M II A II R II K
Senior Member
They couldn't organize a piss up in the brewery.
They mentioned they are having trouble getting bids for the carhouse because of the uncertainty.
I thought the constuction of these lines was going P3. If so, why is this maintenance facility not put into the main contract. That way it gives some flexibility to the P3 Contractor to eliminate the maintenance facility and use McCowan instead, and perhaps switch to Skytrain if there are bonuses for reducing the closure time on the SRT.
Surprised about the negative reaction. My understanding is that it is early enough that changes can be made, and this is a far better corridor to build in compared to where the RT is now (which never managed to spawn development, though zoning may have played a part in that).
If it is beyond the point of no return and it would add another decade to any completion, then I agree it is better to stick to the current plan.
They need the maintenance facility for Sheppard anyway and the McCowan yard is not big enough, I don't think that time or money could be saved if the line was switched back to Skytrain.
The TTC report from 2006 (http://www.toronto.ca/srtstudy/pdf/srt-strategic-plan-report.pdf) stated that the LRT would be 36% more expensive ($490M versus $360M for Skytrain) and the closure would be 350% longer (36 months versus 8 months for Skytrain).
Do you not realize how old that report is?
It predates Transit City, does not include the extension in the cost estimate and has numerous other faults.
If it was accurate and realistic then the TTC would not have decided to switch to LRT.
BurlOak:
I bring you to a summary by Steve Munro on said report:
http://stevemunro.ca/?p=217
I found the "gaming of the facts" interesting, from the perspective back in 2006 vis-a-vis Soberman's own preferences and the "greater network".
AoD
Base Case is defined as the replacement of the aging MKI vehicles along with any
infrastructure improvements to the existing line between Kennedy and McCowan stations
that are required to accommodate the new vehicles. The anticipated improvements will
increase capacity to 7,000 passengers per hour per direction by 2031 from today’s 4,500
passengers per hour per direction.
Option 1 includes all the upgrades in the Base Case with a 5.4 km extension to the Malvern
Town Centre utilizing the existing technology.
Option 2 includes all the upgrades assumed in the Base Case plus an extension of the SRT
technology to a new terminus station at Markham/Sheppard. At Markham/Sheppard, the
SRT will connect to the in-street Sheppard East LRT service running eastbound along
Sheppard. The extension to Malvern Town Centre along Neilson Road from Sheppard
Avenue has been included within this option.
Option 3 has similar alignment to Option 1 (extension to Malvern Town Centre) but with
light rail technology (LRT). The line would run in the existing right-of-way and, where
possible, utilize the existing guideway between Kennedy and McCowan Stations, and then
extend from McCowan to Malvern Town Centre along an exclusive right-of-way.
Option 4 has the same alignment and LRT technology as Option 3, but between McCowan
and Malvern Town Center the LRT will operate in an at-grade, partially exclusive right-ofway.
You don't have to "buy it" - the author of the report you've quoted made that point, and you chose to cherry pick the bits that happens to fit your view and justify your thesis - and need I remind you, said report predated Transit City by a year. At this point, just build the damn thing as LRT - if necessary, it can be reconnected to Eglinton, elevated, whatever later on.
AoD