SameGuy

LOL I know there are a few companies in Europe and the US that make machines capable of transplanting mature trees, but as I doubt Brocco will be using that, I look forward to seeing how barren this concrete “park” appears for the next 25 years. https://interestingengineering.com/7-mighty-machines-for-moving-trees-without-killing-them

“The Caisse doesn’t want the REM to go where people live, they want people to live where the REM will go.”

In Paris, rubber tired lines make up roughly 64 km of the 225 km system, the rest being steel on steel. RER, GPE and Transilien are all steel on steel. Santiago Metro also has a mix of rubber and steel wheel lines, and also doesn’t get winter weather like here.

It was the raison-d’être of the REM 🙄

I think the podium is so huge that that’s why it’s taking so long to accelerate. I am guessing once the main floors start, it might progress at roughly the same rate as any similar office towers (are there any other big ones going up any time soon?). VSLP at ~1/7 days, 800 at ~1/10 days. Perhaps.

LOL that’s amazing! I was a subcontractor on the large Audio Centre job at Serge Godin's incredible house on Belvedere some 20 years ago — I did all the American satellite TV systems, and helped the Audio Centre guys wiring for the entertainment and sound systems throughout, while Entourage ran some 60 km of fibre-optic cables for the CCTV, data and one of the most elaborate and insane Crestron systems installed up to that point. I don’t remember who the integrator was, but I don’t think it was us. Godin had “his people” do all the data stuff.

No but we paid many millions to build an expanse of concrete where trees used to be so that headbangers had nowhere comfortable to sit during Osheaga

Omg that’s very sad. 😢

ROTFL!

What rate do you figure right now for the Brocco siblings? One floor every ten days? 628 looks like it’ll top out in about six weeks.

A few of us have mentioned this a bunch of times in the past.

Especially with the oft-mentioned “stacked tunnel” design as demonstrated by Barça Line 9/10. Like REM-A and the proposed REM-B, their Linea 9/10 uses multiple modes (deep tunnel, shallow tunnel or trench, at-grade and elevated guideways) and methods (TBM, roadheader, cut-and-cover, launching gantry and traditional beam-and-apron). The stacked, bored tunnel allows (relatively) simple preparation for future station platform lengthening.

So does that mean REM-de-l’Est will possibly be $13B (before any major changes like downtown tunnels), for a 30km APM that will max out at 12,000 passengers per hour?? 😳 Suddenly the $6B-$12B-$22B-whatever Ligne Rose looking very attractive.

No stains or stalactites in the Almaty (Kazakhstan) Metro.

Are they not mostly storage tracks east of Molson anyway?

True. It’s not public money. The average person might notice it one day, and might even go so far as to use two neurons to remark, “Hey, was that there before?”

I practically lived downtown (without living downtown) and I honestly don’t remember it. Wow.

Ok then we all agree. LOL I'm just gonna say that the only parallel I can find is Chinese investment in infrastructure (transit, roads, schools, clinics and otherwise) in the developing world. But even in Addis or Lubumbashi or Lusaka, the Chinese are building what they are told to build, and where, in exchange for rights to mine Africa’s mineral resources to bring back to China.

Ooooh they can build a toboggan run off the top of it!

Pile driving is well underway at Kirkland in advance of Anne’s approach in the coming months. Also, the heavier “voussoirs-chevêtres” have already been delivered to the base of the columns in between Anne and the Ste-Marie overpass ahead of the période de dégel. There is a crew working at the base of Anne getting other equipment ready for an early start as soon as temperatures allow. ETA: Notably, pile driving is going on around the clock; I can hear it from home, 2 km away (as the crow flies) when I’m out with my dog after midnight.

Continuing this interesting tangent, it’s worth noting that Sabia is married to a granddaughter of the Prime Minister who led the most successful and productive minority government mandates in Canadian history.

I’m speaking about current-day manifestations in any way similar to REM, more specifically REM-B. London’s history is the ne plus ultra of railway (and subsequently, transit) development from private to public, but a smaller mirror of that is the development of railways in this country. Directly relevant, what will form the backbone of REM-A was indeed a private railroad through greenfield areas that eventually became planned towns. The Two Mountains line was nationalized then spun off to a succession of local transit authorities before being practically given away to CDPQi.

I’m sure we often disagree, but this mini-essay right here sums up what can be described as being “of one mind.” I couldn’t possibly agree more.

These are not “competing companies”; one is built, owned and operated by the Tokyo Metropolitan government, while the other was built by Tokyo and since the early 2000s is owned and operated by a “private” company whose two partners are the Tokyo and Japanese governments. This company also will not build any new lines for itself. Neither Toei nor Tokyo Metro are “for profit,” both losing money almost every year since their inceptions. This isn’t a good analogy to CDPQi. There are private companies operating public transit “for profit” under contract all around the world, this isn’t new. However, I can’t find a single example of a private or para-public company being given carte-blanche to plan a route, design, and choice of mode with the sole intention of returning 8-10% profit to investors from Day One with such a bold, take-it-or-leave-it ballsiness and a government bending over to it. I’m not saying P3 (or whatever this convolution of P3 might be) is bad for building new projects for the benefit of the taxpayers and society, I’m simply stating that if they can’t figure out a way to profitably build what is needed or requested, they shouldn’t be tendering proposals. Therein lies the problem of REM-B: unlike the RFP for REM-A which had a clear mandate to serve Brossard and the airport, the RFP given to CDPQi by the CAQ government was seemingly so vague that they have proposed a system that is now meeting considerable opposition, regardless of its purported benefits overall. It seems they’d rather hold the project hostage than come up with a reasonable compromise, and this isn’t a good look.

I wonder what they’ll use it for…