Pittsburgh: A Transit City?

Pittsburgh doesn’t usually come to mind as a “big transit city,” but once you look closely, it has some of the most practical and inventive transit infrastructure in the U.S. We dig into how Pittsburgh’s hills, rivers, and industrial rail legacy shaped a network that still punches above its weight, and why a brand new Bus Rapid Transit line to Oakland and the universities could be a major quality-of-life upgrade.

We start by walking through Pittsburgh’s light rail: the Red, Blue, and Silver lines, their frequencies, and the odd-but-fascinating detail that some segments operate with request stops like a bus. From there we get into the real story behind the system, including how old railway tunnels and former streetcar rights of way still carry riders today, plus the downside of aging infrastructure and vehicles. We also talk transit-oriented development, because when we see station-area parking lots, we see real potential for more housing and better neighborhoods.

Then we switch to what might be Pittsburgh’s secret weapon: the busways. These grade-separated corridors let tons of local bus routes funnel into a fast, reliable approach to downtown, more like a bus highway than a simple painted lane. Finally, we break down the University Line BRT scheduled for 2027, including dedicated lanes, upgraded signals, all-door boarding, new stations, and why the $291M price tag is more than “just paint.”

If you enjoy smart transit planning, Pittsburgh transit, bus rapid transit, and real-world tradeoffs between BRT and rail, subscribe for more, share this with a friend who loves cities, and leave a review with the next city you want us to cover.

Transcript

hy Pittsburgh Transit Surprises People

SPEAKER_00 0:18

This week on Transit Tangents, we cover plans for a new BRT line headed to the city of Pittsburgh. We'll get you up to speed on Pittsburgh's existing system, then dive into the details on the new university line BRT. All of this and more coming up on Transit Tangents.

SPEAKER_01 0:34

Pittsburgh is building a brand new bus rapid transit line that will connect downtown to the University of Pittsburgh and beyond. And even though Pittsburgh doesn't really come to mind as a big transit city, there are some really cool projects that are worth talking about.

SPEAKER_00 0:49

So today we're going to give a brief overview of Pittsburgh's existing transit system, including their very unique inclines to their busways, which are fully grade separated, as well as their light rail. And then we'll get into the specifics on this new BRT proposal, which is actually slated to open in 2027 and is already under construction right now and kind of has been for a while. So uh pretty excited to take a look at this one. I've been to Pittsburgh a handful of times, never for a very long trip, but each time I was there, it really surprised me. It is a it feels like a much bigger city than you would necessarily expect it to, and it's really just beautiful. I just remember the first time uh I had a bunch of equipment with me when I went, so I was catching an Uber from the airport, and I was coming out of the tunnels, and you just get this amazing view right away with all the bridges and the rivers and downtown, has some really unique looking buildings, and it's really just a very pretty city, and uh excited to talk a little bit more about the transit going on.

ight Rail Lines And How They Work

SPEAKER_01 1:49

Yeah, I've I've had uh very limited experience mostly flying out of the airport and then driving to West Virginia. But like you said, such an absolutely gorgeous, gorgeous area and the hills and the waterways, it's all um really, really impressive. So Pittsburgh is definitely a city on my list that I'd like to go back to visit and maybe go back to visit and do uh a transit tour.

SPEAKER_00 2:09

To get us started, we'll dive in with the light rail. And just to preempt this as well, this was a recommended episode in the comments. We do read the comments, so if you have ideas for episodes, it really helps us out quite a bit. And uh, I went into a deep rabbit hole in this one. I had no idea about the busways, which I'm very excited to talk about later, but we'll do the light rail first. Um, so we have three light rail lines that share quite a bit of the same trackage for for much of it, but um, we'll start off with the red line. Um, the red line is a 11-mile-long line running from Three Rivers Stadium in the north, uh heading to South Hill Village in the south, which is essentially a shopping mall type area. Um, we have 15 stops and 16 stations, so 31 stops uh in total. Uh, the only reason I separated these here is because I feel like this is fairly unique for a light rail system where the light rail vehicle will stop at every station, but at a stop it will only stop like you would on a regular bus. So if you're riding it, you either have to press a button or pull the string and/or there needs to be somebody actually at the stop waiting for the vehicle.

SPEAKER_01 3:21

I've I've never seen a light rail system like that, and I would be curious if there are others in the US. Like I I haven't heard of that ever for light rail.

