This could be game changer for Bombardier’s rail division and a big game changer for transit planning in Metro Vancouver.
If the Siemens and Alstom merger goes through, it could mean those expensive ART, monorail, and other proprietary transit modes currently marketed by Bombardier Inc. may be chopped from production as a newAi?? “rail” reality emerges from Europe.
If this merger takes place (I stress if) Metro Vancouver’s and TransLink’s planning for further SkyTrain extensions, especially for the Broadway subway, will be for naught, as Bombardier starts to terminate production of non profitable transit modes to remain competitive.Ai?? Very soon, there maybe may be no SkyTrain cars available, unless custom built (very expensive), for Metro Vancouver’s rapid transit planning.
In essence, with Metro Vancouver and TransLink still planning for ART SkyTrain, it will like planning to buy a new Edsel, trouble is, they don’t make it no more!
French fast-train maker confirms itai??i??s negotiating with Siemens
Franco-German train deal could be announced early next week
Alstom SA said itai??i??s in talks with Germanyai??i??s Siemens AG about a possible combination of their rail businesses, a tie-up that would bring together two former European arch-rivals and leave Canadaai??i??s Bombardier Inc. exposed to cut-throat competition from China.
The boards of Siemens and Alstom are scheduled to meet early next week to approve the deal, which may be announced as early as Tuesday, according to people familiar with the matter, who asked not to be identified because the talks are private. The German company would transfer its rolling material and signaling businesses to its French counterpart in exchange for a stake of about 50 percent in the enlarged Alstom, said the people.
ai???No final decision has been made, discussions are ongoing and no agreement has been reached,ai??? Alstom said in a statement Friday,Ai?? confirming a Bloomberg News report the previous day that the two engineering firms are in talks. Siemens, based in Munich, acknowledged Alstomai??i??s statement and also said that no decision has been reached.
President Emmanuel Macronai??i??sAi??government signaled hours earlier that it supports deeper Franco-German corporate ties, suggesting a potential deal has political backing. The announcement also comes ahead of German elections on Sunday, which Chancellor Angela Merkel has run on a platform of political and economic stability and closer ties across Europe.
Surprise Twist
An agreement between the makers of the French and German TGV and ICE high-speed trains that criss-cross their countries adds a surprise twist to negotiations in the global train industry seeking to consolidate. Montreal-based Bombardier had also been in talks with Siemens about combining the companiesai??i?? rail divisions. Talks had centered on two joint ventures, one on the signaling operations and one on rolling stock, people familiar with the negotiations have said.
ai???Bombardier reiterates that its approach to industry consolidation is to
consider multiple options and to weigh them based on their potential to create
value for shareholders,ai??? the company said in a statement. ai???We will not comment on specific initiatives involving our competitors.ai???
Siemens and Bombardier had been nearing a deal toward the end of August, but those talks stalled over concerns including some perceived challenges faced by the Canadian parent including its plane business, the people said. The Canadian firm still sees the rationale of a rail tie up, which wouldai??i??ve been based in Germany, though it also sees the benefit of retaining the cash flow generated from the rail business, the people said. A Franco-German deal, which had been discussed on and off, has the support of the French and German governments as they seek to create European champions, some of the people said.
Bombardier Falls
Alstom shares rose 4.1 percent to 33.01 euros in Paris, the highest close in 4 1/2 years that took market value to 7.3 billion euros ($8.7 billion). Siemens fell 0.8 percent to 116.55 euros while Bombardier dropped 4.6 percent to C$2.26.
The talks for a tie-up come as all three companies are facing increased competition for contracts from industry leader CRRC Corp. of China, formed from a 2015 merger of the countryai??i??s two main regional train makers. During the past few months, Alstom, Bombardier and Siemens executives have spoken about the need for consolidation in the industry, while declining to comment specifically about any possible agreements.
ai???Weai??i??re watching French-German talks,ai???Ai??French cabinet spokesman Christophe Castaner said Friday when asked about Siemens and Alstom. ai???We have to see the terms but it is important to reinforce our industry with Franco-German unity.ai???
Airbus Model
The model for such cooperation between the euro zoneai??i??s two biggest economies is Airbus SE, the Toulouse-based aircraft manufacturer founded in 1970Ai??and formed from companies from four European countries that went on to become the biggest competitor to Boeing Co. Macron, who won power in May by defending closer European ties, has repeatedly said that cross-border cooperation in the region offers the best way to tackle issues ranging from industrial development to immigration and defense. The French and German governments each own about 11 percent of Airbus.
