add additional service >> what's the timeline for - that you're going to be using as you consider those options. when will you make a decision on the option if at all >> again we've got some go ridership data as i tried to indicate what that so we need to see this is the best option where is the additional demand what parts of the city and times are we not servicing where are people needing to go so those options may fit or tweak those options a little bit to adjust. so we want to get to, however, quickly data is collected on

origin and designation you're talking weeks >> so when you were talking about in your presentation about ridership could you industry to me your overall city ridership particularly in the evening what part of the city is it coming from. >> each year. >> i think i heard you say something about working people. >> yeah. in 2013 we did on a agency wide survey we found that overnight on a typical week night there was 54 hundred riders. and the birthing subset of the riders some 13 hundred were on the mission corridor.

the second birth group were on the l car very well bus and the end june bus after the service on the l line pieces we mirrored that with buses i'm happy to provide the committee with the day that we have. part of what we can do is based on the customer survey we can give you the origin and we've learned that 85 percent were coming and going to employment >> thank you, mr. alley. next, we have bart the bay area rapid transit districts. bart are you here? i don't see bart.

oh, bart is here welcome. >> i'm jay manager of schedules and services within bart's planning division. i have our colleagues and chief engineer and our director of customer access mr. bob franklin and others community relations department that can answer questions. in terms of bart one of the challenges that bart faces we're an aging system. the ability to provide additional service in the late night hours is extremely problematic. we are faced with replacing tracks and power systems and everything in between. i went out yesterday morning to

meet with folks and we're facing big projects that are chooj us from rehabilitating the transbay two as well as incorporating a new fleet of cars. that being said i've worked late night in the operation control center that got off anothers 2:00 a.m. i was able to get on the all bus late network. i ago with the speakers there's a network out there that a lot of people don't know about. one of our golden's is to lend the service that bart provides with the other services that are out there in order to make them more available and expand the connection activities on a regional base. i believe that is for the

transit as well we have a project underdevelopment with the acting development to look at a pilot project to improve capacity and that's an ongoing project >> currently, the transbay bus service in terms of it's frequency and the extent of its service do you think that's adequate for the needs not only for patrons but workers getting off late. >> my personal experience it's a good basic network it has a higher frequency on friday and saturday nights for the transbay. and on monday through if i it's hourly service. hourly service is certainly challenging but if it's a

reliable service people can feel comfortable with it and so long as the busses show up on a reliable schedule it's something you can build our schedule around that's what i used to do. i know we see transit is here but where does that end in oakland >> the service i used was the transbay alternative to boortd i board on 14th street and it comes across the oakland bay bridge and exists octavia and that's a connection point with the outline network. it precedes done market street and going back to the temporary bay terminal and continues and

connects with other overnight services >> i mean, i know that one of the challenges from the late night services especially from san francisco to east bay it might mean especially, if you have to make a connection late night it can took a long time for someone to get home. >> i think one of the things about the existing network there's a inhibiting system. i was riding a late night muni bus the end june and met with the 90 at the van ness and market street's. 3 buses waited for the connections and the trans bus came up and stopped at the mta headquarters and on the oakland side. the network has times transfers

at the 14th street that connects with the rest of the network that provides service as far north as richmond and fremont. they have supervision out there ever evening. the times i used it personally, i was able to make the connections i needed to make. i'm a super transit yourself. i know there are sdshz when bart stops service how do i know what the next service is about it 511 or in terms of growth for us to reach out and show the other choices. i think building a stronger network is the chiefable first

phase in improving the late night activity >> i know this the the perpetual discussion on friday and saturday night i think there are comparison of having to deal with late night sort of what could be long haul bus service with a connection vs. bart the two are not really in the practical not comparable and bart is quicker and more efficient. i think the questions you guys ran twenty-four hours service for a pilot i know you have to do a lot of track work it's an old system in terms of the infrastructure needs. but, you know, there are also ways especially, if your rhine even if sporadic train service all night i think that bart has

more flexibility than muni in terms of switching over. are you saying that wouldn't be possible for bart to figure out >> it's not a matter of figuring out. right now monday through thus they have an hour of working on the tracks people see bart open up to 4:00 a.m. i've got a chart i think this will present the information it speaks to the amount of time to do productive work on the tracks because we're a hundred and four mile system what we do we use the hour monday through thursday and preparing for the big projects on the weekend.

