Citizens Transportation Advisory Committee (2013-2026) Meeting   7/20/2022

Alright, so we have, Greg counts as part of the board, right?

Yes, he does.

OK. All right.

First thing on the agenda is matters from the public.

Did it happen?

I think not, I guess.

All right.

Moving on.

Grab tenants from the May 18th meeting.

Kevin.

Yeah.

I don't think we got to the part about topics for future meetings.

We never actually addressed that.

Yes.

And that's why it says none on the read-on.

OK. That's right.

Yeah, we didn't do that.

Any other comments?

I noticed that I have no designation of Albemarle County.

Alright, with that correction, do we have a motion to vote?

That would be me.

So I think you're all aware that we've been conducting a regional transit vision plan.

We started over a year ago and I'm here to give you an update.

So today we're just going to share my slides.

I'll just give you some background on the project, refresh everybody on it, talk about the vision and the goals that the project identified from the community, talk about the vision concepts, and then our second and final page of public engagement.

So the vision plan is a DRPT funded technical assistance grant.

DRPT stands for the Department of Brown and Public Transportation, Albemarle County and the City of Charlottesville, NTJPDC applied for the grant and Albemarle and the City of Charlottesville funded the 50% match for the grant.

Some of the other comments from the stakeholders in the meeting requested more public involvement so we presented to all of the rural board supervisors and we have been reaching out to the community there through flyers and a survey.

We also had some focus groups in the rural communities.

We are doing this presentation for a lot of different groups like housing and you guys trying to really get out as much as we can and I'll talk more about that later on in the presentation.

So, so far we have

shared like a draft vision statement and I'm going to go over that with you so we've assessed the consultants did a network analysis of the transportation needs for the community with the jobs and housing and where people live and where they need to go they also looked at low-income populations and populations that are dependent on transit and identified kind of the needs and where you know

The land use is conducted to using transit versus other types of transportation.

Then they engage the community and the stakeholders for public input.

We had a survey of public input.

a public meeting, a stakeholder meeting, and a bunch of presentations at committees similar to this one where we asked community members what they wanted for transit, what their vision was for the community, and helping them identify goals.

And then we developed a network, kind of like scenarios of services

that would meet those goals and we kind of

Evaluated them based on the goals.

So that's kind of what we're doing right now is engaging the community to say, here's what we've developed for services.

What do you think about it?

I wonder if I could ask a quick question.

But have you talked to businesses around the area and gone into businesses and asked them

We've covered all of the rural counties, so Green, Savannah, we actually included Buckingham because John provided service there, Nelson,

Louisa M. and Albemarle, Steve Shunnersville.

As far as employers, we looked at where employers are and considered them in the network analysis.

That didn't answer the question exactly.

We've never been drawn to the businesses themselves and done surveys from their employees from that standpoint.

So you're going from in out rather than out in a little bit.

So I just want to give a little background on the vision plan and then the next step in this process, which is a governance study.

And so what we're doing right now is kind of looking at like what we would like to buy, like what we want our services to look like and designing those as to, you know,

to meet the needs that have been identified.

We did do two different types of scenarios or networks of services.

One is constrained and the other one is unconstrained.

And the constrained vision, we gave ourselves a budget of about $30 million a year.

And I'll get more into that later.

But that was based on the consultants recommended

Looking at the structure that Central Virginia Regional Transit Authority set themselves up to do.

And if we use their system and their structure, we would bring in about 29 million more dollars for transit a year.

And so that was kind of what the consultants based their recommendations on.

And then we did an unconstrained vision, which is, you know, the sky's the limit.

Let's look at everything that we want to see.

So that's kind of, you know, this is saying, you know, here's what we would like to see.

And then the government study, which is going to start in August is, here's how we can pay for it and manage it.

So, so we're still, we're looking at the next steps.

And the goals that were identified through the first round of public engagement had three themes.

