SameGuy

The Blue line is still getting its CBTC upgrade by the time the extension opens (nobody makes or services the 70s-era analog ATC system of our metro, and the line can’t run with two distinct ATCs), so it remains to be seen if more Azur will be added to the fleet to service the Blue. If that happens, I expect platform screen doors on the Blue line by the start of the next decade (and possibly GoA2/4 — fully automated, but with a union worker picking his or her nose in the cab). I expect the other lines will eventually get Urbalis (or whatever Alstom does with CityFlo after the merger), perhaps by the end of this decade.

The Bronfmans didn’t eviscerate the club nor sell it to MLB. It was originally Brochu and the gang of hobby-investors who destroyed the team after 94, followed by The Grifters (Loria & Samson in cahoots with Bud Selig) who flipped the team and high-tailed to Florida (which they then proceeded to bleed dry and and sell off). Stephen Bronfman and Jean Coutu were the only minority partners to keep paying up Loria’s cash calls, while he optioned on the other investors’ defaults and built up a 93% share of the ownership. There are plenty of reasons for the demise of the Expos in the 90s, but pinning it on the Bronfmans is a false narrative and revisionist history.

It’s unclear if it’s a singular Vuitton store, or if that’s the total of all LVMH brands within the complex. To mirror their presence in most high-end malls in large cities around the world, there will likely be Dior, Fendi, Céline, LV, and likely one or two jewelry and fine watch boutiques (Tiffany, TAG or Hublot).

On est d’accord concernant le site de la Cité Internationale vs celui du BeG, mais à mon humble avis le futur proprio du site BeG va sûrement entamer des discours avec Brocco pour continuer la connexion au RÉSO vers la Cité du Multimédia. Les deux sont des emplacements très prisés. Internationale = Park Avenue tandis que BeG = Lexington in Midtown. 😉

It’s not the height of the MDUs so much as the surroundings. They’ve promised it will be 100% active transport above ground on the property, and with tall (I’ll wait and see if they really push 50 storeys) buildings, the rest of the property could really be a model of “Lower Mainland BC” in Greater Montreal. But as @acpnc and others maintain, it’s really up to the MTQ and Montreal to ensure access to and from the site. I fear that without vast improvements to the transit system it will always be difficult to get into and out of the 15/40 quadrants, and Royalmount will be (or become) a white elephant.

Is that disagreeably loud? Compared to ours? This must be some form of cognitive bias; that ride was both smoother and quieter than on an Azur.

That would be me. If it’s done properly, it should be smooth and quiet. It’s done properly in cities around the world, so one would hope that as this is supposed to be Infra’s showcase system to model for prospective global customers, they will have done it properly. They can even boast, “Well, yes, it IS fuggly, but I mean come on! A full, modern metro for less than $100 million US per kilometre? Who can top that other than the Chinese?”

They won’t. 🤪

They’d have to be Central Park-skinny.

The offer for their property in 120 metre condo canyon must’ve been too good to pass up

350 Sherbrooke O pour encadrer le tout. Book-ends.

Max 120 isn’t bad, especially because it’s right next to Centech (Dow) and Chaboillez Square, and almost directly down the slope from 1000 DLG. Also, the drop from RL to St-Jacques will add a nicer “layered” effect to the RL fence, 1000, and Quad Windsor forest, and it will also help hide some of the Co-op From some angles 😉.

I love that some of them have retained the original architecture! To me, that is a heritage site!

L’apostrophe-S a été retirée officiellement au début des années 60s, mais comme d’autres entreprises, ç’a pris plus qu’une décennie pour changer l’image marketing de face (enseignes, chariots, etc), surtout dans les quartiers avec une pluralité anglophone. En fait, il y reste toujours des traces comme la fameuse dalle à l’entrée d’un Métro et les “ombres” des enseignes aux murs sous celles de Provigo ou Métro (ou même IGA ici et là). Mais de toute façon, dans ma jeunesse on l’appelait “Steinberg’s.” 😉 C’est vrai, j’oublie les campaniles!

Ok I guess I’m old because I remember those “car-order” satellites (“dépôts”) at Steinberg’s stores at Roxboro, St John’s Boulevard and Fairview Shopping Centre. Dominion never had them.

