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admin 24.12.2014

Getting around the city, by public transit or by car, has become a perpetual nightmare of sardine-tin crowds, endless queues and construction bottlenecks.
In 2007, the city announced it would oversee a massive revitalization of Union Station—the most important gateway to the city, and a hub for more than 65 million passengers per year, a figure that’s expected to double by 2031. Seven years later, Union Station is shrouded in scaffolding and tarps, and the construction job has been infernally botched.
By the end of 2013, the extra costs had burned through the $91 million in contingency funds initially set aside for cost overruns.
For decades, Montreal’s Olympic stadium was considered the ultimate symbol of budget ineptitude, earning it the nickname the Big Owe.
Glenn de Baeremaeker, the left-leaning Scarborough councillor for Ward 38, has been the most unlikely proponent of the Scarborough subway.
In October 2012, the board of the TTC, at De Baeremaeker’s urging, asked staff to study the feasibility of a subway for ­Scarborough. Many other councillors saw the political calculus at work and played it to their advantage. The staff report came back saying that a Scarborough subway was indeed feasible, in the same way that TTC rocketship service to the moon is feasible: it can be done, but that doesn’t make it a good idea.
In April 2013, the recently elected premier Kathleen Wynne promised to create new revenue tools to fund transit improvements. But on the matter of money, Wynne and Murray made dupes of the entire city ­council: they coaxed Toronto to pick up the extra ­billion dollars in costs by raising property taxes.
Toronto already has a subway route that costs a fortune and lacks riders: the ­Sheppard line.
We will soon have yet another subway line of dubious merit when the Spadina subway extension enters into service in 2016. Lastman went on to serve two terms as mayor of amalgamated Toronto, finishing his time in office just as the ­Sheppard line opened. It was in 2002, a full dozen years ago, that Queen’s Park, in conjunction with GO Transit and GTA municipalities, first studied the idea of an integrated public transit fare card. The card’s success depended upon its adoption by all the transit authorities in the region, especially the TTC given its volume of ridership—but the TTC never agreed to install it across the system.
The development of the next generation of Presto was never put to tender: instead, Metrolinx, under transport minister Bob Chiarelli’s watch, extended the contract with Accenture by an estimated $650?­million. Where the Allen ends at Eglinton is surely the worst intersection in Toronto, the original place where the city’s transportation planning went wrong, and from which it has never recovered. It’s not the Spadina Expressway’s death that haunts the city—it’s the way the decision was made. At this point, when it comes to key decisions like the future of transit for Scarborough, the fate of the Gardiner or the plan for a subway relief line, cynicism rules.
What Toronto needs now is not a visionary leader but a tactical mayor who can make a half-dozen projects in a row go right: a handful of road and transit improvements completed on time and on budget (or at least without needless delays or gargantuan cost overruns), which would renew people’s faith in the possibility of progress by making the city easier to navigate.
The city’s suffocating congestion has caused many Torontonians to take up cycling—their numbers have roughly doubled in the last decade, making bikes the fastest-growing option for commuters.
In 2001, during Mel Lastman’s final term as mayor, the city adopted the Toronto Bike Plan, a commitment to create 495 kilometres of on-road bike lanes by 2011. The new subway cars are such a pleasant upgrade from the TTC’s old rolling stock, it’s easy to forget the fiasco of their procurement.
Delivery of the new trains was behind schedule by six months, thanks largely to the bankruptcy of a New York state firm that made door components. Since 2012, at least nine large chunks of concrete have fallen from the Gardiner’s elevated underside, mercifully ­sparing humans but damaging a few cars. The city had been limiting the work to emergency repairs due to an ongoing environmental assessment into the possibility of tearing down the Gardiner east of Jarvis. The Gardiner is not an anomaly: the city is just as neglectful when it comes to maintaining the other 5,600 kilometres of roadways within its borders.
In 2013, city hall beefed up the annual repair budget by an additional $30 million in order to keep the backlog from getting out of hand—which would be great if we could trust that the projects were competently managed.
