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LindbergMTL

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  1. LindbergMTL
    Je ne vois pas non plus quel est le gros avantage du tramway, a part qu'il soit électrique, un avantage qui ne le sera plus dans très peu de temps, puisqu'il y a des autobus électriques et hybrides sur le marché. Et les fils électriques sont foncièrement horribles.
  2. LindbergMTL
    I support that motion too.
  3. LindbergMTL
    Ils se sont d'ailleurs inspirés d'un autre chef-d'oeuvre de l'architecture canadienne.
  4. LindbergMTL
    Bon, mais un tramway comme ceci, au niveau capacité, il vaut pas la peine d'être installé dans une ville comme Montréal, si on peut avoir des autobus électriques, sans fils. Qu'en pensent les experts?
  5. LindbergMTL
    March 30, 2009 By BILL VLASIC and SHERYL GAY STOLBERG DETROIT — The chairman and chief executive of General Motors, Rick Wagoner, resigned Sunday as part of a broad agreement with the Obama administration to funnel more government aid to the ailing auto giant, according to people close to the decision. Mr. Wagoner, who has served as G.M.’s top executive since 2000, agreed to step down after it was requested by the president’s auto task force. G.M. had no immediate comment on the stunning development, which happened on the eve of Mr. Obama’s announcement on Monday detailing his rescue plans for G.M., Chrysler, and the larger American auto industry. But people in the company said G.M. would issue a statement on Mr. Wagoner after the president unveils his plan in Washington. “The bigger surprise is not that he resigned. That was going to happen sooner or later,” said Michael Useem, professor of management at the Wharton School at the University of Pennsylvania. “But the moment seems inexplicable.” The president’s task force is expected to recommend more short-term aid for G.M. and Chrysler, but with tight strings on the money and a deadline on getting concessions from union workers and creditors. A person with direct involvement in the auto bailout discussions said the administration would also set a new deadline of April 30 for the automakers to come to terms with the bondholders and the union. “Thirty days from now, there will either be a bankruptcy or the naming of a chief restructuring officer who will have government authority to ‘knock heads together,’ ” this person said. In addition, the government must come up with a backup guarantee on loan for G.M. to operate in bankruptcy because the banks will not do it. G.M. and Chrysler have almost exhausted the $17.4 billion in federal aid the two companies have received since December. G.M. has asked for up to an additional $16.6 billion, and Chrysler has requested another $5 billion. According to people close to the talks, the task force treat G.M. and Chrysler differently with respect to their restructuring plans and aid requests. Chrysler has submitted a stand-alone revival plan, but has also proposed entering a global alliance with the Italian automaker Fiat. People with knowledge of the task force’s deliberations said that members so far are looking favorably on the deal, which would give Fiat a 35-percent stake in Chrysler in exchange for providing small cars and engines to the American company. Like Chrysler, G.M. submitted a restructuring plan in February, which called for cutting 47,000 jobs worldwide and drastically shrinking the company’s models, brands and dealers. But people close to the auto task force said some members considered the plan inadequate to transform G.M. into a profitable enterprise. Mr. Obama, in comments in a televised interview on Sunday, said neither G.M. not Chrysler had yet to meet the conditions of their existing loans. “That’s going to mean a set of sacrifices from all parties involved — management, labor, shareholders, creditors, suppliers, dealers. Everybody’s going to have to come to the table and say it’s important for us to take serious restructuring steps now in order to preserve a brighter future down the road,” Mr. Obama said in a taped interview on the CBS news program “Face the Nation.” While President Obama did not specify a need to replace Mr. Wagoner at G.M., the president has repeatedly cited mistakes made by management as a contributing factor to the industry’s troubles. Mr. Wagoner was not available for comment, according to people at G.M. As recently as March 18 he said in an interview that he did not consider his job at stake in his discussions with the president’s auto task force. “They so far haven’t commented on that,” he said. Administration officials stopped short of saying that Mr. Wagoner was forced out, only that he was asked to leave and agreed, according to people with knowledge of the decision. A person close to discussions said that G.M.’s president, Frederick A. Henderson, or possibly a board member, would serve as chief executive on an interim basis, but that the task force planned to recruit an outside restructuring specialist to run the company. Mr. Wagoner’s departure at G.M. marks an end to a corporate