And I'm going to talk a little bit more about that as well.

So next slide.

Oh, I want to point out some design.

It's a picture I took a while ago.

It's a quote from the former mayor of Rossman.

I think it's really important.

So as we think about who builds the city, everyone in this room.

Oftentimes we get a comment of this the city or the property owner or the developer of the community, and the answer is yes.

We are all playing a role in building our city, and that's why you're here tonight.

You are helping us make hopefully better decisions and think about information in your communities.

So next slide.

Maybe not next slide.

There we go.

So this is a this is sort of a high level overview of where we are in concept.

And I think a couple things.

One of which is a concern about safety and traffic mobility.

We're going to talk to you about that tonight.

But the other is what's the character of our community?

What's the character of our street?

How do I do safely?

I've heard from people who live in Corridor.

I don't know if I can afford to live here.

How can I walk more clearly?

How can I fight more stafely?

How can the corridor be better designed?

Lots of different things.

So that really led to this concept.

And I think it's worth sort of pointing out this concept.

Come back if there are questions.

Some of you probably seen this before.

So the blue areas are what we're calling opportunity.

Areas where we think there could be limited strategic development up and down the corridor, and what are now commercial sets.

So one of the things we've also heard is hey, if we have development, I'm really concerned about pavement.

I don't want to see displacement.

So we really looked at can we have strategic development not displaced existing residents?

And the other thing you see in that blue area, it's not the entire course, not the entire planet area.

Very strategic.

The other question I've heard is how is this going to happen?

How is this going to play out?

What's the time frame of this?

And I think that's really important as we think about mobility.

So one of the things we did, we're a city, we're a region.

So how fast can we grow it?

So one of the things we looked at is how much can this submark absorb over time?

How many new buildings are going to happen, even with this land?

Probably gonna be one to two billions a year.

I think that's important as we think about scale.

Because one of the fears I've heard is all this is gonna happen at once, and that's just not how this is gonna happen.

And I'm happy to talk about that more.

But this the absorption of this market will take time.

Um, if you think about our city, we've been here since 1749.

A lot of things have taken decades, years or more to happen.

And so this is a sort of multi-decade, probably 20-year plan, 20 year.

So next slide.

So this is something we've heard a lot as well.

I've heard a lot, and I've heard it in some of our most recent meetings is uh, and I can assure you, this is something our council, our city manager really makes us happen.

How does this stuff work?

How does the sewer work?

How does the project work how does the school work?

How does the park system work, uh, etc.

etc.

etc.

So as we have ideas, making sure we test them to make sure the infrastructure, the underlying infrastructure supports it.

And so one of the things we have our test staff here today, one of the things we do is work with them on sewer compilation, does the sewer work?

There's a lot that goes into that particular profit, as well as these other ones.

So this isn't just about ideas, it's about making sure it works, and we're thinking about holistically over.

Happy to talk about that more, but I really wanted to emphasize the fact that we think about how this works at the system.

Um, the other thing you're gonna hear a lot about the mobility, it's working.

So, what is the process for a building?

So, in our city, as many of you know, uh, there's a plan approved generally after that zoning what we call zoning, what's permitted on the property all when we have zone where you live in our city, and then there's a development review, and normally as part of that development review process, we also have a robust robust opt in to look at things like marks and transportation in real time.

So, we know more about the year, we know more about the use, we know more about the size, is it a grocery stores, account houses, all of those things play into sort of how we factor impacts that you come closer to that?

So, next slide.

Um, parks and open space.

Um, I really think about we have some parts staff to raise your hand uh because they're experts in the room.

Um, and really this is I think about parks for the people in construction.

I think one of the things I think I heard very early on is like um whole lot of big parts, but we don't have neighborhood parts between those two big parts of either end.

We have our neighborhood parks, and we get into our parksing.

Um think about parks as a network.

So we try to take all of that in and listen.

And one of the things, if you have not done this, it's on social pit one on our website.

You can actually go in, maybe you've commented I like this, and you look at that, and we add something here, we change that.

So the next slide is really about really about where we started.

So initially, when Christian was talking about starting this process, one of the things we did is sort of working with the community of what are our guidance?

What are we trying to achieve?

So that when as we make decisions, we can look back and say, are we doing what we said we're good?

That's really what principles are for me to plan.

Okay, we talked about these things, are we really doing it?

So it's a good metric for us to use we're thinking about the different topics.

Principles are really important in our plan.

So next slide is taking all those principles, taking all those comments and applying them to you look forward.

And um, I know this is sort of a little hard to see, but the corridors all of you know is very long, and you can actually zoom in um on social pinpoint.

But a couple of things I want to point out is we're sort of right here.

Just to sort of orient everyone, this is the King Street Vegetation.

This is Winterfield.

So one of the things you'll see on these graphics are light green and dark.

Dark green of the new parks.

So one of the things as we are thinking about new development, when new development happens, we're talking about impacts infrastructure, making sure new development indicates in it.

So as new residents come on board, make sure we have new parks.

In addition to that, you'll see a bunch of green circles, and that's really important because we need to get to the park and get on the park, walking, biking, um, or driving.

So, how do we get to and from those parks in a really efficient way?

Um, and our park staff are also really clear making sure we think about this as a network.

This is a system, we all experience parks sort of in and around our neighborhoods, and so next graphic is um moving west.

Uh this is former landmark mall site, just orientable on this is homes run.

This is Fox Case.

So, again, you see within each of those new developments we've part basis of new connections.

The other thing you'll see on this graphic if you're you're wondering what these asterisk are.

So, the other thing we're showing is hey, we also think there might be some open space opportunities on sites that maybe aren't redeveloping.

Within the city work with the property under maybe look at additional open space, trying to think about open space system and people structure.

So, next slide.

Um heard a lot, and our park staff have heard say is these parks are coming in.

I feel you want to see this use on that, and it could be anything from just grass or my kids can play to a very specific piece, and so I think one of the things we're trying to do as a plan, trying to have flexibility.

So, each of those neighborhood parks when they come in for development approval.

I talked about our review process.

There's gonna be a process where they would be saying, Hey, we have this market coming in.

What do you want to see then?

And through that community process in a year or two or 15 years when the department comes in, the community is going to have an opportunity to weigh in and talk about the specific parts in this uh in those individual neighborhoods.

So we're not really defining which use is offering specific locations, but they're adaptable enough to sort of change our.

So, next slide.

Uh, I'm gonna turn it over to sustainability, and I'm gonna turn it over to my colleague Andra just to introduce myself.

I'm sorry I didn't do this.

I'm Jeff Barner, that'd be their group for planning department.

And as Christian said, uh, I hope at the end we also have a bit of human hands well.

So thank you.

Thank you, Jeff.

So we are going to get started and talk a bit more about some of our meeting subjects, sustainability, we briefly chat about, and then I'll hand it over to my other colleagues to talk about mobility.

I do briefly want to redirect attention.

We have colleagues from our transportation department here tonight, but we also have subjects that are experts as well doing that.

So in a moment, I will pass along with Bond with some of our environmental specialists speak on some of the findings that they want to have.

And then from there, we are going to get into the village, and we have some experts that we've been working with throughout this time, as Jeff and Christian alluded to kind of better understand the conditions that are out there today and what we can expect in the future.

So bringing us back to sustainability a couple phases ago, a couple blue moons ago, we um put together our wonderful guiding principles as informed by a lot of conversations with Wall early on in the process.

And so some of the guiding principles for sustainability just want to briefly touch since it's probably been a while since some folks have yearly kind of thought about some of these elements.

Miracle.

One of two remaining big things that I do want people to think about protecting the integrity of the corridors, the existing national environment as well.

