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A
A
Nothing
is
more
important
to
what's
gonna
happen
over
the
next
year,
then
trying
to
understand
and
resolve
the
issues
related
to
the
metro
system
in
the
region.
They're
critical
to
Arlington
we've
been
saying
that
for
a
long
time,
many
of
us
are
involved
in
different
ways
in
trying
to
help
that
along
and
find
a
long-term
sustainable
financing
of
the
metro
system.
A
So
not
to
be
understated.
Our
representative
to
the
wa
mata
board
is
with
us
today,
Christian
Dorsey,
along
with
a
good
number
of
staff
that
spend
probably
a
good
portion
of
their
time.
Thinking
about
and
working
on,
issues
related
to
Amata
so
today
and
I've
had
a
request
that
we
try
to
end
this
work
session
before
7:00.
So
that
will
be
the
goal.
I
know
several
of
my
colleagues
are
going
to
the
Northern
Virginia
Transportation
Commission,
to
continue
talking
about
LaMotta
until
about
nine
or
some
staff,
as
well
till
nine
or
ten
o'clock
tonight.
A
So
we
will
try
to
get
you
over
there
and
time.
Fortunately,
it's
not
far
from
this
space.
So
but
today
there
are
three
real
topics
that
we'll
hear
from
staff
and
then
ask
questions
to
help.
Keep
us
up-to-date,
honestly
and
to
the
degree
possible,
keep
us
on
the
same
page
and
that's
one
of
the
greatest
challenges
right
now.
There's
so
many
important
discussions
going
on
about
wall
Motta
it's
hard
to
keep
up,
and
each
of
us
has
something
of
a
different
role
in
that
system
of
discussions.
Trying
to
find
a
positive
outcome
which
will
evolve.
A
I
mean
there'll,
be
steps
along
the
way
where
we're
gonna
have
to
talk
to
one
another
staff.
We're
gonna
have
to
advise
us.
We're
gonna
have
to
talk
to
one
another,
whether
we're
a10
VTC
NBTA
working
through
the
Council
of
Governments
TPB,
wherever
it
is,
and
those
conversations
are
gonna,
be
important.
A
So
today,
as
an
effort,
more
than
anything
else
in
item
one
to
get
us
all
aware
of
the
this
similar
or
the
the
state
of
the
proposals
out
there
right
now
for
reform
and
funding,
and
secondly,
then
to
talk
about
more
explicitly
the
impacts
or
potential
impacts
on
the
both
on
the
operating
side.
First
and
then
the
capital
side
for
Arlington,
and
these
are
really
hard
numbers
to
get
your
arms
wrapped
around
and
the
more
were,
grounded
in
common
sets
of
numbers
and
common
understanding
of
impacts.
B
You,
mr.
chairman,
before
I
turn
it
over
to
Jason,
Freese
I
did
well.
I
did
want
to
say
that
I
appreciate
the
board
taking
this
time.
This
is,
you
know
the
probably
the
most
significant
issue
that
faces
the
county
on
many
levels,
at
least
at
the
moment,
and
I've
been
spending
a
lot
of
time
myself
with
my
colleagues
at
the
Council
of
government,
doing
work
on
this
and
everybody
at
the
table
which,
in
our
team,
including
Jason
and
Lynn
and
Kristen
and
Dennis
and
Michelle,
have
all
been
very
focused
on
this.
B
It
is
the
single
most
important
issue
that
we
we
need
to
try
to
wrestle
to
the
ground
if
it
were
completely
within
our
control.
I
think
we
would
probably
have
it
solved
by
now.
One
of
the
challenges
is
this
is
in
many
ways
an
issue:
that's
in
control
controlled
by
a
lot
of
other
people.
Besides
those
at
this
table,
so
I
hope
this
discussion
today
will
be
helpful
for
you
all
and
for
the
community.
So
with
that
I'm
going
to
turn
it
over
to
Jason.
C
Thank
You,
Marc
and
I
believe
you
mentioned
a
you
know
three
different
parts
that
we'll
be
covering
today
we're
gonna
go
a
little
bit
a
little
bit
different
than
up
that
format.
What
I
plan
to
do
today
is
talk
real
quickly
about
Metro
a
little
bit
about
the
brief
history
of
it.
You
know
the
system
itself,
our
historical
contributions
of
capital
and
operating
talk
about
that
cuz
that
paints
the
picture
for
where
we're
heading
in
the
future
and
then
and
in
the
middle.
We'll
talk
briefly
about
the
jion's
proposal.
C
C
C
And
I'll
go
ahead
and
start
the
first
slide.
That
I
was
planning
to
speak
about,
and
this
is
really
just
well
mata
facts,
so
I
think
you
all
being
part
of
M
BTC
are
familiar
with
many
of
these,
but
the
measure
the
Metrorail
system.
It
is
the
second
largest
rail
system
in
the
United
States
there
are.
It
serves
a
us
area
of
over
1,500
square
miles
in
the
Washington
region.
There
are
over
118
miles
of
rail
within
the
region
and
over
91
stations.
A
C
Just
91:
no,
no
we're
not
that
big,
yet
91
91
stations,
1,100
rail
cars,
618
escalators
and
317
elevators
within
the
transit
system
within
arlington
county.
We
serve
12.1,
nine
of
those
91
miles
or
118
miles,
and
we
have
11
stations
now,
we'll
talk
a
little
bit
later,
but
only
10
of
those
stations
are
from
a
financial
perspective
counted
in
arlington,
but
we
have
11.
One
of
those
is
Arlington
Cemetery,
a
metro
bus.
We
have
a
6
largest
bus
network
in
the
US
and
there
we
go.
C
It's
ok,
now
slides
up
now,
6
large
bus
network
in
the
United
States,
with
over
15
hundred
and
80
active
buses.
The
average
fleet
age
is
right.
Now
is
about
7
and
a
half
years,
and
we
use
there's
four
different
technologies.
You
know
clean
diesel,
hybrid,
electric
CNG
and
a
standard
diesel
buses.
C
So
what
I
want
to
talk
to
you
now
is
the
way
wall.
Mata
is
funded
in
both
capital
and
operating.
We
actually
have
a
formal
policy,
it's
adopted
by
the
wa
mata
board,
and
this
policy
sets
forth
the
funding
contributions
that
the
jurisdictions
make
these
jurisdictions
are
DC
state
of
Maryland.
The
state
pays
for
both
Montgomery
and
Prince
George's
County
on
the
Maryland
side
and
then
Virginia.
It's
it's
the
local
jurisdictions.
C
However,
the
the
state
does
pay
a
portion
of
the
local
jurisdictions
subsidies,
so
each
different
mode,
metro,
rail,
Metro
access
and
Metro
bus
has
its
own
formula,
and
so
I
want
to
go
through
real
quickly
in
case
you're,
not
aware
of
how
those
how
those
formulas
come
together
and
how
that
you
know
how
our
form
or
how
our
percentage
of
the
subsidy
is
put
together.
So
we'll
first
talk
about
Metro,
Rail
Metro
Rail
has
theirs,
and
these
are
equal
weighted.
C
Thirty
three
percent
each
are
substance:
'ti
weighted
population
by
jurisdiction
of
residents,
so
that
comprises
of
our
nine
point:
seven
percent
share
of
the
region.
That's
three
point:
seven
of
it
on
average
weekday
ridership,
that's
another!
Two
point
three
percent
and
then
number
of
rail
stations,
and
as
I've
mentioned,
we
have
there's
11
in
the
county,
but
only
ten
actually
go
to
us.
One
Arlington
Cemetery
actually
is
allocated
among
the
entire
region
and
is
excluded
from
our
funding
our
funding
portion
on
Metro
access.
This
is
a
it's
actually
a
good
story.
C
Metro
access
we
are
comprised
of.
We
were
less
than
one
percent
of
the
funding
of
Metro
access
and
it's
a
good
story
of
with
our
local
star
paratransit
service
that
provides
a
majority
of
of
paratransit
service
within
the
county.
We
serve
less
of
one
percent
of
well
modest,
metro
access
and
that's
actually
a
part
where
that's
been
growing
rather
substantially
at
what
modest.
So
it's
been
helpful
that
with
us
having
less
of
one
percent,
we
don't
have
to
worry
so
much
about
those
increases.
We
still
like
to
monitor
it,
but
it's.
C
We
really
focus
more
on
the
metro,
rail
and
Metro
bus
service
here
at
the
county,
Metro
access,
it's
the
it's,
the
net
cost
of
the
service
and
its
allocated
by
the
riders
jurisdiction
of
residence
and
then
also
by
the
number
of
trips
per
jurisdiction.
So
if
you
see,
we
only
had
seven
just
over
17,000
trips
out
of
2.3
million
system-wide
last
year,.
C
So
the
next
slide
talks
about
the
Metro
bus
subsidy,
so
the
Metro
bus
subsidy,
which
for
Ireland
is
seven
point
six
percent
of
the
region
is
based
on
equal
or
it's
based.
25
percent
of
that
of
that
subsidy
is
the
density,
weighted
population,
same
the
same
population
calculation
as
in
metro,
rail
and
then
ridership
by
jurisdiction
of
residents,
and
then
the
revenue
miles
for
the
bus
routes
that
are
that
serve
Arlington
County
and
the
revenue
hours
of
the
bus
routes
of
serve
Arlington
County
together.
C
That
puts
us
at
like
a
seven
seven
point:
six
percent
of
the
regional
bus
subsidy
there's
also
a
non
regional
subsidy.
This
is
routes
that
there's
more
detailed
earnest
of
what
what
determines
Metro
bus
of
regional
verse,
non-regional
non
regional
is
typically
a
route
that
serves
one
jurisdiction,
so
it's
only
within
arlington,
county
or
its
may
be,
or
the
arlington
and
maybe
one
other
jurisdiction,
but
it
doesn't
serve
a
regional
hub
or
transit
center.
So
these
subsidies
are
paid
directly
by
the
jurisdiction.
C
So
that
covers
the
how
the
subsidies
go
together:
a
metro,
rail,
Metro
access
and
Metro
bus.
The
next
thing
I
wanted
to
talk
real
quickly
to
you
about
was
the
this
most
recent
operating
budget
of
LaMotta,
the
the
fiscal
2018
budget
and
basically,
where
they
began
and
where
they
ended
up
how
they
formally
adopted
their
budget.
So
when
they
began
in
October
of
last
year
and
provided
their
budget
guidance,
they
had
an
initial
operating
gap
of
two
hundred
ninety
million
dollars
throughout
the
budget
process.
C
There
were
discussion
of
no
fare,
increases
a
lot
of
proposals
by
the
general
manager
in
order
to
solve
that
gap.
What
ultimately
happened
when
he
adopted
the
budget
were
a
series
of
actions
to
balance
the
budget.
The
first
was
a
fare
increase
so
on
rail
during
peak
periods,
there
was
a
10-cent
10-cent
increase
to
the
peak
base
fare
on
off-peak.
There
was
a
25
cent
increase
on
bus
fares.
There
was
also
25
cent
increase
to
$2.
There
were
also
some
reductions
on.
C
There
are
adjustments
to
the
two
to
rail
service,
so
headways
were
reduced
along
most
rail
lines,
except
for
the
blue,
so
on
the
blue
line
there
was
actually
reduction
or
an
increased
service.
There
was
increased
from
12-minute
headways
to
eight
so
folks,
recall
years
ago.
