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Transit Tangents
The Podcast where we discuss all things transit. Join us as we dive into transit systems across the US, bring you interviews with experts and advocates, and engage in some fun and exciting challenges along the way.
Transit Tangents
Colorado Front Range Regional Rail
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Colorado’s Front Range is one of the most obvious “should have a train” corridors in the United States, yet the Denver to Boulder to Fort Collins connection has stalled for decades. We dig into what’s changing and why a new Front Range passenger rail push is suddenly picking up real momentum, including the practical realities that have blocked progress before: freight railroad ownership, dispatching priorities, and the price of buying access to the BNSF corridor.
We walk through the current proposal for the Colorado Connector “CoCo,” focusing on the most likely phase one starter service between Denver and Fort Collins with intermediate stops like Boulder, Longmont, and Loveland. We get specific on the numbers, the plan to launch with just three daily round trips, and the pros and cons of treating rail as a pilot service. Is limited frequency a smart way to control costs and prove demand, or does it make the train too hard to use compared to a 40-minute drive?
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Big Question For Front Range Rail
SPEAKER_01Could Regional Rail Service be coming to the front range to connect Fort Collins, Boulder, Denver, Colorado Springs, and Pueblo? This week we'll take a look at all of the proposals and get into the details of this plan that seems to be picking up steam in recent months. All of this and more coming up on transit tangents. Plans have come and gone attempting to connect Denver to Boulder and beyond to Fort Collins with passenger rail. While rail does exist in this corridor, it is currently owned by freight rail operator BNSF, who historically have not wanted to work with Denver's transit agency to give them access. But more recently, things have been changing.
SPEAKER_02This week we'll get into the latest push for the front-range passenger rail in Colorado that's really been gaining momentum in the recent weeks. We'll also talk briefly about how Colorado's existing bus network, the Bustang, already acts as a great proof of concept for what rail demand could look like in the state of Colorado.
SPEAKER_01Yes. And uh first off, I love the name Bustang, so excited to talk about that a little bit later. I've actually had a chance to ride it once as well, so that's fun. But to get us started though, I want to just give a brief overview of what Denver already has in terms of its kind of rail transit network. This is not going to be a deep dive, just very top-level stuff. Um, and then we'll kind of get into the headline here, which is about this new potential rail line. So as it stands right now, Denver has six light rail lines and four commuter rail lines, covering a total of 78 stations across the area.
Riding Denver Transit As A Visitor
SPEAKER_02Denver's transit also seems to follow the highway right-of-way in so many cases with rail, probably the most that we've seen in any city that we've really discussed on the show before.
SPEAKER_01Yeah, and obviously we we have talked about how that comes with a lot of pros and cons, and Denver is no exception there. And when we kind of look at the ridership recovery post-COVID, uh, some of that I think is reflected here. Currently sitting at just 43% of pre-pandemic level ridership on the light rail, which is not ideal, with the commuter rail faring a bit better with a 90% recovery since COVID. So when we compare it to other cities we've been to, the 43% is definitely on the lower end.
SPEAKER_02Yeah. And Lewis, you just had recent experience in Denver, uh coming all the way from Germany.
SPEAKER_01Yes, yeah. I had an event in Denver. Uh, first I visited in in Austin for a couple days, then went up to Denver for an event there. And I'll be back next October as well. And I had a chance to ride the public transit a little bit while I was in town. Um I was staying close to downtown and got to check out uh there, I'm blanking on the name of the street, but they have a great pedestrianized street that runs right through downtown Denver that has a bunch of free buses that run back and forth on it. Uh the rest of the network you pay for the buses, but this corridor, the buses kind of act as a uh a faster way to walk through. I mean, they're not moving that quickly through the area, but it's nice to have the option there for folks who want to transit from one end of the corridor to the other. Uh, and that free bus actually ends at Union Station right in downtown Denver, which is just an absolutely beautiful central station that is actually in use. Those are like two things that we unfortunately don't see in so many cities across the U.S. It's like a busy, bustling rail station in a historic building where it's really like the center of transit in the city. So it's pretty amazing.
SPEAKER_02And I think you also had a run-in with some uh ticket checkers as well in Denver, if I'm if I remember best.
