Millennium Line - Evergreen Extension | Completed

[aberdeen5698]

Originally Posted by hollywoodnorth

Problem with Evergreen Line construction shuts major Coquitlam intersection

Interesting! I just happened to drive through that intersection yesterday around noon and I noticed that the guideway spanning Como Lake Road seemed to be a little bit out of alignment with the adjacent segment sitting on top of the pier on the north side of the road. I was wondering about it, and for good reason, I guess...

This is probably going to be a major piece of work to correct, not to mention that they'll probably have to figure out why it happened before building any more segments, and then do remediation on the ones already built if necessary.

[SFUVancouver]

This is a P3 design-build contract, correct?

[Zassk]

I don't remember seeing temporary supports when the Canada Line guideway was being built. From what I recall, the concrete support blocks were added before the guideway was placed. I wonder why the Evergreen Line is being built differently. What reason would there be to install the guideway before installing the permanent supports?

[queetz@home]

Originally Posted by hollywoodnorth

Problem with Evergreen Line construction shuts major Coquitlam intersection

http://globalnews.ca/news/1207949/proble...tion-shuts-major-coquitlam-intersection/


ummmmmmmmm not good!

Could this be the crappy column that lots of people were complaining about several pages back? The one that was *ugly*?

If so, dang....so the fear mongerers are correct!

And to think, when the guideway was being built above Como Lake and the drivers were acting scared, one commentator in the News 1130 site was pretty much implying the drivers were slack jawed yokels or hicks...

These simple folks are just overwhelmed by all this technology. They can’t comprehend it. This tells me that they aren’t ready for skytrain in that neck of the woods.

[Olden Retreiver]

Originally Posted by SFUVancouver

This is a P3 design-build contract, correct?

Evergreen Line is not a P3, it's a fixed-price design-build contract (as was the new Port Mann bridge.) The Lavalin consortium retains no revenue position and no role in operation after construction is complete. Soon as it passes final inspection and they are paid in full, they walk away. In an FP-DB, every nickel saved is immediate profit for the builder. From their point of view, I guess it can fall down the next day, although that probably wouldn't help their reputation.

In a P3 like the Canada Line, it's in the builder's interest to have the the infrastructure remain intact until they earn back their costs from revenues over X number of years.

[madog222]

Originally Posted by Olden Retreiver

That's a segment that should be essentially complete - rhe gantry has moved on well to the south. Very un-good.

Originally Posted by vivagt

In the picture looks like a hydraulic jack may have failed if it was in there before the movement

Yes, most of the "completed" segments (if not all) are either resting on hydraulic jacks or stacks of plywood.

[SFUVancouver]

Originally Posted by Olden Retreiver

Evergreen Line is not a P3, it's a fixed-price design-build contract (as was the new Port Mann bridge.) The Lavalin consortium retains no revenue position and no role in operation after construction is complete. Soon as it passes final inspection and they are paid in full, they walk away. In an FP-DB, every nickel saved is immediate profit for the builder. From their point of view, I guess it can fall down the next day, although that probably wouldn't help their reputation.

In a P3 like the Canada Line, it's in the builder's interest to have the the infrastructure remain intact until they earn back their costs from revenues over X number of years.

Partnerships BC presents the Evergreen Line as a P3 (http://www.partnershipsbc.ca/files-4/documents/2013-10-22_Evergreen-Case-Study.pdf), however I agree that it is essentially a fairly conventional design-build contract.

The performance-based fixed-price agreement transfers key design
and construction risks, such as cost and schedule, to EGRT Construction.

The structure of the performance-based project still does transfer construction risk to the builder, so any delays or costs associated with this failure are to be borne by the builder. The builder also had to secure their own financing and they are being paid on a milestone-based performance payment system, so the delays resulting from this incident may prolong their borrowing period and costs.

[jsbertram]

Originally Posted by aberdeen5698

Interesting! I just happened to drive through that intersection yesterday around noon and I noticed that the guideway spanning Como Lake Road seemed to be a little bit out of alignment with the adjacent segment sitting on top of the pier on the north side of the road. I was wondering about it, and for good reason, I guess...

This is probably going to be a major piece of work to correct, not to mention that they'll probably have to figure out why it happened before building any more segments, and then do remediation on the ones already built if necessary.