There
was
actually
in
order
to
facilitate
the
silver
line
operations.
There
was
more
service
put
on
the
orange
and
silver
line
at
the
sakura
and
that
sacrifice
blue
line
service.
C
So
with
this
right
sizing
of
the
rail
headways,
we
were
able
to
put
back
some
blue
line
service,
which
should
see
some
benefits
along
the
you
know,
the
the
route
or
the
Crystal
City
Christmasy,
depending
on
City
area,
the
the
general
manager
also
took
some
drastic
cuts
on
the
on
headcount,
so
he
reduced
the
staffing
from
13,000
down
to
about
twelve
thousand
two
hundred.
Some
of
this
actually
took
place
in
fiscal
17
and
was
used
to
help
mitigate
some
issues
with
expenditures
in
fiscal
17.
But
ultimately,
there
were
eight
hundred
eight
hundred
staff
reduced.
C
There
were
no
wage
increases
for
where
non-union
labor,
where
it
could
be
reduced,
whereas
contractually
permissible-
and
this
is
the
same
thing
as
in
fiscal
17,
where
there
were
no
wage
increases
for
non
non-union
labor
as
well
of
fiscal
17.
So
this
is
two
straight
years
there
were
some
increases
to
healthcare
premiums,
deductibles
and
co-pays,
and
then
ultimately
were
impacts.
Us
at
the
county
and
the
general
fund
side
was
jurisdictional.
Subsidy
increases
also
made
up
a
hundred
and
thirty
four
million
of
that
two
hundred
and
ninety
million
dollar
gap
in
Arlington.
C
C
Historically,
funds
will
mod
operations
from
state
transit
aid,
which
is
state
state
operating
assistance
as
well
as
gas
taxes,
so
that
was
increased
by
eight
million
dollars
to
thirty
four
point:
five
million
dollars
this
fiscal
year
and
then
there
was
also
a
general
fund
tax
rate
increase
a
portion
of
that
five
point:
nine
million
dollars
was
used
to
assistance
in
solving
the
general
fund.
Support
to
me
are
full
thirteen
point:
nine
million
dollar
increase.
C
So
on
the
next
slide,
I
just
want
to
show
you
in
pictures.
You
know
kind
of
what
makes
up
the
operating
budget
and
capital
budget.
So
you
see
on
the
left
side
the
operating
budget,
a
1.8
billion
dollars
just
over
one
point-
eight
billion
just
under
four
around
forty
percent
of
that
is
passenger
revenues,
so
six
hundred
and
ninety
four
million
passenger
other
revenues
and
then
jurisdictional
subsidy,
nine
hundred
and
eighty
million
dollars.
This
has
actually
been
if
we
were
to
show
historical
trend
and
we'll
show
that
in
a
few
slides,
this
is
the
yellow.
C
The
yellow
side
of
this
chart
has
been
growing
every
year
over
year,
revenues
have
been
declining
even
in
the
face
of
fare,
increases
and
jurisdictional
subsidies,
so
even
with
a
small
increase
in
the
overall
operating
budget
with
reduced
revenues.
On
top
of
that,
it's
increasing
the
burden
on
local
jurisdictions
on
the
capital
budget,
this
year's
budget
is
1.5
billion,
just
under
1.5
billion
dollars,
federal
funds
and
pre
up
this.
Is
you
see
it's
about
a
third
of
the
of
the
of
the
pie,
the
one
thing
to
notice
Priya.
C
This
actually
expires
at
the
end
of
fiscal
nineteen
for
wa
mata.
It
is
assumed
we'll
talk
about
this
later,
but
it
is
assumed
that
both
on
the
federal
side
and
the
state
matches
which
a
state
match
is
50
million
from
Virginia
50
million
from
DC
and
50
million
from
Maryland,
so
total
of
300,
combined
federal
and
state
that
that
continues
indefinitely.
So
when
we
look
at
some
future
projections,
that's
what
a
key
assumption
we
have
to
be
aware
of
that.
Should
that
go
away!
That
is
a
large
gap.
C
In
this
plan
you
see,
jurisdictional
subsidies
is
725
million
dollars.
This
is
a
large
increase
year
every
year
and
again,
we'll
show
that
in
another
chart
to
show
how
substantial
of
an
increase
that
is,
but
ultimately
it's
just
under
140
million
dollars
combined
when
you
look
at
our
operating
and
capital
subsidies
to
to
the
metro
system
annually
annually.
Now
this
is
much
larger
than
previous
years,
but
fiscal
18
is.
Is
the
138
point?
Nine
million
dollars
combined.
C
So
this
next
slide
shows
it
breaks
down
the
previous
slide
a
little
bit
more
in
detail,
so
I'm
the
left
side
again
is
the
operating
budget,
so
the
11.8
to
five
billion.
We
show
passenger
and
other
revenues
of
eight
hundred
and
forty
five
million
dollars,
which
leaves
a
local
subsidy
of
nine
hundred
and
eighty
million
of
that
amount.
Seven
point
two
percent,
which
again
goes
back
to
those
formulas
we
spoke
about
earlier.
C
C
Thirty,
four
point:
six
million:
a
Metro
access,
eight
hundred
thousand
dollars
the
way
we
funded
that
as
I
mentioned
earlier,
state
aid
comprised
thirty
four
point:
five
million
and
general
fund
support
was
thirty-six
point
two
million
on
the
capital
side,
the
subsidy.
We
we
are
nine
for
nine
point,
four
percent
of
that
subsidy.
The
reason
the
subsidy
is,
the
percentage
is
higher
on
right
on
the
capital
side
versus
operating.
C
Now,
if
you
recall
the
forty,
eight
million
was
above
and
beyond
what
we
had
assumed
for
fiscal
2018,
it's
about
twenty
two
million
dollars
higher
and
of
that
tax
rate
increase.
We
had
this
year,
a
portion
of
that
was
dedicated
service
to
support
that
additional
debt,
and
one
thing
to
talk
about
with
state
aid.
When
we
look
at
the
state
aid
in
the
operating
capital
side.
C
A
subcommittee
of
the
TPP
that's
been
doing
some
work,
but
that
if
that
funding
goes
away,
we
could
see
a
significant
hit
to
our
future
state
aid
that
matches
capital.
It
could
be
anywhere
from
40
percent
to
even
greater
than
that,
and
so
I
think
the
gap
begins
at
forty
two
million
dollars
in
fiscal
19.
If
nothing
is
done
and
it
grows
to
up
to
one
hundred
and
seventy
eight
million
dollars
annually
by
fiscal
2027.
C
To
give
you
a
context
of
how
much
money
will
Mata
consumes
of
the
state
operating
and
transit
dollars
around
the
state
on
the
operating
side?
There's
a
hundred
ninety
million
dollars
statewide
provided
for
transit,
100
million
of
that
goes
to
Metro,
which
is
just
over
fifty
percent
of
fifty
fifty
five
percent
and
a
hundred
and
four
and
one
hundred
and
forty-seven
of
that
one.
Ninety
goes
just
north
of
Virginia
transit
operations
in
general,
so
you
know
three:
three
quarters
of
all
transit
dollars
come
to
Northern
Virginia
on
the
capital
side.
D
So
as
we're
looking
at
this
I
think
it's
helpful
to
know
that,
where
the
the
fiscal
cliff
will
hit
Arlington
in
that
second,
the
last
category
there's
state
aid,
20
million
in
the
gray
box,
absent
a
solution
which
we
hope
the
are
maybe
will
come
up
with
and
the.
But
where
would
that
hit
all
of
Northern
Virginia
funds?
Would
it
be
under
the
124
million
other
state
federal
funds,
or
is
some
of
that
money
currently
coming
from
those
soon
to
be
exhausted,
transit
capital
bonds
showing
up
as
the
as
the
state
match
to
dedicated
funds?
D
C
It
wouldn't
necessarily
be
embedded
in
here,
because
we
don't
show
we
show
the
full
subsidy
for
DC,
Maryland
and
Virginia.
That
725
okay,
about
30
percent
of
that
you
would
say
is-
is
for
Virginia,
so
maybe
210
million
just
taking
a
it's
a
ballpark,
okay,
okay,
and
of
that
there's
a
the
transit
match.
Thirty
to
forty
percent
from
the
state
of
that
amount,
so
say:
maybe
eighty
million
dollars
Fairfax
Andhra
Arlington,
Falls
Church,
maybe
eighty
to
a
hundred
million,
would
be
what
the
state
a
piece
would
potentially
be.
Okay,
that
amount
would
be
substantially
reduced.
A
C
Would
actually
be
no,
it
would
be
none
of
those,
so
those
so
yeah
what
it
is
capital
budget.
The
total
gross
amount
is
one
point,
four
five
billion
and
then
netted
from
that
is
the
federal
formula
grants
of
312
million
right,
so
the
prea
funding,
which
is
149
and
the
state
match
now
that
state
match
could
be
impacted
because
our
50
million
does
come
from
state.
The
state
bonds,
so
that
could
be
an
impact
impact,
is
that
50
million
the
other
state
and
federal?
C
That's
mostly
that's
mostly
federal
dollars
that
and
that's
actually,
it
also
includes
the
my
so
that
includes
reimbursable
projects.
So
that's
my
and
the
Silver
Line
phase
2
costs.
That's
the
bulk
of
that
piece
right
there.
So
that's
not
even
funded
from
us.
That's
funded
through
my
and
they're
and
they're
funding,
the
seven
and
then
what
that
does
is
when
you
deduct
all
of
those
four
sources
from
the
one
point,
four
or
five
that
leaves
a
local
subsidy
of
725
and
then
and
that's
DC,
Maryland
and
Virginia
right.
A
C
Our
percentage
is
nine
point
four
say:
Fairfax
is
20%,
they're
gonna,
you
know
fund,
there's,
maybe
one
third
of
state
aid,
two-thirds
of
bonds
or
the
way
they
choose
to
fund
their
their
their
LaMotta
capital
contribution,
and
so
it
would
be
each
Virginia.
Each
Virginia
jurisdictions
respective
contribution
that
would
be
hit
would
say
roughly
30
to
40
percent
of
our
capital
contribution.
E
A
C
So
this
next
slide
shows
the
historical
and
this
is
well
modern
wide.
This
is
not
Arlington
County.
This
is
the
total
wool
modest
system.
This
shows
the
operating
and
capital
subsidies
over
the
past
from
FY
10
to
FY
18.
So
if
you
look
at
the
first
chart,
the
system
cough
just
under
about
one
point,
one
point:
three:
six
billion
dollars
and
has
grown
up
to
one
point:
eight
five,
one
point:
eight
five
billion
dollars
in
fiscal
18.
Now
those
stars
that
are
shown
there
represent
the
fare
increases
that
have
occurred
over
that
time
frame.
C
The
blue
section
is
actually
passenger
revenues.
So
you
see
it
looks
fairly
constant.
It's
it's
a
little
up
and
a
little
bit
down
fiscal
17
of
fiscal
18.
It's
it's
gone
down,
but
this
is.
This
is
including
declining
ridership,
which
was
offset
by
fare
increases.
The
fare
increases
did
not
yield
substantial
increases
in
revenue.
They
really
just
mitigated
declines
in
ridership,
so
ridership
has
been
declining
from
a
peak
in
fiscal
2009.
