Leaderboard


Popular Content

Showing content with the highest reputation since 08/11/19 in all areas

  1. 23 points
  2. 15 points
  3. 14 points
    From 9th floor John Molson School of Business. looks like only the top 3 or 4 floors remain to be constructed.
  4. 10 points
  5. 9 points
    Pictures of the work in the Fairview parking lot taken Wednesday Nov 6th.
  6. 7 points
    Diverses photos du projet Turcot (datant de novembre 2019, avant la tempête... ) Les poutres ont été installées sur les chevêtres du pont d’étagement du boul. de Sainte-Anne-de-Bellevue. L'ouverture du pont est prévue pour 2020. Photo: Édith Martin L’avenue Greene est ouverte à la circulation et les piétons bénéficient de trottoirs élargis sous les structures, 6 novembre 2019 (photo : Édith Martin) La bretelle de la voie réservée suit le mouvement de la sortie Atwater vers l’axe de la rue Rose-de-Lima, 6 novembre 2019 (photo : Édith Martin) Le plus grand bassin de rétention du projet Turcot sera situé au cœur de l’échangeur sous l’autoroute 15 sud, 6 novembre 2019 (photo : Édith Martin) La hauteur des cônes orange donne une idée de la profondeur du bassin de rétention, 6 novembre 2019 (photo : Édith Martin) Un muret permettra d’intégrer des aménagements paysagers à la base du mur de soutènement le long du chemin de la Côte-Saint-Paul, 6 novembre 2019 (photo : Édith Martin) Les prédalles sont maintenant installées sur la bretelle de la R-136 en direction de l’A-15 sud, 6 novembre 2019 (photo : Édith Martin) Une bande de plantation répare le trottoir des voies de circulation du boulevard Angrignon, 6 novembre 2019 (photo : Édith Martin) Un escalier sera installé à cet emplacement afin d’accéder au boul. Angrignon depuis la rue Notre-Dame Ouest, 6 novembre 2019 (photo : Édith Martin) https://www.turcot.transports.gouv.qc.ca/fr/nouvelles-multimedia/galerie-multimedia/photos-travaux-en-cours/pages/default.aspx
  7. 7 points
  8. 6 points
  9. 6 points
  10. 5 points
    Voici une première petite liste des terrains qui ont, je crois, un bon potentiel. 1330 Rue Saint-Antoine https://www.google.com/maps/@45.4945712,-73.569742,3a,60y,108.41h,98.71t/data=!3m6!1e1!3m4!1sF_kh3y58Y89iJwCyswCcYA!2e0!7i16384!8i8192 1199 Rue Crescent https://www.google.com/maps/@45.4964896,-73.5742451,3a,75y,15.56h,89.72t/data=!3m7!1e1!3m5!1s9d9l5miNWvwvR9eAr7pa3w!2e0!5s20181001T000000!7i16384!8i8192 1220 Rue de la Montagne https://www.google.com/maps/@45.4974312,-73.57407,3a,60y,27.56h,86.12t/data=!3m6!1e1!3m4!1stY4hShRT1i1Rolz93x4VHg!2e0!7i16384!8i8192 1207 Rue Drummond https://www.google.com/maps/@45.4978579,-73.5726542,3a,60y,212.51h,90.96t/data=!3m6!1e1!3m4!1sNXIla6MPeznGYhJajqyfAg!2e0!7i16384!8i8192 1420 Rue Saint-Mathieu https://www.google.com/maps/@45.4941976,-73.5798539,3a,75y,25.16h,92.13t/data=!3m6!1e1!3m4!1s_Jbu4S6THEEqCuXpfgezGQ!2e0!7i13312!8i6656 1287 De Mainsonneuve https://www.google.com/maps/@45.4989683,-73.5767163,3a,75y,121.57h,79.49t/data=!3m6!1e1!3m4!1shJ5_Jh2MidIQldgmKjyHjA!2e0!7i16384!8i8192 990 Rue Saint-Jacques https://www.google.com/maps/@45.4972722,-73.564362,3a,75y,132.51h,92.2t/data=!3m6!1e1!3m4!1sdjUltR69KcZYAKWj8U5Bjw!2e0!7i16384!8i8192
  11. 5 points
    Incroyable que ce soit un terminus d'autobus dont on parle ici et non pas un campus ultra-design d'une firme de technologie. Bravo à tous les intervenants impliqués d'avoir démontré que l'architecture de qualité peut s'appliquer à des projets en théorie fonctionnels. Cela me rappelle, dans une moindre mesure bien sûr, le geste de BIG à Copenhague de placer une station de ski sur le toit d'une usine de transformation des déchets. Il n'y effectivement aucune raison de ne pas penser au bénéfice pour la communauté et pour le milieu d'insertion et ce, même pour un projet "plate" comme un garage d'autobus. Cet espace vert sera très apprécié par les résidents du secteur et sera en outre accessible par l'axe cyclable sur Bellechasse. Peut-être que le projet sera un tel succès que cette infrastructure va devenir un vecteur d'attractivité et favoriser le redéveloppement des terrains industriels excédentaires dans le secteur. Ce serait, à ma connaissance, le premier garage à Montréal qui aurait un effet structurant positif sur le développement résidentiel des lots qui lui sont directement environnants. Cela placerait la barre haute pour les futurs projets municipaux fonctionnels (cours de voirie, centres de tri, stationnements publics, etc.). Aucune raison d'accepter un projet plate pour un usage en apparence plate.
