvements,
it
opens
up
the
road
diet,
option,
cool
yeah,.
E
L
L
I
can't
speak
to
hendersonville
road,
but
tunnel
road
was
a
little
bit
of
a
funny
way
to
go
about
addressing
kind
of
our
equity
concerns,
but
where
there
are
not
a
lot
of
people
who
live
along
the
corridor
and
in
fact
the
only
people
who
live
along
pretty
much
the
young
people
who
live
along
the
corridor,
with
the
exception
of
the
one
condo
unit,
is
asheville
terrace
and
so
and
then
there
you
know
their
concerns
kind
of
beyond
our
study
area
like
on
wood
avenue
and
along
there.
L
So
what
we
did
is
kind
of
took
a
backwards
approach
to
it,
where
it
was
kind
of
involving
providers
of
like
getting
better
buses
together
homeward
bound
homer
brown
was
like
a
huge
advocate
throughout
the
whole
corridor
study
and
trying
to
get
people
who
are
interested
in
affordable
housing
and
kind
of
understanding.
You
know
what
would
it
take
for
you
to
develop
here,
so
it
wasn't
as
much
of
an
effort
as
going
out
to
the
neighbors
to
represent
that
community,
because
those
those
neighbors
are
not
there.
L
L
We
did
do
that
and
I
think,
there's
a
kind
of
a
sentiment
about
this
corridor
being
primed
for
affordable
housing
because
of
its
proximity
to
jobs
because
of
its
proximity
to
downtown,
and
also
we
had
a
lot
of
conversation,
I'm
terrible
at
remembering
numbers
so
caitlin
and
christy.
You
might
want
to
get
my
numbers
straight,
but
we
had
a
you
know.
If
you
look
at
the
jobs
that
are
along
tunnel
road,
they
are
predominantly
low
income
jobs
like
I
think
it
was
again.
L
H
C
L
H
Like
all
the
reasons
it
should
be
coming
up,
another
thought,
though,
is
like
how
we
get
into
the
system
change
element
of
what
planning
does
and
like
talking
about
the
workers
in
that
corridor
now
and
their
class
and
their
earnings,
and
then
by
proxy.
You
know
their
race,
sometimes
because
of
the
way
that
our
society
is
like
if
we
actually
are
redeveloping,
how
likely
are
those
jobs
actually
to
stay
there
and
what
is
the
impact
that
we're
creating
then?
H
And
what
are
the
amenities
and
the
infrastructure
we're
building
and
who
are
we
building
that
for
because,
as
we
start
to
redevelop,
are
we
redeveloping
for
more
red
lobsters
we're,
probably
not
so
then,
who
are
going
to
be
having
the
jobs
in
that
place?
How
does
that
really?
I
understand
that
this
is
a
corridor
study
and
y'all
aren't
here
to
solve
everything,
but
I
feel
like
it's
our
obligation
and
responsibility
as
leaders
doing
the
planning
and
as
like
advisors
that,
like
this
stuff,
needs
to
be
in
the
mix
of
our
conversations.
This.
J
This
kind
of
lends
itself
to
the
white
pine
intersection.
I
don't
know
john,
if
you
have
a
good
image
of
that,
so
we
identified
a
kind
of
catalyst
project
that
could
be
an
affordable
housing
partnership
and
also
tee
up
one
of
those
intersection
improvements
that
would
open
the
option
for
the
road
diet
above
white
pine.
J
So
there
were
some
undeveloped
parcels
and
we
know
the
days
in
has
some
plans
there,
and
so
we
had
some
meetings
with
the
city
and
planning
staff
about
really
thinking
ahead
about
how
you
know.
What's
it
going
to
take
yeah,
you
can
see
the
the
blue
circle
on
the
left
side
of
this
image
and
you
can
see
a
connection
at
white
pine
and
then
into
the
mall
and
then
connecting
to
buxton
place.
So
an
intersection
improvement
like
that.
J
You
know
we
had
met
with
the
city
to
talk
about.
Is
there
some
way
to
get
the
infrastructure
in
place,
but
then
also
for
the
city
to
purchase
the
land
and
maybe
become
a
work
on
a
private
partnership
for
redevelopment
for
affordable
housing
or
the
days
in
things
like
that,
so
we
even
shifted
our
our
design
to
avoid
impacting
the
day's
end,
because
we
found
out
what
homeward
bound
was
looking
to
do
there.
J
So
definitely
something
we
were
thinking
about,
and
I
think
there
are
a
lot
of
opportunities
for
this
on
long
tunnel
road
if
someone
were
to
come
through
and
really
target
certain
parcels
to
develop
the
road
but
also
use
vacant
parcels
or
the
divided
parcels
into
developable
pieces
of
land.
So
it's
really
going
to
take
some
leadership,
but
I
think
there's
some
really
good
opportunities
here.
D
I
Sorry
about
that,
I
thought
I
hit
the
microphone
up.
I
just
wanted
to
to
first
thank
tristan
and
john,
and
both
the
christies
and
caitlyn
john
and
tristan
had
come
to
planet
and
zoning
last
month
and
presented
to
this,
and
we
had
a
really
great
discussion.
I
One
of
the
things,
the
reason
I
had
asked
to
bring
up
that
innsbruck,
mall
kind
of
the
the
image
there
of
tunnel
road
at
innsbruck
mall
is,
is
to
respond
to
maggie's
comment
about
those
roads.
It's
interesting
as
I've
ridden
my
bike.
One
of
my
routes
is,
is
either
coming
down
off
a
boat
catcher
headed
towards
chun's
cove,
or
vice
versa,
and
so
I've
taken
that.
What
is
it
something
that
I
can't
remember?
The
name
of
it's
right
there
on
the
coming
up
from
the
bottom?
I
I
Yeah,
that's
it,
and
so
you
actually
can
connect
up
through
people
might
remember.
When
the
dollar
theater
was
back
in
there
behind
the
office
depot
and
basically.
I
Out
right
there
at
that
intersection
that
leads
you
right
into
chun's,
cove
and
and
that's
kind
of
the
example
of
creating
these
roads
because
you're
in
a
drive
aisle.
I
mean
right
now.
I
That
is
the
road
if
you're
coming
from
chun's
cove
and
you
go
straight
through
that
intersection
you're
in
a
drive
aisle,
but
it's
a
road
and
so
part
of
the
idea
too,
with
this
urban
place,
rezoning
that
is
working
its
way
through
through
planing
staff
and
then
planning
and
zoning
is
that
parcels
like
this
would
have
requirements
to
cr
better.
