even with the acceleration of the l.r.v.-4s, we need to keep the majority of the bredas, we need them to last three to four weeks, with the majority needing to last six years. so we're taking a vehicle that is already not performing for us and figuring out how we can limp through this next three-to-five-year period. we looked at what would be needed to do a completely rebuild of the breda, to the tune of $80 million. what we've done instead is look at the $10 million of most crucial investments that would get us through this period. in addition to the components that ana identified, we are looking at two critical components in house that don't need parts replacements but actually do need kind of continuous adjustments to limp along. so our big breda overhaul involves what we're doing with staff time. the first is coupler adjustments. it's what holds the two trains together, and when the trains are not perfectly aligned, we end up with all sorts of other related problems. the doors don't work, and other problems. we are as a point of practice, every 20,000 miles, which is about every s

battery powered buses which is exciting and the expansion of the fleet and the expansion 'ute of the l.r.v. fleet and we may not achieve a reduction, but deafly a reduction in the increase associated with that. >> supervisor mandelman: thank you. and maybe that you can about what we can do for the long suffering businesses that have been dealing with many years long projects. >> yes, and this is something we work closely with the mayor's office of workforce and economic development on this. and i believe that right now there is even a study being undergone by the -- i think by the board legislative analyst on these programs, which may help us in the future, but looking at where we do the best good for each of the projects. and this is evaluated on a case by case basis to what is of most benefit to the merchants and the public for that particular capital project. and we would be doing this with very extensive outreach and planning and stakeholder input and with the help of the mayor's office and economic workforce development. i have not actually seen a precise programming for this $5 milli

when we acquired the l.r.v. 4's, we did a request for information from the industry, and we said these are the -- our challenges, this is what we're struggling with. what's the state of the industry, and then, we developed a performance-based spec. so for example, in the bredas, we said exactly how we wanted the doors and steps are designed, which ended up with a model that have about 100 mechanical levers, all of which have to be perfectly aligned to work. second, we said the doors and steps aren't going to breakdown except maybe once a year. how do you want to design them to meet that criteria. that was the first issue we encountered with the bredas. the second issue is whether this's a bus, a train, any sort of public vehicle, when we say the useful life is 25 years, it really means the shell can last 25 years. so the system, to continue to perform at a very high level, it needs a full new life overhaul, which we have built into and is sort of one of the cornerstones of our bus program, but it's not something historically that the agency has done. so for the bredas, we've done these

i think the first move from the one seat to the two seats in the l.r.v. is there would be more people standing, and i certainly think that that's the reason behind the new york sort of longitudinal seats. i personally don't see it. i see people standing two apart. and that's what's happening. especially when there's only two support poles, that's all that can stand safely. so until you're going to change the support mercnisms, which i'm not in favor of, you've changed seating availability s is -- availabilities with no change in support mechanisms. so as you look at the seating capacity g capacity -- at the seating, i would not look only at customer feedback, because customers are only going to be focused on the comfortableability of the lead. if that doesn't lead to added capacity, which is the primary transit benefit of the new seating capacity, then i think that really counsels in favor of going back to the original muni design of two and two. but please consider that other factor. then, as far as the castro switch issue, director torres was very gracio

and of course the municipally l.r.v. we had our new meet and greet facility, in the yslais creek area. s are westbound ru s -- we are preparing our south gate road and again coordinating on pedestrian path projects with the regional and state agencies. oversight focused on transbay. we had a wonderful focus on opening the center in august and unfortunately did discover the cracks, but to some degree, that was lucky because we wouldn't have wanted to discover that in a different way, so it was fortunate that we caught it, and the tjpa is actively working with a peer review to understand the causes and to converge on a fix. the downtown rail extension, as i mentioned, made progress. we had done some tunnel track design peer review studies with a panel -- an expert panel that advised on whether we should have two versus three tracks reading into the terminal and conversion on the three and rusing the tunnel cover was very important as a result of that work, as well. we are moving ahead with the d.t.x. over sight and manageme