SameGuy

Gotta wonder if there’s any serious ongoing effort to acquire the nondescript little buildings from 262-294 Ste Cat to build a plaza or something else to “complete” the site. Someone better not try to tell me they’re protected “heritage” structures.

Et les équipes et équipements qui creusent la voute de la gare sous le parking étagé vont s’y rendre comment? Par ce “puits,” naturellement. 🙂

A bit worse, similar to RTL clients who won’t be able to do a one-ride trip to downtown, the OTrain did away with the successful and efficient busway, and forced people to connect from their buses to the OTrain to get downtown.

Avec le REM on va effectivement doubler l’offre de TEC structurant d’un seul coup, et des possibles phases ultérieures, et des extensions éventuelles du métro feront de notre système de transport en commune rapide l'envie du reste de l'Amérique du Nord.

C'est précisément la raison que je suis excité pour l’avenir à Montréal!

Je n'ai aucun information mais le trou descend 35 m exactement où sera le bout de l'antenne Aéroport du REM, alors je présumes que ça sert plusieurs fonctions, dont la construction de la station YUL ainsi que la retraite du tunnelier.

Le gros trou au sud de la structure de parking est assez large pour accommoder le retrait des modules du tunnelier. Par contre, j'aimerai qu'un autre trou similaire serait creusé dans le parking quasiment inutilisé des Jardins Dorval à l'autre bord de la 20.

It’s been a “long term goal” for almost 60 years. That’s why they built the big highways and massive stroads way back then. But like most places, when the Car became King they didn’t have any foresight about climate change and human-scale planning. The old-fashioned walkable neighbourhoods were passé and anachronistic. Cities around the world wanted the glitz and glamour of Hollywood, which meant building superhighways into and through the cores of the cities, quite often the elevated monstrosities we see everywhere today. The West Island was no different. The suburban boom of the 60s gave us huge shopping centres with massive parking lots, and superhighways and stroads to get people to downtown. But there’s a global trend now — despite what some on this forum think — to return to neighbourhood living. There’s a good reason tired in-town areas are being gentrified and redeveloped everywhere, and property prices are pushing out longtime residents. It’s a return to being able to live, shop, work and relax all within a 15 minute walk or bike ride from home, something most of Europe and Asia did not abandon. Giving people the option to live that neighbourhood lifestyle further from the core while not actually adding to the peripheral sprawl would also benefit those being displaced by balancing the demand for property within the core. I really hope they don’t drop the ball this time, and over the next 15 years or so these new satellite “downtowns” along the 40 become attractive, inviting places to live and work, and relax after hours. In my case, my area's Walkscore is pretty mediocre; small developments at either Fairview or Kirkland stations won’t really change that. But a paradigm shift to a large, “new core” development from Boulevard St-Jean to Chemin de l’Anse-À-l’Orme along the 40 would entice people to leave their cars at home more, and rely on dependable, efficient public and active transit. The local economy would also get a big shot in the arm. I'm all for it.

Seems that way

Ah then Hornell makes sense bc I don’t think Sorel has a paint shop either. Maybe the cars for REM2 will come to La Poc (or maybe even be built there?)...

Centre platform to centre platform is close to 250m, about the same as exo Gare-Central to Metro Bonaventure. Two separate systems and a long walk, they’re not a single “transfer station.” If you have to leave the fare zone of one and walk more than a minute to another fare zone, it’s a different station.

Except the McGill REM station is a long walk from the Metro McGill station. In Tokyo or Seoul or even Paris, they’d be two distinct stations; a “correspondance station” is usually on the same system or within the same vaults. Calling REM McGill a transfer station with the same name as the Metro McGill station 220m away is like saying exo Gare Centrale and Métro Bonaventure are the same station and should share a name. Just my opinion, but that’s a bit silly.

I don’t remember how many downvotes I got for my GFT opinions LOL Just more of my 2¢: stations should identify the place they anchor. If they wanna rename Avenue McGill-College to “Place Oscar-Peterson,” I have no problem with the REM station being named for it.

I mean, cmon, survey says? 😁 I expect every tiny speck of news for some of these proposals (and those in the Mass Transit section) will get this type of post as a reaction unless a modified “likes” system is implemented. I agree with the plurality that a non-sticky “fave” tool and no downvotes would be a good compromise.

Je Googles des images de temps en temps, cherchant les termes “Lougheed Town Centre,” “Metropolis at Metrotown,” et “Burquitlam Centre.”

Les villes de Burnaby et Coquitlam dans la banlieue de Vancouver visent à développer de nouveaux “centres-villes” basés sur les propriétés existantes des centres commerciaux et les nœuds SkyTrain. Ils offriront une haute densité (des tours de même 50 étages!), à usage mixte, et un accès direct au SkyTrain, mais les planificateurs disent que cela prendra plusieurs décennies.

Agree, but one would think as part of their “67% Qué-Con” commitment, they’d establish such an inspection or finishing centre at Sorel (or even La Poc).

Faut noter que Metrotown, Lougheed et Burquitlam vont être réaménagés au cours des prochains 80 ans. 😁

But I can see the area between St-Jean and Colisée (Centre RioCan) Kirkland becoming a hotbed over the next 20 years, like Burquitlam and Lougheed Town Centre out in BC’s Lower Mainland.

This. Il n’y a aucun limite de densité; les limites d’hauteurs resteront en place pour l’instant à cause du trajectoire des vols en décollage de la piste 06-24R (direction 24, vers l’ouest) qui virent au nord-ouest en prenant l’altitude. Il n’y a aucune chance d’incursion ni pour les avions à réacteurs ni à hélices, mais tant que la trajectoire de vol reste la même, les limites de hauteur vont probablement rester.

We’ve been waiting a long time for this fuller announcement of a plan that goes well beyond the one teased in 2019.

Oui, mais la source de l’image n’est pas attribué, et ailleurs en ligne on dit c’est au Port de NY (qui fait honnêtement plus de sense). Either way, j’espère que c'est notre REM et j’ai hâte à le voir en essai bientôt.

If that is indeed what we are seeing in the picture. Several places online say “at the Alstom plant in New York,” which would mean Hornell way out in western NY southeast of Buffalo (and which seems odd), while others say, “New York,” as in leaving the Port of New York. I hope it’s heading up I-87 as we speak, though! 🤞🏼 In normal times I cross the border a couple of times a week, and frequently see Novabus and Bombardier vehicles being transported in both directions… It would’ve been fun to catch a glimpse of these big trucks coming north!