  12. 4 points
    Nouvelle page dédiée au TGF sur le site de VIA et nouveau vidéo corporatif. https://corpo.viarail.ca/fr/projets-infrastructure/train-grande-frequence Notons la nouvelle carte du réseau proposé qui inclut maintenant un nouvel arrêt planifié à Laval. Peut-être au site de la gare Concorde actuelle?
  13. 4 points
    Mode «Rêvons en couleur» On Bureau en Gros fusionne sa succursale de la gare centrale avec celle sur Notre-Dame en créant un Méga Bureau en Gros dans la Place Bonaventure. Le magasin sur N-D est rasé pour faire place à une tour qui après une dérogation atteindrait 160m de hauteur. Mode «Rêvons en couleur» Off
  14. 4 points
    Tu n'aimes pas admirer la beauté d'un dessous d'un viaduc ferrovière avec ta famille?
  15. 4 points
    Too much going on. Ça aurait pu être plus épuré, à l'image de l'ONF.
  16. 4 points
  17. 3 points
    Excellente présentation qui donne une idée précise de la volumétrie des principaux édifices en construction. On peut en même temps apprécier la vue partielle des espaces environnants et imaginer leur potentiel de développement. J'adore
  18. 3 points
    Petit article très intéressant sur la petite histoire des TEC à Montréal, ainsi que les projets en cours (REM) et en devenir (Tram sur le Boul. Taschereau). A Global Hub Turns to TOD Railway Age | November 11, 2019 | Commuter/Regional, Light Rail, News, Passenger, Rapid Transit Written by Steve Potvin and Craig Sklenar, Stantec Réseau Express Métropolitan (REM) will introduce a 67-kilometer (42-mile) autonomous rail system providing rapid all-day service to many parts of the Montreal region. RAILWAY AGE, NOVEMBER 2019 ISSUE: In the fifth installment of our ongoing series on transit-oriented development (TOD), we’ve focused on Montreal. Our previous articles looked how New York got TOD right, how California is doing something different, the key role P3s can play in booming Toronto, and Chicago’s TOD experience. Montreal might be fondly known as Canada’s cultural capital, with Instagram-worthy historic streets, a global reputation for arts and festivals and a seemingly endless supply of cuisine that always inspires. However, its status as a cultural powerhouse is owed primarily to the importance Montreal holds as a trade port for Canada. Situated as the most inland port of the Saint Lawrence River, Montreal was long the transfer point for Atlantic passengers and goods to continue their journey further west, and was established as a key global trade port as early as the 17th Century. From early settlements to today, Montreal has always been a global leader in trade, transport and design. This includes all things transit. At one time, it had four major train stations operating, connecting local, regional and national rail lines to the Port of Montreal—at one point the largest grain port in the world. The Port continues to play a strategic role in ensuring Canadian farmers can get their produce to market. The city’s historic status as a port and a hub has an enormous influence on its approach to transit and development today. The best place to start the story is the 1960s. Quebec’s Modernization In the 1960s, Montreal witnessed massive progressive changes, including the institution of welfare systems, secularization from the Catholic Church and a commitment to providing transit to the citizens of Montreal. This period, called “The Quiet Revolution,” was accompanied by the construction of the Montreal Metro system. Opening fully in 1967 with 16 kilometers (9.9 miles) of track and 26 stations, the Montreal Metro was the first metro system in North America to operate on a rubber-tire system. Today, the Metro operates 69.2 kilometers (43 miles) and 68 stations. Its construction coincided with the 1967 World Expo, which highlighted the cultural and economic influence of Quebec and Canada to the world. The innovative Metro system connected inner-city Montreal to Jean Drapeau Island, where the Expo was held. Due to Montreal’s compact development patterns, much of the island could be considered a transit-oriented development. During the construction of the Metro, care was given to the existing neighborhoods of Montreal, ensuring that the rail system was built in the least obtrusive way possible. Innovation was key for the development of the Metro, which saw one of the world’s first art-in-transit programs. A national competition was held for Canadian architects to design each station. This resulted in the unique designs that are a hallmark of the Metro, using common construction elements (concrete, tile, brick). Today, Montreal Metro has the highest ridership per capita in North America next to New York City, and continues to grow in ridership. This spike in popularity has created an urgent need to alleviate overcrowding and seek transit solutions region-wide for a more balanced approach to moving people. This has challenges. While the City of Montreal has a robust network of transport options, the region’s suburban offerings are much more limited, which has contributed to the annual growth in automobile ridership, highlighting the urgent need to provide other transport solutions. Old Montreal Vs. The Suburbs While classic pictures of Montreal depict old-world winding streets and quaint walkable neighborhoods, outside the inner-city ring a different story is told. Post-WWII suburban style development prevalent in other North American cities exists in Montreal as well. Communities on the north shore like Laval and the series of communities on the south shore from Longueil to Brossard and beyond accounted for the highest growth areas of the region from the 1960s onward. The low-density-built form across the region has continued, but beginning in the 1990s, the provincial