B
B
I
In
a
sense
already
exist,
so
and
and
one
of
the
things
and
and
I'll
kind
of
bounce
it
around
a
little
bit,
but
one
of
the
things
I
really
appreciated
and
mentioned
to
to
tristan
john
when
this
came
to
planning
and
zoning
is,
if
everybody
here
at
multimodal
hasn't
hasn't
dove
into
these
reports.
There's
a
lot
of
information
and
especially
on
the
hendersonville
road
one.
I
think
it's
page
108
or
109,
where.
B
I
Go
into
recommendations
of
changes
to
the
udo
to
help
make
these
things
work,
and-
and
I
really
like
this-
because
it's
you
know-
the
mpo
is
focusing
on
transit,
obviously,
but
it
needs
to
be
a
focus
on
both.
You
have
to
have
the
you
know:
ideas
for
how
you
want
to
deal
with
transit,
then
you
have
to
deal
with
the
land
use
and
the
zoning
and
the
planning
that
then
helps
support
that
and
again,
like
this
urban
place,
we
have
these
dry
vials
that
could
create
a
future
grid
network.
I
When
we
get
the
land
use
and
zoning
in
place,
then
it
will
create
that
future
grid
network,
and
so
this
idea
then
comes
for
fruition.
So
you
know
it's
it's
it's
a
lot
of
stuff
that
has
to
happen
and
and
again
I
really
just
appreciate
the
fact
that
this
has
that
this
has
been
included
already
and
just
even
what
christie
was
mentioning.
Christy
stout
was
mentioning.
They
are
white
pine,
some
of
these
intersection
changes
or
improvements
that
then
could
lead
to
other
parcels
so
yeah.
I
I
just
I
think,
there's
a
lot
of
really
really
great
information
in
here
and
again
just
appreciate
everything
that
all
the
consultants
have
done
and
and
really
you
know-
hope
everybody
can
can
kind
of
get
behind
this
for
the
next.
However
long
it's
going
to
take
to
to
get
these
to
happen
so
yeah.
D
Yeah,
the
thanks
joe.
I
think
that's
a
really
good
point
and
I
think
one
thing
our
consultant
team
did
a
great
job
of
is,
even
though
having
a
new
road
connection
is
a
big
big
haul.
D
I
think
the
way
it's
been
set
up
is
through
that
kind
of
piecemeal
informal
network
that
already
exists
today,
one
of
the
things
that
kind
of
caught
our
attention
when
we
were
evaluating
different
corridors
of
which
ones
to
study
was
the
data
we
pulled
a
few
years
ago
showed
very
few
crashes
on
south
tunnel
road
and
we
were
kind
of
like
well,
that's
the
very
strange
like
what's
going
on
there
and
when
we
kind
of
pulled
back,
we
saw
well
if
you
look
at
south
tunnel
road
and
kind
of
those
connecting
roads
on
either
side
of
it
through
the
parking
lots,
there's
a
ton
of
crashes,
because
there
are
there's
a
lot
more
movement
kind
of
in
that
informal
network
and
so
formalizing
that
and
then
building
a
bit
more
of
the
the
network
out.
A
Right
on
well,
thank
you
all
very
much
really
appreciate
your
time
and
I'm
sure
that
we'll
be
seeing
you
again
on
these
items
in
the
near
future.
Thanks
so
much.
A
Randy
just
posted
and
he's
having
a
little
bit
of
a
connection
issue,
but
he'll
try
to
stick
with
us.
Okay.
The
next
item
that
we
have
is
the
unfinished
business:
the
presentation
of
the
greenway
ada
transition,
pedestrian
plans,
christie.
K
Hi
everybody,
this
is
lucy
crown
the
greenway
planner.
I
just
wanted
to
give
a
brief
introduction
before
the
christies
begin,
their
presentation
and
let
you
know
that
we're
at
the
middle
point
of
this
close
the
gap
plan,
the
intermediate
section
they
have
done
their
analysis.
We've
reached
a
analysis
of
all
of
the
input
we've
received
and
molded
it
all
together
to
create
this
draft
that
we're
ready
to
talk
about
tonight
is
our
first
public
meeting
we're
having
two
virtual
meetings.
They're,
both
the
same
meeting.
You
don't
have
to
attend
both.
K
In
fact,
you
don't
have
to
attend
any.
If
you
can't
make
these
two
meetings,
we
will
be
recording
tonight's
meeting,
which
starts
at
six
o'clock
from
six
to
seven
thirty
and
we'll
be
posting
that
and
our
online
survey
on
the
project
page,
which
I
will
put
into
the
chat
once
the
christie
start
to
talk
so
that
you
can
have
it
at
your
fingertips.
K
The
meeting
tonight
starts
at
six,
it'll,
probably
be
an
hour
and
a
half,
and
we
understand
that
there
are
people
in
our
community
that
might
need
more
time
or
special
help
to
be
able
to
understand
or
see
or
hear
our
presentation
in
our
survey.
K
So
barb
and
brad
stein
will
be
working
with
people
on
an
individual
basis
to
to
help
in
any
way
that
we
can
and
my
job
will
be
to
reach
out
to
neighborhood
groups
and
I'm
particularly
interested
in
reaching
out
to
the
legacy
neighborhoods
and
other
neighborhoods
that
we
didn't
hear
from
very
much
the
first
time
that
we
had
input
and
making
contact
with
them
to
talk
about
their
neighborhoods
and
how
this
close
the
gap
plan
will
help
their
neighborhood
and
help
them
get
around
to
where
they
live,
work
and
play.
K
L
Good,
I
thought
I
was
muted
on
my
phone
or
off
talking
through
my
phone
anyway
christy
carter,
christy
stout's.
Here
we've
been
in
front
of
you
before
most
of
you
know
us,
so
we
won't
spend
a
lot
of
time
talking
about
who
we
are
and
we're
actually
going
to
kind
of
skip
forward,
skip
through
some
of
the
background,
slides
just
in
terms
of
time,
but
I'll
talk
to
you
and
then
I'll
hand
it
over
to
christy.
L
So
this
is
what
we'll
show
to
the
public
tonight
and
give
me
a
second
to
get
to
where
we're
going.
To
start
with
you
all.
L
So,
where
we're
going
to
start
is
kind
of
we're
we're
skipping
all
of
the
background
of
what
closed
the
gap
is
and
if
we,
if
you're
for
some
reason
new,
and
we
need
to
hit
that
with
questions
at
the
end,
we
can
do
that.
