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A
Anyone
that
looks
at
our
agenda
right
now.
We've
had
some
and
we
have
quite
a
few
scheduled
in
the
near
future,
and
all
of
them
are
really
policy
and
substantive
based
this
one
on
the
TDP,
with
a
particular
focus
at
points
at
Columbia
Pike
in
the
premium
transit
is
one
that
we've
been
planning
for
for
a
while.
A
But
a
lot
of
this
really
is
on
trying
to
dig
deeper
into
some
of
the
questions
that
have
been
raised,
particularly
along
Columbia
Pike,
about
how
we
ensure
that
we
are
what
premium
transit
means,
what
it
doesn't
mean
and
how
we
can
make
it
as
premium
as
we
can
so
mr.
manager
I'll
turn
it
over
to
you
and
see
he'd
like
to
talk
first
Thank.
B
You,
mr.
chairman,
consistent
with
our
commitment
to
report
back
in
the
second
quarter,
we've
done
it
with
three
days
to
spare.
So
here
we
are
and
I'm
gonna
turn
it
over
to
Lynn
who's,
going
to
give
us
a
summary
of
what
we've
done
to
date.
Since
the
board
adopted
the
TVP
last
year,
what
it
is
we're
working
on
and
what
are
some
of
the
future
challenges
we
face.
So
Lynn.
C
It's
oh
there.
It
is
okay!
Well,
thank
you.
Thank
you.
So
much
and
good
afternoon,
everyone
glad
to
be
back
in
front
of
you
to
share
where
we
are
with
our
transit
development
plan.
As
you
are
aware,
it
was
adopted
last
July
and
thank
you
doing
this.
It
was
adopted
last
July
and
is
a
ten
year
plan
as
we
look
at
how
we
are
looking
at
transit
services
in
the
county,
the
transportation,
the
transportation
development
plan
also
includes
what
capital
improvements
we're
preparing
to
do
over
the
course
of
the
next
ten
years.
C
Just
to
let
you
know
that
the
TDP
actually
represents
the
largest
restructuring
of
service
in
Arlington's
history.
This
is
a
major
major
deal
and
just
to
remind
you
that
the
goals
and
strategies
that
we
had
that
guided
our
planning
process
for
the
transit
development
plan
also
continues
as
we
go
through
our
implementation
phase,
which
is
the
phase
that
we're
in
now
and.
D
C
We
are
so
these
are
the
items
that
we
have
accomplished
to
date
and
just
I
won't
go
through
all
of
them
with
you,
but
went
one
things.
A
couple
things
I
wanted
to
highlight
are
the
Metro
bus
16y
service,
which
we
heard
a
lot
about
as
we
were
going
through
the
TDP
process
and
even
as
we
were
talking
about
it
during
the
budget
phase
and
just
wanted
to
share
with
you
that
there
were
overcrowding,
issues
that
were
discussed
at
that
time.
C
Since
then,
as
a
matter
of
fact,
as
of
last
December,
we've
added
additional
trips
in
the
morning
in
the
afternoon,
which
has
addressed
the
overcrowding
issues
so
that
has
gone
away
and
also
I
would
highlight
on
the
art
route
43.
That
service
was
actually
expand.
When
safetrac
came
aboard
last
May,
it
was
primarily
running
and
that
during
the
peak
periods,
but
now
we're
running
all
day
and
I
would
say
that
right
now,
I
looked
at
the
numbers
and
we
were
carrying
about
500
people
a
day
before
we
expanded
the
service.
C
Actually,
last
month
we
opened
the
Crystal
City,
multimodal
Center,
which
has
been
getting
significant
use
since
we
opened
it
our
light
maintenance
facility,
we're
excited
that
it
is
substantially
complete
now
and
we
anticipate
moving
in
over
the
course
of
the
next
month
and
expect
to
fully
be
in
by
August
1st.
So
that
is
a
good
news
story
for
us.
We're
very
excited
about
that.
I
just
also
wanted
to
highlight
that
we
have
completed
improvements
to
the
bus
stops
ad.
C
So
our
what's
coming
up
for
us
our
TDP
recommendations
for
this
summer
of
2018,
we
are
focusing
on
actually
providing
service
or
taking
over
some
metro
bus
service
on
the
22
line,
but
that
is
actually
that
was
it
as
a
TDP
recommendation,
but
it's
actually
tied
to
our
art
fleet
purchase
and
what
comes
out
of
our
Columbia
Pike
implementation,
planning,
the
art
route
55
and
the
Metro
bus
route.
Two
way
actually
started
expanded
service.
This
past
yesterday
and
Sunday,
and
that's
based
on
funding
that
we
have
received
from
the
I-66
toll
revenue
funding.
C
We
also
intents
anticipate
expansion
of
the
art
routes,
41
and
45,
and
the
big
thing
that
we've
been
focusing
on
is
implementation
of
the
premium
transit
network
on
Columbia
Pike,
and
this
is
in
addition
to
the
expanded
service
on
art
routes,
41,
45
and
74.
All
of
these
are
on
schedule,
as
as
of
this
date,.
A
E
A
clarifying
question
on
the
previous
slide
of
the
timeline
I
know
we
had
talked
I
think
it
was
in
the
last
couple
months
about
that.
The
implementation
of
the
pay
premium
transit
network
being
delayed
as
a
result
of
safetrac.
Can
you
speak
to
his
this?
Does
this
represent
a
gaining
again
of
time
where
we
back
on
track?
Can
you
speak
to
that?
We're.
C
Actually,
back
on
track,
as
we
start
at
this
process,
the
plan
was
to
after
we
received
them
approved.
The
TDP
was
to
actually
begin
the
planning
phase
or
the
implementation
phase,
and
with
safetrac
coming
aboard,
we
just
felt
that
number
one
we
were
delayed
and
the
implementation
phasing.
So
it
appeared
to
be
that
we
were
going
to
be
delayed
and
implementing
it's
safe.
To
say
that
we
have
started
that
process
and
it
seems
that
we've
picked
up
good
ground.
So
we
feel
like
that.
We're
going
to
roll
it
out,
as
we
initially
anticipated.
C
The
next
set
of
improvements
that
we
anticipate
for
2018
excuse
me
is
the
to
receive
and
put
into
service
the
13
new
buses
that
we
are
purchasing
and
the
for
the
art
fleet.
These
buses
will
be
added
via
a
contract,
we're
actually
exercising
an
option
with
LaMotta,
as
we
call
it
an
industry
piggybacking
on
their
their
ability
to
to
already
have
a
competitively
bid
process,
so
we
will
purchase
the
13
buses.
We
also
plan
to
rehab
12
art
buses
again
to
extend
their
useful
life
and
to
install
onboard
video.
C
So
all
of
it's
anticipated
for
2018
on
the
capital
side
conceived
on
the
construction
side,
we
anticipate
beginning
construction
on
the
Boston
multimodal
station
and
those
are
improvements
at
the
actual
Boston
station
and
to
complete
a
DA
improvements.
240
stops
within
over
the
course
of
the
next
year
and
going
back
to
the
art
bus
purchase.
We
anticipate
getting
those
buses
next
screen.
C
So,
as
the
the
TDP
is,
we
initially
described
this
actually
expands.
Once
we
add
on
the
premium
transit
network
along
the
pike,
it
actually
expands
our
transit
network
to
three
levels.
Prior
to
this
it
was
primary
and
secondary
service,
but
now
we
will
expand
it
to
a
premium
service,
so
the
premium
service
means
that
we
will
have
frequent
service
frequent
headways
of
about
six
minutes
during
the
peak.
Our
primary
service
network
actually
had
frequencies
of
every
15
minutes,
and
then
the
secondary
network
was
was
more
along
the
30-minute
range.
C
C
F
I
also
want
to
provide
some
additional
context,
because
the
County,
through
the
Board
adopted
CIP,
has
made
a
substantial
commitment
to
Columbia,
Pike
and
think
of
it
this
as
layers.
So
we
have
over
a
hundred
and
twenty
million
of
investment
lined
up
to
basically
rebuild
Columbia
Pike
from
end
to
end.
That's
all
the
utility
infrastructure,
it's
the
street.
It's
all
the
curb
and
gutter
sidewalk
streetscape
lighting
that
in
itself
is
actually
creating
a
much
better
environment
for
the
transit
patron.
We
layer
on
that.
F
What
we
achieve
through
transit
stations,
what
we
achieve
through
both
county
and
private
redevelopment,
and
it
is
physically
changing
the
environment
of
Columbia,
Pike
and
End,
and
so
the
various
transit
strategies
are
layered.
On
top
of
that,
I
don't
want
to
make
sure
that
we
don't
miss
this
really
substantive
body
of
work.
That
is,
that
is
going
on
a
lot
of
times
that
people
don't
see
but
is
progressing.
The
next
big
contract,
that's
coming
before
the
board
is
to
reconstruct
the
whole
West
End
and
we're
on
target
I
bring
that
to
you
in
early
fall.
C
So
the
premium
transit
network
is
the
actual
implementation
planning
that
we're
going
through
right
now,
that's
been
underway
for
a
few
months
now
and
literally,
what
that
network
is
doing
is
we're
providing
a
simpler
route
network
along
Columbia
Pike.
We
consider
that
there
will
be
more
connections
and
really
more
service
along
the
pike
and
what
you're
seeing
there
shows
the
various
types
of
services,
beginning
with
the
local
art
bus
service
and
the
frequency
that
service
will
be
running
along
the
pike
you
layer.
C
C
This
is
a
process
that
they
do
every
year
and
they
actually
look
at
all
of
their
services,
and
this
is
the
time
where
we
introduce
new
services,
or
if
there
are
non-productive
services
out
there,
then
those
services
are
actually
we
take
those
hours
and
put
them
into
something
else.
So
we
thought
this
would
be
a
good
opportunity
for
it
to
move
forward
during
the
warm
out
of
state
of
good
operations,
so
this
will
actually
be
coming
to
a
version
of
this
will
go
to
the
wall
mata
board
in
next
month.
C
Actually,
as
preparing
for
the
state
of
good
operations,
then
the
next
planning
next
status
is
to
actually
finalize
the
service
plan.
That
will
happen
in
the
fall
and
we
will
be
looking
at
the
actual
implementation
or
doing
the
schedules
and
and
what
the
bus
operators
will
actually
be
doing,
and
this
is
all
being
in
preparation
to
roll
out
for
early
next
summer.
