really increased the quality and the detail of how as a as a department, as an agency, we're tracking and understanding every level of what's going on. So some busses, you know, bus gets in a major crash, could be six months before all of those parts and pieces and body work and everything and testing is back on. But even on a given day, there are somewhere between 2530 and 60 busses that actually come through the write up line. That's if if the bus driver goes to use it, they might flag something, hey, that the windshield wiper seems a little loose, or the mirror is loose, or there's a light that's on, and we actually turn back through a 75% of those are actually fixed and put back out and given back to the driver before within 20 minutes. And then from there, there's somebody get fixed during the same shift, and there's a ton of churn, is the way that we describe it. It goes into what we're doing. So this is a long way of saying that. That's why we did not increase service. We didn't increase service in in September and for January, all of these changes that you've gotten kind of a quick preview of today are us actually recutting, essentially for transit window. We're recutting the schedule and really looking at how these different routes work together, because since covid, we've been kind of making adjustments here and there, and wanted to take this opportunity to kind of really just take a look at the whole schedule altogether and make it as smooth and optimized as possible for operations. And we're still trying. We're still having class after class of drivers, but we don't. We haven't made a lot of progress, net progress, on drivers either. And so it could be Renard that you're hearing at different times based on different questions that we we would need to increase our overall number of drivers before we could increase service a substantial amount, and obviously our day to day right now. Why we're not meeting our full court number is because we don't have enough equipment. And so those things continue to work hand in. I feel like I always make this visual of you don't want to have a bunch of extra drivers, you don't have a bunch of extra busses, and so they do have to constantly recalibrate. But or, and I would say, thinking about this idea, which is a really good way to think about it, is what kind of state DDOT be in as it's handed over to the next administration. And I think that even though we've had a rough summer and rough beginning of the fall, really, we are seeing progress and have a path now that we can resume adding these new busses, where, certainly by the end of the year, if not sooner, we should have the equipment that we need to pull service out every day. We'll have a kind of a tightened up deployment of a schedule for the January service change. And from there, I think we'll really have a very solid foundation to resume increasing service in calendar year 2026, and the new terminal cool, which is going to be coming online, our anticipation is that that will come online to coincide with our April service change, which, again, for providers, you won't really notice anything different, but internally, there's a lot of operational things we have to do to make that transition smooth. But, you know, I think that's those are all things that we see that we're teeing up to 2026, really successful as part of the next administration. So that. It's, I think I've covered all of the realm of what you were asking about it. I think it's a great, great question, and that is how we think about things internally. A DDOT is really thinking about, not only how can we get service out on the street today, but what are the things that needing a long term to make sure that we can have a more solid foundation to be able to build on it, rather than something that you kind of keep bouncing around. So hopefully that helps. Is there any time for a follow up or rebuttal, since I covered a lot there, but is there anything else that I missed or