tv Government Access Programming SFGTV November 30, 2018 5:00am-6:01am PST
>> thank you. >> please go on. thank you. >> thanks. so roughly three quarters of the delay in the evening that we see according to the study is attributable to t.n.c. his. we can also look at the differences and the effects of t.n.c. his across different areas of the city. district six, which is soma and midmarket, it also includes treasure island. it seems the greatest increase in delay. and nearly half of that is attributable to t.n.c.s. by contrast, district -- district three sees about half the magnitude of an increase in delay but much more of it is attributable to t.n.c.s.
nearly 73%. where as, population and employment had a substantial effect on congestion in the soma area and it didn't really affect things in district three which is the north beach area. and then there are other parts of the city that saw very little effects in terms of delay like district four. they saw very little effect. due to t.n.c.s or any other reason. looking at vehicle miles travelled, the story here is similar but with a few differences. again, district six jumps out here with the greatest increase in miles travelled. district ten, which is a less congested, not uncongested but less conducted -- congested network does not show up as much when we look at delay because of the lowered congestion but you do see it here when looking at v.m.t. which simply measures the
amount of travel that is happening. but in this case, it is only contributing about a third of the total. most of what you are seeing here is due to changes in population, housing and network changes. with that, in the interest of transparency and engaging with stakeholders like yourselves and with the public, we developed an interactive online visualization tool that will allow you to drill down to the street segment level on all of the metrics that are driving this analysis. and you can download the data set that lies under it if you are a researcher or an employee. as i mentioned at the beginning, this is a second of a series of reports.
our agency will be working next on a report looking at t.n.c.s and transit ridership and equity we are also working with the sfmta who is working on studies including ones looking at street safety and curb access and disabled access. >> thank you so much mr cooper. that is fascinating to look at. he really lets us know that when we hear from people, all they see our t.n.c.s. in certain neighbourhoods of the increase in traffic they see is really greatly attributable to the t.n.c. it kind of brings it all in to show that the impact is different across the city but where it looks not so bad in one neighbourhood, it's very disproportionate, and people are seeing a horrible impact. i find it frustrating because i know there is so little that we here can do. but the point of these reports,
to the question that director torres asked about the cooperative -- the cost of them, the point of the report is to inform other state agencies about what is going on and help take action. >> that's right. there are a few things that we hope will happen. one, we have been commentating with the cpuc who is going through a rule-making process, encouraging them to use the data that they have and share it with local planning officials. we also just hope that getting this information out there will help people understand decision-makers, most importantly, understand that this is a real issue that needs to be taken seriously. so our agency was just bored, who also happens to be the board of supervisors, has brought up the idea of going to the state and requesting additional authorities to regulate.
>> there are some aspects of t.n.c.s that can be addressed at the local level already. most directly, the curb management. >> it points out how important that is. do i have questions? >> great. thank you for this report. i was reading through it and trying to get to the bottom and looking for recommendations. sort of like he put out all this interesting information and here we are, policymakers, looking at what we should do. there is no section on policy recommendations in the port -- in the report but i wanted to hear your thoughts. i also heard you say you'll be doing t.n.c.s and transit ridership as the next study. but we have to imagine a 50% increase is affecting our service transit vehicles in a negative way and they wonder if you can folk -- comment on a
pulmonary way on the impacts on transit of t.n.c.s. >> sure. thank you for those questions. with regards to recommendations, we were very intentional about not putting them in this report. we wanted this to be, again, grounded in facts, objective, and neutral. and what we hope is that policy makers can take what we have put out there and use it to develop reactions. with support from staff, of course. but we see that as a next step. with regards to the effects of t.n.c.s on transit, again, we have forthcoming work on this subject. there has been a growing body of literature that shows that t.n.c.s tend to take people off of transit.
and this report shows that they had to add to congestion to the extent that buses and trains, particularly those operating on the street, are subject to congestion. it affects them as well. >> i know you said this wasn't about recommendations at this point, but i was wondering if the t.a. was reexploring or talking about the issue of congestion pricing. i know it is a study goshen area we looked at before before we had the traffic and congestion issues we had today given the limitations of the state level and what we can do. it is something that we could do is not something that is being contemplated are considered particularly when you talk about district three, which is downtown. it had a huge rise in congestion >> yes. our board has directed us to look at congestion pricing and we are working on developing a scope for that project now. >> so what is the timeline on something like that? >> i am not prepared to say. >> ok.