SPEAKER_00 3:28

The red line runs in 15-minute frequencies and has a travel time from end to end of about 48 minutes. And when I took a look at it compared to what it would take to drive from end to end, which is not necessarily like a trip folks would be doing, it's actually fairly competitive depending on the time of day. So with no traffic, it can be as fast as 25 minutes, which would obviously be a win for speed driving in the car. But it says that at rush hour, it's looking like 55 minutes uh upwards in a car. And then that is just by like kind of setting the time of day on Google Maps and doing like the approximate travel times, and it says up to 55 minutes. So um, you know, and not to mention there's plenty of other benefits to riding the light rail over driving in your car, but I thought that that was worth pointing out.

SPEAKER_01 4:14

Yeah, definitely worth pointing out. There's so many times where we see systems like this where it always feels like it's gonna be faster to drive, so uh definitely cool to see that it is faster than the estimated car trip. And that brings us to the blue line, which features six stops and eighteen stations. 16 of those it actually shares with the red line. It also shares with the red line the starting and endpoint. So you would think, okay, it must run along the uh entire same path as this red line. But in fact, it also has a pretty unique feature where even though it starts in the same place, at one point the two lines uh diverge from each other, they take on two very different routes, uh making sort of this large oval shape, and then reconnecting before uh joining at their endpoint south of Pittsburgh. So kind of a unique shape for a light rail system as well. Yeah, I've never seen anything like that. I guess the most similar thing I've seen have been some of the underground networks, uh like in London. There's some places where the lines split off like that and then rejoin. Um but this is pretty unique, I think, for the US. I haven't really seen it in any other city. Uh so also, you know, pretty cool. This line offers 10-minute frequencies with 20-minute off-peak frequencies and offers about a 42-minute travel time from end to end, which is a little faster than the red line. But if you're doing this in a car because they start and end in the same place, you're still looking at a similar drive of about 24 to 50-ish minutes, uh, depending on the time of day. So these two lines are very, very comparable.

ld Tunnels Plus Maintenance Challenges

SPEAKER_00 5:50

Yeah, and uh this brings us to the third line of the light rail system, and then we'll kind of share some thoughts on the light rail system uh as a whole. Uh the silver line. This one runs significantly further south than the other two. Um, it follows the same route as the blue line from the north at Three River Stadium and uh eventually forks off, like I said, directly south. Um it has 11 stops and 19 stations, 19 of them being shared with the blue line or both the red and the blue line. Um, it runs 15-minute frequencies at peak with half an hour frequencies off peak. So this one is definitely uh a bit less frequent, especially on the stretch that is just the silver line. But when you take a look at it on a map, it definitely makes some sense. This is running through some fairly low density suburban areas with a few pockets of a little bit busier areas. This section is almost a section, in my opinion, that the stops versus the stations makes the most sense, especially when you take a look at some of the stops here. It it doesn't even look like it would necessarily warrant a bus stop in some cases. In a lot of the United States, you would not have bus service in parts of town like this. Uh not to say that there shouldn't be, but it's it's pretty interesting and uh has some unique features to it. Uh, it takes roughly one hour to travel from end to end on this line. And in a car, that would take roughly 30 minutes with no traffic. Uh, Google Maps saying up to 60 minutes at rush hours.

SPEAKER_01 7:19

Something really interesting about Pittsburgh that I wish more cities in this region of the country would really take advantage of is this really deep industrial past to the city. What that led to was a criss-crossing network of rail lines sort of all over the city and all over this region. And Pittsburgh has taken advantage of that old infrastructure when they installed this light rail system. The portion of the light rail tunnel that moves through downtown Pittsburgh is actually underground, but historically was not a subway. This was actually just an old railway tunnel that was again servicing this industrial past to Pittsburgh. So them being able to use this old infrastructure is also just a really cool feature to the city. Uh, and then there were also a lot of old streetcar ride of ways. Again, things that we see in cities across the country, but Pittsburgh actually did take advantage of these old ride of ways uh and use those for the system as well.

