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From YouTube: Panel Discussion: The Next Generation of Metro
Description
As part of the Arlington County Planning Division's Roundabouts Series, WMATA Managing Director of Planning Shyam Kannan, Arlington County Transit Bureau Chief Stephen Del Giudice, Kelley Coyner, executive director of the Northern Virginia Transportation Commission, and Tom Fairchild, director of Mobility Lab discuss the next generation of Metro. The panel was moderated by Kris Krider, planning supervisor for Arlington County.
A
What
I'd
like
to
what
I'd
like
to
do
right
now
is
invite
our
panelists
up.
We
have
stephen
gell
judas,
who
is
our
arlington
county's
transit
bureau
tree
chief,
stephen
also
is,
is
bringing
a
lot
of
experience
both
in
the
public
and
private
sector
and
he's
also
a
former
mayor
for
the
city
of
takoma
park.
Maryland.
A
We're
also
delighted
to
have
kelly
koiner.
She
is
the
new
executive
director
of
the
northern
virginia
transportation
commission.
She
was
reached
that
appointment
in
april
2013
and
finally,
we
have
tom
fairchild,
who
is
with
mobility,
lab
he's
a
director
of
mobility
lab
and
tom
brings
a
great
deal
of
experience
in
transit
oriented
development,
so
we
have
someone
who's
looking
at
the
region,
someone
who's
looking
at
the
transit
level
and
someone
is
looking
at
the
economic
benefits
and-
and
I
have
several
cards
here.
A
So
what
we'd
like
to
do
is
please
raise
your
hand
if
you
don't
have
a
card
I'll
bring
those
out
to
you
and
what
we'd
like
to
do
is
we've
got
some
staff.
That'll
collect
the
cards
from
you,
and
jason
beske
from
our
urban
designer
research
section
will
be
looking
at
those
questions
and
posing
them
to
the
panelists.
So
if,
if
there
are
cards
or
questions
available
now
we'd
like
to
collect
those
and
then
I
have
some
more
to
hand
out
so
just
raise
your
hand
if
you
have
a
card
or
you
would
like
one.
B
C
C
D
D
B
F
D
F
B
E
What
we
have
is
so
very
different
than
anywhere
else
in
the
state,
and
it's
really
hard
to
appreciate
that
when
you
live
in
arlington
county
and
there
are
11
transit
stations
and
there's
the
kind
of
prosperity
that
we
see
from
that,
so
I
think
that
to
get
that
money
that
you're
talking
about,
we
have
to
understand
how
that
translates
to
other
places.
In
the
example
you
just
gave
about
vertical
transportation.
Steve
is
a
really
good
example
of
the
challenge
of
explaining
that
somewhere
else.
E
A
few
weeks
ago,
I
was
in
richmond,
where
I
listened
to
people
who
should
know
better
question
the
investment
in
the
roslin
elevator,
as
though
that
were
frivolous
in
some
way,
and
I
think
that
it
is
there's
sort
of
the
need
to
to
make
those
kinds
of
things
very,
very
tangible,
and
it's
a
matter
of
the
people
here.
Who've
benefited
and
see
that
what
the
benefits
of
transit
are.
E
Taking
that
really
taking
the
time
not
only
to
come
to
something
like
this,
which
is
kind
of
nice,
because
we're
all
talking
to
each
other
about
things
that
we
all
care
about,
but
going
to
places
where
these
decisions
are
made,
so
that
the
voices
of
the
business
community
and
the
other
communities
are
heard
in
all
of
those.
I
have
a
whole
lot
to
say
on
this,
but
I'm
going
to
pipe.
D
D
D
We
are
not
going
to
solve
this
problem
long
term,
so
it's
going
to
require
a
regional
political
commitment
and
coalition
to
bring
about
that
kind
of
a
local
funding
source.
Most
areas
in
this
country
that
have
developed
regional
rail
systems
end
up
doing
regional
referenda
with
regional
funding
schemes
to
underwrite
their
system.
B
To
mr
duffy
mentioned
a
planning
initiative
going
on
in
roslyn
right
now
called
realize
roslyn,
obviously
metro
station
at
the
heart
of
that.
How
might
that
initiative
address
metro
and
in
when
new
information
is
coming
out?
What
is
you
know?
How
can
the
county
and
in
in
its
planning
process
remain
nimble
in
order
to
address
metro.