When Griffiths looked in detail at two road contracts, he found the materials costs were off by as much as nine per cent. When Vancouver’s SkyTrain came into service just prior to Expo 86, it featured the cutting-edge technology of its time: driverless trains. Since then such cities as Paris, Copenhagen, Barcelona and Milan have adopted driverless trains and the signalling system required to make them work. Under Moscoe’s successors, Adam Giambrone and Karen Stintz, the installation of the ATC signalling system on the Yonge-University-Spadina line began in 2009 and continues to this day—it’s the reason the line has been shut down on many weekends. Meanwhile, in Paris, the plan to automate Line 1 of that city’s Metro—the oldest line in its network, originally opened in 1900—was first approved in 2005. He said a fee hike is not something the MTA takes lightly, but it was necessary as the cost of maintaining the quality, security and reliability of the subway system continues to climb. MTA subway, bus fares and tolls going up again in 2015 and 2017: official Chief Financial Officer Robert Foran said rising pension, healthcare, debt payments and other costs necessitate hitting up mass transit riders and drivers using MTA bridges and tunnels for another $424 million in 2015, and $520 million in 2017.
The amount of money bus, subway and commuter rail riders will fork over to the Metropolitan Transportation Authority will go up by approximately 15% by 2017, according to updated financial plans released by transit officials. Over at the City Hall station, Brooklyn nanny Cheryl Mark, 52, couldna€™t believe MetroCard prices, which just went up in March, are slated to rise in 2015 a€” and again in 2017.
Chief Financial Officer Robert Foran said rising pension, health care, debt payments and other costs necessitate hitting up mass transit riders a€” and drivers using MTA bridges and tunnels a€” for another $424 million in 2015, and $520 million in 2017. The financial plans dona€™t specify how much the base bus and subway fare, unlimited ride MetroCards and other fare-payment options might increase.
If the increases were applied evenly across the board, however, a monthly MetroCard would go from the current $112 to approximately $120 in 2015, and then $129 two years later. The MTA plans also envision the authority paying significantly more for storm coverage insurance. Foran and MTA Chairman Tom Prendergast said the agency will continue the aggressive cost cutting program that has reduced annual expenses by $800 million a year. Prendergast indicated the MTA would look to state government in Albany to craft solutions to some costs like pensions that are beyond the authoritya€™s control. With support from Washington and continued progress on construction and contracts, the Central Subway Project has accomplished major milestones in recent months. Extending Muni’s T Third Line through SoMa and into Union Square and Chinatown will benefit thousands of San Franciscans and vastly improve the Bay Area’s transportation network. The Central Subway will reduce travel times for residents, workers and visitors traveling through a congested corridor that has long been in need of improved public transit. We on the Central Subway team believe it is important to provide useful, relevant information to the public about the project as it continues to advance. The T Third Line is expected to become Muni’s most heavily used light rail line soon after the Central Subway opens.
T Third Line ridership: By 2030, ridership on the T Third Line is projected to be about 20 percent higher than on the most heavily used existing Muni line, the N Judah Line.
Central Subway ridership: The Central Subway is expected to attract extremely high usage compared to other light rail projects around the country (see the table below). Ridership in 2019: Ridership projections for the entire T Third Line are 43,700 for the Central Subway’s opening year. The Central Subway will vastly improve Muni service for customers traveling along the busy 4th Street and Stockton Street corridors.
No service reductions are planned for the full 30 Stockton route, which runs between Caltrain and the Marina. Claims that fares will increase as a result of funding the Central Subway are without merit. Even if the SFMTA does issue revenue bonds, the revenue bonds that would be issued would come from sources already included in the SFMTA’s budget.