SPEAKER_00 8:12

Yeah, and I mean Pittsburgh does have some unique advantages here too, because the terrain is so hilly. Another big feature here is the big Mount Washington transit tunnel. This is something that I just don't see ever being constructed today. Like we I I just don't I highly doubt that it would ever happen because it is a I mean, it's a huge tunnel that has basically got these light rail vehicles going up it, but it was it's very, very old and was initially built for some of these old streetcar lines, and that was just the most feasible way up. Sure, you could zigzag zigzag your way up the hill, and that is an option that has been done here in the past, but this was the most efficient way to do it at that time, and they had the the will and the money and the political will to actually go and do it. Today, I don't I don't think we have that same will, unfortunately.

SPEAKER_01 9:02

Honestly, I think Pittsburgh's a great use case for gondolas, Lewis.

SPEAKER_00 9:06

Yeah, it actually there are, and I mean we'll get to the inclines in a bit here, but yeah, I mean they they kind of do. So with with this light rail system, though, there are a couple of issues that I think are worth highlighting. So the whole system is on very dated infrastructure, and the transit authority is doing what they can to try to improve the system. They have been doing it over the last couple of years. There are plans to do even more of it. But with the old infrastructure, the old light rail vehicles, you definitely end up with opportunities for delay and maintenance issues and uh trains being canceled. And that is something that in reading about the system happens quite a bit. There was a period of time uh where the Mount Washington Transit Tunnel, they had to redo tracks and infrastructure inside of it. And this is kind of a fun little aside here, but they were able to actually use other old infrastructure that was already existing uh to kind of reroute the light rail system around the tunnel, going up this very steep uh hill leaving Pittsburgh. And uh Miles in Transit, who Chris has met on one occasion now uh in Dallas, uh actually was there when they were using this. And there's a very fun video that we'll make sure is in Mobile, that's right. Yes, not Dallas. Okay. Yeah, so there's a very fun video on Miles' channel, we'll make sure it's linked, uh, where him and and a couple of of the usual characters in Miles videos are are very excitedly riding this very steep portion of the light rail system, so worth checking out if you're interested.

SPEAKER_01 10:41

This also reminds me, we were talking about uh a system, I think in Europe, where they were doing maintenance to the track and they just laid new tracks down, like temporary tracks, to go around the construction. This is very reminiscent of that. Um, obviously, we're using old uh infrastructure to make a detour, but um just sounds very similar to that previous story we talked about. Yes, definitely. Also in Pittsburgh, similar to many cities in the US, there was a really strong streetcar network, as we've alluded to. There were dozens of companies that were servicing the area, and at its peak, there were over 600 miles of streetcar lines throughout the city. Today, the light rail features about 26 miles, so a dramatic reduction in passenger rail coverage in the city. Uh, in the late 70s, they really started on the system that would become the light rail. Uh, there were still a couple of streetcar operators at that time, but since the light rail has started, I think all of those have ceased operation, and now we have just the 26 miles of light rail in the city.

SPEAKER_00 11:46

Yeah, it's uh I feel like that's a even more so than in other cities. Like going from 600 miles is a lot. Um, it was definitely one of the larger networks in the country. So sad to see some of that that infrastructure go to waste, but um, you know, others of it are going to be used later when we talk about the busways. So a last point on the light rail here that I want to make is it feels like there is a lot of low-hanging fruit for additional transit-oriented development here. I look at the maps and I see a lot of stations that are surrounded by parking lots where you see parking lots. I see potential. Uh, there is there is a lot of opportunity there to kind of really build up around some of these transit hubs and help to not only generate more ridership, but also just provide more affordable places for people to live with easy access to get in and around the city, uh, in and around to access to better jobs and all of this sort of stuff without needing to have the expense of paying for a car and paying for gas and all of these sorts of things. So um, these are important things that that we should be pointing out. And I do know that some of that is planned, but worth pointing out that there are ample opportunities. I mean, at the end of the red and blue line in particular, you have the uh the giant mall area, the South Hills Village Mall. And it is like a traditional old school mall with enormous parking lots that really could be developed into something. And then that's just like the lowest hanging fruit. I mean, there are others even closer into the city if you scroll around on the map and just see see lots of opportunities for future potential there.

SPEAKER_01 13:23

I think you should take your um your where you see parking lots, I see potential slogan. You should take that to like Simon Malls and be like, look what you can do with all of this real estate you own in all these cities.

SPEAKER_00 13:35

I'm just gonna I'm gonna become a uh transit-oriented developer.

SPEAKER_01 13:41

That would be that would be that would be fun.

