Dr.D

Here's the CBC take on it

https://www.cbc.ca/news/canada/montreal/montreal-eastern-train-rem-1.7110791

Great pix Vince.

Bad urban planning I agree BUT I used to live in the area and you have no idea how incredibly ugly it was before. A wasteland of single story garages and abandoned or derelict 1950s non-descript industrial blocks. A huge block at the corner of Jean Talon and Victoria was simply a field over-run with weeds. Poor services for the locals who can now chose from more than just Village des Valeurs.

Of course it begs the question "is something is better than nothing?"

What about the old project? http://www.mtlurb.com/forums/showthread.php/23062-500-boul-de-Maisonneuve-ouest-25-%C3%A9tages-(1991)

Il y a quand même le parc Domtar et la Place des Festivals...

Que proposes-tu?

Leave it as is (maybe add more trees around the perimeter). It serves as bicycle parking during festival season and we need to leave at least some parking for tourists and Place des Arts patrons. The view in all directions will be much more interesting: Louis Boehme, Ilot Balmoral, U of Mtl, Place des Arts, Peterson, Le Devoir offices and even Domtar park are better viewed from a distance (to appreciate their lines and forms). All of these views would be lost behind a possibly banal building that would turn de Maisonneuve into a cavern of buildings, perpetually in shadow. Besides, Domtar could always decide to close the "park" and build there, just another brick in the wall.

Je suis 100% d'accord sur l'esthétisme. Ceci dit, beauté et échelle sont deux choses différentes!

Il ne faut pas mal interpréter mes propos : le projet est très beau. Il est simplement très gros par rapport à ses voisins.

J'aimerais vraiment retrouver le rendu dont je vous parle...

It makes me hope that they never build the museum across the street. Hiding this work of art would be a mistake.

it is clear to me that Alain de Sousa is being given very bad advice or is tremendously misgoverning his own electorate.

 

For some reason, the goal of running a metro north to bois franc is a priority (with an extension to Laval inevitable), yet his office node at cavendish and cote vertu is getting decimated with a 30% vacancy rate and an eventual closure of the Sears DC and store creating a huge redevelopment opportunity. Instead of heading north, he should be recommending that the orange line pivots west (or the creation of an LRT) towards his major commercial tax base, with an eventual link through Liberty/NEXUX, the Technoparc and finally the P-E-T Airport.

 

So instead of eventually getting Laval a boost, he could entirely be reinforcing his boroughs economic dominance as the primordial suburban employment node. In addition, he calls himself the "greenest" mayor, and this extension would reduce the requirement for exterior parking lots, and densify his borough.

 

Not that an extension north would not be beneficial as a spur line (something that we should be considering along multiple segments of the city), but that is all it should be until Laval pays the CMM its fair share of the previous orange line extension.

I totally agree! What is the obsession with heading to Laval? They already have access and isn't it more important to have a direct link to the airport? London, Paris, and even Vancouver have a direct metro link to the airport so why shouldn't we?

Cette rue sera aussi sombre que Rue de la Concorde (Le Peterson)

aujourd'hui

[ATTACH]23584[/ATTACH]

Cette rue est l'une des plus sombres en ville, je suis pas certain à quel point la verdure aimerait ca.

 

A première vue, c'est quand même assez déprimant comme coin. Je n'aimerais pas y habiter.

I visited today and one thing to consider is that the building across the street is only two stories high, all the way to Ontario (JFK). The first two floors of the Peterson seems to be an atrium so anyone above the third floor will have a view between Le Devoir building and La Concorde. That view looks on to the pocket park in front of the Domtar building so they will get some sun. I concur that the street level needs some commercial activity to light up the area. Maybe a lamp store?

Étonnant quand même: avez-vous remarqué la quasi absence de graffitis sur le béton du square?

 

 

Envoyé de mon iPad en utilisant Tapatalk

Les graffeurs ont trop peur de eneter!

dimanche dernier

Those boarded up houses need to go. Asap.

Renovate! Fill in the hole between the other three buildings with something in the same Victorian style and RENOVATE. This is part of our heritage/patrimoine, not some annoyance to be destroyed.

One crane for two projects?

