[Amare]

well to be fair none of the above ground rail sections on Lines 1 and 2 are running as well. this was a large storm event that was beyond the design of any rail, even Via.

That's no excuse, at all. And if Metrolinx wants to keep accepting this laughing stalk Mosaic's maintenance practices (or lack thereof), then they are just as equally incompetent and useless.

In cases like this, it's trickier to clear big time snow like this from the open cut sections of track in the TTC's conventional subway system.

In the case of Line 6, you get a damn snow plough to clear out the ROW, then you get a crew to clear the switches, honestly it's not rocket science. But yet both Mosaic and Metrolinx seem to think that it is.

 

[hw621]

That's no excuse, at all. And if Metrolinx wants to keep accepting this laughing stalk Mosaic's maintenance practices (or lack thereof), then they are just as equally incompetent and useless.

In cases like this, it's trickier to clear big time snow like this from the open cut sections of track in the TTC's conventional subway system.

In the case of Line 6, you get a damn snow plough to clear out the ROW, then you get a crew to clear the switches, honestly it's not rocket science. But yet both Mosaic and Metrolinx seem to think that it is.

"equally incompetent and useless"...still have a question about that?

 

[Allandale25]

Interview on CityNews with Michael Lindsay. I don't have time at the moment to see if it's on their website for non-X users or download and post the full interview but I could try later.

https://twitter.com/x/status/2015820798162833504

 

[hawc]

"We've got to be better."

Great, so BE better!

 

[urbanclient]

Great, so BE better!

"We've got to be better. And by we, I mean them, Mosaic. Now where's my second line-opening bonus for delivering a new line in back-to-back years?"

 

[Amare]

Interview on CityNews with Michael Lindsay. I don't have time at the moment to see if it's on their website for non-X users or download and post the full interview but I could try later.

https://twitter.com/x/status/2015820798162833504

I stopped watching after he said "what we're seeing right now is the maturing of human processes that go with operations and maintenance particularly around the clearing of switches".

I'm sorry, but if the maturing of human processes doesnt involve basic common sense, then all parties involved are clueless. Everyone is tired of hearing stories about these "contractors and sub-contractors". It is your responsibility as the project management firm (per se), to get them in line, and if they dont then you penalize the hell out of them or you ultimately fire them.

If you cant fire them or issue stringent penalties, than you as the project management firm have failed.

Clearly "the various partners and parties" CANNOT work together, and it's time for a drastic change to how transit is built in this city because this crap is inexcusable stupidity.

Good on the reporter for pressing the CEO as he did.

 

[A 6264]

There is a case for this, and it's been done many times before in Toronto. See for example the line between St Clair and Summerhill that used to be above ground. However that has almost nothing to do with snow - it's extremely rare for snow to fall so quickly it overwhelms the trains' ability to clear snow from the tracks and third rail. The reason to deck over the subway is just more efficient land use in a densely populated area.

This is a bad day to say this, I know, but... Uncover the St. Clair to Summerhill track! I like a nice view.

 

[Bojaxs]

What an absolute disaster! If no one wants to take responsibility for this disaster of a line, then how can we realistically expect it to improve or get fixed?

First 30 seconds of that interview and Michael Lyndsay says there is nothing wrong with the construction of the line.

 

[urbanclient]

nothing wrong with the construction of the line.

Really? What about the curve radiuses near the terminus stations. What a clown.

And what an oxymoron: "took responsibility for the issues plaguing the Finch West LRT but pointed the finger largely at a third-party contractor for not properly clearing snow and ice."

The most pressing issue as of the last how many days and weeks, is shutdowns due to poor winterization. There were dozens of full and partial shutdowns even before yesterday.

 

[hawc]

We need some grown-ups running these things.

 

[picard102]

We need some grown-ups running these things.

Best we can do is conservatives funneling money to their friends and donors.

 

[Fred.S]

These switch issues seem to highlight to me some questionable design choices on this line that I noticed when I first rode it.

Departing Finch West station, the LRT immediately climbs up to a signalized intersection (Romfield Lane), with the exposed track switch right before. Couldn't they have extended the tunnel past here to avoid the intersection (it has no stop) and then keep the track switch underground and protected from the elements?

At Hwy 27, the LRT makes the turn underground, then in trench, but raises up to street level, then right down again to the station, again with an exposed switch. This whole section should have remained underground, with the track switch covered. Humber College Station itself should have been an underground station like Finch West, instead of inexplicably a "surface stop" down in a trench.

These are presumably the two most important switches and stations on the line, and it seems to me they could have been protected from the elements. Maybe there were cost or utility conflict limitations, but I somehow doubt it was anything that couldn't be overcome, especially given the operational and maintenance benefits for a multi-billion dollar line that will probably be around long after all of us.

 

[turbanplanner]

These switch issues seem to highlight to me some questionable design choices on this line that I noticed when I first rode it.

Departing Finch West station, the LRT immediately climbs up to a signalized intersection (Romfield Lane), with the exposed track switch right before. Couldn't they have extended the tunnel past here to avoid the intersection (it has no stop) and then keep the track switch underground and protected from the elements?

At Hwy 27, the LRT makes the turn underground, then in trench, but raises up to street level, then right down again to the station, again with an exposed switch. This whole section should have remained underground, with the track switch covered. Humber College Station itself should have been an underground station like Finch West, instead of inexplicably a "surface stop" down in a trench.

These are presumably the two most important switches and stations on the line, and it seems to me they could have been protected from the elements. Maybe there were cost or utility conflict limitations, but I somehow doubt it was anything that couldn't be overcome, especially given the operational and maintenance benefits for a multi-billion dollar line that will probably be around long after all of us.

They couldn't even make the curve the right radius for the trains running on it.

 

[Bordercollie]

These switch issues seem to highlight to me some questionable design choices on this line that I noticed when I first rode it.

Departing Finch West station, the LRT immediately climbs up to a signalized intersection (Romfield Lane), with the exposed track switch right before. Couldn't they have extended the tunnel past here to avoid the intersection (it has no stop) and then keep the track switch underground and protected from the elements?

At Hwy 27, the LRT makes the turn underground, then in trench, but raises up to street level, then right down again to the station, again with an exposed switch. This whole section should have remained underground, with the track switch covered. Humber College Station itself should have been an underground station like Finch West, instead of inexplicably a "surface stop" down in a trench.

These are presumably the two most important switches and stations on the line, and it seems to me they could have been protected from the elements. Maybe there were cost or utility conflict limitations, but I somehow doubt it was anything that couldn't be overcome, especially given the operational and maintenance benefits for a multi-billion dollar line that will probably be around long after all of us.

Mosaic gets hit with financial penalties for the line being down. You would think that having foresight to plow or clear the snow than to be hit with financial penalties.

They can't be that incompetent to not understand that not clearing switches will result in trains not being able to be run and that would result in financial penalties.

So the logical thing would be after the first time would ensure that the switches are cleared to ensure trains can keep running.

But for whatever reason they don't understand it. Maybe they want to bankrupt themselves and walk away? That would be my only logical conclusion.

 

[JasonParis]

I think many of Line 6's problems come down to this old adage...