Closer ties could be in the offing in the banking sector as well, with French lender BNP Paribas among the European banks that could buy Germanyai??i??s Commerzbank AG, according to reports this week.
Merkel also weighed in this year when Franceai??i??s PSA Group acquired German automaker Opel from General Motors Co. After PSA gave assurances that existing labor agreements would be honored, Merkelai??i??s government didnai??i??t stand in the way of the deal, which was completed last month.
ai???We are watching these potential tie-ups,ai??? Castaner said of the possible rail and banking deals. ai???There are no concerns if it is not done to the detriment of jobs.ai??? The German government doesnai??i??t comment on talks or company negotiations as a matter of principle, according to a spokesman for the government in Berlin.
Overlap
Siemens and Bombardierai??i??s rail operations have significant overlap in Europe, especially Germany, where the Bombardier unit is based. An agreement between those two companies would have raised the likelihood of asset sales to allay regulatory concerns, and possible job cuts. Alstom has been under pressure from the French government to retain jobs, and was prevented from halting production at a site in the eastern part of the country last year.
A deal with Alstom would be in keeping with Siemens Chief Executive Officer Joe Kaeserai??i??s moves toward a more holding-like structure for the German conglomerate, giving autonomy to units while still being centrally managed. Siemens is now laying plans to carve out the health-care division called Healthineers after combining its renewables business with that of a Spanish rival to form majority-owned Siemens Gamesa Renewable Energy SA.
Le Monde reported earlier on Friday that Siemensai??i?? rail and signaling assets assets would be valued at around 7 billion euros ($8.3 billion) and Alstom would issue new shares to Siemens as part of the transaction. The two companies are also discussing an option to increase their stakes in the future, one person familiar said.
Alstom became a transport-focused company after selling most of its energy assets to General Electric Co. in 2015. At the time, Siemens had made a counteroffer for Alstom that included combining its train operations.
As part of the GE deal, construction and telecom company Bouygues SA lent a stake of 20 percent to the French state and retained 8.3 percent. Between Oct. 5-17, the government has a one-time option to buy a portion of the borrowed stake — 15 percent — at around market price. Past that period, Bouygues will reclaim the shares the government hasnai??i??t bought.
NO, we are not talking ‘pole dancing’ but another kind of ‘pole’ dance happening in Toronto.
The use of panto-graphs or “pans” for the collection of electrical power has been around a long time and now it is Toronto’s turn to switch from the old trolley pole to a modern pan.
Sadly, some of our American friends seem upset at this, as they cherish the old trolley pole. They will light their collective hair on fire if ever an “APS” third rail power collection system is used for trams in American cities!
The Massey Tunnel Bridge replacement project is again in the news, as the massively expensive replacement bridge for the Massey tunnel has been mothballed.
Now, the CBC has found hugely expensive financial irregularities with the new Port Mann Bridge, and the air of political corruption hangs heavily in the air.
Was the proposed mega bridge to replace he Massey Tunnel nothing more than Liberal corruption on steroids?
Real reason for span disappears but Delta continues campaign
Delta Optimist
August 30, 2017
Editor:
Delta’s propaganda campaign to garner support for the proposed mega bridge replacing the perfectly safe George Massey Tunnel is in full swing.
Delta’s Politics and Misinformation Must Not Stop. The Bridge campaign is repugnant due to its long list of Trump style fake news and alternative facts.
A proper study for replacing the tunnel with a bridge would take a year or more to do. Delta’s “back of an envelope” review took less than a month to do and is poorly done as a result.
The replacement bridge was never about traffic congestion, rather it was to allow Panama-max tankers and colliers up the Fraser to Surrey Fraser Docks and no plans were made to reduce traffic at the Oak Street Bridge and Knight Street Bridge choke points. If anything, the proposed new bridge would create massive gridlock in Richmond.
As the real reasons for the bridge evaporated, Mayor Lois Jackson doubled down with another “back of an envelope” plan by hijacking the Rail for the Valley’s Leewood Study, for a Vancouver/Richmond to Chilliwack TramTrain service, for her pro-bridge propaganda campaign.
The study released in 2010 took over a year to prepare by real transportation professionals, providing a cost effective Vancouver/Richmond to Chilliwack passenger rail, using TramTrain service for the Lower Mainland.