Why The Boulder Train Never Happened
SPEAKER_01It was uh it was it was funny because I was so I was heading back to the airport. I had a very long flight from Denver to Frankfurt. It was the most like American last experience I could have had, I would say. Uh there were two ticket checkers coming through uh together and they were armed. And I just uh I was just you know comparing that to you know the train that I would then get on once I landed in Frankfurt and an armed ticket checker would would raise quite a quite a bit of uh an alarm for folks here, I would say. So uh it was a very uh Murica way to to to send myself back home.
SPEAKER_02Well, we definitely in the future would like to uh do more of a deep dive on what is happening in the city of Denver. I'm sure at some point we are gonna go for the show, but the point of this episode is to talk about that uh front range service. So, really the big question is uh this seems like it makes a lot of sense, and why hasn't it happened yet? The primary reason is that this rail is owned by BNSF, which, as we talked about at the top of the episode, is a major freight rail company in the US. And the transit agency, RTD, originally had a plan to extend their commuter line, the B line, down to Boulder. And they were going to do this by leasing BNSF tracks. Uh, and originally they were going to pay around$66 billion to be able to run this commuter line uh down these tracks, BNSF. They came back and they said, uh, it's a little too low. We actually think it's worth$535 million. Uh to which the transit agency said, Oh, we don't have that money. So uh this commuter line extension did not happen.
CoCo Takes Shape And Phase One
SPEAKER_01Yeah, that is a wild disparity between 66 million and 535 million. So um that was back in 2011. Obviously, that was not feasible for the RTD to pull off, and plans kind of fizzled out for at least extending this B line. Um, at the time when they were going to do this, uh, and even today, there really is only one track that runs from the end of the B line, uh, which kind of connects right into this union station that we were just talking about. Um, but from the end of the B line to downtown Boulder, it's single-tracked with a couple sidings with room for passing. But there is totally room to make this double-tracked all the way through to Boulder and even all the way up uh to Fort Collins. But obviously, there would be a pretty big cost associated with double tracking uh a segment of rail this long.
SPEAKER_02After these previous attempts of creating more passenger rail service initially failed, a renewed effort has emerged through the front range passenger rail. And this is the one that we are talking about today that's really been picking up a lot of momentum, and you'll see a lot of press coverage uh recently about you know new plans and how this looks like it's actually going to happen. And through the excitement of finally bringing passenger rail to this region, they held a naming contest for the initial rail. Uh, and the new name is Coco, which stands for the Colorado Connector. So a very cute name for a rail connection.
Costs And The Three Trip Launch
SPEAKER_01Yes. No, I I think the name is a lot of fun. And I also think it's fun that they did the naming contest for it. It feels like a fun way to kind of get uh the community involved with a new project like this and generate some excitement and buzz around it, um, which is really important. So uh the full vision for this is not going to be kind of in this phase one, the full vision going, you know, kind of running the whole length of the state, started going as far south as Pueblo and as far north as Fort Collins. But this first phase one, which we're going to focus in on right now, which is the the kind of highest likelihood of making this happen in a fairly quick time scale, uh, includes running from Denver to Fort Collins with stops in Broomfield, Louisville, Boulder, Longmont, Loveland, and like I mentioned, ending in Fort Collins. So really kind of connecting some of the bigger hubs and some smaller cities in between. You've got uh big populations in Boulder and Fort Collins. Uh Fort Collins also has a huge university, so a lot of draw there for that. Same in in Boulder with the university. And I know from personal experience, this area just has tons of existing traffic uh along the highways that kind of connect this part of the state.
SPEAKER_02Yeah, absolutely. Uh I haven't experienced trying to drive along the front range, but I know traffic going into the mountains is always awful. Uh, but I've just always heard sort of horror stories about the fact that traffic is so bad connecting these cities. So this will definitely be a welcome service. In total, this is expected to cost around$333 million and has an annual operating cost estimated at around$30 million. So kind of on the lower end of what we see on some of these um really common rail projects in the US.
SPEAKER_01Yeah, the price tags surprised me in a in a positive way, which is uh rare these days. So um, but uh with that uh initial cost of$333 million, this would be for again, uh still a mostly single-tracked rail line. A lot of that money would be going towards extra sidings. So that's making sure that there are places for trains to pass each other, freight trains to pass each other, that sort of thing, um, as well as you know, station areas and things like that. Uh, this would only have three daily round trips. So not a ton to get this going. And we'll kind of get into the round trips here. I mean, I'm I'm curious what you think of starting it off with just the three daily round trips and to give some context too. I know that one of the reasons in doing this is uh they were trying to lower some of the initial costs. So the idea is that they're essentially running one train back and forth for these three daily round trips. So one that goes up and back in the morning, one that goes up and back in the evening, and then a night one that goes up and back as well.