F
So,
as
a
point
of
information,
I
know
that
my
staff
has
been
fortunate
enough
to
participate
in
at
least
some
of
the
public
programming,
as
well
as
some
of
the
thinking.
That's
going
into
realized.
Roslyn
and
we've
been
coordinating
with
mr
duffy's
staff
regarding
the
roslin
sector
plan
and
that's
certainly
a
treat
for
us.
F
One
thing
that
I
think
does
need
to
factor
into
decisions
is
to
take
the
same
type
of
thinking
that
was
applied
in
the
crystal
city
plan,
which
took
person
throughput
as
a
mobility
measure
and
to
expand
upon
that
and
think
about
overall
trip
generation
and
mode
assignment
within
roslyn
to
either
right
size.
The
amount
of
future
development
that
can
be
contained
within
the
existing
and
reasonably
expected
to
be
funded,
transit
and
transportation
network
and
also
then
create
for
us
what
your
anticipated
vision
for
the
future
of
roslyn
means
in
terms
of
necessary
capacity.
F
F
F
I
arrive
at
an
answer
that
tells
me
more
transit
trips
than
I
can
currently
already
accommodate,
and
so,
if
the
realized
roslyn
plan
comes
back
and
does
not
either
have
a
very
strong
voice
and
also
call
for
additional
capacity
investments
to
accommodate
the
ridership
it
in
some
way
risks
undermining
its
own
future
success.
So
those
two
forecasts
need
to
be
put
forth
and
you're
going
to
have
to
live
with
one
of
them,
depending
on
what
funding
is
ultimately
available.
C
C
C
So
I
think
one
of
our
big
challenges
is
that,
as
we
continue
to
be
the
golden
goose
of
virginia-
and
I
think
it's
clear
that
we
are-
and
you
know,
fairfax
county
and
our
other
regional
partners
are
certainly
a
part
of
that
as
well.
How
do
we
talk
to
the
rest
of
the
state
and
convince
them
that
these
investments
are
very
critical
to
make
this
happen,
and
how
do
we
also
have
within
our
own
boundaries
the
the
the
determination
to
continue
this
growth?
C
That's
our
role
of
arlington
county
commuter
services,
all
of
our
partners,
bike,
arlington,
walk,
arlington,
go
dc,
all
right,
sorry,
bike,
arlington
block,
arlington,
commuter
stores,
etc,
and,
and
what
we
do
every
day
is
encourage
people
to
use
these
systems,
but
if
they're,
at
their
peak
capacity,
at
what
point
do
we
degrade
our
own
opportunity
to
grow
and
to
have
this
economic?
Might?
That
is
great
for
the
entire
state.
So
it's
it's!
It's
we're
excited
about
these
plans
like
realize
rosalind.
C
C
I
can
also
add
something
chump
that
you
mentioned
earlier
this
week
was
that
you
know
just
imagine
just
when
the
silver
line
opens
the
ros
and
balsam
quarter
will
be.
You
know
a
central
point
of
our
region.
Really,
you
know,
because
you
have
tizens
on
the
one
end
you
have
downtown
dc
on
the
other
and
you
have
the
silver
and
orange
line
coming
through
the
middle,
and
so
you
know,
rather
than
being
a
threat
in
terms
of
tyson's
corner.
I
think
it's
really
it's
a
great
opportunity.
We
will
be
right
in
the
middle.
C
It
will
be
the
the
residential
area
of
choice
for
all
those
people
who
want
to
live
in
a
urban
space.
It
will
also
be
you
know,
a
commercial
space
where,
where,
where
commerce
wants
to
take
place,
because
it
will
be
right
in
the
middle,
so
how
do
we
accommodate
all
these
great
opportunities
that
are
bound
to
come
to
us
and
have
the
hope
and
the
dream
that
that
our
forefathers
had
40
years
ago?
It's
a
great
opportunity
for
all
of
arlington
there's.
No
doubt
I
want
to.
B
Go
forward
in
that
theme
a
little
bit,
because
the
silver
line
operating
is
bound
to
change
the
rb
quarter,
as
you
mentioned,
I'm
just
curious.
If
there's
been
any
considerations
given
that
you
know
socioeconomic
impacts
or
demographics,
what
are
we
expecting?
The
impact
on
arlington
to
be
specifically
with
the
opening
of
the
silver
lining.
