have been much better than we hoped are expected. the ridership started with 300 -- 350, on that order, of people on monday. by friday, it is pushing almost 700. the buses have run very well. i think we will continue to monitor it, but it has been -- most of all, we have not taken any service off the n-line in terms of rail service, but it has opened up space on trains. i have not heard the cries of help from what they describe themselves as the lost souls for a week. so it has also had the benefit of predictable, reliable traveled to downtown, but also

added some capacity for people inside, places like church. i see no reason if we ask ourselves the question, if we look at the k-t line, how do we want to get people downtown? is there an opportunity, or should we be looking at some kind of supplemental services as well? and we will continue to use the ted program data and other things to look at that. this concept is not developed to the extent that the n-express was developed. it was talked about during the service restoration task force last fall, but in light of the success -- initial success, the six-month trial that was scheduled for the n-express, i

to get would be worthwhile for us to look at supplementing service with this kind of thing. finally, our parking patrol officers do an excellent job in a real difficult environment, especially off the 280 freeway, opening the streets. between what we can do is take a look at the whole corridor from the bridge. the only thing i would add is that we have been delayed twice in the last six months in the to get lee. we have lost not just rush-hour but a major time span for the drawbridge that is going up that the port authority owns. we're going to talk with them about making sure that we -- to see if we can work with them to limit the hours that that bridge opens.

i meant to add that to the list. on the traffic management. , i am sang to partner with the parking patrol officers -- on the traffic management point, i am saying to partner with the parking patrol officers. part of it is the police and our parking patrol officers. part of it is seeing whether or not we can adjust the signal priority to accommodate that. is all about trying to get through some of the bottlenecks. that will make a big difference in improving the service for everybody on all ends of the line. even where we have had a number of concerns, particularly during special events and waiting on trains. this is not meant to be an exhaustive list by any means. it is just something that we

would offer as things, some of which we are doing, and other things which are very much in our control. i think we need to move forward and look at these kinds of things to help focus service. i appreciate your time, and i will certainly take any more questions you have. supervisor cohen: i am curious, is mr. mason going to come back and speak to the safety and security? we kind of skipped over that slide. >> do you want to talk about it? >> this is mr. mason. >> [inaudible]

>> good afternoon. i am director of safety and security enforcement for the mta. i want to talk about what we're doing on the t-line with the inspectors in the muni transit assistance. they're deployed on a daily basis, from 7:00 a.m. to 10:00 p.m. at night. they ride the t-line. they start out add muni metro east, right off of cesar chavez. they ride the t-line to get to their post and back. we have folks that are dedicated to the k-t line on a daily basis. they do monthly focused inspections at different stations along third street. we have the muni transit assistance that are concentrating in the bay view area. they write buses and trains throughout the area. they are a uniformed presence to

be -- to deter crime. we work closely with the bayview district police station, with the fare inspectors and the muni transit assistants. we look at different hot spot locations. we work with the sfpd. we use their numbers to deploy the muni response team, and we see the areas where we have major concerns. we will deploy the inspectors with the muni response team out there also. john mentioned the pco's. they held go out, and they go to different locations on the lines. if there are traffic problems, they can direct traffic and help the transit vehicles get through safely and in a speedy manner.

supervisor cohen, you mentioned switchbacks. we have tfi's the go out and perform customer service that to speak cantonese. they give direction to the non- english speaking public. if we know ahead of time, we're able to send those folks out there. we deploy them to those specific locations. are there any questions? supervisor cohen: not yet. supervisor mar: i did have one. after the march 2010 killing and if you other incidents that happened, there was concentrated targeted enforcement and armed police that were accompanying the transit inspectors. there were other efforts made to try to raise a feeling of safety, especially for it -- not

just notriders but anyone filling -- not just chinese riders but anyone filling a vulnerable of someone trying to rob them. a 57-year-old woman was thrown off the platform on the t-line. oftentimes it was not between 7:00 a.m. and 10:00 p.m. what has been done since the different incidents, and another is a history of violence against african-americans riders, too. >> since then, what we have done, there is a monthly meeting to discuss the crimes at different locations and the time of day. we deploy officers according to those statistics that we receive on a monthly basis.

the officers are deployed to the hot spot areas. over the past few months -- actually, the past 10 months, we have seen crime on our system decrease since we started using those numbers. supervisor mar: and the targeted enforcement lasted for how long? >> the targeted enforcement is ongoing. it is never-ending. we do this on a monthly basis. supervisor mar: is it throughout the whole line? >> it is throughout the entire system and also certain platforms. the bay view area, we work with the district station in that area to address that. we have undercover officers that are out on these platforms throughout the day. supervisor mar: certain areas might be more dangerous than at bell ballpark or other parts of the extended lines.

