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The first five points made in the post come from arguments I discussed here, saying that they are not real reasons why US construction costs are high. The sixth point concerns project size. Since the seventh and eighth point will be a dedicated post, I will start with the ninth point.
Of note, many of the explanations offered are serious and relevant, just not to the specific problem of high construction costs of urban rail. They are relevant to some construction costs problems for high-speed rail, and operating costs, and rolling stock procurement costs. But the explanation for expensive urban tunneling is most likely elsewhere. Only one point below, #13, begins to address that specific issue, and even it seems to me to be at most a partial explanation.
These issues exist throughout the developed world. New subways are step-free even in cities that make no effort to retrofit the rest of the system for wheelchair accessibility, such as Paris. We also know how much it costs to add elevators to stations, and it is a rounding error: during construction, making five more Crossrail stations accessible costs 19 million. Even retrofitting an old subway station for accessibility after construction is $25-40 million in the US (source: article about New York, interview with an accessibility planner in Boston). And as for environmental regulations, I doubt there are endangered species on the Upper East Side under Second Avenue.
Whenever there is such gross asymmetry between one side (the side that is paying, ie. government, us) and the side that finds finances, builds and then profits (sometimes with 50 year schemes) there can be no surprise in the outcome. It is exactly what neo-conservatives want (a government small enough to drown in a bathtub) and in the Anglosphere have largely achieved.
As to the truth about these competing claims, here is the independent ABC (Australian Broadcasting Commission, like the BBC or US-PBS) which ran them thru their Fact Check unit (which has subsequently been closed down by the conservative federal government!):
Again, it seems to me that there is some peculiar Anglosphere abhorrence of duplex, going on here. Kind of the bungalow (Bill) phenomenon? Weird. Like we still have some evolutionary memory of falling out of trees (indeed we do have that, but mostly we allow our rational minds to over-ride it.) It must have been a lucky accident that in the early 60s (or late 50s) those planning the next-gen Sydney Metro trains visited Paris (and presumably the entire world of rapid transit, certainly London) and chose those duplex trains. I think Sydney today proves they were correct. It will be decades before we can pass judgement on NW-Metro.I note the others, though of various configurations, in Chicago, Caltrain, Montreal (of course, they follow Paris they way we follow London; they get the better deal!).
Budget: MTA works on a Five Year Capital Plan, which is rarely approved in time to fund the first year of the plan and is often underfunded leading to cash flow problems on megaprojects that span multiple Capital Plans. Add in the fact that MTA cannot award a Contract unless 100% funding is available and this leads to some hard choices being made as the money runs out towards the end of the Capital Plan cycle. East Side Access for example has been through 4 Capital Plans and some of the delay is directly attributable to non availability of funding to award contracts. And in NY more than anywhere else time = money. If you look at the increase in cost of ESA for example, it has gone from $4,6 bn to $10.4bn the scope of the project has not significantly changed and a large portion of the cost increase is essentially time related.
Work in Manhattan: The original EIS for East Side Access stated that the project would not increase truck traffic in midtown Manhattan. This together with lack of sites for a major shaft to supply the project in Manhattan, has led to the underground construction portion being fed from a single small location in Queens, with at times three different contractors using that Site to feed material to the Manhattan tunnels and caverns, and the concourse work in Grand Central Terminal being supported using Metro North operated work trains staged from BN Yard 9 miles north of GCT in the Bronx. A variance to the EIS was obtained to allow concrete deliveries and there are a number of drop pipe locations in midtown Manhattan delivering concrete up to 3000 ft horizontally and 150ft vertically to the project. Basically the lack of access and the project logistics have contributed to higher costs for this particular project. 041b061a72