The Central Subway, with its 35,100 projected daily boardings, will increase the SFMTA’s annual operating budget by less than 0.25 percent. The challenges that the SFMTA faces with regard to its operating budget are driven by current budgetary challenges and not by the addition of much-needed rail service. Constructing a new subway beneath a vibrant urban core like downtown San Francisco is a lot of work, and it requires a major investment. The earliest project cost estimate of $647 million was based on an early conceptual engineering plan. The proposed project alignment changed from 3rd Street to 4th Street, and the tunneling method changed from shallow tunneling to deep tunneling. The cost per mile of building the Central Subway is less than half the cost per mile of New York City’s two subway projects. When taken together, the per mile cost of constructing both phases of the T Third Line will be significantly less than light rail projects in Los Angeles and Seattle that also include a subway component. The contingency funding plan approved by the SFMTA Board and the Board of Supervisors is just that: a contingency plan. The $61 million in state High Speed Rail Connectivity funds are delayed or the project receives less of these funds than expected. The contingency funds budgeted for the project to cover unexpected costs or schedule delays are used. The Federal Transit Administration (FTA), which is expected to provide nearly $1 billion in funding to the Central Subway Project through its New Starts program, requested this additional assurance as part of its stringent review process. We encourage you to contact us with any questions you may have about the Central Subway Project.
As Chennai, Hyderabad and Bangalore build metro rail networks, they would find the Delhi experience encouraging.
The rise in ridership of Delhi Metro is resulting in several environmental and social benefits to citizens of the national capital which will help recover the full cost of Phase-1 project of the DMRC by 2011, a study claimed today. AAP MLA escapes unhurt in car attack A car in which AAP legislator Kartar Singh Tanwar was travelling in on Sunday was allegedly attacked in South Delhia€™s Fatehpur Beri area.


Travelling on a subway in New York City may be efficient and cost-effective, but it certainly leaves you with no cell phone reception love. T-Mobile has signed a 10-year agreement with Transit Wireless for access to an underground network they are building to service the NYC subway system. During the January meeting of the Toronto Transit Commission, Commissioners were treated to a Powerpoint presentation on possible designs for new subway cars to be bought for 2009-2010. The TTC hopes to issue a request for proposals this month, to be followed up with a website inviting public comment on the possible new designs by April. All words and images featured in this domain are either copyrighted to the people maintaining this domain or are copyright to other copyright holders who have given permission for their material to be used on the Transit Toronto web site only. RUNNING metro-style, single-deck trains on some CityRail lines would be a gradual process requiring numerous expensive upgrades to existing stations and system infrastructure.
Proponents say high-frequency metros would match the travel needs of inner-urban residents travelling shorter distances. Gridlock is the lightning-rod issue of this mayoral race, with candidates sparring over which transportation fix—underground subways, surface subways, LRT, more buses, more bike lanes, no bike lanes, more speed bumps, no speed bumps—is best.
The project is one of the most complicated ever undertaken in Toronto, involving the preservation and modernization of the grand, historic building, and multiple private companies and government agencies, including the City of Toronto, the TTC (which would build an additional subway platform, mostly with money provided by Waterfront Toronto) and Metrolinx, the provincial agency that runs GO Transit. At least four parts of the project have gone over budget so far, by a ­whopping combined total of $345 million. Under its watch, new walls were built then torn down after it was discovered other work hadn’t been completed, crucial deadlines were missed (at one point, only two of an expected 12 structural columns had been built), and certain improvements, like a planned PATH ­connection, were forgotten altogether. As a member of former mayor David Miller’s executive committee, and more recently as vice-chair of the TTC, De Baeremaeker has been a long-time advocate of light rail transit in general and Miller’s Transit City vision in particular. His motion set off a storm of protest from other councillors who were desperate to stop dithering and get shovels in the ground for light rail transit to replace the Scarborough RT. A subway would be far more expensive—at least $1 ­billion in additional costs, double De Baeremaeker’s initial $500 million estimate. In the Machiavellian sense it was genius, but in every other sense it was a grossly cynical political exercise that’s left everyone in limbo. When Mike Harris set about nixing the expansion of Toronto’s subway network in 1995 (a portion of the Eglinton subway’s tunnel had already been dug; Harris had it filled back in), then–North York mayor Mel Lastman saved the Sheppard line from the chopping block.