But
what
we
want
to
start
with
is
kind
of
starting
kind
of
with
a
mutual
understanding
of
what
we
know
about
our
city,
and
we
know
that
there
are
places
that
people
need
to
walk.
But
there
are,
we
have
missing
facilities.
This
is
an
example
of
thompson
street.
L
Here
we
also
know
that
there
are
places
all
across
our
city
that
have
their
sidewalks
their
crosswalks.
There
are
curb
ramps,
but
they're
not
easy
or
almost
impossible
for
people
with
disabilities
to
use.
They
maybe
can't
use
them
or
they
have
a
hard
time
using
them,
and
that
falls
under
our
ada
transition
plan.
L
And
then
we
know
that
there
are
people
who
want
to
bike
or
walk
greater
distances.
They
might
want
to
get
from
one
end
of
town
to
the
other
and
we
don't
yet
have
the
connected
greenway
system,
and
we
want
that
and
need
that,
so
that
people
can
have
this
crosstown
travel
kind
of
like
the
interstate
highway
system
of
our
pedestrian
network.
L
We
also
know
that,
because
we
have
lots
of
needs
that
everything
we
have
to
have
some
type
of
prioritization
process,
because
the
city
can't
fix
and
build
everything
at
one
time,
christie's
gonna
when
she
takes
over
she'll
talk
to
you
a
little
bit
about
kind
of
the
estimate
of
what
it
would
take
to
build
this
priority
network
that
we've
been
thinking
about.
L
And
we
to
get
to
that
goal
of
identifying
those
corridors.
We
went
through
a
variety
of
data
gathering
and
analysis
points
and
community
engagement.
So
what
we'll
talk
to
you
about
is
our
destination
equity,
scoring
our
safety
scoring
our
connectivity
scoring
and
then
help.
L
You
understand
the
results
and
how
we
plan
to
use
those
and
we'll
do
that
for
sidewalks
and
greenway
corridors,
and
then
talk
about
community
engagement,
the
next
steps
of
community
engagement
and
just
the
next
steps
with
the
survey
so
a
little
bit
about
destination
and
equity,
and
this
kind
of
hits
back
to
maggie's
point
when
we
were
talking
about
the
the
corridor.
Studies
is
kind
of
two
things
that
we
know
in
our
community.
One
is
that
or
the
goal
of
this
process
was
to
identify
those
essential
places
that
people
need
to
access.
L
So
what
are
the
most
basic
places
that
people
need
to
be
able
to
to
reach
and
then
what?
What
are
the
areas
in
our
city
that
have
the
greatest
equity
need?
Those
of
you
who
are
familiar
with
kind
of
our
south
side
neighborhood.
We
talk
a
lot
about
that.
That's
those
red
areas
ringing
around
downtown
some
areas
in
south
asheville,
and
this
is
kind
of
getting
over
in
the
red
dot
kind
of
going
west
is
kind
of
getting
over
to
the
emma
area.
L
And
when
we
talk
about
some
of
our
communities,
the
we're
used
to
hearing
about
those.
But
then
we
have
you
know
shiloh
and
oakley.
Those
are
kind
of
not
the
highest
equity
need,
but
they
also
are
a
higher
equity
need
and
the
factors
that
we
looked
at
median
income
from
the
percent
of
black
indigenous
people
of
color
percent
poverty,
households
without
vehicles,
households
above
65
households
with
disabil
or
the
householders,
disability,
disabled
and
areas
with
limited
english
proficiency.
So
we
added
those
up
and
came
up
with
those
hot
spots.
L
L
So
when
we
think
about
downtown
which
definitely
shows
up
as
a
destination
hotspot
think
about
bunking
county
services,
both
health
departments,
social
services,
we
think
about
the
bus
station
if
we
think
about
grocery
stores,
va
hospital
all
of
those
essential
places-
and
we
have
those
listed
here
and
we
start
layering
those.
So
if
you
have
a
grocery
store
next
to
this
doesn't
happen,
but
I'm
going
to
make
things
up.
We
have
a
grocery
store
next
to
a
hospital
next
to
a
transit,
stop
next
to
a
park
next
to
a
city
facility.
L
But
then,
when
you
lay
those
the
places
that
people
need
to
go
and
you
overlay
that
with
the
areas
that
have
the
highest
equity
need,
we
come
up
with
our
most
important
hot
spots.
So
what
that
is
saying
is
people
people
need
to
access
these
essential
places
and
in
particular,
these
lower
income
or
these
equity.
These
these,
these
neighborhoods,
where
we
have
concerned
about
equity.
L
Those
are
the
folks
that
generally
most
need
to
access
those
services,
so
we
have
to
figure
out
a
way
to
link
those
and
that's
where
why
we
started
in
our
analysis
process
with
aligning
that
destination
and
equity
score
and
what
that
gave
us.
We
see
the
map
on
the
far
right.
What
that
gave
us
is
anywhere.
You
see
a
hot
spot
that
tells
us
that's
where
we
need
to
have
the
highest
concentration
of
the
pedestrian
network.
L
So
you
know
downtown,
obviously
that
bright,
yellow
spot
is
a
really
important
spot
from
an
affordable
housing
standpoint
from
a
service
standpoint
and
from
a
transportation
standpoint.
So
we
really
want
to
look
at
transportation
networks
in
downtown,
and
then
you
get
kind
of
rings
downtown.
You
have
some
pockets
in
west
asheville,
the
pockets
in
south
asheville
in
some
pockets
in
east
asheville,
and
then
with
that,
I'm
going
to
turn
it
over
to
christy
who's,
going
to
talk
to
you
about
how
we
go
through
safety
connectivity
and
the
other
pieces
of
this.
J
Thanks
christy
yeah,
so
when
we
were
tasked
with
okay,
so
we
got
to
find
a
way
to
prioritize
investments
and
I'm
going
to
jump
back
to
the
point
christie
made
about
how
much
it
would
cost
we
started.
Looking
at.
J
You
know
this
key
network
in
the
city,
how
much
existing
sidewalks
there
versus
what
if
we
had
sidewalk
everywhere
and
what,
if
we
fixed
all
of
our
accessibility
issues
and
that
could
be
over
a
billion
dollars
of
work,
which
you
know,
even
if
you
took
30
years
to
get
it
done,
would
be
over
33
million
a
year.
So
it's
really
a
matter
of
like
we
can't
fix
it
all
now.
So,
where
do
we
focus?
J
So
christy
went
through
the
destination,
an
equity
element,
but
we
also
have
to
consider
safety
needs.