B
C
C
So
what
we've
seen
so
far
and
numbers
that
most
people
are
traveling
on
the
pike
that
traditionally
we've
seen
a
lot
of
people
actually
going
to
the
rail
stations,
but
what
we're
finding
that
there
are
even
more
people
who
are
actually
staying
on
the
pike
so,
whether
they're
getting
on
the
pike
at
the
western
end,
they're
going
to
Lee,
Road
or
George
Mason,
they
may
be
transferring
to
art
or
they
may
be,
transferring
to
another
Metro
route.
But
people
are
staying
along
the
pike
and
growing
numbers.
C
The
study
is
also
also
looking
at
the
various
brands
along
the
corridors.
So
right
now
we
have
some
Express
type
routes
that
are
on
the
pike,
limited,
stop
we're
looking
at
the
Columbia
Pike
and
we
call
it
the
local
connector,
which
is
the
the
trunk
line
service
I've,
been
talking
about
and
then
other
feeder
service
that
impacts
the
pike,
we're
also
looking
at
what
trade-offs
there
may
be
in
the
implementation
planning.
So,
as
I
mentioned
as
we're
looking
at
ridership
patterns,
we're
determining
where
should
the
line?
C
Where
should
the
local
connector
service
end
and
the
implementation
planning
the
transit
development
plan?
We
talked
a
lot
about
it,
ending
at
Crystal
City.
The
implementation
plan
goes
a
bit
deeper
and
it
looks
at
the
actual
travel
patterns.
So
there
may
be
some
trade-offs
if
we
determine
that
we
definitely
wanted
to
go
to
Crystal
City.
The
trade-off
could
be
in
the
time
savings
it
could
be
in
the
number
of
vehicles
that
are
used.
There
are
a
number
of
different
things
that
we
have
to
weigh
as
we
go
through
this
process.
C
We're
also
looking
at
looking
at
the
various
service
plans
for
all
day
parts
and
and
where
service
needs
to
be
added.
So,
just
to
remind
you,
when
you
go
from
the
development
plan
to
implementation
plan,
you
may
see
a
slight
variation
we're
trying
to
stick
as
closely
as
we
can
to
what
was
proposed
and
recommended.
But
when
you
get
when
you
look
at
the
day-to-day
operation
of
the
service,
there
may
be
some
tweaks
along
the
way.
C
So
also
a
part
of
the
premium
transit
network
and
actually
a
big
part
of
it.
It's
just
looking
at
the
various
amenities,
and
we
will
talk
about
all
of
these
further.
As
you
aware,
the
transit
stations
which
we
are
moving
forward
on
is
one
of
the
one
of
the
amenities
that
makes
the
service
a
premium
service
and
the
next
one
is
off
vehicle.
C
What
we've
seen
from
the
model
is
that
just
doing
TSP
only
provides
us
just
a
very
modest
travel
time
savings
and
that's
because
the
corridor
is
so
short.
Normally
when
you
see
TSP
it's
in
very
long
corridors
over
the
course
of
the
mile,
as
you
see
travel
time
savings
for
for
what
for
Columbia
Pike,
which
in
our
instance,
we're
looking
at
two
and
a
half
three
miles
and
there
does
not
seem
to
be
travel
time
savings.
C
C
And
so
we
have
already
found
some
issues
in
navigating
some
of
the
routes
throughout
that
we've
actually
had
a
vehicle
on
so
far
is
the
16
y
service,
and
we
have
found
in
a
number
of
instances
that
a
60-foot
vehicle
just
can't
make
some
of
those
turns.
So
what
that
tells
us
is
that,
eventually,
if
we
get
to
a
point
where
we
would
need
our
ticks,
we
would
probably
have
to
change
the
route
which
goes
back
to
missing
some
of
the
people
who
are
actually
using
the
service
today.
G
C
C
We
consider,
of
course,
we're
moving
forward
with
the
transit
stations.
We're
moving
forward
with
off
vehicle
fare
collection,
transit
signal
priority.
Does
it
seem
like
it's
going
to
give
us
a
lot
of
travel
time
savings
in
the
Columbia
Pike
corridor,
but
we're
actually
looking
at
it
for
other
corridors
for
Lee,
Highway
and
glebe
Road.
As
far
as
branding
and
I'm
sorry
I
skipped
that
I
went
straight
from
TSP
diuretics,
but
for
branding
we've.
A
A
E
Do
yeah
first,
thank
you
even
thus
far.
This
has
been
really
helpful
and,
in
particular
with
the
articulated
buses
appreciate,
knowing
that
we
have
tried
it
right
and
I.
Think
that's
really
in
the
spirit
of
what
we've
talked
about
to
date
wanted
to
ask
about
headways
I
know
when
we
gave
direction
there
was
some
desire
on
our
part
to
at
least
see
a
cost-benefit
analysis
of
achieving
the
6-minute
had
ways
for
18
hours
a
day,
really
that
sort
of
predictability
of
service
you've
talked
about.
Definitely
the
6-minute
had
ways
on
the
connector
service.
C
E
C
To
six-minute
its
its
peak
service,
six-minute
peak
service
and
right
now,
but
here's
the
thing
with
the
connector
service
so
actually
for
all
of
the
premium,
we're
still
in
the
implementation
phase
to
determine
the
exact
amount
of
services
should
be
out
there
in
the
TDP
we
talked
about
six-minute
peak
and
12
minute
off-peak.
So
that's
what
we're
looking
at
right
now
we
haven't
finally
gotten
to
those
final
numbers.
Yet
so.
E
Could
we
pull
up
slide
9
just
to
make
I
want
to
make
sure
I'm
understanding,
so
there's
both
the
question
of
how
frequently
a
route
runs
and
then
the
different
routes
right
and
I
think
that
the
connector
line
on
this
slide
mint
says
connector
every
six
minutes.
So
the
idea
is
every
six
minutes
during
the
peak
and
then
that
connector
also
runs
the
rest
of
the
day,
but
not
as
frequently
as
every
six
minutes.
That's.
A
E
C
A
That,
but
that
has
nothing
to
do
with,
what's
represented
on
the
slide,
we're
trying
to
understand
the
slide
when
I
first
saw
it
I
went.
Oh
I,
wasn't
aware
of
that.
It
says
connector
bus
left
to
right,
skyline
to
Crystal
City
every
six
minutes.
That's
all
it
says
mmm-hmm.
What
you're
saying
now
is
it's
actually
just
for
certain
hours
of
the
day,
correct
yeah.
F
And
I
would
remind
the
board
that
in
the
TDP,
which
is
a
document
that
is
about
like
this,
it
is
built
route
by
route
with
very
detailed
descriptions
of
each
recommendation.
So
what
was
in
the
adopted?
Tdp
was
six
minutes
peak
12
minutes
off-peak
the
board
guidance
that
we
received
on
TDP.
Adoption
was
please
look
at
this
and
there
is
actually
a
slide
that
staff
has
actually
priced
out
what
it
would
cost
to
fill
in
the
midday
and
the
evening.
I.
F
E
C
G
Christian
sure
couple
questions:
if
I
can
so
arc
55
and
the
enhanced
service
that
we
have
going
on
there.
We've
we've
had
a
fair,
fairly
significant
amount
of
correspondence
form
riders
who
have
we've
characterized
art
55
is
an
ik,
inadequate
replacement
for
the
the
Metro
bus
three
lines
that
it
replaced,
and
can
you
just
give
us
a
little
color
on
what
those
enhancements
are
I.
Just
can't
remember
and
didn't
bother
to
look
it
up
before
we
we
gathered
today.
Okay,.
F
To
it
to
the
basically,
we
were
table
able
to
take
the
budget
for
the
three
and
dramatically
increase
midday
service
evening
service
and
weekend
service,
while
holding
the
frequency
the
same
during
the
peak
period.
So
the
overall
service
package
on
Lee
Highway
is
far
more
frequent
and
actually
for
I
think
less
less
budget
than
we
were
budgeting
for
the
three
okay
and
I
know.
We've
had
I
would
say,
because
I
also
review
some
of
the
comments
that
come
in
very
unhappy
and
he
tends
to
be
a
frequent
high-volume.
F
G
Can
you
thank
you,
and
can
you
speak
to
the
on
the
onboard
video
investments
that
we
are
implementing
right
now
and
just
give
us
a
full
sense
of
what
we
are
accomplishing
with
that
we.
G
G
As
part
of
that,
does
it
make
sense
to
think
about
other
technological
innovations
too,
to
add,
at
the
same
time,
are
we
future
future
proofing
so
to
speak,
allowing
for
integrated?
You
know
wireless
communications
technology
which
may
enable
us
to
do
some
other
things
with
these
buses
moving
forward?
Does
it
make
sense
to
do
this
at
the
same
time?
Is
there
cost
savings,
or
is
it
makes
sense
to
just
pursue
the
the
video
camera
technology
discreetly,
apart
from
anything
else,
well,.
C
H
G
The
last
question
concerned,
actual
you
know,
advertise
headways
or
one
thing:
Street
realized
experiences
are
quite
another
and,
to
what
extent
are
the
LaMotta
sixteen
services
on
the
pike
that
currently
originate
in
Annandale
and
calm,
or
how
are
they
doing
in
terms
of
schedule?
Adherence
you
know,
leaving
leaving
on
time
arriving
on
time?
Is
that
something
that's
improved?
That
was
a
problem
in
in
years
past,
with
those
buses
never
never
realizing
those
those
scheduled
frequencies
within
arlington
because
of
issues
outside
of
the
jurisdiction.
I
think.
C
And
I'm
only
going
anecdote
now.
I
have
been
aware
of
the
concerns
that
there
were
before
I've
not
heard
a
lot
about
that
recently.
I
know
that
that
is
a
service
that
we're
actually
paying
particular
attention
to
in
the
premium
transit
network
study
and
looking
at
providing
more
limited,
stop
service
from
those
areas.
Because
again
that's
where
most
of
the
the
traffic
hang
up
is
happening
outside
of
in
Fairfax
County
when
it
hits
the
Earling
Tinley.
That's
where
we're
seeing
the
actual
issues
that
are
happening
haven't
heard
that
recently
it.
H
Public
questions
thanks
miss
rivers.