The first theme was equity to expand opportunities.

for all residents and represent the needs of both the urban and the rural communities.

The rural communities were really engaged in this process and we reached out to them more and more as they responded.

Multimodality was the second item like we identified and that was to reduce reliance on automobiles.

And the third was climate change to help protect the environment.

There's a pretty active group

of citizens who are really engaged to feel strongly that transit is one of the answers to any kind of changing.

And so the vision concepts, we have the constrained vision and the unconstrained vision.

And I went into a little bit about how we came up with the funding and the numbers.

We wanted to be able to expand the network

Yeah, this is all based on the zero fare structure at this point.

Fares don't pay for a large percentage of transit services.

So even if we start targeting fares again, it's not going to be a huge difference.

But like CAT got funding to have service, like free service for the next three years.

Is it something like the federal money based on ridership?

Yes, absolutely.

Yeah.

This chart here is the baseline network is on the left and on the right hand side is the constrained vision.

services that have more like the routes would be more frequent the colors kind of show the frequency of the buses and then there's going to be more access to jobs and more lower income residents having more frequent service households without cars are going to have you know 24% more 15 minute service as compared to

And then, can you explain or turn a little bit more?

Better service.

So when you say near transit, what does this mean?

Like how close is the coverage?

There we go.

That's the last question.

That's probably why the law school system stops.

Yeah, yeah.

But that works.

Okay, thanks.

No, I think it's good.

I think that I understand it more now.

Oh, yeah.

But the times are like the frequency of the responses and the stops.

And so the next slide has, it compares the baseline network and then the on-screen vision.

So there's a lot more people who are closer

And then also they have much more frequent service.

The jobs is increased to 56% of the population in the urbanized area are closer to a fixed route that runs every 10 minutes or better.

And even residents of color are also a much higher level of service.

And then another way to look at it is we have kind of

I think that, so this, the black dot is fashion square law and this is the baseline of where you could be if you took a bus in 60 minutes and then the pink area is for the constraining vision, it expands it a little bit and the green area expands it a lot more for the unconstraining vision and you can see that there's like 72,000 jobs that are within 60 minutes of the bus route

So that's the constraint about the baseline.

This is on the website and, um, was it in the packet?

I was going to ask, there's such a big gap between the constrained and unconstrained in terms of the effectiveness.

Um, how resource-intensive is it to do a couple more scenarios between the two?

Well, I can tell you that we've spent most of our budget on public engagement.

We've added considerable amount to the scope as a response to the community activists to do that.

So we're only able to budget.

The same for future planning.

So I think your question was, is it right to assume that the cost would go up if you built on top of the constraint?

Great.

Instead of just straight for unconstrained.

Yeah.

Sorry, it's tough because I'm getting feedback on my end.

But the question is more that

So the constrained vision is $35.5 million a year and unconstrained $70 million.

But if we started with it built out the constrained vision, can we rightfully assume that if we started making our way towards the unconstrained vision that it wouldn't just be a $70 million price tag?

I don't think necessarily, no.

I think that a lot of this is services, so it's employees.

So I don't think that investing in what was would make a big difference in the price.

I mean, prices will change over time.

Is another way of saying that, like,

With the constraining vision, you have so many routes that run more frequently than 15-minute service routes.

In theory, you could add another route.

You'd have to go straight up to the completely unconstrained vision.

I got one particular route.

Is there kind of two layers of pause for you?

I got a particular route.

Is there two layers of pause for you to increase to 15 minutes and then later increase to 10 minutes?

Not really, I'm just going to answer that question.

So unlike roadway construction where you do have like significant upstart costs like with construction, in this case it's mostly the number of buses available and the number of drivers with labor, equipment, and gas.

So

I don't know how much time we have.

Actually, we probably have time.

Yeah, we'll do it.

So this slide is another way of looking at job access for the constrained network.

And so the green dots are kind of the amount of increase in access to jobs using the constrained services.