Funding Without Federal Money
SPEAKER_02I think it's an acceptable way to launch a new service. I I obviously we'd prefer to see multiple trains a day, but if you're trying to really cut costs, you're already dealing with pretty stubborn freight rail companies, which we know that's been the case for a lot of of projects in the US. Then yeah, I think running three trains a day is fine. It definitely helps gauge some of the interest for potentially expanding this in the future. So we'll have to see see what happens. I am always going to be more of a proponent for any rail versus no rail. So hopefully this is a good test case uh for more rail in the in the region.
SPEAKER_01Yeah, for sure. Uh a couple other positives for this, I would say, again, this despite it being just three trips a day. Um, and this kind of hits hits your point home too, uh, in terms of like uh any rail is a good a good first step here, but uh there is no federal funding required to make this initial investment happen and get this initial segment open.
SPEAKER_02So uh there was a recent article from at this point.
SPEAKER_01Yeah, oh yeah, absolutely. I mean, yes, I don't I I can't think of other examples really if I'm being honest with myself. I'm sure they exist, but a recent article though from uh Colorado Public Radio, also known as CPR, which is pretty fun, came out discussing this. I'll just read a quote directly from it. So Kaufman said no federal funding factored into the project. The state's$3 a day congestion impact fee on rental cars, a fee on oil and gas production, and an RTD fast tracks savings account would fund the project, quote. So that savings account has about a hundred and ninety million dollar balance in it. And so you can see with the fast track savings account, RTD could pay for this project in cash and still have money remaining to continue working on the remaining unfinished fast tracks project. So uh definitely a positive that uh the state and the transit agency have been setting money aside to be able to make sure projects like this can happen.
Could Limited Service Undercut Demand
SPEAKER_02Can we also go back to the fact that there is a rental car fee that then gets funneled into a large fund for public transit or or larger transit projects? Because I think I think that's brilliant. And for such a tourist heavy state like Colorado, where people are always coming in to go camping, go to the mountains, go mountain biking, go skiing, there's always going to be people coming in renting cars uh to get into those you know smaller towns in the mountains. That is such a brilliant way to capture uh a little extra funding to go, you know, to something that's gonna benefit uh the rest of Colorado. Also, uh what if we did this in Texas, for instance? Think about how many rental cars there are a day in Texas and like what we could do with that funding. And I mean, Texas would use it for something else, but um just thinking like they'd use it to add more lanes.
SPEAKER_01What was that? They'd use it to add more lanes, yeah.
SPEAKER_02And going back to my point before, I do think that uh this initial service is really good as think of it sort of like a pilot service, it really can help gauge the interest for future passenger rail service here, maybe other places in Colorado. And this is a great complement to the existing busting service. I'm gonna laugh every time I say that name, to the existing busting service in Colorado. Um, and we'll talk a little bit more on busting later in the episode.
SPEAKER_01Uh a few uh less than positive things that I wanted to point out as well here. So those are called negative I mentioned earlier. Yeah, less than positive. I tried to spin it a little bit. Less than positive sounds better than negative, huh? I lightly mentioned before that the costs are fairly low because they're attempting to do this with one train. It does seem like that there is in reading some of the documents that there would be uh an additional locomotive ready to step in, obviously, for maintenance things, but it still is cutting it kind of close where it's like you have one issue and now you're down to one train. And sure, you do have the other one as a backup, but it's just uh you don't have much flexibility with it, and it would be a shame to you know see major service disruptions as a result of some falsy equipment or something like that, or big delays, which would potentially like taint people's image of uh the project as a whole. At the same time, I I do think that like you could spin this as a positive of like they're trying to do what they can on a smaller budget, and I appreciate the attempt at the cost savings, knowing that hey, we're only gonna run a limited number of round trips right now. Why do we need to buy so much, you know, so many locomotives, so many train cars, and all this sort of stuff. So uh there's there's some pros and cons here. And then Chris might disagree with me on this, and I I don't know if I fully subscribe to this narrative, but um, I was kind of asking myself, is this being set up to fail by having so few trips? Because the reality is it's not that far to to drive between Boulder or Fort Collins and Denver. Obviously, Boulder is much closer, but but uh these are not super long trips. There are definitely people who who use, especially from from Boulder, uh kind of do that as a as a commute. Having just like a morning round trip, an evening round trip, and a night round trip makes it so that you really have to be planning to use this. It's not something you can just show up for or count on a train every hour. Is it going to not really hit that much ridership? Because unless you can fit into this perfect time schedule, uh you know, it how usable is it for you? I'm curious what you think about that.