A
lot
of
this
is
very,
very
encouraging,
especially
with
respect
to
the
pike
corridor.
I
really
appreciate
it
so
on
the
three
that
Christian
asked
about
it
first,
what
what
is?
What
is
the
conversion
to
art
mean
for
the
three?
Why
I'm,
assuming
nothing,
in
other
words
the
Metro
bus?
We
address
three:
why
on
the
highway,
we.
H
H
Slide
six
talks
about
the
capital
improvements
in
the
art
bus
fleet
receive
and
put
into
service
13
new
40
feet,
art
buses,
rehabilitate
12
and
install
and
equip
with
the
onboard
video
might.
My
first
question
is
in
terms
of
size
of
the
art
bus
I
know:
we've
had
this
discussion
before
mr.
leach,
the
smaller
art
bus
is
how
long
we.
F
We
have
a
variety
of
bus
types,
so
they
go
from
the
what
are
body
on
chassis,
the
are
box
at
27
feet,
and
then
we
have
31
35
and
40
foot
navvies.
Now
these
now
Nabi
was
bought
by
New
Flyer,
so
we'll
be
having
New
Flyer
Nabi
busses
coming,
but
our
passenger
loads
have
increased,
particularly
on
41
45
43
55,
where
the
demand
is
there
for
40-foot
buses,
and
so
this
this
particular
investment
is
really
important
for
us
to
implement
the
art
portion
of
the
of
the
summer
18
program.
We
need
that
capacity.
Okay,.
H
So,
in
other
words,
our
investment
for
these
13
new
buses
is
exclusively
in
the
largest
available.
That's
correct,
okay
and
then
in
terms
of
the
rehabilitation
I'm
assuming
that
that
that
could
be
any
size
bus
depending
on
the
need
for
the
rehab
and
take
place.
I
know
we're
in
still
still
in
negotiations
for
the
heavy
art
maintenance
facility
across
the
line.
Can
you
speak
to
that
at
all
the.
C
H
B
Maintenance
facility
we're
we
have
a
outline
of
an
agreement
for
the
potential
purchase
of
a
property
in
Fairfax
County
that
we've
had
to
have
at
least
two
extensions
on
the
negotiations
will
be
back
to
the
board,
with
an
update
on
that
in
September
about
next
steps
on
that,
and
hopefully
that
will
lead
to
a
good
conclusion.
And
what
was
your
other
question?
The.
J
A
J
J
C
I
was
four
on
board
video,
and
there
are
also
some
technology
called
a
drive
cam
as
well,
but
on
board
video
gives
us
the
ability
to
actually
see
in
the
bus
or
see
outside
of
the
bus,
whatever
happens
during
an
accident.
If
there's
a
situation
where
a
person
falls
on
the
bus,
we're
able
to
see
that
or
put
video.
J
I
Safety,
it's
a
coaching
strategy
to
see
how
the
drivers
interact
with
some
of
our
passengers
are
difficult
for
customer
service.
It's
the
police
have
requested
it
a
few
times.
I
remember
a
few
years
ago
where
a
bank
was
robbed
in
Clarendon
and
supposedly
the
perpetrator
and
jumped
on
board
a
bus,
hopefully
paid
his
fare.
J
H
G
You
one
more
mr.
Fassett
sure
just
on
this
and
I
can't
remember
if
this
comes
up
later
in
the
presentation,
but
one
of
the
one
of
the
aspects
of
what
might
be
a
premium
amenity
along
the
lines
of
reducing
travel
time
are
different
options
for
road
configuration
which
I
know
you
all
brought
up
in
various
points,
whether
it
be
queue,
jumps
or
or
other
forms
of
road
alignment.
So
is
that
going
to
be
addressed
in
the
presentation
or
do
you
have
any
thoughts
about
that
now?.
F
The
configuration
did
not
work,
particularly
well
with
with
the
network
of
streets
that
we
have
on
Columbia
Pike,
and
it
also
is
working
in
direct
conflict
with
the
form
base
code
that
we
have
so
the
places
where
it's
most
valuable
or
George
Mason,
glebe,
Road
and
Walter
Reed.
Those
are
actually
the
places
where
we
have
form
base
code
projects,
which
is
a
great
thing
to
really
transform
the
environment.
F
F
What
we
found
is
that
the
nature
of
the
traffic
network,
where
you
have
north-south
streets,
that
have
more
traffic
than
Columbia
Pike
itself
in
the
case
of
glebe
and
George
Mason,
really
work
against
that
kind
of
peak
period.
Lane
management
where
you
can
harvest
you
could
have
like
one
more
lane
going
in
in
the
morning
and
reversing
in
the
evening.
F
D
Just
wanted
to
take
the
opportunity
to
just
expand
on
this,
and
this
is
one
of
the
reasons
why
the
same
thing
that
mr.
leach
is
describing
in
terms
of
the
network
is
why
we're
not
seeing
very
much
benefit
from
the
transit
traffic
signal
priority
because
of
what
it
the
impacts
on
the
cross
streets.
So
I
just
wanted.
You
know
it's
all
part
of
it's
the
same.
G
Thank
you
and
I
certainly
get
the
the
as
or
soon
to
be
built
conditions
on
Glebe,
Road
and
Walter
Reed
I
totally
get
how
that
would
make
it
really
difficult
there
I'm
having
a
hard
time,
envisioning
full
caveat,
not
a
traffic
engineer,
but
at
least
to
my
layman's
I.
You
know
eastbound
Columbia
Pike
at
George
Mason,
where
you
already
have
the
bus
pull
out,
seems
like
it
would
be
fairly
easy
to.
You
know
deal
with
what
is
a
daily
issue
of
the
buses.
G
F
A
J
Could
you
talk
a
little
bit
more
about
the
conflict
with
form
based
code?
Are
these
areas
that
are
already
built
out
that
we've
already
built
or
are
they
about
to
be
built
or
I
mean
it
seems
to
me
we've
come
up,
we
could
get
the
form
based
code
is,
is
realizing
some
of
our.
You
know
things
that
we
want
to
do
in
goals,
but
yet
we
want
to
improve
transportation
and
it
seems
like
they're
in
conflict.
J
Are
there
some
is
it
you
know
a
done
deal
in
all
over
or
there's
some
places
is
mister.
Mr.
Dorsey
remark
there's
one
place
where
it
might
work
or
there's
some
others
that
haven't
been
built
out
that
yet
that
we
might
want
to
reconsider
a
little
bit
building
the
sidewalk
out.
Quite
so
much
I,
don't
know
I
think
when
we
did
the
form
based
code.
I,
don't
know
that
we
knew
that
we
were
harming
the
transportation
there
are
if
they're
already
built,
that's
something
different
or
approved
yeah.
That's
that's!
F
So
the
form
based
code
basically
sets
the
building
lines,
and
that
gives
the
developers
a
level
of
certainty
in
terms
of
where
they
can.
They
can
build
their
project
to
on
Columbia
Pike.
Our
right
of
our
existing
right-of-way
is
very
modest.
So
a
lot
of
the
sidewalk
streetscape
environments
really
we're
achieving
those
through
our
form
based
code
projects.
So.
F
And
the
other
thing
to
remember
is
we're
trying
to
strike
a
balance.
Columbia
Pike
by
and
large,
as
five
lanes
wide
Q
jumps,
actually
means
that
it's
six
or
seven
lanes
wide
so
we're
it
may
actually
improve
transit
throughput
at
an
intersection
approach.
It
also
means
that
the
crossing
distance
from
one
side,
the
road
to
another
just
got
longer
so
there
there's
a
real
balance.
I
J
C
Okay,
now
we
will
talk
about
the
additional
board
guidance
that
we
received
for
the
TDP
and
the
first
one
that
we
were
reviewing
was
the
look
and
customization
of
vehicles
and
the
ability
to
look
at
the
potential
of
unique
vehicles
along
the
pike.
So
we've
looked
at
a
number
of
different
vehicles
and
what
could
be
customization
so
the
current
fleet,
the
current
will
model
eat,
has
new
flour,
buses
and
they
are
the
same
vehicles
that
are
actually
a
newer
version
of
the
vehicles
that
are
used
on
Metro
way.
C
So,
if
you
remember
with
Metro
way,
there
is
a
unique
look
to
it,
because
there
is
a
distinctive
rap
to
the
vehicles,
which
is
a
part
of
the
overall
branding
of
the
service.
We've
showed
here
what
the
cost
of
a
vehicle
is,
but
in
this
case
those
vehicles
are
currently
in
the
whatta
fleet.
So
this
does
not
represent
a
cost
to
us.
It
just
represents
a
cost
and
general
cost
of
the
vehicle
itself,
so
this
is
one
that
we
actually
have
available
to
us.
C
Now
we
also
looked
at
electric
vehicles
and
the
ability
to
use
those
for
for
the
service.
If
we
were
I
guess
the
caveat
I
would
use
is
that
if
we
were
to
use
a
different
type
of
vehicle
other
than
what's
in
the
Ramada
fleet,
then
there
would
be
issues
of
how
we
would
probably
have
to
pay
for
the
fleet
itself.
At
this
point,
all
of
the
LaMotta
fleet
is
a
joint
cost
paid
by
all
jurisdictional
partners.
C
The
cost
of
an
electric
bus
is
about
$750,000
and
would
require
other
equipment
in
order
to
maintain
it,
so
there
would
be
other
costs,
such
as
charging
stations
and
particular
maintenance
costs.
That
would
would
go
along
with
maintaining
electric
bus.
We
also
looked
at
hydrogen
fuel
cell
buses,
which
is
something
is
new
and
unique
on
the
market.
Right
now
they
come
at
a
pretty
high
cost
at
a
million
dollars.
C
C
It
also
means
that
we
would
have
to
determine
places
where
we
could
put
recharging
stations,
so
that
also
means
looking
at
other
right-of-way
other
easement
that
would
be
needed
in
order
to
to
site
battery
or
charging
stations.
Excuse
me,
we
have
looked
at
and
really
determined,
based
on
looking
at
something
that's
different.
That
would
be
unique
to
Columbia
Pike.
We
would
recommend
going
with
our
newer.
The
newest
vehicles
that
are
in
will
modest
fleet
now,
with
a
distinct
look
to
it.