[laughter] >> thank you. >> any more questions or comments before i go to public comment? >> one more thing if no one else wants to speak, other cities have looked at a fee on the transportation network companies , but mostly my understanding is that it is compensate for a bit of the loss in transit revenues as opposed to a congestion management approach on the t.n.c.s. given the recent bill that was passed this year that will authorize a t.n.c. fee in san francisco with vote approval. is there something you would be looking into general pricing? which you look at a congestion based t.n.c. fee to address these congestion impact issues? >> with regards to that, i believe that all options are currently on the table. [laughter] >> thank you, very much. we appreciate the presentation and the work and now we will go to public comments.
>> two minutes, please. >> thank you. i did want to -- this is a very welcome reports. it is reflecting things that many of us taxi drivers have been saying for years. and we kinda felt like like we were voices in the wilderness because every time the t.n.c.s would go to the cpuc or go off to sacramento, they would be touting their credentials and people were accepting this at face value. now we have not just this report , with several others that put the lie to that. it is welcome in that sense. it does note that other key questions including transit ridership and safety are not covered and i wanted to talk specifically to the question of safety because it just happens
that in the last week or two there was an article in forbes, which is, you know, basically business publication, the headline which is uber and lift may increase road deaths study. claims, in the study has not yet been published, but the preliminary information about an academic study, you know, comes to the conclusion that there have been more fatalities on the roadways owing to write share companies. which may be a result simply of increased traffic. but other hypotheses such as, again, anecdotally, what we see every day on the streets. the driving habits of t.n.c.s drivers may very well be a contributing cause.
so when you are looking at these issues, it is not just congestion. it is safety and other issues. certainly the city must have the power to deal with this and deal with their own city streets. thank you. >> thank you. good reminder how important it is to have the data. >> hello. i'm with the south of market community action network. we are happy this report is out because it confirms everybody -- something everybody already knew and where we as an organization had been saying since buber was dumped on our streets and that is that t.n.c.s dramatically increase congestion in san francisco. especially in the south of market and especially in district six. further, the report shows that t.n.c.s greatly increase the total number of vehicle miles travelled which is another significant indicator of automobile usage. this is all hugely significant for a number of reasons.
traffic and congestion have tremendous negative impacts. the increase in cars directly increases global warming as does the increase in v.m.t. and idling that occurs. aside from the obvious and immediate environmental impacts, the huge increase in congestion due to t.n.c.s as lasting negative impacts on the physical and mental health of residents, workers and community members, including families and children. it is completely unacceptable that streets are clogged with these ridesharing companies that exacerbate the neighbourhood his existing pedestrian safety issues and this is an issue that is really about community health and healthy communities. about children, families, seniors and people with disabilities and some of our city his most vulnerable's residence. this study must be a wake-up call to the city. regarding the text sharing economy, t.n.c.s and the need for aggressive regulation.
the unregulated nature of t.n.c.s in san francisco has led to an unprecedented level of congestion with the south of market shouldering a disproportionate burden of this reality. in addition to the fact that an entire taxi industry has been decimated by companies such as uber. that city and sfmta must address these out-of-control t.n.c.s. thank you. >> thank you. next speaker, please. >> thank you. the report that the c.t.a. did has led to a ballot measure that peskin is putting together for the tax congestion tax on uber and lift. it will raise $30 million a year projected but based on 70 million rise. is 40 cents a ride. can be passed on to the passengers. and spokespeople are very happy with that solution.
