Tuesday, August 25 Charles Haletky 8/25: I won't add my two cents of experience with the ATCS - we all know it stinks. But POP is a PR disaster. I (a streetcar lover and avid MUNI watcher) did not know about the new push-button door openers on the outside of POP-equipped Bredas until I read about them in Sunday's postings. Not one word was written in any of MUNI's POP announcements about passengers opening doors from the outside. Monday afternoon, on my way to work, I boarded a two-car N at 19th Ave (5 minute wait) by pressing the button on one of the rear car's center doors. I was alone on the rear car. When I got off at Church and Duboce, two other people had joined me, but the front car had two dozen standees. At many stops, I saw people approach the front door of my car, but only three of us figured out where the push button was, or that we were even required to press it. It's a small detail in the middle of a very big mess, but one which significantly slowed boarding and raised tempers on a day when speed and zen were desperately needed. Also, did anyone notice that Sunday Metro service still ends at 8pm? Wasn't that early closing because of ATCS testing? Or was the ATCS testing an excuse to save the station agents' salaries? Will I ever be able to wait underground at 11:30 on a Sunday night again? Volunteer #1 8/25: The startup problems with ATCS were predictable and not surprising. It took BART over five years to get their computer control system to operate properly in the early 70's. Well, that was over 25 years ago and train control systems are no longer "first of a kind". The big question is whether Muni will be able to solve the ATCS problems, and how long it will take. The field reports indicate that many problems are equipment failures unrelated to ATCS. And equipment incompatibilities with ATCS (presumably only a simple fix needed) seem to be the main problem. When I wrote to Muni in 1991 about the ATCS, they said it would be operational in 1993. I was told that ATCS would 1) allow more trains to run in the subway 2) allow coupling/decoupling at any station and 3) allow changing an N to a L, etc. at any station. Operator #1 8/25: >P.S. They now have a "Rider Alert" which I picked up at the Embarcadero >>Station turnstiles titled, "Don't Ride In to Go Out" which states the new >rule >I mentioned on Saturday where all lines other than the N "upchuck" >all their >passengers on the Embarcadero platform when they come in. Why, >if they knew >about this in advance, didn't they start preparing the >passengers for the new >rule? Ken, I asked someone in Community Affairs that very question on the Tuesday Before The Great ATCS Changeover. His answer was, "No, we really haven't thought about it. But we'll get to it." Right. After the rider pattern has changed over. Well, I saw my first "Don't Go In To Go Out" card in the hands of a Muni inspector at Embarcadero on Monday evening. In all the haste to notify people on how to ride the new "Proof-Of-Payment" N trains, they overlooked this messy detail--as if they thought that if they swept it under the rug, the problem would just go away. There were a lot of angry people at Embarcadero--that's for sure. and: >The startup problems with ATCS were predictable and not surprising. It >took >BART over five years to get their computer control system to operate >properly >in the early 70's. Well, that was over 25 years ago and train >control systems >are no longer "first of a kind". The big question is >whether Muni will be able >to solve the ATCS >problems, and how long it >will take. Judging by Muni's inability to do the relatively simple task of straightening out service on a streetcar line following a major delay, I would have to say no. There seems to be no motivation to address the problem other to blame the operators for everything from software failures to different diameters on the Breda wheels. Because the ATCS system of rolling blocks is so complicated, compared to the fixed-block BART signal system, I estimate 10 years--if ever. By that time, perhaps we'll have enough simple-to-operate Milan "Peter Witts" to make Muni Metro redundant. >The field reports indicate that many problems are equipment failures >unrelated >to ATCS. And equipment incompatibilities with ATCS (presumably >only a simple >fix needed) seem to be the main problem. The major problem encountered seems to be a manufacturing defect by the wheelbuilder/supplier to Breda. It seems that on the center trucks, wheel wear on each car is different and inconsistent. Therefore, the ATCS computer which measures wheel turn, measurements and calibration on one Breda goes ballistic when it measures a different diameter/circumference on the second car's wheels, and will refuse to allow an automatic entry. It would seem to me that Alcatel should design system software that could relax the data parameters, which might increase the rate of successful entries. Another problem that I don't think is being addressed is that each Breda may have--and probably has--a different braking rate. For example, the dynamic brakes are supposed to fade out at 5 mph. Some cars' dynamics may drop out at 3 mph; others, 6 mph. Coupled together, this could confuse the computer. Although some of the consultants feel this is not a factor, I disagree. Two of the three critical entry points for auto mode entry into the subway are on downgrades; the third is on an upgrade. Braking rate, IMO, is critical! I have received failed entries because one truck suddenly and inexplicably went into a slip-slide, mucking up my ultra-smooth approach on dry track. (It's even harder on damp rail!) During acceptance testing of the Bredas (and the converted Boeings), they are tried out at the Mint Yard test track, which is perfectly level. Unfortunately, as mentioned, the real world calls for entries on inclines. >When I wrote to Muni in 1991 about the ATCS, they said it would be >operational >in 1993. I was told that ATCS would 1) allow more trains to >run in the subway; >2) allow coupling/decoupling at any station and 3) >allow changing an N to a L, >etc. at any station. 