Canadian LRT/RT projects U/C

[Kokkei Mizu]

C-Train Tuscany extension:

• Video Link

Edmonton Metro Line extension:

• Video Link
• Video Link
• Video Link

[p_xavier]

Originally Posted by WhipperSnapper

Typical miketoronto post in comparing some far flung smaller city to Toronto while ignoring the costs of these projects.

Transit costs ARE outrageous in Toronto!

[ssiguy]

Curious.........did Edmonton go out of it's way to make the new Metro line as painfully slow and create as much mayhem on the roads as humanely possible?

[milomilo]

That would appear to be the case, yes. After doing things right on the first line and seeing how obviously bad the C-Train is downtown in Calgary at grade you'd think Edmonton would have been wise enough to avoid at grade crossings of busy roads at all costs. But they seem to have gone the opposite direction and chosen the worst possible route.

[GreaterMontréal]

What is the maximum speed attained between each station for the Tuscany extension ?

[milomilo]

80km/h AFAIK.

[GreaterMontréal]

Originally Posted by milomilo

80km/h AFAIK.

ok tks, the Tuscany extension looks like the equivalent of a commuter rail line, very convenient. in a good way

[Daveography]

Originally Posted by ssiguy

Curious.........did Edmonton go out of it's way to make the new Metro line as painfully slow and create as much mayhem on the roads as humanely possible?

The issues with this line have been discussed at length on this forum already. Summary: No, they're still working out some serious kinks though.

[WhipperSnapper]

Originally Posted by d_jeffrey

Transit costs ARE outrageous in Toronto!

Not really for a big, dense, booming city with high labour standards. Lemme guess your arm chair expertise has you spending a million per acre to "save" on an at grade system or run an elevated line down Toronto's urban arterials.

[gunnar777]

Originally Posted by WhipperSnapper

Not really for a big, dense, booming city with high labour standards. Lemme guess your arm chair expertise has you spending a million per acre to "save" on an at grade system or run an elevated line down Toronto's urban arterials.

Don't be so rude. Everyone is entitled to their opinion, and to be fair, you have no transit expertise - you'd be the first to admit that. You know a bit about density and "street presence" and "FAR", but nothing of, say, engineering and architecture.

[p_xavier]

Originally Posted by WhipperSnapper

Not really for a big, dense, booming city with high labour standards. Lemme guess your arm chair expertise has you spending a million per acre to "save" on an at grade system or run an elevated line down Toronto's urban arterials.

I actually have a PhD in engineering and worked on transit projects in Ottawa and now in Montreal.

Your LRT/subway projects are twice as long to build and nearly thrice as costly as in other canadian cities (Vancouver, Calgary, Edmonton, Ottawa) with no notable good arguments. This reeks of either incompetence or fraud. I'd say a combination of both.

[niwell]

Originally Posted by d_jeffrey

I actually have a PhD in engineering and worked on transit projects in Ottawa and now in Montreal.

Your LRT/subway projects are twice as long to build and nearly thrice as costly as in other canadian cities (Vancouver, Calgary, Edmonton, Ottawa) with no notable good arguments. This reeks of either incompetence or fraud. I'd say a combination of both.

The Crosstown is fundamentally different than any of the transit projects undertaken in the cities you have listed. That includes tunneling a relatively short distance under central Ottawa and the tiny station boxes of Vancouver's Canada line. It could be done more quickly, however that would require more money for concurrent construction of various aspects of the project.

Claiming fraud is an extremely weighty claim that I'd expect a professional engineer to be able to back up.

[MalcolmTucker]

Toronto could get work done faster but that would require things Toronto politicians do not want, like more (spatially) road closures vs longer (time wise) detours. Then with Crosstown you have Infrastructure Ontario and contractors trying to reduce the cost while not reducing the scope, which means fewer teams doing similar work at different sites (so a team or 3 gets to be experts at building station boxes, air shafts, etc).

With the York Line the TTC has shown the problems with traditional project delivery (the authority issuing lots of small contracts instead of one lead contract), with "frequently shifting design plans", scope changes, an unrealistic initial schedule, the TTC signing contracts for phases of work before path critical work was completed, leading to pile up delays.

The TTC avoiding these problems would probably mean a compressed construction period, but just as long of a total period, with a longer period of locking down scope in the pre-tender period.

[osmo]

Ottawa has water table issues and much more troubling geological aspects to take into account even with the short tunnel.

The biggest challenge for Toronto was getting the bore machines in and out.

No excuses.

Toronto simply is slow like a lead foot. I agree it must ineptness, fraud; to much appeasement for leafy homeowners as well.

In big cities disruptions happen. People adapt and move on. As long as it is not crippling and long lasting things can function normally. Toronto has not grown up to this fact still thinking it can make everybody happy with big time projects.

[GreaterMontréal]

Very good news in Montréal.

CDPQ Infra and CN enter into an agreement, a decisive step for the Réseau électrique métropolitain (REM) project

Montréal, August 24, 2016 – As part of its Réseau électrique métropolitain (REM) project update, CDPQ Infra announced today that it has entered into an agreement with CN. The agreement marks a decisive step in the development of the REM project as a unified, integrated system, with Central Station as the intermodal hub linking four metropolitan branches.

Under the agreement, CDPQ Infra will acquire the aerial structure leading to Central Station (Viaduc du Sud) from CN, allowing the REM to access the station directly. The agreement also allows the REM to use Central Station and run under CN’s tracks in the Pointe-Saint-Charles sector.

“This agreement crystalizes the vision we had for the REM, that of a unified system, integrated into the urban fabric. We are truly grateful for CN’s collaboration in helping us find solutions, particularly in facilitating the REM’s access to Central Station, the network hub. This speaks to the seriousness and commitment of a partner who, like us, seeks to improve the fluidity and efficiency of transportation in the Greater Montréal area,” said Macky Tall, President and Chief Executive Officer of CDPQ Infra.

https://www.cdpqinfra.com/en/content...in-rem-project

Griffintown station ?

[p_xavier]

Originally Posted by GreaterMontréal

Very good news in Montréal.

CDPQ Infra and CN enter into an agreement, a decisive step for the Réseau électrique métropolitain (REM) project



https://www.cdpqinfra.com/en/content...in-rem-project

Griffintown station ?

Yes it is great news, actually underground Lachine Canal station with an exit in Griffintown.

[GreaterMontréal]

Originally Posted by d_jeffrey

Yes it is great news, actually underground Lachine Canal station with an exit in Griffintown.

good news,

Fact Sheet , Optimization
https://www.cdpqinfra.com/sites/all/...08-2016_en.pdf

Travel Time update
from YUL to Downtown : now 24 to 26min -- Express 18 to 20min
from the South Shore to Downtown : 15 to 17min
https://www.cdpqinfra.com/sites/all/...08-2016_en.pdf

[ssiguy]

Great news for Montreal!

[GreaterMontréal]

Soon we will know how much it will cost to link the REM to the 2 intermodal Métro stations.

[SFUVancouver]

That's great news for Montreal and the REM project.