government began a series of measures to address growing concerns of traffic, loss of prime agricultural land, efficiency in local governance and a more regional approach to growth. With the forced amalgamation measures in the early 2000s, and subsequent de-amalgamation referendums, Montreal’s region had not been focused on regional transit initiatives until recently. These new initiatives are designed to address growing traffic congestion concerns, as well as meet Quebec’s greenhouse gas reduction goals and continue the preservation of agricultural lands surrounding the regional planning area. They have resulted in creative solutions to delivering better transit service to current and future residents of the region. Compared to other Canadian markets like Toronto or Vancouver, Montreal’s growth is only beginning. The momentum Montreal experienced from hosting Expo and the 1976 Olympics was stymied by a series of political initiatives, from French language and cultural protection requirements in the 1970s, to a referendum to separate from Canada that barely failed in the 1990s. As a result, investment in the province remained minimal from outside forces. Housing stock has stayed near constant since the 1990s, with increases only amounting to organic growth. Beginning in 2013, a renaissance in business investment in the province has led to consistent job growth, and the province now enjoys budget surpluses for the first time in decades. Innovation industries like video games, movies and the growing field of artificial intelligence has resulted in a global talent recruitment campaign to fill these new jobs. These new industries, combined with demographic shifts seen globally, have resulted in growth in housing investments and new office development. It’s important that transit investment keeps pace with development pressure to accommodate these new intensive urban nodes across the region. Innovation has been a cornerstone to these new initiatives, thinking beyond both traditional financing models as well as technology. After decades of stalled or minor transit improvements, a new movement of investment began in earnest in 2015 when Quebec’s pension fund, Caisse de dépôt et placement du Québec (CDPQ), agreed to begin using its financial clout to invest in major transportation projects within Quebec, utilizing up to C$7.4 billion of pension funds set to be issued between 2014 and 2024. Their first project to invest in is an ambitious sprawling rail project called Réseau Express Métropolitan (REM), which will introduce a 67-kilometer (42-mile) autonomous rail system providing rapid all-day service to many parts of the Montreal region. REM will not only interface with the Montreal Metro and regional rail, but also connect to the Central Train Station, link up with VIA Rail’s national rail service, and add a long-desired connection to Montreal International Airport from the downtown in less than 30 minutes. CDPQ’s funding scheme provides 51% of the funding of the capital line plus operation expenditures for 30 years. To recoup this investment, a 10% development charge to new construction within 1 kilometer of each REM station will be assessed. Quebec’s visionary approach provides a foundational opportunity to tackle many provincial priorities. These include meeting climate mandate goals, alleviating regional traffic congestion and providing better housing choices. This approach establishes a “made in Quebec” strategy that employs thousands of Quebecers to design, build and operate the new system, and provides a solid return on investment to pensioners of Quebec. (Full disclosure: Stantec’s transportation team is working on the project.) CDPQ’s funding strategy has greatly reduced the amount of time a major transit project can be implemented: REM went from concept to construction in less than three years. Provincial and federal funding is greatly reduced or relied upon to green-light projects of this scale and scope, which traditionally would take a decade or more in planning and approvals by government. Once complete, the REM will have 26 stations and a projected annual ridership of more than 69 million. Beyond REM Other initiatives to improve the region’s transit offerings has gained interest by elected officials. Montreal Mayor Valerie Plante’s 2017 campaign centered on the creation of the C$6.7 billion Pink Line, which would connect Montreal North to the Southwest neighborhood of Lachine, filling a major service gap in the Metro. The provincial government has recently agreed to study this important transit connection as part of a deal to help fund the Quebec City tramway. In addition, the City of Montreal has secured funding to add five stations through the Blue Line Metro extension and is currently implementing its first BRT (bus rapid transit) line along Pie XI Boulevard. The city has also approved a 10-year transportation strategy that aims to provide a more balanced network in the downtown core, providing guidelines on how to implement bike lanes, pedestrian and transit amenities in strategic ways. Projects like the Taschereau Tramway offer paths to implementing rapid transit solutions quickly and give municipalities direction on where to focus development in the future. Source: Stantec. Off the island of Montreal, Réseau de Transport de Longueuil (RTL) has envisioned a tramway project along the major corridor of Taschereau Boulevard. Stantec’s Urban Places conducted the business case for this 15-kilometer project in 2018, providing a new approach to funding justification. Studies along the corridor focused on a foundational understanding of development potential in terms of land availability, probability of redevelopment and potential of those lands for redevelopment