From the article:
That's both good and bad news. Good for King Street, as the project *must* succeed, and it's been hobbled in too many ways as it is by a penny-pinching Council that has no concept of thrift when building the unattainable and impractical, yet sends Johnny to school with no shoes in winter and then complains about the marks. (Council has yet to collectively comment on King, but it could yet go badly).Brad Ross, spokesperson for the TTC, told CBC Toronto on Friday that the agency plans to move some of the cars from the 506 Carlton and 505 Dundas routes to more critical routes, such as 504 King. The TTC board will put the idea to the board in January, and if approved, it expects the plan to take effect starting in February.
The 506, meantime, is jammed solid every time I've taken it (most days of the week around 4PM westbound from Spadina on my present project) for the last few months. If it takes buses to run the route for the sake of the King Korridor, by all means do it.
Exactly...a "contract". And it's not like the failing was a one-off, it's been time and time again. Unfortunately the penalty for missing the deadline(s) is capped. And BBD have already calculated that into their response.It doesn't matter - at the end of the day, BBD signed a contract
How many times does abuse have to happen before the costs of leaving are less than staying?
Addendum: Just re-reading the National Pest link from my post two back. For those defending BBD against Metrolinx' concerns, and others dissing the P3 model being used in Crosstown and now many more Metrolinx projects (along with Infrastructure Ontario) note this: (And this can go wrong, the challenge, as with all agreements, is to do it right)
Back in Edmonton, Nicholson said the private-public structure of the Valley Line deal insulates the city from the kind of delays currently punishing Toronto transit riders. Edmonton has signed a 35-year deal for a consortium made up of Bombardier, Bechtel Corp., EllisDon Corp. and Fengate Capital Management Ltd. to design, build, operate and maintain the 13-kilometre line for 35 years.
“The beauty of the P3 model is that the other partners hold them accountable,” he said. “If it reaches a situation where they aren’t able to deliver, the city of Edmonton will be the least of Bombardier’s problems. The other partners could simply swap out a different train provider. We feel it will work out.”