understand this is no small matter. we understand that any disruption, while it may be important in terms of balancing the system, it has a negative impact in terms of individuals. director haley: please feel free to stop me. in the meantime, i will go through this quickly. this is an introduction to the system, and all want to say is the our system impact is a mixture of surface and subway operation. and some of the actions that we took it to improve that service, because when you run the best and most reliable service, you minimize the need to intervene and make service adjustments.

as you can see, on this page, there is a dramatic drop. the point here is that the majority of switchbacks occur at certain times as we go to rebalance the line. as mr. ford mentioned, it is an industry practice. in our particular case, what options do we have proved our system, in its configuration, makes skipping stops or trains and impractical, because we do not have, number one, express tracks, and in our system, unlike, say, a system with closed architecture, you cannot release get stops. reassigning trains simply is something that we do from time to time, but it ships the

problem. stand by trains would be effected to a limited degree, but we would have to put them in a limited number on city streets, and finally, and do not make any adjustments at all, and we certainly believe that not intervening, especially now the we have the technology to do it, where subleasee the delay escalate -- will simply see the delay escalate. waiting to be coming inbound, and you had a delayed outbound, if you did not make an adjustment with a train, whether having a delay of 8 to 10 minutes, you would probably have a delay of twice that long, so it is important to intervene, not only to minimize the particular delay but because we have the ability to better serve our riders. the decision to turn a trade is something we think about carefully. it is coordinated with centers,

do not turn a train unless there is someone behind it. when we turn trains, how return trains, and when we make the decision to return trains. kraft -- this is a map that comes out of one program.

it is difficult to see at sunset, on the far end of that, where the ridership is very low, and at the same time, by turning the train, which benefited people in the other direction.

these all match, and now, with the reprogramming, we have the ability to give people lead time so that we know we are going to turn a train. if we make no initial announcement. the announcements as early as the embarcadero station, and, again, we will not turn trains unless there is five minutes behind us, so, again, with this practice, we feel it is necessary, and we are trying to run the most reliable service we can, and that means using service management techniques thatre available to us to make an adjustment. just der 50% of the delays were caused by factors that were not nearly related, such as travel, accidents on the street,

cars on the rail, those kinds of things, so you're dealing with those, in switchbacks are a technique that are available to us when the others are not. we have to look at our own practices. also, we need to look at the greater use of parking enforcement, transit lanes, and some of the issues that we've been talking about. chair nolan: thank you.

members of the board? director beach? director beach: i just wanted to say that i attended a meeting along with supervisor chu, director haley, and others, in the concern is that they had concerns. the switch that issue is not limited to the rail lines. we do this on line struck the city. it certainly seems to have had more attention given to it on the rail lines, and in the case of supervisor avalos, he is concerned about one reaching the end of the mine. i think we need to give him the time to take a look at this. one of the things that was mentioned in the meeting with supervisor chu was the ability

to use stand by trains or stand by buses, and i pointed out that we would probably not have the resources to do this for probably a fair amount of time to come. chair nolan: thank you, director beach. these are not new, right? director haley: we tested these in september, so that gives us a neutral, if you will, to resolve a complaint, so we are not consistent and clear with the announcements, so we need to try to correct that as well with falling bond with additional instructions to make sure they supplement the announcements. chair nolan: it seems to me that

since two supervisors have asked about it and are concerned about it and could be significantly inconvenienced, i think it would be good to have a report back in a few months. supervisor chu had suggested of taking the absolute number and having a goal of having it or something like that. >> yes, i think john hit the nail on the head when he said that the more reliable system is, at least for the newly- created issues right now, the less we of needs for switchbacks -- at least 40 -- for the muni- created issues. john was also working to see that if we have a switch back, we're is it? -- where is it? this will minimize the impact. >> i have been to command

central, so i have seen the great screens, but for the benefit of the public, can you confirm, mr. haley, that the people issuing the turn back can tell where the next train is, and they can see if there is a train five minutes back? or the begin see where a train was turned back where it was not five minutes behind it? director haley: it is beginning to get dividends to activate the center. they work in tandem with the control center on the street, so depending on where the delay is and how long it is, they made a decision, and the benefit of