1) Yes, we do have more trains in the subway now. They are all (or almost all) one-car trains! 2) Coupling and uncoupling at any station other than West Portal is not allowed by Muni rules, unless directed by proper authority (i.e., Central Control, an inspector, a manager or shop personnel). So there goes that theory out the window. 3) Because of the route set by transponders activated by the thumbwheel settings on trains, it is extremely difficult to change routes from N to L. However, it can be done, if Central Control is interested enough in directing service where it is needed. Right now Central Control, which now handles all train movements in the subway, is just trying to learn how to make the ATCS system work! Burnout up at Central Control is extremely high. There is a lot of stress up there. And they do make mistakes. One CCO accidently dragged his mouse across the screen, and the train involved roared through several stations without stopping, with a load of upset passengers aboard. And false routes have been set up--i.e., J or N trains ending up at Church Street Station, M trains routed out Duboce Portal. It's hard for an operator to take manual control of a train in auto mode at 40mph. The "A" signals only tell us that we are in auto mode at an interlocking, and doesn't tell us which way the switch is pointed until it's too late (in regard to Duboce Junction). To me, this is a major flaw. I realize I am merely an operator, and have no expertise in computers, software, and electrical engineering. But I hope I have answered your questions from the standpoint of field observation from the operator's cab. and: Hi, gang! Today's update on ATCS--at least what I observed this morning. Train operation was getting pretty slow around 830am. At noon, a train failure resulted in reverse running trains back out Duboce Portal. I didn't take the opportunity to monitor the PM peak--I'll leave that to you straphangers! hehehe Now, then! I learned that 27 runs didn't go out yesterday morning--10, no operator, 17, no LRVs available. One operator, who works a $250+ run (top seniority--33 years!) didn't get a car all day. Today, there were probably as many runs which didn't make it this morning. I'm back home on the F-Line. We're feeling the heat, too--and bad! However, my fellow F-Line operators noted that even though our cars were crowded, everyone was still smiling. That's because we got them to work on time! (This signup, seniority on the F-Line took a big jump, with operators wanting no part of ATCS coming over. They're smart.) BTW, did you see our Div. Mgr, Mick Rakestraw, quoted in today's Brand Expaper? (This is with regard to passenger self-evacuations in the subway.) Pretty bad. and: Hi, gang! The other day I referred to Breda 1451 which broke down with seized center truck axles. The shop couldn't get them to turn, so they dragged the poor beast back to Metro. An operator pulling out a PCC saw the unfortunate 1451 bounce its way through the park. He was glad it didn't derail. Anyway, I composed a little ditty to commemorate this particular Breda, which probably won't "turn a wheel in revenue service" (sorry, I couldn't resist) for quite a while. Here goes: While traveling to Metro we'd learn 'Bout our Breda whose wheels wouldn't turn. And when it got there, Its wheels were square, And the passengers did a slow burn! Howard Strassner 8/25: My biggest fear on every Metro trip downtown is risk of interminable delay in the subway during peak hours. I feel the pain of the people on the L and the N. But so far I have been more than lucky. My K or M come promptly on West Portal Ave. Only a short wait at West Portal and fast ride to Van Ness and only six or seven more to Montgomery at about 5:00 pm. This is just what the system is supposed to do!! Maybe the pockets are working as well as they are supposed to. Of course I do notice there are less cars running because the stations are very crowded even with people going in bound at that hour. Maybe there are les cars running because the cars and drivers are resting in the pockets the beyond Embarcadero or lost near the end of the N. Ken or Andy had a comment about efficiency. Maybe Muni can't provide most service and efficiency at the same time. There is time lost when a car tavels beyond Embarcadero pulls into a pocket; a driver leisurely walk the lenght of two cars with no clammering passengers waiting for service; some computer stuff has to happen; then some switches have to happens; then the car can run back to Embarcadero station; sometime the car has to wait for a moving N or maybe more switches. This could easily take the ten minutes that Ken observed. This is a high percentage of total run time but we have to remember that there is also some layover time at the Ocean end of the line. Of course now that here are pockets they have to be used even in the late evening when there is plenty of time to turn cars around without pockets. So when a finally start to try to go home a Mongomery, in a ten or twelve minute wait for the first single outbound car, which luckily again for me was one I could use, there were about six inbound cars going to Embarcadero and a short rest in the pockets. A twelve per cent increase in running time requires a similar increase in new Bredas and more drivers or another reduction in service. If we can hire enough drivers it looks like we will have Boeings forever. Howard Strassner Volunteer #2 8/25: MUNI Metro continues to be an abject failure....I, and thousands of others, have lost all hope! Two hours from 4th & Irving to Powell yesterday (!!!!!)