On a more positive note: http://www.theguardian.com/cities/2015/jun/17/people-power-montreal-north-america-cycle-city

The Guardian (London, England)

People power: the secret to Montreal's success as a bike-friendly city

Peter Walker meets Bicycle Bob and the activists whose 1970s ‘die-ins’ and theatrical stunts kickstarted the Canadian city’s unlikely bike culture

Cycling in Montreal

When it comes to cycling Montreal has a few undeniable drawbacks. For a start, it’s hilly, the streets rising gradually from the riverside to Mont Royal, a tree-lined peak which reaches eye level with the tops of the city centre skyscrapers. And then there’s the winter, with several months of snow and constant below-zero temperatures, leaving the roads rutted and cracked.

But on a still-tepid morning in early summer the cyclists are nonetheless massing in the city’s Jeanne-Mance Park. Lots of them – about 30,000, in fact. Some are dressed in Lycra with lightweight road bikes, but the majority are wearing everyday clothes, many with children, either riding their own tiny machines or on one-wheeled add-ons to a parent’s bike, even toddlers strapped into trailers.

It is the start of the Tour de L’Île, an annual mass ride with routes of anything from 18 to 60 miles through streets closed to vehicle traffic for the day. It is both a celebration of Montreal’s unlikely bike culture and a yearly reminder to its politicians and officials of how numerous and varied is the local two-wheeled population.

More than that, the tour and its associated week of bike-connected events is a tribute to the motley, theatrical collection of activists who, 40 years ago, set the city on its way to the self-claimed title of North America’s most bike-friendly major metropolis.

Bob Silverman, Montreal cycle activist

Activist ‘Bicycle Bob’ attempts to part the waters of the Saint Laurence river. Photograph: Robert Silverman archive

This is, of course, a relative boast. By comparison with somewhere like Copenhagen, Montreal remains dominated by cars. But there is a thriving bike culture, helped by nearly 400 miles of cycle lanes, about 150 miles of which are separated from motor traffic. Even on a normal day – at least outside the depths of winter – cyclists are everywhere. The city also has around 5,000 of its Bixi public hire bikes, familiar to anyone who has used the near-identical London scheme.

The genesis of all this can be traced back to people like Robert Silverman, better known to his fellow citizens as Bicycle Bob. Now 81, he was among the founding members of Le Monde à Bicyclette in 1975, a loose collection of mainly artists, activists and anarchists who, styling themselves the “poetic velo-rutionary tendency”, pioneered many of the direct action tactics common to modern protest movements.

“We had a lot of what I call cycle frustration,” Silverman says. “At the time there was no infrastructure, nothing to encourage biking, all the transport spending since the war had gone into cars.”

As well as campaigning for cycle lanes – one tactic was the “die in”, using ketchup to mimic blood – Le Monde à Bicyclette sought access to the city’s metro system for those with bikes. This involved deliberately absurd theatrics, for example taking ladders, skis and cardboard cut-out elephants on to trains, as well as an ultimately successful legal challenge to the rules.

Another key objective was a bridge across the Saint Laurence river which cyclists could use. Silverman and is fellow activists blocked one bridge with a game of volleyball. They invited photographers to watch them try to load bikes into canoes to paddle to the opposite bank. In another memorable stunt Silverman hired a Moses outfit from a fancy dress shop and stood at the riverfront, trying to part the waters to let the bikes across.

“The journalists loved us,” recalled Jacques Desjardins, the only French Canadian among the group’s founders. “Most people probably thought we were crazy but the journalists loved our events, as they were so theatrical. We were on the front pages every Monday.”

Montreal was far from alone among North America cities in seeing a surge in bike use during the 1970s, a phenomenon inspired both by fashion and the Opec oil crisis. But unlike with its peers, the “bike boom” did not fizzle out, the city continuing to promote cycle use.

A good part of this was down to Vélo Québec, the somewhat less flamboyant counterpart and ally to Le Monde à Bicyclette, which began in the late 1960s as a cycle touring agency but soon branched into campaigning. In 1985, the year the first bike lanes were finally built in Montreal, Vélo Quebec launched the Tour de L’Île.

Around 30,000 cyclists gathered for this month’s Tour de l’Île cycle parade. Photograph: Maxime Juneau/Vélo Québec

The first of these, held in autumn, was quite poorly attended, recalls Suzanne Lareau, Vélo Quebec’s chief executive, who started with the organisation as a student intern in 1979 and now leads a permanent staff of more than 70. “But the second, in 1986, was in June, and we had 15,000 cyclists,” she said. “After that the politicians realised there was a phenomenon there. Then we had more and more people.