but i don't think it goes to address the root problems that t.n.c.s are causing. the traffic congestion. this will not get better. pollution, unfair business practices, rampant insurance fraud, a.d.a. violations, deterioration of all workers' income. you look at the business model that cooper has, they are using venture capital to create a monopoly to destroy legitimate competitors. i applaud taxi companies for having filed an antitrust lawsuit a couple of years ago against uber technologies. and interestingly, three days ago, a writer, -- a writer says the inside story of how uber got into business with the saudi arabian government, saudi arabia royal family now owns ten% of uber. the same people who murdered a journalist, apparently. there are bright spots that have been shown elsewhere.
he has worked well over the years with the taxi industry. we are challenging on you to be the best and the brightest and find a way to get half of these uber his off the street. there will be so much less traffic to get places faster. at the same time, you will be able to help people. you need to keep the taxi industry healthy and cut back on the insurance logic -- fraud. there is rampant insurance fraud i have run out of time. thank you. >> thank you. do i have any more public comment on this item? seeing none, public comment is closed. thank you, again. is very valuable information and we look forward to the next report. thank you. >> thank you.
welcome. >> good afternoon. although i think we are approaching good evening. i will keep my remarks very short. i am the acting director of transit. with me i have janet, our v.p. program manager and monique, who is our director -- deputy of capital finance. they have been tremendous partners with the agent we are bringing to you today. i will start with the bad news first. the bad news is that this is old and they're getting old. as they get older, they are becoming increasingly hard to maintain. harder to get parts.
we are having to do reverse engineering because we don't even have a parts pipeline. and as you know, a major breakdown in the subway can create a bad day for an entire system of customers. the silver lining, the good news is that the program has delivered on all of our expectations and promises. it is a reliable vehicle.
it has the advanced customer information systems that we have an innate high transit using city. and that was not by accident. that was through the leadership and a really strong procurement process. so what we have before you today is an information item to let you know that although there is a lot of things that have to happen between now and then, it is our recommendation that we look to expedite the replacement of the fleet. so that we are on track and exceeding our timeline for the first 68 vehicles, which are expansion vehicles. they are desperately needed for our crowding and for our
customers. and we are now looking for opportunities to bring the replacement portion of the contract quicker and also to shortage in its overall timeline that will reduce the amount of time we spend with a mixed fleet , which in and of itself, is a complication in terms of maintenance and it will really expedite getting an excellent service product to our customers i know you guys have had the presentation, i think i covered a lot of the highlights. this is the current timeline. as you can see, we are talking about the hundred 51 replacement of the current. at a stretch over a an extremely long. for financial reasons when we bought these, we did not have enough money to buy it in a short duration. so that got stretched out. but there are a lot of
trade-offs with that. and most immediately, not having the new vehicle sooner. the vehicles themselves, we are getting tremendous amount of positive feedback from our customers. they are more spacious and more energy efficient and quieter. they have advanced accessibility features. we are getting some negative feedback related to the interior design on the seating. the great news -- >> i'm not alone. >> you are not alone. the great news is 151 as an opportunity for us to internalize and respond to the feedback. so that is part of this process. is in addition to some smaller mechanical fixes that we need to make based on how the vehicles are performing and some of the feedback we are getting from mechanics, we are also looking at this seating issue is one of
the primary things that we want to address. our main ask today is to build on the momentum that we have. to take advantage of what is already an institutional knowledge, both on our side and on siemens, which could be lost by an extending gap in the procurement and in the process. i think that the document that we shared with you kind of documents some of the financial positives as well as the negatives. some of the costs are associated with the financing of purchasing the vehicle sooner. but there is a lot of financial benefits that we anticipate, including not having to pour a lot of money. we will have to pour some money, because we still need them, but not having to pour a lot of