So
what
we
did
is
look
try
to
go
through
this
exercise
to
identify
areas
in
the
city
where
the
pedestrian
experience
is
unsafe
for
walking
due
to
vehicle
exposure,
and
so
the
way
we
did
that
on
the
next
slide.
J
Christy,
do
you
mind
advancing
that?
Is
it
just
delayed
there
we
go
so
we
kind
of
asked
that
question
if
if
the
sidewalk
was
missing
or
needed
a
repair
and
you
had
to
actually
walk
in
the
street
across
the
street,
how
unsafe
is
that
so
the
factors
we
included
was
where
traffic
speed
the
volume
of
traffic
also
the
number
of
lanes.
You
know
six
lane
roadways
gonna,
be
a
lot
more
treacherous
and
then
is
there
a
crash
history.
J
That
indicates
a
problem
already,
so
we
looked
at
all
of
those
and
then
we
combined
them
together
on
the
next
page
here,
and
you
can
see
that
image
on
the
right
was
our
crash
dashboard.
We
can
provide
that
to
folks
if
they
want
to
see
that
it's,
it's
basically
all
the
crash
history
for
the
city,
so
we
gave
a
score
based
on
safety,
so
zero
to
five
points
based
on
those
factors,
and
we
did
an
additional
point
if
there
was
a
crash
history,
one
to
two
ped
crashes
and
plus
two
points.
J
If
there
was
a
fatality
or
a
cluster
of
crashes
more
than
two,
so
the
way
that
plays
out
a
couple
examples
on
the
image
on
the
right.
The
top
image
is
a
one
point
street,
that's
murdoch
avenue
north
asheville,
it's
traffic
calmed,
there's
pedestrian
refuge,
islands,
it's
a
slower,
speed
street
and
it's
two
lanes
so
that
that's
a
safer
street
if
you're
forced
to
cross
there
versus
the
photo
on
the
bottom
right
being
patton
avenue.
J
You
see
the
speed
limit
there
for
45
miles
an
hour
high
volume
and
looks
like
it's
about
a
six
lane
cross
section
plus
there
are
fatalities
in
this
section
so
that
one
got
us
seven
points
for
safety.
So
we
combined
that
with
destination
and
equity,
and
then
we,
what
we
did
find
is
there's
some
streets
that
we
don't
know
the
traffic
volume
on.
We
don't
have
accurate
speed
volume,
so
it's
like
anything
less
than
9000
vehicles
per
day
and
we
don't
have
a
count.
J
So
how
do
we
avoid
having
cul-de-sacs
on
a
priority
corridor
list?
So
we
came
up
with
this
other
factor,
which
is
the
next
one
here
connectivity.
So
how
do
we
make
sure
these
are
actually
key
roadways
links
needed
so
that
people
can
walk
from
home
to
wherever
they
need
to
be
so
this
this
next
slide.
It
would
talk
about
how
we
gave
the
scoring
for
connectivity.
J
You
can
advance
that
christie,
so
on
the
right,
the
photo
there
you'll
see
little
houses,
that
kind
of
imply
the
neighborhoods.
You
know
it
might
be
cul-de-sacs,
it
might
be
just
small
neighborhood
streets.
Someone
needs
to
be
able
to
get
from
there,
maybe
across
town,
and
they
might
follow
a
series
of
roadways.
So
they
may
join
the
light
blue
road
there.
It's
a
minor
collector
where
several
neighborhoods
feed
out
into
a
larger
roadway.
J
It
doesn't
have
to
be
a
large
roadway,
but
maybe
a
higher
use
pedestrian
corridor,
so
we're
calling
that
a
pedestrian,
major
collector
and
those
all
feed
into
a
spine
network
which
should
really
ideal
in
an
ideal
circumstance
feed
the
whole
city.
J
So,
even
though
you
get
down
into
south
asheville
and
you
have
a
road
like
overlook
road
which
came
up
earlier,
you
know
you
may
not
have
that
as
a
really
key
destination
location
midway
down,
overlook
where
it's
mostly
residents
and
the
safety
is,
you
know,
maybe
a
three
for
that
one,
but
it's
really
important,
because
it's
the
only
way
for
people
to
get
through
that
section
of
the
city,
so
that
would
get
a
five
for
connectivity.
J
So
that's
how
we
did
these
scoring
so
the
highest.
The
spine
is
five.
A
kind
of
duplicate,
spine,
secondary
network
would
be
four
and
then
three
two
one
down
as
you
get
into
the
smaller
roads.
So
we
combined
all
these
to
give
us
an
idea
of
where
are
the
hotspots
and
to
lead
into
our
next
phase
of
this
project.
So
before
we
go
into
the
results
and
I'll
show
you
how
that
all
panned
out
this
next
slide
is
to
just
kind
of
go
over
how
we're
going
to
use
those
scores.
J
J
It's
about
upgrading
what
we
have
it's
a
civil
rights
law
that
need
you
know
the
entire
city
needs
to
be
brought
into
compliance,
so
it's
upgrading
facilities
and
it's
also
policies
and
recommendations
to
make
sure
we
keep
the
facilities
clear
and
open
and
to
make
sure
new
facilities
are
getting
built
to
standards.
J
So
what
that
might
mean
is,
at
the
bottom
left,
there's
a
picture
of
the
river
arts
district
under
construction.
So
how
do
we
keep
mobility
in
place
during
construction?
So
if
it's
a
high
volume
high
speed
roadway
like
patent,
we
may
not
be
able
to
use
cones
like
that
image.
J
We're
gonna
need
something,
that's
a
lot
more
safe
and
a
better
connection,
and
that
one
actually
isn't
a
great
connection
for
anyone,
but
that's
a
good
example
of
what
not
to
do,
but
so
those
policies
will
be
set
through
this
pro
this
plan
and
then
also
something
like
audible,
pedestrian
signals.
The
middle
image
there
shows
a
blind
individual
using
a
seeing
eye
dog
and
when
they
get
to
a
signal
knowing
when
you
can
cross
safely
so
understanding
where
the
key
look,
those
are
expensive,
they
require
planning
design
construction
costs.
J
J
How
frequent
does
the
city
scan
for
needs
and
that
that
image
on
the
bottom
right
is
from
vermont
avenue
and
for
those
of
you
who
walk
that
you
know,
you
know
that
road
is
in
in
disrepair
and
someone
in
a
wheelchair
would
likely
just
have
to
wheel
down
the
middle
of
the
street
because
that's
pretty
impassable
for
most,
and
so
that's
the
ada
transition
plan
and
then
there's
also
the
pedestrian
plan,
which
will
be
new
facilities,
so
expanding
the
network,
and
we
know
we
can't
do
it
all
at
once.