C
D
C
Would
actually,
we
would
fully
be
responsible
for
the
cost,
whatever
new,
if
we,
for
instance,
if
Arlington
says
we
wanted
a
new
vehicle
for
the
Columbia
Pike
fleet,
it
would
be
dedicated
to
Columbia
Pike,
meaning
it
wouldn't
be
used
anywhere
else
in
the
system.
We
would
be
responsible
for
the
costs
of
adding
that
bus
to
their
fleet.
We
would
also
have
to
work
with
them
as
far
as
any
maintenance
costs
that
would
be
associated
with
that.
So
it's
a
it's
a
cost
that
actually
would
be
fully
borne
by
the
jurisdiction.
C
C
So,
in
addition
to
the
look
and
customization
of
the
vehicle,
we
also
were
recommended
to
look
at
articulated
buses
and
provide
a
plan
to
incorporate
our
tech
buses
on
heavily
used
routes
and,
and
I
spoke
to
that
a
little
bit
earlier.
We
have
looked
at
our
ticks
and
have
actually
feel
tested
at
least
one
route
to
determine
the
ability
to
use
it,
and-
and
it
just
appears
right
now
that
we
also
looked
at
being
able
to
maintain
and
to
actually
cite
our
articulated
bus
and
right
now
there
are
two
facilities
and
the
metro
facilities.
C
The
service
that
we
have
been
most
focused
on
is
the
16y
service,
and
at
this
point
it's
a
peak
Direction
service.
So
you
would
use
those
vehicles
in
the
morning
in
the
what
would
be
considered
outbound
service
type
and
then
they
would
run
empty.
Coming
back
in
for
a
continuous
round-trip
to
be
able
to
be
cost-efficient
on
that
arctic
bus,
we
would
have
to
have
service
that
would
have
people
coming
back
in
and
then
down
in
the
other
direction
as
well.
C
The
what
we're
seeing
right
now,
the
trending
and
and
the
near-term
forecast
does
not
show
that
we
need
an
articulated
bus
at
this
point
that
really
over
crowding
and
capacity
issues,
actually
are
being
serviced
by
40
feet.
40
foot
buses,
but
we
will
continue
to
monitor
the
ridership
which
we
do
ongoing
and
and
we
will
make
it
a
part
of
our
annual
TDP
update
to
continually
use
to
look
at
articulate,
articulated
buses.
C
The
next
guidance
was
in
regards
to
headways
in
miss
crystal.
This
is
a
going
back
to
the
question
that
you
asked.
So
we
looked
at
the
ability
to
operate
and
to
provide
six-minute
frequency
right
now.
The
Metro
bus,
16
G
line
operates
fully
within
the
county
on
Columbia
bike,
and
it
runs
every
six
minutes
during
the
peak
and
15
minister
in
the
off-peak.
If
we
were
to
add
or
increase
the
frequency
to
run
six
minutes,
it
literally
means
about
a
two
and
a
half
million
dollar
cost.
C
But
right
now
it
looks
like
the
load
factors
that
we
have
are
already
being
addressed
or
either
may
go
unused.
If
we
go
to
six
minute
headways
they
right
now
and
again
without
having
the
implementation
plan
finalized.
It
appears
that
that
we're
okay,
where
we
are
right
now
but
again
I,
may
come
back
and
tell
you
something
in
the
next.
You
know
the
next
go-around
on
your
update,
but
we'll
be
in
better
position
to
to
address
that
later
this
year.
C
And
lastly,
we
talked
about
coordinating
with
other
agencies,
and
we've
had
some
initial
conversations
with
with
Fairfax
County
and
in
regards
to
the
16
line:
local
service
connector
service.
So
we've
talked
about
the
feasibility
of
vehicles
and
maintenance,
storage
funding
insurance
and
all
of
the.
What
you
see
here
are
all
of
the
various
topics
that
we've
had
an
initial
conversation
about.
C
They
at
this
time
note
that
they
have
some
of
the
same
issues
that
that
we
find
ourselves
in
with
regards
of
vehicles,
vehicles
number
one
just
having
the
available
vehicles,
the
ability
to
store
vehicles
and
to
actually
fund
additional
service.
So
while
they
are
willing-
and
one
continue
talking
to
us
about
coordination
of
services
there-
there
are
some
challenges
that
we
would
have
to
that.
C
They
have
to
address
that
we
would
have
to
address,
but
we
are
continuing
to
have
those
types
of
conversations,
we're
also
continuing
to
work
with
the
city
of
Alexandria
in
the
Metro,
Waste
Service,
and
actually
have
discussed,
increasing
the
actually
balancing
the
service
that
we
have
on
the
Metro
we
service
right
now
we
have
two
distinct
lines
on
Metro
Way
one
is
service.
That
is
the
short
term
shorter
service
that
runs
between
Crystal
City
and
Potomac
Yard
shopping
center.
That's
running
at
a
six
minute
frequency
right
now.
C
Only
during
the
peak
then
the
longer
service
that
runs
from
Braddock
Road
to
Pentagon
City
is
running
every
12
minutes
all
day,
and
that
has
been
to
meet
the
blue
line
and,
as
you
may
be
aware
that
with
the
change
in
the
blue
line
service,
the
frequency
is
actually
being
increased,
which
were
very
happy
about.
So
the
blue
line
will
be
running
every
eight
minutes.
A
E
Absolutely
so
that
final
point
actually
I
think
sort
of
gets
to
the
the
broader
point
of
what
I
want
to
ask
about
again
the
six-minute
headways.
So
first,
let
me
ask
a
mechanical
question.
You
mentioned
2.5
million
dollars
in
cost
for
the
capacity
to
do
that
is
that
that's
a
annual
operating
cost.
So
that's
the
capital
costs
of
the
new
buses
to
operate.
It's
an
annual
operating
costs
so
and
I'm
training
for
who,
for.
C
A
E
So
I
think
what
I
would
like
to
express
here,
maybe
and
I
know
that
you
all
think
in
these
terms
as
well,
and
so
perhaps
we
can
get
some
reactions.
Miss
rivers,
you
you
talked
about
how
the
6-minute
headways
are
enough
to
meet
demand,
which
I
trust
very
much
as
the
case
from
your
analysis.
We're
also
trying
to
induce
demand
right
and
that's
you
know
in
fact
I
think
that's
represented
in
those
commitments
to
the
Metro
way,
because
we
know
that
people
are
more
likely
to
participate
in
transit
when
they
don't
have
to
you.
E
Don't
look
at
the
dozens
of
pages
of
bus
schedules
in
the
TVP
which
mr.
leach
referenced,
and
so
the
trade-off
here,
or
rather
that
the
objective
here
is
not
simply
to
meet
current
demand
but
to
create
a
transformative
system
that
makes
people
understand
that
they
can
go
to
their
bus,
stop
see
a
branded
bus
and
and
ride
to
wherever
they
want
to
go
at
some
point
and
that's
what
truly
gets
them
to
change
their
options.
Can
you
just
talk
a
little
bit
about
how
you're
thinking
about
that
I
mean?
E
C
That
you,
we
will
definitely
get
there.
One
of
the
things
and
I
think
is
it's
kind
of
hard
to
actually
show
here.
Is
that
if
you
are
at
any
given
point
along
this
route,
let's
say
anywhere
from
four
mile
run
to
the
Pentagon
or
Pentagon
City,
you
will
be
seeing
in
s
in
essence
right
now,
you
see
service
out
there
every
two
to
three
minutes
during
peak
periods
right
now
today.
C
B
I
could
add
one
thing
we
didn't.
We
weren't
able
to
quite
finish
it
for
today,
but
I've
asked
staff
to
put
together
a
slide
that
shows
if
you
were
standing
at
glebe
Road.
What
happens?
Because
when
you
look
at
this
slide,
it's
really
hard
to
see
how
frequently
the
buses
would
be
coming
by
at
glebe
roads
at
various
times
during
the
day.
E
Yeah
I
appreciate
that
very
much
and
really
do
appreciate
the
point
about
that.
You
might
want
to
go
from
one
destination
on
the
pike
to
another,
and
multiple
lines
could
get
you
there,
and
so,
whenever
any
of
them
arrive,
it
serves
your
need.
I'm,
just
I'm,
really
struck
by
the
by
the
detail.
You
shared
at
the
top
of
the
presentation
that
most
writers
are
going
intra,
Pike
and
I.
E
Think
that's
really
speaks
to
one
of
the
things
we're
trying
to
do,
which
is
to
create
something:
that's
not
just
a
commuter
system,
but
actually
a
system
that
facilitates
the
sort
of
economic
development
that
we'd
like
to
see
for
the
pike
and
so
I
guess.
My
only
other
question
and
then
I'll
defer
to
my
colleagues
is
when
we
talk
about
this
relates
to
the
branding
piece.
When
we
talk
about
the
branding,
the
the
branding
is
for
all
three
elements
of
this
or
the
branding
is
just
for
the
connector,
the
its.
C
To
be
distinctive
for
the
connector,
but
to
show
that
it's
a
part
of
a
family
of
services
and
then
that's
that's
an
initial,
an
initial
thought.
Right
now,
we've
gotten
haven't
gone
too
far
down
the
road.
It
means
that,
for
instance,
on
the
connector
on
the
local
connector
service,
I
keep
saying
local
connector,
because
we're
in
partnership
with
Fairfax
and
their
services
are
called
the
connector
I
want
to
be
sure
when
I
say
local
connector
service.
C
E
Right
so
I
think
when
you
think
about
that,
there's
a
little
bit
of
a
push-pull
there
right
with
the
with
the
goal
of
you're,
going
to
get
very
frequent
service.
It
just
won't
all
be
connector,
but
if
the,
if
the
end
of
the
day,
we
want
a
right
around
the
pike
to
have
the
experience
of
ICANN
in
less
than
10
minutes,
walk
out
my
door
get
to
the
other
locations
I'm
going
and
the
point
is
I
know
to
look
for
one
type
of
us.
A
About
when
just
said,
when
the
question
was
the
branding
it,
what
what
routes
would
it
apply
to
and
I
had
been
presuming
it's
the
connector,
it's
that
I
call
it.
The
trunk
line
is
the
simplest
way
to
it's.
You
know
from
skyline
to
Crystal
City,
it's
reliable
its
visible,
but
then,
if
you,
you
can't
put
that
same
branding
on
other
buses,
it's
not
going
to
go
on
the
art
buses
right.