money into expensive capital campaigns, as well as just the fact that the new vehicles, because they had a lot of input from maintenance staff in their design, they are easier to maintain. easier to do preventative maintenance. more efficient for staff resources. so our two key benefits are we are not spending money to maintain old equipment and we are getting benefits to customers sooner. >> yes. >> two things. first of all i think it would not be fair to her on her last day here to not point out that one of the reasons that finance costs for this will be so low is because she has done such a good job maintaining our credit rating and that sort of thing. is a finance cost but it could be worse if we were in different streets. this is a great presentation. i'm supportive of what you are doing. the one question i have from a customer service standpoint is this. as i envision this, the idea of
a mixed fleet, going forward meant a bigger fleet and meant that perhaps the use of three, perhaps even four car trains where we really need them. take for example, the klm rolling through castro, already full. and expanded shuttle service. my understanding is the goal is still to give as much life as we can out of the old lrp and have the biggest fleet possible. but it is just when a vehicle is -- there is a point where it is better to take a vehicle out of service because it is likely to hold up the entire tunnel and we are managing that. is that the correct analysis of this? >> if i could, what we are aiming to do is speed up the acceleration. or to accelerate the replacement of the vehicles. not to -- we would still have, at the end of next year, before
we will have 68 more vehicles than we had 20 years ago in service. we will be at that level until we potentially exercise the option. at the back end of this, for an additional 45 vehicles. what we change during the time is the mix of the different vehicles and we want to accelerate changing over from the vehicles. we will still have the 200 and something vehicles in service and we want to retire the old ones faster by replacing them. not just parking them, but by replacing them with new siemens cars. to the extent that we have vehicles that we can't make it perform reliably. they are because we need to make but the real purpose and what we are proposing is not just to put cars aside, it is to replace them with new vehicles spewing to the extent that we have a new vehicle and an old vehicle that both work, will keep them both rolling and not just replace for the sake of replacing.
>> correct. the 68 are all expansion. it is keeping everything we have in service and adding, which is a very significant increase in the fleet. >> that is the key point. thank you for clarifying that. >> go ahead. >> the seating -- >> there were so many complaints about the seating. >> that is just from malcolm. [laughter] >> he hasn't returned my calls. are you kidding me? >> we owe the board and we will be coming back to the board with a summary of what we are hearing some feedback, the process and some options to consider that we would be able to potentially pilot within the existing fleet and have resolved before we go into production. >> that is what i have been hearing from people. [please stand b
ihenacho inasmu i will call to order the san francisco transbay joint powers authority meeting for today, november 8, 2018. can we call the roll. >>clerk: all right. and prior to calling roll, i'll note for the record that michael hursh is joining us as a member of the public, and on behalf of supervisor kim, katey tang.
with that -- [roll call] >>clerk: as well, mr. chairman, you do have a quorum. go ahead and call your next item? >> yes, please. >> >>clerk: item three is communications. i'm not aware of any. seeing none, directors, new and oral business. none. item five, executive director's report. >> good morning, directors, i will begin my update by providing you with the progress that we're making toward the reopening of the salesforce transit center. i would like to assure you and the public that we are working swiftly to determine a cause and reopen the facility, but we are balancing that with our responsibility to conduct a thorough investigation and fully cooperate with independent risk review and over sight provided
by the metropolitan transportation commission. we are excited to welcome the public back to the transit center and the park. as you know, the first step toward reopening is to install a temporary shoring system, and we did so at both fremont street and first street locations. we reopened fremont street on sunday, october 14, after the shoring was installed, and we were able to install the shoring on ninth street during night to minute muse public impact. with the shoring system in place, we were able to take samples of the beams in question on fremont street and smaller samples, as well, from the beams in question on first street. sample locations and findings were proposed by the tjpa and the contractor and accepted by our independent review panel. the samples were then shipped to