SPEAKER_02I think I would have agreed with you a year ago, but I think after seeing the success of things like the Mardi Gras service and mobile with such a limited service, I mean you have two trips a day really. Um I I now more on the side of put this out there, and if the train is selling out, if the you know demand is there, that is going to be a success. And it's kind of hard to bash it in the media sure, it's only three trips a day. But if those three trips are sold out or the trains are nearly full every time, then it's really, really hard to combat that.
Hurdles With BNSF Courts And Stations
SPEAKER_01But I guess my concern is is what if those trips, those trains are not sold out? Because it's like uh let's look at the driving directions. I mean, the the the trip from Boulder to Denver, like Boulder, Colorado, doing this live here. The trip from Denver to Boulder in a car, I mean, we're talking 39 minutes. So it's like a very different service than the Mardi Gras service in that regard, where it's like, oh, I'm going for a weekend, or like even a long day trip or something, versus like, oh, I'm gonna run into Denver for a couple hours or something, but there's only one train home like at the end of the day. Um and may maybe it does work as a day trip. I mean, it it could, but it's just it's just a much more tight schedule. I think that there are positive uh there are arguments to be made on both sides of this, probably.
SPEAKER_02Yeah, I agree. I think you know, only time is gonna tell on this one, but I completely get it. With less service, there are it seems like there's more chances for the service to fail or for it to look like a failure in the media by politicians, but I am holding out hope. I I I tend to be more optimistic than you sometimes on on certain things. And uh I'm holding out hope that high ridership does occur, even though these are shorter trips.
SPEAKER_01Totally. Uh so now let's get into what hurdles need to be crossed to be able to get this starter segment open. And I'm pretty optimistic that we're able to cross each of these hurdles. So the first one, um, there is currently a tentative agreement with BNSF. Um, that agreement does need to be finalized. So there's still some small details to be worked out there and to get into writing, but it seems generally positive that this is going to happen. The next is uh one that Chris had mentioned earlier, that$3 a day congestion impact fee on rental cars. Unfortunately, that is actually in court at the moment. Um, but it does seem like if that were to fail, there are other ways of going about this. So I'm not as concerned about that one not necessarily working out.
SPEAKER_02Um I feel like that's so similar to like a hot tax, the the hotel occupancy taxes you see in cities. Like Austin uses uh a hot tax to fund um convention centers and whatever other thing it needs. It seems like that's so similar to a to a hot tax that I don't know. I'm just I'm not a legal expert. I'm just hoping that this survives in the court. Another major hurdle, there are a lot of partners, and we will talk about this in a future episode about you know how cost of building transit in the US is so high. And a huge reason for that is because there's always so many organizations that are involved in that project. That is the case here as well. Uh, you have to get alignment from RTD and CDOT and the governor's office and the front range passenger rail service as a whole, and BNSF, and all of these groups have to come together in evidence as of what is going to be the best path forward, and that is going to be uh a very difficult hurdle to to uh overcome. Also, details surrounding the stations, there's just not a lot of information out there yet, and that's something that also has to be worked out. So two fairly major hurdles that are still here.
Expanding South To Colorado Springs
SPEAKER_01And while while fairly major, it does still seem like all of these agencies are have been playing nice together and and are all kind of signaling that they are, you know, pretty close at this point. So um I think that I think ultimately they'll they'll be able to get it done. Um I know, right there. Uh one other kind of positive thing I read, uh, I forget if this was in the CPR article or a different article, but someone highlighted that the reason that one of the other reasons they were able to get that cost down to just 333 million is they were trying to utilize existing large parking structures along the rail line in terms of having park and ride situations, which Denver's transit, a lot of it is pretty park and ride heavy. Um, we've talked about that in the past. I won't get into it right now, but trying to utilize existing structures is a it makes a lot of sense trying to tie those in uh in the in the areas where you can't put it in a very dense, walkable area already. So uh happy to see that. But overall, though, that is kind of the initial segment. The future plans, like we mentioned at the start, would extend this to the south as well to Pueblo with stops in Colorado Springs as well, which would ultimately connect all of Colorado's big cities that are east of the Rockies. Um, it would very much mimic something similar to what we have in Utah existing with the front runner train that kind of runs north-south, connecting Provo to Ogden with stops in between and obviously Salt Lake City right in the middle.
