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  1. GDS
    Who here is suprised that the tower was rejected??? :mad: --- Construction of 34-storey residential tower and hotel at René-Lévesque and Mackay: "no" to tower, conditional "yes" to hotel MONTREAL, Sept. 8 /CNW Telbec/ - The Office de consultation publique de Montréal (OCPM) makes public today the report on the consultation held in May on the planned construction of a residential building and hotel at the corner of Mackay and René-Lévesque, in the west end of the borough of Ville-Marie. The project involves the construction of a 34-storey residential building comprising 180 housing units and 230 underground parking spaces. It would also include a hotel and commercial space. The complex would be erected on what is now an outdoor parking lot, north of four Victorian buildings along René-Lévesque Boulevard. The residences would be integrated into the complex and their facades restored. One building on Mackay Street would also be preserved. The project calls for amendments to the Montréal Master Plan and the borough of Ville-Marie planning by-law, primarily in terms of height and density. As the draft by-law amending the zoning by-law of the borough of Ville-Marie was adopted pursuant to section 89, subparagraph 3 of the Charter of Ville de Montréal, it is not subject to approval by referendum. The 150 or so citizens who participated in the consultation all agreed on the importance of revitalizing this part of the city, greatly destructured since the '60s, due in part to the establishment of several ground-level parking lots. However, opinions diverged as to whether or not this type of complex should be erected on Mackay Street, in a fragile area whose identity stems from a built heritage that should be preserved and enhanced. Moreover, it is important to note that very little documentation was provided for the commission and public to familiarize themselves with the project and evaluate applications for variances to municipal by-laws. The commission finds that the appropriateness of building the proposed 34-storey tower among the surrounding three- and four-storey buildings, and its vital contribution to the profitability of the project, have not been proved, while the construction of a tower of that height, in that area, would constitute a major variance to the Montréal Master Plan. As a matter of fact, the developer indicated that the implementation of that part of the project was not planned for the short term. Moreover, the tower's effect on sunlighting and wind flow has not been specified. The commission believes that authorization for projects in this part of the city should not be granted too hastily, and should be based on an overall vision for the area, where tall buildings authorized in the 1960s have led to problems of destructuring. Given developers' renewed interest in the area, a consistent vision is required to strengthen the urban fabric. The commission therefore recommends that the variance allowing the construction of the 34-storey tower not be approved. As to the construction of the 11-storey hotel, it may spur accelerated development in the area, if the City ensures that the architectural concept is in keeping with the surrounding built environment. The commission recommends that this part of the project at 1475 René-Lévesque Boulevard est be examined in the light of a consistent vision of the area's future and clear guidelines structuring the development of the Bishop-Crescent area. All available information pertaining to the consultation, including the report, may be obtained at the OCPM offices, the Direction du greffe de la Ville de Montréal, 275 Notre-Dame Street East, and the Ville-Marie borough office, 888 de Maisonneuve Blvd. East, 5th floor. The documentation is also available on the Office Web site, at http://www.ocpm.qc.ca .