It's
not
going
to
go
on
the
bus
that
goes
into
Farragut
West.
It's
it.
C
Could
potentially,
but
we're
just
trying
to
note
what
services
actually
are
on
the
pike
as
I
say,
potential
we're
very
initial
in
the
stages
of
branding,
but
we
have
to
think
about
all
those
things.
What
does
it
mean
when
you
see
a
certain
type
of
bus?
What
does
it
say
to
you?
Does
it
talk
about
services
it
really
about
destinations?
C
Those
are
all
the
things
we
have
to
keep
in
mind
the
service
that
has
been
on
the
pike
since
the
last
time
it
was
restructured
in
2003
has
been
called
pike
ride
and
there
was
something
on
the
bus
at
the
stop
on
the
signs
on
the
schedules
that
said
pike
ride
so
immediately
and
even
today,
people
know
pike.
Ride,
means
services
that
will
hit
the
pike.
C
D
I
D
D
You
know,
depending
on
what
the
board
wants
to
do,
buses
that
look
different
of
description.
We
are
going
to
be
implementing
the
off
vehicle,
fare
collection
and
a
variety
of
things.
So
the
question
is:
if
you
want
to,
if
we,
if
it
and
then
there's
the
and
then
there's
what
we'll
talk
about
in
a
minute
about
what's
happening
with
Metro
Rail
and
all
that,
so
it's
a
question
of.
D
If
the
board
wants
to
make
an
investment
in
attempting
to
induce
demand,
then
it
would
be
a
question
when
when's
the
best
time
to
do
that
and
to
what
extent
so
I
think
it's
it's.
It's
perfectly
valid
question
and
there's
not
a
simple
answer.
So
I
don't
want,
even
though
we're
responding
I,
don't
want
it
to
come
across
as
if
there's
a
simple
answer:
I.
E
Greatly
appreciate
that
I
think
that
cuts
right
to
the
heart
of
what
I'm
asking
which
is
are
we
simply
waiting
until
the
demand
gets
there
and
when
we
start
to
provide
this
service,
or
are
we
at
some
point
going
to
make
a
stretch
and
place
a
bet
right
so
I
think?
Maybe
we
continue
this
conversation,
but
I
think
what
you've
articulated
is
exactly
the
the
framing
that
I'm
asking
about.
Okay,.
D
A
G
Generally
quick
comment:
I
mean
I,
think
you
know
part
of
what
needs
to
happen
here
is
for
just
like
with
travel
times.
Not.
There
is
no
one
silver
bullet
that
gives
you
the
magical
results
that
you
want
in
terms
of
you
know,
inducing
demand
and
getting
people
to
realize
the
efficacy
of
this
premium
transit
network.
It's
not
just
the
bus,
it's
not
just
the
branding.
It's
the
station
enhancements.
G
G
A
J
There's
a
quick
question
on
headways
I'm,
assuming
there's
an
industry
standard
or
a
social
psychology
sort
of
time
limit
on
how
long
people
are
willing
to
wait.
So
it
seems
to
me
six
minutes
is
great
so
like
if
you
say
you
get
there
and
you
just
you
see
it
going
down.
You
missed
it.
If
you
gotta
wait
another
hour
you're
just
out
of
luck,
that's
it
ruined
your
entire
day.
You
got
to
figure
out
something
else
if
they're
coming
along
at
another
six
minutes,
that's
basically!
Okay!
C
E
J
C
It's
just
I
understand,
but
but
that's
what
I
was
getting
to
that
there
is.
There
is
no
one
standard.
It
depends
on
the
environment
that
you're
operating
in
for
a
densely
populated
corridor
like
Columbia
Pike.
Six
minutes
is
great,
as
I'd
mentioned
earlier.
We
have
service
out
there
right
now,
that's
running
every
two
to
three
minutes
which
is
exceptional,
but
if
you're
going
back
to
what
mr.
Dorsey
said
about
the
real-time
information
it's
about
when
people
know
service
is
coming
and
they
are
able
to
adjust
themselves
accordingly.
Well,.
J
J
Don't
really
have
to
pay
any
attention
to
what
all
you
know
is
I
want
to
get
to
there
and
I'm
heading
out
the
door
to
go
and
if
I
miss
it
another
one's
coming
along
and
I,
don't
have
to
worry
if
I'm
trying
to
bring
toddlers
or
whatever
I'm
doing
this
could
have
messed
it
up
and
then,
even
if
you
know
it-
and
you
know
oh
my
gosh,
if
I
miss
it,
it's
all
over
I
can't
even
go
students
anyway.
I'll.
C
C
If
you're
in
the
area
of
30
minutes
again,
it
depends
on
the
demand,
it
depends
on
the
environment.
So
it's
hard
to
say
there
may
be
corridors
in
New,
York
City
that
only
operate
every
15
minutes,
which
could
be
crazy
for
New
York
City,
but
it
works
well
here
in
Arlington.
So
there's
no
one
industry
standard,
I
think.
D
I
think
I
think
we've
talked
about
this
in
Pacifica,
just
interject,
it's
the
point
and
I
think
Dennis.
You
might
have
mentioned
this
in
another,
the
point
at
which
people
don't
need
a
schedule.
It's
not
about
any
any
particular
place.
It's
a
and
I
thought
it
was
like
10
minutes
or
something
is
that
right,
basically,.
F
You
can
actually
follow
the
journey
of
art
41,
which
was
came
about
through
the
last
pike
ride
restructuring.
So
it's
it's
it's
a
flagship
route
for
art.
It
started
out
with
half
half
hour
service
and
it
did
and
when
ridership
built
up
and
built
up
and
half
our
survey,
she's
still
need
a
schedule,
but
then
we
went
to
20
minutes
kept
building
ridership.
F
H
So
you
know,
as
far
as
headways
are
concerned,
I'm
I'm,
certainly
mindful
of
our
desire
to
get
to
sooner
sooner
than
than
later,
but
I
think
it's
also
true.
As
mr.
Dorsey
says,
it's
really
an
all-of-the-above
approach
and
it's
really
the
totality
of
amenities
of
services
of
features
that
I
think
are
going
to
get
us
there.
So,
with
respect
to
that
on
slide,
13,
where,
where
we're
showing
that
these
New
Flyer
buses
used
for
a
Metro
way,
we
don't
have
any
graphic
to
show
right
now.
Do
we
readily
available.
H
H
C
C
Exactly
exactly
again,
if
you
look
at
the
Metro
way,
buses
right
now,
they
look
very
much
like
that,
and
some
of
the
features
may
differentiate
like
where
the
mirrors
are
how
the
lights
look.
As
far
as
the
interior
is
concerned,
I
can't
recall
right
off
the
top
of
my
head
exactly
what
makes
them
any
different,
but
this
is
the
standard
vehicle
that
Metro
has
been
continuing
to
to
roll
into
their
fleet.
Okay,.
H
So
do
do
we
think
I
mean
you
know
there
always
comes
a
time
when
there's
there's
a
new
generation
and
we
want
to
get
this
done
sooner
rather
than
later
I
know.
But
do
we
have
any
idea
whether
Metro
is
working
on,
say
a
new
New,
Flyer,
bus
or
or
another
line
or
design?
That's
going
to
make
that's
going
to
give
us
a
quantum
leap
forward
that
we
might
want
to
try
and
take
advantage
of
and
and
what
the
timing
and
cost
differential
might
be
there
I
don't.
C
Know
the
answer
to
that
question
about
future
purchases.
I
do
know
that
the
vehicle
that
we're
speaking
of
is
the
newest
available
now
and
and
what
they
are
investing
in.
This
vehicle
is
maybe
two
years
old
at
this
point
as
far
as
the
generation
of
it,
so
I
can't
find
out,
but
I
could
I
could
get
back
with
you
and
get
provides
you
information
about
what
would
be
the
very
next
step?
Okay,.
H
And
then
miss
rivers,
we
talked
about
coordinating
with
other
jurisdictions,
seeing
what
they're
doing
and
so
forth
so
Montgomery
County,
you
know
is-
is
moving
towards
some
sort
of
modified
premium
bus
service.
Do
we
have
any
idea
what
their
equipment
is,
that
they're
going
to
be
using
or
are
there
any
other
examples
from
other
jurisdictions
that
might
help
inform
our
decisions
here?
I?
Don't.
C
H
Can
get
back
to
us,
that's,
okay
and
then,
and
then
just
on
slide
15.
Another
coordination
note
where
we
say
coordinate
with
other
agencies,
especially
Fairfax
County
in
the
city
of
Alexandria,
mr.
phys,
ed
I,
believe
we're
going
to
be
having
a
work
session
sometime.
This
fall
with
Fairfax
County
yeah.
A
A
Right,
okay,
so
now
we
just
pull
up
slide.
12
I
think
this
is
getting
a
little
bit.
I
just
put
my
own
two
cents
is
getting
a
little
bit
to
sort
of
what
mr.
Dorsey
said
at
some
level.
We
know
that
this
is
a
whole
package
of
things.
Okay
and
I
get
that
I.
Think
we
all
do.
We
know
that
transit
stations
you
know
are
coming.
We
know
you're.
Looking
at
a
number
of
other
things,
the
off
vehicle
fare
collections
is
sounds
like
it's
moving
forward.
A
What
I
think
is
important
to
say:
is
this
isn't
about
industry
standards?
Really
we
should
be
having
this
conversations
with
ourselves,
because
for
many
years
we
had
a
proposal
and
what
we're,
comparing
this
to
at
some
level
is
a
past
proposal,
where
the
board
made
commitments
to
sort
of
equal
that
to
to
do
something
not
on
rail
but
on
wheels
that
the
only
difference
are
the
wheels
and
the
rail
because
it
was
presented
that
way,
there's
no
difference
between
a
street
car
versus
a
bus
except
ones
on
a
rail
and
ones
on
wheels.
A
As
we
can
get
and
so
I
look
at
this
list.
You
know
the
the
rail
had
the
same
that
had
that
the
vehicle
fare
collection,
transit
stations,
it
branded
itself,
it
was
branded,
it
was
articulated
hired
a
higher
capacity.
So
at
what
point
do
we
actually
say?
What
what's
really
important
here
is
to
not
compare
to
what
could
be,
but
what
we
had
and
what
we
need
to
try
to
replace
as
quickly
or
as
effectively
as
possible,
so
that
the
six-month
there
were.