l.p.i. laboratory in new york. the testing facility agreed upon by all parties, including the peer review panel. testing is underway to determine the cause of the fissures. we expect the results later this month to tell us the findings and determine a repair. after, we will did he right lane open a schedule for implementing the repair and opening the facility. i assure you, we will work as quickly as we can, but we must ensure a trusting and thorough investigation to win back the trust of the public at large. i would like to thank the peer review panel members for providing us with over sight,
expertise, valuable input and for their expeditious reviews. later in the agenda, the tgpa construction manager will provide more construction details as part of the update on the transit center closure. moving to phase two in the downtown extension, we received the final comments from the federal transit administration for the supplemental environmental documents on friday of last week. we have since discussed with them the comments received and incorporated their input in the final environmental documents. we expect to find f.t.a. the final document. barring any delays on obtaining f.t.a. signature on final documents, we plan to submit the fire e.i.r.-e-i-s for your consideration at the board meeting. as you know, the san francisco county transportation authority board passed a resolution to
suspend tgpa's $9.2 million extension 30% design. this suspension of funding will stay in place until the san francisco city controller's office conducts an audit of tgpa's management and delivers phase one and delivery of phase two, the downtown extension. i will report to the commissioners that the tgpa welcomes this, as it will provide tgpa with valuable lessons learned. [inaudible] >> -- california high speed rail, and sfcta. we work with sfcta executive
director, tilly chang, and the san francisco controller's office to complete these two efforts as soon as possible so that funding can be reinstated and work on the downtown extension can resume. moving onto transit center operations, as you know, all bus operations continues to be conducted from the temporary terminal. since the transit center's temporarily closure, we took steps to reduce staffing levels on all our operational activities. we also developed a schedule of required ramp-up time so we can be ready to augment staff when the transit center is scheduled for reopening is developed. next month, we will present the board with impact the closure has had on our operational budget. we were working with pearl media, the advertising and social media time to rapidly start the social media and rapid
response team once the park opens. we will be ready for a full schedule of park events as soon as the park reopens. later on today's agenda, we have another lease for your consideration. as you know, retail is one of the long-term strategies for generating revenues to fund operations. our current operating projections for a stablized year is approximately $32 million. our projected revenues is approximately $18 million. the remaining $14 million will be generated from toll funds and operator subsidies. we expect to get approximately $11 million from toll funds and $3 million from the operator subsidies. in addition to generating revenue from retail and advertisement and other activities, we are also identifying efficiencies and
looking for other revenue sources for the center. we'd like to close by saying i understand how important the transit center is to the bay area and the state. it's an economic driver for the neighborhood, creating direct and indirect jobs, generating sales tax revenue for the state and the city and providing permanent jobs for people that need them. we will reopen as soon as possible, safely possible, so that the entire bay area can once again benefit from the investment they have made in the transbay program. directors, at this time, i would like to present with you the project leadership report, and then, i can take questions. dennis? >> thank you. good morning, directors. this will be our third quarter 2018 labor agreement. we go through labor and administration, labor statistics and finish out with the
apprenticeship trend. we held our 26th joint administrative meeting on the 20th, went through our regular agenda. it was a fairly -- very straightforward meeting. very little report came in from the unions, and it was our first meeting with our new san francisco building commission -- building trades person, tim paulson. we went through apprenticeship programs. in regards with labor for q 3, there were no labor stoppage for incidents, but there were zero incidents, and of course no lost time in third quarter. person years, we do have our breakdown that we have throughout the bay area and central valley showing that we have about 5.5 million hours of
labor. regarding the apprenticeships in this graph that we've been showing a while now, you can see the far right end, it really does show as the labor was ramping down, we still are holding that yellow line, greenish line, depending on how it looks on your monitors. they're providing the shift perthe p.l.a. still, and we're essentially at 99.99% of the precincts reporting. also, on the bus storage facility, the construction company, they have achieved their apprenticeship goal. that completes my presentation.
