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Bonn: So we actually consulted traffic engineering staff and this has been brought up in the past. It would need to get vetted a little more fully before we could realistically consider it as an option. So, there were a couple of issues that Mike Tassano had brought to our attention, one being parallel parking on the right side of the roadway tends to be problematic when you have a one-way system. So that's something to consider. They had heard in the past that businesses at the end of this segment; at the end of the one-way segment sometimes are concerned that they're "last" on the route as opposed to if you had a two-way system, they could just as easily be first as opposed to being last. And, with the residential element on Peters, a one-way design could reduce access to and from the homes. So those would all be things to consider. Weinstein: I think if I could highlight what Shweta said as well, I think cities in recent times have been relatively skittish about converting two-way streets to one-way as well. In addition to the reasons Shweta cited, traffic tends to go faster on one-way streets so there are safety issues involved. Shweta talked about economic vitality, navigation is also made more complicated when you have a one-way street. A lot of drivers get confused when they see a series of one-way streets they can't turn on, so people end up driving more and cities seeking to reduce congestion, for good reason, are skeptical or concerned about converting two-way streets to one-way streets. Chair Balch: I know Mr. Tassano's not here but is there an evolution of streets in small towns? For example, do streets in cities and towns start off one lane each way and then convert to one way? Weinstein: Cities have developed in lots of different ways in the U.S. over time and you have to remember that a lot of cities started without motor vehicles at all. People used to ride horses or carriages. I think the trend in sort of the immediate post-automobile era when automobiles first came on the scene, and especially starting in the 1940's, 50's and 60's was to really get traffic through cities as quickly as possible, and so I think in that period a lot of streets in major American cities converted to one-way patterns, at least in downtown areas, but the trend has been the opposite in recent past as cities have tried to become more pedestrian-accessible. Commissioner Ritter: I just wanted to add that I found a study done in 87 urban areas, by Arizona State University researchers, that shows that Uber reduces traffic congestion. It just shows that by introducing the Uber concept, it did reduce traffic congestion, and I just thought I could share this with everybody. It's an interesting report from 87 different urban areas. Balch: Okay. I attended a conference for Planning Commissioners in the State of California down in LA recently and parking was a hot topic, so I will disclose that I went to that conference and a couple of things I'll mention from that which I may be basing my decision on are, there was a presentation about parking meters. It was a heavily advocated-for presentation because the theory was that if you design them to be smart enough to be a supply-demand based system, so if there was strong demand, the price would go up and then it would cause people to go to auxiliary streets because they would be cheaper. I believe he mentioned that Palo Alto and San Francisco have implemented it and have seen drastic improvement. The way they do it is they adjust EXCPERT: PLANNING COMMISSION MINUTES, March 8, 2017 Page 3 of 10