This
excuse
me,
the
six
minute
time
on
the
quote.
A
Trunk
line
was
what
was
anticipated.
We
have
the
capacity
to
do
it.
I
mean
we
can
say
it's
not
worth
the
money,
but
part
of
that
reliability.
We're
all
talking
about
part
of
the
frequency
reliability
being
able
to
walk
out
is
to
connect
skyline
to
Pentagon
City
to
all
of
Columbia
Pike
to
Crystal
City
in
that
reliant
that
changes
the
whole
life
of
that
quarter
and
I.
Think
that's
what
we're
all
grappling
with
is
how
do
you?
How
do
you
do
this?
The
normal
way
versus?
How
do
you
say
this?
A
Isn't
the
normal
way
we
promised
more
than
normal.
We
promised
premium
service
that
was
going
to
be
as
close
to
the
equivalent
of
rail
as
we
can
do,
not
just
if
we
want
to
and
if
we
want
to
put
a
little
more
money
or
if
we
want
to
I
think
that
we're
a
little
bit
missing
the
point
when
we
try
to
do
it
in
a
normal
way,
because
we
have
the
capacity
to
do
it
at
six
minutes
and
that
could
completely
change
the
experience.
A
If
you
have
a
branded
vehicle
on
that
trunk
line,
I
don't
know
how
else.
Maybe
it's
a
family
of
vehicles
and
you
get
something
comparable
in
all
these
other
vehicles.
But
to
me
it
really
does
come
back
to
the
trunk
line,
which
was
to
be
every
six
minutes
up
and
down
skyline
to
Crystal
City.
How
do
you
provide
that
reliability?
A
D
Keep
it
short,
but
you
know
we
actually
have
talked
about
this
also,
and
so
there's
a
couple
things
one.
Is
that
we're
now
there
there
is?
No,
you
know
we
unplugged
a
streetcar
and
there
is
no
solution
that
plugs
in
as
a
single
solution.
Unless
we
waited
and
got
all
the
pieces
together
and
then
you
know,
we
got
the
the
plan
for
the
the
you
know
that
bus
and
implement
the
implementation
of
the
of
the
new
routes.
D
If
we
waited
and
got
all
the
branding
done
and
we
waited
and
got
all
the
transit
stations
poised
and
ready
to
install
and
we
got
the
off
the
vehicle,
fare
collection
piece
all
worked
out,
and
then
we
just
unveiled
that
when
it
was
all
ready,
then
that
would
be
the
closest
thing
to
plugging
something
in
and
delivering
the
fully
comparable
finished
product.
But
instead
of
that,
because
of
because
of
what's
available
to
us,
which
is
bus
service.
D
A
A
All
know
the
earlier
plan
wasn't
going
to
be
in
place
for
several
years
yet
so
all
we're
talking
about
now
is
planning
for
that
same
timeline.
It's
not
like
it
has
to
be
done
tomorrow,
but
actually
to
plan
for
it
to
actually
be
in
place
over
the
next
several
years
when
those
transit
stations
are
done
is
a
perfectly
legitimate
timeline
and
plan.
In
my
view,
I.
A
My
fear,
my
fear,
is
that
what
happens?
Is
you
end
up
approaching
this
like
a
standard
growth
of
a
line
and
each
time
the
board
will
be
asked
to
put
in
a
little
more
money
to
get
to
the
next
phase
without
actually
saying
in
three
to
five
years?
We
want
it
to
look
like
this
and
we'll
spend
what
it
takes
in
the
most
efficient
way
possible
to
actually
create
that,
but
each
step
along
the
way,
there'll
be
a
choice.
A
D
D
A
And
Carol
I'll
just
say:
I
think
that's
right,
I
think
you've
just
framed
it
properly
and
I
think
each
step
along
the
way.
Hopefully
the
community
or
others
will
be
here
to
kind
of
help
remind
people
of
the
framework,
but
the
board
will
face
those
choices,
but
we'll
get
them
we'll
get
the
honest
options
about
what
gets
you
to
the
place
and
I'll
just
say
four
or
five
years
out
of
the
best
premium
transit
that
we
can
comparable
to
in
the
context
of
the
rail
system
that
had
been
envisioned.
It'll
never
be
exactly
the
same.
F
I
also
think,
given
the
TDP
that
there
was
a
shift
in
focus,
which
is
the
streetcar
program,
had
a
very
heavy
due
to
technology,
very
heavy
card
or
focus
without
a
lot
of
focus
on
connecting
to
other
destinations.
So
this
ten-year
TDP
took
a
much
broader
frame
and
not
only
looked
at
Columbia
Pike
in
Crystal
City,
and
how
do
we
support
those
places
that
are
really
important?
But
how
do
we
connect
people
from
these
places
to
places
they
want
to
go
so
in
all
of
the
streetcar
planning?
F
The
connection
is
the
very
important
connection
between
Columbia
Pike
in
the
Army
card,
or
that
service
is
increasing
right
and
so
I
think
there
is
a
little
bit
of
apples
and
oranges
here,
the
TDP
intentionally,
given
that
we're
working
with
bus,
we
took
a
frame
where
do
people
want
to
be
connected
to
and
did
a
lot
of
surveying
did
a
lot
of
analysis,
and
so
what
we
got
back
was
investing
in
this
Carters
really
important,
but
also
can
making
better
connections
between
this
car
door
and
other
places
right.
So.
A
It
could
have
been
done
as
well
as
another
overlay
beyond,
but
but
yeah
very
good
point
and
I
want
to
ask
one
other
question.
Then
I'll
turn
it
over
to
whoever
would
like
to
ask
now.
I
will
continue
to
ask
that
in
the
future,
and
please
tell
me
what
is
the
downside
to
consist
considering
an
extension
of
the
Metro
Way,
which
is
now
running
from
Alexandria
into
Crystal,
City
and
Pentagon
City,
and
continuing
that
that
bus
service
down
Columbia
Pike
to
skyline
is
that
a
feasible
alternative.
A
It's
not
undead
occator
right
away
the
whole
way
of
its
route,
but
even
if
it's
only
partially
dedicated
you
get
it
through
Pentagon
City,
it's
a
little
bit
dedicated
right.
Then
you
get
it
down.
Columbia
Pike
is
the
reason
you
can't
use
the
same
branding
the
same
bus
because
it
it
requires
a
dedicated
lane.
Well,.
C
I
would
say
that
what
makes
the
Metro
way
the
Metro
Way
is
the
dedicated
transit
way
and
the
dedicated
lanes,
even
in
mixed
traffic
during
portions
of
the
day.
That's
what
really
makes
that
service.
So
if
we
were
able
to
do
that
on
Columbia
Pike,
and
that
was
part
of
that
study
that
modeling
that
we
did
when
we
talked
about
dedicated
lanes
on
the
like
that
was
partially
to
look
at
the
feasibility
to
do.
That
would
never
say
never.
C
A
Well,
that's
interesting
because
I
think
of
it
is
if,
through
segments
of
that
branded
system,
it's
people
know
they
take
a
certain
segment.
It's
either
in
a
dedicated
lane
or
it's
an
extension
of
the
corridor,
but
not
in
a
dedicated
lane.
I
wouldn't
know
why
that
excludes
it
from
actually
connecting
one
part
of
the
county
to
another,
but
you
know
again
I
throw
that
out
there
because,
in
my
view,
that's
something
I
think
is
worth
further
exploring
it's
Garvey.
Okay!
Thank
you.
Mr.
Dorsey,
did
you
yeah.
G
Just
a
few
things,
this
is
all
a
fascinating,
fascinating
discussion
that
was
just
is
a
little
bit
of
an
editorial
comment.
I
think
we're
hung
up
with
mr.
leach
I
appreciate
it.
Well,
you
you
just
said
because
the
you
know
streetcar
or
this
they're
they're
really
not
the
same
conversation.
You
know
the
streetcar
is
a
vehicle.
It's
a
mode
we'd
be
having
much
of
the
same
conversation
today
about
implementing
that.
G
If
that
had
proceeded
unabated
and
I
think
I,
remember,
hearing
you
say
earlier:
I
guess
it
was
last
fall
that
you
still
a
staff
in
Division.
We,
the
board
we
making
these
decision
points
about
investments
in
streetcar
capacity
to
to
meet
greater
and
greater
headways
that
you
wouldn't
necessarily
have
you
know
off.
You
wouldn't
have
right
from
the
start,
done
six
six
minutes,
18
hours
a
day
that
that
would
be
something
that
you
would
have
overtime
built
towards
am
I.
Remembering
that
conversation
correctly,
we.
F
G
No,
no
real
decisions,
and
anyway
I
don't
want
to
have
that
conversation
again.
I
do
want
to
focus
on
on
this.
So
a
couple
of
couple
of
questions
and
first
I
want
to
start
with
slide
13
and
some
of
the
cost
analysis
that
informs
wanting
to
essentially
continue
with
with
the
CNG
buses
that
Metro
is
currently
investing
in
so
back
at
the
envelope
two
and
a
half
million
dollars
roughly
over
the
course
of
a
buses.
G
G
G
I
think
to
make
this
a
more
robust
analysis:
it's
not
just
the
OUTFRONT
capital
cost.
It
is
the
maintenance.
It
is
the
operations
it
is.
The
value
of
a
zero
emissions
I
think
lost
in
all
of
this
is
not
about
the
sexy
new
technology.
It's
key
environmental
benefits
and
a
zero
emissions
vehicle
to
me
is
is
very
appealing
and,
to
the
extent
that
we
could
think
about
that
cost
analysis,
I
think
it
would
help
us.
You
know,
really
determine
what
we're
interested
in
long
term,
certainly
understanding
where
we're
headed
in
the
immediate
term
and
then.
G
There
are
other
models
that
other
jurisdictions
employ,
whether
it
be
a
joint
venture
between
Arlington
and
Fairfax,
that
does
maybe
see
a
new
service
model
and
a
new
capital
delivery
model.
Sometimes
you
see
these,
including
employers
or
landowners
who
will
derive
disproportionate
benefit.
In
this
case,
we
actually
do
have
a
landowner
who
is
at
either
rent
of
the
trunk
line,
who,
you
know
might
be
invited
to
participate
in
some
way.
