SameGuy

L’ancienne élue Justine McIntyre est ravie par le propos pour McGill Colege, mais par contre “enragée” par celui de Cadillac-Fairview pour un “centre-ville du West Island.” https://justinemcintyre.ca/le-centre-ville-a-qui-de-droit/

Ben les lignes pointillées jaunâtres indiquent des projets en étude.

No, you are correct, but as @Wave Arts says, it’s the environment. The West Island, I’d dare say much more than almost anywhere else in the metropolis, is particularly uninviting to pedestrians, and only slightly better for cyclists. Transit has forever been limited to rush hour commuter train service and for the last 45 years or so a collection meandering, mostly unreliable CTCUM/STCUM/STM bus routes. There are exceptions, of course: the 68 and 211 have long been reliable “direct” transit to “town” (the 68 to Spot Bowling in Cartierville where we’d catch the 69 to Metro Henri-Bourassa!). There are also walkable historic village centres on the Lakeshore and North Shore, but few people use buses to get there (Ste-Anne-de-Bellevue and Ste-Genevieve being exceptions thanks to CEGEPs John Abbott and Gérald-Godin). But saying young people in the West Island “don’t take the bus” is belied by the fact that the Fairview terminus is constantly busy (and not just because of the pimps). The fact still remains that apart from the aforementioned historic villages, the West Island’s building boom coincided with the height of car-culture mania beginning in the late 50s that led to the demise and withdrawal of the last of Montreal’s electric street railways (trams). The West Island was built for cars. Let’s hope that West Island 2.0 is the opposite.

https://montrealgazette.com/business/local-business/real-estate/not-just-a-collection-of-buildings-developer-plans-a-west-island-downtown 'Not just a collection of buildings': Developer plans a West Island 'downtown' The project will transform land adjacent to Pointe-Claire's Fairview Mall with office space, a hotel and Main St.-style shops alongside homes. Briana Doyle • Special to the Montreal Gazette Oct 17, 2020 • Last Updated 1 hour ago • 4 minute read The vision is to create a community where people can live, work, shop and play. An ambitious mixed-use development coming to Pointe-Claire is expected to be more than just another condo complex. According to the developer, it will create a new downtown in the heart of the West Island. The project will transform 20 hectares of land west of Fairview Mall, adding office space, a hotel and Main Street-style shops alongside rental apartments and condos. According to Cadillac Fairview vice-president of development Jeroen Henrich, the vision is to create a community where people can live, work, shop and play. By incorporating public spaces and creating a pleasant pedestrian experience, Henrich said the development will be designed to encourage people to walk rather than drive between stores, hotel, offices, homes and the REM station. The first pieces of the puzzle are falling into place, including a $100-million redevelopment of the food court and the addition of Quebec clothing and housewares retailer Simons as an anchor tenant at Fairview Mall. If all goes according to plan, Simons will open in 2022 and the next phase of construction on the adjacent site will begin as early as next year. “We’re hoping to have our first proverbial shovel in the ground by next year at some point. It’s becoming very real,” Henrich said. A project near Fairview Mall will transform 20 hectares of land into office space, a hotel and Main St.-style shops alongside rental apartments and condos. The next phase of development will be to add rental apartments and a hotel, he said. The third and final phase will focus primarily on more residential development. Henrich said the units will span a wide range of price points, to appeal both to young adults and empty nesters who want to stay in the West Island after selling their single-family homes. Since the mall was built in 1965, Cadillac Fairview has seen the surrounding area evolve from farmland to suburbs. Today, the mall draws an estimated 8 million visitors per year. As the area continues to densify, it makes sense to create a more urban shopping experience, Henrich said. “It’s an opportunity not just to create a community but to build on the community we already have,” he said. The project draws inspiration from projects like Cadillac Fairview’s Shops at Don Mills, which includes space to build an ice rink in winter or host a farmer’s market in summer. “It’s not just a collection of buildings. There’s interconnectivity … a feeling that you’re part of something,” Henrich said. The REM station will be next to the service road of the highway west of Fairview Ave., right in the middle of the new complex. The development will be designed around the station, ensuring easy pedestrian access from the train to the shopping mall and to new public spaces within the development. Although the coronavirus pandemic has led more people to work from home, cancel or delay travel plans and shop online, Henrich said the long-term strategy for the development remains sound. “No industry has been spared. Every aspect of our lives — personal, work, shopping, travel — has been affected,” Henrich said. “Does COVID-19 have an impact? In the short term, yes. In the long term, maybe.” While the broad strokes of the plan might not change very much, there’s room to evolve to reflect any long-lasting changes in how we live and work, he noted. According to Altus Group analyst Vincent Shirley, the timing appears ideal to move ahead with a project like this, so that the construction can be completed in conjunction with the REM. “They call it the future downtown of the West Island, and I think it is appropriate. It is pretty catchy,” Shirley said. “But it’s not the only big piece of land that can be developed or redeveloped in the West Island. It’s not the only REM station, and it’s not the only site.” Altus is a commercial real estate development consulting company, and Shirley works with many of Montreal’s top developers. Most, even those that have primarily focused on building downtown, want to diversify their portfolio to include some suburban projects, particularly in areas adjacent to REM stations. “At each spot that you see vacant land or old industrial or aging shopping centres that have huge parking lots, you will see these kinds of developments,” he said. “Maybe not with the same mix, maybe not with the same amplitude, but with the same kind of density and the same kind of mixed use.” Building a rapid transit station next to a shopping mall within a short walk of a residential area has become a popular way for urban planners and developers to increase density and foot traffic to stores without a proportionate increase in car traffic, because it provides an option to walk, cycle or take public transit for some trips. “This is going from a truly suburban shopping centre to a much more urban environment, and that’s part of the vision of this project, which hopefully will eliminate the commute for some people,” Henrich said.

