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innsertnamehere said:
The way the signal priority works on King right now is quite good - if that type of priority was available on Eglinton, I think it would be fine. Not 100% priority, but certainly significant.
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The "trick" is to do adjustments more frequently, especially with changing circumstances. If they only do adjustments to timing once a year, you only get conditions at that one time available. Not just weekly or daily, but sometimes even hourly or they can change by the minute.
 
https://twitter.com/x/status/1288835748930768896
Screen Shot 2020-07-30 at 10.00.20 AM.png

Did anyone catch it?
 
As many of you may know, a noose was found at a Crosstown construction site in the last few days.

Apparently the culprit has been identified. The union demanded and received his resignation, he has now been banned from all Metrolinx construction projects. The name is also in the hands of police.

www.thestar.com

Union kicks out member after noose found on Eglinton Crosstown work site

Metrolinx says the person will be banned from working on any of its projects after the noose was found at Fairbank Station construction site.
www.thestar.com www.thestar.com
 
Northern Light said:
As many of you may know, a noose was found at a Crosstown construction site in the last few days.

Apparently the culprit has been identified. The union demanded and received his resignation, he has now been banned from all Metrolinx construction projects. The name is also in the hands of police.

www.thestar.com

Union kicks out member after noose found on Eglinton Crosstown work site

Metrolinx says the person will be banned from working on any of its projects after the noose was found at Fairbank Station construction site.
www.thestar.com www.thestar.com
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Good. Its about time unions punishes their members for their misdeeds instead if protecting them.
 
Allandale25 said:
I assume it's too late to change the design?
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Just to put some perspective on this..... the decision to even have a GO station at Caledonia wasn't made until April, 2015.

The RFP for the Crosstown closed Feb 2015 and was awarded November 2015. The specs that the bidders would have based their bids on would have been released well before a GO station was ever planned.

So yeah, by the time the GO station was even being conceived, the specs for Caledonia Crosstown station were probably already, no pun intended, pretty concrete.

The TPAP report for the GO station which is dated February 2016 describes the connection (in words and pictures) as up to front door and then down to LRT. I guess no one really tripped over the implications of this until more recently. One would have thought that it would have been identified in the consultations for the GO station. (EDIT - it was. See next post) In any event, a platform to platform connection would have been a change order for the Crosstown project.

None of which changes the reality that having a platform to platform connection without going upstairs is an obvious no-brainer.... but at this point it would be hugely costly to add, and could impact Crosstown completion dates. I suspect this one isn't going to fly.

- Paul
 
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After reading a bit further - Table 4.1, Section 4.2.3.1 documents that the connection issue was raised in the TPAP Consultations for the GO station. The response:

Comment noted. A tunnel configuration was considered during the initial stage of the Project along with a number of alternatives. While a tunnel was the initial design consideration, existing site grades proved to promote the overhead pedestrian bridge option. The pedestrian bridge eliminates the need for an intermediate LRT concourse level below the railway corridor and reduces the total number and distribution of stairs, escalators and elevators throughout the station. Wayfinding is further simplified with a pedestrian bridge, as the primary circulation routes are noticeable directly from the primary entrances.
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- Paul
 
^ Reading between the lines, they would have had to insert a mid-level passageway between the railway tracks and the LRT station platform.... if only because the stairway would have to make a 90 degree bend to align to the LRT platform. I’m guessing that the tunnel might have had to be lowered to fit that in. That’s a huge change, and by 2016 the tunnel was already bored and lined.
That’s not “cheaping out”..... that’s saying the added $100M or so wasn’t worth it in dollars or in delay to opening date.
That’s a sound, if otherwise regrettable, project management decision.
The road to ruin on major projects is when somebody adds a new idea after the train has left the station, and allows thing to come to a halt while the design is reworked. At that point, time is of the essence, so the very full analysis that was done in the initial design is sidestepped, and the change introduces all sorts of little disconnects and unforeseens because not every little detail gets thought through and reconciled. So now we have new glitches, and headlines about cost overruns and delays.
The only sensible way to build a major bit of infrastructure on time and budget is to “lock and load” the design at some point and then cruelly, rigorously, dogmatically prohibit all change orders no matter how enlightened the refinement might be. The Crosstown design was effectively locked and loaded when the tunnelling contract was awarded in 2012. After that, many refinements were off the table.

- Paul
 
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