G
G
C
G
C
I
F
F
H
You
so
we've
talked
a
lot
about
the
streetcar
and
I
just
want
to
say
that
I
mr.
leach
I've
very
much
appreciated
your
discussion
about
connectivity
because
I
think,
as
you
say
it
is,
it
may
be
both
baby
fruit,
but
it
is
apples
and
oranges.
And
really
the
question
for
me
is
is
not
that
we're
trying
to
find
something:
that's
an
equal
replacement
to
the
streetcar
or
as
good
as
the
streetcar,
but
frankly
that's
better
than
the
streetcar.
That's
more
flexible,
that's
more
accommodating
of
people's
changing
transit
needs
cost
and
so
forth.
H
The
county
plans
to
make
the
following
improvements:
a
new
north-south
connection
between
Rosslyn
and
Shirlington,
more
frequent
service
from
Dunn
Loring
to
Ballston,
via
Arlington
Boulevard,
more
frequent
service
along
Lieb
road
in
a
new
connection
between
Crystal
City,
National,
Airport
and
Shirlington,
and
a
new
connection
between
buckingham
and
DHS
at
Sequoia
and
I.
Think
you
had
a
slide
talking
about
how
we're
looking
for
2018.
But
do
these
items
do
you
believe,
still
appear
on
track
for
close
to
2020
I.
C
F
Say
that
2018
is
a
big
lift,
as
Miss
rivers
stated
before.
That
is
the
largest
restructuring
of
bus
service
that
we
will
ever
have
attempted
in
Arlington.
So
it
is
it's
a
particularly
hard
year
for
our
TDP
in
terms
of
implementation.
So
we've
got
a
tremendous
amount
of
work
to
do.
Focus
all
on
that
summer.
18.
C
F
Context
of
the
first
slide
really
from
the
early
2000s
on
really,
but
going
back
to
the
90s.
We
could
count
on
two
or
three
percent
metro:
rail
ridership
growth
year
in
year
out
and
everything
else
we
did
was
kind
of
built.
On
top
of
that
art
got
it
started
simply
connecting
to
rail
and
then
that
trend
really
broke
down
starting
in
2011
2012
growth
stopped,
and
then
we
were
in
a
cycle
of
decline
with
a
particularly
bad
hit
in
2016
and
2017.
F
F
So
we're
committed
to
doing
everything
possible
to
be
get
working
with
Metro
to
turn
this
corner,
but
I
think
it's
gonna
be
a
slow
climb
and
I
think
really.
We
need
to
keep
this
in
mind
when
we
look
at
when
do
we
deploy
articulated
buses?
What
are
the
right
headways
because
we're
working
against
some
really
dramatic
headwinds
with
essentially
a
weekday
loss
of
riders
of
about
50,000,
so
the
loss
in
Metro
Rail
is
approaching
the
total
bus
ridership
in
Arlington
between
art
and
Metro
bus.
F
I
C
We
just
didn't
look
at
it
at
that
point,
but
we
would
have
to
rewrite
the
TDP
in
order
to
determine
what
that
would
mean
from
a
funding.
Standpoint
next
slide
talks
about
our
challenges,
also
continuing
a
challenges
for
expanding
bus
services,
and
this
is
just
just
a
graphic
look
at
what
the
fleet
looks
like
and
what
we
need
is
for
supporting
facilities
in
Arlington,
actually
we're.
What
we're
showing
here
is
the
the
fleet
that's
projected
for
the
next
ten
years,
and
what
you
see
is
going
up.
C
That's
the
blue
line
that
you
see
on
the
left.
This
is
the
box.
That's
on
the
left
hand,
side.
The
orange
line
that
you're
looking
at
is
actually
the
storage
facilities
or
the
support
facilities
that
we
have
in
order
to
store
that
fleet
and,
as
you
will
notice,
that
the
end
of
our
lease,
where
currently
we
have
the
light
maintenance
facility,
which
we
said
we
will
probably
be
moving.
We
will
be
moving
into
by
August
first,
so
there
is
an
ability
to
store
vehicles
there,
but
we
have
additional
vehicles.
C
The
balance
of
the
fleet
currently
that's
being
stored
at
Shirlington
right
now,
we're
storing
them
with
ApS
buses,
but
this
is
just
particularly
looking
at
just
the
art
fleet
itself
and
so
the
ability
to
have
to
store
90
buses
over
the
course
of
the
next
ten
years
is
is
an
extreme
challenge
for
us
and
even
to
meet
the
demand
of
the
transit
development
plan
and
to
the
right
you're.
Seeing
what
our
actual
projected
growth
has
been
in
ridership
to
the
point
where
we
feel
this
year,
we
will
carry
about
3.4
million
people.
C
C
C
We
are
noting
that
facilities
should
be
located
to
ensure
the
service
efficiencies
and
reliability,
as
I
mentioned
earlier,
that
a
few
transit
services
with
the
size
fleet
that
we
have
operate
from
multiple
locations
and
once
again,
this
does
not
address
the
growth
that
we
are
planning
beyond
2026,
the
future
heavy
maintenance
facility.
We
note
that,
just
for
to
maintain
90
buses,
we
would
need
at
least
a
10
bay
heavy
maintenance
facility
and
it
marched
mr.
C
Schwartz
mentioned
earlier
about
the
where
the
status
of
the
electronic
drive
facility
is
heavy
maintenance
facility,
and
this
is
just
a
graphic
just
giving
you
an
idea
of
all
the
various
places
we
operate.
Art
we're
I
think
we're
doing
a
pretty
good
job,
considering
where
we're
focusing
and
we're
operating
out
of
four
to
five
different
locations,
and
this
is
just
an
overview
of
what
mr.
C
Schwartz
just
mentioned,
where
we
are
with
the
status
of
the
heavy
maintenance
facility
and
to
put
in
particulars
take
note
that
in
September
that
we
will
need
to
make
some
decisions
or
hopefully
the
board
will
make
some
decisions.
So
we
will
know
how
to
pursue
and
and
and
also
noticing,
that
we
also
may
have
an
ability,
we'll
have
an
ability.
This
fall
to
potentially
receive
additional
funding
to
help
with
the
support
of
this
facility.
But
those
decisions
are
upcoming
and
need
to
be
made.
C
C
We
are
able
to
get
a
better
and
more
efficient
bid
if
there
is
a
grounding
or
permanency
to
our
facilities,
we
have
an
ongoing
would
be
daily
scheduling
risk
if
we're
dispatching
from
multiple
locations,
and
we
need
to
focus
on
a
location
that
does
not
impact
our
operations
costs
or
the
flexibility,
and
one
of
the
things
that
highlight
is
just
the
funding
that
we
receive
for
the
art
services.
We
need
to
make
sure
that
we
don't
jeopardize
our
state
or
federal
funding
with
co-locations.
D
Just
as
you
as
you
flip,
the
slide
I
just
want
to
emphasize
the
first
point
that
you
that
you
covered
as
well,
which
is
that
I
think
it's
it's
not
the
typical
one
or
two
year
cycle
that
the
NBTA
is
doing
their
funding.
For
so
this
is
a
this
is
going
to
be
a
six
year
cycle,
and
so
this
is
a
really
important
milestone
if
we
miss
it,
we'll
be
waiting
a
long
time-
and
this
is
our
best
source
of
funding
for
this
facility
right.
F
Referring
to
the
MBTA
regional
there's
about
29
million,
that's
raised
in
arlington
annually
through
taxes
and
fees
that
go
into
this
regional
program
and
it's
competitive,
there's
modeling!
That's
done!
We
think
that
bus
storage,
bus
maintenance
facilities
that
allow
fleets
to
expand
meet
the
regional
definitions
for
that
funding
source
and
that
this
particular
project
would
score
well,
but
we're
also,
mindful
of
applications,
are
going
to
be
due
sometime
in
the
fall.
This.
A
Is
this
is
for
the
six-year
plan
fix
your
plan
yeah?
On
the
other
hand,
I
think
it's
fair
to
say
that
no
one
there
would
always
be
some
opportunity
to
amend
that
along
the
way.
If
something
came
up,
I
mean
you,
you
can't
expect
everyone
to
know
full
six
years
out.
Everything
so
I
think
there's
an
experience
around
that.
Certainly
it
helps
to
get
it
in
and
have
it
assessed
early,
but
I,
don't
think
it
would
preclude
options
later.
Ramone.
C
E
F
Think
it
gets
it
to
the
extent
of
the
extent
of
the
mix,
I
think
if
it's
an
adjacency
okay,
that
is
still,
you
can
actually
keep
the
funding
you
could
or
you
could
arrange
it.
So
the
projects
are
separate,
the
funding
is
separate
and
they
can
be
tracked.
It's
when
you
starting
or
mingling
a
maintenance
facility
with
a
Sports,
Complex
and
they're
sharing
the
same
structure,
a
childcare.
A
H
Carrying
this
a
step,
further
I
mean
I
was
so
as
Miss
crystal
said.
You
know
kind
of
the
trend
these
days
in
a
hallmark
of
the
joint
facilities.
Study
was
colocation.
So
if
you
were,
for
example,
to
do
buses
on
on
the
ground
the
ground
floor
and
then
build
some
superstructure
above
it,
whether
it's
you
know
housing
or
a
sports
facility
or
offices
or
who
knows
what
would
that
person
you
know
per
se
be
eliminated
or
is
there
a
workaround
I
think
we
need
more
granularity
on
this,
maybe
faretta
at
a
soon
future
time.
A
C
C
So
we're
not
going
to
advance
that
project
in
this
first
phase
it
will
be
built
but
we're
having
to
to
and
the
same
for
East
Oakland,
which
was
one
of
the
eight
locations,
the
same
thing
where
the
multimodal
project
that
is
moving
forward
and
laying
the
groundwork
for
us.
They
are
having
to
do
some
work
before
we
can
go
in.
C
The
next
page.
Actually
just
shows
the
overall
current
schedule
for
the
transit
waste
stations,
and
it's
just
as
I
had
mentioned,
where
we're
showing
that
the
first
five
are
moving
forward.
We've
been
going
through
the
design
process
and
now
in
the
process
of
pulling
together,
RFP
and
hopefully
go
to
construction
next
year
and
the
status
of
the
transit
and
advertising
sponsorship.
C
We
met
with
you
last
fall
to
discuss
the
potential
of
advertising
and
are
now
have
an
RFI
underway.