if there's any questions. >> questions? yes. >> quick comment. i just wanted to thank directza for coming to us and reporting this. thank you. >> thank you. >> comment. >> yes, director -- >> i appreciate the peer review. i think we can always get better. i would just suggest, as i mentioned to director chang, we also do an apt peer review. apt has done peer review as they were here last week for caltrain. having autos set of experts looking at it from a -- having a different set of experts looking at it from a different set of
eyes could benefit us. >> okay. >> comments on a similar line. i appreciate the report, thank you very much. i want to make sure we don't get focused on the o-rings, so to speak. i don't want us to focus on the issue that we're currently facing. i'm glg i'm going to have to face our board, the public, and the entire facility. i appreciate the way this is being handled, but i have to double underline, if anything else happens, it will be something we can't potentially recover from. as i guess more involved with this board, i want to make sure we're looking through the entire facility to make sure nothing else happens. thank you. >> any other directors? thank you. >> director nuru, if the board is in agreement, i'll be happy to follow the advice of vice chair zee and do another review. >> i think it's good to have as
many sets of i's that we have and dot all the i's and cross all the t's to make sure we don't have anything like that again. >> it may be worth coming back to the board. if you explore kind of coming back what that would look like, kind of scope and timeline. i think there could be great value in it. it could also be a very long and slow process, so we may want to balance that, if that's the case, will it be effective if we get an answer a year from now. so just having an understanding of what that might look like, i think would be helpful. >> okay. you're also getting into very different set of issues as you're going into that project, so you might also want to look at them that way.
>> okay. >> go ahead and call your next item, item six? >> yes, please. >> is an update on the closure and repair of the salesforce transit center. >> good morning, directors, ron and i will present this. it'll be a combination of the shoring, repairs, closure update, and my presentation builds on previous items that you have seen in the past, but i leave them in there as reference, and ron will come up and reference on other items that are going on with the rest of the project, so we'll both be up here. so i bring this up as the bus deck, this red line is the two ghirardelliers since september 25 that we've been discussing.
the two columns on the outside are the supporting columns and the one in the middle is the girder. the bus aisle is supported by this. as we've seen, we did have that -- i bring this as reference of where this is at, the crack in the round area. that's what we call the flange. i will refer to that through various other signs. that's the bottom part. if you picture the girder as the i-beam, that would be the bottom part. this part is the web, and i'll refer to that, as well.
[inaudible] >> -- to receipt lines are up there. what it looks like below in the train box are these two levels. this is what's -- the steel supports, those red items in there are jacks that are applying a load to whatever the surface is above it, and in snugging it up so there can be a transfer of load so the repair can be made in there. when you come up to the ground level, this'll probably be the most recognizable because this is where most of the public can see. this has been in place now for a while. those similar jacks are in place as they are pushing up on the bus deck and taking about 70% of that load off of those girders. in the meantime, fremont street has been flowing with no issues
since we opened it october 14. now up on the bus deck level, this is the shoring system that was installed. this is mainly what it happens since the last time. these are newer pictures. this is a system that's taking -- like i said, 70% off the girder that had the crooks. some of those bracers or kickers out there is a seismic. there's a seismic criteria that's been built in that's at the full design capacity at this point. you know, the seismic or drift as some would call it has been totally built into this shoring system, and it's not being treats treated as a temporary in it to ensure the redundancy in it. so on the right-hand side, you see the pictures of what you're
looking at is that flange. you can see the crack is to the left of a stiffener. if you go down to the base where it hits the flange, there happens to be the crack in that particular spot. if you refer to that item or drawing or rendering on the left, you can see the purple or bluish, that's the sample area or cut lines. it was determined by both parties that it was very important to cut this out. we've done that for both girders at fremont street, so essentially we took out four samples, and i'll show you those a picture of. i do note on the rendering on the left, you see some pinkish
itself at 70°, so it kept it relatively cool and allowed them to take that out without doing any damage. all parties agreed on where these white lines were, and when i say all parties, the peer review, to herrick, the fabricator, and the supplier. so we have everyone because that's been the only way we've been able to move forward is to ensure that all parties have that full access. so that was the operation. it's actually an amazing operation with a lot of pulleys that it works through, and was -- and those samples were taken out. and here's pictures of those samples out. each weighs somewhere around 600 pounds each. they're -- two of the four came completely apart, and those were up on the table at the left-hand