hierarchy that spanned generations. The only previous G.M. chairman to leave under duress was Robert C. Stempel, who was force to resign in 1992. Mr. Wagoner, a graduate of Duke University and the Harvard Business School, vaulted into Detroit’s consciousness in 1992, when he was named G.M.’s chief financial officer at the age of 38. He was a protégé of G.M.’s former chief executive, John F. Smith Jr., who ran the company after Robert C. Stempel resigned in October 1992. Mr. Wagoner stepped in when G.M.’s purchasing chief, Ignacio Lopez de Arriortua, left for Volkswagen in 1993. A year later, Mr. Wagoner was named president of G.M.’s North American operations, and was elevated to president of the company and its chief operating officer in 1998. He succeeded Mr. Smith as chief executive in 2000, and became G.M.’s chairman in 2003. Mr. Wagoner followed Mr. Smith in expanding G.M.’s operations outside the United States. In 2007, G.M. sold more vehicles outside North American than it did in its core market, thanks in part to Mr. Wagoner’s aggressive pursuit of sales in China, Latin America and eastern Europe. But G.M.’s share of its most important market, the United States, declined steadily under Mr. Wagoner. In 1994, when he took charge of North America, G.M. held 33.2 percent of the American market. Last month, G.M. held only 18.8 percent of American auto sales, according to statistics from Motorintelligence.com, which specializes in industry data. Auto sales in February were the worst for the industry since 1981. Shortly after taking the chief executive’s job, Mr. Wagoner predicted that G.M. could earn as much as $10 a share by the middle of the decade, due to efforts the company expected to take to cut its costs, transform its operations and grow its business. Last year, Mr. Wagoner led the celebration for G.M.’s 100th birthday, promising to steer the automaker into its next century with new technology and a renewed vigor. But G.M. collapsed last fall when new-vehicle sales in the United States plummeted to their lowest level in 25 years. G.M. lost more than $30 billion in 2008, and has been subsisting on government loans since the beginning of the year. As G.M.’s biggest defender over the years, Mr. Wagoner has long been the target of critics including shareholders. “He’s a victim of problems that his predecessors did not solve, but he’s also responsible for where G.M. is today,” Mr. Useem said. Bill Vlasic reported from Detroit and Sheryl Gay Stolberg from Washington. Micheline Maynard contributed reporting from Detroit. Copyright 2009 The New York Times Company Privacy Policy Search Corrections RSS First Look Help Contact Us Work for Us Site Map http://www.nytimes.com/2009/03/30/business/30auto.html?hp
  6. LindbergMTL
    Les pneus d'hiver sont-ils exigés par la loi à ces dates?
  7. LindbergMTL
    Un tramway peut il transporter 400 personnes? wow, c'est intéressant. Une rame de métro peut en transporter combien?
  8. LindbergMTL
    Avis aux photographes, ils viennent de crinquer la grue, probablement à la hauteur maximale de l'édifice, ce qui nous donne une bonne impression du volume futur du building.
  9. LindbergMTL
    A une émission de Radio-Canada, on parlait de véhicules élecltriques, dont des autobus entièrement électriques qui arrêteront à des bornes, le long de leur parcours, pour se recharger pendant 1 minute. L'expert disait que la technologie existe déjà, et que les trolley bus (et tramways j'imagine) étaient des technologies dépassées. On disait aussi que le Québec est particulièrement bien placé au niveau du moteur-roue, et des technologies de batteries, pour profiter de la nouvelle vague verte. Voici un exemple: Hybrid-Electric Design ZERO emissions (with hydrogen fuel-cell or battery-electric options) Reduce fuel costs by greater than 90% Fewer parts to maintain with all-electric drivetrain Ultra-quiet drive system reduces noise pollution 90% regenerative braking recapture Unique All-Composite Body Low floor minimizes boarding time and increases passenger safety Impact resistant composite body increases vehicle safety and reduces maintenance Low center of gravity reduces chance for roll over Light weight body reduces impact on streets Modern appearance ADA-friendly design enables all passengers to ride the bus No corrosion - composite body and stainless steel subframe Other Features Safety front door prevents passengers from walking directly in front of the bus Large windshield for increased visibility Driver footwell glass for increased safety Incremental cost paid for by fuel savings http://www.proterraonline.com/transit.asp
  10. LindbergMTL
    Avec les résidences Séville et les nombreux projets en attente sur René-Lévesque, c'est tout un secteur qui va reprendre de la valeur dans les 5 prochaines années.
  11. LindbergMTL

    Quartier Concordia

    LindbergMTL a répondu à un sujet de mtlurb dans Complétés

    Avec les résidences Séville et les nombreux projets en attente sur René-Lévesque, c'est tout un secteur qui va reprendre de la valeur dans les 5 prochaines années.