over 30 years. The current provincial government is looking to innovative transit strategies to ensure rapid implementation of transit that contemplates future growth and accommodates the growing needs of residents in the region. Projects like the Taschereau Tramway offer paths to implementing rapid transit solutions quickly and give municipalities direction on where to focus development in the future. Innovation And Urban Nodes The confluence of renewed transit commitments from provincial and federal governments, key climate change mandates, changing demographic tastes and the increased need to reduce traffic congestion has resulted in a transit renaissance in Montreal. While downtown’s well-established transit initiatives are celebrating 50 years of service, the suburban communities are beginning their journey to establish walkable, transit-focused nodes. Montreal’s regional planning agency, Communauté Métropolitaine de Montréal (CMM), recognizes the growing importance to get suburban intensification right. The agency is funding C$1.3 million in planning at 13 priority station areas that will help deliver thousands of new homes, places for new jobs and services to residents of the region. This work helps communities establish the role of the transit station, and outline the opportunities and constraints to delivering TOD. Montreal is not alone in this approach. Regions like Denver have employed regional planning to TOD, to help ensure that land is being used effectively around station investments, and even to create the business case to funding partners on the return on investment. The region of Montreal’s approach includes a look at all local, provincial and federal agency goals that can be achieved through transit investment and TOD policy. The consideration of the development industry is key too. Many developers have recognized this growing trend and have initiated their own TOD programs on lands adjacent to existing or planned transit. Coordination of these efforts will require a keen eye on interface and integration with the transit investment, as well as first/last-mile connectivity. At the core of Montreal’s transit renaissance is a foundational appreciation for innovation and quality design. This ethos is essential to quality transit investment and TOD, and will deliver the results desired by all municipalities in the region from small suburban towns to the historic streets of Old Montreal. By rewarding projects that meet a holistic set of government priorities, desired design outcomes and consumer preference, the future of the region of Montreal will be more urban and more connected. -------------------------------- Steve Potvin is a senior urban planner based in Montreal and a Principal with Stantec’s Urban Places practice, a network of experts that provides professional services focused on public-realm and private development strategies for clients across North America. He is currently leading several TOD and transit corridor planning studies throughout Quebec. Craig Sklenar is a senior urban designer based in Montreal and an Associate with Stantec’s Urban Places practice. He has worked on numerous TOD-related projects across North America during the past 15 years, and currently is leading the urban design of several TOD and transit corridor projects in Canada. https://www.railwayage.com/passenger/rapid-transit/a-global-hub-turns-to-tod/
  19. 3 points
    Un complexe immobilier mixte semble se confirmer, avec démolitions et tour de 120 m. Infos de @ScarletCoral sur le fil du projet du 2055 Drummond (lire partie en caractères gras):
  20. 3 points
  21. 2 points
    J'ai retrouvé la référence au sujet des travaux qu'effectuera le CN pour atténuer les impacts pour les usagers de la ligne exo-Mascouche. Elle provient d'un article paru dans La Presse samedi dernier, et qui a été cité par @ScarletCoral sur le fil de... l'AMT: Ligne Mascouche, dont l'extrait se trouve ci-dessous.
  22. 2 points
    Sur les rendus, la vie est toujours belle. C'est l'été et il ne pleut jamais. Il n'y a pas de circulation ni de travaux. Les gens sont jeunes et en santé. Ils n'ont pas de gros paquets à transporter. Se pourrait-il que ce ne soit pas toujours le cas ?
  23. 2 points
    Il n’a jamais été question d’enlever tout les stationnements des épiceries. Pourquoi invoquer des scénarios extrêmes qui n’ont rien à voir avec la réalité? De plus, la simplification des trajets de bus actuels améliora de fait la fréquence du service.
  24. 2 points
    http://www.stm.info/fr/a-propos/grands-projets/grands-projets-bus/electrification-du-reseau-de-surface https://montreal.ctvnews.ca/the-first-of-montreal-s-new-long-range-electric-buses-has-arrived-1.4680074 Here are links to STM and CTV articles that reiterate what was written in the already posted Metro article. The only difference is that we have images of the interior with the plastic slippy bois;
  25. 2 points
    Et ça renforce le sentiment que Montréal est de plus en plus sur la map ! Pour avoir vécu à Addis Abeba pendant deux ans, les Éthiopiens ne pensent qu’à Toronto lorsqu’ils parlent du Canada. Cela va nous aider à nous faire une petite place
  26. 2 points
    Très bel immeuble en effet, qui aurait été majestueux sur 3 façades s'il eut été construit après la percée de l'ave P-K. 😍 Merci pour cette photo, où l'on peut d'ailleurs apercevoir 5 wagons du tramway de Mtl (encerclés en rouge), tristement finalement démantelé en 1959 par nul autre que Drapeau suite aux pressions directes et indirectes de GM pour nous vendre ses bus Classic polluants... en remplacement d'un système entièrement électrifié. 😠 Note: une majorité de circuits de bus ont conservé les mêmes numéros des lignes de tramway qu'ils ont remplacées!