So including streams, valleys, RPAs, floodplains, of course, the tree canopy.

And then of course, thinking about resilience, right?

Um the topic where we have to really integrate in our late use plans.

Um this includes impacts to extremities of heat and fold.

I mean, it's going to be 105, 1006, you know, in a couple of days.

And so that's what we're experiencing today, but what can we even experience in five or ten years?

Um, and thinking about how the design and new development can defect change on these things.

And so with that, I go to the next slide, which I think I can now control my app.

Oh, it's too good to be true.

I'll let my colleagues uh introduce themselves, and they will touch briefly on some of the findings, and then we will switch gears and mobility in a moment.

Hi everyone, I'm Kelly.

Trevor Burrus.

Um, we're gonna work on the brideful sustainability of the lens plan.

Um, so we started by looking at the existing conditions in the corridor to help us understand areas of higher environmental risk and help us understand where we can implement motions in the future to promote sustainability of along the corner.

So when we talked about environmental risk, we looked at the three main categories of um sustainability.

One was the potential for flooding.

We also looked at water quality, and the third was the urban to add effects.

So we prioritize case I always give to the public safety impact and then flooding and practice water.

So we can find those three categories into one total environmental store as shown in this map.

Um we assigned values of low risk to high list, and then the results showed that there were two main hotspots.

One was in the western side near the landmark area, and the second hot spot was the southern separate area.

We found that these high-risk hotspots are correlated with higher impervious systems, we have which means that water now and cut rate is around, which also includes and also another risk factor was the low tree.

So this picture here on the right shows an example of what will be a high risk area with a few trees and a lot of pavements, and then here is an example of a low risk area, but a lot more tree colours, and now I'm talking about the cover call.

And now we'll have to want to talk about this which is so we're going up with solutions.

We didn't want to just come up with all the projects.

We want to talk about the mobility transportation part of the soul flooding.

And then we initially want to come up with short-term medium term remote group options.

One of the first things we need to came up with was great infrastructure and planting trees along roadways.

Um roads because really hard trees.

So one of the things we were suggesting is planting trees along the roadways where possible, and turning mediums or mediums since we created a structure using either stormwater being used or making it space to plant more trees.

Then to follow into that, we also suggested taking overhand utilities and marrying them for underground utilities.

One of the things we found with deuce trees is since it runs east and west, it gets increased solar exposure.

Um so when we were looking at what's ways to get trees of five space, a lot of the areas that did have trees were also where it's red already with that.

These trees were shorter, or there were subspecies I don't really have a broad canvas.

So opening just opening up these spaces to allow these trees to be more mature and create a larger canopy is more of the uh more long-term recommendations, and then the next recommendation we had reverse and pool roofs and green roots if there would be something like solar mails about the roof, or also it could be a vegetative route where you didn't, but like small mediums of soil and have short uh growing species that can have the storm water runoff and up control uh uh equal torture as well, and then green roof, one of the big issues we wanted to really focus on was what buildings we could have this infrastructure in place.

So we want to call the malt office, which we came on by the pool routes.

So where we couldn't really necessarily have a regular solar room, we want to come up with the option of either having a light color group where we use white or white layers to kind of reduce that heat absorption, and then the last uh big one we came up with was promotional mixed use development, so including commercial and residential same aspects, maintain connectivity to our road spaces, and then additionally still using green building practices of energy efficient buildings again, stormwater BNPs instead of just stormwater runoff goes around the parking lot to storm james.

We want to use stormwater that goes to a vegetative soil where we can reduce nutrients and dictating the uh stormwater runoff before it does bring too much silver solar.

Yeah.

Thank you, guys.

Um we have a QA period at the end, so I would suggest that you just employ these what they call are they called sold?

Yeah, so my name is Trevor again.

Uh, we're for Kid Water Associates on environmental scientists in our uh peston office.

I have a background of stormwater management here forestry.

Yeah, I'm uh this well as around stormwater chat.

Okay, perfect.

Thank you, uh Kelly and Craig.

Um, we have partners are sticking around.

So again, as you guys are thinking of questions, feel free to write them down in your note cards, and we're gonna have a big round of QA after our um presentation.

Uh so really the last um aspects or think about sustainability before we switch gears and mobility.

Um when we're thinking about these studies and we're looking at what is what are the environmental aspects out there, what are the challenges, and then how does the main plant effect change?

Um, we also kind of think about things from like a really macro level, but also thinking what are the specific needs of the forward word as well, and how can we kind of be strategic about our sustainability benefits?

And I think a lot of um this the things that uh our colleagues were insinuating uh with their findings, and change can be affected through um what we expect from development or what we require of them, especially so that all the standards that are updated and in top shape today, we expect for any thinking coming in to meet those standards, um, which tend to be pretty rigorous.

So I'm not gonna touch on all of these because there's a board out in the hall.

If you if folks want to kind of dive into the specifics, but broadly speaking, sustainability um overlaps with a lot of things in a land, right?

So we're thinking about the correlation between impervious surface and tree canopy, right?

Where there's more tree canopy, less impervious surface, and as a result, uh cleaner water and uh lower ambient temperatures, uh land use.

Um, so thinking about where opportunity sites are, especially as um as Jeff kind of brought that up.

We'll see that map again, by the way, later in the presentation for folks to kind of really think about things.

Um of course, if you if you build and you do urban plan with things that are close in relation to one another, you you know, promote cleaner environment because you're walk to um housing and jobs and transit and all kinds of neighborhood amenities.

So a lot of things kind of naturally complain when you think about how you do your land uses and especially keeping things flexible, neighborhood serving people have uh less the and especially mobility, uh providing more opportunities for different kinds of transportation can allow you to um some of those benefits in.

And then, of course, uh green building and stormwater, uh, Kelly and Trevor uh touched on this, but with all new buildings that would be proposed using this plan, they would all be up to code and up to snuff with the uh the new rebuilding plan and all the the latest and greatest things that came out of that planning process and stormwater, you know, cleaning everything today, the parking lots and things like that.

None of them are treated on site.

So in places where you know some of these giant locks can redevelop, anything that then would fall there would be cleaned and detained and taking care of on site there.

So with that, um, I know we've got stuff to continue slugging through.

So mobility and safety, I'll allow my colleague Hillary from Transportation Environmental Transport to briefly kick us off and then we'll keep going.

Hi everyone, my name is Hillary Orp, and the deputy director for transportation through the city of Alexandria, and uh we have several transportation folks here tonight.

Um we have Dana Martin, who's our senior transportation engineer from the city, and then we also have our Finley Horn transportation control team as well.

So before we dive in on more of the traffic analysis and what we're seeing, we wanted to start out by kind of summarizing what we have heard throughout this planning process.

And I think a lot of these themes are gonna look very familiar to many of you who participated in our previous planning processes, you know when we were looking at the Duke Street Transitway.

Um, we are consistently hearing a lot of the same things in both of these um processes, which is you know, we are working to build out what we um what came out of the Duke Street Transitway plan.

We're not quite there yet, and so we're seeing a lot of the plan concerns and hearing that from the community.

Safety has always been uh a top priority for people in the community, no matter how you're getting around, whether you're walking, biking, driving, um, take transit.

Duke street is one of our highest crash corridors in the city.

So we want people to be able to move around safely no matter what votes are.

Um, you know, we also hear that the corridor has several barriers to connectivity.

It doesn't feel like a connected street all the time, that it often feels like a barrier between various neighborhoods.

So that's something we're thinking about.

Um, you know, we also hear that people want to travel choices on a street.

Um not to say we are trying to get people out of their cars, but we do want people to have different options for how they get around.

Some trips can be easy by foot or by fight or by taking transit, but we want people to have those options.