We
looked
at
the
potential
of
using
advertisements
on
buses
and
at
shelters
and
determined
just
in
our
initial
research
that
the
ability
to
provide
more
are
to
go.
A
more
non-traditional
route
may
be
more
lucrative,
so
we're
moving
to
the
next
step
of
getting
that
confirmed
by
going
through
an
RFI
process
to
actually
see
what's
out
on
the
market.
C
H
We
didn't
go
with
the
the
top
and
luxury
and
we
didn't
go
with
the
with
the
with
the
budget
option,
something
kind
of
middle
and
I'm
just
wondering
if
we
still
think
that
we're
in
line
with
the
costs
that
were
projected
last
year,
or
maybe
even
doing
a
little
bit
better
with
those
costs,
in
other
words
a
little
less
per
station,
do
we
do?
We
have
a
guesstimate
in
that
regard?.
F
Well,
the
I'm
gonna,
maybe
yes,
J
Lawson-
is
the
project
manager
to
step
up
following
the
board
direction.
What
we
are
going
forward
with
is
a
premium
factory
assembled
station
which,
instead
of
a
field
field
kit
where
it
would
actually
be
constructed
from
scratch,
each
insight
being
unique.
The
first
thing
that's
going
to
happen
is
this
request
for
proposals
for
manufacturing
of
all
23
and
I'm
gonna.
Let
J
us
follow
up
on
that.
F
K
H
I
think
it
was
very
exciting
that
you
know
just
a
few
weeks
ago
we
entered
into
that
multi-jurisdictional
compact,
if
you
will
for
advertising
on
Capital
Bikeshare,
and
when
would
you
when,
when
does
staff,
think
they'll
have
more
detail
with
respect
to
the
to
the
promise
or
opportunities
for
art
advertising
and
are
we
making
a
distinction,
as
the
county
attorney
did
when
this
effort
was
first
launched
at
the
direction
of
the
board
in
2015?
Is
there
still
that
distinction
between
a
rolling
stock
and
stationary
stock?
Yes,.
F
So
what
this
advertising
RFI
is
for
rolling
stock
and
if
you
recall
from
the
briefings
that
we
gave
in
October
of
16
that
that
to
traditional
panels
on
the
exterior
buses
for
a
fleet,
the
size
of
arts
really
produce
very
modest
revenue
and
involved
a
lot
of
staff
work,
but
there's
also
been
a
lot
of
innovation
and
so
electronic
advertising
advertising
that
actually
is
tied.
That
could
actually
send
messages,
distinct
messages
to
iPhones
or
droids,
or
passengers
in
the
bus,
notifying
them
of
nearby
offers.
F
G
Try
to
be
very
quick
on
that.
So
to
what
extent
does
advertising
on
buses
affect
what
we're
able
to
do
with
LaMotta
buses
and
branding?
You
know
some
amout
of
buses
are
wrapped,
but
the
ones
and
that
run
through
Arlington.
Don't
do
we
pay
a
price
penalty
for
not
allowing
LaMotta
to
generate
revenue
from
that,
or
is
that
just
an
operational
choice
that
they've
made.
G
So
they
just
don't
do
it
here,
I
guess
they.
They
know
it
would
be
a
lift.
So,
along
those
lines
do
we
have
any
plans
as
we're
conceptualizing.
What
this
might
look
like
to
actually
involve
our
community
in
any
way
to
speak
out
either
through
surveys
or
some
other
form
of
public
engagement.
I,
don't
know
about
you,
colleagues,
but
I
would
just
love
to
hear
people's
various
thoughts
on
advertising
on
some
of
our
public
facilities.
I
just
be
very
curious
as
to
the
range
of
public
opinion
on
that
I.
E
E
Yeah
I
mean
I.
Think
there's,
there's
probably
just
a
lot
of
unanswered
questions
where
the
public
might
have.
Just
as
we
have
First
Amendment
questions.
I
know,
Lamont
is
dealt
with
that
issue
in
particular.
You
know,
I.
Think
I
would
have
questions
about
to
what
extent
that
the
advertising
might
interfere
with
any
other
brand
identity,
and
so
you
know
having
a
sort
of
fact
sheet,
as
this
idea
comes
together
that
we
can
take
to
some
of
our
commissions
or
even
post
for
general
public
comment.
A
A
If
it
were
me,
you
know
every
time
we
take
over
a
metro
bus
line
into
the
art
system.
We've
saved
money
in
the
past
and
I
know
in
this
slide.
The
question
mr.
Dorsey
raises:
are
there
other
ways
to
handle
this,
except
through
Metro?
There
may
be
alternatives,
I'm
not
aware
of
but
I'm
the
obvious
one
is
to
take
it
on
within
the
art
system.
I
know
these
are
three
of
the
obstacles,
but
it
seems
like
these
are
the
obstacles
every
time
we
we
think
about
it.
A
My
own
view
would
be
that
the
you
should
be
looking
at
the
cost:
the
flexibility,
the
branding,
the
storage,
the
issues
that
are
related
to
taking
this
in
to
the
art
system.
Maybe
by
that
time
we
have
a
little
better
sense
of
where
our
bus
storage
facilities
are,
but
every
time
we've
talked
about
this
in
the
past,
we've
taken
them
on
because
we
save
money.
A
In
addition
on
Columbia
Pike
to
the
degree
we're
looking
for
more
uniqueness
and
branding
and
flexibility,
we
gain
that
if
we
take
it
into
the
art
system,
so
my
advice
would
be
and
and
maybe
we're
looking
for
a
head
nod
whether
we'd
like
the
to
direct
the
staff
to
incorporate
that
in
the
next.
You
know
the
next,
whatever
the
next
step
is
in
terms
of
coming
back
to
the
board,
with
options,
if.
D
I
made
before
before
the
conversation
goes
much
further.
I
guess
we
didn't
do
a
good
job
at
Michelle.
This
actually
is
different
than
what
we've
done
in
the
past
and
I'm
gonna,
I'm
gonna
start
and
then
hopefully
mr.
leach
will
help
me
out
or
ms
rivers,
so
the
the
thing
that
makes
the
take
we're.
Speaking
of
taking
over
the
trunk
line,
the
the
idea
of
taking
over
the
trunk
line
in
Columbia
Pike
the
thing
that
makes
that
different
is
we've
never
taken
over
a
regional
bus
route
before
so.
D
That's
that
that
is
different
than
what
we've
done
in
the
past
and
the
the
facilities
piece
is
an
important
piece
because
of
the
number
of
buses
involved,
but
we
you're
already
sensitive
to
that.
So
let
me
move
to
the
Met
to
the
Metro
negotiation
issue.
When
mr.
Weidenfeld
was
here
last
week,
he
even
had
mentioned
I,
don't
know
it
if
it
was
in
response
to
a
question
or,
but
he
was
talking
about
the
fact
that
loss
of
bus
lines
is
a
significant
thing
in
the
labor
negotiations.
D
So
this
would
be
in
that
vein
and
and
either
miss
rivers
or
mr.
leach.
Can
talk
about
how
that's
been
handled
in
the
past
with
the
Metro
routes
that
we
have
taken
over,
but
this
would
be
a
significant
difference
and
because
of
that
then,
and
because
we
probably
could
do
it
cheaper
for
art,
then
it
becomes
a
redistribution
of
the
that
all
those
subsidies
that
get
balanced
out
in
in
the
formulas
for
the
bus
routes.
And
then,
as
misra
Rivers
had
said,
this
was
not
contemplated,
and
this
would
require
a
significant
rewrite
of
the
TDP.
D
A
It
may
be
some
amount
of
work
in
terms
of
a
union
negotiation,
but
so
again,
just
from
my
point
of
view
in
terms
of
understanding
what
the
best
option
is
down
the
road,
that's
what
I
would
suggest
now,
if
my
colleagues
are,
are
happy
moving
along
the
way.
It
is
then
that's
fine
too.
It's
it's
your
choice.
Mr.
H
A
B
We
can,
we
can
talk
about
it.
We,
you
know,
we
hadn't
anticipated
doing
another
work
session
in
three
months,
but
certainly
providing
you
an
update
and
then
maybe
doing
another
work
session
that
towards
the
end
of
the
year,
to
sort
of
it
a
six-month
check-in.
But
that's
something
we
can
talk
about.
Thank.
A
A
E
Think,
for
my
part,
at
least
starting
to
look
at
these
these
transit
stations
as
one
of
the
best
options
that
we
have
to
create
a
sense
of
place-
and
you
know
might
point
to,
for
example,
what
Alexandria
has
done
around
1:00
around
the
transit
way
itself
right
that
the
landscaping
there
actually
creates
a
sense
of
place
that
wasn't
there
before
that
and
without
a
dedicated
Lane.
You
know
our
sense
of
place
is
going
to
have
to
come
from
the
transit
station.
So
really
just
wanted
to
elevate.
That
I
know.
E
There's
been
talk
about
an
interdepartmental
workgroup
on
the
pet
in
the
past.
I
hope
that
C
Pro,
whom
we've
you
know,
fund
and
significantly
to
do
some
placemaking
exercises,
will
be
part
of
this
conversation
and
and
some
of
the
property
owners,
and
maybe
even
the
retail
establishments,
along
the
way
about
how
we
really
are
using
these
to
approximate
some
of
the
transformative
impacts.
We're
hoping
this
transportation
solution
will
have
for
the
corridor.
D
So
just
a
word
on
that,
as
we
close
close
this
out,
what
we
will
bring
to
you
when
we,
when
we
bring
the
the
contract
for
the
award
of
the
of
the
the
translations
themselves,
is
the
the
team
has
worked
really
really
hard
to
maximize
the
number
of
options
for
doing
place
making
and
they
will
be,
and
the
ones
that
are
the
most
sensible
are
being
included
in
the
in
the
proposal
as
ad
alternates.
So
you
will
have
the
chance
at
that
point.
D
Emal's
and
we'll
know
at
that
point
what
the
the
station's
themselves
are
going
to
cost.
You
can
say
we
want
to
add
these
various
things
and
you'll
know
exactly
what
they're
going
to
cost
and
and
then
we
can
go
from
there.
But
but,
as
was
said
earlier,
we
have
to
reconcile
branding,
we
have
to
reconcile
advertising
and
we
have
to
reconcile
placemaking,
so
that'll
be
an
important
step.