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GDS

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Tout ce qui a été posté par GDS

  1. GDS
    C'est déjà la règle car la partie en surhauteur se trouve dans une zone de 120m+, donc le minimum est de 120m 9. Dans un secteur de hauteur en mètres et en étages, la hauteur d'un bâtiment doit : 1.1 être en tout point égale ou inférieure à la hauteur en mètres et en étages maximale prescrite; 2.1 être en tout point égale ou supérieure à la hauteur en étages minimale prescrite, sur une profondeur d'au moins 4 m à partir de la façade. 34. La présente section s'applique à un secteur de surhauteur montré sur le plan intitulé * Hauteurs maximales dans les secteurs de surhauteur + de l'annexe A. Dans ce secteur, un bâtiment peut atteindre, en retrait de la hauteur minimale en mètres ou en étages prescrite, une hauteur égale ou inférieure à la surhauteur maximale prescrite. Dans un secteur de surhauteur comportant l'indication * +120 +, un bâtiment peut atteindre la moins élevée des hauteurs suivantes : 1.1 une hauteur supérieure à 120 m mais n'excédant pas 232,5 m par rapport au niveau de la mer; 2.1 une hauteur de 200 m calculée conformément au présent chapitre.
  2. GDS

    Canadiens de Montréal

    GDS a répondu à un sujet de mtlurb dans L'actualité

    Finally a reason to have a parade.
  3. GDS
    "Toronto is generic and Montreal is cool" lyrics from the loser song Montrealers sing.
  4. GDS
    We ended up with the Hotel De la Montagne instead. This monstrocity would have had first 4 floors of shopping, next 5 floors of parking, the 4 floors of office space and then 4 floors of apts.
  5. GDS
    Well, I don't think I have many left so we are gonna need some new proposals. When I get a chance I will upload the 35 storey twin towers that Eatons was going to build behind their store. Other then that, I think the board pretty much has most of the projects that had actual models presented.
  6. GDS
    Corner Sherbrooke and City Councillors
  7. GDS
    Ended up being much smaller though still the largest office development since then.
  8. GDS
    Another shot with the proposed development of what became PVM
  9. GDS
    As it was originally proposed in 1953 - so not exactly cancelled The 800 Rene Levesque was built 12 years later and a little narrower.
  10. GDS
    16 stories planned for south east corner of de la Montagne and Maisonneuve. (still a fucking parking lot) Ground and mezzanine commercial 16 stories of apts 2 story penthouse
  11. GDS
    Réponse Vision Montréal (David Hanna) Indeed the AMT did commission a study with Tecsult in 2007 for the study of the optimal LRT route to the South Shore and came up with the Champlain Ice Bridge option as the winner. It was then determined that the immense cost of bridging the water gap over the Seaway was prohibitive and so the project was shelved until such time as the Champlain bridge was rebuilt (a great solution for doing nothing basically as we now have to wait 15-20 years for PM Harper to act). In the Tecsult study, the Victoria Bridge route was said to have been studied, but like so many of these studies where the conclusions (going via Champlain) guided the findings, no serious examination of Victoria was done. In essence what the study said was that since the CN engineers declared that the cantilevered roadways could not safely support buses, the weight of an LRT was therefore impossible to consider. No independent engineering advice was sought, nor was the substructure examined. When Tecsult presented their study, Pierre Brisset and I both asked them how was it then that the same bridge had carried trams until 1955 on the very same cantilevers (which were just rebuilt by CN in 2000). The consultants were flabbergasted and didn't know what to say.They admitted they had no idea that trams had once used the bridge. On this phony study rests the AMT's assertions that trams cannot use the bridge. The reason, by the way, that buses cannot use the bridge while trams can is simple. The cantilevers are triangular, the widest part being attached to the bridge, the narrowest part being at the extremities where the railings are. A bus wanders over the entire width of the cantilever, including the weaker extremities, while a tram is restricted to the