The study never planned for LRT service across the proposed bridge, nor would a meandering rail line using the proposed bridge be viable.
Unless there was direct service to Vancouver, any rail service using the bridge (which will not have rail built in) would fail miserably.
Instead of a ruinously expensive bridge, the mayor should concern herself with Surrey’s $2.5-billion LRT, where two-thirds of the cost is being spent on roads and utilities for favoured land developers and speculators along the LRT route and the now $3 billion Broadway SkyTrain subway, which the route today has a quarter of traffic flows, needed to justify subway construction. Both are financial time bombs.
The mayor should support practical and cost-effective transit and transportation solutions and not massively expensive vanity projects that will do little real good except pauper the taxpayer.
Due to their high construction and operating costs, subways are only built on the heaviest used transit routes, with traffic flows in excess of 15,000 pphpd. Broadway has transit traffic flows less than 4,000 pphpd!
The new NDP government must reassess TransLink’s grand transit schemes and the lack of any real regional transit planning, except for their two grossly expensive vanity projects.
The Broadway subway, a classic Vancouver “vanity project“, now rumored to cost around $4 billion, will offer no real advantage to transit customers, yet greatly increase the cost of providing transit in the region by sucking money from other transit operations. The Vancouver mayor is already on record saying “subway make world class city“.
Surrey’s LRT, is so badly planned that it has become a “poor man’s” SkyTrain, taking all of the light-metro’s bad points and none of LRT’s positive points. The rumoured cost of Surrey’s LRT is now well over $100 million/km, with two thirds of the cost paying for new road construction and putting utilities underground. Surrey’s LRT is nothing more than a major roads project with rails, built to subsidize land developers and land speculators who acquired properties adjacent to the road/tram project!
TransLink is also planning to reduce the scope of LRT construction by extending SkyTrain to Langley, as it costs only slightly more to build according to planners (but not experts), which will bring a host of new and expensive problems to the at capacity Expo Line.
The many problems facing regional transit, include:
Ai??The Expo Line is at or near its legal capacity of its Transport Canada operating certificate and needs about $3 billion in renovations, station enlargements, new electrical supply and guideway maintenance or replacements.
The bus system forces customers onto SkyTrain, forcing unwanted transfers, which makes the transit user unfriendly and deters ridership.
The Canada Line has effectively half the capacity of the Expo, Millennium/Evergreen Lines and needs a minimum of $1.5 billion investment to increase capacity to match the rest of the ALRT/ART transit system.
TransLink operates the transit system as if it were the 1950’s and ignores 21st century solutions.
The Patullo Bridge replacement only caters to New Westminster’s wishes and not the regions and will have only four lanes and no rail bridge. TransLink again, misses a golden opportunity to meaningfully change peoples commuting habits.
There is no redundancy in the system and as the light-metro system goes down, TransLink is very slow to respond, leaving customers stranded.
TransLink desperately wants to introduce mobility pricing for cars, yet continues to squander billions of dollars on very bad transit planning and dubious transit construction.
TransLink’s senior management remain isolated from the public and spend more time, inventing new fibs to hide their incompetence.
Transit planning is based on political diktat and not consumer based. The transit customer does not like what TransLink forces on them.
There has been no realistic modal shift from car to transit in the past thirty years. Over 80% of SkyTrain’s ridership is recycled bus riders and buses are extremely poor in attracting the motorist from the car.
The GVRD planned a road/rail/LRT bridge to replace the Patullo in the late 1970's. There is no such forward thinking today.
And the list goes on and it is no wonder that 65% of the regions taxpayers treat TransLink like a pustular sore.
There is no future for regional transit in Metro Vancouver until provincial and civic politicians, their planners and engineers plan transit to meet the needs of transit consumers and not political friends and insiders including land speculators and land developers.
There is no future for regional transit in Metro Vancouver, until the universities, most notably Simon Fraser University start teaching modern regional transportation and not largely disputed transit theories decades old. If European Universities offer degrees in Urban Transportation, why not UBC and SFU?
In the 21st Century, public transport is seen as a product and if the product is good, people will use it but if the product is bad, people will not; this credo is from one of the most popular and dynamic public transit systems in the world, in Karlsruhe Germany.
It is time the provincial government compels TransLink to do the same.