what is in the management system, whenever you make an adjustment, it has an effect on the entire system in both directions, and you can balance it, so that is something that gives us -- again, we do not get up in the morning and say we're going to have tens switchbacks. this is a technique to make adjustments to serve us. chair nolan: anyone else? director? director: i understand the idea of the advance notice vacation, so why do we not have what we talked about? supervisor chu, somebody going out into the deep avenues, the train switches back before it gets there, and that person may be dropped out outside, in the weather, in the dark, or both,

and in my understanding this correctly that what you are rededicating this -- in a am i understanding this correctly? -- and in my understanding this? -- and am i understanding this? >> -- director haley: we only turned back at certain locations for two reasons. one, you need a physical planned switch. both to minimize the impact on riders and also to get the benefit of making the adjustment in the other direction. we have looked at, and i went over it fairly quickly, for which i apologize, but the switchbacks occur by time of day, and we are making these switchbacks in moseley midday

and in lady after 7:00 that night, after the rush hour. we do that and then because the head weights or waiting times are longer, -- the head waits or waiting times are longer. the short answer is, yes, in some cases. if we can make that announcement that the train will be short turning, that will go to the end of the line. that is my point. however, -- director: if we can address it would notice so people are not waiting in the dark or the rain or both, that seems to be a good perspective, both for supervisor chu and others. having some sort of system in that to to the situation, it gives enough advance warning to

avoid the safety and bad weather situations, and perhaps announcing it in more than one language would be the best situation. i understand the switchbacks. director haley: excellent point. chair nolan: anyone else? ok, thank you, and mr.haley. director ford: just a quick note, you should of received a notice last week. this is the deputy is a director for the agency. there is an individual filling behind carter in terms of capital construction, management, and programming, and why did you not just stand up so the board can recognize and you are? sheila of responsibility for

the capital projects and programming at the agency. and you all know carter rohan. >> i want to say something about her, because the program was it successful because of her. i think it puts in place something that was a strength behind the scenes, and i think you have got a strong leader in her. chair nolan: thank you, mr. rohan.

director ford: that concludes my report. secretary boomer: you have one speaker. >> yes, i have concerns about the turnaround because i do not take those lines, but i have been turned around midday, and it has really inconvenienced me, because i was on my way to a meeting, and i think one of the ways to do this is to get more coaches. now, the curse of newsom is gone. you do not have to take orders from room 200 anymore. i think this would be the best way of doing it. you have to operate within your budgetary restraints.

you should not be taking orders from rome to a hundred. and i think more coaches are desperately needed right now. and there are not enough resources. that includes drivers and coaches. chair nolan: next item? secretary boomer: there is no one else and has indicated wanting to address your under the executive director's report. with the on to item number eight, this is the citizens' advisory council report. chair nolan: good afternoon. >> good afternoon, mr. chairman. i am the chairman of the citizens' advisory can counsel. -- advisory council.

i welcome to director -- our welcome to director bridges, in an extension of an invitation to come to one of our meetings. our members would love to meet you, so i just want to issue a welcome and a positive tenure on the tm -- mta board and to let you know that you are welcome at our meetings any time. we would love to meet you. i also want to congratulate chairman nolan and vice chair lee on their reelection. i just want to extend my public thanks to one of our colleagues who is leaving, ruth, who is leaving because she will be

spending more time outside of the city now. she has been a valued colleague for a number of years on the cac, and we will miss having her there. before i get to a recommendations, with our discussion about switchbacks, one of the concerns that a lot of cac members have said, while they are periodically service necessity, switchbacks, there has been a lot of concerns about accuracy, so people know if they're getting on a short turn vehicle and people also unfamiliar with the city, whether they are getting on one in the direction it is going. so i just wanted to get a handle on that issue.

