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Politics


If you live in Arlington or DC, your vote matters on Tuesday!

Virginia had its presidential primary long ago and DC's Democratic primary Tuesday won't affect who wins the nomination. But if you're a Democrat in DC or any voter in Arlington, your vote will absolutely matter in local races. Please vote!


Erik Gutshall (Arlington) and Robert White (DC).

Greater Greater Washington has endorsed Erik Gutshall for Arlington County Board and Robert White for DC Council at large, and Vincent Gray in Ward 7.

Why it's important vote in Arlington

Arlington's race may see low turnout because there's no federal or statewide contest at the same time, but the county board race will have a big impact on the future of Arlington. It's an important election.

Decades ago, Arlington was a declining inner-ring suburb where even getting a Home Depot was a faint hope. But a strategy of creating urban villages around the new Metro system has transformed the county into a national model.

The strong tax base from these urban areas (it gets 60% of its tax revenue from 11% of its land) let the county keep taxes low and services high. But when the recession, sequestration, and BRAC took a big bite out of office occupancy in Arlington, it created an opening for ambitious politicians to attack the county's leaders and appeal to voters who'd rather the county do less rather than more.

Libby Garvey was one of them. She has never articulated a strong vision for moving Arlington forward. For Arlington to retreat into mediocrity by slashing its ambitions to build a better place to live risks sending Arlington back to the past.

Erik Gutshall has demonstrated his commitment to a strong future for Arlington as a member of its planning commission. Also, as the owner of a home services business, he knows what it will take to woo businesses (and keep the county from driving them away); how to spend responsibly but also invest as necessary.

Residents of Arlington can speak loudly on Tuesday for a forward-looking—and responsible-spending—county by showing up to the polls and electing Erik Gutshall.

The primary is open to people of any party registration and all county board seats are elected at large, so all eligible voters can participate. Find your polling place here. Polls are open from 6 am to 7 pm.

Why it's important to vote in DC

While everyone on the DC Council is either a Democrat or a lifelong Democrat registered as an independent, that doesn't mean there aren't big differences between members—liberal versus conservative, urbanist versus not, motivated by a desire to improve DC versus personal ambition.

Too much (often all) of the political coverage is about things like who is on the "Green Team" or not, who's angling for another political office or not, and so on. That's mostly garbage. Greater Greater Washington focused on important issues facing the city, and if you agree with what we talk about, it's important to try to figure out which candidates actually would cast good votes on critical legislation.

Vincent Orange rarely does. Often it seems he doesn't even care about the issue, but is interested in angling for some political advantage, like when he agreed to flip a position on a key tax policy vote in exchange for an earmark for a parade at a theater whose board he's on.

I've talked to Robert White many times and he absolutely believes in the basic values our community holds dear. If you don't believe me, believe all of the other urbanist, environmental, and progressive groups and individuals that are supporting him.

David Garber also shares these values, but White has more experience, more political support, and the best chance of winning. From the beginning, I said I hoped people would figure out which of the two has the strongest support and all run to that side, hard as it might be for some.

Vince Gray was a dedicated, solid supporter of good urbanism, of a sustainable DC, of walking, biking, and transit, of adding housing to keep prices affordable, and much more. He's running against Yvette Alexander, one of the councilmembers who's been most consistently and openly contemptuous of the vision for DC we share here at Greater Greater Washington.

While allegations in a long-running investigation are potentially quite serious, that investigation was concluded with no charges, and he was objectively excellent on policy. Quite simply, having Gray on the council will shift a lot of votes in the right direction, and that matters.

Find your polling place here. You must be a registered Democrat in DC to vote in the Democratic primary (and no other party has a contested race).

Politics


For Arlington County Board: Erik Gutshall

On June 14, Arlington Democrats will choose a nominee for one of the five seats on their county board. We encourage voters to support Erik Gutshall in his efforts to unseat incumbent Libby Garvey in the Democratic primary on June 14.


Erik Gutshall. Image from the candidate.

Erik Gutshall has served Arlington well as a member of its planning commission and wants to bring a forward-looking philosophy to Arlington. He told Saty Reddy, "Are we going to stay true to progressive values or turn inward and insular? Does Arlington want to be push bold ideas, or be stagnant?"

On housing, Gutshall wants to ensure that middle-class residents have opportunities to live in Arlington as well, by adding more "medium-scale, neighborhood-density" housing. Arlington has built many high-rises, but has added no residents in many other neighborhoods.