  2. GDS
    Mayor Tremblay's tram dream just doesn't add up But the mayor can send the bill to Charest, who'll send it to our children HENRY AUBIN, The Gazette Published: Saturday, August 22 Let's play Montreal's great spectator sport. It's called Watch the Costs Spiral. The keystone of Mayor Gérald Tremblay's transport vision is the tramway. His transport plan last year estimated the cost of building each kilometre of a tram line at $50 million (including rolling stock). Last week, however, a consultant's study commissioned by the city jacked the sum to $60 million. I can see you shrugging. Hey, you're a jaded Montrealer, I understand. You saw the cost of the Laval métro extension soar to three times the original estimate. Next to that, this 20-per-cent increase in the tram's cost is ho-hum. But bear two things in mind. First, work hasn't even started yet. And, second, the tram study says its own $60-million-per-kilometre estimate needs to be taken "with prudence." That's because the estimate omits certain extras. The tram's envisaged route, for example, would include going up Côte des Neiges Rd.'s steep grade. The study suggests this might require a tunnel through Mount Royal at about the level of the Montreal General Hospital. It doesn't say what that would cost. Other supplements would include a new maintenance centre devoted entirely to trams, heated stations for riders, extra-costly rolling stock to climb Côte des Neiges and - watch this one - local companies' "lack of expertise" in regard to trams. Another possibly juicy supplement is what the study refers to only as "professional services." Proponents say trams are a bargain relative to the métro, whose tunnels cost about $150 million per kilometre. But when you factor in all these extras, trams might not be so cheap after all. You might suppose from what I've told you that this is a hard-hitting report. It's not. It's a puff report. This alarming stuff about hidden costs is buried in its bowels. The report is by Genivar-Systra, a consortium of engineering companies that design and build major rail projects around the world. Its report at times seems less like analysis of the cost-effectiveness of trams in Montreal than a PR document touting trams' "attractive" features (not that the client, Tremblay, needs any convincing). The report says it could cost as much as $750 million to build 16 kilometres of tracks connecting Côte des Neiges, downtown, and Old Montreal. It says the total number of riders (up to 80,000 a day) would justify the cost. However, the report does not convincingly estimate how many of these riders would be new - that is, people who do not already use the bus or métro. The test of a sound investment is its ability to increase ridership. Nor has Tremblay mandated the consultants to make a cost-benefit comparison between the tram and the trolley bus. Both are electrically powered and thus ideal for fighting climate change. Though the trolley bus is not quite as comfortable as the tram, it 's about as fast and, unlike the tram, can move around obstacles. Most important is the price advantage of the trolley bus's infrastructure. Putting up overhead wires costs about $1 million per kilometre. The cost of running the tram, however, is slightly less. It would be useful to see if the tram's long-term savings on operations would make up for its higher construction costs. But Tremblay has his mind made up. He doesn't want to know. Nor does Richard Bergeron of Projet Montréal, an even greater tram-fan. Note, however, that Vision Montréal's Louise Harel does want a comparison study. So, you ask, why is the mayor so keen on the tram? Partly it's because it's a classier vehicle than the trolley bus. But it has to be mostly because of the money. The province would pay 100 per cent of the cost of the tram's infrastructure (including rolling stock). However, the province pays only 50 per cent of the cost of regular gas buses - and presumably it would pay the same for the electrified variety. So trams are virtually a freebie for Tremblay. Montreal could send the bill to the Charest government, which in turn would send it on to future generations. The Montreal Economic Institute estimates the net provincial debt per capita in the rest of Canada at about $8,000. In Quebec it's $14,000, and climbing. If you get tired of playing Watch the Costs Spiral, try that other pastime, Watch Us Dig a Deeper Hole.
  3. GDS
    Hello??!! Ste-Catherine est une rue commercial
  4. GDS
    Apart toute la machinerie lourde pour réaménager les rues. Plus la pollution des autos qui seront dans le trafic plus longtemps durant cet réaménagement.
  5. GDS
    Avec une mentalité comme ca, ya aucune point d'une discussion. T'as inventé de la bullshit, est tu croix fermement que c'est la realité. Encore avec cette histoire de Mirabel, pis la tu pense que le rond point dorval a été vite fait. Gimme a break.
  6. GDS
    Oui, mais ils sont capable sur le site actuel!
  7. GDS
    Bullshit. Qui t'as dit ca? Il y a aucun plan pour un retour a Mirabel. Jamais. PET acceuil un trafic passagers de ~13M. Ils ont une capacité de 25M sur le site à Dorval.
  8. GDS
    Non - ils ont inclus la ligne Ste. Catherine dans ce nombre. Je parle juste de Parc-RL-CDN. La ligne sur Ste. Catherine et encore plus stupide. Il ya deja deux ligne de metro, et la ligne serait bloquer par les festivals.
  9. GDS
    Il faut lire entre les lignes. A la page 3 - section 2.3 - 2.4 on dit: "plus de 50 000 voyages / jour sur la ligne "Côte-des-Neiges" plus de 30 000 voyages / jour sur la ligne "Parc"" Les lignes 80,165 et 535 sont déjà presqu'a 80k voyages par jour. + " un accès au tramway effectué principalement par la marche (50%) une utilisation de la marche majoritaire à destination (80%)." Donc, comme on sait qu'il n'y pas de la place pour augmenter la densité. Le nombre de voyages restera relativement stable.