F
Metro
does
operate
an
equitable
system
or
one
of
the
most
equitable
in
the
nation
and
from
an
analytical
standpoint,
we
do
conduct
rigorous
analyses
about
the
socio-economic
impacts
that
any
service
change
and
or
system
expansion
has
upon
our
current
future
ridership
base,
and
that
I
just
want
to
put
that
as
a
preface,
because
the
word
socioeconomic
is
hanging
out
there.
I
want
to
make
sure
that
we're
very,
very
cognizant
of
how
fare
changes
and
how
service
changes
impact,
those
who
are
more
well-resourced
and
less
well-resourced,
minority
non-minority
as
well.
F
A
A
F
The
developers
largely
agreed
that
the
rb
quarter
would
become
essentially
the
fulcrum
of
the
dc
economic
environment
and
it
allowed
you
direct
access
to
both
of
the
suns
of
our
economic
solar
system
on
transit
and
so
absolutely
tom.
I
think
that
the
notion
that
the
demand
for
residential
development
in
the
rb
corridor
only
becomes
more
pronounced
is
certainly
out
there
in
the
investment
world
and
the
question
becomes
what
type
of
office
opportunities
and
private
office
operatives
are
long-term
sustainable.
F
D
D
Just
as
an
example,
we
run
the
53
through
north
arlington.
There
are
lots
of
people
who
live
in
north
arlington.
They
work
in
tysons
if
we
can
get
them
out
of
out
of
their
cars,
all
the
better
for
66
and
other
places.
So
you
know
if
we
can
build
a
better
local
and
regional
bus
network
that
gets
people
into
the
lines
you're
just
going
to
create
a
richer
market
for
the
residential
and
for
the
office
market.
F
An
alignment
that
would
provide
express
service
on
certainly
a
sort
of
second
silver
and
orange
track
from
rosalind
to
boston,
bypassing
the
rb
report,
and
what
that
does
is
that
allows
someone
that
might
be
seeking
a
tysons
or
wheelie
or
dulles
airport,
either
destination
or
attraction
to
get
out
of
the
local
lane.
If
you
will
and
that's
something
that
also
allows
us
to
operate
some
level
of
operational
redundancy
on
the
metrorail
system.
F
I
think
it's
important,
though,
for
everyone
to
realize
that
there
are
many
many
steps
to
be
taken
before
we
get
there
and
we're
fighting
hand-to-hand
combat
right
now
to
make
sure
that
we
have
adequate
funding
to
keep
the
system
going
and
to
get
day,
car
trains
and,
to
the
extent
that
you
are
advocates
for
transit
and
advocates
for
arlington's
future.
We
certainly
would
benefit
from
hearing
your
voices
and
making
sure
that
we
can
get
day
card
trains.
And
then
we
can
start
thinking
about
express
lines.
D
I'll
speak
to
one
one
thing:
the
county
did
look
at
in
the
crystal
city
planning
process,
what
happens
to
crystal
city
if
the
crystal
city
mark
station
starts
to
become
more
of
a
commuter
rail
hub,
and
if
you
have
inner
city
high-speed
rail
is
it?
Is
it
time
for
us
to
start
thinking
about
a
different
kind
of
rail
facility
there
that
served
national
airport
as
well.
Crystal
city
could
become
much
more
of
a
inner
city
travel
hub.
F
F
Jobs
moved
up
to
odenton
that
the
household
would
follow.
Well,
that's
not
the
case.
We're
actually
seeing
significant
amounts
of
rail
customers
that
are
making
multiple
trips
on
multiple
systems
in
order
to
get
to
their
job,
and
so
we
need
to
have
the
transportation
system
that
can
get
them
there
in
a
more
efficient
manner
that
that
we're
looking
at
as
far
as
high-speed
rail.
There
are
lots
of
ideas,
we're
not
a
high-speed
rail
company.
So
I
don't
want
to
opine
on
what
the
high-speed
rail
companies
are
proposing.
E
E
How
do
you
connect
these
different
systems
if
you
think
of
metrorail
and
the
streetcar
and
vre
being
sort
of
the
spine
of
the
skeleton?
How
do
you
make
those
connections
and
frequency
of
bus
work
and
then
the
other
course
is
commuter
rail
and
all
of
that
needs
to
be
connected
and
coordinated
with
the
inner
intercity
connections
and
one
of
the
sort
of
things
that's
really
important
to
remember
is
that
you
know
why.