A "Bistro" TramTrain" in Karlsruhe Germany, meets the customer's demands for longer distant trips.
Most of us have forgotten that Richmond once supported an interurban service from Steveston to Vancouver and New Westminster and now the city of Richmond is investigating a heritage line to operate the interurban.
Rail for the Valley wishes everyone good luck with this endeavor.
With the then new Oak St. Bridge in the background, the Steveston interurban enters it last days of operation.
City councillors have agreed to spend $50,000 to study the possibility of Steveston tram route
September 8, 2017
Steveston Interurban Tram 1220 recently had its roof restored so it can be wheeled outside. File photo.
Ai??City councillors have agreed to spend $50,000 to study the possibility of running the historic Steveston Interurban Tram from its barn on Moncton Street and No. 1 Road to the Gulf of Georgia Cannery.
City planners will now investigate the feasibility of the tram running on one of two routes to the cannery: either along No.1 Road to Bayview Street, or more directly along Moncton Street.
The study will include a business case analysis, transportation and engineering analysis of the scope and costs to retrofit the tram to be operational, and the capital and operating costs required for the tram itself.
Itai??i??s not the first time the city has considered running the tram through Steveston. Between 2002 and 2005, city council mulled several route options in the village and costs were estimated.
In 2004, costs to lay track, provide stations, road crossings, crossing protections and power were estimated at $2.5 million from Moncton and No. 1 Road to the cannery ai??i?? the same route staff will investigate this time around.
A tram route from Britannia Shipyards to Moncton and No. 1 Road was estimated from $1.9 million to $2 million in 2004, and $2.9 million from the London Farm area to Britannia Shipyards.
The new study will also investigate traffic control, alteration of the roadways to permit laying of track, cost of laying the track, safety features of crossings and provision of stations.
In 2005, city council passed a resolution ai???that Council abandon any tram routing options in Steveston.ai???
Today, the tram is being restored and is on display in Steveston Park as a historical artifact in the cityai??i??s collection.
Bought in 1913, Tram 1220 was transferred to the Steveston Interurban Restoration Society from the Royal BC Museum in 1993.
ALRT/ART is what we call a proprietary railway and because Bombardier Inc. hold the technical patents for ART, they are the sole supplier of ART cars, as they can always undercut the competition, who must design a Linear Induction Motor powered car from scratch. Designing a specialty transit vehicle from scratch is a very expensive proposition and may add about $30 million to the cost of companies who bid for ART cars for Vancouver’s ALRT/ART proprietary light metro.
This, of course, gives Bombardier Inc. a great advantage and why the company loves to sell unconventionalAi?? proprietary railways because they have the operators in a”gotcha”situation, being the sole supplier.
It seems complacency is the order of the day at Bombardier Inc., where major trouble with Toronto’s tram procurement program and now Waterloo’s Bombardier built trams are being returned to sender, with the knowledge that the feds will always bail them out.
It is nice to be considered a favoured company by both the governments of Quebec and Canada with billions of dollars in loans, grants, subsidies, and deferments given, but when a producing a simple tram that works seems beyond their ken, it is really time to call it a day.
Funny that Ottawa’s French designed Alstom trams seem to be working fine, yet Bombardier’s trams seem to be duds.
Meanwhile, in Metro Vancouver, we are stuck with Bombardier Inc. and their aged product and that is something TransLink and the regional mayors remain ignorant of. If Bombardier Inc. goes bust, there is no other supplier for ART SkyTrain cars, which will greatly increase costs for an already overpriced proprietary transit system.
CTV Kitchener
Published Saturday, September 2, 2017 7:37PM EDT
Construction for the LRT is nearly complete but Waterloo Region doesnai??i??t have a train to test out the system.
Only one Bombardier train, ordered back in August 2013, has been delivered.
And it doesnai??i??t work.
Officials say the vehicle was sent to test the regionai??i??s storage facility and they knew it wasnai??i??t operational.
The train may now be sent back to Bombardier says regional councilor Tom Galloway.
ai???Theyai??i??ll have to either send it back to Kingston to bring it up to working standard or bring the staff down here.”
Bombardier says all the trains should be delivered by the end of the year, but some still worry that this latest setback may mean Ionai??i??s launch will have to be pushed back.
ai???We always have to be a little cautions about schedules coming from Bombardier because, of course, they are behind,ai??? says Galloway.