Like J’attends voir les résultats de la refonte des bus, mais au moins j’espère être capable de me rendre à Kirkland en bicyclette ou e-trot... au moins durant les belles températures. C’est 3.3 km, donc ~10 minutes.

🤞🏼

I always found this map from a dozen or so years ago interesting. It seems to cover all the ideas promoted by the PLQ, PQ and QS last cycle.

I’m sorry my joke wasn’t that good. 😉

There are already too many plazas and squares 🙄

😂😁 Merci, en gloussant j’ai réveillé mon chien!

Reste à voir si ça se passera. Sans infras pour faciliter l'accès aux gares le long de la 40 (trottoirs, pistes cyclables, passerelles ou tunnels pour pietons/cyclistes pour traverser l'autoroute parmi les plus urgents), pour ma part je pense que les automobilistes vont se stationner un peu partout dans les rues résidentielles.

Definitely! There are pros and cons to any roadway project; extending Somerset all the way to the 40 and an eventual underpass would solve many North Shore road user problems, but would create new ones along Jacques-Bizard/Somerset itself. That said, a restricted-access public/active transit road from the end of Somerset to the Brunswick end of Stillview similar to the PM-proposed access from Antoine-Faucon to Kirkland would be a huge benefit to the area.

Superlike Ah sh!t don't let Rocky Spaccamuro see the cracks in the concrete beams!

Hehehehe yeah... although money hasn't been too much of an issue to this point; la Caisse figured out many ways to cut costs to fit the mandates thus far. If the Feds and QC are truly serious about stimulating the economy, this should be one of the first major new announcements, along with the Orange extension to BF and Cartierville.

It would help relieve some traffic on St-Jean and St-Charles as well, but would increase traffic significantly in the residential area of Somerset on the DDO side. It's not the best plan if it's not carefully implemented (perhaps with a prohibition of rush-hour through-traffic). The residents of Île-Bizard already (understandably) cause traffic chaos on boulevards Gouin and de Pierrefonds, they'd turn Jacques-Bizard/Somerset into a racetrack.

I honestly thought @Dominic723 was talking about the slope of the roof coping/facade.

Texture and variety? They're crap. You do realize just how small an area they occupy, right? It's about 1500 m² or roughly the size of two single-family residential lots in NDG. A small, natural extension of the Place mimicking the slope of the steps on the north-west corner of Jeanne-Mance would add visual interest and highlight the area (and the development). The crappy Belle-Pro houses are an eyesore and have zero value that couldn't be replaced by a more organic, ground-level offering of greasy treats for tourists.

I'm not a civil engineer, but other than power lines on both sides of the 40 there is currently ample room on the north side, and the south side doesn't appear to have any obstacles. There are two businesses' parking lots (one on either side) that have access further south. The homes on the small culs-de-sac off Aesop and Ste-Marie shouldn't be affected; in fact, a trench would likely benefit a few of those off Aesop (Massabni Street, the eastern end of Ste-Marie).

The proposed intermodal hub would be deep, difficult and expensive, but considering all the obstacles REM has faced elsewhere (and that this station wouldn't actually encroach upon the interchange or autoroute itself), I'm quite certain that if given the mandate, the planners and engineers could figure it all out.

What's the source of the concept sketch? Curious that there's no REM -- which was planned to use the north side of the 40 there since almost five years -- and an overpass at Somerset/Stillview is no longer possible thanks to REM being only 5 metres high at that point. AFAIK the property is 50/50 Cadillac Fairview and Ivanhoé-Campbridge (CDPQ) so we don't know what deals are in place!😁

Basically, mais il faudra dépasser ce point pour les voies de bout ainsi que pour le retrait/l’abandon du tunnelier. Un puits d’accès dans le parking des Jardins Dorval sera à 300 m plus loin que la gare Dorval d’exo.

It’s a possibility, but it is actually done a lot less often than the legends might suggest. Just simple searching online yields very few mentions of abandoning TBMs underground at the end of a dig. This is not a new technology at all — dating back to the 19th century — just new to Montreal; while the cutter head might end up being either abandoned in situ and buried, or dismantled and sent for raw materials recycling due to the total wear, the rest of the machine is likely to be retrieved, refurbished and reused elsewhere.

Merci pour tes réponses bien exprimées aussi. N’oublions pas que, au niveau de la 40, VSL n’est qu’à 2km du boul des Sources et 5km du boul St-Jean. VSL est plus interdépendant avec l’West Island qu’elle n’est avec le centre de l’île, enclavée comme elle est par des autoroutes et chemins de fer au nord, est et sud(est).

Euhm, peut-être que j’ai mal compris, mais le pôle d’emploi de l’ouest est beaucoup plus important que celui de l’est, avec quelque quatre fois plus de travailleurs. Dire que la “banlieue nord et la banlieue sud ont un million chaque” n'est pas sincère, car vous dites que Ste-Dorothée, St-Eustache et Ste-Marthe font autant partie de la banlieue nord que Vimont, Duvernay, Pont-Viau et Terrebonne (et Boisbriand et Blainville et...), ou que Châteauguay et Boucherville contribuent également à constituer la banlieue sud. Le pôle ouest comprend St-Laurent, Dorval et Lachine, et est de loin le moteur économique le plus important de la Métropole en dehors du cœur de la ville.

LOL that’s not how a busway works and you know it.