So we're looking at how do you design a border to make sure people can get around in whatever way they want.

Um, we also care a lot about regional cover traffic, right?

We know the congestion is a concern on you street.

It's been a consistent concern for many years, and a lot of it is for trips that do not starve into in our city.

So that's something that we have consistently heard.

Um, you know, and one of the things we we want to talk about too is that you know we do have a lot of planned improvements along this border.

And I think when we're thinking about land use in the future of what the dew street area looks like, sometimes it's it's hard to think beyond what the street looks like today.

Um, but do know we are designed with the Duke Street Transitway plan.

We spent a lot of time with the community designing that we're looking at new intersections, new ways of getting around, new sidewalks.

Um, so all of those those components are part of that plan, um, as well as several uh transportation technology projects that we have to look at how we operate and move people on our roadways more efficiently.

So when we take what we've heard from the community, that has very much shaped these guiding principles.

And again, these might look familiar to you because you know a lot of the guiding principles are very similar to the ones we had in the Jewish tree transit way plan.

You know, we didn't this plan is not starting from scratch.

We already spent a lot of time on the transportation elements of this plan, so we're building on that foundation that came out of that effort.

Um, again, providing safe ways for people to get around on the corridor.

We want to create a very well connected system, whether that's streets, trails, alleys, parks, we're looking at how we connect people to destinations on the corridor.

We want to support a variety of travel choices, uh, including walking, biking, taking transit, and driving and trying to make that easier for people.

We want people to be able to get to where they want to go.

Um, and then lastly, incorporating emerging uh transportation technology.

So, this is something new is one of the our first corridors that is going to have adaptive traffic signals.

We are upgrade air and transit signal priority.

We're having smarter signals, smarter operations of our streets, and uh due street is is already in the queue for a lot of these planned investments.

So that's something that we're working on, but we want to think about it broadly.

And as we think about what is land use look like and what is that, how does that change how people get around?

We want to set this border up to be able to take advantage of wherever those future technologies are.

Um, so with that, um I am going to turn it over to Stephen to continue the conversation.

Thanks, Gilbert.

Quick sound check.

You all hear me notice the little noise that's sitting back over here.

I'm gonna do my best to have Jack more important.

Yeah, why don't you speak of Standard Ferry?

And they're gonna force me to stand back here and the folks at home.

Um, or for Kimmy one, uh, another consulting first.

We've already roll off with the city though, and these things are questions that require some thoughtful responses.

So I'm real pleased to mark where the city wants to add a process that I find really exciting.

Um, I'll share with you I do a lot of the talk nationally, not just here in the DC area.

And suffice it to say it's not done as thoughtfully as it is here that may not play some of your concerns because change is hard, difficult.

Uh, and you should expect that as residents and business owners.

Um, that possible decision to be made and solving these meetings, and so I appreciate the well-being that's happening.

Now, normally when I get asked into the community to take a look at things, it's oftentimes maybe too late.

And I really find favor with the approach that's been applied here.

More often than not, we're being asked to essentially fix a problem that already exists, and while there are problems along this border, what I'm hearing is an appetite for an intentional strategy between land use and transportation.

So we have the opportunity to effectuate the positive change and receive some positive outcomes as a result.

So while we've been asked to do a lot of traffic analysis, regional travel modeling, safety assessments.

There's there's a lot of other considerations that have gone into our evaluation just to clarify and level set.

We're not making recommendations for the roadway, we're not here to relitigate past decisions that have already been made.

We've been asked to evaluate the proposed land use plans impact on transportation.

So I'm gonna try to be as transparent as possible with the information that we've revealed as a part of that process.

So BIS is saying we're looking at it through the lens of all these things.

I think all of these are fairly well understood.

I'll just read them out loud for the purposes of people at home.

Safety, I think everyone would agree, uh, the utmost of importance.

Traffic speed, which is different than travel time, traffic speed, essentially being our ability to reach a certain speed in a corridor versus the amount of time it takes to travel through a corridor.

That's interrupted by things like traffic signals, right?

And then travel choice.

How many ways with which we can travel within a given corridor?

Right?

It's pretty clear that this is an autocentric corridor today, just by virtue of the amount of traffic that it carries, but it has a responsibility to be much more in our community.

Accessibility has been described a couple different ways tonight already.

I think you should expect that we're looking at it through the lens of things like ADA compliance to our ability to better connect existing systems, whether that's transit or bikeways, or the simplest of expressions, our ability to connect with one side of the roadway to the other side of the roadway because in the absence of that, effectively the street now becomes a barrier.

Because in the absence of that, effectively the street now becomes a barrier.

This last one, though, I want to bring some clarification to.

We're using a term called travel composition.

It's nothing more than a fancy way for us to describe who's largely using the street during what times of day.

And as a resident, we're finding that that's a priority in a lot of places that are found within large, fast growing metros, like Alexandria is.

So I'm gonna spend a bit of time just assessing some of what you are largely going to already understand to be true.

Safety, for example, I think you already know that there's a lot of crashes that occur along this corridor.

And in fact, 375 crashes occurred in the last five years alone.

Now that none of it's large, it's large enough for it to be a part of the high injury network, the safety action plan that was done by the city.

It's an expression of their vision zero policy.

Safety is of utmost importance, and you should expect that whatever is done should make the corridor more safe, not less safe.

In fact, the reason behind that is of those 13 resulted in serious injuries, three were fatal, right?

These are family members, these are coworkers, these are folks that have the vested interests in their community.

18 involve people walking or bicycling.

These are the most vulnerable travelers in our community.

And so most places are simply saying enough is enough, this is unacceptable.

And Alexandria is one of these places where we're making efforts already.

In fact, you're already can see some of these efforts.

They're not new cases.

You have travel calling stall at turn base along this corridor, requiring us to make those turns at reasonable speeds.

Speed kills, we know this.

Smarter traffic signals.

Now that might immediately not resonate with you as a safety enhancement, but we're learning that we can find innovative ways to leverage technology so the intersection both operates better for cars as well as bicyclists, pedestrians, and transiting.

It's effectively asking the street and the intersection to do more with less.

And in 2026, we're not leveraging technology, we're probably way behind the times.

Now I mentioned traffic speed.

It's going to be no surprise to all of you.

I walked the corridor again today, road transit along it, and was trying to just refamiliarize myself with all the details.

However, uh, even at two o'clock where traffic is starting to pick up, you can observe travel speeds that are well in excess of 35 miles per hour.

It just simply happens when you have a large roadway with so many travel links.

It feels comfortable, especially today's modern auto traveling at such high rates of speed.

That in and of itself contributes to those safety concerns.

The accessibility, I'll tell you, I found myself trapped in the middle of the roadway today.

Uh I had enough time to cross.

Uh so there's clearly room for improvement with respect to crossing the street.

I got the white light that allowed me the pedestrian signal to go across halfway, didn't quite make it all the way to the other side.

Um, but nonetheless, made it across state later this evening.

Glad to be here.

But there's some other things, obviously, they're going to be taking place here over time.

And you've seen incremental improvements, like even when resurfacing at first to ensure that we're putting in place the adequate kinds of pavement markings and signage that go along with making this a place which understood to be huge by more than just the auto.

Now, travel choice, I would argue that in many ways you have a fairly robust multimodal corridor despite it looking very auto-centric.

In comparison to other places, you have robust transit, believe it or not.

We may disagree on that subject matter, but when you compare it to other places, you have fairly robust transit.

There's some things missing though.

Continuity of sidewalk experience, not so great.

Um, there's some places out there with four foot walks, some five, six, and then there's some places with me oversized around modern accommodation for walking.