Bombardier said in a statement: ai???Manufacturing and assembly of the vehicles in Bombardierai??i??s Kingston [facility] is going very well, with high speed testing on our test track progressing accordingly. The question of the delivery schedule is under discussion between our team and the Regionai??i??s, and so we cannot comment further on this issue for the time being. We assure you that we will keep everyone informed as soon as we have developments.ai???
Officials say if they get a working train by the fall they can begin testing immediately.
Zwei, I am sending you a very telling photograph. Its near Blair Station and the Ottawa LRV is undergoing testing. Notice the complete lack of paint effects and graphics as well as the fact that, many of its portals and access panels are in the down position, so equipment can be accessed during testing. The point being, the size of the 18 meter long articulated bus compared to the 48.5 meter long LRV. Remember, each Ottawa train will have 2 of these LRV’s.
***
One Ottawa tram (1 tram driver) is as efficient as 4 to 5 articulated buses (4 to 5 bus drivers) and a coupled set of Ottawa trams are as efficient as ten to twelve articulated buses (8 to 10 drivers), operating on reserved rights-of-ways.
*
This singular lesson remains unlearned by TransLink, the City of Vancouver and Surrey planners and the Ministry of Transportation.
Ah yes, our honest and hard working and sole supplier of ART cars (SkyTrain) and ALRT/ART parts, Bombardier is back in the news.
One wonders why Metro Vancouver and TransLink keeps planning building with the obsolete proprietary ART mini-metro system, complete with steam roller planning and mock (possibly illegal) bidding?
One wonders why real public debate has never been allowed over the controversial proprietary ART system, by the province, metro Vancouver, and TransLink?
Premier Horgan, can you change the “SkyTrain” culture at TransLink?
Put another way, is your NDP government strong enough to change Metro Vancouver’s SkyTrain culture?
Maybe severing ties with Bombardier and ART would make a good start.
An aggravated bribery trial involving a Bombardier Inc. employee that began on Tuesday is not just about 37-year-old Evgeny Pavlov, but about the culture and behaviour of the company he worked for, Sweden’s top anti-corruption prosecutor says.
Mr. Pavlov pleaded innocent as the prosecution rolled out a case that alleges collusion with officials in Azerbaijan, and side payments to a mysterious company controlled by associates of former Russian Railways boss Vladimir Yakunin.
Mr. Pavlov’s lawyer, Peter Lindqvist, said his client “claims no responsibility” in the case, and asked why Sweden’s National Anti-Corruption Unit had not named Mr. Pavlov’s alleged co-conspirators in the alleged bribery scheme.
“Because there are so many of them,” replied Thomas Forsberg, the senior prosecutor at Sweden’s National Anti-Corruption Unit.
Although only Mr. Pavlov has been charged, the prosecution has named six employees of Bombardier Transportation Sweden as suspects, including Mr. Pavlov and his boss Peter Cedervall, the president of the company’s Stockholm-based Rail Control Solutions division.
Mr. Forsberg said Mr. Pavlov ai??i?? who faces up to six years in jail if found guilty ai??i?? had “offered and promised, and also given, bribes to an official of the Azerbaijan Railways authority” while helping a Bombardier-led consortium win a 2013 contract to install rail-signalling systems in the former Soviet Republic. Mr. Pavlov was head of business development at Bombardier’s Moscow office when the contract was signed. He later moved to Stockholm and the company’s Rail Control Solutions unit as head of sales for Region North.
The Azerbaijan contract was worth $340-million (U.S), 85 per cent of which was provided by the World Bank, which is conducting an audit into the awarding of the Azerbaijan deal.
That could lead to wider problems for one of Canada’s flagship companies.
If Bombardier is found to have won the contract via collusion or corruption, it would be banned from competing for future projects funded by the World Bank, which subsidizes much of the infrastructure construction in the developing world. On Friday, Bombardier rejected the National Anti-Corruption Unit’s allegations in an e-mail to The Globe and Mail.
“Bombardier denies any allegations that it acted improperly,” company spokesman Simon Letendre wrote. “We take these allegations very seriously as they assert conduct that does not reflect our values or the high standards we set for ourselves. We are carefully reviewing the legal filings and support a complete accounting of all the facts and circumstances surrounding this project. As the legal proceedings are ongoing, we cannot and will not comment any further at this stage.”………………….
Zwei knows that there are huge issues with TransLink’s mega-projects, but does this ponderous bureaucracy have a clue what it is doing?