SPEAKER_00 13:42

I'd support it.

he Grade Separated Pittsburgh Busways

SPEAKER_01 13:43

Yeah. Moving on to buses in Pittsburgh. There are three existing dedicated busways that offer mostly grade-separated bus routes that connect into downtown Pittsburgh, and they have sort of a unique feature to them as well that Lewis, when you were researching the city, you got really excited about.

SPEAKER_00 14:02

Yeah, I mean, these are really unique. I haven't seen something necessarily like this in the United States before. The only thing it could remind me of is I did this recently in my like City Skylines 2 build. I built like something like this, and then I saw these doing research for the episode, and I was like, oh my god, this exists somewhere. So uh I was pretty excited to see it. But these are utilizing old uh streetcar and rail right of way, and they because of that are are grade separated for almost the entire thing. You'll see them go over bridges, you'll see them go through tunnels, and they in some places on the network, you know, according to some of the research I was doing, like buses can really get up to speed going 50 miles an hour or more in some stretches of this. I mean, this is essentially a highway for buses in some areas. And what's interesting is it's not just running like BRT type service on these. Instead, it is like think of it like uh like different fingers that are kind of running into the downtown area. And as you get close to downtown, if you're driving in a car, you would often run into more traffic and more stoplights and having to go slower the closer you get. These essentially are ways for local bus routes to be able to then connect into the busway and speed up the final approach into downtown instead of them all needing to sit in traffic. So these routes kind of funnel into the busways at different points along them. Now, some of them do run the full length and essentially act as a like express bus service or a BRT bus service along them. But I think that it's really unique and smart that so many local routes can kind of connect into these. And in a lot of ways, it it almost, you know, it has several advantages over a light rail system in that way where you can have you know different local buses funneling into this dedicated right-of-way. So um there are three of them in particular. There is the MLK busway, which is nine miles long. This is the the longest of them and is kind of the most extension extensive. Uh, you've got the South busway, which is just four miles long, and this one actually goes through the same Mount Washington transit tunnel that the light rail does. So the light rail tracks and the busway actually meet up there, and both buses and the light rail vehicles drive down the steep tunnel uh and end up being able to cross the river there. Um, and then the last one is the West Busway, which is five miles long and is a little less good, in my opinion, because this one doesn't quite make it all the way to downtown. It does have to go into some mixed traffic before crossing the river, which I you know, I was trying to see like how much traffic happens in that area. It's a little hard to say, but I would imagine at least some, given, you know, the situation with all the bridges getting into the city. But these are very unique.

SPEAKER_01 17:02

Yeah, this is very cool, and as you said, pretty unique. Um, I was sitting here thinking, um, you know, we have dedicated bus lanes all over the country, but what's really cool about this is that they are dedicated networks for these buses. They're not just bus lanes. If as you said, they are grade separated, completely out of traffic for the most part. Uh so very, very cool system there. And something that could definitely be replicated in the U.S. We'd see it in other countries, especially in South America, uh, but not so much here.

SPEAKER_00 17:31

Yeah. And I mean, I I actually just recently read uh an interesting Substack article from I'll insert his name, the from the author of Human Transit, which is a very interesting book if you're uh looking to read it. He's a uh professional transit planner, works in the industry, and he was just writing an article about uh the transmillennial BRT system in Bogota, Colombia. And there are aspects of that system that in some cases it makes it way more confusing there. But I think this in Pittsburgh they do it in a slightly better way. But talking about how the transmillennial system does have these local buses that then feed into the actual dedicated BRT infrastructure, run through it and essentially run faster service through that area, and then on the other side they kind of spit out and can go back out onto local routes and then do the whole thing in reverse. So um it's interesting to look at. I'll make sure that article is linked below too. I like read through the whole thing literally this morning. So um definitely interesting. I didn't even send it to Chris. I should have.

SPEAKER_01 18:30

This is breaking news to me. Breaking news on transit tangents.

niversity BRT Design And Price Tag

SPEAKER_00 18:34

Yes, yep. Um, so yeah, I mean, definitely exciting stuff going on with those. I really want to go and try out the busways and go ride them. So um, if you live in Pittsburgh and you get to utilize them on a regular basis, are they as good as I think they are? Or are is there some flaw that I'm missing? Because especially as you get closer in, I was seeing some of the stops that are actually on the busways. And we're talking buses every like couple minutes because there are so many lines at a certain point that end up running on them. So um definitely curious to hear.