It
has
been
slowly
declining
year
over
year
and
the
last
two
years.
It's
been
exacerbated.
C
So
when
you
look
at
the
fiscal
17
number
and
operating
subsidy
of
the
nine
hundred
million
dollars
up
there,
that's
budgeted
they
expect
to
be
between
operating
metro.
Rail,
Metro
bus
leaves
a
hundred
and
twenty
five
million
dollars
below
that
so
they're,
looking
at
more
in
the
777
seven
hundred
and
seventy
five
million
dollar
range
for
fiscal
17
and
then
18.
They
still
think
eighteen
with
the
fare
increase
will
be,
will
be
good.
That
they've
taken
a
very
conservative
estimate
there.
C
The
reason
fiscal
17
is
such
a
dramatic
difference
is
that
safe
track
was
actually
approved
after
they
adopted
the
fiscal
17
budget.
So
they
did
not.
They
were
not
assuming
that
they
would
be
doing
the
the
substantial
of
shutdowns,
which
would
impact
ridership
and
revenue.
So,
but
with
that
reduction
in
revenues,
they
have
taken
drastic
measures
on
the
on
the
staffing
side
and
other
places
to
take
cost-cutting
measures
in
fiscal
17,
and
they
expect
to
be
balanced
with
that
by
the
end
of
the
fiscal
year.
C
At
the
bottom
chart
that
shows
a
capital
subsidy,
so
we
look
from
fiscal
10
to
fiscal
18.
You
can
see
that
you
know
from
a
low
of
four
hundred
and
sixty
five
million
dollars
in
fiscal
ten
to
the
highest,
which
is
this
fiscal
year,
which
is
one
point
1.15
billion
dollars.
You
look
at
federal,
a
federal
aid.
The
chart
is
it's
a
little
hard
to
tell,
but
federal
aid
is
actually
fairly
consistent
year
over
year.
I
know
it's
a
little
bit
low
in
fiscal
ten,
but
that's
showing
actual
expenditures
in
those
years.
C
So
there's
some
carrier
for
funding
that
occurs,
but
federal
funding
has
been
fixed
and
on
average
right
now
it's
about
three
hundred
and
eleven
million
dollars
a
year.
The
federal
formula
funding-
it's
not.
It
doesn't
take
into
consideration
expenses
that
well
mod.
It's
based
off
of
other
factors
such
as
population,
the
transit
revenue,
miles
and
hours
of
the
of
the
bus
and
the
rail
system,
so
to
the
extent
that
they
have
large
budget
increases,
subsidy
increase
or
the
federal
formula
funding
does
not
get
impacted
by
that.
C
C
Part
of
the
reason
that
you
see
fiscal
18
is
so
substantial
is
you
may
have
seen
if
you've
written
the
metro
recently,
the
new
7000-series
rail
cars
is
one
of
the
biggest
drivers.
Those
have
finally
been
ramped
up.
It
was
a
little
slow
getting
them
delivered
to
wa
mata
now
they're
on
pace
for
about
twenty
a
month
which
is
higher
than
we'd
expected
at
first
about
twelve,
so
they're
delivering
right
now
about
twenty
a
month,
and
with
that,
obviously,
when
they
come
in,
we
have
to
make
payments
against
those
against
those
rail
cars.
C
C
They
actually
came
back
to
the
board
in
in
q4
of
their
fiscal
year,
I
believe
it
was
fifty
million
dollars,
and
that
was
because
of
the
advance
delivery
of
the
rail
cars
and,
obviously
that's
a
good
thing.
We
support
it,
but
that
coupled
with
safe
track
and
and
their
work,
there
means
that
they
will
most
likely
be
at
the
hundred
percent
level.
C
So
this
next
slide,
I
just
want
to
go
a
little
bit,
show
a
little
bit
more
about
that
ridership
that
we
were
talking
about
earlier
and
the
impact
of
it
and
how
it's
leading
to
higher
subsidies.
Even
in
the
face
of
total,
you
know
operating
subsidy
remaining,
you
know
fairly
flat
ridership.
So
what
we
see
here
on
the
top
chart
is
rail
and
the
bottom
chart
is
bus.
The
blue
chart,
the
blue
graph
is
total
system
ridership,
and
you
see
from
2009
223
million
trips
on
rail
and
to
a
low
of
fiscal
18.
C
That's
projected
of
179
and
again
that
fiscal
17
number
is
just
budgeted.
It's
not
actual,
so
the
actuals
will
be
I
believe
they
said
right
now.
It's
9
percent
lower
than
that,
so
is
that
about
between
180
and
190
will
probably
be
what
they
end
the
year
with
those
stars
again
represent
where
the
fare
increase
has
occurred,
and
the
orange
that
orange
line
is
the
rail
revenue.
So
you
look,
they
see
they
look
fairly
flat.
Even
in
light
of
those
of
those
fare
increases
same
thing
on
bus.
C
We
see
bus
is
following
a
similar
trend,
not
as
not
as
substantial
as
on
the
rail
side,
but
we
see
that
Rail
has
gone
from
a
high
I
mean
buses,
not
from
a
high
of
134
million
annual
trips
down
to
117
million
trips
in
18
and
the
same
thing:
the
136
million
in
fiscal
17
for
bus.
They
expect
to
be
about
4%
under
that
number
for
the
fiscal
year
and
then
you
see
the
revenues
again
in
the
orange
line.
It.
F
Metro
Rail
is
the
core
of
our
transit
system,
and
this
graph
highlight
some
really
important
things
year-over-year
for
decades,
Arlington
could
count
on
increasing
rail
ridership
one
and
a
half
two
percent
per
year,
and
our
rail
subsidies
were
relatively
modest,
generally
half
of
what
we're
seeing
now
our
rail
ridership
peaked
at
around
two
hundred.
Twenty-One
thousand
trips
in
the
2009-2010
time
line,
we
are
down
we're
seeing
numbers
this
spring
down
in
the
160
range.
F
Our
rail
ridership
is
off
over
20
percent
and,
to
put
that,
in
perspective,
all
of
the
bus
service
between
metro
and
art
equals
the
amount
of
loss
we've
had
on
the
rail
side.
Even
though
arts
been
growing
and
metro
bus
has
been
relatively
stable,
we're
not
beginning
to
offset
those
really
enormous
losses
on
the
rail
side,
and
that
has
implications
for
Arlington
and
our
subsidy
payments
and
has
implications
for
the
region.
We
actually
need
to
work
with
Metro
to
incent
people
to
get
back
on
the
system.
F
C
Okay,
so
the
next
slide,
what
I
want
to
show
is
actually
the
County
specific
subsidy
and
the
growth
over
the
past
the
past
ten
fiscal
years.
So,
if
you
see
the
county's
gross
subsidy
was
thirty
four
million
dollars
back
in
fiscal
2009,
and
you
see
that
the
most
recently
adopted
subsidy
for
the
county
has
increased
to
71
million
dollars,
so
over
a
double
over
a
100
percent
increase
over
the
past
ten
years.
The
orange
line
shows
the
percentage
increase
year-over-year.
C
The
one
thing
to
note
here
is
that
with
fiscal
17
you
see
that
the
year
of
your
increase
was
it's
a
little
bit
low,
but
it's
a
little
bit
of
a
reduction
year
over
year.
That's
really
just
a
numbers
issue
of
how
the
S
sub
C
was
allocated,
but
system-wide
there
was
a
decision
to
hold
subsidies
flat
that
there
was
no
subsidy
increase
and
no
fare
increase.
Fiscal
17
was
actually
the
year.
The
well
Mada
has
a
fare
policy
that
was
adopted,
maybe
between
eight
or
so
years
ago.
C
That
is
supposed
to
be
a
biennial
fare
increase
that
was
linked
to
the
CPI
to
inflation
over
those
two
years.
Fiscal
17
would
have
been
the
two-year
period
after
the
fiscal
15
fare
increase.
However,
there
is
direction
by
the
general
manager
and
by
the
board
that
there
would
be
no
fare
increases
and
no
subsidy
increases
the
way
that
was
solved
for
fiscal
17.
The
way
they
solved
their
budget
gap,
which
was
over
a
hundred
million
dollars
a
year,
they
shifted
95
million
dollars
of
preventative
maintenance.
C
I
was
in
the
operating
budget,
shifted
to
the
capital
program,
and
then
there
was
some
small
efficiencies
found
internally
operational
efficiencies
of
twelve
million
dollars,
as
well
as
no
wage
increases
where
they
could,
where
they
could
do
so.
What
that,
in
turn
led
to
was
fiscal
18.
We
saw
a
substantial
increase
because
they
could
no
longer
capitalize
as
much
preventative
maintenance
and
they
saw
large
increases
in
salaries,
wages
and
operations
that,
coupled
with
that
declining
revenue
that
due
to
safe
track.
So
what
that
led
to
was
our
subsidy
going
up?
C
The
next
thing
I
wanted
to
talk
about,
and
I'll
start
this
off
and
then
I'll
probably
say
hand
it
over
to
Lin
and
Kristen,
given
that
they're
the
experts
on
our
bus
program,
but
this
is
to
talk
about
so,
and
you
all
just
had
a
presentation
really
recently
on
the
county's
transit
development
plan.
What
I
have
tried
to
do
is
to
look
at
you
know
what
Mata
will
have
impacts
due
to
the
service
that
we
recommend
to
implement
as
part
of
our
TDP.
C
What
I
have
looked
at
is
using
those
formulas
that
we've
been
talking
about
earlier
on
bus
on
the
Metro
bus
and
how
we
fund
it
as
of
the
region.
Looking
at
these
routes
being,
they
would
be
regional
service
to
look
at
if
you
were
to
include
those
in
our
regional
subsidy
form
about
the
miles
and
the
hours
and
the
service
levels
and
look
at
that
in
relation
to
the
region.
What
would
the
cost
be
to
the
county,
based
on
the
current
costs
that
well
Mata
charges
for
those
for
those
routes?
So
these
are
very
preliminary.
C
They
are
subject
to
change.
These
numbers
were
put
together
with
the
county's
consultants,
put
together
the
estimates
of
those
miles
and
hours
when
these
start
coming
more
into
reality.
On
the
LaMotta
side,
they
actually
will
provide
those
miles
and
hours
and
those
assumptions
as
they
were,
find
the
service
levels
and
and
the
specific
route.
So
while
these
are,
while
these
are
useful,
just
to
see
kind
of
a
an
impact,
we
will,
as
we
go
into
each
fiscal
year
as
he's
hopefully
get
into
Amadas,
so
go
state
of
good
operations,
bus
plans.
C
We
will
see
more
specific,
more
refined
numbers
from
them
which
will
help
drive.
You
know
the
decision
so
what
we
saw,
as
you
know,
fiscal
18.
We
saw-
and
this
was
part
of
the
66
inside
the
beltway
funding.
We
were
able
to
advance
the
to
weigh
and
get
that
in
it's
a
it's,
a
$500,000
I
believe
we
receive
for
two
fiscal
years.
We
have
a
five
hundred
thousand
dollar
grant
from
the
66
inside
the
beltway
funding
for
that
route,
so
that
was
implemented
fiscal
19.
C
We
see
these
various
routes
that
are
implemented
and
the
various
impacts
of
costs
there
for
a
total
of
two
point,
just
over
2.6
million
dollars
to
our
Metro
bus
subsidy
and
fiscal
20,
we
actually
see
a
small
reduction
now
on
a
fiscal
19.