And then the

The next slide is the unconstrained network.

And you can see there's a pretty large increase in access to jobs.

And then the next slide shows the average job access change.

And again, you can see that it's a pretty big increase.

So the red is a 30-minute ride to

to the job.

And they had it door to door.

Yeah, except so today they use the baseline of what CAT plans on having for their routes.

CAT did like kind of a route update, but they haven't implemented it entirely yet.

It's the services that we need.

You don't have to live in Washington.

You start with an hour is the first and then you go from there.

Yeah.

And I'm going to skip this, but yeah.

So for the rural areas, currently, most of the rural areas have a circulator service and a connect service.

And the circulator service is kind of door-to-door service within the county.

And then the connect service connects usually from an urban area in the rural county

Two shadows fell.

So a lot of people, and it's usually like two days a week.

And so a lot of people, and it picks you up in the morning and then it brings you home in the afternoon, kind of late afternoon.

So a lot of people use it for medical appointments, older people, and you know, they have to make their appointments on like a Tuesday or Thursday only.

And they have to stay at their doctor's office all day and wait for their ride.

which is difficult for some people especially if you're not feeling well.

So the proposed vision would have these services all day from 7 a.m. to 8 p.m. and it would also have it on Saturday and Sunday.

One of the things that we heard in our focus group was that people who work service jobs work on the weekends a lot and in the evenings and they're not able to get a ride home from work or they have to take taxis on the weekends in the rural areas where most of them live because it's lower income housing.

Well, it's not going to be in this report because this is, they looked at like the number of hours for drivers and that for the cost.

but they didn't add in all of the other stuff.

So John and Kat, they gave us their kind of cost for an hour service.

So the cost is included, but it's not broken out.

So there's the service hour cost, and that cost includes all of the costs that go into providing that hour of service.

So that would be, you know, mechanics, all of that.

I'm just curious, on the previous slide, I noticed that for the rural circulators that only Louisa had a different schedule.

Yeah, that was Louisa's choice.

They also have service every day, well, except for the weekends.

I don't know about, you know, I think that when we were looking at the micro transit service, the cost was around $100 an hour for that service, which is an urban service.

So it would be in a different cost for rural, but.

Yeah, and then, so these are maps that show, this is the existing network, you know, kind of shows the urban network and the rural, and the colors correspond with time, so like red and the dark red are like 15 and 10 minutes, and the blues are, you know, 30 and 60 minutes, and these are the connect services are lines going out to the rural counties.

And then the next one is the unconstrained.

So this would be what they propose kind of looking at it as a map instead of the charts.

So there's a lot more red.

There's a lot more buses that are every 10 minutes, every 15 minutes.

There's a bus rapid transit line that goes up and down Route 29 with every 10 minute service.

And then these rural routes, the connector routes go out to the rural communities every 60 minutes.

And it would be in the seventies.

And then the constrained vision, these are just maps for the constrained vision.

The service is not as frequent for the rural routes and also not as frequent for the

Urban Rats, and there's not a bus traffic transit on Route 21.

So again, these are kind of the frequency and the approximate hours of service for the network.

And this is what we currently have, like the baseline.

And then the next

This slide is for the Constrained Vision.

And so there's an increase in the amount of time in the number of lessons that are combined services.

And then finally our engagement strategy.

We have a survey that's open online.

We also have a paper survey.

We have presented to all of the elected bodies for all of the counties that were in study at the City of Charlottesville.

We have the project website.

We conducted some focus group discussions with transit dependent populations.

We had a transit, like an open house event at the transit center to talk with bus riders.

And we also had a translator there who got surveys from bus riders who speak Spanish.

And we had a in Spanish session at St. Farah with a translator to do that.

Both of the surveys are also in Spanish.

And we did a virtual open house event

I've been presenting at other committees and

What's the time when you open to close that?

Yeah so the survey closed.