And I think our expectation would be one of consistency, one of retail, one of predictability, one that's accessible.

So this is something that we want to be uh mindful of as we think to the future.

Obviously, there's not a lot of room out for bike infrastructure.

I would argue that my job is all about trade-offs.

There's only so much driveway space, and it's almost only so much time that can be processed through an intersection.

So we've got choices.

And this next incremental decision making about this corridor literally is about what you prioritize in your community because whatever decision you make will have an impact.

We're gonna talk a little bit more about what those impacts are.

So I mentioned that my role and Kimmy Mark's role literally is to be looking at this through the lens of how this street functions with respect to its responsibilities to this community.

But mind you, there are a lot of other perspectives.

The regional perspective might look at this through the lens of what does Duke Street need to do to accommodate overflow travel needs in the region when our interstates are bogged down.

What happens to an incidents occurred on any of those roadways?

There's an expectation that maybe seems unreasonable when we look at through the local lens.

And so we want to be mindful of what historically has been used to inform decisions.

And then we want to challenge ourselves to think about what we're trying to achieve here through this process.

That requires us not only to look at the regional trends through those macro tools that we have, the regional travel land models and all the other sensitivity analysis that can come from that, but also to look at it through the lens of the corridor being an asset that you have a fiduciary responsibility to manage.

It's your corridor.

What do you choose to do with it?

Now that analysis looks a little bit different than the regional model.

And if we want to learn that much more about what's going to happen specifically at certain locations, especially across streets, we've got to model it in yet a very different way through intersectional performance.

And I would argue that in years past, I can see the evidence of the decision making that was almost exclusively done to optimize traffic flow.

Now you can imagine the outcome of that.

There are some benefits for a period of time.

But we also know that it has some unintended consequences.

This particular map tells you nothing that you don't already know.

Where is the worst traffic delay in the corridor?

Y'all are nodding your heads, right?

You know what's between Quaker and Telegraph.

Conversation with you earlier before we know that this is on and up.

I'm here to tell you that there's no silver bullet to this particular circumstance, but we have an ability to manage how we prioritize the use of that space.

And that's really what this is all about.

And the expression of prioritization is literally a function of how you address any improvements to that section of street as well as the remainder of the corridors.

We can make improvements that help traffic ease its way through them.

We can make improvements that allow more ways with which to travel.

And we can make improvements that make it safer for all.

But oftentimes there's competing interest amongst those three perspectives.

It's easy to say we want it all, but we literally have to make choices about what is the thing that matters to us the most.

We're surrounded in Alexandria by large infrastructure that's exclusively focused to the car.

You're surrounded by highways.

And all of us are running late, all of us have multiple trips to make, all of us need to be in work on time.

And we make choices.

Now, that information alone is interesting, but it's not insightful.

And so I'd like to go one step further, maybe contemplate.

Well, if it's attractive, how attractive is it to other people in the region?

I'm sure we all had a guess.

If I were to ask you all tonight, how much traffic do you think is it attributable to trips that have some origin or destination outside of Alexandria?

You could guess.

20% of daily travel on the Duke Street corridor has no origin or destination within Alexandria.

Now, for some of you might hear that number, you say, Well, that doesn't sound very big, or I think that's way too high.

There's going to be differences of opinion and diversity of thought on that subject just amongst the people in this room.

Sorry, how do we know that?

Sure.

Yeah, we there's a number of data sources, some of which are like origin and destination travel surveys that are going to be done when building regional travel models.

But the more interesting one is oh, someone's got one.

This every single one of us has movies in our cars and the travel.

It has a unique identifier.

Big data providers sell this data.

And so we use it for predictive modeling.

It allows us to replicate, if you will, different transportation data sets over periods of time.

And it's incredibly precise, almost to the point where the attempt to build facsimile or more complicated models has been almost replaced by things lying, big data that somebody can sell data.

And it stands to reason.

That information is incredible value, both for folks who want to sell us things, but also for how we plan our infrastructure.

Great question.

Um this isn't the end of the story there, right?

Because press a button, supposed to advance, little technical assistance.

You all can do the math here.

Effectively, that means that on a daily basis, about 80% of the travel along the corridor is local.

But I gotta be honest with you.

I'm a transportation professional.

Daily travel is it nearly as great an interest to me as is peak hour travel and travel in the worst of locations along our corridor.

And I bet you're interested in that as well.

And so we took a look at the area between Quaker Lane and Telegraph Road and saw significant spike.

Now I don't know if that uh placates any of you who thought the 20% was low, but this is more than double essentially than what we were seeing in the remainder of the corridor, which tells us that it is of keen interest to those who are traveling regionally to use a portion of Duke Street.

Yes, yes, sir.

Um there's some traffic mass determination within that management, and some are done from Maryland to the track building.

That's not true by this because it's not regional, but you expect it to not go through most of the highways and not you're correct.

You're correct.

Can you repeat that just in what if that wasn't sir?

You want to make the point, I guess.

So there it's called regional there is that do not originate or terminate anywhere in uh state, but there are examples someone who lives in marrow and works at the uh military building uh our engineers bureau uh off the heart and well when my both the big above ways to create and go ahead and use where you don't call that kind of this is where it is advanced, so this surprise anyone.

No, it's sometimes it's nice to get affirmation, right?

And sometimes we have to quantify what we think we know through some of these processes so that we can make more fun choices about it.

In fact, I got to um tonight thinking a little bit more, and I saw the overarching slides.

I I remembered uh you're you have a quote in there from Mayor Joe Riley in Charleston, and another quote I had an opportunity to work with Mayor Riley, it's very famous permanent for a long period of time.

Mayor for gosh over 25 years, something like that.

He also said great streets don't happen by accident, and so I was very pleased to see that there's been such a coordinated effort between your land use planning and your transportation at this point in time because it does create a unique opportunity, and we know that there are other improvements as a part of the transit way.

You're gonna have help me out with advancing these slides.

Don't go too far, that are gonna bring additional opportunities for the corridor, right?

Like I mentioned earlier, we're not here to relitigate the previously made decisions, but we do know that the transit way and the Duke Street and Motion Plan have identified essentially what we're going to be adding into this corridor.

So it allows us to hold constant some of what we might need to know in order to better plan the land use to the future.

But the use of those smarter traffic signals that we mentioned earlier and the applications are literally using AI now to help better advance all the decision making that happens at the intersection and using things like enhanced designs at intersections for crosswalks, adding protected bicycle infrastructure for the first time along the corridor.

Really is going to bring us an opportunity to manage this corridor in ways with which we haven't been able to in the past.

And that really leads me to maybe the greater importance of what we're here tonight to evaluate, which is the land use component of this.

Land use is where trips originate, right?

That's where travel demand begins is when we build something on the land, and the result of that is something that becomes of incredible importance when we're doing land use planning.

So I'm going to throw some numbers of them screen.

What we've done as a part of that additional analysis is to look at the corridor under today's land use plan, that 1992 plan, which has a corollary set of zoning attached to it as well.

And we said, let's look at it through that lens.

Let's see what the traffic looks like in 2025.

So effectively allowing ourselves to look 20 years into the future.

And that 20 years of the future generates a certain amount of traffic.

We then took the land use plan that's being proposed for the corridor that's already been illustrated and described here tonight.

And we did the same calculation.

Now, what I'll tell you is that it's not an increment of development.

Do you notice that the map that Jeff showed earlier?

There's a lot of the land uses along the corridor that stay exactly the same.

No changes proposed.

There, but there are a number of locations where we have single use commercial development along the corridor.

Separated, it doesn't have any shared access piecements.

There's no other uses side a single commercial use on it.

I'm using this as an illustration because a multitude of examples that could be used.