  12. LindbergMTL
    Normand Legault croit que la F1 reviendra à Montréal. C'est ce qu'il a révélé au journal La Presse dans un article qui sera publié samedi. « Je demeure assez optimiste, explique-t-il. J'ai l'impression qu'en 2011 au plus tard, le Grand Prix du Canada pourrait revenir au calendrier. Montréal reste un excellent endroit pour la F1. » M. Legault précise qu'un nouveau projet de Grand Prix aux États-Unis coûtera cher, laissant sous-entendre que la F1 ne retournerait pas à Indianapolis. Montréal a déjà tout ce qu'il faut, y compris un public acquis, ajoute-t-il. « Il en coûterait 50 millions pour construire un circuit même temporaire dans des villes comme Philadelphie, Washington ou New York. À Montréal, l'investissement est là. « C'est une destination facile pour les équipes. Le décalage horaire fait en sorte que la course est en prime-time (heure de grande écoute) en Europe. Et il y a un public confirmé d'amateurs qui connaissent le sport automobile. » http://www.radio-canada.ca/sports/sports_motorises/2009/03/27/003-legaultmontreal.shtml#
  13. LindbergMTL
    Ils vont peut-être pouvoir couler le dernier étage juste avant les vacances de la construction, fin juillet.
  14. LindbergMTL
    Ouf, j'espère que ces rendus sont des préliminaires de volumétrie. A moins que ce soient des bunkers pour protéger les voisins environnants contre les effets parasitaires d'une résidence étudiante?
  15. LindbergMTL
    On va probablement en avoir lorsqu'il sera fini.
  16. LindbergMTL
    Le ministre de la sante aurait dit à la radio que le projet serait terminé en 2018, 2013 pour la grosse partie.
  17. LindbergMTL
    Le gouvernement devrait y installer un centre de recherche en aeronautique et aerospatial, et louer le reste de l espace en bureaux pour les entreprises qui s'y rattachent en grappe.
  18. LindbergMTL
    In a 100 years, we will levitate and travel on our own.
  19. LindbergMTL
    Je le trouve bien correcte, mais c'est aussi juste un gros cube, rien de bien saisissant.
  20. LindbergMTL
    Université de Sherbrooke passe, l'UQAM échoue.
  21. LindbergMTL
    Je comprends qu'il y en a qui n'aiment pas cet édifice, mais il a une grande valeur patrimonials, et voici pourquoi. Place Bonaventure Place Bonaventure, Montréal (designed by Affleck, Desbarats, Dimakopoulos, Lebensold, Sise, predecessor of the ARCOP Group, and constructed 1964-67), is the first multi-use building complex in Canada to create a permanent trade fair with large-scale convention and exhibition facilities. The complex occupies a full downtown city block and incorporates a shopping concourse connecting to subway, railway, and interior and exterior pedestrian systems; an exhibition hall of 250 000 square feet; a merchandise mart of 5 floors providing offices and permanent facilities for manufacturers; an international trade centre; and on the roof, a 400-room hotel. Place Bonaventure contains over 3 000 000 square feet of floor space and was the second largest commercial building in the world when construction was completed. For project architect Raymond T. AFFLECK, Place Bonaventure was a seminal work. His belief in the dissolution of the Renaissance concept of the architect as autonomous artist led him to favour a process of simultaneous, rather than linear, interaction of owners, architects and contractors in the design and construction of the building. This process also included the relatively unprecedented major participation of a female architect, Eva VECSEI (b 1930), who acted as the head project designer. Place Bonaventure sits on the lower end of a north-south axis in the downtown core of Montréal formed by structures including PLACE VILLE MARIE (I.M. Pei Associates with ARCOP, 1957-66) and the Queen Elizabeth Hotel (George Drummond & Harold Greensides, 1958). This new city centre replaced the earlier east-west axes of activity formed by Dorchester (now René Lévesque) Boulevard and Saint Jacques and Saint Catherine streets. The site of Place Bonaventure was opened for development in 1963 by its proprietors, the Canadian National Railways (CNR), who had envisaged future use of the over-track air space and provided knock-out panels in the platforms between the railway tracks to accommodate future foundations. Trains run through the lower levels of Place Bonaventure, to and from Montréal's Central Station located south of the Queen Elizabeth Hotel. The main structural and finish material of the fortress-like building is concrete, a choice made partly for reasons of economy and availability. Since the architects wanted to provide as much interior exhibition wall space as possible, relatively few openings punctuate the exterior elevations. The ribbed facades have been compared to those of the influential Yale University Art and Architecture building (Paul Rudolph, 1958-64) in New Haven, Connecticut. Author JAMES VILORIA The Canadian Encyclopedia © 2009 Historica Foundation of Canada http://www.thecanadianencyclopedia.com/PrinterFriendly.cfm?Params=A1ARTA0009286
  22. LindbergMTL
    Je trouve ça incroyable qu'il n'y ait pas un hélicoptère d'urgence en disposition permanente pour une région de 4 milliond d'habitants.