One
thing
to
know
is
on
the
22
route
or
says:
convert
to
art,
we're
looking
purely
in
this
presentation
today
we're
looking
at
what
model
Amadas
up
with
things
that
are
converted
art.
Obviously,
it's
a
reduction
to
a
modest
subsidy.
C
Those
ones
will
have
a
corresponding
increase
to
arts
service
once
those
come
online.
So,
while
I
don't
have
those
here
just
to
keep
in
mind
that
it
does
reduce
what
Mata
subsidy,
but
it
will,
those
ones
will
have
an
impact,
hopefully
less
than
what
will
mod
up
for
their
service,
but
there
will
be
an
impact
to
the
art
budget
and
I,
don't
know
if
Lynn,
you
want
to
speak
any
more
about
that
and
then
continue
with
the.
G
Just
to
expound
a
little
bit
on
the
state
of
good
operations,
I
mentioned
that
during
the
TDP
session
we
had
last
week,
is
that
the
sixteen
line
restructuring
is
going
to
be
packaged
as
a
part
of
the
state
of
good
operations
proposal
that
will
modest
staff
will
be
bringing
before
the
board
I
believe
next
week
and
in
that
package
and
I'm.
Sorry.
E
G
So
good
operations
proposal
really
is
when
wa
mata
staff
goes.
It
looks
at
all
of
their
services
and
the
jurisdictions
actually
take
that
opportunity
to
bring
forward
what
services
that
they'd
like
to
bring
potentially
cut
in
some
way
non-productive
services,
and
with
this
being
a
part
of
the
state
of
good
operations
and
with
the
sixteen
line
being
a
regional
service.
It
also
means
that
there
conversations
that
we
have
to
have
with
our
jurisdictional
partners
of
what
we
actually
want
to
hope
to
include
in
the
state
of
good
operations
proposal.
G
So
it
would
come
before
the
board.
The
board
actually
would
authorize
the
amount
of
staff
to
take
it
to
public
hearing,
and
that
starts
the
process
of
taking
it
out
to
the
public
to
get
their
feedback.
I'd
also
mentioned
before
that
we're
still
in
the
implementation
planning
phase
for
the
new
services
on
Columbia
Pike,
and
we
should
be
able
to
see
that
in
in
the
next
two
months,
I
believe
we're
still
making
our
way
there
to
see
what
the
final
product
will
look
like.
G
H
Hi
as
we
move
forward
with
implementing
the
changes
we've
proposed
in
the
the
TDP,
we
face
some
substantial
challenges.
We,
as
a
region
have
designated
metrobus,
is
the
regional
provider
of
bus
service
and
as
a
region,
we've
made
substantial
capital
and
infrastructure
investments
in
Ramada
necessary
to
support
these
services.
H
Continued
transfers,
taking
of
service
from
LaMotta
to
the
local
providers,
undermines
the
sustainability
of
Metro
bus
in
the
region
and
negate
some
of
that
investments
been
made.
This
was
also
discussed
during
the
TDP
art
phases.
We
need
a
permanent
facility
to
be
able
to
support
any
additional
or
new
or
expanded
service,
so
consideration
their
elimination
of
Metro
bus
service
creates
tension
and
potential
labor
issues
with
the
Union
and
as
as
Lynn
mentioned,
we
would
also
be
facing
negotiations
with
our
partners
in
Maryland
and
DC
in
terms
of
supporting
that
an
additional
expense
potentially
and
then.
H
Lastly,
the
TDP
is
that
was
approved
last
year,
did
not
evaluate
the
county
running
that
trunk
line
service,
and
it
would
need
to
be
re-evaluated
and
revised
to.
If,
if
we
were
going
to
consider
having
art
run
that
service,
it
would
need
to
be
revised.
So
if
that
service
could
be
eligible
for
funding.
C
And
when
they
just
say
anecdotally
about
it's
over
the
regional
service
and
regional
trying
to
get
regional
routes
into
the
regional
formula
been
going
through
the
fiscal
2018
operating
budget
discussions
and
back
and
forth
at
one
point,
there
are
actually
a
lot
of
routes
that
were
that
were
cut
from
the
budget.
Now
all
of
those
routes
were
outside
of
Arlington
County,
so
those
those
jurisdictions
they've
reduced
their
their
their
bus
miles
and
hours.
Well,
we
had
no
change
to
our
our
bus
routes.
We
actually
saw
our
formula
actually
went
up.
C
We
actually
owed
more
money
because
other
jurisdictions
cut
their
bus
routes,
and
what
that
is,
is
you
think,
there's
overhead
there's
a
lot
of
overhead
allocated
to
those
bus
routes,
fewer
miles,
an
hour's.
That
means
more
people
share
in
that
overhead.
So,
even
though
we
net
between
the
the
originally
the
proposed
budget
and
the
final
budget,
we
had
our
routes
mostly
held
constant,
adding
back
service
to
the
other
jurisdictions,
actually
saved
us
money.
C
As
funny
as
that
sounds
that
you
know
you
put
more
bus
out
there
more
cost,
it
actually
saved
us
money
as
a
part
of
that
pie.
So
when
we
have
discussions
in
the
future,
when
we
want
to
add
service
depending
on
how
that
impacts
other
jurisdictions,
they
may
or
may
not
be
as
supportive,
especially
in
light
of
the
substantial
increases.
C
C
So
this
next
slide
this
breaks
down,
so
we're
gonna,
move
to
the
on
the
capital
side
to
talk
about
that,
the
capital,
subsidy
and
historical
capital
subsidy
for
the
county.
What
this
shows
is
from
fiscal,
ten
to
fiscal
18,
our
annual
capital
contributions,
the
two
part,
the
two
primary
sources-
are
state
aid
and
geo
bonds.
So,
on
the
state
aid,
usually
usually
that's
about
about
half
or
or
so
of
the
the
contribution.
C
And
then
geo
bonds
is
about
half
varies
ear
to
ear
and
based
on
how
much
we
contribute
you
see
in
fiscal
18,
you
see
the
large
that
large
increase.
Now
that
is
primarily
due
to
you
know
two
main
drivers,
which
is
the
seven
Cirie's
railcar
delivery
and
the
safe
track
program,
driving
a
substantial
capital
increase.
So.
B
I
just
want
to
mention
one
thing
at
this
point:
if
you
look
at
2018,
which
is
so
much
bigger
than
the
previous
years,
to
a
certain
extent,
the
you
look
at
the
state
aid
piece
that
is
and
as
I
referred
when
Jason
came
to
came
to
us
with
a
number.
That's
that
rabbits
been
pulled
out
of
the
Hat.
We
have
some
balances
that
were
built
up
and
that
we
can
make
access
to
for
2018.
B
We
won't
be
able
to
do
that
in
the
future,
and
then
we've
had
to
essentially
use
all
our
general
obligation
bond
authority
to
hit
that
number
of
48
million
dollars.
So
the
conversation
we
have-
and
this
is
the
same
conversation
in
every
other
jurisdiction
in
Northern
Virginia-
that
is
simply
not
sustainable.
Those
were
why
no
one
called
him
quite
one
time,
but
they
essentially
were
one-time
efforts
to
meet
what
is
a
a
very
large
increase.
C
And
on
the
county
side,
if
you're,
if,
if
you
offer
call
to
CIPS
ago,
we
actually
approved
a
larger
general
obligation,
bond
referendum
for
Metro
and
what
that
was
back
then
was
for
we
had
seen
that
there
were
7000
series.
Rail
cars
were
being
were
planned
to
be
delivered.
Obviously,
that's
been
delayed
now
and
over
the
past
few
fiscal
years.
Well,
Mata
has
had
their
capital
program
they're,
actually
execution
rates.
How
they've
been
in
that
60
to
70
percent
range?
C
That
means
we've
contributed
less
than
we
had
forecasted
in
that
CIP,
which
means
we've
held
back
bond
Authority
that
we
have
in
issued
so
that
that
Authority
was
able
to
get
us
through
this
fiscal
year,
but
it
won't
get
us
through
next
year
with
this,
with
the
substantial
increase.
So
this
with
being
able
to
hit
that
execution
area
near
100
percent,
coupled
with
all
this
increased
activity
led
to
that
significant
jump
right
there.
A
C
C
So
now
I
just
want
to
talk
briefly,
so
you
all
heard
from
the
general
manager-
well
not
a
general
manager
recently
about
his
keeping
safe
his
a
proposal
to
keep
Metro
safe,
reliable
and
affordable.
There's
a
brief
recap
of
it.
You
know
he
proposes
changes
to
the
business
model
that
will
Matta
to
help
control
both
operating
and
capital
costs
on
the
operating
side.
He's
talking
about
some
initiatives,
improve
efficiency,
changing
some
of
our
modest
policies,
as
well
as
trying
to
stabilize
workforce
costs,
which
there
are
80%
of
the
operating
budget,
so
that
will
help
drive.
C
You
know
more,
a
more
predictable
future
operating
budget
for
well
Mata.
He
proposes
growing
the
annual
capital
improvement
plan
to
1.5
billion
annually
or
fifteen
point
five
billion
dollars
over
the
ten-year
period.
To
do
this,
he's
also
recommending
that
a
new,
dedicated
regional
funding
source
be
identified
of
500
million
dollars.
I
know
the
cogs
actually
shown
that
one
that
shows
650,
but
we're
looking
at
my
analysis
shows
you
know
at
that
five
hundred
million
dollar
level,
which
is
he
which
he
is
advocating
for.
C
E
There
is
a
body
of
our
there
is
a
huge
amount
of
work
that
has
been
done
by
various
entities
on
reform
efforts
or
or
approaches
to
dealing
with
ramadas
current
problems.
So
thank
you
to
staff
for
putting
together
a
few
of
them
to
remind
me,
but
this
is
by
no
means
an
exhaustive
list
of
those
ideas,
but
I
think
it's
it's
it's
worthwhile
highlighting
a
few
just
so
you
can
put
them
in
the
proper
context.
Council
of
Governments,
with
which,
with
which
mr.
E
Schwartz
spoke
about
earlier,
which
he's
been
involved
with
and
and
I,
serve
on
the
board
of
cog
mr.
phys
ed.
You
were
serving
on
a
Metro
strategy
group.
This
is
all
indicative
of
cog,
making
Metro
it's
top
priority
for
this,
and
probably
the
next
few
foreseeable
fiscal
years
and
cogs.
Work
has
really
been
quite
substantive
and
has
really
advanced
the
ball
on
a
couple
of
key
areas.
One
getting
the
region
to
coalesce
around.
What
are
the
true
capital
needs
for
Metro.
E
E
There
was
a
great
deal
of
concern
and
we
didn't
really
know
what
metros
true
capital
needs
were
in.
The
COG
effort
has
moved
the
ball
substantially
in
that
direction
and,
of
course,
in
terms
of
outlining
and
recommending
a
dedicated
financing
mechanism.
The
COG
work,
I
think
is
advanced.
The
idea
of
creating
criteria
for
sufficiency
of
funding
that
is
required
to
enable
Metro
to
meet
these
capital
needs
that
would
otherwise
threaten
and
impair
the
jurisdictions
ability
to
fund
them.
There
is
the
federal
City
Council.
This
is
an
organization
that
dates
back.
