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tv   [untitled]    July 5, 2011 3:30am-4:00am PDT

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whafour is a bunch of circles. >> i will put numbers with that, and you will see. supervisor cohen: ok. >> i will submit that we will be able to give you as good data as caltrain does. and we like caltrain. supervisor cohen: we need to keep those stations open. ok. my next line of questioning has to do with how does the service performance on the t-line compared to the rest of the system? what i am looking for is to make sure those of us in the southeast of the city received the same high-quality service as our neighbors around the city. if you could tell us what the hours of service are for the t- line?
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i know you gave me -- >> i think there are two questions. the first question is how does the performance of the t-line compared to the rest of the city? supervisor cohen: yes. >> the systemwide average was just over 70%. the t-line was 50%. the reasons for that, some of which we talked about, are the areas of congestion -- a congestion on the ocean avenue side, the congestion around the corridor, where the best performance those. -- goes. look, if you follow some of the things we suggested, most importantly, the biggest reason on any of the rail lines is two
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things are going on right now. the first one is the vehicle stopped. the number and service. in the second -- and the second is the number of opened or mr. runs because of low operators. -- open or missed runs because of low operators. when you do not put the service on the street, you have a substantial gap by . things are laid. things are slow. overall, for the first part of your question, the performance of the t-line is less than the system average. supervisor cohen: what is the most efficient line on the light rail system? which one is most efficient? >> the highest performance line
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in terms of on-time performance -- i am not trying to split hairs. i am just focusing on apples to apples. that is focused on the j-line. the most difficult is probably the l-line. supervisor cohen: the l is the least? >> i do not have it in front of me, but if my memory serves me correctly. supervisor cohen: the line that has the mos>> again, if i may, , i think it is important -- week manage the system as a system. even if we do not manage it line
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by line, each line has issues were quirks, that at the end of the day, once the k-t line goes into the ferry portal it is integrated into the system so that if there is a subway delay, everything is impacted. we do make some adjustments for individual circumstances, but we have to manage it has all whole system -- a whole system. supervisor cohen: that is exactly what i am trying to do, understand the whole system. who is performing best, and was performing worse? i understand there are special conditions that factor into why one line should be more slow or
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efficient than another. i get that. ok. >> can i just add, from a traffic perspective, looking at los angeles, where the bus riders union, labor unions will get lines throughout the southern california area, they found the lowest in come neighborhoods are the least served. domestic workers and others had to wait much, much longer than middle-class people in san fernandez valley and other places. my hope is that you are looking at transit service from a transit justice perspective, and not just kind of decent time, but also where these neighborhoods are. looking at it in oakland and other places, i would hope that's we have a transit equity -- i would hope that we have a transit equity analysis. i really support the efforts to
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make sure the neighborhoods, especially in the southeast part of the city, are well served. >> i can make two comments, if i may, supervisor. we absolutely do have several requirements for exchanges to make sure they are equitable. they are above a minimal threshold, that looks at the adverse impacts and income. the other point, just because you introduce los angeles. our service area it is 0.7 miles. los angeles is much greater. supervisor mar: there are 49 square miles, but there are lots
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of inequities in our city. >> absolutely. we are very sensitive to that. if the committee pleases, we would submit any time we make service changes, the process we go through. supervisor cohen: all right. so, i am going to move into a different line of questioning. i'm trying to figure out the average speed of the t-line and how we can improve it. i want to talk about the role of v-tag. the v-tag, what is the role isv- tag in -- is the role of v-tag in the corridor? is there one in every light rail video -- every light rail vehicle?
