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Could this be why it is being built with Standard Gauge? Then the Mississauga LRTs can use it too? I am almost impressed with this forward thinking.
 
micheal_can said:
Could this be why it is being built with Standard Gauge? Then the Mississauga LRTs can use it too? I am almost impressed with this forward thinking.
Click to expand...

The decision for standard gauge on the "Transit City" LRTS (im calling them this ancient name because this is when the decision was made) to use standard gauge was because it is cheaper, and they saw no reason to incorperate Transit City into the TTC streetcar or subway system.

You can buy off the shelf LRTs if you use standard gauge.

The interoperability with Hurontario LRTs is simply a beneificial side effect, and their use of standard gauge is both because why wouldn't you, and because Transit City was taken over by the Ontario government, which then started to create their own LRT plans like Ottawa, Missisauga, Hamilton and KWC.
 
Crosstown twitter account posted this image of Keelesdale Station:

Dh1NUuQX0AE3gS_.jpg:large
 
Just up at Globe:
Builders of Toronto’s Crosstown transit line go to court for more time and money

OLIVER MOORE
PUBLISHED 9 MINUTES AGOUPDATED JULY 11, 2018
The companies building the $5.3-billion Eglinton Crosstown in Toronto, Canada’s biggest transit project, have gone to court seeking more time and money to finish the already delayed light rail line.

The construction consortium doing the project has filed a notice of motion alleging that actions by Metrolinx, the regional transit agency, and others are responsible for delaying their work. Metrolinx has not responded in court to the claims and said in a statement that it remains “committed” to the project opening by its current target date, in the fall of 2021.

A spokeswoman for Crosslinx Transit Solutions, a partnership of infrastructure giants including Aecon, Ellis Don and SNC-Lavalin that is building the project, would not elaborate on the legal filing.


“What I’ll confirm with you is we’ve filed a notice of action against Metrolinx for a breach of contract,” said Kristene Jenkins. “But beyond that we’re not going to get into the details. The process is underway.”

She would not clarify how much additional money or time is being sought by Crosslinx, nor whether the request to extend to timeline is an insurance measure or an acknowledgement the consortium cannot meet the 2021 deadline.
[...]
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https://www.theglobeandmail.com/can...stown-transit-line-go-to-court-for-more-time/
 
^This is where P3 loses its allure.

The contractor in theory has signed on to absorb risk. But in practice the only risk the contractor assumes is carefully delineated by the contract. Government still accepts any other risk. Meanwhile, the contractor’s price under P3 was set higher than a straight time-materials contract, “because risk is passed to the contractor”.

- Paul
 
crs1026 said:
^This is where P3 loses its allure.
Click to expand...

TheTigerMaster said:
Suppose the builders are short on cash!
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This is where it comes down to the actual contract, not whether it's P3, DBFOM, or SOOL. Ontario is going to be caught in the middle of a massive attempt to hoodwink the public on this, and Doug Ford is the worst one to be Premier when the needed discussion happens. Mulroney would be the person of the present regime.

London, UK has had absolute disasters with P3 models, Bombardier being at the centre of one for the London Underground. Details supplied if requested. An inquiry was scathing on BBD and those who drew up the P3 terms, which BBD and some others walked away from.

But London has learned some very valuable lessons, Crossrail being one (not perfect, but in the big scheme of things, has worked excellently for almost all concerned. It is touted as a model to emulate for other nations, let alone other cities) The *corporate structure* (Two shareholders, effectively London gov't and the national gov't) was a huge part of it. But also a realization that P3 contracts in the past were too rigid is some respects, and fractured under stress, and too flexible in others.
Now Transport for London (TfL) leads the nation in this:

TfL is a model for transport investment and management in other UK cities
The governance model under which TfL operates and the powers that it holds enable it to have much greater control over London’s transport system compared to other UK cities. These features represent some of the main reasons behind the capital’s efficient and high quality transport system, characterised by a higher usage of public transport and lower carbon emissions compared to other areas. For example:

  • High Rate of public transport usage. 44 per cent of people in London commute to work by public transport compared to only 16 per cent in England and Wales.64
  • Bucking the trend with buses. Since 2000, the number bus journeys increased by 60 percent compared to a decrease in cities up and down the country.65
Convenient, user-friendly Oyster cards. London benefits from an integrated ticketing system whereby a single card can be used on all transport services across London. This system also allows the generation of commuting data used to model the impact of delays on congestion and commuting patterns and better inform investment decisions.66

The TfL model is characterised by five main features which address many of the challenges that hinder transport policy in other parts of the UK.

  1. Control over the provision of bus services
  2. The ability to negotiate for long-term funding settlements
  3. Ability to raise local funds
  4. A governance structure characterised by the single management of most public transport
  5. A transport strategy that is integrated with other policy areas
These features, although imperfect, provide the framework for devolving powers and funding to Greater Manchester and the newly formed combined authorities. Offering them the long-term certainty and flexibility to strategically invest in their transport systems will help them increase the take up of public transport, cut carbon emissions and promote economic development in the city region.
[...]
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http://www.centreforcities.org/read...el-transport-investment-management-uk-cities/

There's still no sign of the 'Grown-Ups' in QP having a hand on the levers. God help us all if it's left to Dougie. It's time for a conversation on the present travails of Crosstown/Crosslinx. The model has already gone through a massive rejig earlier in the project, it might be time for another. Yes, sometimes rejigging is necessary, in fact more often than not this has to happen. The question is who absorbs the change in risk and costs?

With Metrolinx' past performances, this is unlikely to be daylighted. There's going to be a lot more on this subject...

Addendum: Note also the TTC's attempt to fashion themselves as a TfL clone. It's a wild dream. The City of Toronto Act alone puts the kibosh on that, and the TTC's ancient governing structure does too. It has to change, but it won't...and QP has the power to, but if they use it, they'll make it even worse. Boy, that's a glum thing to write, best I leave it at that. Oddly, the hope I see is in Private Initiative doing what Ontario/Toronto should be doing, but are incapable of doing it.
 
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robmausser said:
The decision for standard gauge on the "Transit City" LRTS (im calling them this ancient name because this is when the decision was made) to use standard gauge was because it is cheaper, and they saw no reason to incorperate Transit City into the TTC streetcar or subway system.

You can buy off the shelf LRTs if you use standard gauge.

The interoperability with Hurontario LRTs is simply a beneificial side effect, and their use of standard gauge is both because why wouldn't you, and because Transit City was taken over by the Ontario government, which then started to create their own LRT plans like Ottawa, Missisauga, Hamilton and KWC.
Click to expand...
Or to flip this over: Why in the world would anyone, given the choice, *and funding!* build something to the TTC gauge, which no-one else in the world uses save for some other city somewhere I can't even remember! You build to a world standard given a choice, unless you're terrified of the tracks being used by invading armies using standard gauge trains...

Many "Metro" trains could run on the Crosstown tracks and in the tunnels, many of which would also use the same power supplied (1500 VDC catenary) as well as being able to run on 25kVAC, as projected for GO RER.
 
AlvinofDiaspar said:
Interesting timing.

AoD
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I wonder if Ford can use this to negotiate a fully grade separated Eglinton line.

Province agrees with Contractor that they should get an extra $1B and an extra year of construction due to errors in the original contract.
In exchange, the Contractor agrees to make the Brentcliffe to Kennedy portion grade separated for $1B.

The Contractors happy as they get resolution on their claim, and get some extra work (upon which they can make additional profit).
The province is happy as they can blame the previous government for a bulk of the cost overruns, and how for a nominal extra amount, they created a fully grade-separated line.
 
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