On transportation, he has committed to finding a good solution to transportation needs along Columbia Pike, for strengthening bicycle infrastructure and pedestrian-friendly design. He will make it a priority to identify solutions to Arlington's school capacity problems and supports funding for the county's recently-passed affordable housing plans.

Overall, Gutshall has demonstrated a strong grasp of the challenges facing Arlington and an ability to work with others to find solutions.

Why you should not vote for Garvey

Libby Garvey, his opponent, has not demonstrated these qualities. She is often surprisingly poorly versed on policy issues and has not built consensus toward solutions.

She has said things we like on issues including development and pedestrian or bicycle infrastructure. But on other issues, her statements worked as political sound bites but were logically nonsensical.

With Columbia Pike's streetcar now long dead, Garvey continues to promote false choices that obfuscate rather than enlighten.

When Saty Redy interviewed her, she cited Bus Rapid Transit (BRT) as a possible transportation approach. The Institute for Transportation and Development Policy, one of BRT's biggest backers, says a BRT line needs to have "at least three kilometers of dedicated bus lanes" to be true BRT. That's not possible on Columbia Pike.

Back when the streetcar debate was raging, opponents continually showed pictures of buses in dedicated lanes like in the suburbs of Eugene, Oregon despite there being no space to fit such things on Columbia Pike. When pressed, they acknowledged that there wouldn't be a dedicated lane on Columbia Pike, but then kept talking about how great BRT is in other cities.

Garvey was at the time not overtly a part of the opposition group, but even now as board chair, she continues to push that same misleading idea. She mentioned Los Angeles' rapid bus system and said 90% of US BRT lacks dedicated lanes. But what Garvey didn't say was that most of LA's buses aren't BRT (only the Orange Line in the San Fernando Valley, which has a lane) and that most BRT advocates are really frustrated at how many cities claim their buses are "BRT" but aren't.

It's politically convenient to use a term that sounds great and then build not-great transit. Rail in mixed traffic might not have been so great either, but had other benefits like capacity. Garvey and other opponents were not, and still are not, willing to debate on the actual pros and cons of the issue; instead, they pretended, and now pretend, that there's a magic transit solution out there which only they have the courage to implement.

On I-66 widening, county officials had a solid agreement about what to push for and what the county would give up, and had reached consensus with state legislators. But several Arlington leaders say Garvey then undermined that consensus and Arlington's unified front in direct conversations with delegates. In the end, the legislature pushed through a worse version of the I-66 plan.

Garvey sounded compelling on development in our interview. Saty Reddy wrote, "Garvey would like to loosen zoning laws and housing regulations to allow more flexibility when it comes to developing residential units. This includes everything from streamlining the process for developers so smaller projects become more economically feasible to easing restrictions on accessory dwelling units and promoting affordable dwelling units, she says."

But votes she has made against funding affordable housing are troubling. There's a dangerous trend in Arlington of affluent neighborhoods turning against funding for projects, whether transit, housing, or others, in less-wealthy south Arlington.

Garvey won office in part on the wave of that sentiment, which ultimately drove three of the county board's long-serving members to step down. Those leaders have been attacked unfairly for their efforts to make Arlington a better place.

Even if they made some mistakes, they wanted to move Arlington forward. Garvey has not shown the drive to do this. Gutshall says he will. He deserves that chance.

All registered Arlington voters regardless of party are eligible to vote in the Democratic primary on June 14. Find out where and how to vote here.

This is the official endorsement of Greater Greater Washington. To determine endorsements, we invite regular contributors and editors to participate in a survey about their preferences and opinions about upcoming races. The editorial board then decides whether to make an endorsement. No Arlington County employees participated in any way in the survey, deliberations, final decision, or writing for this endorsement.

Bicycling


10 big ideas for making Arlington even more bike-friendly

Arlington is one of the best places in Virginia for getting around by bike, partly because the county has been willing to push the envelope on designing streets to be bike-friendly. With the current bike plan up for an overhaul this winter, here are 10 ideas for how Arlington can continue toward building a world-class bike network.


Photo by Joe Flood on Flickr.

The current Bicycle Element of Arlington's Master Transportation Plan was written between 2005 and 2007, then adopted in 2008.