J
So
where
do
we
prioritize?
Also?
Are
there
some
roads?
We
want
to
actually
change
policy
and
do
sidewalk
on
both
sides.
Hendersonville
road
patton
avenue
really
pushing
pushing
that
also.
Do
we
want
wider
sidewalks
or
better
separation
from
traffic,
and
how
do
we
want
to
address
pedestrian
crossing
safety?
So
these
policies
are
something
that
will
be
put
into
the
plan
for
those.
J
J
What
are
we
seeing
so
that
tier
1
13
to
17
points
to
be
expected?
It's
mostly
d.o.t
roads.
Those
are
the
ones
that
punch
through
high
volumes
high
speeds,
a
few
city.
Roads
are
patton
avenue,
downtown
lexington
ashland,
so
they
have
a
little
bit
of
a
different
nature,
and
many
of
these
either
have
sidewalks,
so
they'd
be
part
of
the
ada
transition
plan
or
they're
already
funded,
planned
or
in
study.
So
merriman
tunnel,
road
patent,
avenue
new
leicester
things
like
sweden,
creek
road,
those
are
often
those
are
ones
that
have
ncdot
projects.
J
So
when
it
comes
to
policies
that
might
be
considered
in
this
realm,
we
haven't
determined
this
fully
it.
These
are
going
to
be
one.
How
do
we
address
funding
if
they're
ncdot
roads?
We
have
an
opportunity
for
partnerships,
so
it's
not
maybe
fully
on
the
city,
and
then
these
will
be
the
higher
priority
for
ada
upgrades
maintenance,
the
higher
priority
for
sidewalk
on
both
sides.
These
are
often
transit
corridors
and
likely
these
will
be
the
corridors
that
need
wider
sidewalks
and
enhance
pedestrian
safety's
safety
at
crossings.
J
An
example
on
the
bottom
right
is
sweden,
creek
road.
You
can
just
see
a
good
example
of
how
we
have
five
lane
cross-section
at
high
speeds,
which
would
not
be
safe
to
walk
in,
if
necessary,
so
tier
two
similar,
but
we
also
start
adding
in
some
smaller
side
streets.
You
can
see
some
clusters
here.
Shiloh,
a
lot
of
those
roads
are
are
in
this
tier
out
in
deverview
downtown.
J
These
are
areas
that
are
really
important,
that
we
do
regular
maintenance
for
ada,
but
they're
they're,
not
all
the
same
type
of
road
like
tier
one
was
we
have
something
like
brooklyn
road
in
shiloh,
it's
really
short
road,
low
volume
versus
sardis
road
in
west
asheville.
So
again,
many
of
these
projects
are
funded
or
currently
planned
the
downtown
orange
cluster
there
that
will
largely
be
ada
transition
plan
locations
because
they
have
sidewalks.
J
These
are
also
opportunities
for
some
partnerships
and
you'll.
We
may
see
the
policy
vary
here.
It
may
be
that
on
the
it's
more
based
on
safety.
So
if
you
have
a
road
that
scores
really
high
on
safety,
we
may
still
want
to
look
out
sidewalk
on
two
sides,
but
many
of
these
roads
won't
need
that.
So
that's
just
an
example
of
what
you
see
a
couple
projects
here
would
be
overlook
road
gaps,
spring
side,
road
down
in
in
arden,
new,
hawk
creek,
road,
livingston
street
deverview,
london,
road
and
shiloh.
J
So
you
can
get
an
idea
of
how
this
is
all
panning
out
and
one
other
example
is
the
photo
there
of
rock
hill,
and
I'm
sure
many
of
you
know,
that's
a
pretty
high
volume
roadway
and
pretty
tough
to
to
move
as
a
pedestrian.
So
that's
that's
one
example
of
a
tier
two
and
I
can
go
a
little
quick,
quicker
through
tier
three,
four
and
five.
So
this
is
where
we
get
into
again
a
wide
variety
of
roads.
J
You
have
sandhill
road
in
west
asheville
versus
hillside
in
north
asheville,
which
is
a
really
urban
east
west
street.
So
policies
will
vary
here
this
one.
Some
of
the
policies
we're
going
to
think
about
here
are
going
to
be
shared
streets
traffic
calming
on
those
lower
speed,
lower
volume
streets.
Many
of
these
roads
are
going
to
be
part
of
potential
neighborhood
greenway
alignments
and
some
of
the
projects
that
rise
to
the
top
are
brevard
road
in
west
asheville
and
the
photo
on
the
bottom
right
shows.
J
You
know
that's
one
of
those
roads
where
there
is
a
worn
path
on
on
the
side
with
no
sidewalk,
and
it
is
hard
to
cross
there.
So
that
is
an
example
of
based
on
volume
and
speed
likely.
The
policy
in
those
instances
would
be
sidewalk
both
sides.
We
also
have
riceville
road
on
here.
Kennel
worth
lakeshore
drives
another
good
example
in
north
asheville,
where
there's
really
no
other
place
for
people
to
connect
to
the
network,
so
they're
walking
there,
where
it's
unsafe
and
so
tier
two,
I'm
sorry
tier
four.
J
This
is
where
we're
really
getting
to
the
meat
of
likely
next
bond
projects
next
round
of
new
sidewalk
gaps
that
could
be
funded.
Many
of
these
aren't
funded.
Yet
there
often
will
just
likely
be
one
sidewalk
on
one
side,
because
they're
low
volume,
lower
speed
streets
but
they're
still
part
of
the
key
network,
and
many
of
them
will
also
be
part
of
neighborhood
greenways.
So
some
of
the
roads
that
rise
to
the
top
here
are
michigan
avenue
and
west
asheville.
J
You
have
merriman
avenue
up
above
beaver
dam
road.
Let's
see
pearson
drive
in
north
asheville.
So
as
you
explore
that
explore
these
layers,
you
can
you
can
see
where
they
pan
out
and
then
tier
five
is
similar
I'll
just
go
over
a
couple
projects
there
joyner
road,
the
photo
on
the
bottom
right,
that's
just
above
amboy
road,
and
I
believe
that
is
on
the
list
of
potential
sidewalks
for
the
next
bond.
So
you
can
kind
of
see
where
those
pan
out
after
this
analysis.
J
So
what
we're
asking
people
to
do
is
take
a
look
at
that
tool
and
we'll
go
through
that
with
the
public
and
just
identify
if
there
are
any
missing
links
that
we
should
have
scored
before
we
move
into
project
development
and
policy
recommendations.