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>> the role of the v-tag. it should be on every vehicle. is a device that provides the priority for transit cars to move more quickly. is it -- supervisor cohen: is it on every car? >> it should be. i am happy to go back and check. is supposed to be on every car. supervisor cohen: ok. we are happy to let you go back and get that. >> we do not have a set of third street cars or a set of cars for the j-line, so they should all be outfitted. supervisor cohen: i see. i heard a rumor that we have v-
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tags, but they do not all work. i just want to confirm or deny -- >> absolutely, sometimes we have v-tags that do not work. i am not defending things that will not work, but you do have many systems like ours. cars are 15 years old. they all interact. the v-tag interaction is the interface between two systems. i would be happy to give you a sense of the failure rate on v- tag, how we maintain them and those kinds of things, but it is not a rumor. occasionally, the v-tag does not
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work. then you have to make an adjustment that can delay service as well. part of what we have to do is make sure v-tags work, that they are reliable and they do what they are supposed to do. i do not have the exact numbers, but i would be happy to provide, you know, a sense of, number one, are they on every card? they should be. i will check. and number two, what is the failure rates? supervisor cohen: if a car leaves the central station and is working and somewhere along the line during its route, it becomes effective, how was that communicated to central command? >> two ways, and it is getting
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better. he is not only how you monitor v-tag, but how you monitor the system. the radio system, if they are in contact, the operator is in contact with the control center. right now, with the interaction, we're able to manage the service on a real-time basis. what that means, there is a board on the eighth floor or we can see the position of all the trains in the system at any time. that indicates to us if the system is not moving, if there is a problem we are able to immediately say to the control center, call the operator, see what is going on. such as a train standing or sitting. real-time service management, if
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you will, on v-tag or anything else i would describe as three legs of a stool. you have the command center, which is the ability, the service people who can see all the trains. we had staff in september, and especially during rush hour, and they are the ones understanding if you make an adjustment, the control center, which is in direct contact with the operators is limited in the technology. you can see where all the trains are. they are at the key portals. is a shared responsibility. we're looking at technology to supplement how we do that. our management team should follow up.
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if we have an incident and we do not repeated, the next day we understand, and if it is necessary to go beyond that. so -- supervisor cohen: it looks like i have colleagues who would like to have a word or two. >> hi. i am it with sustainable streets. i do not know much about the v- tag -- supervisor cohen: i am sorry. you are with you? >> sustainable streets. supervisor cohen: is that mta? >> with nt 8. i know how the v-tag interacts and i wanted to share information about that. supervisor cohen: thank you.
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>> i know about the detectors on the streets. it is in our sf go transportation management center. last year we were able to upgrade to these logs. until last september when a v- tag failed, we would only know if someone complained. as of last september, we were able to add the logs, and if there is a failure, we send it over to the muni maintenance, and a repair a. -- and they prepare a. the failure is about 1%. failure does not mean it does not work. it means that particular
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transit detector -- it is not working, it does not mean the whole transit areas not working. is just slightly less efficient. supervisor cohen: can you briefly describe for the public the purpose of the v-tag? >> sure. there is a detector in the pavement and also on the vehicle. when the vehicle runs over the detector in the payment, there is a communication between the detector and the traffic signal that basically says, hi, i am a train. i am at 30th and carroll. and the detectors in the traffic signal will estimate the time it will take to get their. if the detector at carroll is
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not working, we do not have the advanced 30 seconds noticed the train is coming. supervisor cohen: ok. since i have you here, can you talk to me about the prioritization of the third street corridor? house synchronized? >> sure. from 4th and king down to the bay shore has transit signal priority. we have a system several signals a way. whenever ran the t-line without priorities -- we never ran the t-line without prior ries. our models show we are saving about 20% of our running time if we did not have the priority is
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in place. we think we would reduce our men time by about 25% by having priorities in place. supervisor cohen: would you say that having the t has decreased the time from visitation valley to the market by tenants? but i do not have the data. supervisor cohen: ok. so, you mentioned about broken v-tags. how do we go about replacing it? >> i guess i can only talk about the intersection side. it is usually up parts -- a part of the filter that means to be replaced. if it is part of the filter, they replace it. if not, they do what ever they have to do. supervisor cohen: i of one last
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question. what is your strategy to limit the traffic flow on the third street corridor. >> bonnie t third corridor, the train is the highest priority. we try to reduce travel time for transit first, and then we look at traffic. usually you have a coordination plan where each signal turns green for a certain time. you keep going. the next light turns green. we haven't set up to work for the cars, but when the train comes, -- we had it set up to work for the cars, but when the
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train comes, we do what we need to do within reason. we have to make sure that pedestrians can cross the street safely. we never shortened the what. we do switch around the times to allow the travel time for transit. supervisor cohen: that is the coordination plan for third street? >> yes. supervisor cohen: ok, thank you. ok. i am not sure if you are the most appropriate person, but regarding the fourth and king street intersection, this intersection has great delays on the system. what is the primary problem there, and hasn't been
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addressed? >> fourth and keene is an extremely complicated intersection. -- fourth and keen is an extremely -- fourth and king is an extremely complicated intersection. there is the turning he banged -- the turn lane. one of them will have to wait a signal cycle, which means reduced travel time getting through that intersection. is a problem. i agree. both of the trains are going on a through direction, and that will not happen anymore. supervisor cohen: thank you. i'd like to call mr. mason to the podium.
