Posts Tagged ‘rail’
The Toronto Star‘s Ben Spurr reports on the latest in the back-and-forth between Metrolinx and Bombardier.
The TTC says it remains confident that Bombardier will stick to its latest streetcar delivery schedule, despite allegations this week of ongoing dysfunction at the Quebec-based rail manufacturer’s plants.
Court documents filed Thursday by Metrolinx, the provincially owned transit agency, accuse Bombardier of a “persistent inability to deliver on its contractual obligations” under a 2010 deal for 182 light rail vehicles (LRVs) and claim that as recently as last month there were “chronic and ongoing” problems with the company’s manufacturing processes.
The $770-million order from Metrolinx is separate from the TTC’s 2009 purchase from Bombardier of 204 low-floor streetcars, which has also been plagued by delays. But the vehicles from the two orders are similar and Bombardier is assembling the TTC cars at the same plants that have worked on the Metrolinx project.
Metrolinx filed the affidavits in response to Bombardier’s attempt to secure an injunction to prevent the agency from cancelling the contract. The documents have not been tested in court.
Bombardier denies it has bungled the Metrolinx order and in a statement released Thursday said: “we categorically disagree” with Metrolinx’s allegations. The company stated it was “fully able to deliver” the vehicles, which Metrolinx purchased to run on the Eglinton Crosstown and the Finch LRT.
The Toronto Star‘s Tess Kalinowski reports on a study that suggests, plausibly enough, that increases in GO Transit rail service to outlying communities in the Greater Toronto Area will boost real estate prices there.
The plan to expand the GO train system to 15-minute, all-day two way service could increase some Toronto area property values up to 12 per cent.
It could also make housing up to 18 per cent more affordable in some areas of the region, according to a study of 773 communities commissioned by the Toronto Real Estate Board (TREB).
But maximizing those benefits depends on local municipalities making it attractive for commuters to get to the station, said the president of a data analytics company that studied the impact of GO’s Regional Express Rail (RER) expansion on Toronto region housing prices and affordability.
“While the GO station may be close to people it may not be accessible to them,” said Paul Smetanin, president of the Canadian Centre for Economic Analysis (CANCEA).
Areas that stand to gain the most in terms of affordability from RER are those outside the city, places such as Barrie, Guelph, Hamilton and King.
The Globe and Mail‘s Oliver Moore reports on Metrolinx’s announcement that it is searching for a new transit car maker to replace Bombardier.
Metrolinx has opened talks with another transit builder as it pushes for a quick resolution to its legal showdown with Bombardier Inc. over a $770-million light-rail vehicle order for Toronto.
The regional transit agency alleges in a 2,000-page court filing that Bombardier’s delays are putting the $5.4-billion Eglinton Crosstown LRT project at risk. And it argues that the Montreal-based company is trying to drag out the legal process so that Metrolinx won’t have enough time to go to another supplier, even if it wins in court.
At issue are the 182 transit vehicles destined primarily for the Crosstown – which is under construction and scheduled to open in 2021 – and an LRT project planned for Finch Avenue West.
Metrolinx will be on the hook for major fines if the vehicles don’t arrive in time to open the Crosstown as scheduled. The agency, an arm of the provincial government, is also keenly aware that its political masters could change next year and is under pressure to show it can deliver big projects.
Earlier this week, djw at Lawyers, Guns and Money wrote a blog post criticizing how inhabitants of <a href="Mercer Island, a very well-off lake island in the east of the Seattle metropolitan area, have been trying to stall or avert altogether light rail access to their island that might diminish their privileged position re: roads running across this island.
For those unfamiliar with the topography of the Puget Sound region: Seattle is a long, thin city; around 20 miles from its northern to southern border but about 3-6 miles East to West, bounded by water on either side: Puget Sound to the West, and Lake Washington (which extends slightly beyond Seattle both North and South) to the East. This lake sharply separates Seattle from its Eastern suburbs, which have for some time been the location of many (but not all) of the wealthier sections of the region, with the middle class and historically more downscale suburbs generally located to the North and South of the city. Lake Washington has but one island: Mercer. At approximately 13 square miles and a population of around 25,000, Mercer Island is the most populous island on a lake in the United States. Culturally and economically, Mercer Island belongs squarely on the Eastside, as it has become one of the wealthier towns of its size in the country, with an average household income well north of 130,000 and an average home value of 1.4 million. It enjoys excellent schools and parks, and is made up almost entirely of low-density single family homes.