It was Greg Sorbara, the former Ontario Liberal finance minister in the McGuinty government, who pushed the plan to extend the Spadina subway north past York University to his home riding of Vaughan. Sorbara is now ­the Chancellor of York University, one of the main beneficiaries of his subway line.
Under former chair Adam Giambrone, who’s best known for conducting an affair with a 20-year-old woman on his city hall office couch, the TTC decided to pursue its own system that would allow people to tap their debit or credit cards to pay their fare. The TTC installed its first green Presto card reader at Union Station in 2009—tap your card and the fare is automatically deducted.
The equipment was slated to be installed on all the city’s new streetcars when they began entering into service on August 31, but it turns out they won’t be ready until ­November—the TTC wants to test the card readers first to make sure they are working properly.
Cars are perpetually lined up along Eglinton trying to access the Allen and queued up at a halt across all its southbound lanes, often as far back as Lawrence Avenue, trying to get off.
As the tunnel-boring machines make their way east toward Yonge, the dump trucks will line up at Eglinton and Allen to haul away the dirt that’s being dug out.
When she led the drive to halt the construction of the Spadina Expressway in the 1960s, she helped save countless homes and whole neighbourhoods from the wrecking ball.
Jacobs helped convince then-premier Bill Davis to cancel cabinet’s support for the project, setting in motion a trend that has yet to abate: politicians overruling the painstaking work of urban and transportation planners. Planners recommend a Spadina expressway; politicians cancel the project at the halfway mark after tens of millions have been spent. How can ­Torontonians trust that any of the options on the table have been proposed for the good of the city? The people who ride to work are doing the city a multitude of favours: they help relieve crowding on the transit system, their bikes take up less space on city streets than cars, and they’re adding zero emissions to the air we breathe.
By 2013, two years past deadline, the city had a mere 114 kilometres of bike lanes, up from 111.6 the year before.
In 2006, David Miller and his administration decided to sole-source the contract for 232 subway cars to Bombardier, which would build them in Thunder Bay at a cost of $710 million. TTC chair Howard Moscoe insisted an earlier deal between Queen’s Park and Bombardier compelled the city to give the contract to the Thunder Bay plant; the province publicly said the deal was no longer in force.
From 2006 to 2012—David Miller’s second term as mayor, and the first half of Rob Ford’s—the city allocated roughly $95 million for the Gardiner’s ­maintenance yet only spent $50 million over those seven years. The annual budget for all road repairs, excluding the Gardiner, is in the area of $140 million—far short of what’s required. Last year, Toronto Auditor General Jeffrey Griffiths, as part of his annual audits, reviewed road resurfacing contracts across the city. Contractors were bidding on inflated job orders, and the errors led to more than $70,000 in overpayments. Thanks to automatic train control, or ATC, the SkyTrain drove itself, stopping at exactly the same spot in every station every time, the trains always appropriately spaced. Even Scarborough, when it was a city unto itself, opted for automated controls: the existing Scarborough RT (soon to be replaced with either a subway or LRT), operates on an ATC system, though the trains still have one attendant on them.
It will be completed in 2020 at a total estimated cost of $800 million, just for the single line (there are no plans for Bloor-Danforth), and even then the TTC won’t take full advantage of efficiencies.
The driverless trains began rolling on the tracks in 2011, and the line was fully converted to ATC by Christmas 2012. Powered by its own proprietary technology, Mashable is the go-to source for tech, digital culture and entertainment content for its dedicated and influential audience around the globe. More achievements – including a commitment from the Federal Transit Administration (FTA) to provide nearly $1 billion in New Starts funding – are on the horizon, paving the way for tunneling and station construction to begin this year.
We have put together this blog post to answer questions that have arisen about the project’s costs, ridership, impacts on Muni and more.
Only the Downtown Subway in Los Angeles is projected to have more daily boardings per mile in 2030.
Funding for the project comes from federal, state and local sources, not from the SFMTA’s operating budget.