E
They
sometimes
bad
controversial
efforts,
but
their
current
reform
proposals
for
Metro
are
best
viewed
within
the
lens
of
what
has
been
their
advocacy
for
decades
since
the
1980s,
primarily
when
I
first
saw
reference
to
their
proposals
for
Metro,
and
it
looks
very
much
like
their
proposal
today
to
see
that
there
be
sufficient
funding,
coupled
with
a
reform
of
the
governance
structure
for
Mata.
That
looks
much
more
like
the
businesses
that
are
part
of
the
federal
city
council
I
think
it's
fair
to
say
that
they
found
the
wall.
E
Mata
governance
structure,
weird
and
they
don't
know
how
to
work
with
it.
It's
bizarre.
It's
just
not
what
they're
accustomed
to
and
their
proposals
for
governance
reform
have
consistently
reflected
a
desire
for
Ramada
to
adopt
more
of
what
we
can
call
a
corporate
governance
model
model
as
opposed
to
a
public
transit
agency
governance
model
and.
E
Then
we
also
have
a
independent
review,
which
is
being
conducted
by
former
Secretary
of
Transportation
former
congressman
Ray
LaHood,
which
is
expected
to
conclude
by
2017.
This
is
a
Virginia
initiative.
This
was
spurred
by
action
that
stood
up
the
Metro
Safety
Commission.
Some
enactment
clauses,
which
caused
which
calls
for
Virginia
to
engage
in
sort
of
an
independent
review
of
LaMotta
and
the
embodiment
of
this
is
proffered
by
Governor.
Mcauliffe
was
to
have
Ray
LaHood.
E
Do
a
study
he's
going
to
issue
a
report
in
September
and
it's
really
going
to
I
think
look
at
matters
of
governance.
It
will
touch
on
matters
of
funding
in
some
way,
we'll
see
it's
supposed
to
address
the
litany
of
issues
which
concern
the
organization.
We
also
have
letter,
which
has
been
signed
by
a
number
of
chambers
of
commerce
and
other
business
organizations
regarding
Metro
reforms,
and
then
there's
recently
been
a
proposal
that
has
been
offered
by
ten
legislators
from
the
state
of
Maryland.
E
Mostly
I
would
say
it
doesn't
really
break
much
new
ground,
with
the
exception
of
a
significant
change
in
how
the
Metro
board
is
organized.
That
particular
proposal
would
essentially
empower
all
of
these
secretaries
of
transportation
for
the
affected
jurisdictions
to
be
responsible
for
governance
of
Metro.
E
If
you
look
at
the
next
slide,
essentially
reducing
all
of
the
proposals
to
the
essence,
really
what's
actionable
and
necessary
to
deal
with
at
this
time,
there
are
a
number
of
areas
where
they
pretty
much
all
agree
that
wa
mata
is
critical,
while
Metro
can
sometimes
become
a
punching
bag
in
the
public
sphere.
Most
people
want
to
see
it
succeed,
recognize
that
it's
critical
to
our
our
growth
and
our
sustainability
as
a
community.
E
It
seems
that
all
agree
that
funding
is
insufficient
at
its
current
levels
and
that
must
be
a
need
for
a
dedicated
source
of
financing
to
accomplish
metros,
long-term
objectives
that
the
cap
on
jurisdictional
and
operate
operating
and
capital
subsidies
is
also
something
that
is
generated,
certainly
universal
agreement,
some
more
enthusiastically
than
others.
Obviously,
funding
jurisdictions
are
especially
happy
about
this,
but
everyone
recognizes
the
need
and
of
course
no
one
is
losing
sight
that
increasing
ridership,
as
mr.
leach
talked
about
is
essential.
E
E
There
are
some
interests
primarily
in
the
Commonwealth
of
Virginia,
who
would
very
much
like
to
see
that
there
be
a
a
rebalancing
of
management's
relationship
with
represented
interests
in
favor
of
management,
not
having
to
accept
binding
arbitration
as
a
way
to
resolve
disputes.
There
are
all
kinds
of
manner
of
negotiation
among
the
jurisdictions
reconciling
this
with
federal
transit
law,
reconciling
this
with
existing
labor
contracts
and
and
and
other
issues
that
are
related
into
this.
But
this
is
this
is
something
that
is
certainly
going
to
probably
divide
the
region
for
a
long
time.
E
A
I
could
just
one
question
or
comment
on
slide
16
on
the
right
side.
Clearly,
the
top
thing
is
the
type
of
new
funding
sources,
probably
the
biggest
issue.
If
we
could
solve
it,
you
know
we're
hoping
we
can
finesse
the
rest,
but
governance
structure
requires
the
compact
Changez
requires
opening
the
contract
right.
E
A
E
If
you
were
to
want
to
any
changes
to
the
size
of
the
Board
of
Directors
would
effectively
require
a
compact
change,
as
as
the
current
proposals
have
have
offered.
However,
one
that
has
not
been
discussed
a
lot,
but
is
certainly
up
for
discussion
is
the
employment
of
a
jurisdictional
veto,
and
while
the
compact
provides
the
mechanism
for
there
to
be
an
effective
jurisdictional
veto,
those
that
word
that
term
doesn't
doesn't
exist.
Here.
It's
a
it's
an
essential
veto
that
the
compact
allows.
E
There's
no
reason
that
will
mod
acquit
and
reform
its
board
policy
to
effectively
take
that
off
the
table.
Now
it
would
mean
under
statutory
authority
someone
could
always
go
ahead
and
use
it
I
mean
think
about
the
sort
of
Senate
filibuster
and
the
nuclear
option
as
an
appropriate
analog.
You
can
have
for
four
decades
or
in
perpetuity
and
operating
practice
that
eliminates
what
is
essentially
something
provided
in
the
compact
C.
A
So
that's
more
of
a
procedure,
a
governing
procedure
or
policy,
but
the
actual
makeup
of
the
board,
the
number
of
people
who
appoints
them,
etc
that
that
would
require
opening
the
compact
right.
Essentially,
what
about
the
decision
about
the
type
of
person
meaning,
as
you
said,
some
people
are
saying
they
should
all
be
trans
transportation,
professionals
or
something
like
that.
All.
E
A
E
It's
not
what
I
mean
it's.
What
did
the
general
manager
has
proposed
that,
essentially,
with
you
know,
all
existing
represented
employees
who
are
doing
jobs
would
continue
to
do
those
jobs
under
their
current
union
status,
but
as
new
new
elements
are
added
to
metros
work
new
services,
so
whether
they
be
rail
yards
bus
yards,
those
could
be
privatizing.
F
A
C
Okay,
so
what
the
next
slide?
What
we
do
is
we
look
at
for
the
proposed
proposal.
We
looked
at
both
the
operating
capital
side
pieces
of
his
proposal
and
look
at
you
know
the
major
pieces
and
then
how
that
and
we'll
look
in
a
second
about
how
they
imp
attention
could
impact
Arlington
specifically.
So
what
this
slide
shows
is
the
primary
issues
that
are
the
proposed
are
that
there's
an
unsustainable
annual
subsidy
increases
to
the
jurisdictions,
so
his
recommendation
is
the
cap
annual
operating
increases
at
3%.
C
One
thing
to
note
here-
and
this
is
a
big
caveat-
is
that
that's
to
the
base
LaMotta
subsidy,
this
is
does
not
include
any
new
services
on
bus
or
rail.
So
perfect
example
is
Silver
Line
phase
two.
That
would
not
be
part
of
that
3%
cap.
That
would
be
above
and
beyond
3%.
So
when
we
look
at
our
projections
in
the
future,
you
will
see
that
when
I'm
looking
at
including
silver
lined
and
other
new
service,
such
as
our
TDP
recommended
bus
routes,
those
would
put
us
even
with
a
3%
cap
at
LaMotta.
C
A
E
C
Yeah,
if
you
you
know,
if
you
go
back
to
a
slide
10.
So
if
you
look
here
fiscal
16
to
fiscal
17,
remember
I
said
they
kept
the
subsidy.
The
total
subsidy
region
for
the
whole
region
was
that
flat.
So
as
I
say,
it
was
seven
hundred
million
dollars
each
year.
You
see
our
subsidy
actually
went
down
slightly.
That's
just
because
the
the
total
was
a
stain,
but
the
allocation
between
Metro
bus
and
metro,
rail
and
Metro
access
with
a
little
bit
different
year-over-year.
C
But
when
he
add
the
entire
amount
of
budget
up,
it
was
held
constant
for
the
subsidy.
So
because
we
fund
a
different
percentage
of
each
of
those
three
modes,
it
could
change
our
subsidy
a
little
bit.
But
when
you
add
every
jurisdiction
up,
it's
held
flat
so
that
3%
might
be
all
of
us
together.
Some
might
be
up
4%
some
might
be
up
2%,
but
when
you
average
it
out
its
3%
for.
C
Right
so
it's
meant
to
contain
that
and
part
another
part
of
his
recommendation,
which
is
number
3
here.
The
operating
reserve
is
a
basically
a
buffer,
so
if
you
do
have
a
7,
8
10%
increase,
you
can
dip
into
this
in
those
years
or
it
is
above
3%.
We
hope
every
year
is
not
3%,
but
the
years
that
we
can
his
operating
reserve
that
will
control
and
smooth
out
those
increases.
So
we
can
stay
at
that
level.
I,
don't.
A
C
Recovery
on
the
rail
sides
in
the
60s
in
the
sixty
percent
range,
so
there's
still
that
unfunded
portion
of
rail
service
that
needs
to
be
funded
by
the
jurisdictions.
So,
assuming
that
there's
a
three
percent
system-wide,
you
still
have
to
add
on
top
then
a
new
service
and
then
the
new
costs
on
the
non
revenue
portion.
The
subsidy
portion
that
needs
to
be
added
on
just.
E
To
speak
to
mr.
pizzettes
overall
point,
because
I
think
it's
an
important
one,
you
know
the
whole
idea
of
new
riders
is
to
make
sure
we
maximize
the
capacity
of
the
stock
that
we've
got
rolling
out
there
already.
You
know,
that's
when
you
get
your
some
of
your
greater
efficiencies
and
you
sort
of
reduce
the
subsidy
per
passenger,
but
it
shouldn't.
No
one
should
believe
that
if
Metro
were
to
bring
every
rider
back
to
the
system,
we
still
wouldn't
be
having
this
this
funding
discussion,
we
would
still
be
having
one
of
enormous
magnitude.
C
So
are
the
recommendations
in
his
budget
proposed
on
the
operating
side?
Are
there
there's
a
few
recommendations
such
such
as
a
401
K?
That's
more,
you
know
more
based
on
like
the
private
sector
versus
and
that
would
be
for
new
employees.
Existing
employees
would
maintain
their
retirement
funding
and
program,
but
then
new
employees
would
have
that
more
401k
type
of
retirement
fund.
They
would
also
help
address
so
right
now,
I
will
model
their
pension,
their
pension
is
84%
funded.
So
it's
it's
okay.
It
could
be
better,
but
compared
to
the
county.
C
We
are
ninety
six
percent
funded,
we're
usually
in
ninety
six
to
a
hundred
percent
funded
and
then
on
their
o
peb.
They
are
0%
funded,
which
is
not
they're
entirely
on
a
Pago
basis.
There
have
been
attempts
to
contribute
a
little
bit
into
that
fund.
It
has
been.