SPEAKER_01 19:05

I don't know if they're gonna build any more dedicated busways like this in the future, but uh Pittsburgh does have some new projects underway, uh more traditional style BRT, things that we would see in the city of Austin and other major cities around the country. And this would be BRT that really uh sort of runs on the main line of traffic, but maybe you have one lane that's dedicated to uh this bus. That lane's usually also a turning lane or taxi lane or something else, um, but a little more traditional. And the project that we're talking about is the University BRT. This would be a new BRT line that would run from downtown to the University of Pittsburgh and Carnegie Mellon University. From here, the main high frequency lines would then split off into two directions, continuing in mixed traffic.

SPEAKER_00 19:56

Unlike the busways, like we said, this would not have its own like fully grade separated nature to it, but um there are a lot of benefits to this. Number one, building this out is a lot more cost effective than building a whole grade-separated busway. Also, with this plan, they are highlighting that they're putting in new traffic signals at most of the intersections along this so that they can have transit priority for the buses moving through this area. Doesn't necessarily say transit priority, I will point out, but it does say that they're putting in modified signals. I'm assuming that that is what it is for. I hope that that is what it is for. Um, this area already does see a lot of bus traffic running in a similar fashion. I think the the actual roads that they run on is changing slightly with this new system coming in here, but it is an area that already sees a lot of bus traffic, and this is going to really help speed up all of the folks who are already traveling through these corridors and make it easier for new folks to be able to do so as well.

SPEAKER_01 20:55

Another cool feature of this BRT line is something that we've talked about in the past that could help speed up bus service, and that is all-door boarding, and it's going to be offered on this route and should help with dwell times. Dwell times being that time that the bus is sitting at the station and everybody's coming on and trying to scan their cards. If you could enter from any door on the bus, obviously those wait times go down.

SPEAKER_00 21:19

And with that, too, uh, these buses are bendy buses, and you'll have three doors on each one. Uh, you do have to pay for them, so there will be little fare validators on these buses at each door. Um, these buses will be unique from other buses in Pittsburgh where you have to board at the front and tap your card or pay the fare at the front of the bus, and you can't enter via the other doors. So um, yeah, definitely should help speed things up.

SPEAKER_01 21:46

Routes of this area are also going to be very busy. Uh, there's a lot of services that are connected. Um, this particular alignment connects downtown with four universities and two hospitals, as well as the Pittsburgh Penguins State. All dedicated bus lanes getting you to those destinations. One of the route extensions will actually make for a really easy transfer to the MLK busway as well. So if you are trying to commute to you know further out, this should actually make for a pretty easy commute.

SPEAKER_00 22:18

And this project, I I hate to be like a downer a little bit on this. Despite this mostly being focused on just kind of creating painted bus lanes in existing right-of-ways, the project cost comes in at$291 million, which at first glance feels like a lot. But I, you know, that this is also including a lot of other pieces to the puzzle. So there's a lot of sidewalk improvements, bike lanes, they're doing brand new signals. I think, I mean, you'd know better than I would on this, but like there's a lot of technology going into the transit priority signals and all of this sort of stuff. And it's not like it's just like one small area, right? It's going, first off, it's running through downtown, which there's going to be a lot more technology and uh, you know, maybe infrastructure constraints, right, in the downtown area. But the the price tag feels uh it feels high, but it it makes sense when you add up all of the pieces to this project. It's not just putting paint down, essentially.

SPEAKER_01 23:12

And plus purchasing buses and new equipment and labor. And yeah, it's there's so much that goes into these projects. Not justifying how expensive it is, but there if you had to look at a line item uh list of things that go into the projects, I'm sure most people would be pretty surprised.

SPEAKER_00 23:29

Yeah. And what one other thing to point out, too, is it's it's not like these lanes are only going to benefit like two bus routes. Um, there will be lots of opportunities, very similar to how the busways operate, where other local routes will be able to utilize this dedicated bus infrastructure as you're approaching the downtown area. So instead of sitting in traffic and being stuck at so many stoplights like buses currently do, hopefully these new lanes with some you know better timed traffic lights and and you know kind of signal priority for transit vehicles will make it so that more folks will be able to move more seamlessly in and out of downtown on a bus. So um definitely plenty of uh opportunity there. Um they're also you know installing some nice to haves in this. You've got some really nice looking stations and stops along the way, uh, trying to make sure that things are not only comfortable but easy to use. Um, we're talking digital displays with real-time arrivals, all of that sort of stuff, which you know I'm very glad to see. It should be very commonplace everywhere, but it is not. So um, you know, happy to see those going in.