  27. 2 points
    What do we think about this setup when it comes to pedestrian safety? In this day in age when large events need to be blocked off from car traffic with barricades (given events that have happened on other cities). I would expect to see at least some slight difference in elevation from road to side walk and the presence of posts/etc that would protect the large pedestrian groups (in a visually appealing way of course). I find it strange that this was not taken in to account on Avenue des Canadiens. Instead before and after events there are 10 police cars with flashing lights blocking all street access. Seems like this could have been incorporated into the design instead of always having police officers placing their cars there... Maybe these elements will be added before final completion.
  28. 2 points
    This would be amazing not just for downtown dwellers , but for anyone living in the near areas , including me (Plateau) ! I would much rather go there than try and get a friend to go with me with their car to the Boucherville location .
  29. 2 points
    Le projet avance très lentement. On peut tout de même constater que les fondations des colonnes sont coulés et la construction débutera sous peu.
  30. 2 points
    Square Victoria. And the development of Gare Centrale is not set-in-stone as condos. South of Place Bonaventure is a huge lot if you straddle the viaduct - and you build on top of the tracks. After that, there are sites, but you would have to demolish existing buildings that are near the end of their useful life/becoming obsolete (e.g.: the 2 buildings on R-L in front of 1 SP).
  31. 2 points
    Cocité Lévis est un quartier urbain projeté dans le secteur Saint-Nicolas, au bord du Fleuve Saint-Laurent, où se côtoieront gens d'affaires, familles et retraités. https://cocitelevis.com/ Pas certain si c'est le bon endroit dans le forum pour ce projet.
  32. 2 points
    J'aime bien le système d'Helsinki. Simple à comprendre et très logique. https://www.hsl.fi/en/newzones L'ARTM devrait s'en inspirer, surtout en ce qui a trait au "zone extension ticket": si tu as une passe mensuelle dans une zone et que tu as besoin d'aller dans une autre zone, par exemple à l'aéroport, tu n'as pas besoin d'acheter un billet individuel à plein prix.
  33. 2 points
    Enfin un signe de vie du projet de TGF : U.K. passenger-rail expert Vernon Barker named as project director for Via’s High Frequency Rail plan https://www.theglobeandmail.com/politics/article-uk-passenger-rail-expert-vernon-barker-named-as-project-director-for/
  34. 2 points
    Je ne suis pas un sub au GnM mais avec mon Chromebook en utilisant Chrome si je clique le X en haut a gauche de l'url après avoir cliqué le lien je peux souvent lire l'article sans problème par compte faut faire tres vite après le clique ! Enjoy. Rue awakening: St. Catherine’s makeover to inject new life in Montreal’s historic arteries GAYLE MACDONALD PUBLISHED NOVEMBER 1, 2019UPDATED OCTOBER 28, 2019 FOR SUBSCRIBERS COMMENTS SHARE Open this photo in gallery La Baie store and Christmas decorations seen on St. Catherine Street. AETB/HANDOUT Montreal is a city of many different personalities. It is creative, emotional, bawdy at times and sophisticated, both low- and high-brow. And nowhere are those varied facets more brazenly reflected than on its most famous street, St. Catherine. Rue St. Catherine, which runs 11 kilometres from east to west, is the main artery where the energy of this city of 1.8 million flows. When the economy is good, the street shows it off. Its sidewalks fill, and there is a palpable energy and exuberance. However, when the economy falters, the street – which has seen it all over the course of its 280 years – seems to shrug like a tired old warhorse and say, “Here we go again … mais c’est la vie.” Today, that pendulum is swinging back in the direction of a rebirth. Cranes dominate the skyline. Construction crews crowd the streets and new restaurants, five-star hotels, luxe shopping and multimillion-dollar condos have sprung up along the street that, until a few years ago, was known primarily for its strip clubs. Open this photo in gallery The Cafe Cleopatra strip club, near the intersection of St. Laurent Boulevard and St. Catherine Street. DARIO AYALA/FOR THE GLOBE AND MAIL “St. Catherine is one of the primary ways we measure the city’s health, and it’s currently got a very strong and steady pulse,” says Jean-Francois Daviau, president of Groupe Sensation Mode, which has put on the annual Fashion & Design Festival at Quartiers des Spectacles, a cultural hub near St. Catherine and St. Laurent, for the past 20 years. “It is more than just a street. It is an integral part of our identity. It’s a contradictory hub of persistent activity that changes decade to decade, or more recently, seemingly from hour to hour.” Make no mistake, St. Catherine is in the throes of an epic transformation. The non-stop grumbling of Montrealers about construction is testament enough. But there is also a feeling of dynamism and renewed pride in the flux of change evident along every block from Place des Arts to Guy Street. In June, the new Four Seasons Hotel opened, arguably one of the most important hotel launches in Quebec in decades. Its new brasserie, Marcus, named after celebrity chef Marcus Samuelsson, who lionized comfort food at Red Rooster in New York and London, is already one of the hottest meal tickets in Montreal. (No small feat given the city has the most restaurants, per capita, of any Canadian city). Open this photo in gallery A La Maison Simons store on St. Catherine Street. ABLOKHIN/HANDOUT Next door to the Four Seasons is Holt Renfrew Ogilvy, which has slowly been reopening, floor-by-floor since March. It’s undergoing a $150-million renovation that will make it one of the country’s glitziest fashion stores, with a new Chanel boutique at street level poised to be its newest addition later this month. Further