SPEAKER_02Um also makes me think a little bit of the railrunner in uh New Mexico too, trying to connect Santa Fe and Albuquerque and that sort of corridor. It's like all of these sort of square-ish states, they should just have a rail line running right through the middle.
Bustang As Proof Of Regional Demand
SPEAKER_01Yeah. Ultimately, though, uh, you know, the the these plans are are to connect further south or a little bit further down the line. It would unfortunately be on the higher cost end of this, but the front-range passenger rail folks are considering trying to get a ballot measure going in 2026 that would ultimately try to fund this to make it happen. But um, one potential concern here is doing this, you would almost definitely need to rely on federal funding. And at this point, the way things are going, I would not be super optimistic about that. But things can change in that direction, though.
SPEAKER_02Man, what a roller coaster of optimism from you.
SPEAKER_01I know, right? Oh, I mean, some things are good, some things are bad, you know?
SPEAKER_02We already know that there is huge demand for passenger service in the state of Colorado, and we know that because there's already an existing system called Busting, as we mentioned earlier in the episode. Busting has an interesting setup or model. It's uh PPP, which we've talked about in previous episodes, means uh public private partnership. The way this works is that the Colorado Department of Transportation actually owns the brand and the buses, they set the schedules, they set the fare. So they have sort of operational control over, again, the brand, how it's perceived, what service is offered. But the operation of the actual buses and the mechanics and everything that comes along with that side of the business is actually handled by contractors. And some of the contractors focus on more uh rural routes as well, which helps you know distribute costs and operational efficiency for CDOT.
SPEAKER_01Yes. And uh it's pretty awesome to see like a whole state-run network like this. Uh, but the in terms of the funding, you have bus fares covering roughly 15% of the costs.$30 million grant actually covered a 2024 expansion of this network, but unfortunately, funds are running a bit low there. There was$35 million in pandemic relief money, which is also coming to an end here as well, which is currently looking like we're gonna leave Bustang with a$25 million budget shortfall predicted to start in July 2027. This is a story that we have told over many cities of like pandemic era money drying up, grant funding drying up, federal funds going down, and transit agencies being stuck in a peculiar situation where they're needing to try to figure out funding. Fortunately, CDOT is looking to fix some of these budget issues uh with tolling revenue from express lanes, which it does seem like there's a high possibility that they are gonna lean in this direction. Um, the other alternative, unfortunately, at this point is cutting service, which would uh be an issue. And right now, the service is pretty good, which we're gonna get into in a second.
SPEAKER_02There are actually two busting routes in particular that we do want to highlight today. And these two sort of run uh along what would be the passenger rail corridor out of Denver. And the first we're gonna talk about is the Fort Collins to Denver. This one runs 12 round trips a day. Uh and Lewis, I think you've actually had experience on this one.
SPEAKER_01Yeah, I was visiting a friend in Fort Collins in like 2016 or 17. Uh, and I at the time did not have a car, and I had flown into Denver. My friend picked me up at the airport there. But to get back into Denver to go meet another friend, I actually took the bus staying from Fort Collins to Denver Union Station before catching the Amtrak to Grand Junction, actually, which was pretty cool. Uh, that's like the section of Amtrak that goes through the Rocky Mountains, which is really beautiful. So uh did have the opportunity to ride that, which was nice.
SPEAKER_02Yeah, that sounds pretty awesome. Ridership on this line has achieved 109,000 trips as of 2025, and this looks like it is trending upwards as well.
