SameGuy

I don’t disagree with any of this. Aside from the station location, which is a poor choice to begin with (IMO it should’ve crossed back over the 40 to either Lee/Service Road, or closer to the centre of the industrial park via any of the old, deprecated spur lines’ rights-of-way. As it is now, the future version of the 219 will get a workout (as will wee Chemin-Ste-Marie from Morgan to the station)!

Yes, 𝗯𝗮𝗿𝗲𝗹𝘆 “in” SAdB. When people think of Sainte-Anne they don’t think “east of Morgan road, north of the 40.” It’s as simple as that. SAdB is the village, John Abbott, Macdonald Campus, the Arboretum, or the Vets’ hospital. None of these are near the station. Yes, the initial location would’ve imperilled wetlands so they moved it to the east and decided to rename it. But Chemin de l’Anse-à-l’Orme really doesn’t localize it well at all. Sure, locals might know it (especially member of Montreal Racing 🙄), but anybody from east of Cavendish will be left scratching their head. It’s the same response as when I suggested “Griffintown-ÉTS” for the Ottawa street station: “It's like 250m from the school so it doesn’t really make sense to name it that.” OTOH, Morgan Is easily identified — its a signposted overpass and exit on the 40, and underpass and exit on the 20. The industrial park house more than 80 companies that employ some 20,000 people, many of whom live outside the immediate area, and who have long clamoured for better transit options to and from the park. Anse-à-l’Orme may be a pretty name, but because it doesn’t correspond to a location it’s a poor choice for a transit terminal station.

It’s nowhere near l’Anse-à-l’Orme — not the hidden stream, nor the road, nor the nature park way up in Pierrefonds — and barely touches Sainte-Anne-de-Bellevue… notwithstanding the possibility that SAdB might someday build a small bedroom community of single-family homes and town houses within cycling distance of the new station, it still should’ve been named either Baie-D’Urfé (capital D now) or Morgan for better localization; I’d bet good money that the largest plurality of users will be from the Morgan industrial park in Baie-D’Urfé.

RDP1 is already more massive than the old bridge, and that’s with nothing else built on top of the beams yet. Hopefully it just won’t stand out too much once it’s completed. And hopefully, Montreal and Laval won’t just let the old bridge rot; they should get right to work on cleaning it up and beautifying it as they turn it into an active transport liaison between the two cities.

I suppose we should be elated that Volvo hasn’t shuttered Nova St-Eustache (like they’ve done to every other acquisition), but I have to wonder why they haven’t consolidated model lines and just started producing and selling Volvo buses here.

Avec des plates-formes de 200 m plus une mezzanine à chaque extrémité, je comprendrais plusieurs entrées si elles étaient situées dans différents endroits. Même des tunnels piétonniers menant à différentes rues ou blocs feraient du sens. Mais ici, nous semblons n'utiliser qu'une seule mezzanine ou zone tarifaire avec un accès commune à la rue; il n'est pas nécessaire d’ammenager plusieurs entrées au même carrefour (tant que ce n’est pas comme New York ou Tokyo, un trou dans le trottoir avec un escalier étroit menant aux tunnels communs ci-dessous).

The 1947 pic appears to show the electrified line that crossed to St-Lambert over the Victoria Bridge until the late 50s. So the steam or diesel trains stopped at an inner platform and passengers transferred? Or were the trains brought to the CN tracks and the locos swapped for boxcabs? Edit: I tried finding on ant6n’s aerial images where the M&SC trams would leave the street and merge with the Bridge-St Lambert line but I can’t. Any ideas?

But again: 500?!

LET’S GO EXPOS!

Merci!

Ok that is really cool. Are the handful of porticos we see there leftovers from Montreal & Southern Counties?

Aux quatre coins?

Second Avenue subway, anyone?

500 expropriations sur 4,5 km? Je pensais que le métro voyageait sous terre ...

LOL thanks. I know they exist here, I was being a bit facetious, someone had told me in one of the Drummond/Montagne threads that it’s not possible to build over Lucien-L’Allier because “air rights don’t exist here.” 😁

C’est tellement plus restreint comme propriété pour recevoir un 200m qu’on est habitué à voir ici! Ç’arrive souvent à New York ou HKG, mais à Montréal? J’ai vraiment envie de voir le résultat. 👍🏼🤞🏼

Very expected these days, yet still disappointing af

👍🏼 That last shot! Wow

I giggle a bit every time I cross the tracks that haven’t seen a train in 20+ years, and have been part of the REM construction zone for almost two!

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La structure va être quasi-completée. Y’aura toujours les stations (et alentours), rails, aiguillages, caténaires et sous-stations à faire. 😉

Depuis les Seventeees! Le tunnel se rend jusqu’à Dufferin à Hampstead/NDG.

I think it would be helpful for our collective acrophilia to have a new map of the remaining buildable maximum-height lots (and indicating any disposable older buildings occupying lots that may be built to the maximum).

Not a bad idea, but I’m wondering how many stops a potential western “Pink” line would have between Westminster and Greene. The other point was that any Oscar Peterson station should be in Burgundy.

LOL je vous ai dit que ça clenchait dans l’Ouest-de-l’île!! 😃👍🏼🤞🏼