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Arlington, Virginia handles this by running its own local bus service and by developing the two streetcar corridors. The local buses are fare integrated into the regional smartcard, so it's pretty easy to transfer to and from the heavy rail system. Another way the Washington, DC region develops level of service differences between the core and the fringes is for the core to offer to pay directly for increased service under a pilot program. After a couple of years of being locally funded, if the service meets various ridership metrics, then the service switches over to regional funding. This was used to extend the yellow line northward after the Northeast part of the city started to develop. Also it was used temporarily to extend the frequent service in the center of the Red line to the end points. After a while, Maryland opted to stop the extra funding for the red line. In our region, a locality is always welcome to directly fund whatever service they want, under non-regional funding. They pay the net cost of service.
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I got my book today, and I'm looking forward to attending the Building Museum talk. See you then!
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I had written an awesome comment, but twitter login ate it. This is the best map we could hope for in DC. They previously told me that this kind of map is not useful because there's already the system map, and customers already know the routes they use. For the 15 minutes between buses, WMATA picked routes where the buses are coordinated to have even scheduling. Of course, WMATA considers buses on time if they're anywhere from 2 minutes early to 7 minutes late, so the buses could be as much as 24 minutes apart and still be called "on-time".
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Sep 21, 2010