These are the plan's four major pieces:

  1. Policies: The current plan sets a number of policy goals, from infrastructure-oriented ones like "complete the bikeway network," to cultural, like "create a community culture that embraces bicycle use as a mainstream travel mode." Each policy includes several actions which provide the high-level guidelines for supporting cycling in Arlington, and they're supposed to guide county staff.
  2. A proposed network: There's a proposed network in the current plan - it lays out all of the streets where bike infrastructure is proposed plus an assortment of recommended routes on quiet neighborhood streets. Unfortunately, it's riddled with gaps, and many of the parts that are contiguous are only that way because they're connected by sharrows. This is a major weakness of the existing plan, as it focused on what was easy and cheap rather than on what would create a robust network. When the going got tough, the street got sharrows.
  3. Specific projects: The plan lists out a series of projects for bringing the network together. But aside from stating a loose time frame (long-term, medium-term, or short-term), the plan doesn't say which should get priority, what the schedule for building them should be, how much they might cost, or where the money to pay for them might come from.
  4. Design standards and a Maintenance Plan: This part of the plan is a product of its time. It outlines how wide bike lanes should be, how trails should be built, what materials to use, and more. The listed standards are state-of-the-art... for 2007. Protected bikeways get no mention because they didn't really exist in the US back then.
It's time for a new plan

Since the plan was written, Arlington has implemented the vast majority of the network that the plan laid out. The Shirlington Connector has gone in beneath I-395, as have many miles of bike lanes as well as signs that direct riders through a bunch of quiet neighborhood bike routes. There's also a completed design of the Washington Boulevard Trail.

But a number of groups have also pushed the county to update its old plan, including several of its own advisory commissions. County staff are supposed to follow the county's plans, and without an updated bike plan, staff are on tenuous ground if they try to proceed with building protected bikeways or adding additional bike facilities beyond the disjointed network that is currently laid out.

In other words, as development projects move forward in Arlington, building bike infrastructure to accompany it is going to be difficult unless the Master Transportation Plan calls for it.

As part of the budget process, the county board has directed staff to report back this fall with an outline of how to update the plan. Here are 10 suggestions could help make Arlington a place where everyone who is interested in riding a bike can feel safe and comfortable doing so.

1. Set tangible goals

The goals set out in the current bike plan are generally vague and include things like being "one of the nation's best places to bicycle." The only concrete goals listed were to double the percentage of bike commuters between the 2000 and 2010 Census and to achieve the League of American Bicyclists' gold level Bicycle Friendly Community status by 2011. The problem with both of those goals is that it was impossible to tell whether the plan was sufficient to achieve either of them (it turns out, it was not).

Tangible and measurable goals would go a long way toward shaping a plan that can achieve its overarching goals. One example might be "A complete, connected, low-stress bike network that extends to within 1/4 mile of every residence and business in Arlington by 2030". That is the kind of actionable goal that you can create a plan around, and use for measuring success.

2. Build a complete, connected network

Arlington's current bike plan proposed a network based primarily on what could be accomplished cheaply and easily. If a street didn't have room for bike lanes without removing parking or travel lanes, the plan recommended sharrows no matter how important the connection was in the overall network. It also glossed over street crossings, often having designated bikeways cross major high-speed arterial streets without any accommodation like a HAWK signal or full traffic signal.

With support for cycling and sustainable transportation growing over the last decade, Arlington's new plan could aim higher—for a network that makes sense, that gets you everywhere you might want to go, and does so efficiently.

3. Use modern, low-stress infrastructure

Protected bikeways aren't mentioned anywhere in the existing plan, largely because they didn't really exist in the United States at the time, or at least weren't popular. The existing plan from the late 00s predates the 15th Street and Pennsylvania Ave protected bikeways in DC, and came together when sharrows were new and exciting infrastructure.

A new plan can incorporate all of the innovation and new research that has taken place around bike infrastructure since the mid-2000s. We now know that it takes more than just paint for people to feel safe on our streets, especially on larger main roads. It could supplement Arlington's existing abundance of quiet neighborhood streets with protected bikeways and additional signalized street crossings to support travel along and across arterial streets.

4. Give cost estimates

The existing plan lays out a list of projects, but with no indication of what each will cost. Going into sufficient detail to get a very accurate cost is likely well beyond the scope of a plan and those estimates would likely change significantly overtime, but there is great value in at least determining the order of magnitude of the proposal's cost. Will a project cost thousands of dollars? Tens of thousands? Hundreds of thousands? Millions?