When the Central Subway opens to the public in 2019, it is expected to increase the SFMTA’s overall operating budget by $1.76 million. Included in the cost of the Central Subway Project are a number of major construction components, including tunneling under a densely populated urban area, constructing three subway stations and a surface-level station, installing operating systems and train tracks, purchasing new light rail vehicles and planning and administering the project. These changes will result in faster travel times for Central Subway customers, a quicker construction timeline and reduced surface disruption during construction. They recommended increasing the cost estimate by $200 million to allow for additional cost- and schedule-related contingencies. The Metro rail authority in the capital is confident that the overall benefits will lead to cost recovery quite early. This agreement will allow T-Mobile to provide service for customers in 277 subway stations across New York City. A full-scale mock-up for public viewing could be available by June, with a contract awarded this October. A ''metro-style implementation plan'', prepared as part of a Long Term Rail Strategy Assessment document, shows the initial plan for the scheme is to run both single-deck and double-deck trains on the same lines, while undertaking costly upgrade works. They say the alternative - a second harbour crossing to add more capacity to the heavy-rail network - would be prohibitively expensive. But to voters, who’ve endured a generation-long succession of false starts, bad decisions and political interference, it’s all empty promises. The total cost of the overhaul was budgeted at just under $1 billion, and it was scheduled to be largely completed in time for the Pan Am Games in 2015. The price for renovating the building’s train shed, which includes a new glass roof designed by the architect Eb Zeidler, has jumped $60 million, in part because of complicated work not anticipated in the original contract. The city’s department of facilities, design and construction was so overwhelmed by the job of monitoring Carillion, the main supervising contractor, it called upon three consulting companies to help rein in costs and attempt to get the project back on track. Union Station’s renovation, already at $1.33 billion and counting, may yet inherit the mantle. But two years ago, mere months after he helped spark the council revolt to dump Rob Ford’s subway vision and re­instate Transit City, he changed his tune.
Metrolinx had already spent some $85 million on design and environmental assessment, and that money could never be recovered if plans switched to a subway. Karen Stintz, the midtown conservative who was trying to set the stage for a mayoral run of her own, saw an opportunity to build a following in Scarborough. And it would never have enough riders: ­Metrolinx’s projections for 2031 showed a maximum of 11,000 passengers per hour, less than half the 25,000-passenger capa­city of a subway. With a summer by-election looming in ­Scarborough-Guildwood and her party performing poorly in the polls, Wynne and transportation minister Glen Murray appeared to take the city’s bait: they promised to convert the Scarborough RT into a subway.
The idea wasn’t on anyone’s priority list in Toronto—not council’s, not the TTC’s, not then-mayor David Miller’s. The promise of a Scarborough subway should be enough to get De Baeremaeker re-elected in his ­Scarborough ward. When Kathleen Wynne, then Ontario’s transportation minister, threatened to withhold funds if the TTC refused to implement Presto, Giambrone reluctantly dropped his plans. The Allen is bisected by the Spadina subway line, which, as most planners will tell you, was the worst place to put that route. Once the job is finally done, the Eglinton Crosstown will do nothing to solve the intersection’s gridlock.
But she didn’t save them all: much of the expressway’s northernmost roadbed had already been excavated.
That’s not what Jacobs would have wanted—she wanted to reform the profession and make it responsive to people, not make it eternally subservient to elected officials—but our legacies are never entirely what we intend.


They tell us subways along Sheppard or up to Vaughan or out to ­Scarborough aren’t high priorities, that different modes and other projects would be better at helping people move around in the city; politicians ignore their advice and build them anyway. The best laid plans will be abandoned the minute they no longer advance the narrow interests of the politicians who back them, leaving everyone else paying more than they should. Only this year did the city finally get around to installing a pilot project bike lane on Adelaide.
But ­German manufacturer Siemens said it could make the trains for at least $100 million cheaper at its plant in China. The TTC’s general manager at the time, Rick Ducharme, opposed the sole sourcing of the ­contract; he resigned in frustration in the midst of the ordeal, citing Moscoe’s meddling in the affair.
Since the point of all the contortions was to keep Siemens from ever making a formal bid, Torontonians will never know how much they overspent, whether they got good value for their money, or which projects the savings might have helped fund.
