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DavidBellerive

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DavidBellerive last won the day on August 7

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  1. I am quite sceptic of them achieving RSA by then. Passing the 12 days doesn't automatically get them to RSA, and unless everything has been going fault-free since the 4th (which reports tend to suggest is not the case), Friday seems quite optimistic. When announced, the timeline was already quite aggressive, and left little to no margin for error. I still believe RSA is going to be before the end of August, though not the actual RSA they submitted.
  2. Interesting move, though it might have to do with crash absorption ratings, as the spurs are (if I read it right) considered to be part of regular trackage. From a functional perspective, the difference between 80 and 100 might actually be far less noticeable than we can expect, though it brings the good ol question of "how much quicker than a car it will be to go downtown", which makes any transit usage debate even more difficult to maintain.
  3. Yeah it seems to me like their use of the three weeks was "not really efficient" given where it stands right now. If I am reading the document, it seems like the CSP can be installed relatively quickly, as it is gonna be covered with dirt afterwards. I would assume most of the weight-bearing comes from the circular shape, which puts the weight more towards the edges than the centre. Of course I am no engineer, but this would be the most likely explanation. Because the sides of the trench are already rock, I would assume they can simply make it rest on it, with dirt holding the structure left and right. Interesting that they think the work can be done within the next week, but if all they need to be done by then is have the CSP over, it is a possible timeline.
  4. So, I looked more in details at the initial business case for the OL, and I am far from impressed. Steve Munro did an excellent analysis on his website. https://stevemunro.ca/2019/07/27/the-ontario-line-metrolinx-initial-business-case/ Metrolinx clearly wanted to make the case for it more appealing than the RL, with no real explanation of how it will actually improve service. In addition, the case compares a fully-built OL to a "phase 1" RL, which is such a flawed analysis. As Shane said, Toronto has boomed relatively quickly compared to other cities, though its transit never really followed-up with the boom. The definition of downtown Toronto changed a lot in 20 years. While the OL seems to be an exercise in cost-cutting, it does so at the expense of any future increase in capacity or headways, as it will already max-out the current capacity of CBTC. Since ATO is being pushed to later on Line 2, and the TTC is already maxed-out on their storage capacity until at least 2030 (per their capital expenditure plans for the next 15 years). In short, it doesn't look good for the future. The OL doesn't solve any problem, and adds even more operational restrictions for any future increase in service, both for GO and the TTC. To me, the solution remains a phased relief line, which is more flexible and still has room for growth. The OL might be cheaper, but building it twice is more expensive than doing it right the first time.
  5. Of the LFS in service, do we know which ones are the new order with more seat material, or it is going to be a future order?
  6. Mostly right, since there is no real equivalent to the AODA. Most transit operators are working toward increasing accessibility, though it is a really slow rollout in most cities. Montreal has to retrofit the metro stations, Quebec City adopted a new fleet on the Metrobus (transitway equivalent) to offer accessible service. However, most "local" routes are not deserved by those, even though most cities have only low-floor fleets. AFAIK, there is no real plan to adopt something similar to the AODA, so it is likely to remain the same for the current fleet cycle. However, as many cities are transforming their rapid bus into LRT / Tram, the service is likely gonna be built fully accessible from the get-go.
  7. Assuming the culvert is built of wood, it probably can be built in a week, though your picture makes me wonder if there is any actual work occurring to install it. Do you have a link to the document where this figure comes from? Curious to look into the details a bit more.
  8. Two things I noticed, but can't seem to know if they are new or just something I noticed recently: On the front display of the trains, it shows "1", then the destination, alike a bus display. I was sure that it only showed the station name (which is more than enough given that no vehicles are interlined on different lines. Many coupled units still show "Offroute" on the second vehicle, though I am saying more and more actually showing the destination). At Tunney's and Blair, the "Next Departure" screen seems to have been updated to indicate which platform it will depart from, and not only the next train. Only seems to apply to Concourse level at Tunney's.
  9. I started going over the PA for the Trillium Extension, and here are some of the "note-worthy" observations so far. Penalties have all been redacted from the PA. As explained during the city-council debate, it is a new payment structure and penalty system based. The new Walkley Yard is required to achieve a LEED certification (though they are not required to achieve a specific level under it) - page 82 Unlike with Stage 1, commissioning and substantial completion don't seem to be tied up conditions. The city should be able to start commissioning and using the system before (or during) substantial completion. Do not read it as it will open before, but as it can be more simultaneous than currently. - page 86 TransitNext will be required to hire a professional photographer / videographer to supply the city with photos and videos, as well as a "promotional video during the design phase that incorporates information and visuals of the complete extension" - page 20 Yearly update videos should also be produced, highlighting the progress made on the project. TNext is also expected to provide more photo-realistic rendering of the stations and their layout to the city as design is confirmed. TNext is expected to continue the weekly update format observed for Stage 1. - page 10 They will also be required to update the station renderings as their design evolve over time, something not really done during stage 1. In addition to financial penalties, "failure points" can be awarded to TNext by the city, in regards to performance targets or failure to comply with certain objectives. A certain number of those can be grounds for remedial awards to the city, at the expense of TNext. - page 111 If repeated points are given in consecutive periods, the city can execute its right to consider TNext in default, and therefore terminate the contract. There is still a long-stop date, 365 date after the initial substantial completion date. While TNext is building and maintaining the line, they will also be responsible for the contract with STAEDLER for the "revenue vehicle", not the city. - page 34
  10. First time I hear it also. I went along the alignment tonight, from Parliament to Bayview, and didn't hear it a single time... Testing tonight seemed to be a mixed of time-table matching and manual driving as a few trains stops short of the Pimisi east-bound platform. Interesting fact: the tri-tone bell like this is designed for those with hearing difficulty, as their ability to ear generally doesn't decrease in all three ranges (low, mid and high pitch). More of a question for @Corvulpes did your dentist's mom's friend's manicurist hear anything about the cab AC being fixed? Saw a bunch of drivers with the cabin door open, which I assume was temperature related.
  11. At Lees it is the “inside” pane that was broken anyway, so even with an impact it would like result from work on the platform.
  12. They look like the same kind of Next Train Display as used in the UK and some parts of Europe, so I would assume, like those, that they have a the ability to “rotate” between displays, so it could have two pages rotating to show everything.
  13. For reference, seems they also removed the date at the bottom. I assume the new character set now supports apostrophes, and minutes is now display in lowercase. I’d say the spacing is also changed, but hard to tell. Before the update: After the update:
  14. Yeah it is not the first time I see a broken one at Lees. RTG / RTM still has a requirement to replacement them, both in regards to safety but also a requirement to keep everything “clean”. What surprises me is how “courageous” some of them are to do vandalism on those things given the quite large number of cameras at each station! It’s one of the risks with any outside structure, so I wouldn’t be surprised if it was considered by RTG while submitting their maintenance costs.
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