5. Give criteria for setting priorities

After laying out a proposed network and figuring out what projects are needed to achieve that network, the next step is prioritization. Which projects do you do first? Which will do the most to achieve your tangible goals, and which projects get you the most bang for your buck? This is another reason cost estimates are important.

Every 2 years, the county puts together a 10 year Capital Improvement Plan (CIP). This is essentially the county's planned budget for major infrastructure investment—building new parks, buying new buses, repaving streets, replacing water mains and much more. If it's a major capital investment, it gets laid out in the CIP. If it isn't in the CIP, it's not on anyone's radar to get built in the next decade.

Having a prioritized list of bike projects and a clear picture of why those projects are most important would help greatly when determining which projects need to go into the CIP, when they should be scheduled for and how much needs to be budgeted.

6. Have a plan for land acquisition

In many places, it is difficult to achieve a safe, efficient, or comprehensive bicycle network because the county simply doesn't own land in the place where it needs a connection. The Columbia Pike Bicycle Boulevards are a great example of this. They are intended to provide a bike-friendly street that parallels the not-at-all bike-friendly Columbia Pike, but they don't continue as far as they need to to provide a legitimate alternative to Columbia Pike, because the land needed is in private hands.


Land needed to extend bicycle boulevards. Areas in pink cannot be built without additional land. Map from Arlington County, modified by the author.

There currently isn't a defined mechanism for the county to acquire land for transportation purposes. The updated bike plan should determine what parcels are needed, prioritize them and create a mechanism for the county to watch for these to come on the market and acquire them.

7. Include a plan for Vision Zero

Safety is the #1 reason that people don't ride bikes. Building out a low-stress bicycle network is part of addressing safety, but it isn't enough. The updated bike plan should lay out a multi-pronged, inter-departmental plan for eliminating bicycle and pedestrian fatalities and serious injuries that includes street design, street operations, enforcement, education, and outreach.

8. Focus on equity

Despite the stereotype of rich white men in lycra, many people who bike for transportation do so out of necessity to get to their jobs in a cost-effective manner. Sadly, those voices are rarely heard at planning meetings or in county board rooms. The bike plan should address this problem head-on and ensure that the planning process seeks out those missing voices and that facilities and amenities are distributed in an equitable manner.

9. Include a schedule

If the plan includes tangible goals, a proposed network and a prioritized list of projects with preliminary cost estimates, the plan can also include a schedule for implementation. The process of determining the schedule would bring the community face to face with the realities of budget for implementation vs time to implement the plan, which is a very important conversation to have. Nobody wants to spend six months building out a robust plan around a shared vision and then find out that the budget we've created for implementation means it won't be complete until 2050.

10. Add new trails

In many ways trails are the highways of the bicycle network. They have mode-separated crossings and many of them are long-distance routes that traverse jurisdictions. Arlingtonians love their trails and want more of them. In a recent statistically-valid survey, Arlingtonians listed paved trails as the most important recreational amenity.


Survey graphic by Arlington County.

Despite this, Arlington has built very few new sections of trail in recent memory. The updated bike plan should look for opportunities to expand the trail network, especially when it can add connectivity to existing trails across the region. With the recent release of the National Park Service's Draft Paved Trails Plan, it appears Arlington may have a willing partner for the first time in many years. Now may be the best opportunity we have to build a trail connection to the south side of the Roosevelt Bridge, better connect Iwo Jima to the Mount Vernon Trail, build the long-delayed 110 Trail or even build a better connection from Arlington to the Capital Crescent Trail which is so close and yet so difficult to reach from much of Arlington.

What else?

What are your big ideas for Arlington's new bike plan? What does it need to succeed?

Politics


A chat with Arlington County Board candidate Libby Garvey

Libby Garvey is running for re-election to the Arlington County Board against challenger businessman Erik Gutshall. She wants to continue to streamline and ease county regulations to make it a place residents can call "great."


Libby Garvey. Image from the Arlington County Board.

Garvey is all about attracting people to Arlington, which she described as "a smart, capable, and educated community," in an April interview with Greater Greater Washington. Good transit, affordable housing (especially for middle income earners), education, and making the county friendly to businesses all play a part in this effort.

First, however, Garvey wants to set the record straight about her "initiative" as board chair. Her opponent, Erik Gutshall, has made a point of her comments to the Arlington Chamber of Commerce that her initiative was "no initiative." But Garvey says those comments were taken out of context.