east, Maison Birks put the finishing touches on the renovation of its flagship store at Phillips Square a year and a half ago. The site incorporates the chic new bijou Hotel Birks, as well as Restaurant Henri, named after the man who founded the eponymous jewellery store in 1879. “The Birks store has seen everything,” says Jean-Christophe Bédos, president and chief executive of Maison Birks. “The gathering of the troops at Phillips Square [in the First and Second World Wars], Stanley Cup and Santa Claus parades, and multiple store closings during the Depression and subsequent recessions. Open this photo in gallery The Maison Birks flagship store at Phillips Square underwent a renovation a year and a half ago. CHRISTINA ESTEBAN/BIRKS/HANDOUT “But still we stay. St. Catherine is symbolic of Montreal. It is a survivor and it’s experiencing a revival because many local and international investors believe in Montreal, which is still relatively inexpensive compared with Toronto and Vancouver.” A $200-million renovation is almost complete on The Eaton Centre, which pulled off a major coup by securing Canada’s first Time Out Market food hall as a tenant. It will open later this year with 16 local chefs serving diverse dishes. Michael Kors is coming too, opening a new Canadian flagship this month and joining brands that already call St. Catherine home, such as Canada Goose (which has its own fridge rooms for customers trying on $1,000 parkas) and the shoe store Browns, which hosted Celine Dion’s first handbag collection in 2017, causing pandemonium in the street. Similar to loyal Birks, Browns has rolled with the street’s up and downs. “It has this amazing energy again,” says Janis Brownstein, the retailer’s director of communications, whose grandfather Benjamin founded the chain in 1940. “And no street, anywhere in Canada, can boast the history of St. Catherine.” The street began to grow in fits and starts in 1736 as the Old Port city began to expand. Its reputation as a shopping destination took root in 1881 with the arrival of Canada’s first department store, Henry Morgan & Co. (now the site of Hudson’s Bay), which was followed by Birks, Eaton’s, Simpson’s, Dupuis Frères and Ogilvy. Office buildings such as Dominion Square went up, head offices for the likes of Sun Life went in, and from the 1920s through the fifties, a slew of vaudeville halls, strip clubs, theatres, after-hour bars and cabarets moved in, cementing Montreal’s reputation as the City of Fun and Sin. Open this photo in gallery The Dominion Square building, as seen on March 26, 1936. CITY OF MONTREAL ARCHIVES/HANDOUT But by the 1950s and 1960s, patience for the city’s shenanigans had worn thin. St. Catherine’s Red Light district at the corner of St. Laurent was shuttered and the performing arts centre Place des Arts moved in. Today it’s just one of 80 performance halls and bars that make up the Quartier des Spectacles entertainment district and home to the Montreal International Jazz Festival and the comedy fest, Just for Laughs, which draws crowds numbering in the hundreds of thousands each summer. This year, those hordes faced roadblock after roadblock, as construction crews continued work on widening sidewalks, reducing car lanes, eliminating parking, planting trees and replacing a sewage system that dates back to 1933. “This reinvention has to take place,” says Claude Sirois, president of retail at developer Ivanhoé Cambridge, which is behind the $200-million retrofit of The Eaton Centre and supportive of the extensive roadwork that has ripped up the street in front of his mall, which attracts 30 million visits a year. “Nobody wakes up in the morning and says, ‘How about a root canal today?’” Sirois says. “It’s not pleasant but we have to swallow it. St. Catherine can’t be rebuilt the way it was. In the 21st century, it has to be a walkable, people-friendly destination with lots to do, see and eat.” Daviau, with the Fashion & Design Festival, agrees and he has been given a $4-million annual budget to attract Montrealers to the area despite all the dirt and dust. “Millennials are the single biggest consumer group and many don’t drive,” Daviau says. “They want downtowns that are accessible and easy to get around by transit, feet or bike. They want to be entertained, they want to feel part of and they want to be engaged. “Every major city in the world is facing this challenge as demographics change and they are trying to figure out how to inject the main arteries – the 5th Avenues, the Rodeos, the Bonds – with life.” In the past few months, Daviau and his team at XP_MTL, an event-programming non-profit, have set up a Metro dance battle at McGill College Station, indie and rap music St. Jax Montreal (an Anglican church on St. Catherine) and recreated a beach scene (with lifeguards in bathing suits) to greet commuters getting off trains connecting at Place Ville Marie. “My sole purpose is to wow Montrealers,” Daviau says. Sitting in Marcus at the new Four Seasons, I can’t help but think the plan is working. It’s early on a Tuesday night and already there is a lineup to get in, the tables are packed and everyone sitting around me is speaking French. These are not just guests of the hotel. Open this photo in gallery Marcus, at Montreal’s new Four Seasons hotel. HANDOUT/HANDOUT “Seventy per cent of our clientele are native Montrealers,” says Lino Lozza, the restaurant’s general manager who walks through the room, topping up wine glasses and greeting customers like long lost friends. “We already have a number of regulars who come two or three times a week,” he adds. “I know our food is good, but I think it’s more than that. Montrealers have been waiting for something like this and they love nothing more than a night out on the town.” Visit tgam.ca/newsletters to sign up for the weekly Style newsletter, your guide to fashion, design, entertaining, shopping and living well. And follow us on Instagram @globestyle.