Long ago, Mercer Island was primarily rural. One of the first major projects was a Gilded Age opulent resort, the Caulkins Hotel, for Seattle’s elite. In 1908, a “Japanese houseboy” (sic) in the employ of the Caulkins took offense at some unspecified act of verbal abuse from hotel management, and in retaliation stuffed a large number of oily rags in a chimney, causing the hotel to burn down. Left behind, however, was an extensive dock that spurred some development in the island’s Northwest corner, which eventually incorporated as “East Seattle.” The island remained accessible by private boat and by steamboats such as the Atlanta, which connected Mercer Island to Seattle well into the 1930’s. A bridge to Bellevue on the Eastside was completed in 1928, and, following pressure from prominent islanders, the construction of the Lacey V. Murrow Memorial bridge, named for WSDOT’s second director and journalist Edward Murrow’s older brother, in 1940, then the largest floating bridge in the world. (Today, it is second only to the Evergreen Point Floating Bridge, a second Lake Washington crossing that doesn’t connect to Mercer Island, just a few miles to the North.) In 1976, the bridge became part of I-90. A much wider second bridge was added in 1989, dramatically increasing capacity. This was Followed almost immediately by the sinking of the original Murrow bridge in a storm over Thanksgiving weekend–a dramatic event I recall watching live on television as a teenager. The Murrow bridge was repaired/replaced, at great public expense, by 1993, giving I-90 its current capacity. The 1940 bridge was largely paid for by a bond paid off by tolls, which ended after about 10 years. The new bridges were not.
Presently, these bridges and the freeway segment they form give Mercer Island residents, on average, the shortest commute times of any city in the region, a particularly remarkable statistic for an island connected to the mainland via a high-traffic bridge, with virtually no residents who work on the island itself. How do they pull off this remarkable feat? Location is part of it; the island is very close to downtown Seattle to the West and Bellevue, the largest city and second-largest job center on the Eastside, to the East. While traffic on the bridge can be quite brutal during rush hour, Mercer Island residents have a unique arrangement that allows them to access the HOV lands Westbound to Seattle as SOVs. This arrangement, codified via a memorandum of understand during negotiations over the construction and future plans for I-90 in 1976, was always meant to be temporary: the center lanes of the new bridge, reversible for increasing peak direction capacity, were designed explicitly with eventual light rail in mind. (The temporary nature of the arrangement was, in particular, highlighted by the Federal Highway Administration, whose regulations don’t generally allow for this kind of arrangement). Several decades later, the time has come: construction is scheduled to begin on Eastlink, which will take these center lanes for rail from downtown Seattle various Eastside locations, with a stop on Mercer Island.
Construction of Eastlink necessitates taking the center lanes currently used for HOV, and last month WSDOT told the city formally that their SOV freeloading days are over: they will no longer have uniquely privileged access to HOV lanes, and will be forced to access the city the way the rest of plebes do: in normal, high volume SOV lanes. (Or by bus, but who are we kidding?)
The Toronto Star‘s Ben Spurr reports on the depths to which the Metrolinx-Bombardier relationship has descended. Is there anything at all salvageable from this ghastly mess?
Metrolinx executives ripped into rail manufacturer Bombardier at a meeting of the transit agency’s board on Friday, depicting the company as an organization in disarray and accusing it of spreading false information.
Reading from prepared remarks, board chair Rob Prichard criticized the company for taking Metrolinx to court in a dispute over a $770-million light rail vehicle order that has been bogged down by delays.
“Bombardier’s behaviour in going to court is not that of a trusted partner,” Prichard said. He slammed allegations the company made last week in a press release blaming Metrolinx for the delays as “false.”
Over the course of the contract Bombardier has cycled through at least two presidents, three vice presidents and five project managers, and Prichard said that had undermined the company’s ability to deliver vehicles on time.
“Bombardier needs to stabilize its business and the leadership of its business, focus on meeting its commitments and schedules, stop blaming others for its own shortcomings, and to start delivering its overdue vehicles,” Prichard said.