Rail Versus Bus Where To Invest
SPEAKER_01Yeah, I would say 109,000 is definitely positive, especially for, again, we're talking a regional bus line. Uh, I don't think in a in a recent episode I talked about how regional bus should be, you know, something we should be trying to push more of in the US. So to see a successful line like that is good. And it's not the only successful line. Uh currently, you know, this would be the southern extension of the regional rail line being proposed. But uh currently the Bustang Colorado Springs to Denver line also runs 12 round trips per day, uh, with a ridership just shy of 60,000 in 2025. Um, but the real headline here is this network is huge and covers the whole state. If you look at the Bustang website, I mean it's a very extensive map. And we're not talking about like one or two buses a day running these routes. We're talking, again, like I said, that these two have 12 round trips a day, which is really impressive. And it's a service that you can use. And if your schedule changes a little bit, oh, there's gonna be another bus running within the hour, probably, uh, depending on the time of day. So total ridership for the entire network was over 350,000 riders in 2025, which is almost 100,000 more riders than they had in their best year pre-COVID. So we are actually greatly exceeding pre-COVID numbers uh on the Bustang system.
SPEAKER_02Yeah, that's really, really impressive and and it beats the trend of most transit systems or any type of transportation system around the country. Not many have had such a recovery uh in an expansion as bustang. So really, really cool to see. But that does lead to the question that given funding issues uh across the board, you know, we have some with with bustang, but specifically for the state of Colorado, having to pull in more money from the federal government for more expansions with these sort of funding issues ahead, uh does it make more sense that we try to do rail now in its limited capacity and what we're gonna see in this front-range service, or do we double down on something like busting and continue to try to improve service throughout the state of Colorado, you know, by leveraging this sort of toll road tax? Um I don't know what the answer is here.
SPEAKER_01Yeah, I mean, personally, I'm definitely conflicted. Like in an ideal scenario, the answer is yes, you would you would spend money on the rail and you would also keep keep the bus service and maybe adjust the bus service so that it can affect or impact areas that aren't as close to the rail. But I, you know, I I appreciate the effort of Colorado for being able to go out of their way to fund some of this stuff on their own. But the way things are going, I I just get nervous about relying on federal funds for these big projects when the political pendulum is just like swinging so aggressively lately. And I just don't it's hard to say like where things are gonna land. And if you put the investment into the rail now, and then in a couple of years you end up in a situation where the feds are pulling money away or they're not giving you the money, like that that money is lost and could have been going to the Bustang network, which is something that in the long term you could feasibly continue to fund uh with with state resources, probably at least. You know what I mean? And and there are things you could do to make the Bustang system better with you know dedicated lanes and things like this uh in the future. So it, yeah, I mean it is tough because again, I mean, I think I think the front range makes total sense to have a frequent train running from Fort Collins all the way to Colorado Springs all day. I think that there are bigger opportunities there than there are in the front runner. And the front runner in in Utah is already so successful uh and is doing a good job, but I just think that the the realities of funding this are we're in a different world than when that was built. You know what I mean? I it's it's hard to say.
Ways To Support The Show
SPEAKER_02Yeah, and I would say uh again, an ideal scenario, we're doing both, right? We're expanding this rail, it's a it's a viable option, and then Bustang services, everything sort of east-west uh that the rail's not going to touch. That's always going to be the ideal scenario. But they clearly have some model that is working well with Bustang that other cities and states have not really been able to replicate in such a uh successful way. So maybe the secret sauce is you focus on the bus service and make sure that it continues to expand and provide better service while slowly adding more passenger rail. So maybe they're doing exactly what they're supposed to be doing right now.
SPEAKER_01Yeah, and I I think that that's probably that's probably the answer. Definitely an interesting one to look at. I'll be back in Denver in October of this year. So uh maybe we'll try to get Chris out there at the same time and we can kind of further investigate um both the rail proposal, Bustang, and Denver transit as a whole.
SPEAKER_02If you like this episode, please feel free to subscribe, hit that like button, uh, share this with your friends, share this with your fellow uh Coloradins. Coloradins? Yes, I think that's right. Uh also be sure to uh if you'd like to support us, be sure to check out our Patreon. You can now also uh join uh correct me of what it's called, Lewis, on YouTube. You can become a YouTube member. YouTube member, thank you. So you can also be a YouTube member. You can check out our merch store. I have one of the shirts on today, as usual. And uh you could also buy us a coffee using the Buy Me a Coffee link. So, all of those ways you can support the show. Also, please feel free to send us comments, send us emails. We love reading all of them uh and we try to respond as quickly as we can.
SPEAKER_01Yes, and we also use a lot of them for episode ideas too. So uh, if you have an episode idea, maybe we will make it for you. But uh, without further ado, thank you all so much for watching and enjoy the rest of your Transit Tangents Tuesday.