“We always had two goals with the Tour de L’Île. Firstly, it was to encourage people to use bikes and promote cycling. But the second goal was a political message. When you have 10,000 or 15,000 or 20,000 or 40,000 cyclists on the streets, politicians can’t say: ‘Nobody cycles here.’”

And Montreal’s politicians don’t say that. Denis Coderre, a former Liberal MP in Canada’s federal parliament who was elected the city’s mayor in 2013, is undeniably in touch with his two-wheeled constituency. He has promised to double the network of bike lanes, using the week of the Tour de L’Île to announce a brand new protected route through the centre. Coderre even took part in the Tour itself, following a much-publicised health kick which saw him lose almost 20kg.

“Cycling is part of our lives,” Coderre said, leaning on his bike at a rest-stop midway through the ride. “People enjoy it. The city belongs to everybody, and the bottom line is to always protect the most vulnerable.

“Vélo Quebec and all the others, they have helped change the culture. When people come to a city, they’re not just coming for a job. They’re coming for the infrastructure, the wellbeing, the quality of life.”

All this was the result of a citizens’ movement … We forced them to take decisions, year after year

The cycling culture is seen as a draw for Montreal, a place regularly included in the various league tables of the world’s most liveable cities. The campaigners’ role in all this is similarly noted – the main bike route through the centre of the city is named after Claire Morissette, Silverman’s co-leader in La Monde à Bicyclette, who died in 2007.

While Morissette’s eponymous lane is separated by a kerb, many others are marked by paint only. And while motor traffic is often heavy, drivers are generally careful about cyclists, with the city seeing just one rider killed on the roads in 2014. Cyclist numbers drop significantly in winter, although the city now clears snow from more than 150 miles of bike routes in an attempt to encourage year-round riding.

For Silverman, Desjardins and Lareau there is a justifiable sense of what they achieved.

“All of this was the result of a citizens’ movement, not of decisions by the authorities,” said Desjardins. “We forced them to take decisions, year after year. That’s the opposite of what’s happened in most American cities, where the mayor takes a tough decision to encourage cycling.”

Desjardins recalls how he and his fellow bike activists were greeted with scorn by the Marxist-Leninists and Maoists who predominated in the city’s more radical circles in the mid-70s: “They laughed at us, we were called the petit bourgeouis. But now they all live like the bourgeouis, while we’re still living cycling around, living simply.

“We’re very proud. We changed the city. It’s rare you get involved in a movement that really changes things.”

Yuck! Laid!

Thanks again nephersir7. Looks like a win-win overall then. I want those facades.

I've always hated those buildings. Good riddance!

C'est un spam qui génère des messages automatiques. Comme Google qui fait une traduction. Une machine qui essaie de dire qq chose d'intelligent.

I don't know, it sounds kind of poetic to me.

http://plus.lapresse.ca/screens/af754e39-09ee-40fd-b424-a87b170c3bf9%7CB95Bd6GglReP.html

 

 

 

Aéroports de Montréal semble toujours privilégier un métro "Skytrain" 100% aérien plutôt qu'un SLR. Vraiment bizarre le commentaire sur le train de banlieue qui pourrait partager les voies.

At that cost why not simply extend Orange line from Cote-Vertu WEST five km to airport instead of heading to Laval? This would put Montreal at a par with Paris and London who have metros straight to airport. On a side note it would even trump Toronto who still doesn't have a metro to airport.

Good News? http://www.lapresse.ca/actualites/montreal/201503/20/01-4853929-acces-au-cusm-le-ministre-poeti-tient-au-nouvel-edicule-de-70-millions.php

L'imagerie de l'église ''engloutie'' par la science (CHUM) est assez forte

"Well put"

 

 

Bonnes nouvelles! Merci Étienne.

That's just over 11 units per floor. I have lived in many high-rise apartments downtown with more units on each floor.

is it possible to build 377 units in a building that's only 36 floors high?

100% better than what was there before (1970's pre-fab concrete slabs).

I used to work in a bar in the basement and I was totally depressed every time I had to walk in the building.

This new look has light and a more human connection to the street for pedestrians. Have you seen how grand the new lobby on the University side is? Feels more like an atrium than a lobby.

This project has to have the highest density in Old Montreal.