AFAIK my first thoughts on a “REM-B” tunnel to downtown (when that famous image of Legault, Bonnardel, Tall et al emerged which hinted at a route along/under RL) was the first to mention that digging a tunnel there was likely going to be a nightmare. Pretty sure I’m not the only one to think the Viger/Ville-Marie tunnel might work, but I may have been the first to have mentioned it! 😉

Très bien dit. Je pense nous sommes plusieurs, parmi ce gang de geeks et nerds d’urbanisme et transports, qui soyons du même avis. Si j’étais Roi (Sultan, Tsar, whatever), je dépenserai librement sur les TEC. Mais tant qu’il n’y ait pas de budget illimité ici, comme partisan je suis favorable à presque n’importe quelle investissement en TEC, mais pas sans questionner les coûts (financiers, sociaux, esthétiques).

Phew. Thought I was losing my mind.

When did I miss an order for 300 electric buses?

“A half-assed project that we can build quickly and that serves our private interests sooner is better than a well-developed one that serves the public interests a bit further down the road.” — Charles Émond

Plante hails transit studies; opposition says Pink Line project is dead David Therrien, head of the city's Sustainable Mobility Projects office, gave an update on the Pink Line and other transit projects to the city's executive committee. Marian Scott • Montreal Gazette Feb 25, 2021 • Last Updated 1 hour ago • 2 minute read Even though Mayor Valérie Plante’s promised Pink Line has failed to materialize, a team at city hall is still working on the project. David Therrien, head of the city’s Sustainable Mobility Projects office, provided an update on the file to the city’s executive committee at its weekly meeting on Wednesday. Plante announced in October 2018 she was setting up a project office for the proposed métro line, with a $1-million budget in 2019. Therrien said the office had commissioned seven studies from local universities, four of which are literature reviews, on topics like how the Pink Line would affect socio-economic conditions and gentrification in neighbourhoods it crossed. Plante hailed the 14-page PowerPoint presentation as proof her administration was still moving forward on the file. The Pink Line was Plante’s signature promise in the 2017 election campaign. “All of this work shows that our administration is serious about transportation,” she said. Plante added that the studies complement research by the Autorité régional de transport métropolitain (ARTM), which is in charge of planning public transportation projects for Greater Montreal. The ARTM has made no commitment to the Pink Line. In October, it unveiled a 10-year strategic plan that calls for public transit investments of $28 billion to $36 billion in the next decade. In December, Premier François Legault announced construction of the $10-billion REM de l’Est elevated train, changing the equation for the public transportation planning in the metropolitan region. Opposition Leader Lionel Perez said Wednesday’s presentation was just an attempt to distract attention from Plante’s failure to deliver on the promised métro line. “She is simply in denial of the fact that the Pink Line project is dead,” he said. “In 2017, Montrealers believed her. They’re not going to fall for it again,” Perez said. The city paid $125,902.54 for the seven studies by university researchers, according to his Ensemble Montréal party. Plante said the office’s research was useful, whether for “the Pink Line, which is very dear to our administration, and which in a way is coming to fruition with the REM de l’Est,” or because it “contributes to a global reflection on how we should develop public transportation in Montreal, and more widely, on a metropolitan scale.” Plante has claimed that both the REM de l’Est and western branch of the REM from Lachine to downtown are a fulfilment of her proposed Pink Line. In city council this week, Perez called on Plante to insist that the downtown portion of the REM de l’Est be built underground. Critics say the concrete elevated rails would disfigure the downtown core. Plante has said she wants assurances that it would be impossible to bury the downtown portion of the train. https://montrealgazette.com/news/local-news/pink-line-dead-in-water-opposition-says-as-plante-unveils-studies

All I can say is Kirkland will be huge.

I promise I’ll stop by next week on a sunnier day, but I managed to snap two quick pictures driving through the muck. The structure of the station is definitely progressing and I would imagine it will be ready by the time Anne gets there later this year or early next year.

TIMBERRRRRRRR Another grey day, but I saw the structural timber going up and then I saw that the architectural wood roof panels are being installed and I felt compelled to stop and walk down the service road a little bit even though I’m not wearing my dossard!

Yup. That’s why I don’t understand the comments above.