....Another 80 minutes today! No explanation or apology from the obnoxious drivers....Whoever expected the new system to actually speed up service deserves a slow & painful death at the mercy of frustrated N-Judah riders....In the meantime, Mayor Brown should be fired! -A Formerly Optimistic Survey Participant Volunteer #3 8/25: It is only Tuesday and MUNI has already reduced me to tears twice this week. I still do not fully understand the machinations of the new ACTS system, and right now I don't care. I understand this is something new and there are bugs to work out. Fine. My aggravation stems from MUNI's lack of communication. I entered the Embarcadero metro station at 11:10 PM this evening. I arrived home in the Lower Haight at 12:45 AM. During my hour wait for an N-Judah, we all watched 4 Js and several K, L, Ms come and go. Every approaching train on the North side was 'announced' on the marquee as an N. (There were no vocal announcements this evening.) But there were no Ns. A couple of us tried using the white courtesy phone to speak to the booth, but the phone was not operational. We asked each driver to verify his destination, just to be sure. Each one gave the same reply -- "There's an N behind me." About this time a small construction crew has set up orange cones on the north side and is begining some very loud and noxious repair job on the rails. Hmm. Is the metro closing? Should we evacuate? No announcement. A couple of us go upstairs to speak to the rep in the booth. She says there are two N trains circulating but has no idea when one might show up. (Why isn't there a way for this person to request and receive this information? I know it is equally frustrating for those inside the booth.) Back downstairs. An M arrives and I ask this driver how I might obtain some news of an N train. He points me to the white phone. I tell him it's out of order. He shrugs his shoulders and shuts his doors. (Again, I'm sure the lack of information is equally frustrating to the driver). When an N finally showed up, we spent several minutes (nearly 5 in some cases) in each of the metro stops on the way out. No announcement was ever made to explain why. My frustration is not in the operational problems and resulting delays. I just can't get any information (and sometimes receive misinformation). If I had been told there would be up to an hour wait for an N tonight, or even that certain lines were experiencing long delays, I would have immediately gone upstairs for a bus or cab. But I wasted an hour getting my hopes up based on 'announcements' and reports from drivers. I can't understand why MUNI has not made improvements in its communication. There are a lot of changes going on now. MUNI needs to invest some time and bodies in rider assistance. People are confused and frustrated. This has been evident with the POP service and the Outbound-Loading-Only restriction, both of which are becoming known through word-of-mouth and newspaper articles, not from the mouth of MUNI! (Could MUNI try something as simple as xeroxed weekly [perhaps even daily for the metro] fliers in the stations and on the vehicles?). I know there are a couple of MUNI drivers that regularly contribute to this discussion space. I'm hopeful that you can share your insight regarding these communication obstacles. Max Pong 8/25: Thanks to [Operator 1] and others for the Muni Metro updates. The Breda wheel diameter incompatibility with ATCS that Peter mentioned should have been detected earlier. Every LRV should have been test driven by the ATCS during the night-time testing period. Startup of new plants and equipment is always troublesome. Normal industrial practice is to start up the first system, and when everything is running okay, additional systems are put on line. It does not appear Muni followed this approach. On Saturday, Muni began 1) POP, 2) running N's to Caltrain, 3) discontinuing the E-line, 4) using the new Embarcadero turnback and 5) ATCS operation. The result was chaos. In the Tuesday Examiner, P. Johnston of Muni stated the ATCS was running on Monday "without any glitches and was not causing delays". Fact or fiction? Daniel Murphy 8/25: I've used Metro a great deal this week. The N-Judah is in total, total meltdown. POP is so badly implemented that it causes chaos left and right. ATCS is totally berzerk. All the N Judahs this afternoon, while I was on the platform, were being flashed as N Judah (to) Embarcadero on the overhead signs. The system kept annoucing large numbers of imminent L Taravals that never materialized and kept flashing notices about trains being delayed. Not useful information just "Trains Delayed." An N Judah from CalTrain to Ocean Beach was switched to a J Church in the middle after a 20 minute wait between Embarcadero and Howard stations. Then it was switched back to an N Judah at Embarcadero. Passengers were so pissed I thought the poor driver (who just kept getting contradictory instructiuons radioed to him) was going to get lynched. I waited >40 minutes for outbound N Judahs three times in three days. A N Judah driver told me (wrongly) that POP wasn't in effect for Boeing cars. He refused to open the rear doors for passengers when I called him on it. No three days in Muni history have left me as angry and exasperated as Sunday, Monday, and Tuesday. I'm glad I'm leaving town for a week to cool off. It was phenomenally stupid to roll out *two* big new changed (POP and ATCS) on the same day. Is brilliant thinking like that the reason we just gave Emilio Cruz a raise? My local inbound Muni stop (UCSF) has one sign up saying the stop is closed, another saying it's open. UCSF employees seem to assemble at the Carl and Hillway stop now, not sure which sign to believe (the stop is actually open and operating). Isn't someone responsible for communications with passengers (as opposed to PR flaks who explain away Muni problems to the press and explain that everything is fine when, in fact, everything is actually Chernobyl aflame)? Is there some reason that person or persons shouldn't be out of work tomorrow? I had an appointment today for minor eye surgery. A 60-minute N Judah delay almost made me miss it. And it's only Tuesday. -- Daniel