  10. GDS
    L'Étude indique que le même nombres prendraient le tram que l'autobus. Donc pas moins d'auto. De plus, il n'y a pas de place vraiment pour augmenter la densité sur cet axe. Donc la question est, est que ca vaut 400 millions pour améliorer le service pour ces gens qui prenne déjà le transport en commun sans en ajouté? Moi je pense qu'avec 30 million on pourrait le faire. Plus d'autobus, articuler, avec air climatiser, meilleur abribus, gps. En terme de pollution environnemental, la différence est négligeable. Déjà les autobus utilise 30% moins de carburant qu'il y 10 ans, imagine dans un autre 10 ans.
  11. GDS
    A 45 - acre comprehensive, master planned office campus on Nuns' Island. This multi-phased office complex is geared to those tenants looking for the quality environment offered in suburban locations but with the benefits of a site located just five minutes from Montreal's central business district. Availabilities range from 50,000 sq.ft. to 500,000 sq.ft. in various configurations, all of which will be LEED certified. With the arrival of Bell Canada on Nuns' Island, public transportation has improved with investments in infrastructure being made by various governmental authorities; the neighborhood is poised for even more development. Companies such a Yellow Pages, Multi-prêt, Bombardier Recreational Products and the Bank of Canada continue to enjoy the exceptional office environment that Nuns' Island has to offer with its abundant retail offerings, bike paths, nature walks and lush landscaped public areas.
  12. GDS
    ^typique de la symptome bébé-lala qui nous engorge.
  13. GDS
    80k personnes par jour pour le Tram = le nombre qui utilise le 80, 165 et 535 déjà. Les gens sont et resterons mieux servi pas des autobus.
  14. GDS
    UUhh - Plus comme 1891 et 1923.
  15. GDS
    ^ Pierre Pomerleau your my hero!
  16. GDS
    Ligne centre-ville sur Ste-Catherine. For the love of pete!! Where do they people who write this shit?
  17. GDS
    Dunton Rainville?
  18. GDS
    Mount Royal project to go ahead: developer Residential complex planned for old Marianopolis school site Last Updated: Wednesday, August 12, 2009 | 12:55 PM ET Comments0Recommend1CBC News A $300 million real estate project at the site of a former school in Mount Royal Park will go ahead, its promoters said Tuesday, in spite of a recommendation by Montreal's public consultation office that its plans should be scaled back. The project would transform the former site of Marianopolis CEGEP into a residential complex with 325 units and 671 underground parking spaces. It's now up to city hall to decide how to apply the consultation office's recommendations. Développement Cato Inc. bought the forested site last year from the Sulpician religious order for $46 million. After consulting the public in May, the office concluded the height of the project should be lowered, and the area covered reduced to preserve green space. According to Développement Cato Inc. spokesman Claude Marcotte, the company can live with most of the recommendations of the public consultation office, and would be ready to continue talks with the city. "The changes are important, but we can control it, and we can make it feasible," Marcotte said. "We don't accept all the changes," he said. It's the third recommendation — reducing the area of the buildings — that may pose the biggest problem. Marcotte said that through months of consultations the developers have already constrained themselves to a tiny portion of the property they own.
  19. GDS
    True, but right next to LB - they managed to have Le Concorde reduced from 28 stories to 14.
  20. GDS
    Les Nova sont faites au Québec. Aucune chance pour VanHool.
  21. GDS
    If this report was enacted. The project would lose close to 15 million in possible revenue from its current design.
  22. GDS

    Quebec-Maine-NB Highway

    GDS a répondu à un sujet de MTLskyline dans Visions

    They could just make it a toll road but free to anyone from Maine. Wouldn't only been good for NB. It would make it way easier to get to Augusta, Lewiston and Portland. US-2 is a pain.
  23. GDS
    Ca fait 45 ans que les autobus articulés existe. Depuis 1990, Longueuil (RTL) en utilise. La vrai question est - wtf took so long?
  24. GDS
    Oui, mais reste que la capacité du metro de 1977 egale celle de 2017.
  25. GDS
    L'appel d'offre demande exactement le même nombre de wagons qu'ils on déjà. Aucune augmentation.
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