We wanted to wrap up this study in August and the survey was going to close this Friday but we extended it.

So we have about 150 surveys and we'd like to get 500.

So we're hoping to have like another two or three weeks of public engagement and then wrapping it up.

Yeah, we have, um, we placed flyers at like grocery stores, community centers, libraries, but we could, we also hit the, um,

Yeah, thanks.

I presented to most of them and they were really not.

That's somewhere like Theory Central that has just a lot of people moving through from the current

Where?

With all the different movement, there's always a lot of people who want to do it.

There have been some basketball that, I think it might be like an basketball tournament, like in Officer Park.

And whenever I pass by there, there's like tons and tons of people.

Yeah, so we've got like a Facebook boost.

And we also actually have flyers, we mail flyers to all the neighborhoods.

Yeah, actually, the survey, we got grocery carts, because we hate everybody to participate in focus groups.

And so for the survey, we said you can win a $25 gift card to a grocery store.

And I thought, like, it was going to be a real big thing.

Can I ask you why is Fashion Mall sort of the centroid of the areas that I selected?

Oh, yeah, that's just kind of like a center of the area, but also a lot of the buses need there to transfer.

Yes.

And a lot of that's the second, the third most popular spot for people.

A lot of people, they don't go to the fashion square mall, but they get out and they walk places because there's no spots of the places that they need to go to up there.

I will give you one thing that I thought at night, I've heard people, the elderly in particular, are uncomfortable with it.

The comfortable trains and the walkways.

Thank you.

Well, thanks guys.

I think Ryan's just going to bring it up just to basically introduce you all to where it exists.

When you bring it up, it comes up in the center of the Richmond area, I believe, so you have to kind of navigate around on the map to get close to Charlottesville, but when you do, you can find intersections that

VDOT has identified for potential safety improvement.

So it's kind of, kind of gives you an advanced look at what VDOT's going to be focusing on, their planning efforts and funding and so forth before, you know, it actually becomes a SMART SCALE application or something like that.

so it's it's kind of a it's kind of a future longer than what uh what there is i'm not that's really about all i'm going to say about it the length of the websites and the agenda so you can and there's you know you can stand around and see what you see and with each of the points that's identified there's there's metadata that goes with it that's you know number of accidents and that sort of thing uh

So, it's kind of interesting.

I think that's fine too.

Does that have a number of accidents?

Yeah, they look at crash data and say that

I mean, all of these things directly in the NPO area are, you know, the four piece of information.

But the way the SMART SCALE funding is for a lot of the portions of the public district or outside of the NPO or outside of the urban development area, you're going to find those localities, that's how we need access to SMART SCALES through the safety department.

But it's really critical outside of the building board, once you focus on the NPO area or outside of the NPO area,

That's how they can access food safety.

It's important in the other area, but I think the other way is to access it for creative project funding or contingent funding besides installing safety.

And this is maybe a nuance, but it says total crash.

Is that an incident where there's a police report file?

Is that what that means?

Yeah.

So it's all very, it's not prevented.

It's after the fact that this area is a danger.

Hey, I can, this is Chuck from VDOT.

I can use this data all the time for both.

Prepping for SMART SCALE with the localities, as well as looking for locations for improvements.

It includes all the crashes, whether it's a bike and vehicle, pedestrian and vehicle, and then we'll go through and pull the actual crash reports once that locations are identified and then we'll develop a report based on that crash data.

And they update this every, well, this is the first time it's been updated in probably since

The 2014 to 2018 crash data, this is based on the 2016 to 2020 crash data.

It's just for that time period.

It's on a five-year running cycle.

So every five, like the one we're doing now is from 17 to 21.

Which that data is not out yet.

I know that a couple of years ago there was a separate database that was focused on pedestrian safety.

I think it's rolled into this now.

I'm not positive.

We have one more question.

I heard from a number of neighborhood associations talking about

City of Charlottesville, if you want to reach out to the state traffic engineer, I think that's running from him right now.