E
Why
are
these
investments
in
arlington
so
important
to
the
rest
of
the
region,
and
one
of
them
is
how
you
connect
to
the
airports,
but
you
know
high
speed.
Rail
is
is
a
piece
of
it,
but
I
think
that
these
other
systems
are
ones
that
they're
going
to
put
big
demands
on
on
funds,
but
they
also
can
bring
tremendous
returns
if
they're,
coordinated.
C
I
think
that
you
know
this.
This
is
all
about
intermodal
connections,
and
so
as
we
look
at
the
multiple
bus
lines
and
bus
transit
that
exists
here
in
the
region,
as
we
look
at
you
know
the
metro,
rail
metro,
bus
as
we
look
at
all
these
different
options
and
amtrak,
perhaps
the
airlines
all
the
ways
that
people
can
get
around
without
hopping
into
their
own
personal
vehicle,
which
is
really
the
opportunity
that
we're
looking
at
here
is
that
people
don't
have.
C
C
These
seamless
connections,
because
if,
if
these
aren't
possible,
then
people
are
apt
to
do
what
our
knee
jerk
american
reaction
is
to
just
hop
in
the
car,
because
it's
easier
so
that's
some
of
the
areas
you've
been
involved
in
and
whether
it's
high-speed
rail
or
it's
going
to
a
regional
bus
service
from
connecting
from
metro.
I
think
all
of
this
depends
on
the
technology
to
support
the
information
systems,
so
we're
working.
B
On
that
any
other
words
from
panel
on
that
question:
okay,
I'm
going
to
move
on
back
to
kind
of
a
funding
theme
due
to
some
federal
uncertainties
for
money,
maybe
some
difficulties
to
secure
funding
in
richmond
in
other
areas.
Where
does
the
money
come
from
and
and
are
there
any
good
examples
nationally
that
we
can
look
at
and
and
learn
from.
F
The
motion
day-to-day
that
is
structured
through
a
separate
set
of
operating
subsidies
that
both
those
pools
of
money
live
on
opposite
sides
of
a
chinese
firewall.
So
I
can't
use
operating
dollars
to
pay
for
capital
and
vice
versa,
and
that's
right
now
a
very
unique
structure
in
terms
of
how
we're
funded-
and
I
will
say
that
we
are
thrilled
that
we've
been
able
to
work
with
your
electeds
and
appointeds
in
arlington
in
fairfax
city
falls.
Church,
alexandria,
they've
been
wonderful,
wonderful
partners
for
years
and
years.
F
Those
discussions
are
ones
that
are
complicated,
they're,
thorny
and
we'll
have
to
decide
whether
or
not
the
monies
that
have
just
been
authorized
in
virginia
and
maryland
and
dc
are
enough,
and
if
we
to
find
out
that
they
weren't
enough,
then
we'll
have
to
come
back
to
that
regional
discussion.
I'm
hopeful,
though,
that
we
can
make
wise
decisions
with
the
monies
that
have
just
been
just
been
authorized
and
that
we
make
this
decision
to
spend
them
in
transit.
D
One
of
the
most
interesting
discussions
that
happened
at
the
council
of
governments-
one
time
was
when
we
started
looking
at
different
alternative
ways
to
fund
things
and
one
of
the
ones
that
intrigued
me.
The
most
it's
a
totally
different
kind
of
source
is
a
payroll
tax,
very
small,
very
small
percentage.
D
D
F
I
think
the
gas
tax
which
is
fascinating
is
that
when
it
was
instituted,
the
let's
say,
the
actual
rate
paid
in
terms
of
percentage
by
the
customer
was
significantly
larger
than
it
is.
Today.
You
have
a
tax
that
really
hasn't
grown
with
inflation
or
with
the
price
of
fuel
in
decades
and
decades
and
decades,
and
so
the
actual
taxation
rate
was,
you
know,
four
to
five
times
higher
than
it's
being
paid
today
on
a
per
gallon
basis.
F
We
need
to
be
able
to
point
to
like
anyone,
that's
going
to
take
out
a
mortgage
on
a
home.
You
have
to
be
able
to
show
a
couple
bank
statements
and
paychecks,
and
the
bank
wants
to
make
sure
that
you
have
a
steady,
paycheck.
Well,
a
bank
would
want
to
make
sure
that
metro
has
a
steady
and
predictable
paycheck
and
our
negotiated
agreements
don't
quite
cut
it.