It's being replaced over time with things that we know work better.

Things like mixed use.

So at the same commercial site, if it's in the future no longer exclusively commercial but has commercial plus housing, we literally see a change in the travel demand and the ability to capture trips on a single site.

We know that this works because this is how most of our urban places function.

The more uses that we have that are connected or that share the same site, they have lower trip generation characteristics, primarily the trips are facilitating multiple needs on our daily travel.

It gets a little complicated to describe, so I'm going to be making time later on for us to address this.

But when we make that comparison of the proposed land use plan compared with what's there today, and the increment of growth that happens over time, it's about the same amount of traffic.

Actually, it is greater than the future land use plan, more walking, biking, and transit use, then we compare it with that 1992 land use plan.

And that allows us to say with some certainty that we can evaluate the corridor through the lens of all those metrics that we mentioned earlier.

Essentially, that through the land use plan and the investment strategy for the Duke Street corridor, we should expect better safety outcomes.

We have dedicated places for walkers, bicyclists, high visibility crosswalks, better technology, slower speeds.

Those are important outcomes for safety.

Speaking of speed, we know as a result of the designs that are being proposed that empirically we will observe lower speed outcomes than when compared with the higher travel lanes and more traffic.

That reduces severity of crashes.

We also know that because we're adding a lot of things in the corridor, and we're making some trade-off choices that are travel times, they have some slight increases when compared with today's language plan, who's largely oriented around land uses that are auto-centric.

We also know that we're introducing more travel choices in the future under agreed upon decisions for the Duke Street 4.

We're repurposing some of our geography, our real estate for the street to accommodate the things that we've heard the community say are of priority.

The outcome of that obviously increases accessibility.

But this is where the one thing that I think really is dramatic tonight.

We know that when we make these choices in an integrated way, we likely will see a travel proposition which says we are favoring Alexandria local travel over regional travel.

And that takes a moment to digest, but it's essentially a mechanism with which we get to prioritize and it's organiated and intentional way.

That I'm gonna make myself available afterwards for more questions about turn things over.

Um all right, so we have one more slide and then we'll get to the QA.

Um we wanted to cover this before we really dove into all of your questions because this is important about what's coming up.

So we are here at this June 29th meeting.

Um in mid-July, we've been aiming for around July 15th, but around mid-July, we're releasing recommendations.

Um, if you looked at the engagement hub, those interactive maps will be updated as part of this, and it will reflect um all the conversations we've had, so finding starting reports research, um, these meetings, etc.

Um then in September, we are planning to release the draft plan.

Um, and after the recommendations released and the draft plan release, there will be um a sort of an official public comment period, but like always, um, there will be activities on the engagement hub that you can use to provide feedback on both the um recommendations and also the uh draft plan release.

We will be doing pop-ups still for all of these things.

Um, and then you can always request that we come prevent if you're finding out association at your civic association.

We are very happy to do this.

Um, we've been doing it pretty consistently throughout our planning process.

Um, the person who you talk to or email is yours truly, and my email is plastered all over the website, so it's kind of hard to miss.

Um, it's also in the end of this presentation.

Um, but ultimately our goal is to adopt the plan or bring the plan to public hearing for adoption by the planning commission and then by the council in December.

So that gives you a sense of sort of where we're going from here.

Um, this is probably familiar to you because this time frame hasn't really changed since we uh since the beginning of this year.

But now, with all that being said, we would love to answer some questions.

So I mentioned this at the beginning, but for those of you who aren't familiar, there are uh um note cards on your table that you can use to write your questions on.

If you have a question already written, wave your hand around, somebody will come around and grab it.

Um, for those of you who are online, please feel free to use the QA box.

We'll give everybody probably five minutes to get started on writing questions.

And then I want to move us along, so I'm gonna get dive back into the questions.

We're gonna hopefully get to all uh the good questions you have.

Yeah, we have some things.

Now we're gonna have to do that.

Yeah, it's like I want to just speak to what we're just the same time.

Yeah, right.

Yeah, okay.

Yes, yes, but it's like so much.

I'm kind of saying this is how it's gonna be my active.

I think we're taking it.

This should have been a question.

All right, everyone.

I know we all have lots of things to say.

But I'm gonna ask that we all finish our side conversations and get the seated again so that we can get on with the QA.

Uh some really great questions I think we want to talk about.

Oh, amazing.

Okay, that was quick.

All right, so um Jeff is going to get us started with the QA and we'll go from there.

If you have a follow-up question that you would like to ask, um we ask that you just use the uh uh post-it or the uh note card to ask the follow-up question.

Uh and then also is possible to keep the side conversation to a minimum, because I'm sure we all just know how loud it got, even in that little clause.

Yes.

So onwards.

All right, thank you, everyone.

Yeah, uh everyone who has an art question.

Were you able to spin it okay?

If not, raise your hand.

So it looks like we got anyone just props by the way who's drawing art.

Uh so thank you for that.

Um first question is is the killing order scope based on the appropriate motion brand.

So is it based on the approval by council?

Short answer is yes.

So the new treat and motion plan is part of the assumption in our traffic setting.

And Hillary and um quite um the entire speaking is an environment at risk shade.

What a site is developed.

Uh retained existing tree can be how can we come back about this from our neighborhoods?

Uh to a graph shade and provide adding the shade within a corridor in our neighborhoods.

Great question.

I think you know, one of the things we are gonna find out this week is solid for trees are shaded at temperature.

And uh it is going to be a desirable thing, but it is also very much a public health issue.

So if we if we are thinking about what's the track live, what's useful, what's safe.

These are always very much a safety issue and a health and our now issue for the level of street trees.

So we talked a lot about stream trees and our sustainability.

Not included investment, you can oftentimes we talk about sustainability with trees are not that like you can back to great question.

I think the short answer is build it in your plan, make a recommendation from strategy software.

Um great question.

Consider the age of your population, can't take your kids to school on bikes or scooters, uh, nor can you go to the grocery shopping to the doctor on the other side of town, and unless they're added to company transit, um, where there are no more than two connections.

So one of the things I just say, I think Hillary and Steve were alluding to this as well.

This this plan is not saying that um stand as close to that as possible.

This plan for infinite.

Um, this plan is not saying that people are not going to be driving.

All that it's saying is we want to give people options.

So we could be on transit, you have to be driving, you could be walking, you can be biking.

And I think the important is to give your people options, and you're gonna make that decision for your home.

And so we could not think car options away.

We are just providing more options for people who want to take whatever mode they want to use to sort of move the up to depth.

Why are you to consultants when they can't make any changes to the plans?

So uh we get this a lot.

Why are we paying consoles to help the city?

And and one thing is um number one, I would say, and I think this is real method, sort of peer review.

Okay, here's the here's what we're looking at.

Are we getting this right?

Is there another think of it as we're working on projects, another set of eyes looking at it?

Did we miss something?

Did we get it right?

It also enables us to sort of implement this plan in a sort of mind-sensitive way that interests hopefully a lot of the things you've heard to think.

Is it wise to have high goals for sustainability when things like rain routes, can't read the writing, etc.

And bringing add to development costs as we're focusing on how to importability?

So um one of the things I'm gonna address that because it's a great point.

Stephen talked about this point, how do you balance from a mobility effective?

That's really our whole plan.

And so, one of the things that we think about sustainability, for example, we have large warehouse on mule out there.

One of the things you might do is have a hydrogen reflective room.

So encourage owners as they are putting in new groups, if it's not a platform, maybe it's a reflective route, which helps their energy costs, and also can ask people to fork.

So it doesn't necessarily high-cost options for thinking about sustainability.

We're actually talking to a lot of business owners about things like that.