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folks, i am almost done. i just want to talk about the t- line, get clarification. so, tell us the overall strategy. >> the overall strategy for the t-line -- we have transit fare at inspectors. there was an audit conducted about a year ago, with the concern that the t-line, the fare increase was the highest on the t-line. the fare inspectors were moved to muni metro, so they could have a more concentrated effort, and that is all the way up to a third straight. you have more of those folks up there.
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there are folks that are completely dedicated to that area. supervisor cohen: is this a standard approach to fare evasion? or is this unique to the se? >> i'm not going to say it is unique, because we have targeted this line. i do not want to say it is just 33. we have a concentrated effort on the line. it is a high target area where we see the need for fair enforcement. supervisor cohen: ok. ok, folks. i am done with my questions. supervisor mar: i think we should open this up for public comment. supervisor cohen: i think we should. i would like to call up linda richardson. >> good afternoon, supervisors.
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thank you for putting this together. i just want to establish there are substantial improvements on the t-line. we attribute that to a substantial improvement in public safety. i think in the last year, supervisor mar mentioned with the killing in hunters point, i think muni has gone beyond the call of duty. i am here today, representing the bayview/hunters point land use committee. supervisor cohen mentioned that we worked very tirelessly.
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i think the fundamental issues we found have still not been resolved. i think muni actually did not consider the t-line to be a dedicated line. hunters point spent months working with need to try to change that, and. -- with no need to try to change that. the fact that you are combining heavy usage, and you would have that, and again, it is not a coincidence. sooner or later, we will have the problems that we are having right now. you are pulling in and you are pulling alps -- pullng out, and it seems to me at some point
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they do not have the right of way. one of the problems come up when you are at the subway and to try to track the moment -- the movement, we are sitting there, and you can track the end and everything else. it is somewhere. it is no where. the only thing about the t-line -- at that point some of people are nowhere to be found. that needs to be corrected. a think when you look at the growth in the southeast -- i think when you look at the growth in the southeast, the mission bay, this is the lifeblood. this is going to be the largest sector with the population, and so, let's deal with that right now. have the t as a sedicated line. and you need to tell us what the
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start or end point is going to be. [chime] and it needs to work. it will cost performance later. supervisor mar: thank you. >> first and foremost, in this deliberation, i think the right question needs to be asked. you know, supervisors, you ask like commissioners or something for the san francisco transportation authority, right? you have a commissioner from district 10 who should be here. do we have that person here? if you do not have that person here, you need to find out why. there used to be a person who represented us, and throughout that time, she has not been
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doing her work well. having said that, when we have the 15 and third, it was a perfect system. you could take the bus from city college of the way to chinatown. the third street, all this deliberation, they talk the talk, but they cannot walk the walk. there are many factors. non-and the main factors is we do not have the software. we have all trains. the second factor is. if you take a certain portion of the lines, the third light rail
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perform somewhat well. the other day, i was waiting, and 3 trains -- not one, not the law -- not two. we waited 50 minutes for the train. supervisor mar: where was this? >> the bay shore. it is quite a popular hub. you wait for 15 minutes. you have an algorithm. you can use the algorithm and reduced the statistics. this is the point. in the past, the fifteen and third performed well.
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today, the third street light rail should be given an f-minus. that is my analysis. what i heard today was an analysis of the paralysis. we do not need that. when it comes to the language, most of the chinese constituents take a different line to get to chinatown you bang -- to giant dump. many others who speak chinese. -- to chinatown. they need others to speak chinese. [chime] >> good afternoon, supervisors.