picture where they're in two parts, but the ones on the pallets, on the r-handside, were still intact, and those were shipped that way. we shipped t-- the smaller piecs were shipped air frath, and tei the other ones were shipped ground freight. we had everyone -- all parties from the peer review, which is actually the peer review member who is in the picture here with the beard, and then, also, we had every one of those same contractors, fabricators, and the materials people, also, they had full access, and nothing was moved without making sure that everyone was aware of what was happening and was on board and agreed upon. so then, those, now have been shipped. they've all arrived -- i believe
all of them have arrived now. if not, they'll be shortly. so this is that same rendering that i was referencing. this is that same one, just a little closer. you can now start seeing that there's individual little coupons, little pieces. that starts showing you -- it's almost multiple layers. they'll do the exterior layer, the midpoint, the corner point. this is going to be sliezed up into many, many different pieces to perform the tests that are on the left-hand side. this is a list of all the tests that were agreed upon now that are moving forward as they machine all these little pieces and start the process of testing, which is started already, they will then go through this litany of different tests that they've all agreed on. once the tests are getting close to done, we're going to have another round on next wednesday where all parties are going to converge on l.p.i. to get that
last chance, after maybe some initial results and inspections of these pieces, there may be additional testing that may be required that the peer review may want. maybe such the parties such as the fabricator or the materials person may need additional, depending on how initial test results are coming out, so that's why there's a little bit of a process here, but we want to make sure we take the steps properly in everything we do and make sure everyone's involved. but there's a long list that will be done on all these samples. so for schedule, at least for -- this particular slide shows an as-billed in october and pretty much what's happening in november . it just pretty much showed -- this would be november 1 through 30 in this slide. it just shows things that would go on in december and beyond.
it does show the as build as we opened fremont on october 14. we are done with our sampling. as the blue line would indicate, we are in the middle of that testing procedure. it does show two weeks, but additional may be required depending on what it shows us next week. that gets us into the all very important element of findings and results. that's where we will get our root cause. once we get that root cause, then, that's where the finalization of the design and the actual fix comes from, so we're getting methodically to that step as efficiently as possible, and then, the design will be reviewed and approved by the peer review. just as a quick update on first
street, similarly, that's where we have identical design over there. there still has been no cracks, no identified items looic thike found over there, but we continue to look in that area as well because of a similar design to ensure what is necessary, if anything for redundancy over there. what we have in place is currently a three-level system of shoring that are ares at the train platform level and -- -- that are at the platform level. almost identical pictures below grade. it's essentially an identical design that's below grade at first street, and then, above grade, this is what it's been looking like since we installed those for stablization, and first street has not had any
impacts since -- we did this work over night, and it's had zero impacts to rush hour or no impacts on first street with the split-lane configuration. what we've done, we did do a lot of nondestructive testing at first street to make sure there's no cracking, ultrasonic testing. there's several types of testing, the litany of nondestructive that you can do was done, but we also took samples. these are small, 4 inch core samples, what's being tested now to confirm the -- basically the strength of the hardness of these girters over at first street. [please stand by]
>> good morning director. i want to recognize dennis and the engineers and the contractors for their hard work in a short time frame to address this problem. from day one, we had mapped the approach was going to be just stabilized and analyzed with benefit of pier review. we're on track in a measured manner i want to express my appreciation to the team for advancing that. we haven't lost sight that we
want to finalize the phase one construction clos to close touts portion of the program. in terms of budget, we're in a slower burn than we had been. we committed $2.1 billion and expanded it to $2.09 billion. that was about delta 6.7 in expenditures and 4.7 in committed over the last month. mostly attributed to the extended period to address the close out as well as capture some of the latter trade packages that are coming to closure or maturity. in terms of forecast, e.a.c. remains the