F
Downside
is
that
we
find
that
when
local
economies
rise
and
fall
so
do
the
revenues,
and
I
think
that
there
are
there
are
some
that
argue
that
tying
capital
funding
for
metro
to
a
regional
payroll
or
sales
tax
or
property,
deed
and
recreation
would
put
us
in
a
situation
where
we're
susceptible
to
regional
economic
fluctuations
in
an
industry
in
a
role
where
we
really
need
to
be
insulated
from
those
fluctuations.
So
if
there
are
arguments
on
both
sides,
we
trust
our
leaders
to
make
the
right
decision.
B
F
Good
question
so
the
I
would
like
everyone
to
consider
that
the
blue
best
conceived
right
now
is
really
an
extension
and
is
a
means
to
open
up
the
system
to
future
extensions,
so
it
doesn't
preclude
in
the
long
term,
for
instance
in
the
district.
If
some
of
the
transit
plans
don't
materialize,
and
the
bifurcation
of
the
blue
at
some
point
in
time
leads
to
an
opening
to
extend
it
into
northeast
dc
and
up
to
silver
spring.
That's
an
option.
F
The
bifurcation
of
green
and
yellow
is
that
lead
to,
in
the
medium
term,
extending
down
to
crystal
city
potentially
an
option.
That's
at
least
the
way
we'd
like
to
be
able
to
consider
that
particular
set
of
extensions
in
the
near
trim,
though
we
do
believe
that
the
existing
capacity
both
of
the
planned
streetcar
network,
as
well
as
options
to
extend
commuter
rail,
are
the
more
feasible
in
terms
of
overall
travel
to
forecast
demand,
as
well
as
physical
infrastructure
solutions.
F
I
will
say
that
one
thing
to
watch
out
for
is
the
extent
to
which
the
added
density
that's
proposed
at
crystal
city
when
those
vacancies
start
to
climb
back
down,
and
we
see
the
office
market
return.
I
think
they're
proposing
a
net
new
16
million
square
feet
of
far
that's
a
tremendous
amount
of
trip
generation
in
a
station
area
that
has
one
vertical
transportation
system
does
arlington
need
to
begin
to
be
planning
for
second
set
of
vertical
transportation
at
crystal
city
in
order
to
better
support
the
vision
for
crystal
city
2.0.
D
You've
got
a
vre
station
and
you
could
have
a
second
entrance
to
the
metro
station
that
would
serve
those
and
serve
a
lot
of
the
folks
who
ride
the
vre.
Today.
I
don't
know
if
you
anyone
here,
watch
the
vre
travel
patterns,
folks
get
off
the
train
and
especially
in
bad
weather
like
this,
they
go
through
the
underground
to
get
to
the
station.
It's
a
nicer
day,
they'll
walk
on
our
limited
sidewalk
network,
but
you
know
the
plans
are
for
us
to
have
a
second
entrance
and
those
are
not
cheap
projects
either.
D
I
mean
we're
talking
about
billion
dollar
projects
here
tonight
in
the
long
range
forecast.
But
you
know
our
project.
Putting
three
elevators
in
at
roslyn
was,
you
know,
a
35
million
dollar
construction
cost
that
does
not
include
the
cost
of
planning,
design
and
management
and
all
the
rest.
But
you
know
these
projects
are
expensive.
B
F
To
the
last
bit
of
that
as
an
extension
of
metro,
maybe
it's
not
the
appropriate
way
to
streetcar
streetcar
right
now
in
the
regions
being
planned
by
local
jurisdictions,
and
we
are
hopeful
and
excited
about
making
sure
that
the
systems
talk
to
one
another.
Arlington's
been
a
great
partner
in
all
of
these
efforts.
So
far,
we're
excited
about
the
2015
opening
of
the
christian
city,
potomac
yard,
transit
way
and
that's
another
example
of
how
the
jurisdictions
and
metro
can
work
together.
It's
taken
some
time
to
put
together,
but
I'm
excited
about
that
steve.
D
And
there
is
a
significant
jump
in
ridership
when
you
have
that
inter-jurisdictional
connection,
and
you
do
not
need
to
do
what
we
would
call
a
force
transfer
for
the
most
part
we're
going
to
be
feeding
into
the
existing
rail
system
in
the
district
of
columbia
in
northern
virginia
and
in
maryland,
and
what
we've
got
to
start
looking
at
is
how
do
we
connect
those
systems
into
more
of
a
regional
network?
And
we
are
looking
at
that?