"My push is to work on strategic planning, to get us thinking holistically about things," she says, pointing out that historically the incoming board chair would have a pet project or agenda—an initiative—that they would push forward. This process led to a new initiative every time there was a new chair, which is something she wants to avoid.

"Moving forward, if I've got an initiative I want to make sure my whole board is on board," says Garvey.

Good transit for Arlington is a priority

Garvey believes Arlington should provide people with "good transit," giving them the ability to get around the county without a car. Bus Rapid Transit (BRT) and other improvements to the county's bus network are an important part of this.

She points to the Crystal City Potomac Yard Transitway that opened in April and plans for a bus rapid transit line along Route 7 as examples of BRT investments in the county that are moving forward.

However, Garvey insists that dedicated lanes are not a requirement for BRT.

"A dedicated lane is something you want to have and would like to have but don't need it," she says.

Los Angeles has implemented what is "essentially" a BRT system without dedicated lanes, says Garvey, adding that 90% of US BRT does not have such lanes according to multiple experts.

She is likely referring to Los Angeles's Metro Rapid bus service. The dense network of frequent bus lines with limited signal priority across the county is widely considered a successful express bus network—just not BRT.

Transit experts generally agree that Los Angeles' only BRT line is the Orange Line busway, which runs in a dedicated transitway from the North Hollywood subway station to the Warner Center and Chatsworth in the San Fernando Valley.

"There are a lot of tools in the basket," says Garvey on transit improvements. A countywide transit development plan, which is likely to include things like signal priority and off-board fare payment for buses, is in the works.

One tool that is likely not in Garvey's basket is a streetcar. She is well known for her opposition to the Columbia Pike and Crystal City streetcars that were cancelled after the election of county board member John Vihstadt in 2014. She argued at the time that similar transit improvements could be achieved through improved bus service at a far lower cost.

I-66 could be a new source of revenue... and park space?

Garvey is watching the plans to widen I-66 inside the beltway in exchange for the addition of tolls from 2017 closely.

"We've been assured that when [the Commonwealth of Virginia] is talking about widening they're not going to widen the roadbed," she says. "We're watching very closely."

The compromise came after years of Arlington objecting to the widening of any of the highways in the county, including a controversial lawsuit against Virginia to stop the I-395 HOT lanes. Asked why the county did not object to the latest proposal, Garvey says she feels the county can achieve more by working with elected representatives in Richmond than by working against them.

"It's all about soft power," she says.

Garvey has some interesting ideas for how Arlington can use the revenue generated by the new tolls on I-66. For example, a BRT line on Route 50 could help alleviate some of the congestion on I-66, she says.

Another idea Garvey has for I-66 is acquiring the air rights over the freeway to build new park space. Discussions with officials over acquiring the rights that would allow Arlington to deck over the depressed highway are on going, she says.

The deck would have a lower level for parking and buses with new green space and pedestrian paths above.

"We need the ability to knit our community back together," says Garvey.

Schools and housing influence quality of life

Garvey stresses that she wants to make Arlington a "great" place to live. The topic is clearly an important one to her, as she repeatedly returns to quality of life and attracting new residents to the county in her comments.

A key part of this is keeping housing affordable, especially for those in the middle of the economic ladder. Garvey would like to loosen zoning laws and housing regulations to allow more flexibility when it comes to developing residential units. This includes everything from streamlining the process for developers so smaller projects become more economically feasible to easing restrictions on accessory dwelling units and promoting affordable dwelling units, she says.

"There's a lot of really local government regulations and code that we can look at and improve," says Garvey.

In addition, she wants to preserve existing affordable housing stock, like older garden apartments, when there is pressure to replace them with new development.

Quality education is key to a great Arlington for Garvey. County schools have improved from unattractive to new parents to ones that are considered a great place to raise kids during the more than 15 years since she first joined the school board, she says.

Garvey sees room for further improvement. She wants to bring Arlington schools into the twenty-first century by increasing access to technology and improve training opportunities outside the classroom, she says.

Improvements are also needed for the county's business climate. In addition to easing the approvals process for developers, Garvey wants to energize Arlington's economic development office to go out and actively recruit new businesses, especially technology businesses.

On the whole, Garvey focuses on largely process improvements—streamlining regulations to review the zoning code for example—for Arlington rather than hard goals.