Today, as a result of lax maintenance, the entire elevated section of the Gardiner is one big emergency repair. City hall long ago abandoned the idea that it could ever catch up on the backlog of roads that need fixing. He found a comedy of omissions by city staff: incomplete field records, missing measurements and poor cost tracking, including coding errors that led to incorrect payments. The system’s technological reliability meant that more trains could flow at shorter intervals than if they were controlled by human drivers. Toronto, meanwhile, steadfastly resisted the technology, due to a combination of budget constraints and union resistance.
CEO Andy Byford plans to keep each train staffed with a single attendant who, as with the ­Scarborough RT, will presumably check the track ahead and make sure the doors are safely closed, even though the system can handle those tasks itself.
7 line extension and the Fulton Transit Center will add to the number of trains running, upping spending an additional $190 million annually in 2017. More than half of San Francisco’s jobs and a significant proportion of projected job growth are located within the neighborhoods the T Third Line will serve.
For just the Central Subway portion of the T Third Line, ridership in 2030 is projected at 35,100 daily boardings. During the preliminary engineering phase, an in-depth cost analysis incorporating these changes increased the cost estimate. The SFMTA’s baseline budget for the Central Subway Project has remained at $1.578 billion since the addition of these FTA-recommended contingencies.
If the social and economic benefits were quantified, then the value of accrued benefits of Phase 1 will become Rs.
The visit seems to have TTC planners leaning towards bringing in six-car articulated trainsets into the fleet.
The pictures you see here are an artist representation of what the mock-up might look like. The TTC argues that perimeter (side-facing) seating allows the cars to carry more people during crush loads, and makes the cars easier to navigate and thus to evacuate in an emergency, but many people find side-facing seats uncomfortable inducers of motion sickness.
You may link to any page on this website, and you may quote text from this web site (citing sources), but before using any material found on this site beyond fair use, you must first obtain permission from the copyright holder. The Herald reported yesterday that Transport NSW planners were pushing the idea of converting part of the CityRail network to a higher-frequency, single-deck operating pattern as one option for the future of the network. Toronto’s epic infrastructure fail has put commuters in a fury and brought the city to a halt. The cost of the TTC’s improvements is now nearly double the initial estimate, partly due to the need for structural rehabilitation and additional fire ventilation. De Baeremaeker’s motion passed nonetheless, and while his political motives went unsaid, they seemed obvious.
In making that promise they ignored their own spate of expensive expert studies and reports and warnings from Metrolinx, as well as the $85 million already spent on the LRT option. The TTC refuses to divulge the Sheppard line’s operating shortfall—they insist they’ve never calculated it. But the city still ended up paying more than half a billion dollars in construction costs, putting more urgent priorities on the back burner for half a decade.
In 2003, London launched the electronic Oyster Card, which instantly had seven million users. Seven 905 transit agencies using Presto had a litany of complaints about it: low rates of adoption by commuters who didn’t want to pay the $6 price for the card (or the $10 minimum credit they had to load onto it) and high repair costs for the readers.
Subways are best situated beneath densely used urban spaces, where they do the most good in helping people get around. Virtually every politician since Davis has felt free to wave off the advice of experts, ignore any amount of already-spent money, and just do whatever suits his or her purposes. The current mayor, for all his talk about helping ordinary people, is as bad as they come: Rob Ford’s determination to kill the ­Transit City light rail plan was an act of spite against his predecessor, and despite his claims of standing sentry for taxpayers, he was happy to approve a billion-dollar tax hike for an ill-advised Scarborough subway.
We should be rewarding them with a network of safe commuter bike lanes that are physically separated from cars by curbs or bollards. It would be easy to blame the lack of progress on car-loving mayor Rob Ford, who famously killed the Jarvis Street bike lanes, and even more famously told cyclists it was their fault if they got killed because roads are for cars, but the administration of David Miller shares at least seven years’ worth of the blame. Moscoe and Miller argued Bombardier should get the job in order to protect jobs in Canada rather than China; Siemens countered with a proposal to build a subway facility in Ontario.