SPEAKER_01 24:40

Yeah. So the cost definitely higher than we would initially think, but compared to light rail in the area, especially with the topography of the area, uh, this seems like it would make a lot of sense. Buses are a lot more versatile uh in in traversing topography like this. Um again, I'm advocating for gondolas everywhere. So I think Pittsburgh, if you really want to make a you know transformative experience for your city and your citizens, just you know, gondola it up.

SPEAKER_00 25:09

Yes, yes. If you haven't seen our episode, Chris and I uh a month and a half or so ago now went and rode the new C1 cable car gondola in Paris, uh, which was very cool to go check out. So if you're interested in gondolas and where they may or may not make sense, uh, I think that that episode um is is definitely worth checking out.

nclines And What Comes Next

SPEAKER_01 25:28

But I'm curious one last unique thing about Pittsburgh that we didn't mention, and we kind of hit at hit at it at the beginning, but we didn't get back into it. There is also another unique form of transit for uh the Pittsburgh area that you have had experience with. It's another sort of semi-vertical uh transit.

SPEAKER_00 25:47

Yes, the uh so there are they call them in Pittsburgh inclines. I think uh a lot of other places we you'd you'd think of it as a funicular um or uh uh yeah, I think I think funicular is probably the right word, but I've ridden the I think it's pronounced Decay Incline, and it was very cool. I was there for work and uh one of my coworkers and I one night uh we rode up to the top, and then there's like a restaurant or a bar or something at the top, so we had a drink and then rode back down and went back into Pittsburgh. But um, very cool features again. You've got these really steep hillsides going into the city. So uh I, you know, I'm not sure how many people are using them as a like significant form of public transit. One of them does actually, it was not the one I rode, but one of them does connect to the light rail pretty seamlessly. So maybe that one does see some folks from the neighborhood on top of the hill ride down and then hop on the light rail. Um, I think that the Duquesne one is a little bit more of a activity for folks like me who were there. Well, I guess I wasn't a tourist, but I was there for work, also doing some touristy things. So uh it, you know, more of an attraction than transit, but still really interesting to go check out. So overall, uh definitely interesting to take a look at Pittsburgh. I mean, I think this university BRT project is is great for the area that it is in. I think it makes a lot of sense uh and I think it is going to benefit a lot of people. And overall, I do feel like infrastructure like that is and should be such low-hanging fruit to be able to pull off in a lot of cities in the US where unfortunately we're seeing it be difficult in some cases to go through and build rail. Um St. Louis is an example we talked about a couple weeks ago. They're trying to do some sort of BRT. You know, again, I think it it'd be great to have rail there, but if if that is going to take really long amounts of time andor like you know, not it just not be feasible, I think that this is low-hanging fruit that we should try to do.

SPEAKER_01 27:51

No, I absolutely agree. And I I think more cities are looking at BRT as a viable option. Um, we've talked about the dangers of BRT, meaning uh it's a lot easier to cancel or remove a BRT system, similar to what we've seen out of Houston. Um, but I do think that this could be viable for so many communities. You just have to convince people to ride the bus. And how do you convince people to ride the bus? Is that you make the bus sexier? And to make the bus sexier, you make the bus as close to a light rail as possible.

upport The Show And Sign Off

SPEAKER_00 28:21

So right, faster, more reliable, all this sort of stuff. Yeah. Um, we're gonna need to get uh a little bit more creative with our uh, well, not creative. We're gonna have we're gonna have to start prioritizing what our tax dollars should be going towards if we want to build more rail. Uh I'll I'll I'll leave it at that. But uh with all of that being said, uh, if you have not liked this video already, please consider doing so. It helps us out quite a bit. Um you can also subscribe, share an episode with a friend. If you want to support the show directly, the best ways to do so are via our Patreon. You can also check out our merch store down below or buy us a coffee. And with all of that being said, thank you all so much for watching. Enjoy the rest of your Transit Tangents Tuesday. Okay, I'm saving that go up the transit verb set. Watch me go.