The Arlington county primary election is on June 14th.

Public Spaces


Rosslyn's sidewalks are getting a makeover

Sidewalks are critical parts of where we live. They connect us to restaurants and businesses, make for a safe environment, and foster a sense of community. A plan for Rosslyn's future is focusing on making its sidewalks easier and more pleasant to use.


All images from the Rosslyn BID.

Cities today are focused on sustainability and on developing mixed-use areas, with businesses and residential sharing the same space. Passed in 2015, "Realize Rosslyn" is Arlington County's long-term sector plan to transform the city into a "live-work-shop-play" urban center. To make access by foot, bike, or car easier, one element of the plan is a call for smarter street designs wider sidewalks.

The plan also prioritizes expanded parks and public spaces and better access to public transit, including Metro.

In a separate but connected project, the Rosslyn Business Improvement District (BID) launched the Streetscape Elements Master Plan. During the planning process in 2013, the BID collaborated with Arlington County and Ignacio Ciocchini, a New York-based industrial designer, to develop the streetscape initiative that would extend the benefits of the public sector improvements envisioned by the larger plan down to the sidewalk and pedestrian levels.

To do this, the BID carried out a comprehensive look at Rosslyn's sidewalks to determine what was missing and what could help create a unified and active streetscape. The BID also studied examples of other dense urban districts that had successfully transformed their pedestrian environments.

After researching, the BID decided on what to install as part of the streetscape. New benches, newspaper corrals, and planters will improve the pedestrian experience; way-finding signs and a mobile informational kiosk will make it easier for visitors to navigate; bike racks will encourage multimodal transportation; and the mobile curbside parklets will support retail and dining establishments. Many of these elements are mobile, meaning they can be moved to where they'll best support the community at a moment's notice.

Combining form and function, the sidewalk elements also complement the unique identity of the neighborhood and the business and residential development happening all around us. For example, the perforated design used in many of the street elements, including benches and chairs, is unique to Rosslyn and derived from the window lights of prominent buildings on our skyline that were simplified and digitally transferred to form the pattern.


Benches with etchings of the Rosslyn skyline.

Currently, the streetscape project is in a demonstration phase: the public can see many of the elements at the corner of Wilson Boulevard and Oak Street. The hope is to eventually roll out over 600 elements in all of Rosslyn's 17 blocks.

A key aspect of this project was the proactive communication and collaboration between all of the stakeholders, from city planners and policymakers to business leaders and the public. While the Rosslyn BID leads the streetscape initiative, it has received immense support from Arlington County. The BID will use private money to fund the project.

The guiding mantra behind the Rosslyn BID's efforts has been to ensure that all development is people-centric and a reflection of the community's identity. Much like the BID did with the mobile vending zone pilot, the BID will be actively gathering feedback from the community and using that input to guide the next phase of the project as it expands to the rest of Rosslyn.

We hope that everyone who lives or works in Rosslyn—or who visits from DC and elsewhere in northern Virginia—will come and experience our new streetscape elements and let us know what you like, what can be improved upon and what additional steps we can take to build a better Rosslyn.

Transit


Crystal City's Metroway BRT is open and carrying passengers

The Crystal City Potomac Yard Transitway officially opened on Sunday, upgrading Metroway bus service to bona fide bus rapid transit in Arlington.


27th & Crystal station. All photos by the author.

Metroway runs between Pentagon City and Braddock Road Metro stations. For much of its route between Crystal City and Potomac Yard, it runs in dedicated bus lanes, making it the Washington region's first real foray into BRT.

The Alexandria portion of the transitway opened in 2014. Arlington's portion through Crystal City opened yesterday, Sunday, April 17.

Through Potomac Yard, the transitway runs in a totally exclusive busway—a completely separate road from the regular lanes.


27th & Crystal station.

Stations in the busway have substantial arched roofs and attractive wall panels.


South Glebe station.

Through Crystal City, bus lanes and bus stations hug the curb.


18th & Crystal station.

Since northbound buses run a block away from southbound buses, bus stations are smaller through this section. They're more like large bus stops.


23rd & Clark station.

Crystal City is pretty quiet on Sundays, so there weren't many opening day riders, and buses only came every 20 minutes. During the week there'll be a lot more riders, and buses will run every 6-12 minutes depending on the time of day.