  35. 1 point
    While I'm happy to see a big name come to Montréal, I can't help but feel that the Impact continues to run without a plan. Everything that they do seems last minute, trying to patch holes, patch up leaks... and the result of this lack of planning (and execution) is the disastrous product you see on the field. I hope to be wrong but this feels like another marketing coup that won't translate into more than a six month honeymoon. As much as I hate to admit it, the Impact should study how Seattle and Toronto (now without big money Giovinco), are able to year after year remain super competitive. Lay out a plan with a strategy and stick to it. Stop the improvisation. Give your staff the tools to succeed (financial, technical/sporting, decision making) and let them fly. I can see Kevin Gilmore complaining next year about media and city support after another season outside of the playoffs.
  36. 1 point
    Pas de photo à l'appui, désolé, mais la dalle du 2ème étage est en voie d'être terminée. Par ailleurs, il y a un lancement de prévu le 30 novembre.
  37. 1 point
    Qui plus est, le bâtiment voisin, identique mais plus bas, abrite l'annexe de l'école des Marguerite pour au moins 5 ans.
  38. 1 point
    Quelqu'un sait pourquoi c'est siiiiiiii long creuser ce trou?
  39. 1 point
    Quand je suis arrivé à l'île il y a 8 ans, je prenais l'autobus tous les jours, mais à force de se faire enlever des services, comme la 12 qui ne vas plus au métro Lasalle directement après avoir quitter l'île, mais qui fait un détours des plus long et se rend au métro de l'église, et la 168 qui est plus que bondée ou qui ne passe pas un fois sur 3, j ai decider de me reprendre une voiture, je gagne quand même (malgré toutes les détours que la ville nous fait faire en voiture,) 45 minutes de trajets par direction et je peux partir et revenir quand je veux, sans avoir à marcher au moins 30 minutes pour me rendre au métro avant d'arriver a l'autobus pour l'île. je vais surement prendre le REM une fois en opération, mais aller faire les course en hivers avec les sentier dans les parcs qui ne sont pas entretenus, ce qui entraîne des détours de plus de 20 à 30 minutes de marche par directions (10 minutes en été dela maison à l'épicerie en été et 40 à 45 minutes en hivers par directions, sur des trottoirs très mal déneiger ou pas du tout), je crois que je vais garder la voiture, les autobus sur l'île ne sont pas fiables et prennent une éternité pour se rendre de A a B, et si ils enlèvent tous les stationnements, exterieurs ou interieurs pour les épiceries, j'irai a dix 30, plus rapide et plus facile et en plus plus de choix et de la qualité. C'est con a dire mais si ils font exprès pour enlever des services, ont ira ailleur les chercher, sans perdre ce qu;il y a de bon a l'ile.
  40. 1 point
    Ah bon à savoir! On va lui montrer le sondage alors. Une petite lettre d'amour de la part du forum.