-- certain areas might be more dangerous than in balboa park. i want to make sure we target certain areas with domestic incidents, some people feel safe, even beyond that 10:00 p.m. time that the tfi's are there. >> the tfi's are just a uniformed presence. they are there, but they're not the crime fighters. they're not crime stoppers. if they see an incident, they will notify our control center, to look at sfpd out there. these folks are just there for inspection. supervisor cohen: the tfi, transit fare inspectors. their sole purpose is to deter fare evasion. then we have the muni transit assistance. they reduce the violence and crime.

>> right, there were closely with the schools in the bay view area. supervisor cohen: thank you. explain to me how the ambassadors factor in. >> that might be john. supervisor cohen: when john comes back, i will ask him then. adrianne pond -- supervisor mar: now it is more immigration and engagement. >> means the transit -- muni transit assistance, they were closely with the program. with the need transit assistance, have a writing

system, also. we worked to make sure we are not riding up on each other. supervisor cohen: thank you. that was another question i had, how are you guys partnering. >> thank you so much. supervisor mar: maybe we should open this up for public comment? >> if i may, mr. chairman, one thing along with everything mr. mason said, that has been a very helpful tool, across the whole operation, and the aggressive introduction and improve maintenance program for video cameras. on the t-line, for example,

there are cameras on the station platforms, cameras on all the vehicles. we're in the process of creating the technology for the cameras, and they have been invaluable to us, our resources to will for any operational incidents, as well as some of the graffiti incidents, some of the other criminal incidents. one of the things they would like to point out to people is the likelihood they would point something out to the new people, it is a very high likelihood it would be memorialized in that would be invaluable information that would go on to our security folks, but ultimately to sfpuc. -- sfpd.

supervisor cohen: now i have a series of prepared questions. many of the questions i have the i will be asking have come from folks to have -- who have emailed me because they were unable to attend the hearing today. around the time, it was generally reported this new light rail service would cut the travel time between visitation valley and the south midmarket area by five to 10 minutes. have we achieved that time savings of 10 minutes? >> i just want to understand the question? >supervisor cohen: sure.

>> my apologies. i wear hearing aids. supervisor cohen: i apologize. i did not turn up my volume. do you hear me ok? i can speak louder. when the t-line, the proponents of the t-line were pitching the idea, they said it would increase the efficiency by 10 minutes, meaning it would take, if you are arriving at visitation valley down to the south of market area, that would decrease the right time by 10 minutes. i want to know whether or not he met that goal. >> i guess i would submit that it has met that goal, in terms of that. i guess for the following reasons. the roof of the existing t- line, and the 15 were a little different, but the ridership in

that corridor is up from the transportation perspective. furthermore, we're also position, because of the investment made in infrastructure, along the permanent infrastructure, to support growth that is invariably occurring across places like mission k and other potential development opportunities increase further down third street. at some point, the introduction of additional rail service, with th the next phase along. most transit measures, including the ridership, the accessibility in terms of making all areas of

the city more connected than they were before, is making an investment and continued growth of the area, all of which have been important. that would, in my opinion, make the project successful. from that standpoint. i would also submit, and when i said earlier the line is perhaps the model of where we want to be, you know, the biggest complaint is travel time. why can we go faster? with the t-line, some of the things we have done, the right of way, that has really made a difference, and that has served to be a model for the rest of the system. supervisor cohen: i think what i am looking for is not so much an opinion or anecdotal that it is

hitting the mark or not. i want quantifiable data. i want to know what the t-line was doing. i just want to be clear about gathering information. i am goiback and figure out somr if you don't keep records of the efficiency of the t-line, compared with what the 15 was doing before, at least begin to start to keep this data. my next question is going to be how to the current numbers compare with those forecast before the opening -- how do the current numbers compare with those forecast before the opening? >> as i said earlier, the ridership has grown. to be honest with you, i have to go back and look at what was predicted. if i may, can i ask for clarification on what you want as a comparison between the 15 and the t?

ridership is one thing. we can look it that. supervisor cohen: the nude -- the light rail is supposed to cut down on travel time. is supposed to be more efficient. it is supposed to cut down on travel time -- cut down on travel time. i am not making this up. this is what was put out to the public when the t-line was going down, and it was trying to gather support. i just want to know if we achieve cost savings for the riders. >> i understand. thank you for that. supervisor cohen: what are the most, the highest stops. are we talking about the bayshore? i am trying to get some data around the question.

>> my apologies, again. i am happy to provide that. i am happy -- supervisor cohen: that is what we are here for. sanitizing numbers. >> college and balboa are big ridership points, as you go up third street. i can provide you that. supervisor cohen: that would be perfect. when i see some of the regional bodies here, and i ask questions, 3000 people aboard the train at the bayshore station. i am looking for that information. i want to know how many people are getting on. coming people are getting on and off at third and 20 seconds.

i am trying to understand so we can make it more efficient. >> actually, if you want that, what i will provide you is that -- supervisor cohen: i know, but 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? 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 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 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 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 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 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 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? >> 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.