once we've got the longer than periods of time we do the lower risk work so that in an hour we can replace a couple of ties and rewrap areas and do rail grinding but the system can open another 4:00 a.m. the next morning when we do larger projects on the weekends the risk is greater because we're ripping up more material and we're aging we're past 40 the system is in more needs of doing bigger overnight projects. it doesn't making take one-track out of service but we have to disconnect all the systems. there's a new directive from the

public utilities commission we're working to make sure we've followed very, very cell and that's general order one hundred 75 that places a lot of requirements on how and when we where we do work to make sure we're safe. we're facing bigger challenges than in the past >> i know this debate has been going on for decades. there's a lot of constraints but when we try to image had we never built bart at all the negative impact on the bay area and, etc. it's such bart in so many ways is the heart of the bay area transportation system. you look at the middle of the night it's gone.

i don't know, i'd love to find a way even if only on friday and saturday night find a way to make bart go later. it makes a big deal. i know you have a lot of constraints i'm not disputing that. >> those later nights those are the most productive and valuable nights we've got. we realize is counterpart needs >> i'm sorry the bart life nights. >> with the seven hundred and 8 trains and the 4 hundred daily passengers without the proper maintenance we don't have bart monday through friday or at all. we want to rebuild the system to improves the viability overall and how we do maintenance and luke ways to reduce the time it build up a task.

right now we know have the technology or the abandoned width to do that. we just recently completed a preliminary face of the transbay two. we're about to embark on a large project to improve the reliability and that's an 8 to 10 year project. i'm struggling to find a balance between good customer services and providing more capacity. and we've got a delicate balance. i work with our customer service division and government community relations and maintenance and engineering. we're produced of the service we deliver. we understand the needs of the region, and what we're trying to do is maximize the relationship

with our partners to provide the best networks of services. we know there's gaps and we're eager to work with all our mta partners to find a way of expanding the opportunities that are available to everyone >> thank you supervisor kim. >> thank you. i want to be sensitive to the time i know that a lot of people are waiting to speak so i'll leave my statements as comments. but i think it's a choice that bart makes when workers are prioritizing so you want to have shorter times. so i think it would be helpful to get data on the numbers and i know this is hard without the pilot projects. when bart was running when the

bay bridge was closed it was amazing it was great to have night time services we're impacted that he congestion on the bridge and not having all the cars on the streets but having a more twenty-four hours bart system particularly on the weekends would make a tremendous impact when i talk to restaurant and bear owners it's transportation that's important. so many of the workers live regionally anyway so we don't want to rely on bart but because workers live outside the city they don't think on bart and either they can't own cars or even if they do have them they can't park near the restaurants.

that's the one thing i've stated to kind of talk about the priorities but it's hard for me to explain i know that bart is not under my jurisdiction i have frustrations. but it is hard to really explain to folks when they visit other cities why bart can't run twenty-four hours and new york city has a twenty-four hours transportation and others countries. new york has an old system so it's hard for me to say our tracks are older. it's the other point i hear from our constitutes >> one of the things about bart we're just a railroad we're not a bus system we can turn to

within our organizations. we don't think our regional partners and comparing bart to new york transit i'm an "x" new yorker they've got the benefit of redundancy. they've got multiply tracks 4 tracks and ultimate lines available. so bart just has a single spine it depended on and that's the most critical plan in our system we don't have an easiest so that. when we're doing our track maintenance a lot of the work requires two tracks we've got employees would work between the tracks. decisions that were made 45 or 50 years the frustrating consequences i have to deal with doing the best possible service.

i want to say that we don't our decision michael we try to make it data driven how can we do the maintenance with the few it amount of people or what's the most benefits for the service plans. although we have done surveys and we know that early morning workers tend to be more for minorities and low income populations we understand that and there's if you choices available to them. that's why i'm hoping with a good region outreach the alternatives that are out there can be made available and understood by everyone that nodes an alternative. but we look at the numbers we look at how - >> can i ask a question about the numbers. how do you know what the numbers

would look like on one and 2:30 how they compare to thursday and friday >> that's the best we can do is with when we were running the bay bridge closer. there was a ticket ryan between one and 3 in the morning but i'd have to forward the committee the numbers but acknowledge a few thousand workers take advantage. we were providing transit city and we worked with them and now that was part of a big plan to deliver the offer overnight service but we had to look at the inspections deferred and projects that had to be

