Quote:
Originally Posted by Catenary
I get where you are coming from, but I don't think we have enough information to go either way. Remember that Alstom's contract is with RTG, not OC Transpo, and Alstom effectively runs the MSF. The whole point of a P3 like this is to give the contractor flexibility in times like these so the contractor can reduce costs.
The MSF expansion is a good example of RTG working on phase 2 as quickly as they could. The shed expansion began in summer 2017, and is largely complete. Why rush on that unless you need the space to store additional trains?
|
Good Day.
Not enough information is a complete given. None of us (except unacknowledged insiders who have to restrict their comments) have ever had virtually any, let alone enough, info. Most of our commentary has been acute discussion based on observation and published reports.
I think we basically agree. Alstom is a LRV subcontractor to RTG, and delivers to them, and RTG then delivers to the City, who passes on the deliverable to OC for operation. And, RTG has contracted long-term maintenance to Alstom. Of course, the reality is a complex mix of all four parties, and we will have to see who operates what.
Reduced costs for all parties involved is indeed the end aim..... but legalistics still intrude into all corners of any contract or contracts, and in a case such as this, many many contracts, with overlapping areas of responsibility and deliverable. That has a tendency to increase some spot costs as difficulties or delays occur.
As for the Phase 2 expansion of Belfast, that was explicitly contracted at a point when Phase 2 became a probable reality (but was still a legal uncertainty), and City took the explicit risk of Phase 2 becoming a reality to jump-contract RTG to expand Belfast, at a point when tearing up track and buildings (which were at that point already virtually complete) would specifically occur at a time to totally minimize the loss of availability of those facilities within Belfast, and have minimal impact on Phase 1 deliverability or subsequent operability of the system. A rush to accommodate Phase 2 vehicles immediately was never a component of that process.
And recall that Belfast has been over-expanded, with some 'temporary' facilities (such as the tarp-covered quonset storage shed in the southeast corner, and the track and switch to it) to accommodate all 72 LRVs (it had been designed with expansion capability to 66), since City did not yet have any idea where a second LMSF would be located, nor its size and flexibility, nor when it would or could be built. And to accommodate the extra-larger main shed, and the new small secondary LMSF at the northeast corner, the earthworks sight-and-sound berm had to be removed and replaced with a full extension of the soundwall.
So to summarize, the rush was to take advantage of a minimal disruption time-of-construction window to accommodate the construction of a new long-term (over-)load requirement of the Stage 2 LRVs, and not to accommodate those Stage 2 LRVs immediately.
Prev
Linear Mode