Well,
mod
is
sponsoring
a
study.
D
F
And
I
I
I
would
commend
steve.
I
know
that
you're
part
of
this
working
group-
I
can't
stress
to
you
enough
how
challenging
it
is
for
steve
and
his
counterparts
in
the
other
jurisdictions
to
come
to
the
table
and
essentially
open
the
kimono
well
ahead
of
very,
very
expensive,
very
politically
charged
discussions
that
have
not
come
to
fruition,
and
so
I
think
that
they're
demonstrating
a
willingness
to
be
open
and
share
information,
data
and
insights
in
a
way
that
I.
F
We've
always
done
as
a
region
and
that's
promising.
Now,
hopefully
we
can
punch
it
into
the
end
zone
and
get
some
level
of
really
good
vehicle,
synchronization,
dynamic
envelope,
synchronization
and
interoperability
built
into
both
the
arlington
and
the
district
streetcar
system.
So
they
can
talk
to
one
another.
That
should
be
an
aspirational
goal,
we'll
see
whether
we
can
get
there.
D
One
point
I'll
make
is
a
big
part
of
that
is
the
vehicle
decision,
correct
the
district
of
columbia
in
their
planning
processes
and
to
this
point,
have
purchased
the
skoda
vehicle
or
the
vehicle
that
is
now
being
made
in
on
portland
by
united
streetcar.
It's
one
of
the
smaller
vehicles
that
you
can
deploy.
D
D
You
know
our
forecast
told
us
that
in
2035
we're
going
to
be
handling,
you
know
in
excess
of
25
000
passengers
a
day
just
on
the
columbia
pike
line.
You
connect
that
to
crystal
city.
That's
going
to
jump
proportionally,
so
we
need
to
be
looking
at
the
right
vehicle
because
when
you
buy
a
vehicle,
it's
a
20
to
30
year
investment
and
you
don't
want
to
undersize
your
vehicle.
D
D
Georgian
16th,
so
if
they
put
it,
they
put
a
streetcar
on
georgia,
avenue
they're
going
to
have
similar
ridership
the
h
benning
corridor.
Eventually,
when
it's
the
one
city
line
going
from
georgetown
all
the
way
to
benning
road,
we'll
have
very
significant
ridership.
So
we're
talking
about
these
issues
not
only
locally
but
on
a
regional
scale.
B
E
E
We
are
made
up
of
the
jurisdictions
of
alexandria,
arlington
fairfax
city
falls,
church
city,
fairfax
and
loudoun.
Now
online
has
been
a
member
of
the
commission
for
the
last
year
and
our
role
with
respect
to
when
mata
is
very
specific.
We
appoint
the
wabada
board
members
and
we
manage
the
funding
that
comes
from
the
states
and
localities
to
to
metro.
E
That
is
really
a
stewardship
role
and
a
financial
management
role,
but
what
it
does
is.
It
means
that
we
are
very
close
partners
with
metro
on
trying
to
figure
out
all
these
sorts
of
questions
of
how
do
we
fund
this
and
where?
Where
do
we
go
and
how
are
we
a
communication
link
with
other
parts
of
the
state
and
with
the
state
government
in
richmond
as
well?
So
that's
really
sort
of
it
in
a
nutshell
of
what
our?
E
What
our
role
is.
Mary
hines,
who
is
one
of
the
members
of
the
metro
board,
has
really
been
one
of
the
people:
who's
really
leaned
forward
regionally.
She
was
mentioned
earlier
for
her
work
with
region
ford
and
bring
together
the
concepts
of
land
use,
planning
and
economic
development
along
with
transit
and
a
lot
of
other
kinds
of
issues,
and
I
think
that
she
happens
to
be
on
on
our
commission
as
well.
E
We,
as
I
mentioned
before,
are
sort
of
focused
on
three
main
things
in
terms
of
how
do
we
support
metro,
but
the
other
key
pieces
of
it,
which
we
see
is
connectivity,
core
capacity
and
commuter
rail,
and
that
is
focusing
on
how
do
we
really
knit
together
these
different
pieces
so
that,
if
we're
looking
at
a
regional
transit
plan,
how
do
we
knit
together
a
lot
of
the
great
work?
That's
already
been
done
by
with
mata
but
well.
Mata
is
not
all
transit,
it
is
a
huge
piece
of
transit,
but
it's
not
all
of
it.