Okay.

Okay, Brian.

So, as for the different panels, UPOP has applied for more projects with SmartScale around quality.

There are four additional projects that you can see in the map here.

This map here, you can see some more of it, but this map is only one of those projects.

Thanks to Mr. Michael Barnes and Mr. Chuck Blackman and VDOT for the images of how some design sketches.

These are all preliminary.

They're not final design sketches at all.

But provided for the community, we're starting to see more of a project.

particular one of the two, which we'll actually talk about in the end of this webinar, but... US-250 Central and Mountain Road, Canada.

US-250 Mountain Road, Connecticut.

Also, it's a sidewalk on the south side of the U.S.

Right now, we tell them we're down a number of platform spaces that Brett Muradwani will have.

But I'd better keep it right term here.

Greg Ralston, Tristan D'Agostino, Michael Mathewell Of course, his project is geared to his family and children as well.

That would help to hit it.

It's awesome.

Sheri Rees-Patterham, Alex Rees-Spring, Aldo DeCarlo Brown, Adam Farley, and then I believe there's a real one too.

I think right now we're calling it an 8-foot sidewalk.

This map at the end is the buffer map for basically meet out with the project, determine the buffer area.

And so basically in the final application process, the MPO has to look at the development plans, the site plans for the development.

In the past two years, I have received loans from over the city and county.

I've had about 35 community projects.

So between now and August 1st, I'm going to be working on a follow up on the SMART SCALE applications for the military projects and much of that will be the goal.

Any questions about transit?

I think there will be some processes that are not there.

I'm just going to go back to the hydraulic road.

I think I'm going to be lazy a little bit.

I couldn't find a place.

That's the big building to movie theater, right?

Yeah, that's where, so it's coming out, oh, okay.

So yeah.

Yeah.

Why did I want to replace it?

Because they're going to eliminate the left turns from, I draw it onto US 29 in both directions.

I got that away in my future.

So I think I already knew anyone as part of the previously approved SMART SCALE application on the east side of 29th.

I was going to ask about the slides 9 and 10 with the one that the city canceled.

Yeah, so can you explain kind of what's being proposed for 5th street and slide 9 and how kind of would have connected in the city

The project wasn't cancelled.

Yeah.

Yeah, so I'm happy.

And I will please chime in.

Basically, the city project was intended for the women's work, relevant governing to Harrisburg.

I have a two-step application within a bigger group.

So like the elevator, bigger room, and the elevator and chair apparently.

The city didn't want to let me start accessing the applications, so I don't have any details about that.

But this project would have multiple facilities going between pairs to

We will have the chair of this panel.

I guess I was wondering if this means, like, if this were approved, it would be essentially creating a great new mixed-use path, and then it would stop at Harris and would continue into the city.

As far as I remember, I think the city, one of them is delayed.

They don't want to not do that.

They just weren't sure how to best approach that portion of what to do there.

Yeah, I was a little confused about that because I thought you were going to do a trial.

Last time that I had heard about it, but that was, I feel like a couple months ago.

Yeah, basically, my understanding, you know, the city went into a work session on this back in June.

and they were talking about some of the concepts for how to make the improvements between Harris up to Elliott and Cherry intersection.

So road dining and I think that was sort of like they came out kind of a deferred

I think the city at the time worried about all the out on effects and how that worked.

I think they were talking about having some sort of a trial period or something like that.

But that one sided with the applications due in two weeks.

All right, moving on.

Brian, do you want to say anything about this memorandum about the technical working group for the 2015 LRTP?

Yes, sir, Mr.

And I apologize for the loose notes in the comments.

I may not want to see more of the material.

Thank you.

So this is a memorandum to the MPO policy where they will dispute after meeting to watch the Senate.

This memorandum basically outlines a vision or initiative that the fine director has.

So basically there will be a

There are basically two groups.