It
has
been
rejected
by
some
members
of
the
wa
mata
board,
so
there
has
been
an
attempt
to
make
small
contributions,
but
it
has
not
been
addressed
in
a
way
that
would
actually
make
a
substantial
impact
to
compare
to
the
county.
C
So
it's
one
of
the
things
where
you
know
everyone's
addressing
no
peb
well
Mata
needs
to
make
some
type
of
impact,
and
what
will
happen
is
if
they
do
start
making
pre
funding
of
the
op
ed
in
there
there's
a
chart
that
I
don't
have
with
me,
but
you'll,
see
after
you
know,
10
or
15
years.
Those
contributions
will
be
large
upfront,
but
over
the
long
term,
then
it
brings
down
the
annual
contributions
quite
substantially.
H
C
And
then
the
last
piece
here,
which
we
talked
about
a
second
ago,
is
the
operating
reserve
that
currently
we
don't
have
one
day
they
have
a
small
reserve
which
is
up
to
one
percent
of
the
budget
from
a
year
when
they
have
a
surplus.
They
reserve
one
percent,
so
I
think
I
mentioned
with
you
in
fiscal
17
that
there's
a
substantial
decline
in
revenues
from
budget,
but
there
are
also
substantial
savings
on
the
expense
side,
but
they
still
do
expect
to
have
a
small
deficit.
C
C
J
Because
every
other,
every
contributing
jurisdiction
is
pretty
much
a
triple-a,
and
so
the
rating
agencies
have
given
them
their
the
benefit
of
that
high
rating
because
of
the
strength,
the
economy
and
then
also
just
all
of
us
being
the
ultimate
backstop
for
all
of
those
there's
cause.
As
you
can
see,.
A
C
C
A
C
Operating
budget,
so
looking
looking
now
at
the
county's
operating
budgets
for
fiscal
19
through
23,
there
couple
things
we
have
to
look
at
which
are
going
to
make
it
difficult
to
solve
so
fare
increases.
We
just
had
a
fare
increase
this
year.
That
was
actually
three
years
after
the
last
fare
increase,
so
one
more
than
what
the
biennial
fare
increase
process
would
have
would
have
called
for
so
in
the
future.
You
know
it
may
be
difficult.
You
know
we
we've
had
there's
a
lot
of
pushback
with
this
year's
fare
increase
in
the
future.
C
There
may
be
more
depending
on
service
levels.
So
we'll
continue
to
face
that
discussion.
Every
two
years,
headcount
we've
already
taken
a
drastic
cut
in
headcount,
so
it
may
be
difficult.
It
might
not
be
much
more.
You
know
much
more
fat,
they
could
trim
at
the
agency.
You
know
without
impacting
service
levels
over
time.
Other
issues,
it's
you
know,
they've
taken,
you
know
drastic
cuts.
Lately
wage
increases
I
mentioned
for
two
years.
You
know
non-represented
employees,
there's
been
no
wage
increases
Silverline
we
mentioned
we'll
be
starting.
C
It
may
be
delayed
depending
on
when
the
project
is
delivered
by
my,
but
when
it
is
delivered
a
year
in
advance,
they
will
start
staffing
up
just
like
they
did
for
phase
one
and
so
right
now
that's
fiscal
19.
It
may
be
physical,
19
or
20
when
that
happens,
but
it
will
be
coming
soon,
and
so
we
have
to.
We
have
to
fund
that
we've
already.
You
know,
we've
all
signed
on
for
the
Silver
Line
right
now.
C
There's
discussions
between
Metro
management
and
the
the
largest
unions
689
right
now,
I,
don't
think
it
will
maybe
head
to
arbitration.
It
did
last
time
and
so
there's
a
potential.
Last
time
when,
when
the
results
came
of
that
arbitration
process,
there
was
actually
a
back
pay
of
wages,
as
well
as
a
new
reset
of
their
wage
wages
at
at-will
modest.
So
there's
a
potential
that
could
hit
us
to
an
unexpected
unfunded
need
at
will
Mata.
C
This
next
slide
shows.
So
this
is
two
examples.
The
blue
line
is
where
we
see
the
general
fund
going
absent
any
any
any
kind
of
solution
for
Ramada
operating
capital,
so
no
3%
cap,
including
the
TDP
routes
and
assuming
making
assumptions
on
state
aid
and
a
state
aid
transit
ability.
This
is
where
we
see
our
subsidies
going
from
the
general
fund
over
the
next
five
fiscal
years
through
fiscal
23.
So.
B
C
What
this
is
meant
to
represent
is
if
there
were
the
Jim's
recommendations.
This
is
where
we
believe
the
orange
line
would
be
where
we
start
to
diverge.
We
start
to
see
a
little
bit
of
savings
and
in
the
first
years
you
know
it's
not
as
much,
but
when
you
compounded
over
the
years
you're
looking
at
savings
of
potentially
thirteen
million
dollars
by
fiscal
23
to
the
county's
general
fund,
and
so
if
again,
this
is
a
three
percent
three
percent
cap.
C
This
next
slide
so
now
we're
moving
on
to
the
capital
side
of
his
recommendation.
So
on
the
capital
he's
recommending
a
new
dedicated
regional
funding
source
to
alleviate
the
local
jurisdictional
pressures
on
capital
funding.
He
doesn't
necessarily
care
what
that
source
is
I,
think
that's
left
of
the
jurisdictions
to
work
that
out,
but
he's
looking
at
five
hundred
million
dollars
a
year
in
his
proposal,
as
well
as
on
the
current
jurisdictional
subsidies
at
three
percent
caps,
similar
to
the
operating
side.
C
What
this
will
yield
with
a
substantial
increase
in
capital,
a
capital
execution
is
the
safety
and
reliability.
Improvements
were
looking
for
as
well
as
on-time
performance
and
railcar
reliability.
So
these
are
the
major
things
we
need
in
order
to
get
customers
back
to
to
believe
in
it's
a
you
know,
safe
and
reliable
system,
and
that
you
know
they
bring
back
that
ridership
to
the
levels
of
you
know,
2009
or
to
a
level
where
we're
achieving.
You
know:
cost
recovery
ratio
greater
than
the
47
percent
that
it
is
this
year
combined
bus
and
rail.
C
Hopefully,
the
next
12
to
18
months
that'll
be
completed,
but
I
think
that'll
be
a
that
would
really
help.
You
know
the
jurisdictions
get
on
board
with
a
new
long
term.
Agreement
on
slide
21
last
slide.
What
this
is.
This
is
on
the
capital
side.
Now
don't
be
scared
by
the
orange
line
that
is
simply
looking
at
if
there
were
new
node,
no
new
funding
sources.
The
this
is
a
GM
proposed,
a
fifteen
point:
five
billion
dollar
CIP,
which
is
not
double
the
current
level,
but
it
is
almost
double
the
eight
billion.
C
Historically,
we
have
funded
ten
years,
so
that
would
be
if
there
are
no
new
funding
sources.
That's
how
much
the
ask
would
be
of
Arlington
County.
We
cannot
afford
that
out
of
our
general
obligation
bonds
and
to
put
it
in
context,
that
is
it's
not
our
entire
county,
ci
County,
CIP
and
county
bonding,
but
it's
almost
there,
so
it
would
take
cutting
pretty
much
every
other
program
at
the
county.
C
Well,
I.
Look
at
really
is
the
two
lines
below
which
are
the
more
realistic
proposal
so
18,
while
that's
flat.
That's
really
our
historic
level
of
contribution.
It's
really
roughly
between
15
and
20
million
dollars
a
year,
the
gray
line
that
is
looking
at
the
geums
proposal
of
capping
jurisdictional
subsidies
at
the
historical
level,
with
3%
increases
and
a
new
funding
source.
So
that
actually
is
the
fifteen
point.
Five
billion
dollar
CIP
at
LaMotta,
with
us,
making
our
capital
contributions
locally
and
using
that
funding
source
and
escalating
at
3%.
C
C
E
And
mr.
president,
you
know
I,
don't
know
if
we
made
mention
of
this,
but
I
do
want
to
honor
the
great
work
of
Mr
Freeze
and
if
you
notice
all
of
the
colors
that
he
used
reflected
the
colors
of
our
Metro
routes,
yellow
blue
orange
and
silver
and
I
just
didn't
want
anybody
to
lose
sight
of
that.
As
we
ponder
this
work.
C
C
A
Last
one
I'll
reiterate:
what's
in
the
footnote
down
there
is
it
can
its
assumes
the
continuation
of
the
priyamani,
which
essentially
is
a
hundred
fifty
million
from
the
feds
and
then
50
million
for
each
from
Virginia
Maryland
in
DC,
which
has
been
in
place
already
for
about
eight
years
or
nine
and
we're
coming
to
the
end
of
that.
So
that
presumption
has
a
lot
of
work
to
go
into
it,
to
make
it
a
reality.
Yet.
C
A
D
So
I
thought
about
some
things
that
a
set
of
things
that
could
be
useful
at
least
right
I
mean
I.
Unspoken
in
all
of
this,
of
course,
is
that
we
need
to
be
empowered
by
our
General
Assembly
and
to
have
the
enabling
legislation
that
allows
us
to
implement
any
sort
of
new
dedicated
funding
source
and,
and
that
is
the
lift
that
is
before
all
of
us.
In
our
and
VTC
capacity.
You
know:
transit
leader
in
the
region,
capacity,
Vaco
VML
as
individuals
and
in
conversation
with
our
state
legislators.
D
One
of
the
things
that
I
think
from
the
perspective
of
our
conversations
at
end
vtc,
has
been
a
challenge.
We're
concerned
about
communicating
is
simultaneously
having
the
discussion
about
the
fiscal
cliff
and
the
need
for
a
new
dedicated
funding
source
and
ensuring
that
those
two
things
are
not
conflated
so
I
think
the
brief
conversation
that
we
had
regarding
slide
7
was
helpful
to
me
and
then
I'm
thinking.
D
You
know
Jays
example
or
comment
just
now
pointing
our
attention
to
the
assumptions
about
prea
funding
on
slide,
21,
and
so,
as
we
think
about
you,
know
our
conversations
with
our
own
legislative
delegation.
In
Arlington,
to
the
extent
we
can
keep
talking
about,
you
know
Arlington's,
not
only
our
great
need
for
a
new
dedicated
funding
source
to
prevent
mamata
from
crowding
out
every
single
one
of
our
other
capital
priorities.
But
the
fact
that
these
are
all
predicated
on
the
assumptions
that
some
of
the
the
revenue
advisory
bodies
recommendations
are
in
fact
adopted.
D
So
you
know
I
I'm,
not
sure
sort
of
the
best
way
to
go
about
that,
but
just
being
clear
wherever
we
can
about
how
all
of
these
new
projections
assume
current
baselines,
because
I
do
think
that
is
going
to
be.
One
of
our
biggest
challenges
is
keeping
those
two
issues
linked,
but
but
not
conflated
as
we
seek
to
make
this
case
in
the
General
Assembly.
K
K
So-
and
this
is
the
metro-
rail
base-
here's
my
question,
so
what
do
we
anticipate?
Do
we
anticipate
that
nine
point?
Seven
percent
to
change
plus
or
minus
in
the
future,
for
example,
density
weighted
population-
we're
growing,
but
how
are
we
growing
relative
to
other
jurisdictions
in
terms
of
average
weekday
ridership?