portion close to the bridge piers, where the strength is strongest. In a Pabeco study presented to Transport Canada in Feb 2009, Pierre and I demonstrated how this worked and how, up to 1955, tram-trains made up of four (heavy) steel cars routinely crossed the cantilevered section daily. This AMT dogma, based on a phony study, is why we have no serious LRT proposal in the pipeline today or anytime soon. Totally bankrupt leadership. And, of course, the SHM has simply accepted the AMT's assertions that the options have been studied. This is a perfect example of the long-term damage these bad studies cause (like the infamous study presenting us with Dalhousie as the "optimal" choice for a bus corridor when no planning, community, residential or heritage parameters were included). Commuter train on the St-Hubert to Laprairie branch Full of lies and excuses. Of course the Champlain Bridge bus corridor already fulfills the role such a commuter train would fill. But what is not said is that the buses are over capacity, packed to the gills, lined up downtown every morning on Inspector and St-Jacques, desperately trying to get into the 1000 Lagauchetière terminal, which itself is so overburdened that many buses have now been thrown out of the terminal in the cold of the surrounding streets. And more buses are being planned??? What a way to run a transit system. Shame on both the RTL and AMT for such poor planning. And we wonder why people prefer their cars. Besides diesel buses pollute as much as cars, according to a US study, because they do four trips daily instead of two for cars (which stay downtown). As for the rest of these self serving arguments for doing nothing, of course the bridge belongs to the CN main line and the AMT has trouble scheduling commuter trains on it. Statistics will show that the bridge once carried far more traffic in WW2 (freight and passenger combined) then is the case today. As with other major metropolitan centres all over North America, Government has to negotiate seriously with the railways to obtain capacity. It is a matter of will and power. Five more commuter trains is not going to alter things enormously. Besides, the CN should be required to route at least its more dangerous through trains (chemical notably) off the island and via the Valleyfield bypass. If one of those daily trains should derail in Point St-Charles, as has happened in several US cities, it would cause a death toll of epic proportions. Another case of Governments not serving the public interest. We are playing Russian roulette instead. As for the Seaway interfering with the potential LRT traffic, this is a baldfaced lie. That is exactly what makes the Victoria Bridge attractive over the alternatives. It wraps around a canal lock with a bridge and cantilevers on each side, a twin bridge if you will. So just as the train traffic is never interrupted (it simply switches to the alternate bridge), so to with the LRT traffic. That is why this is the ideal bridge. Finally, the AMT, in pleading that it would need to order new trains which take years, ignores my stated conclusion that new equipment already arriving now and in the coming year (double-decked cars and hybrid locomotives) frees up a whole fleet of former GO Transit cars and older locomotives for use on this experimental low-cost corridor. -curtsey Andy Riga (metropolitannews blog)
  12. GDS
    Réponse AMT AXE A-10 PRIORITAIRE POUR L’AMT (SLR) · Pour l’AMT l’axe de l’A-10 / Pont Champlain a toujours été un axe prioritaire pour le transport collectif entre la rive-sud et le centre-ville de Montréal. · C’est d’ailleurs pourquoi l’AMT a réalisé les études pour un SLR dans cet axe. · Lors des études du SLR, l’implantation d’une voie réservée aux autobus sur le pont Victoria faisait partie des 10 scénarios étudiés par l’AMT. · Celui-ci n’a pas été retenu en raison de contraintes techniques d’implantation importantes. CONTRAINTES VICTORIA PROBLÉMATIQUES TRAINS DE BANLIEUE LA PRAIRIE / GARE CENTRALE : · Impossible d’offrir une capacité de transport (achalandage) similaire à celle offerte actuellement par la voie réservée dans l’axe A-10 / Pont Champlain (qui est d’environ 13 000 déplacements dans chacune des directions). DONC NE RÉPOND PAS À LA DEMANDE DANS CE CORRIDOR. · Problème de créneaux horaire : o Pont