  23. LindbergMTL
    By MESFIN FEKADU, Associated Press Writer Sat Mar 21, 7:18 am ET NEW YORK – As a steady stream of celebrities pay their last respects to Natasha Richardson, questions are arising over whether a medical helicopter might have been able to save the ailing actress. The province of Quebec lacks a medical helicopter system, common in the United States and other parts of Canada, to airlift stricken patients to major trauma centers. Montreal's top head trauma doctor said Friday that may have played a role in Richardson's death. "It's impossible for me to comment specifically about her case, but what I could say is ... driving to Mont Tremblant from the city (Montreal) is a 2 1/2-hour trip, and the closest trauma center is in the city. Our system isn't set up for traumas and doesn't match what's available in other Canadian cities, let alone in the States," said Tarek Razek, director of trauma services for the McGill University Health Centre, which represents six of Montreal's hospitals. While Richardson's initial refusal of medical treatment cost her two hours, she also had to be driven to two hospitals. She didn't arrive at a specialized hospital in Montreal until about four hours after the second 911 call from her hotel room at the Mont Tremblant resort, according to a timeline published by Canada's The Globe and Mail newspaper. Not being airlifted directly to a trauma center could have cost Richardson crucial moments, Razek said. "A helicopter is obviously the fastest way to get from Point A to Point B," he said. After Richardson fell and hit her head on a beginner ski slope at the Mont Tremblant resort in Quebec, the first ambulance crew left upon spotting a sled taking the still-conscious actress away to the resort's on-site clinic. A second 911 call was made two hours later from Richardson's luxury hotel room as the actress deteriorated. Medics tended to her for a half-hour before taking her to a hospital about a 40-minute drive away. Centre Hospitalier Laurentien in Ste-Agathe does not specialize in head traumas, so her speedy transfer to Sacre Coeur Hospital in Montreal was critical, said Razek. "It's one of the classic presentations of head injuries, `talking and dying,' where they may lose consciousness for a minute, but then feel fine," said Razek. Richardson, 45, died Wednesday at Lenox Hill Hospital in New York. The New York City medical examiner's office ruled her death was an accident. On Friday evening, Richardson's husband, Liam Neeson, looked distraught but grateful for the outpouring of sympathy as he greeted grieving family members and friends who attended a private viewing for his wife. Neeson was the last to leave the viewing at the Upper East Side's American Irish Historical Society, where he was joined by the couple's sons, — Micheal, 13, and Daniel, 12 — as well as Richardson's mother, Vanessa Redgrave, and sister, Joely Richardson. An array of famous friends came to express their sadness about the family's sudden loss. Neeson hugged friends as he left the society's building at 8:40 p.m., after more than six hours of receiving condolences from friends including Mike Nichols, Diane Sawyer, Matthew Modine, Ralph Fiennes, Uma Thurman, Ethan Hawke, and Sarah Jessica Parker. Also among the stream of visitors were Kenneth Cole, Laura Linney, Fisher Stevens, Howard Stern, Stanley Tucci, Julianna Margulies and Mathilde Krim of the American Foundation of AIDS Research — amfAR. Richardson had served on the charity's board of trustees since 2006. "She looked incredibly beautiful," Krim said, adding that everyone appeared to be in shock and Neeson looked distraught as he received everybody. Theaters in London's West End dimmed their lights Friday to mark Richardson's death, just as Broadway theaters did Thursday. In a tribute to the stage and screen actress, the lights were lowered before the curtains went up on evening performances. ___ Associated Press writers John Carucci in New York and Amy Lutz at Mont Tremblant contributed to this report. http://news.yahoo.com/s/ap/20090321/ap_en_mo/natasha_richardson
  24. LindbergMTL
    On peut peut-être espérer un Acela entre MTL et NY dans un avenir pas trop lointain.
  25. LindbergMTL
    Je n'ai jamais dis qu'il fallait faire des Champs Élysées à Montréal. Un peu de bonne foi de certains ici serait bienvenue. Ce n'est qu'un exemple. Ce qu'il faut retenir, c'est que l'élimination de l'autoroute Bonaventure pour un grand boulevard nous donne une grande occasion de faire une grande entrée, de grande beauté, au lieu de bouchonner l'endroit avec quelques petits édifices à bureaux.
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