Head over to Crystal City and check it out! Or see more pictures of both the Arlington and Alexandria transitway sections via Flickr.

Cross-posted at BeyondDC.

Politics


A chat with Arlington County Board candidate Erik Gutshall

Arlington businessman Erik Gutshall has thrown his hat in the ring for the county board democratic primary, challenging incumbent Board member Libby Garvey.


Erik Gutshall. Image from his campaign.

A resident and former civic association president of Lyon Park, it would be easy for Gutshall to sit back and hope that the democratic electorate punishes Garvey for endorsing independent John Vihstadt in his successful 2014 election to the county board. The result there was the death of the Columbia Pike streetcar along with Board members Walter Tejada and Mary Hynes deciding not seek re-election.

Gutshall, however, views his race as more a referendum on the future of Arlington than one on Garvey's actions in office.

"Are we going to stay true to progressive values or turn inward and insular? Does Arlington want to be push bold ideas, or be stagnant?," he said in an interview with Greater Greater Washington. According to Gutshall, Garvey told the Arlington Chamber of Commerce that her initiative was "no initiative."

Gutshall has Planning Commission roots

Gutshall is a proponent of smart growth. He has worked on the Arlington County Planning Commission for almost three years and understands how important it is to develop urban, mixed-use districts, like the Rosslyn-Ballston corridor that is known nationally as a prime example of transit oriented development.

He has also been a member of a number of local committees, ranging from the Western Rosslyn Area Planning Study Task Force to the Site Plan Review Committee involved with Clarendon area projects.

Gutshall says that his background provides him with a solid understanding of how to balance urban planning with economic development, noting that the latter drives the ability to effectively accomplish the former. Without urban planning, he says, Arlington could end up a developer-driven, auto-oriented suburb like Tysons Corner.

He also believes smart growth is connected to all of the other issues that affect Arlington. For example, on the issue of Arlington county schools, Gutshall says "it is important to incorporate school development into long-range land use and transportation planning."

"We have to look at how many students a density plan will result in and how transportation systems would address this," he says. "We have to be forward thinking, rather than just coming up with short-term solutions."

When it comes to housing costs, Gutshall points out that Arlington has done a great job keeping single-family homes while encouraging high-rise development. However, it has not accomplished its goal of building intermediate housing—something he calls the "missing middle"—for those who earn between 80% and 120% of area median income (AMI), he says.

In order to attract the best employees for the new Arlington business climate, Gutshall advocates for market rate housing alongside housing affordability. Although Arlington has seen a decline in commercial high-rise occupancy, it continues to push forward in becoming a hub for technology and health-oriented small- and medium-size businesses even as it faces stiff competition from other developing communities, such as Tyson's Corner.

He's also a local business owner

Gutshall brings a unique background of both business—he owns the home improvement contractor business Clarendon Home Servicesand civic engagement to the county board race. He hopes this background will help address some of the major issues that resulted in former county board member Alan Howze's loss to Vihstadt in 2014.

The Arlington County Board frequently gets criticism that it ignored the concerns of residents, and Gutshall points to his successful business as reason to believe he would help reverse that course—losing the trust of customers, the thinking goes, is a costly endeavor.

Transportation is on Gutshall's radar

Gutshall says widening I-66 is not consistent with smart growth. He says the original compromise, which would have delayed widening 66 for at least five years until multi-modal improvements have a chance to reduce congestion, was a good deal. He doesn't think so about the more recent regional compromise announced in February, in which the Virginia Department of Transportation (VDOT) will build a third lane in each direction on the interstate to Fairfax Drive inside the Beltway. In exchange, outer-suburb legislators will support the governor's plan to convert the current peak-direction HOV-2 operation to HOT-2 lanes.

Gutshall notes that Arlington will have a seat at the table and be able to use toll revenue to develop other modes of transportation, like bike trails, bus service, and Metro.

Arlington has long opposed widening I-66 inside the beltway, favoring instead more of the alternative transportation options Gutshall mentions.

One thing Gutshall says he would do if elected to the council is push for Arlington to have an advanced transportation system, though he's not firm on exactly what that system would look like. This would undoubtedly include some form of improvements along the Columbia Pike corridor, though he agrees that the streetcar there is dead.

Correction: The original version of this post said that Gutshall supported the most recent I-66 widening deal. He emailed us to clarify that he supported a previous agreement, but that he sees the recent regional compromise as "short-sighted and disappointing."

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