We
know
we're
going
down,
but
we
hope
we're
going
to
get
back
up
and
number
of
rail
stations
on
curious
is.
K
Is
that
is
that
I
mean
we're
not
going
to
be
adding
more
rail
stations
in
Arlington,
but
is
that
Arlington
share
of
rail
stations
relative
to
the
entire
system,
so
so
that
share
should
be
going
down
then
right
as
Moore
Silver
Line
stations
come
online.
So
what's
that,
what
do
you?
What
do
we
think
is
the
net
result
with
respect
to
that
nine
point,
seven
into
the
future,
so
I've.
C
Actually,
we
don't,
we
haven't
received
from
Amada
the
when
Loudoun
and
Fairfax
when
the
new
stations
come
online,
a
Phase
two
and
the
impact
of
that
there's
a
couple.
The
one
piece
that
week
we
can
figure
out
densely
weight
of
population,
because
that's
it's
based
off
a
census
data.
So
we
can.
We
can.
We
can
figure
that
number
out
the
number
of
rail
stations.
We
know
what
the
rail
stations
are,
which
which
locality
they're
allocated
to
him
face
to
a
piece
that
we
do
not
have
is
average
weekday
ridership.
These
are
new
stations.
C
There
has
to
be
an
estimate
provided
by
LaMotta
that
provides
those
stations
and
what
the
ridership
is
and
what
that
is.
Without
those
we
don't
know
what
Fairfax
is
revised
piece
will
be
and
what
Loudoun
czar
I've
been
looking
at
it
myself,
just
to
figure
it
out
just
to
get
I
just
got
a
sense.
You
know,
will
it
be
a
significant
change?
What
I
would
say
is
I
I
believe
our
subsidy
percentage
will
go
down
slightly
that
again
I
believe
it
should
go
down
slightly
we're
right
now,
we're
nine
point.
C
C
Yeah
percentage
of
the
other
pie
will
go
down
because
Fairfax
will
have
more
loud
and
we'll
have
a
little
bit,
but
will
be
a
little
bit
less
now.
That's
all
subjective
on
the
changes
of
you
know:
population
census
data
in
a
few
years
we'll
have
a
new
census
and
a
new
numbers,
their
ridership
about
every
three
to
five
years.
There's
a
new
ridership
survey.
The
most
recent
was
in
2016
and
if
we
were
to
look
I
think
I
have
it
here.
C
Ridership
over
the
from
2012
to
2016
has
changed
a
little
bit
from
twenty
actually
from
2012
to
2016.
It
remained
fairly
among
the
region.
We
were
about
the
same
for
the
weekday
ridership
survey,
11.1
versus
eleven
point,
two
percent
of
the
system,
so
it
didn't
change
much
but
from
2012
to
2016
it
they
dropped
as
a
percentage
of
the
of
the
region.
I
believe
so.
K
So
mr.
Friis
you
mentioned
ridership
and
mr.
leach,
you
mentioned
just
a
little
bit
ago
that
we,
we
partnered
with
LaMotta
on
our
on
a
ridership
survey
in
terms
of
how
we
can
bring
people
back
into
the
system
can
can
use
how
well
how
long
ago
was
that.
Can
you
speak
to
that,
and
what
more
can
we
do?
I
mean,
obviously,
is
a
daily
metro,
rail
and
Metro
bus
rider
I
depend
on
the
system
and
I
want
to
promote
it
as
much
as
possible.
K
F
F
All
that
information
is
going
to
be
shared
with
our
commuter
services
organization.
Any
positive
information
that
we're
getting
from
Metro
is
now
being
routed
through
all
of
our
outreach
channels
in
commuter
services.
So
we
have
contacts
with
almost
every
employer,
every
hotel
and
most
of
the
multifamily
buildings.
So
if
rail
reliability
goes
up,
we're
gonna
push
the
word
out
as
this.
F
F
F
G
H
L
Just
say
it
strikes
me
so
much.
This
is
most
things
that
we
look
at,
we
its
kind
of
we
have
control
and
that
so
much
of
this
is
out
of
our
hands,
except
that
we
have
to
work.
This
is
where
this
region
has
to
work
together.
You
know
and
I
think
it's
up
to
us.
One
of
the
things
we
need
to
do
a
lot
more
than
most
other
issues
is
work
with
our
colleagues
around
the
system
around
the
region.
That's
something
that
sort
of
strikes
me
here
and
I
think
I'm
glad
mr.
L
leash
to
hear
about
how
you're
pushing
out
things
are
good
and
we
might
really
want
to
think
about
something.
It's
sort
of
splashy.
Once
we
get
get
to
a
place
where
we
can
do
that,
and
perhaps
some
other
friends
in
the
regional
hold
hands
and
we'll
all
go
together
and
make
a
big
PR
splash,
but
we'll
see
that's
coming
up,
but
anyway,
that's
the
thing
that
strikes
me
the
most.
So
thank
you
don't
have
questions.
Thank.
A
You
I
want
a
couple
quick
things:
we
go
to
slide
six
I
have
even
in
recent
weeks
when
I've
been
in
public
and
had
to
reference
this
I
usually
say
to
shock
people.
We
pay
about
seventy
million
dollars
a
year.
Out
of
our
quote.
You
know
from
taxpayers,
local
taxpayers
toward
metro
capital
and
operating
and
I'm
wondering
how
that
jives
with
what's
on
the
screen,
because
what
this
really
meant
is
last
this
current
fiscal
year
it
was
a
hundred
and
forty
million,
but
that
of
the
hundred
and
forty
what
comes
from
E
in
the
operating.
A
Only
thirty
six
point
two
came
from
the
only
from
the
general
fund
or
48
and
48
came
from
geo
bonds.
Is
that
right?
So
the
real
number?
If
we
take
the
state
money
out
of
it
right,
the
local,
the
locally
Jenner,
the
locally
contributed
dollars
is
84
million.
Is
that
correct
this
current
fiscal
year
28
and.
D
A
C
C
A
L
A
We
know
there
is
an
effort
now,
as
set
out
by
the
pawl
we
develop
to
try
to
resolve
this
without
opening
up
the
compact
and
I.
Think
everyone
at
the
moment
is
hoping
that
can
happen.
My
question
is
about
this
arbitration
in
fiscal
for
fiscal
19,
and
you
may
know
more
about
this
than
others,
but
it
strikes
me
that
if
we
had
a
successful
negotiation
this
year
and
the
unions
actually
showed
some
ability
to
compromise
and
take
on
some,
some
of
the
you
know
take
on
some
some
of
the
pain.
A
That's
gonna
be
spread
around
I
mean
the
local
governments
all
took
some
pain,
so
everybody's
got
to
share
in
the
pain.
If
they
do
that,
it
seems
like
we
might
have
a
better
chance
if
they
don't
and-
and
it
suggests
going
to
I
mean
if
you
could
do
it
without
going
to
binding
arbitration
you're
in
a
great
condition.
Can
we
still
do
that?
Can
we
still
come
out?
Looking
like
everybody
gave
something
if
we
actually
end
up
going
to
binding
arbitration
I
would.
E
Fact
of
going
the
reality
that
we
likely
will
will
embolden
those
forces
who
believe
that
there
needs
to
be
some
fundamental,
deep
change
in
federal
transit
law
and
the
compact
that
allows
this
process
to
go
to
binding
arbitration
to
editorialize.
Just
briefly,
I
think
that
that
is
partially
borne
out
of
a
belief
that
management
will
always
lose
andum
binding
arbitration
because
of
the
belief
that
arbitrators
will
simply
try
and
come
as
close
as
possible
to
arriving
at
somewhere
in
the
middle
between
what
management
and
a
union
would
propose.
E
I,
don't
think
the
literature
actually
bears
that
out
and
I
think
one
of
the
things
that
makes
the
dedicated
funding
source
essential
beyond
just
meeting
the
capital
needs
for
Metro
moving
forward.
It
provides
a
basis
for
Metro
bargaining
that
has
never
existed
before
an
actual
box
within
which
the
agency
is
funded
hitherto,
whenever
Metro
has
had
needs,
whether
they
be
rail,
cars
or
employee
costs,
they've
gone
to
the
jurisdictions
and
there
was
a
track
record
to
one
degree
or
another
of
the
jurisdictions
funding
them.
E
That
record
plays
a
part
in
any
arbitrator's
decision,
as
what
your
capacity
to
pay
is.
However,
if
you
have
the
instruments
which
determine
how
you
are
funded
and
that
is
clearly
calculable
and
predictable-
that
absolutely
the
literature
shows
gives
an
arbitrator
is
a
clear
way
to
determine
what
your
capacity
is.
So
you
are
absolutely
right
in
your
assessment,
and
what
we
have
to
do
with
people
is
to
also
have
that
conversation
that
the
dedicated
funding
is
not
just
to
help
meet.
E
A
And
I
know
that
that
binding
arbitration
I
think
is
in
the
compact
right.
So
the
way
yes
essentially
worded,
so
it
just
strikes
me
that
everyone
keeps
her
eyes
on
the
prize
that
both
sides
in
this
equation.
Both
management
and
the
unions
would
work
toward
avoiding
binding
arbitration
to
an
or
set
the
table
for
the
at
least
the
opportunity
to
resolve
this.
Without
opening
the
compact
and
if.
A
Well,
the
reason
I'm
asking
this
is:
we
know
that
there
are
enough
people
in
positions
that
are
gonna
have
to
vote
on
this.
Some
in
the
Virginia
General
Assembly.
Some
of
them
are
very
reasonable.
They're
gonna
try
to
find
the
right
way
through
others.
This
is
their
mantra
and
one
thing
I
think
that
would
be
really
useful
and
having
followed
this
for
quite
a
while
now,
I
still
don't
know
well
enough
how
our
personnel
and
and
and
salary
costs
relate
compared
to
the
industry.
A
I
hear,
on
the
one
hand,
those
who
want
to
you
know
this
is
their
only
thing:
they're
conservative.
They
just
think
they
don't
like
unions
period.
So
this
becomes
their
issue
and
that's
and
others
feeling
fact
is
the
opposite.
But
what
I'm
missing
is
even
a
set
of
facts
about
what
the
current
state
of
personnel
costs
is
relative
to
other
comparable
systems
just.
E
Briefly,
on
the
wages
side,
Metro
is
remarkably
similar
to
other
transit
properties
for
similar
jobs.
The
best
that
you
can
tell
from
publicly
available
data
where
there
appears
to
be
a
disconnect
where
Ramada
is
underperforming
relative
to
labor.
So
it's
industry
standards
is
in
the
provision
of
benefits.
Its
benefits
costs
are
at
a
higher
level
and
arising
at
a
faster
rate
than
other
jurisdictions
base.
Wages
appear
to
be.
You
know,
roughly
comparable
with
what
you'll
see
with
other
big
city
transit
agencies
to.
A
A
K
Thanks
thanks
mr.
pizzette,
so
just
just
I
appreciated
your
remarks
about
how
there
has
to
be
pain,
spread
around
and
certainly
writers
have
had
their
share
of
pain
in
recent
years.
I
just
hope.
With
respect
to
slide
16,
you
know
I'm,
mindful
that
you
know
we
probably
do
all
agree
on
this
board
about
everything
on
in
in
the
agree
column
on
the
left.