So
that's
kind
of
our
checkpoint
here
is:
did
we
miss
any
key
roads
that
are
really
needed
to
move
around
the
city?
J
And
I
think
we've
got
we're
out
about
10
minutes?
I
think
I
can
get
through
the
greenville
work.
The
greenway
worked
quickly
kim
from
equinox.
J
Has
led
our
greenway
analysis,
she
wasn't
able
to
join
us
today,
but
I'll
go
over
that
briefly.
So,
as
chrissy
talked
about
earlier
is
that
the
goal
is
to
have
a
greenway
spine,
so
people
can
get
around
town
and
the
process
that
we
went
through
on
the
next
slide
was
so
equinox
did
a
full
and
now
a
constructability
analysis
to
look
at
the
previously
planned
greenways
to
look
at
constructability
environmental
issues
of
available
land,
future
development
patterns
and
and
refined
that
spine
network.
J
So
there's
an
expansion
and
refinement
of
the
spine.
That
was
the
first
task
and
then
the
second
task
next
slide
was
to
really
look
at
building
out
beyond
the
spline,
and
so
this
is
similar
to
the
pad
network.
In
that
there's,
there's
got
to
be
a
whole
system.
You
know
how
do
you
get
from
door
to
where,
from
your
from
your
door
and
your
home,
to
where
you
need
to
go
in
town,
so
really
looking
at
different
typologies?
J
So
what
is
a
greenway
spine
might
look
different
than
what
needs
to
get
to
your
neighborhood
in
north
asheville
or
south
asheville
or
wherever
you're
at
in
the
city.
So
in
this
next
slide,
you'll
see.
J
And
we've
already
defined
the
spine
so
I'll
just
move
out.
We
moved
into
this.
The
second
point
on
this
page,
which
is
developing
other
greenway
types,
so
to
connect
the
network
into
neighborhoods
and
urban
centers
to
allow
for
door-to-door
greenway
trips
by
footer
bike.
So
the
new
typologies
that
were
developed
in
this
process
are
major
and
minor,
connector
greenways
so
past
the
spine.
It's
that
next
set
of
greenways
a
set
of
neighborhood
greenways
and
then
there's
also
a
parallel
natural
surface
trail
initiative
that
lucy
is
running
in
the
top
right
photo
on
the
right.
J
You'll
see
there
are
it's
an
example
of
a
shared
street
or
what
could
be
a
neighborhood
greenway,
so
they're
often
slow,
slow
streets
off
often
shared
streets
traffic
calming
wayfinding
things
of
that
nature,
and
I
think
I
have
more
on
that
on
the
next
slide.
J
The
image
on
the
right
there
are
wayfinding
signs,
the
the
bottom
circle
in
the
middle
of
the
page.
So
that's
often
you
know
to
get
from
a
greenway
to
areas
of
town.
You
would
develop
a
branding
and
give
it
a
name
and
then
direct
people
how
to
get
around.
So
you
know
merriman's
a
real
obstacle.
J
So
that
is
a
new
element
we're
including
in
this
plan,
and
so
the
results
of
that
you'll
be
able
to
explore
as
well
there'll,
be
a
map
and
a
tool
and
we're
asking
people
to
help
us
weigh
in
on
not
so
much
the
spine,
because
the
spine
has
to
go
where
there's
availability.
For
you
know
across
town
connectors,
it's
based
on
constructability.
J
We
want
people
to
weigh
in
on
the
neighborhood
connector
alignments
and
the
major
minor
connector
greenways,
to
give
the
city
some
direction
on
where
to
focus
next
and
if
there
are
any
critical
issues
with
these
corridors.
So
the
next
slide
shows
you.
J
The
greenway
spine.
Equinox
is
also
working
with
lucy
to
develop
standards
for
those
they're
going
to
be
whiter.
Greenways
things
like
the
river
arts
district,
wilma,
dykeman
trail,
which
is
shown
in
the
bottom
right
image,
and
then
the
major
minor
collectors
are
going
to
have
a
different
standard.
They'll
be
often
be
slightly
narrower,
but
still
really
important,
high
quality
of
service
connections,
so
an
example
would
be
reed,
creek,
greenway
or
glens
creek.
J
So
there
are
many
newly
defined
major
minor
greenways
and
we
want
folks
to
be
able
to
rank
those
and
tell
us
what
they
think
and
then
the
last
set
are
the
neighborhood
greenways.
So
we've
identified
corridors
gave
them
a
name,
a
series
of
roadways,
so
those
can
be
explored
and
again
those
are
the
shared
streets,
often
going
to
be
targets
for
traffic
calming
wayfinding
things
of
that
nature.
So
so
that's
kind
of
what's
come
out
of
the
whole
greenway
analysis
and
the
next
step
for
us
is
to
get
that
survey.
Survey
results
christy.
L
Sure
so,
in
terms
of
how
we're
going
to
use
the
input,
the
survey
is
asking
people
to
confirm
community
priorities
and
identify
problem
spots
and
the
network
that
we
have
designed
and
then
we're
also
asking
folks
to
confirm
ada
priorities
and
that
will
take
a
little
bit
more
work
beyond
the
survey.
We'll
actually
have
80
focus
groups
of
people
who
have
disabilities.
Those
will
be
happening
kind
of
in
the
first
couple
weeks
of
september.
L
To
really
kind
of
focus
in.
Is
there
anything
that
we
missed?
Where?
Where
where
do
you
need?
What
do
you
need
to
get
around?
Where
do
you
need
to
get
around
to
just
to
make
sure
that
we
got
that
right
from
the
kind
of
database
data
analysis
piece
of
that
this
is
this
will
be
the
person
confirmation,
and
then
we
will
come
out
after
that,
with
the
with
revised
corridors
and
priorities
and
start
developing
specific
projects
for
funding.
L
L
Here's
where
I
live,
and
here
are
the
projects
that
may
happen
near
my
neighborhood
and
then
the
other
thing
that
we
want
folks
to
know
is
that
they're
we
do.
We
will
have
another
community
input
point
for
close
the
gap,
but
I
think
you
all
know
this,
but
for
every
project,
that's
out
there
when
it
becomes
an
actual
pro
funded
project
and
the
city
is
trying
city
or
dots
trying
to
implement
it.
There
will
be
another
round
of
community
input
to
get
into
some
of
those
more
really
specific
details.
L
For
those
of
you
who
are
not
taking
or
won't
be
attending
one
of
our
meetings
this
week
this
this
next
series,
the
slide
just
give
give
some
overview
of
the
the
survey
and
kristy.