The first one is called the four mayor of the city and county, transportation planning,

John Kagg, Aaron Meehan, and

Charles Wilcox-Hortz.

The second one would be lands, finance, work, city and county, private action.

One of the things that the county director wants to incorporate in this 2050 LRTP plan is a better relationship between private innovation.

So we don't have to rely on, if not, the student value that Mr. Bayh-Hale, who you can bring back to the last meeting.

Some of them live in Portland to go and get into the process.

And then also all of them are kind of having to go through the shelter.

Some of them will not have to meet with being corporate all the time, but they will be asked to participate again as we went through the process to provide help.

I should also note that the working group was in on the, not, like, me-galizing and the tech community and the policy group, not me.

So that way, we helped facilitate the work of the instrument, or pump down the way, those needs to continue to evolve.

That being,

Joachim Estrada, M.P.O.

Boston, who will be the staff will also be asking M.P.O.

to approve RFP, request for proposals.

The hope is to get a consultant on where to help with the development of W-25 in Washington.

So the council will be receiving those.

and then also our opinion for our consultants.

Hopefully we will get our opinions back for the close of September 2nd.

And then that's all the info for now.

Alright, future discussion topics.

We have a little more time here.

Are we supposed to comment on this?

If you all would have comments, please feel free, I mean, if you know what I'm talking I don't know if you want to include that in the supplemental group. One thing that's struck me is that perhaps you want to include if the county has an office of equity and inclusion, then maybe you want to include that in the supplemental group. And he had it, he had it.

I think it might be interesting to include, because we're talking a lot about it, is the school.

I was going to say, I think at least Charlottesville has a specific bike that we're in there, but right now I can't remember the county inside to us.

So maybe the, I don't know if transportation planning was meant to encompass all of it, but just making sure it has specific bike that we go through.

Yes, I think so.

I think Mr. Hall is a good type.

He's an important type.

He's awesome.

you could also consider a chamber of commerce there's also i think the uh office of community solutions

Ben Charlottesville, Officer of Community Solutions.

I think so.

Thank you so much.

I'm going to turn it over to this gentleman.

Thank you, Marty.

I think this goes well.

What we all need to know is that we are able to see the truth.

We all have additional deputations.

Alright, future discussion process.

Sure.

A lot of federal money coming down to the states now that's accessible to MPOs.

Okay, I'm glad you mentioned that.

So the MPO tech committee and the MPO policy board will be receiving a presentation from Mr. Bill Quiroz, or someone who is on the board.

on the 26th or 27th.

He is the Executive Director of the Association of Metropolitan Humanities on the UC.

So he will be zooming in to the Tech and the Policy Board meeting to talk about our agenda.

And I will be sure to have those minutes

Yeah. I think that that's going to go on in the show.

I see there's something there, the problem of rail and public transportation.

I'm always interested in rail in the sense of being able to go long distances, just not just for work or in the intermediate area.

I know Roanoke, for example, has had more rail line open.

I wonder if you could get maybe at some point in time,

I think that already started or is it starting?

We already have one on the northeast line right now.

While we're on the subject of DRBT, I had occasion to look at, this was right after the pandemic started, about

Fares, and how what percentage of transits were supported by Fares.

And it sounds like Roanoke's public transit is like 70% funded by Fares, whereas Charlottesville's free pandemic was down in the 10-20% range.

But I know I've been public transit in

San Diego and there you can buy a monthly pass and you can use the light rail and the buses get around pretty well in the whole city but it costs you know 50 bucks for a month's pass so they do collect some money I mean

There is some merit to fares, I guess, is what it said.

It would be interesting to look at that, you know, possibly in at least covering some of the funding costs because I know the microtransit, that was intended to be a fare associated with that because it's basically competing with

Uber and Lyft, I mean, it's an on-call service and somebody comes and picks you up.