K
You
know
I
think
also,
if
we're
really
going
to
have
a
sustainable
long-term
term
future
for
Metro,
it
seems
to
me
that
we
at
least
ought
to
be
looking
at
all
of
these
other
items
as
well,
whether
it's
compact
adjustments,
private
privatization
here
and
there
amending
the
arbitration
process.
I
really
think
it's
probably
going
to
need
need
to
be
in
all
of
the
above
type
of
resolution,
but
going
back
to
the
new
dedicated
funding.
K
Let
me
ask
I
know
it
seems
like
there's
bit
in
Christian,
please
hop
in
here,
but
it
seems
like
there's
that
the
most
likely
dedicated
funding
source
might
be
some
sort
of
regional
sales
tax,
adding
a
penny
or
whatever,
and
then
the
concern
that
some
people
have
expressed
is
if
that
is
done,
that
over
Virginia
over
funds,
their
share
of
Metro.
If,
if
that
is
the
case,
can
you
speak
to
that?
And
also
what
about
aghast
a
gas
tax
here,
I
mean?
Is
that
an
option
at
all?
K
E
Start
and
then
other
people
just
briefly
so
the
regional
sales
tax,
the
the
issues
that
it
that
it
faces
even
before
you
get
to
proportional
allocation
from
jurisdiction,
are
their
relative
ease
or
lack
thereof
of
implementing
in
the
various
jurisdictions
DC.
It's
very
easy.
The
DC
City
Council,
which
is
already
signal
that
it
would
pass
one
tomorrow,
is
ready
to
go
in
Maryland.
It
faces
quite
a
different
Road,
because
there
is
a
belief
in
the
state
of
Maryland
that
they're
paying
full
freight
right
now.
E
The
governor
would
not
want
to
increase
taxes
across
the
state
to
pay
for
metro,
and
currently
there
is
no
mechanism
to
require
the
jurisdictions
of
Montgomery
and
Prince
George's
County
to
pay
in,
even
though
their
respective
City
Council's
have
reflected
some
willingness
to
do
so
and
then
in
Virginia.
You
obviously
know
what
those
issues
are.
The
the
issue
of
Virginia
paying
a
greater
degree
just
because
buy
based
based
on
our
population
and
our
spending.
E
It
would
be
a
greater
degree
of
money
into
the
the
revenue
trust
fund
than
the
formulas
require
can
can
be
changed
by
how
you
structure
the
funding
instruments,
so
that
internet
of
itself
is
not
necessarily
an
impediment.
It
would
require
some
creative
work
on
the
part
of
attorneys
to
figure
out
how
exactly
it
flows
to
Amada
and
what
the
excess
funds
are
used
for.
But
it's
certainly
a
solvable
problem
and
your
other
question
was
oh,
the
gas
tax.
Well,
it's
already
a
part
of
some
funding
for
transit
and
maybe
Katie.
D
Absolutely
am
anything,
but
we
we
have
a
whole
set
of
completely
aside
challenges
with
regard
to
the
gas
tax,
which
is
that
there
is
no
floor,
and
so,
as
gas
has
gotten
less
and
less
expensive
in
recent
years,
that
funding
source
has
dipped
ever
lower,
and
it's
actually
to
the
point
where
I
think
we
have
this
problem
a
little
bit
less
than
Arlington,
but
it's
actually
sort
of
threatening
the
continued
existence
of
some
of
the
the
other
jurisdictions
but
local
bus
systems.
So
I
think
we've
talked
for
a
long
time.
D
C
A
E
Want
to
lose
mr.
Vyse.
That's
last
point:
I
forgot
the
property
tax,
so
you
know
in
Virginia
we
we
are.
We
have
the
authority
and
we
employ.
You
know
capturing
value
from
from
metro
properties
already
when
Cod
calculated
what
it
would
take
if
the
region
did
that
overall
I
believe
it
was
a
forty
three
cents
increase
to
commercial
property
tax
rates
approximate
to
metro
stations,
that's
that
I
mean
I.
Just
that
is
just
out
of
the
realm
of
reality.
E
L
A
E
D
Can
I
just
have
a
quick
question
miseries
you
were
giving
us
that
the
sort
of
state
of
play
about
the
dedicated
sales
tax
and
I
wanted
to
make
sure
I
heard
you
on
using
some
Maryland
there's,
not
a
lot
of
appetite,
of
course,
for
dedicated
still
sex
statewide.
Is
that
right?
But
you
were
mentioning
with
Montgomery
and
PG
County.
Did
you
say
they
don't
have
the
mechanism
to
do
a
state
tax,
even
though
their
home
rule
or
sales
tax
within
their
big.
L
A
D
A
E
A
Biggest
challenge
with
a
regional
sales
taxes
Virginia,
that's
where,
for
the
reasons
that
Christians
cited
and
that's
that
the
two
relatives
of
the
formula
Virginia
generates
a
higher
proportion,
it's
close
to
50%
of
the
total
for
the
region
and
some
feel
that's
unfair
and
so,
but
I
think
he's
also
right
that
that
doesn't
mean
there
aren't
ways
of
addressing
that,
overage
that
that
Delta
and
figuring
out
how
to
use
it
or
how
to
apply
it
or
how
to
take
care
of
it.
There
are
some
too
many
people.
A
This
was
the
first
suggestion
of
the
CEO
caos,
the
chief
administrative
officers
through
cog,
because
of
its
advantages
in
perception
and
ease
of
administration,
and
it
sort
of
feels
like
too
many
that
you're
not
disadvantaging
any
one
locality
over
another
says
you're,
adding
one
cent
everywhere
so
nobody's
getting
a
cheaper
purchase
in
one
locality
for
another.
It
also
sends
the
positive
it
sends
a
message
to
the
region
that
this
is
a
regional
solution
to
a
regional
asset.
So
it
has
a
lot
of
things
going
for
it.
L
We
are
all
I
think
on
different
regional
organizations
working
on
this
issue,
we're
staffs
working
on
it.
Do
we
want
to
consider
coming
up
with
a
bit
of
a
strategy
or
a
plan
ourselves
on
what
we're
gonna
do
not
here
at
this
table,
but
we
may
want
to
divide
up.
Maybe
we
know
people
in
the
region
that
we're
going
to
work
with.
L
Maybe
we
want
to
do
something
publicly
to
show
how
well
Metro
is
doing,
and
certainly
a
strategy
for
working
with
Richmond,
which
will
work
with
our
LeClair
delegates
and
legislators,
but
I'm
thinking
that
maybe
this
is
an
issue
where
we
might
want
to
do
a
little
thinking
and
come
up
with
sort
of
a
strategy
on
how
we're
gonna
approach
it,
because
I
think
we've
all
got
ideas.
You
know
everybody's
coming
up
with
great
ideas,
but
we
need
to
figure
out
how
to
promote
them
elsewhere.
I
think
I
think.
A
That's
in
short,
I
think
part
of
today
was
getting
some
common
background
and
information
for
everyone,
and
we
certainly
will
continue
to
talk
with
one
another
and
with
our
staff
because
marks
at
some
meeting
I'm
in
another
we're
each
at
others
so
that
to
the
degree
we
have
a
common
preferred
approach.
Part
of
this
is
problem-solving
with
some
of
the
stakeholders
that
we
come
in
contact
with.
A
If
you
are
asking
whether
my
own
view,
if
you
were
asking
whether
Arlington
should
come
forward
with
a
position,
I'd
say
that
would
just
muddle
things
with
the
various
like
on
page
15,
all
the
groups
currently
trying
to
pull
together,
but
if
we
among
ourselves
had
some
general
direction
that
we
wanted
to
promote
within
the
bodies
were
working
on.
That
is
our
role
and
we
actually
have
a
much
louder
voice
than
our
little
locality
would
suggest.
I.
L
Was
thinking
that
we
might
come
up
with
sort
of
a
strategy
and
staff
might
even
know
because
I
mean
Lee
knows
you
know
somebody
maybe
is
having
this
issue
or
that
issue,
and
maybe
somebody's
got
a
connection
with
it.
I
just
I
just
think
we
might
want
to
be
a
little
more
intentional
and
strategic
than
we
are
usually
on
these
sorts
of
things.
Okay,.
E
Yeah
I
just
like
to
say,
I,
think
it's
a
great
idea
from
from
MS
Garvey,
just
to
make
sure
we're
we're
working
as
effectively
as
we
can
given,
given
that
we
all
do
play
a
very
spread
out
role
and
don't
necessarily
have
time
to
do
some
of
that
strategic
thinking.
We
should
figure
out
a
way
to
do
so
and
I'm
gleaning,
just
from
the
conversation
that
we
have
had
that.
E
That
I
should
continue
in
my
role
as
a
metro
board
member
to
to
make
sure
that
the
essential
elements
of
the
WIDA
failed
plan
so
to
speak,
are
implemented
by
Omata.
You
know
they're,
of
course,
a
lot
of
details
that
need
to
be
worked
out
on
the
policy
side,
but
but
generally,
if
I
could
just
get
that
head
nod
that
the
essential
elements
that
we've
described
today
and
how
they
relate
to
Arlington
I
should
I
should
work
to
my
death
to
see
that
those
come
to
reality.
That's.
A
K
And
in
fact,
going
beyond
that,
mr.
Dorsey
I'm
wondering
if
just
for
the
just
for
the
sake
of
the
public,
if
if
we
don't
have
now-
and
we
may
already
have
or
the
is
the
WIDA
field
plan
on
our
website,
or
can
we
get
it
on
our
website
of
the
essential
points
and
recommendations,
because
because
I
think
it'd
be
helpful
to
okay?
Okay,
that's
great
that
that
would
be.
That
would
be
helpful
because
I
I
do
agree.
It's
a
great
blueprint
for
going
forward
and.
A
I
also
am
NOT
hearing,
you
know
as
we
try
to
find
a
funding
source
or,
as
the
cog
and
TPB
resolution
said,
source
parentheses
sources,
because
that
question
about
whether
we
just
leave
it
to
every
each
of
the
three
localities
to
determine
their
own
is
still
a
possibility
out
there
and
the
general
manager
doesn't
suggest
he
has
a
preference.
He
just
wants
the
dollar
amount
in
the
end,
to
sustain
the
system.
That
said,
I
think,
while
some
dead.
L
A
Don't
envision
any
of
them
is
dead
and
the
regional
sales
tax
is
something
that
I
think
still
our
board.
Our
voices
in
the
system,
wherever
that
may
be,
should
still
be
working
toward
a
positive
regional
sales
tax
option
and
not
putting
that
aside
as
being
a
dead
issue
at
this
point,
because,
in
my
view,
it's
not
dead
at
all,
it
has
much
to
argue
for
it.
Well,
I,
don't
know
that
it's
in
the
end,
what
will
all
find
works?
Actually.
D
Yeah
I
think
it's
fair
enough
and
I
think
it's
worth
noting
that,
even
if
we
were
to
come
up
with
a
sources,
plural
approach
to
it,
I
imagine-
or
at
least
for
my
conversations
with
my
colleagues
Arlington's
position-
would
be
that
with
the
enabling
authority
from
the
General
Assembly.
We
would
be
interested
in
meeting
our
new
dedicated,
reliable
source
of
funding
through
a
sales
tax.
If
we
had
that
Authority,
so
I
actually
do
think
that's
worth
our
kind
of
clearly
articulating
among
the
five
of
us
and
making
sure
that's
true.