I don’t think so.
Past comments from Mr. “haveacow” from Ottawa has the cost of the Broadway SkyTrain subway passing the $3 billion mark and two thirds of the Surrey’s $2.5 billion LRT’s costs are in a form of hidden subsidies for land developers and land speculators in the form for street and underground utility renewal, in short, the taxpayer is subsidizing Surrey’s favourite land developers!
All the Vancouver Sun and Province can do is write “puff stories”, but Bob Mackin, independent reporter and his breakernews.com is zeroing in on the TransLink mega-project story. A story that Rail for the Valley has been reporting on for years.
Mr. Horgan and Ms. Trevena will have some tough decision to make in the very near future and let us hope they break the mold and make the right decisions.
The mystery continues, even after the provincial election, ai???clone speechai???, fall of the BC Liberals and the swearing-in of the NDP government.
Surrey secrecy
What are the new cost estimates for TransLinkai??i??s Broadway subway and Surrey LRT megaprojects?
In early 2016, City of Surrey revised the cost of its project, from $2.14 billion to $2.6 billion. The Broadway subway estimate was $1.98 billion.
TransLink chief financial officer Cathy McLay admitted in spring 2016 that costs had risen for both. She blamed the price of real estate and the costs for equipment and materials that would be sourced from the United States. The organization is steadfastly refusing to come clean on the numbers.
Have the projects doubled in price? When government agencies are unreasonable and wonai??i??t be honest to the governed, then it becomes reasonable to pose such a question. Especially in British Columbia, where the phrase ai???on-time, on-budgetai??? isnai??i??t a rule or even an aspiration anymore, but a punchline. It is not entirely a B.C. phenomenon.
ai???Based on the available evidence, we conclude that rail promoters appear to be particularly prone to cost underestimation, followed by promoters of fixed linksai??i?? The average difference between actual and estimated costs for rail projects is substantially and significantly higher than that for roadsai??i?? The average inaccuracy for rail projects is more than twice that for roads, resulting in average cost escalations for rail more than double that for roads.ai???
On Aug. 8, TransLink released two heavily censored reports on the projects to theBreaker, plus its latest direct refusal to comment on the revised cost estimates.
TransLink infrastructure and engineering vice-president Sany Zein cites ai???commercially-sensitive information that should remain confidential in anticipation of commercial negotiationsai??? for refusing to offer an update on the dollars and cents of the megaprojects, which the ruling NDP, their allies in the Green Party and the opposition Liberals all support.
TransLinkai??i??s Sany Zein
Are Zeinai??i??s words just word salad to mask the fear of widespread public sticker shock?
TransLink is withholding more than 1,200 pages of documents about the Broadway subway, which is officially called the Millennium Line Broadway Extension. It disclosed a cover page for a May 5 2017 report called ai???Due Diligence Technical Response,ai??? but it didnai??i??t even show theBreaker a table of contents.
The Surrey project is officially known as South of Fraser Rapid Transit and TransLink gave theBreaker parts of two reports: the October 2016 Newton-Guildford Traffic Modelling Report by Steer Davies Gleave and Hatch and the Phase One: Surrey-Newtown-Guildford LRT project business case, dated Nov. 28, 2016.
The former says Newton-Guildford will be ai???an urban style LRT system, integrated into the existing streetscapes, using modern lower floor Light Rail vehicles.ai??? The second phase could be SkyTrain technology.
ai???Work is ongoing to determine the preferred rapid transit technology for the Surrey-Langley Line, but if LRT is selected as the preferred technology, then the two lines will run on a common section of track in the Surrey City Centre area between King George and 104 Ave.ai???
The latter report is a joint TransLink and PartnershipsBC business case that recommends the Surrey-Newton-Guildford LRT project. The estimated capital cost of the 11-stop, 10.4 kilometre LRT line is censored. The project schedule foresees construction from mid-2019 to the end of 2022, with LRT operations beginning in 2023.
Claire Trevena, the NDP Minister of Transportation and Infrastructure, has not responded to theBreakerai??i??s request for comment. We will let you know if she does.
Stay tuned. theBreaker will not give up trying to get you the cost estimates for these projects. If youai??i??re a TransLink or government insider, theBreaker welcomes your tips, in confidence.Click this contact link.Ai??
A new Toronto tram and its advertising for Sapporo beer.
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