Of course, they consolidate how many trips as they can, but yeah, I think if you get expected to pay something, I think the idea was it would be less expensive than Uber or Lyft, but it wasn't going to be free.

So I think, you know, it's just,

I don't know.

I know that, you know, maybe fares versus ridership, you know, higher fare with a few of the riders.

But, you know, I guess there's a point where, you know, free doesn't seem to get any more riders either.

So, I don't know, maybe if there's fares, then at least

It might have a little more money to expand routes and things like that.

That could maybe work with a program where people can kind of, you know, not pay the fare that they need it for.

Because I feel like in Germany,

I can't speak without having data, but I feel like most people here that do ride their buses are, you know, prepared to be able to drive a car.

I feel like most of the people around here that can afford to have a car and drive a car to work kind of do.

I think it's something good to provide, but I think I need to bring up a good point.

I'd be really surprised if I would write up about trying to look at GP if I could find some information, but I know a lot of it like in Northern Virginia, like Alexandria, Dash,

you know that's got a higher air box recovery percentage because of the higher ridership of the local order of the system but a lot of the challenges like if you're only getting 90% of your funding from the Fairlaks but it costs money to administer an election of the fair right like that's not you know the whole administration system that goes along with it the technology that has to keep up and then some place like Charlottesville where we have the free trolley which is probably

I'm going to guess one of the roots of higher ridership that's free for visitors anyway, which is, you know, at what point does the cost outweigh the benefits?

Yeah, and there are some studies out there that show that, you know, free fares do increase ridership.

It would be like a year from now.

Hey, I'm David Weaver, chair of the committee.

Sure.

I am Lucas Beane.

I'm the president of the City of Charlotte School.

I work as a data scientist over at Cratchfield.

I recently had started

Hi everyone, my name is Greg Habbab.

My name is Michael Barnes, thank you for the indulgence.

I'm the new VDOT player for the district.

I've lived in the Charlottesville area for about 20 years and worked in the county, worked with the private sector, developed as a director of planning for Queens for about a decade.

So most recently I was working with the city.

VDOT represents the city helping manage the money that they have from transportation projects.

I've been on the job about three months now.

The virtual world is hard for me to meet people, so it's nice to be back.

Travis Pietila, I've been on, that's been on five years.

and CTAC, moved to Charlottesville in 2007 and now work at the Southern Environmental Law Center, a community program.

I've been on the CTAC two years.

This is the first physical meeting I've been to.

I joined during the pandemic.

It's the first time I've actually seen people with face-to-face on the screen.

I'm an engineer.

I'm a professor of transmission engineering at the University of Virginia.

I teach

the undergraduate course in transportation design.

So I am here of interest in a professional company, but I'm also a resident of the city of Charlottesville.

I am a bike commuter when the weather is good.

I own an EP.

Hi, I'm Marty Meth.

I came here in 2017.

I've been on CTAC for three years.

I come from New York, so I really like subways, so when we get to the subway, I'll really be happy.

Hey, I'm Greg Weaver.

I'm just a citizen of Charlottesville.

My interest in joining the committee in a nutshell came from two main places.

One was I've traveled to and lived for short periods in places with great transit and so I'm really passionate about

Well, Nicholas, you're muted.

Unfortunately, I've been sitting here for one and a half hours and I haven't understood a single word.

I don't know whether it was my laptop or what.

The wording is not clear at all.

But I guess that people are introducing themselves now.

I am Nick Garber.

I have lived in Charlottesville for over 40 years now.

And I used to teach at the university of the civil engineering department.

I was head of civil engineering for several years and I'm now retired.

I was asked to be in this committee because I've been teaching areas in transportation for some time now and I've been interested particularly in the safety area and look at how some of the things that are going on in the Albemarle and Charlottesville area I thought that by participating in this committee I would be able to give my advice or suggestions when I feel necessary and participate in other things that

in World Transportation as a whole for the whole area.

I don't know whether you've heard anything that I've said.