So, what are the high costs interventions and what are some low costs that are?

Um, are there any things in this?

Are there are there anything?

Um I don't follow a direction, but you probably are are there any things in this plan that reduce greenhouse gas emissions?

So great question.

I think one of the things as we think about sustainability, it is about putting together all of those pieces.

When you put all of those things together, that's where you have meaningful impact.

So I would argue when you we are doing all of those things well as a city, that's when you are directly to our safe park.

Um, if you did the artwork if you uh excellent, I love it.

And the question is I want to have bikes on the uh entire world.

Uh so I love that.

Uh, there's some other people who would probably support that as well.

So thank you for that.

We have a future uh planner there in the background than that.

Would this plan save on infrastructure and increase tax further?

So uh I think this is a really important point.

This has come up in a lot of our meetings is obviously we as a city, as we're looking about implementing previous priorities to our city.

How do we pay for this?

And I think it's really important.

We do as a city, we've been doing this for quite a while.

Um, we do something called disco investment, which is a fancy word to say if a new building goes in and you take out the services, how much money does move?

And the short answer is uh it's about 60 percent of every dollar we keep funding for trench.

So that gets to go into schools, actually on the parks, it gets to go into whatever priority uh the community and the council have.

And so I think it's important to say that new development is happening is revenue positive, and so that enables funding of public benefits that come out of this plan in this meeting.

Um Richmond Highway Corridor, a reasonable facsimile for what we can expect for due tree from the traffic perspective.

So maybe a Hillary or Steven talked about the traffic.

I do think it's important as we think about the Potomac Yard for those of you who remember before it was developed.

It was really good one.

You have one option.

Now you can go on Potomac Avenue, you can go on side streets, you can use the metro station, you can walk.

And so I think I think the biggest sort of takeaway from whoever's question this was giving people options.

What is sort of the consistent things are here tonight to keep on?

Um so that I think we'll read Stephen has been sure.

We've seen traffic volumes actually go down on Route One for the past 10, 15 years.

Um so let's see.

What is being addressed to manage car traffic?

We're a suburb community and it cannot be ignored that we all drive.

Is it possible to use industry during brush hours from residence?

How is that being considered?

I think we touched on this a lot, right?

Like we this plan is very much looking at options.

This is something we looked up with the Duke Street Transit Way.

Um, and we are trying to provide ways for people to get around to design our streets for the people who live there.

So we talked a lot about the regional versus the local trips.

We're trying to design places that people can walk to the grocery store, or maybe they don't have to get in the car.

We're gonna have a new western development, but maybe it's gonna be faster to hop on the transit way rather than go find parking and a garage.

So we're trying to provide options for people to get around, but when we do our traffic announces, we're always looking at travel times for cars and for and delay at intersection.

So I think this might get to one of the next questions.

Um there are so few traffic arteries through Alexandria.

So the more you reduce traffic to add greater safety, you consider the fact that drivers will take side roads if Duke Street is reduced in width and bike lanes are added.

So again, you know, when we when we do these traffic studies, when we do this planning, we're looking at our roads comprehensively.

Um we have built a city that tried to accommodate drivers.

Now we're trying to retrofit some of those streets to accommodate all users, but we do a traffic analysis every time we do this, and what we're looking at is right sizing our roadways more, right-sizing our roads for the people who live here and work here and need to use our streets.

If we just widen Duke Street and add a bunch more lanes, we are gonna see more cut through traffic.

So we're trying to plan the land use, building the infrastructure for transit and other options so that people can have options for getting around.

Um, you know, so I do think that's something we can we absolutely consider.

And you know, some of you might remember some of the traffic mitigation pilots that we did in this quarter, but looks specifically at how people were cutting through on different neighborhood streets, and we work with the community to make some changes to our signal timing to see okay.

If we make Duke Street and Quaker Lane green more, is it gonna take people off of the side street?

Because we all know that everybody uses navigation accent, right?

And what happened?

We've reduced cutter traffic on the side streets by I just like 40 or 50 percent or the traffic on to Quaker Lane and Duke Street.

The travel times were generally the same, but the volumes increase overall by 10%.

So we made it easier for people, and we saw more cut-bird traffic.

So that is something we're very much trying to balance, which kind of gives us this next thing.

Um smart signaling if already being implemented on parts of Duke Street, yes, it is.

Uh, some of the signals are kind of out of safe right now because they are under construction.

So we are putting a gap to signals all along street right now.

Well, I want the community to remember with this though, is we this is not going to solve power congestion.

If we just made all of our signals green, we're going to bring more traffic in because those apps are gonna say, hey, all the signals are green.

It's so much faster, just cut through Alexandria, and that's what they're gonna do.

What we are trying to do with this is one uh Steven talked about the off-peak hours along Duke Street, right?

There's a lot of speeding.

So we can control some of that with the signal progression, the timing and the assumptions that we're making with this system during the peak hours.

We can make flow better, but we also want to balance that so that we're not adding to cut through traffic on the neighborhood streets.

Because if we have three signals, more people are gonna come on Duke Street, it's gonna fill up again, and then they're gonna come into the residential streets.

And that is something we are actually monitoring and trying to look at.

Um did you measure bicycle or transit travel times or just cars?

We did not not measure bicycle travel times because there is a serious lack of bicycle infrastructure on jigstream right now.

That's not something we typically measure.

Um, or the jig street transit where we absolutely looked at what is the existing travel time for transit and how is the infrastructure that we're putting in going to make that faster, and it does make it significantly faster.

And we always look at cars to look at travel times, we look at the delay and intersections, and then several of the intersections that are already being redesigned for Gym Street actually address a lot of that delay and reduce it significantly.

And if you have anything you want to chime in on any of that, somebody points to it.

I just want to clarify.

I think one of those really important statements made that in today the travel land isn't just about your local knowledge of the street system, literally people are following their phones.

The phones are getting data about where less traffic or where speeds are higher, and it's redirecting traffic, and so it's really important.

You just said that we literally could make Duke Street a freeway with the mindset that it might be better for our local traffic.

It would in effect fill up with regional traffic.

We don't even need to model it as much as it's like following it as if water were navigating through dictions, right?

You have to know body to explore the attractive.

So I think that's just an important concept to take SACO, and that's why we keep talking about the modern era.

Transportation planning literally is about the choice of what outcomes you want from your street.

I hate to be too you know dramatic for the way I'm delivering that.

The other thing that I want to be sure is clarification on they probably spent way too much time talking about the additive things, and maybe not enough about the concerns about how the street will operate.

I know there's probably a little anxiety about what the ultimate street design will look like for Duke Street, but suffice it to say it's not um, you don't just give the assignment to designers, you're working iteratively with traffic engineers that are modeling.

So when they see something in the process, the modelers that is just an absolute failure, like abjective that particular turn bay stacks up and blocks the remainder of the through movements.

That's not something that's going to be allowed to continue on during the design, right?

So it's you should expect an iterative decision making process when the designers are working on this, they will anticipate the worst of the worst, find strategies to mitigate that in the design, and then find the ways with which to introduce the other things that the community has prioritized as a part of that process.

I just want to be clear about how design processes work in the modern era.

Um, someone asked a similar question about travel times for transit.

I thought this was uh quick, the good observation that we did indicate being transparent here.

We think that over time there might be some models of increase in travel times almost on purpose, right?

As a part of all this, so that we can get all the other things in exchange.

And should we affect that transit, would experience that slight increase as well.

And the truth of the matter is we'll know more designs of our complete or um street, but the intention is not to slow transit down and in fact some of the dedicated transit way portions of the street will offer that advantage to the buses so that it will have that also signs so that we're not disadverging the use of transit as a part of quarter strategy.