In 2013, the city developed a new maintenance plan that will cost $50 million per year, every year, for the next seven years. Like lazy hands on a leaky ship, the strategy has been to bail only as much water as needed to keep the vessel afloat. When former TTC chair Howard Moscoe proposed the idea in 2006, transit union chief Bob Kinnear made it sound like a waste of money.
It will be an essential artery for travel around San Francisco, and also for connecting customers to the Bay Area’s transportation network. It will be eliminated once the Central Subway opens because the Central Subway will cover almost the exact same route.
By allowing passengers access to the whole train, the TTC not only cuts the cost and complexity of its trainsets (by reducing the number of cabs available), but it increases the train-sets’ capacity, allowing crowds to distribute more evenly through the whole train. It will be interesting to see if the TTC considers these complaints when the public gets its first look at the new cars’ mock-up. The changes would not happen soon, but the plans are being developed in anticipation of a transport master plan being locked in next year that would map the next two decades of transport projects.
They say converting part of the network to single-deck trains would also be extremely expensive for benefits that are unclear and potentially to the detriment of the entire system. It didn’t matter if the subway was a good idea or not; it only mattered that Queen’s Park might throw money at it, and that the city ought to be ready to catch the bag of cash when it came. But journalist and transit advocate Steve Munro estimates that operating the Sheppard subway results in a net loss of roughly $14 million annually. It would take more than two years for their successors, Bob Chiarelli and Karen Stintz, to arrive at a deal.
The stations that serve the Allen Road corridor are among the most uninviting, unwalkable places in the city. Instead we try to ­funnel them through the thin crack between one lane of speeding cars and another of parked ones, leaving them with a choice of getting either run down from behind or doored. In August, Bombardier disclosed that its bid for the subway cars alone totalled $499? million; still, there was no open ­tender of the contract, so ­Siemens never had the chance to make a real bid.
Repairs are now underway to three bridges and to the elevated deck between the CNE grounds and Grand Magazine Street, which has slowed traffic to a crawl at all hours. When Miller took office, the road repair backlog had been holding steady at $230 million for three years.
And the price tag for the station’s facelift, which included building an additional underground concourse, has jumped by $156 million and counting.
And championing a successful drive to build a Scarborough subway would enhance De Baeremaeker’s ­re-election prospects.
In October 2006, Queen’s Park signed a 10-year, $231-million contract with the technology company Accenture to develop a unique, only-for-Ontario system, which became Presto—a card that commuters would buy for $6 and pre-load with credit to pay for fares on public transit throughout the GTHA. The TTC meeting on the contract was closed to the public; by the time the contract was approved by council in late September, the price tag had re-inflated to $710 million, which included additional costs such as testing the trains. One of the systems the plan cites, known as European Train Control System Level 2, is being used only on high-speed rail lines in Europe.
There’s lots of blame to go around, but the buck ultimately stops at the top of the organizations involved, with TTC CEO Andy Byford, city manager Joe Pennachetti and Metrolinx CEO Bruce McCuaig.
Today, it stands at $338 million, and despite all the roadwork on city streets these days it’s not about go down anytime soon. In addition, extensive re-routing would be needed for rail infrastructure to allow the mooted metro trains from the Illawarra and inner west lines to link with the north shore line. And while the project was David Miller’s baby, many of the budget busts happened under Rob Ford, who until recently continued to promise that he’d protect taxpayer dollars despite mounting evidence he was failing.
The surfaces on most of the city’s ­arterial roads, built in the 1960s and ’70s, will meet the end of their lifespan in the decade ahead—if they haven’t already, like gravelly, pothole-laden Dufferin Street, the most poorly maintained road in Ontario for the last three years in a row according to the CAA.
This would require extensive construction work, and long stretches of track work, on the lines south of Redfern station.
Single-deck trains would be incrementally introduced into the system, which would mean there could be a reduction in the carrying capacity of the network during the period they replaced double-deck trains.



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