postponed. vehicles that we couldn't get into maintenance shops we faced a challenge in the weeks after running the one additional week of service to get the service back into service >> thank you. >> you're welcome. >> thank you very much. colleagues before we get to ac transit i wanted to ask kevin carr oil from the hotel council to brief us the hotels are part of the night life >> good afternoon, supervisors. thank you for taking on the topic of the late night transportation. when i think about the hotels sell sleeps but our night life restaurants sell the fun. the fact we can work together on a transportation solution is

important. we have 2 hundred and 15 hotel and 24 thousand employees 57 percent of our employees work and live in san francisco. but we have a great number of employees that commute from the east by the way. your shifts work all night and a lot of our employees like the night shift is gives them more flexibility for their families and so people run into issues especially getting home in the morning. i've heard you mention the late night for employees that get off on the swing shift it's difficult because if a an employee is late to relieve them and if they miss the train it's frustrating. in the morning it's an issue

with 5:00 a.m. with the employees getting out with the limited service. how are they on weekend schedules don't work when you're working twenty-four hours a day. and then the shift is definitely something that can make a difference. i want to suggest we'll be happy to provide information and work with our employees to try to find out what types of other situations that our employees with running go. our residents rely and definitely our employees are relying on this. so i want to thank you very much for your time >> thank you, mr. carr oil. i want to call of ac transit

>> good afternoon. bart staff covered our network description quite well or i want to add the spanish service it's basically, when bart is not operating it's between 1 and 5:00 a.m. and we expand that on the early saturday morning and 12 to 7:30 on sunday morning to match the bart schedules. we're working to implement a pilot the pilot will look at 20 minute frequency shaefd on the thirty minute. and this services the fire stations along the southern part of east bay ambassador with the

pilot service we're extending the service in terms of distance all you have our late night service stops at van ness we'll be extending that and try to start at 24th street we'll need to work with mta to see where the bus stops will be staged >> i want to thank ac transit given the situation around bart it's like this eternal grudge match between everyone in the universe who wants bart's to run twenty-four hours. i think it's everyone in the universe and bart, you know, expecting some legitimate log cool problems and i'm an eternal

optimistic i hope one day we'll have twenty-four hours bart's on the weekend butt but this is truly a lifeline for the workers in particular. so i'll glad to hear our working on increasing the overnight frequency and working on bart to increase the system. and as we put together a working group we'll invite ac to be part of that to improve the system >> thank you. >> thank you very much. okay. i want to thank all the presenters. at this point, i'm going to open up for. i'm going to call some of our cab and riding providers and additional people from the

entertainment commission. so first with our entertainment commissioners. i see commissioner lee arrest i'm mr. hyde with the entertainment commission. i'm going to talk about what the night life transit will help me as the neighborhood representative one of the things we have is parties in cars and i'm working with several bars it gets them into trouble if we can reduce the number of parties in cars we'll be doing night life a favor and i don't see how bart can't run twenty-four hours as well. also on broadway i've been advocating for a cabstand because the neighbors want it and it's impossible to get a

cabstand on broadway. they said it was possible reducing the number of liquor licenses and the cabstand is a much less regressive way of handling that. and then also where i live and i think of district 10 as well as i'm out in the o m i it's hard for me to get home and doing a lot of work in entertainment especially, as a lady i have to pay a lot of money and as someone who cannot make money in entertainment it kits back on opportunities. and others have that problem and also party buses i'm glad audrey

mentioned it people use party buses to get here and back they can drink and party and throw up on the neighborhood and not spend money in the clubs their reducing the go healthy integration of the night life and neighborhoods. in the a great step to start and find a way for solutions >> thank you, commissioner. >> good afternoon. i'm the industry rep for the entertainment commission and a shoulder of my club it is a challenge because we're considered with the freeway is a boarder line of people that want to maybe take public transportation but feel unsafe walking from bryant street going towards market.

so we have lucky will i a big influx of transportation we get for cabs obviously a little conflict within hoover and link. but my customers used public transportation s if there's something on market street that's going on around 1 or 2 but getting to a venue that's safe. we don't have a bus system. the central subway is in front of my place that's great and as a constellation on losing my white zone i'm going to ask or make a proposal for a taxi stand where the utah is or where cabs can drop people off