Um asked a question about the appropriateness of street hierarchy in the high traffic area and how that can be addressed in the future.

And I think I understand the question.

I think in concept, the idea here is that if we're making an investment for we likewise should be looking at the side streets and how they're all working in concert with each other.

Um that also is something that happens through a coordinated plan process like like the AMP, right?

The um examination mobility plan kind of looking at the system more holistically, and that plan was just recently updated.

So there's a lot of things that are happening in sequence here that are leading to a point where informed decisions can be made.

Um several questions here, but I think relating back to the idea of the trip generation, and it's a lot to take in.

So I apologize that it's not more clear, and I can't just stab an infographic on the screen and make it more clear.

But many of you commented about that, and there's some conference for that.

I think most of you are getting this, but effectively mixed views as a better trip generation characteristic and the single use retail.

The other aspect of that is even more so compounded when we think about site design.

Right now, if you have a lot of driveways, you don't have a lot of cross connections that creates turning movements of drive place that creates slow points, create hazards that create conflicts.

And so when we see sites like that redevelop over time, we also have opportunities we've got a coordinated access.

So that we have more state, better choices, and we have an integrated ingress and egress and movement occurring along the corridor.

That helps traffic flow, believe it or not.

One of the places slows things down most are people turning out or any turning movement for that map, slow support regression down.

So that was something that I thought was a very stupid observation.

Um there's been some questions about the absolute number that we showed in that graph about the traffic.

So I'll be transparent with you to say that I don't have the precise number of what the volume of traffic will be uh between Quaker and Telegram during the peak hour.

We're still going to submit some updated modeling, but the wrong estimate is often times that it's 10% of the daily track.

That'll be interesting to see whether or not that holds true.

We'll be sure we're constantly going to go here to publish that and our technical memoranda.

So just to be transparent, we'll be looking at that one.

So thank you for asking that question.

The other question is one more thing.

I just want to add on about the adaptive traffic signal in the system, and it gets to your point about traffic volumes is we are going to have real-time data at all of these intersections.

So we are going to be able to very easily validate the big data.

We're going to have really good traffic counts.

We don't have to go put tribunes out on the road and count these or only have the peak hours for the training limits.

We're going to have that data all the time.

And so that's going to really help us as we think about future changes to the corridor and to be able to trend over time that things happen.

Which up to this point, we haven't been able to do that.

All right.

Next question is uh the map presented earlier seeks to show that Wheeler Avenue is part of this effort.

Uh, please describe what might be proposed there.

So uh we're going to jump to the themes map.

And so Wheeler Avenue, just oriented one, is right here.

So, what we're showing is uh sort of red boundary.

We are calling that small business uh area, and that isn't really in response to what we've heard from the businesses.

Um, we really need to have an area where we can stay in our city and then operate this.

And so this plan is not recommending more density, right than locations, and sort of viewing that area is sort of a hub for small business uh to continue to stay and drive in our city.

So great question.

Uh, next question is um in our experience implementing smaller eight plans, we sometimes struggle to maintain development standards through the development review process, given the urban needs for polling and urban design by board.

What can we do to ensure tree canopy standards are achieved and or exceeded over time?

So really good question.

I think I think one of the things as we think about new development projects, we have a tree canopy requirement, existing role of tree trees.

You saw the previous slide too, things like underground utilities.

And why is that important?

Because we can plan large agrics, and you've probably all seen on Dim Street or streets in the city where the utility goes in and chopped off the top of the tree because they're going to grow in the utility.

So all of those things together, uh, I think are going to be really important as well as maintenance.

And again, we've parked out here and talking about things like pre-mittance and other things we have to do with the city.

What's stopping you from upzoning uh all along hip streams?

Um so normally when we change zoning, it needs to be basically a plan.

So, where do we want to go?

And I think this plan, whatever comes out of this, will be the foundation for any changes in zoning.

So I don't think I would not advocate sort of just whole sale and now do tree changing zone.

It should be changed based on what we're trying to do walking down the border.

So, as you've heard tonight, it's really about balancing a lot of different things: affordability, small business, housing production, etc.

Affordability, small business, housing production, etc.

etc.

Um, not sure I understand this question, but if someone wants to clarify, when does the final budget can approve?

This is a thorough.

Um, maybe you can clarify that one.

I'll I'll come back to that one.

Will there be a marketing plan?

Um I think short answer is no.

However, one of the things that we are looking at right now, uh, and we're in sort of process is looking at economic viability of the plan.

Because as probably all of us know right now, uh it's a challenging economic fund for a variety of reasons, but this plan is also a 20-year plan.

So we're looking at a viability at least recommendations and the ability to implement that.

Happy to talk about that more.

I'd love to talk about that more, but we are looking at economic viability of the plan.

Alexandrian could be concerned with increase in taxes.

How will this question be addressed?

Um I think one of the things I would say, um, I mean, obviously, increasing taxes is a is a policy decision by city council.

I think one of the benefits of this plan, I mentioned this earlier is new development pays for itself plus, and when that goes into citywide revenue to fund other things, and those other things come out of community and council cradle.

So uh that's all on our on our uh website, and then you can access our discipline pack study is uh pretty detailed thing that we did two years ago.

Uh we updated that.

So again, all that's on the uh considering modes of transportation, why are it always listed after walking, biking, and transit?

What I would say is I don't know if that's one of the slides, it might be what I what I was really trying to advocate is just about getting a good walk.

People are going to use transit, people are gonna walk, people are gonna bike.

And so I think this plan and ideal of good transportation planning is about giving people options, not dictating what you have to do, about giving state convenient access to options.

So we can all make a choice, and that choice is going to be up to all of you.

Um, deep down the results of the study and projectories of traffic volumes with and without development release.

Short answer is yes.

Uh, I think we need to work with our team to figure out the pain.

I think one of the things we very much you heard this from Stephen, we wanted to share where we are.

One of the critics I'll tell you this, one of the criticism I heard when I first started making with those share stuff with us before faith.

So one of the things we really wanted to do is share where we are, knowing that we're still in process and we're working through all the numbers and details, but we'll figure this out and then we go with this.

Um three more questions for me.

Is there a better way to underground utilities so they don't create trip hazards over a lifetime?

And is there a day lighting setback or tree canopy in the city?

Um, so two things I would say on the undergrounding.

There are standards for undergrounding.

Um, we've got some good examples, and then some non-proof examples in our city, how to do that.

And I think the most important thing is we think about a street tree, how much space is that?

Does it have enough space to be healthy at the time?

And I think that's really the core question, particularly on a place like Duke Street where you don't have a bunch of parking.

So the space for that tree really really matters.

Um, two more questions.

Friends who might learn, does Alexandria already have or will it make any commitments using native plants and pollinator privilege plants and it's sustainability plans?

I'm gonna probably look to some of our other folks.

I think the answer is excellent more.

Um I think the short answer is we have landscape guidelines that encourage data plantings, if that's Ricketh.

Excellent.

Um we implement micro grids for sustainable electricity.

Um, that's probably a very detailed dive.

I think the short answer is we think about development.

Uh you know, we've done sort of district-wide energy, we've done sort of geothermal discussions, we've talked about micro grids, lots of different options.

I think um we talked about technology.

I think the important thing is we think about how we're covering and saving energy and needs sustainable technology is gonna be a big target, which we had more time to talk about it because it is evolving, changing rapidly.

I think it's going to be something more than we've done in the past.

Have you calculated the amount of public investment needed to get ethical improvements started for the market with the public for the private improvements?

I think one of the things, good question, one of the things Hillary talked to the numbers, there's a lot of money being invested in.

And that is that is sort of public private funding.