Do
you
want
to
jump
back
in
for
this
part
of
it.
J
Yeah
and
I'm
not
sure
if
it
would
be
helpful
for
everyone-
you'd
rather
have
some
time
for
q
a
versus
going
through
how
to
take
the
survey.
I
I
would
leave
that
open,
because
the
next
slides
are
more
instructions.
How
to
take
the
survey
that
we
have
online.
It's
pretty
self-explanatory.
J
A
Yeah,
if
we're
looking
for
comments,
I
look
looking
for
to
save
some
time.
I'd
love
to
be
able
to
have
a
little
bit
of
time
where
we
can.
E
A
H
Hey
yeah,
just
wondering
about
surprise,
surprise:
your
inclusive
engagement,
I
know
y'all.
This
is
something
you
think
about,
but,
like
I
love
the
idea
with
the
how
you
reach
out
to
service
providers
early
and
often
because
getting
actual
individuals
can
be
tricky,
and
I
get
that.
But
as
this
type
of
thing
builds
out,
we
are
gonna,
hear
fears
of
gentrification.
H
We
are
going
to
hear
fears
and
truths,
sometimes
of
inequitable
infrastructure,
development
and
planning
resources,
and
so
the
partnerships
to
make
sure
that
the
service
providers
for
housing,
development,
the
service
providers
representing
voices
of
our
black
communities
and
our
legacy
neighborhoods-
and
I
know
lucy
you
mentioned
early
on
that
you'll-
be
really
targeting
the
relationships
you
have
in
those
areas.
So
just
want
to
give
props
to
that
and
think
that
and
then
curious.
H
If
the
direct
work
that
the
christies
are
doing
will
will
also
be
folding
that
in
or
maybe
it's
just
lucy,
the
christies
are
all
one
gang
and
that's
how
it
works
and
I'm
still
catching
up
on
how
yeah.
L
Yeah,
so
a
couple
of
things
just
to
hit
on
that
maggie,
we
do
have
a
citizens
advisory
committee
that
is
pretty
diverse.
L
Lucy
the
city
on
this
project
is
doing
a
lot
of
the
neighborhood
outreach,
and
so
what
we
do
is
supply
the
materials
for
lucy
and
lucy's,
actually,
the
one
going
out
to
meet
with
those
neighborhoods
and
we're
supporting
that
then
the
other
thing
I'm
just
throwing
a
bunch
of
things
out.
The
other
thing
that
I
picked
up
on,
like
we
do
have
lines
on
the
map
for
emma
and
shiloh
and
the
emma
community
in
particular.
L
Here's
the
west
asheville
greenway,
and
we
have
this
kind
of
pocket
of
neighborhood
greenways
and
there's
certainly
a
sidewalk
planned
for
that
area
too.
Those
greenways
when
we
get
to
the
point
where
we're
actually
putting
those
out
as
policy
will
say
these
are
recommended
because
we
think
that
they're
key
links
in
the
in
the
network.
L
However,
until
there's
a
neighborhood
stabilization
plan
in
place
for
emma
the
city,
probably
wouldn't
actively
actively
pursue
those
lines,
because
that's
what
the
emma
community
has
said,
they
have
concerns
about
a
greenway
coming
into
their
neighborhood
right
now,
because
the
gentrification
game
is
so
high
there.
Likewise,
you
know
virgin
street's
a
little
bit
of
a
different
story:
shiloh's
a
different
story.
South
side
is
a
different
story.
They
all
have
their
own
story.
L
So
that's
the
work
that
lucy's
doing
in
terms
of
really
getting
those
neighborhoods
that
probably
have
the
most
danger
of
gentrification
and
the
most
fear
of
of
multimodal
infrastructure
coming
into
their
neighborhood
and
then
as
far
as
service
providers.
Yes,
we're
talking
to
folks
and
have
been
talking
to
folks
as
well,
not
not
quite
like
we
did
with
tunnel
road,
but
those
are
definitely
involved.
J
One
other
point
I
want
to
hit
too
is
that
our
recommendations,
a
lot
of
the
neighborhood
greenways
and
projects
that
come
out
of
this.
The
recommendations
we'll
have
is
that
they
need
an
initial
study
and
that
should
involve
really
detailed
public
engagement.
Sit
down
with
those
communities
see
what
their
needs
are
so,
for
example,
a
road
like
livingston
street.
J
You
know
that
it
may
not
be
that
they
want
what
we're
envisioning
it
may
just
be
that
they
want
a
sidewalk
gap
filled
in
some
crossings,
or
you
know
thinking
through
that.
It's
going
to
be
during
implementational
and
integrated
process
with
public
engagement
and
we'll
make
sure
those
recommendations
are
what
come
out
of
our
project.
D
G
D
G
J
A
B
B
J
A
I
had
a
quick
one,
I'm
sure
it's
a
part
of
it,
but
I
just
didn't
see
it
mentioned.
Do
we
have
an
overlay
of
the
walk
to
school
route
network?
That's
being
included
in
this
as
part
of
the
data
points.
L
As
far
as
I
know,
there
is
not
a
formal,
formal,
walk
to
school
network
now,
sometimes
things
pop
up
and
we
haven't
been
given
that
information.
So
we
would
love
it
if
there
is
one,
but
the
if
you
think
back
to
the
destination
piece
like
the
location
of
schools
and
making
sure
there
are
connections
to
those
schools
is
definitely
was
a
big
part
of
our
thought
process
and
going
into
the
network.
So
it
would
be
when
you
get
in
there
and
get
to
look
at
the
survey.
L
J
And
that
is
one
thing
I
looked
at
when
I
was
doing
the
connectivity
scoring
areas
that
were
something
like
springside
drive
or
in
west
asheville
or
east
asheville.
There's
a
couple
schools
that
didn't
have
sidewalks,
so
we
made
sure
those
were
linked
as
a
five
in
connectivity
and
then
they're
also
in
the
destination
and
expedite
score,
so
they'll
definitely
be
considered
in
project
development
but,
like
christy,
said,
yeah
we're
not
familiar
with
that
layer.
Yet
so.
G
So
I
was
wondering
if
we
could
get
a
little
bit
more
clarity
earlier.
It's
just
for
me.
You've
mentioned
that
they're
they're
corridors
that
we
need
to
put
an
additional
sidewalk
on
the
opposite
side
of
the
the
road
and
I
underst
I
get
that,
but
would
that
take
precedent
over
filling
in
gaps
where
there's
missing
sidewalks
or
how
do
you?
How
do
you
guys
get
that.