Talking head on noon news segment suggested this was because it is the longest beam and curved, and significantly heavier because it has to get over all the Clarke lanes & sidewalks as well as the Como lanes & sidewalks while transitioning from west side of Clarke to east side.

Reporter says beam was on 'temporary supports' while being aligned with the other beams (north and south of this one) before being permanently attached.

[Olden Retreiver]

Originally Posted by SFUVancouver

Partnerships BC presents the Evergreen Line as a P3 (http://www.partnershipsbc.ca/files-4/documents/2013-10-22_Evergreen-Case-Study.pdf), however I agree that it is essentially a fairly conventional design-build contract.



The structure of the performance-based project still does transfer construction risk to the builder, so any delays or costs associated with this failure are to be borne by the builder. The builder also had to secure their own financing and they are being paid on a milestone-based performance payment system, so the delays resulting from this incident may prolong their borrowing period and costs.

Yes, that meets a very soft definition of P3.

[TransitFreak]

I'm surprised they didn't use a superstructure or solid segment on top of column instead of a regular segment (i.e. TCH flyover or Home Depot respectively on Millennium line). The distance over Como Lake seems very large. IIRC, max span for traditional segment guideway was 10 segments, or 30m...could be wrong...

[GeeCee]

The TBM started on Friday.

https://www.facebook.com/evergreenline/p...13121257/664121996967641/?type=1&theater

[Olden Retreiver]

EGRT won't use spacers anymore that failed on Como Lake Ave span:

http://www.tricitynews.com/news/250687671.html

[jsbertram]

Originally Posted by GeeCee

The TBM started on Friday.

https://www.facebook.com/evergreenline/p...13121257/664121996967641/?type=1&theater

Drill baby, Drill!

[nname]

Images I took today at the Lafarge Lake Station:

View from the other side of Pinetree at the north end of the station. This is the 2nd to 4th last columns of the line.


View south from the north end of the construction area, showing the last 3 columns


By the look of it, seems like:
1. These columns looks more like the one used for the grider on Lougheed than the one used with gantry crane (on North Road or No.3 Road). Not sure what the construction method will be used here.
2. Seems like the guideway may not end immediately at the last column?
3. The last column seems very very low. The guideway is at about the same level as where I'm standing, about 30m away from it. IF they going to extend the line further someday, then it will most likely have to be at-grade.

[Millennium2002]

The old renderings do show that there is some buffer space between the platform and the guide-way ending.

And yes... that guideway is rather low for sure... Not sure what they were thinking of there. Is that to hinder expansion, or to appease someone at city hall / Douglas College / the local high school who didn't want to see the "turd" down the street?

[AverageJoe]

Snapped a few shots yesterday of the construction going on in Port Moody. I think this section of the Skytrain system will have some of the most spectacular views when finished.


Where the guideway transitions out of the tunnel under Barnet Hwy (looking west):


The guideway construction had to knock a piece off of the building on the left:


The elevated section through Port Moody east of the tunnel:


Looking east along the at-grade guideway toward Port Moody WCE Station:


Another angle:


From the ground:

[aberdeen5698]

Originally Posted by AverageJoe

Where the guideway transitions out of the tunnel under Barnet Hwy (looking west):

Nice shots, thanks!

Interesting that they're using precast beams for this elevated segment. I guess it's not long enough to justify the cost of transporting and assembling the launching truss, or perhaps it's a scheduling issue with the truss not being able to be in two places at the same time (and therefore saving on the cost of a second one).

[officedweller]

Thanks for the pics!

There's also a switch there (someone on the forum mentioned it and you can now see the ledges to the side) - so that may also be a reason for the I beams.

[Zassk]

Originally Posted by allan_kuan

The old renderings do show that there is some buffer space between the platform and the guide-way ending.

And yes... that guideway is rather low for sure... Not sure what they were thinking of there. Is that to hinder expansion, or to appease someone at city hall / Douglas College / the local high school who didn't want to see the "turd" down the street?

The renderings also showed the guideway as being very low here. Perhaps it is to make the track level, so that trains can be stored safely there? Any grade on the tail track would make it problematic to use the tail track as storage track.

[SFUVancouver]

As a thought, perhaps the use of concrete I-beams for this section of track allowed the builder to utilize conventional bridge-and-overpass sub-contractors and solicit more cost-competitive bids, as opposed to relying on specialized sub-trades that have familiarity with the launching truss?