And I think the goal is that will be the incentive for the development to paper and stuff.

So the L State Parks, the LC sidewalks, the streets.

In our city, that's something we normally do through our multiple pieces.

So with that open there to wonder.

Okay, got a couple.

I'll try to be quick.

Uh, during the meeting meetings regarding Duke Street Motion, there were suggestions to add a second lane to the ramp or Duke Street East Telegraph Road.

What happened to that idea?

Well, going peacebound.

Um, if you are coming peacebound and you want to get right onto the existing ramp that we all know backs up, the answer is no.

Um, we that said we cannot do that.

There's not enough physical space to do that.

However, as part of the Duke's request mail run project, there will be a new left chart that will give you additional access to telegraph.

Are there any long-term plans for larger infrastructure investments?

Like a metro or bus lanes along book street, not a metro, but yes, bus lane, it's the entire group street transit way project.

Um, please visit Alexander AVA.com/slash ducstreet promotion.

There's concept plans, uh, and it shows you throughout the different segments along Hood Street, the different types of lanes that we would be implementing because we all know dude street changes quite a bit.

So we have center running lanes in some areas, fixed traffic in some areas, bus lines going one direction in some areas.

Um, but yes, that is a major infrastructure project for us that is in design.

Excited about the changes and focus on safety.

The speed limit is now 35 miles per hour.

Should we expect the limit to be dropped or lowered?

I think this is something we look at through our vision zero program.

We've reduced the speed limit on a number of corridors.

Right now, Duke Street's very much designed for 35 miles per hour, but go much faster as we are redesigning this street to uh some of that traffic be safer.

That is absolutely something we might consider.

We are going to be revisiting our vision zero action plan uh in the next year or two.

And and so in the first plan, speed was the number one community concern as it pertained to traffic safety, and so we will see if that is still the observed of the plan.

Um not sure where this question does.

Will there be enclosed bus stops, city protection from wind rain, even sun heat?

Um it's part of the new street in motion plan.

The uh we have an amazing team that has been doing our bus station designing efforts, and they looked at all the different directions of the wind, the sun, and they have a designing these amazing station that really tried to make them as comfortable for people based on their location as they think we need to have flow of air in the summer, shade in the summer, protection from wind, protection from elements in the winter.

So, yes, those are I'm gonna jump right in with one question.

I only get one.

Um, so this question is have you ever released the results of the surveys so that we can see them?

So this is relevant to all the engagement data that we've collected.

The answer is yes.

Uh, also, if you are interested in finding the um uh maps that Hillary just mentioned, you can find them on the uh Dew Street Emotion website.

If you can't find that, it is linked at the bottom of our web page too.

So if you go to the Duke Street Landing Plan webpage, you can scroll all the way to the bottom.

There's probably at this point 12 links to other related projects because that's how much work the city is doing in this area.

Um, but more importantly, you can find every piece of engagement data that we have collected through this planning process, both in raw and summarized form on the web page.

So if you would like to read the summary of this of the community poll that we did last summer, you can read the summary.

If you would like to read through the raw data, you can also do that.

And that will be the case for all the data that we continue to collect for the rest of this process as well.

Great.

Uh, one last question.

I think Florida does more works about.

So uh, why is there an interest in currently Wheeler Avenue as is given the uh development in Eisenhower Avenue?

And I think logical question, there's more density to the South of that.

Could we redevelop that?

I I think our discussion with the business owners.

Uh, I've talked about this in previous discussions.

Uh, this is probably the most affordable location for small businesses with entrepreneurs in the entire city.

We looked at cost per rent per square foot, talked a lot of the businesses, Christian.

Over is your question of how many businesses?

Over 250, yes.

And probably one of the consistent things is when I open a food truck, I can afford to go to work in order here.

And if the rent goes up substantially, I don't think I can get anything.

So the rent and affordability on Wheeler Avenue is really really important.

So we made a decision not to increase that city.

I think we'll use one more question.

I have one state that has a couple of that lines.

Just this one is quickly about how the community can better understand what's happening once our signals right.

You guys are out there, you experience them.

So we are please visit our website.

We're trying to get it updated and really easy to use, but um Alexandria VA.gov slash star mobility, and that's where we are posting all of our information.

Also, our department is really trying to do a good job of our social media and uses to let people know when to expect delays, when there's going to be disruption from construction.

Um we have a lot of information on our spark mobility website on all the different projects that we are doing in at some point.

Happy to do a community meeting, kind of share all the different projects that are happening and how they are.

We'll try to be quick.

Well, then a car trips could realistically be made by walking by Kingdoms transit the same infrastructure were provided.

You can think what number you might want to insert there, but the bigger issue is whether or not you're coordinating your land use with a working several communities where they've either invested heavily and we transporter, but didn't do the land use planning appropriately around it, uh, and vice versa.

And so again, my message tonight is really about that coordination that's kind of taking place right here right now.

Um, what other options besides congestion pricing and sins use curge regional traffic?

And I think you know, generally speaking, we've had a lot of conversations tonight.

The design of the street, whether it feels welcome for regional travel or not, has a huge influence on whether or not you attract regional traffic.

Um so I would argue that one of the biggest things literally is how much version there may be and what kind of travel speeds can be anticipated as we really the largest influencer on that regional traffic.

Um here's an interesting one that I think relates to the design.

Can we use parallel traffic farming in residential streets to help reduce any impacts uh from improvements to Duke Street?

And I believe that uh that should be your expectation, right?

You have traffic farming program here, so if it's observed that that's a problem or potentially part of the implementation process, you could be uh proactive and install some of that at the time, so you're trying to get in front of that.

That was good idea.

And then I want to make one last attempt at uh another question related to trip chip.

So the question is can you explain a bit more about how different types of development can have differing traffic impacts?

My rule I want to use an absurd example, but it is relevant.

Uh an apartment complex.

Someone else asked a similar question and was trying to understand apartments generate more traffic, clearly.

Um, but if we could work to compare a set of apartments in comparison to something simple like the gas station, I want to remind you don't need to find a trip that's if someone goes to the gas station, it's a trip that comes in, they fill up, they leave.

That's a second trip.

Similarly, an apartment complex populated with people that have varying responsibilities in labs, and a lot of folks are working.

So in the morning, for example, you would expect to see a large percentage of folks would be exiting their apartments and going to work.

That's true, they're generating traffic.

But while they're gone, they're not generating trips like that commercial land use is throughout the day.

That's why mathematically and statistically, we see higher trip generation during the peakers, especially for those commercial land uses.

Uh traffic engineers publishes a document that manually gets updated.

It's the trip generation manual.

And so they look at a whole variety of land uses in different context areas, and they do specific studies to ensure that this information is modernized over time as trip generation characteristics change.

We've got really good survey about trip generation characteristics.

All right, we have one more question.

Um we have a uh lot of questions tonight, which is great.

Um this is about parts, by the way.

We talked about the desirability parts of grass and permeable surface.

How many parts of grade spaces are being converted to our initial turf?

Is that being that's it perfectly?

I think it's sort of answering this plan.

We have not talked about converting any of the existing parts artificial turf um that has been done out throughout the city that isn't part of this conversation.

Um so uh hopefully that's able to answer your question, but that's not part of part of this process part of this conversation.

So I I know it's late, I'm gonna be mindful of everyone's fine and respectful.

Um first of all, I want to thank you tonight uh for hanging in there with us.

Number two, great questions.

Number three, Christian, raise your hand again.

His email is on our website.

Please reach out to him uh and we will get back to you.

And uh again, thank you, and hopefully you'll continue to be part of the process.

Thank you, everyone.

This is exactly what you hear.

Okay, uh just