J
Yeah,
so
that's
something
we
haven't
got
to
that
portion
of
that's
something:
that's
going
to
be
a
city
decision
and
I
believe
we
will
move
into
the
policy
and
recommendations
as
far
as
prioritization
next
most
of
those
are
on
dot
roads,
and
so
as
long
as
it's
in
the
plan,
then
it
also
helps
with
dot's
complete
streets
plan.
So
if
they
do
come
through
and
do
a
project,
you
know
the
sidewalks
on
there
to
be
done.
But
as
far
as
you
know,
it
may
be
that
they're
different
funding
sources.
J
If
you
have
something
like
west
or
south
asheville
hendersonville
road,
you
know
we
have
the
greenway
now
planned
a
multi-use
side
path
plan.
So
that's
going
to
be
a
project
that
wouldn't
necessarily
be
coming
out
of
taking
away
from
segments
that
we're
doing
in
the
bond
projects,
so
they'll
all
kind
of
fall
on
a
different
funding,
pod
and
prioritization.
As
we
move
forward.
L
G
J
L
And
I
I
do
think
I
think
this
is
the
undertone
of
what
I
was
hearing.
So
I
think
sorry,
what
I
was
gonna
say
is
one
of
the
challenges
go
ahead.
Michael
okay,
I'm
gonna
go.
I
think
one
of
the
challenges
that
you
might
be
hitting
on
and
maybe
I'm
reading
too
much
into
what
you're
saying
is
that
one
of
the
challenges
that
the
city
is
going
to
have
with
this
implementation
is
there's
this
existing
sidewalk
network
that
isn't
good
enough.
L
It
needs
to
be
better
needs
to
be
brought
up
into
ada
compliance,
and
then
there
are
also
gaps
and
in
a
lot
of
places
those
are
equally
important,
and
so
the
decision
in
terms
of
what
to
do
versus
ada
transition
work
versus
filling
gaps
is
going
to
be
a
really
hard
decision
for
the
city
to
think
about
from
a
funding
standpoint,
because
there's
civil
rights
law,
you
must
do
this
versus.
You
should
do
this,
but
the
should
that
should
do.
L
This
often
fills
a
really
important
gap,
but
that
might
prevent
one
something
on
the
ada
transition
plan
list
from
being
done
and
then
that
so
that
might
be
when
some
of
those
decisions
come
of
well,
maybe
we
can
do
one
side
sidewalk
on
one
side
of
the
road
here,
because
it
gets
a
gap
filled,
but
we
also
have
to
fund
this
other
project
over
here,
because
it's
an
ada
transition
plan
project.
J
G
B
A
J
A
A
Seems
like
it's,
it's
a
dynamic
process.
There's
a
lot!
I'm
excited
to
go
in
and
play
with
that
tool.
It
also
seems
a
little
bit
encouraging
that
the
many
of
these
things
are
partially
funded
or
already
in
the
process
of
being
funded,
so
we're
already
kind
of
tackling
some
of
the
biggest
challenges
that
we
face.
Currently.
A
Great
without
any
other
comments,
thank
you
very
much
folks.
As
always,
it's
great
it's
good
to
see
you
lucy.
Thank
you.
A
Okay,
I
think
we
may
have,
I
think,
jessica-
had
to
step
away
so
we'll
kind
of
go
through
this
without
our
fearless
leader
see
if
we
can
muscle
through
the
merriman
actually
maggie
left
as
well.
So
we're
gonna
put
put
that
merriman
update
on
the
back
burner
for
those
folks
we'll
go
into
the
general
committee
updates.
John
looks
like
maybe
john
is
he's
still
here,
john,
you
gotta.
Take
it
off.
A
B
A
As
well
all
right,
so
we're
peeling
off
quickly
the
greenway
committee
lucy.
We
just
had
a
lot
of
information
on.
K
Know
the
only
thing
that
they've
been
working
on
is
reviewing
the
I-26
connector
projects
and
finding
any
recommendations
that
need
to
be
said
to
the
aesthetics
committee
into
the
division.
13
of
d.o.t.
A
Task
force
some
folks
from
the
bikepad.
Do
you
want
to
give
us
a
quick
update.
F
Yeah
I
can,
I
can
do
that
so
the
main
thing
we
had
this
last
meeting
was
the
bike
pad
counts
which
are
coming
up.
F
We
do
those
annually,
it's
part
of
a
national
effort
that
we
monitor
certain
intersections
in
town
to
see
what
the
bike
and
ped
count
is
and
that'll
be
middle
september,
the
14th
through
the
16th
and
then
yeah.
We
talked
about
that.
Oh
also,
we've
helped
with
the
close
the
gap
survey
by
surveying,
counting
people
and
or
surveying
people
actually
doing
surveys
on
number
of
gameways
and
stuff
too.
A
Graham,
thank
you
very
much.
Pnz
joe.
I
The
biggest
thing
we
had
last
month
was
actually
the
same
presentations
we
saw
here
was
tunnel,
road
and
hendersonville
road,
so
yeah.
That
was
it.
A
Catch
it
all
look
at
that
excellent.
Thank
you.
The
neighborhood
advisory
committee
anna
couldn't
join
us
today,
but
she
did
send
me
a
quick
update.
She
had
two
items
on
there.
The
first
one
is
that
she
mentioned
that
lucy
made
a
presentation
to
with
the
gap
plan,
one
that
we
just
experienced
here
and
one
of
the
call-outs
that
she
has
is
that
it
looks
like
they're
still
looking
for
folks
to
respond
in
2801,
2803
and
2805.
A
So
if
there
are
folks
that
are
participating
or
paying
attention
to
this
publication,
if
you
could
participate
in
that,
that'd
be
great.
The
second
item
that
she
brought
up
was
that
city
staff
in
the
communications
and
public
engagement
department
are
currently
working
on
putting
together
a
community
engagement
grants
program
that
is
set
to
launch
this
fall.
These
grants
are
intended
to
build
neighborhood
capacity
and
strengthen
the
partnerships
between
neighborhood
organizations
and
city
staff.
A
The
nac
has
been
working
with
the
staff
to
provide
that
input
and
the
application
process
and
eligibility
criteria,
and
they
should
have.
We
should
have
more
on
this
from
anna
at
our
september
meeting.
So
thanks
to
anna
for
that
update,
the
next
is
the
I-26
aesthetics
committee.
A
I
don't
know
that
we
have.
I
don't
think
we
have
anybody
present
here.
Let's,
okay,
move
on.
Please
note
the
list
of
projects
and
our
future
agenda
items.
Do
we
have
any
other
questions
or
comments.