  41. 1 point
    J'aimerais bien connaître la source pour l'AdN... SSP? Autrement, skyscrapercentre.com nous classe 3e au Can. / 17e en AdN. / 89e au monde pour le nombre d'immeubles de 150 m et + complétés, mais leurs données ne sont pas tout-à-fait à jour quant aux immeubles proposés ces derniers mois. Mtl est en serieux mode rattrapage! 👍
  42. 1 point
    https://www.theglobeandmail.com/business/article-brookfield-returns-to-its-roots-turns-focus-to-canadian-investments/ No mention of any concrete plans in Montreal but I wonder if this means that Brookfield will try and be more active here in acquiring and developing projects? Brookfield returns to its roots, turns focus to Canadian investments RACHELLE YOUNGLAI PUBLISHED 2 HOURS AGO; UPDATED NOVEMBER 10, 2019 FOR SUBSCRIBERS Brookfield Property Partners LP is putting renewed focus on its roots in Canada after spending years building a huge portfolio of foreign real estate holdings, saying it is now seeking investments in Canadian hotels, apartments, offices and large-scale development projects. The Toronto-based company has appointed Ashley Lawrence to lead that effort, which will see Brookfield join a crowded field of deep-pocketed investors all chasing similar assets in the country’s booming regions of Toronto, Vancouver, Montreal and Ottawa. “My mandate was to grow and to expand, especially in sectors that we are not in," said Mr. Lawrence, a 43-year-old Canadian who returned to Toronto in June, 2018, to fill a new position as regional head of Canada after managing Brookfield’s retail property division in New York for two years. “We have certain things we are looking for. Not every deal has them. In order to find them, you have to evaluate a lot of deals in the market,” he said. Brookfield has about US$194-billion in assets under management around the world. Its Canadian assets total US$9-billion – just 4.6 per cent of its portfolio – consisting mostly of two dozen offices in Ottawa, Calgary and Toronto, including First Canadian Place, a 72-storey tower in Toronto’s financial district and the tallest office building in the country. Mr. Lawrence wants to add to that, and the company is currently constructing a third tower to its Bay-Adelaide office complex in downtown Toronto. In comparison, Brookfield has US$137-billion in assets under management in the United States, US$31-billion in Europe and the Middle East, US$14-billion in the Asia-Pacific region and US$3-billion in Brazil, according to its most recent investor presentation. That includes a significant collection of malls and rental apartments throughout the United States, part of the Canary Wharf business hub in London and a sizable office and residential development in Dubai. “As we have grown globally, we have gone into a lot of sectors that we are not in in Canada,” Mr. Lawrence said. Brookfield had always planned to increase its Canadian footprint, according to the company, but did not find the right openings. Since he has taken the new job, Mr. Lawrence has doubled the size of the Canadian investment team to cover more ground and find exclusive deals. “In order to do that you have to spend a lot of time out in the market, talking to people, making relationships,” he said. “It takes time and effort.” But as Brookfield seeks to move into other property types, especially in rental housing, it will be competing with pension funds, real-estate investment trusts, as well as local and global developers for a piece of the action. A flurry of multi-residential development is taking place in Toronto and Vancouver and their nearby suburbs, due to a housing shortage and soaring home prices. However, Mr. Lawrence believes Brookfield will make a big mark in the country’s urban centres. “It takes a long time to get these developments out. These are not coming in the next 24 months. This is 10-15 year horizons,” he said. “We are relatively patient in terms of finding the right opportunity.” With corporate headquarters moving to downtown Toronto along with the growth of tech companies, the city’s commercial property market has been on fire for nearly a decade. That has driven up land prices and spurred interest in large patches of land such as Bombardier’s airport property, which was sold to a Canadian pension fund in 2018 for just over $800-million. Recently, Brookfield was a contender for East Harbour, 38 acres of mostly vacant land east of Toronto’s financial core, according to a source, who was granted anonymity because they were not authorized to speak publicly. But it lost to Cadillac Fairview, which plans to build 10 million square feet of office space. Mr. Lawrence would not comment directly on Brookfield’s interest in East Harbour but said: “Any large parcel of land that comes up, we would be interested. We are a long-term believer in the city of Toronto and its growth.” Mr. Lawrence said there there isn’t a specific amount of capital dedicated to Canadian acquisitions. But given Canada’s smaller commercial property market, he said Brookfield is willing to do deals in the US$30-million to US$40-million range. On the flip side, Mr. Lawrence suggested there are no limits. Brookfield Property can use its own capital, as well as financing from parent company Brookfield Asset Management’s third global real-estate fund, which raised US$15-billion earlier this year. “We like to put out larger amounts of capital,” he said. “That being said, we do like building businesses where the initial amount of capital may not be as sizable. But over time, as you build out that business, as you add assets, they get to that scale that makes sense to us or strategically.”
  43. 1 point
  44. 1 point
  45. 1 point
    I used to wish that project would be built, although the more i look at the rendering, the more i find it not-so-art-deco, and even a tad cheesy... The one element i still find very elegant is the "diamond-shaped" tops! 😃
  46. 1 point
    What would be great if they can have the new Pie Ix station up and running by 2023 and every 1-2 years, open a new station to users and not have all stations open at the same time.
  47. 1 point
  48. 1 point
    Sur le Facebook Nous vous l’avions annoncé, mais maintenant vous pouvez découvrir ce que nous vous préparons! Dès 2020, le Marché des Promenades s'installe à CF Promenades St-Bruno. On s’y retrouve.
  49. 1 point
    Je ne vois pas de pénurie de logement locatifs à Montréal (tu a entendu ça dans les médias?). Est-ce qu'il a une pénurie de logements abordables? Probablement que oui: ces dernières années, les loyers ont beaucoup augmenté, dans certains secteurs, sur l'ile de Montréal (ouest et centre-ville); mais il reste encore ailleurs des logements locatifs convenables. C'est sûr que c'est pas tout le monde qui est prêt a laisser la moitié de son salaire pour habiter au centre-ville; et Il y a encore pas mal de logements vacants à ces prix. Ne pas oublier que ce qui se passe au centre-ville, ça ne représente pas la réalité du Montréalais Moyen qui vit, travaille et paye ses taxes ici...
  50. 1 point
    Nice angle! All this time I didn't realize it was right behind the ONF. As homer would say...D'OH!!!
This leaderboard is set to New York/GMT-05:00