F
So
I'll
answer
the
question,
I
don't
I
don't
recall
off
the
top
of
my
head,
whether
that's
we
did
test
a
lot
of
infill
stations.
I
can't
remember
whether
that
was
a
location
where
we
tested,
but
for
everyone
know
that
the
planned
land
use
in
the
region
does
drive
how
we
consider
potential
capacity
expansions.
B
D
F
We've
talked
a
lot
about
spending,
we've
talked
a
lot
about
dollars
and
cents.
We
talked
a
lot
about
the
need
for
additional
investment
and
maybe
it'll
be
helpful
to
close
with
something
that's
already
being
done
here
in
arlington,
and
I
do
want
to
give
knowledge
of
the
work
that
tom's
doing
at
mobility
lab,
which
we
need
to
be
replicating
at
a
regional
level.
F
The
work
that
he's
doing
to
not
only
make
it
easy
and
fun
to
use
the
various
transit
systems
that
we
have,
but
also
in
the
tdm
work
in
getting
people
educated.
Getting
people
to
to
agree
to
use
it
is
seems,
is
low
hanging
fruit
that
we
need
to
better
fund
and
make
a
regional
investment,
because
we
have
a
system
that
has
excess
capacity
in
places
and
the
extent
that
we
can
educate
people
and
encourage
them
and
incentivize
them
to
use
the
existing
system.
We
can
defray
or
defer
the
need
for
additional
capital
investment.
C
Well,
certainly,
I
would
first
like
to
say
that
it's
not
just
tom.
Obviously
it's
a
big
team,
arlington
county
community
services,
as
I
mentioned
earlier,
it
encompasses
a
lot
of
different
tdm
programs
across
arlington
you're,
probably
familiar
with
the
commuter
stores
and
bike
arlington,
artificial
transportation,
partners,
etc.
C
So
you
know
whether
you're
going
to
walk
whether
you're
going
to
buy
but
you're
going
to
take
the
the
the
23a
you
know
from
you
know,
upgrade
wrote
or
whatever
the
case
might
be.
You
know
you
have
to
get
there
first
and
we
have
to
make
it
really
easy
for
people
to
understand
how
they
can
do
that,
and
we
talked
about
the
fair
media.
C
You
know
how:
how
do
we
make
that
easy
for
people
to
be
able
to
to
understand
quickly
how
they
can
board
the
system
and
pay
for
the
system,
and
we
have
so
many
visitors
that
come
and
do
how
do
we
quickly
integrate
them
into
the
system?
So
all
of
these
takes
it
takes
training.
It
takes
working
with
with
humans,
and
humans
are
quirky
little
creatures,
and
you
know
don't
always
understand
how
all
these
things
work.
C
So,
of
course
you
know,
I
was
recently
in
atlanta
and
I
tried
to
board
the
marta
system
and
it
seemed
like
a
very,
very
alien
concept.
For
me,
as
I
looked,
and
soon
looked
at
that
machine,
it
reminded
me
how
difficult
it
is
for
people
to
understand
immediately
how
to
use
our
own.
So
we
need
to
make
it
very
easy,
not
only
for
our
own
residents,
but
for
our
visitors
and
everyone
else
to
be
able
to
use
our
systems
and
and
we're
proud
to
be
engaged
in
that
process
every
day
with
our
partners.
C
D
I
wanted
to
I
wanted
to
give
a
call
out
to
chris
hamilton,
who
is
the
bureau
chief,
my
associate
for
arlington
commuter
services
and
he
helps
make
it
all
happen.
One
of
arlington's
successes
is
that
we
do
reverse
commute
because
we
have
a
housing
balance
with
jobs.
We've
got
roughly
220
000
people
more
than
200
000
jobs,
and
every
day
we
move
more
than
a
quarter
of
I
mean
more
than
a
quarter
of
a
million
more
than
250
000
people
ride
transit.
D
Think
about
that
220
000
people,
that's
citizens,
so
that's
includes
the
kids
and
everybody
else
who
doesn't
count
because
they
may
not
ride
public
transit
until
they
at
least
get
to
middle
school,
200,
000
jobs
and
250
000
trips,
because
we
have
the
reverse
commute.
There
is
capacity
in
the
metro
system
if
we
do
a
better
job
regionally
with
our
land
use,
because
there's
lots
of
capacity
in
the
reverse
commute
that's
untapped
and
that's
one
of
our
challenges
as
a
region.