Victoria appartient au CN o Ligne principale du CN (freight) vers les Maritimes o Voie maritime / écluses interfèrent avec la circulation sur le pont o Il est déjà difficile de négocier des créneaux horaires pour la ligne existante de Mont-Saint-Hilaire qui passe par le pont · Nous n’avons pas le matériel roulant (prend de 2 à 3 ans suite à un octroi de contrat) PROBLÉMATIQUES TRAMWAY VICTORIA /TASCHEREAU : · Capacité portante du pont limitée (ex. : circuit 55 du RTL limité au nombre de places assises) · Temps parcours supérieur à celui actuel et projeté de la voie réservée de l’axe A-10 / Pont Champlain · Tramway ou bus ne seraient pas en site dédié (comme ce serait le cas par exemple avec le SLR) · Créneaux horaires affectés par voie maritime / écluses VICTORIA = UN AXE COMPLÉMENTAIRE · Bien que nous ne sommes pas contre l’implantation de mesures en transport collectif dans cet axe, pour l’AMT, l’axe du pont Victoria / Taschereau ne peut qu’être complémentaire à l’axe du pont Champlain. · Pour nous, l’axe Taschereau est plutôt un axe de transport est-ouest sur la rive-sud (nous avons d’ailleurs des projets pour cet axe au PTI).
  13. GDS
    L'article donne l'impression que se sont les Albertains qui paye. Mais ce n'est pas vrai, s'est les compagnies qui sont en Alberta et les redevences qui font la différence. C'est un coût d'option et non un coût réel. Ils pourraient avoir les mêmes services que nous en augmentant leur impôt sur le revenu, et s'ils l'augmenteraient à un niveau égale au Québec, ils auraient beaucoup plus de service que nous. Oui, ils subventionnent nos programmes, mais pas au détriment de leurs, ils choisissent de ne pas les avoir.
  14. GDS
    cool! :thumbsup:
  15. GDS
    Même si il y est, le Toronto Sun n'est pas moin fédéralist maintenant.
  16. GDS
    Here is Projet Montreal's proposal. Its actually not that bad and I am a hater. http://www2.projetmontreal.org/files/documents/2010_01_11_projetmontreal_document_1263259514_fr.pdf
  17. GDS
    Like I said, the Veterans will be transfered. Its 132 beds in its current configuration and can easily be expanded to 200. The building was only built in 1971 and was completely renovated last year. The first part of the transfer already took place in 2007 by putting the hospital in McGill's network. The site is also much bigger than the Glen Yards site where the superhospital is going, though the land will likely be sold by the federal gov'nt first for residential or to McGill to expand their campus.
  18. GDS
    Westmount had no trees when it was built, neither did TMR.
  19. GDS
    The main part of Dix30 from the theatre to the concert hall is totally pedestrian friendly and is accessable by public transit. There is no comparison with Marche Central or Smartcenter Kirkland. These houses represent over 80 million (phase II) in tax base with very little in municipal infrastructure. It is a very small part of Brossard that has been designated for this type of mega housing while the rest of the L section maintains Brossards already high level of density. Being the closest off island suburb, the demand and need was inevitable.
  20. GDS
    Je me demande donc si Toronto et Vancouver ont les plus hautes pourcentages pour l'Ontario et la Colombie Britannique.
  21. GDS
    Il y a un plan pour mettre l'hospital des veterans à Sainte-Anne-de-Bellevue dans le réseau provincial dans les 10 prochaines années. Il est le seul hospital fédéral au pays.
  22. GDS
    1 image 50 storey 952 room hotel and 40 storey office tower proposed by Concordia developments between La Gauchetiere and St-Antoine in 1972.
  23. GDS
    Wanted to build a second downtown and wanted to have the metro line to go further west for this section. Proposed by Robert Campeau. Would have been known as New City Center 1.5 million sqft shopping center - total 2.2 million sqft retail space 75 floor office tower - total 5 million sqft office space 2 hotels (1750 rooms) 8000 unit condo tower
  24. GDS
    1986
  25. GDS
    Another stupid statistic - Montreal ranks first for int'l conferences in North America because US or North American conventions here are considered int'l while in a US city they would be considered "local". Take out the US and I wonder what the number would be.
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