the first recommendation have before you is a recommendation to reduce travel time in the system. the ones that we are recommending include spot improvements to fix bottlenecks, to review the rail system practices, and moving towards proof of payment. on that last one, they added a caveat, which is why we think the system should move towards systemwide proof of payment, this has to be done in conjunction with improving the reliability of the clipper system. our c.a.c. system have seen far

many readers are a service, and there needs to be improvement in that before we get to where we need to be on proof of payment. so that was that recommendation. and given the increasing demands and the limits on throughput in the subway tunnel on markas street, and this would provide greater cars to the rest of the lines. it would freeze-up this for increased service on the other lines. it would provide church writers alternate destinations -- provide church riders all to

destinations. particularly as speeds on market street in prove, as there are more and more restrictions on traffic on market street. we think this is something worth looking at. when bus operations are relocated from kirkland, that has an effect on streetcars. when we give up facilities in the city, there is really no way to get them back. nobody is going to allow you to build a new muni yard in their

neighborhood, so we think the agency should be very careful about giving up that type of operating space, this gets around some of the concerns about noise and air pollution for diesel buses being used on that yard. it is a type of use that we think will be compatible with that yard in that neighborhood, and we think about mta should be very reluctant to give up that operating yard space.

the mileage is would be significantly reduced. we also have a recommendation about calls to 311 -- the marriages -- mileages would be significantly reduced. specific addresses of city run areas not be asked of callers when the facility can be identified by the intersection alone. as an example of this, i would say, for example, there is a city run parking lot across the street from where i live. it is the only city one parking lot there. if you say the seventh and irving parking lot, there is not some other one that would be confused, but sometimes, calls are refused by people who answer them at dpt because you do not

have a specific street address. well, you know, a garage does not have a visible public street address, and we think when it intersection will suffice, they should be willing to take that. there are too many cases that we hear about and too many cases that we have personally experienced where calls or declined because there is not a specific address given. sometimes, ace this address is necessary, like a car blocking a private garage, and sometimes, it is not -- sometimes, this address is necessary. and the description of an illegally parked the vehicle. -- parked vehicle.

it is the agency's policy where there is an illegally parked vehicles reported, all of the illegally parked vehicles be ticketed, and that policy exists to prevent dpt from becoming a pawn in some kind of war between neighbors. that is a good policy, and we think because of that, there is no particular need to require that information of callers. it is one thing to us the information as something that is nice and helpful to have, but just asking someone should not be contingent on having information that is part of the successful completion of the call. another recommendation we have is about valet parking. sometimes, when valet parking services illegally parked the

vehicle, the ticketing goes to the owner of the vehicle, and we think that we should work with the police department to make an effort to fine the valet service. when they turn the car over to the valet service, they really have no idea what the ballet is going to do to that car, so we want to make sure that valet parking services are following the law, as well, and this would incentivize them from doing that. it would put the responsibility where it belongs. we also encourage the sfmta to go to the staffing level of 2008, with the additional staffing level to be with parking enforcement. this is something that we see a pressing need in neighborhoods, parking enforcement. we still see too much sidewalk parking in neighborhoods. we think that assigning them to

parking enforcement would make sure that they are self funding and would also make sure that they're actually in force, the parking rules. the last thing i want to mention has to deal with item 13, which was pulled from your agenda today. director brinkman mentioned to bringing it back. our understanding at the c.a.c > . is that this was not an open policy issue once this was adopted. if this is an open-policy issue, i would think that i will ask me -- the c.a.c. and see if they want to take a stand on it, but it is my understanding we thought it was part of the budget, and when we approved the budget, this was part of that, so i just wanted to make that

point. if you have any questions about our recommendations or anything else, would be happy to answer them. chair nolan: think you, as always, mr. murphy. we appreciate your thoughtful work -- thank you. secretary boomer: this is no the opportunity for public to make comment on items that are not on today's calendar. we have john and dave. chair nolan: this is how you spend your retirement days? >> we are citizens now. great to see everyone on on mta board. it is good to be able to visit with you. i want to thank you for your diligence service. i