SameGuy

Maybe the stairwell has 54 flights lol

Même question! Je suis ravi de voir un tel close-up avant que les ouvrages d’installation soient terminés.

The entire premise is full of holes. In a dense neighbourhood, a florist is a local vendor. People simply don’t drive from miles around to go to one small florist; if they do, that’s their issue, not the city’s. And if a small florist in a dense neighbourhood has difficulty staying in business without those customers who have to drive to get to her, then it’s her problem, not the city’s. If she has to close because the two parking spots in front of her shop are no longer available during rush hours, then she ran a poor business. Study after study has shown that street parking has little to do with entrepreneurial viability.

I am still wondering if the first trains will arrive by ship or Antonov. ”Antonov Airlines has completed unique cargo delivery of two Max Bögl TSB maglev trains from Munich, Germany, to their customer Chengdu Xinzhu Road & Bridge Machinery Co. Ltd., Chengdu, China, in cooperation with KN Airlift GmbH company.”

The four icons will be hidden soon, and the skyline won’t be as recognizable.

With PBM (is that what MPB is in English?🤷🏻‍♂️), is there still a high possibility of bus bunching depending on the number of cross streets, the distance between them and the traffic volume on those cross streets? Or can PBM include some form of moving-block signalling that effectively maintains proper spacing and frequency along BRT-lite busways such as those proposed for the CMM?

Il ne devrait pas y avoir trop de piétons là-haut, c’est sûr! Dans le cas où un train doit être évacué le long du pont, il est peu probable que les passagers en profitent pour taguer sous le pont ou swan-diver pour visiter les poissons, donc je suppose que c'est comme la barrière sur toute autre structure surélevée comme un viaduc routier.

@SkahHigh I realize I sound like one of the armchair experts we see all over social media these days (like those who seem to know more about public health than the medical professionals). I apologize for that; I am trying to wrap my head around how public projects work, so anytime I ask you questions please understand that it’s with sincere curiosity and sometimes my unedited thoughts seem more like frustrated complaints when transcribed to these posts. I truly appreciate your input. Seems I can’t add more likes today so consider this my “👍🏼“ and I’ll double-dip tomorrow! 😉

That seems (typically) inefficient. NY MTA’s 14th Street Busway was planned and implemented in about a year. It has been a smashing success. It was based on Toronto’s King Street Transit Priority Corridor, which also took about a year to plan and implement, and is also highly successful. While both of those are shorter than the proposed HB busway, they are both in areas that are much more dense, and with higher traffic, than HB. The street is built, the buses are running, why on earth would it take six years here? There shouldn’t be multiple BAPE and OCPM studies for converting a street to better use. Is this just another case of systemic Montreal corruption under our very eyes, everyone needing their cut? Why does it take rooms full of engineers and accountants and functionaries years and years to approve what is essentially surveying and painting lines?

Now THAT is about time. About a 20 minute walk to REM Fairview-Pointe-Claire, but directly on St-Jean so it’ll be a short hop on any new express bus after the bus system overhaul.

Ok. I honestly don’t know, perhaps to or from the Taschereau yard to the Mtl-Est sort? The ROW seems large enough most of the way to accommodate both a dual track transit line and a freight line with sidings. But I’m pipe-dreaming anyway. Anjou, St-Léo, Mtl-Nord, St-Michel, Sault, Ahuntsic... they don’t need more rapid transit! Let’s study Chambly and St-Jérôme extensions! And a six-lame autoroute to Rawdon! And a monorail to La Capitale! 😉

Really? There don't appear to be any industrial sidings anywhere from the Junction to Pie-IX. Is it really heavily used?

It could, but does CN still use the Train de l'Est trackage between Jonction de l'Est and Anjou station for freight? I'd propose that the new line -- Metro de l'Est or REM antenne Anjou -- terminates before RDP and the sorting yard, and Mascouche trains come via Laval on the SJ line.

My point is that whether rebuilt to offer BRT or preferential measures, Boulevard de Pierrefonds is a prime example of a 1970s-era stroad (a 50 zone where a majority of drivers go 70+, essentially a highway) that should be radically modernized and transformed into a local street while striving to make both public and human-powered transit the easiest and most efficient ways to get where one needs to go. When the “downtown” sector around the St-Jean intersection gets redeveloped with public and commercial services and mid-rise (and taller) MDUs and Pierrefonds Ouest is fully built out with new SFUs low- and mid-rise MDUs, PBM will be necessary the length of Pierrefonds, as well as on all three main north-south axes. The peak-hour HOV lanes partially in use now already don’t cut it, and don’t make transit work appreciably faster or make it an attractive alternative to driving, all the while compounding the traffic problems that already exist. As well, there is zero cycling infra along those three axes. Once the Pierrefonds REM stations are operating, it is imperative to make sure a full, complementary transit system is in place that will draw people out of their cars and improve the quality of life for all residents, not just drivers.

Agree, but I can’t see how to overcome the obstacles. The alignment is close enough to some good density until Anjou, and there is room along the line for major TOD should it become a bonafide transit line. If indeed it could be pried away from CN, a third REM branch could be built from Côte-de-Liesse (A40) to Anjou with those five extra stations between Ahuntsic and Anjou, and a transfer station at Anjou for the heavy rail to continue on a normal commuter-biased schedule to and from Mascouche. Personally I’d kill the RDP-Mascouche leg and run the Mascouche trains via Laval on the SJ line, but I’m not the king.

That’s why a central busway with full shelters — whether SRB-léger or -lourd — can be safer, because pedestrians can only enter the platforms at specific points, like a tramway.

That’s why I keep saying Boul de Pierrefonds is a good candidate for a central busway somewhere in between full-BRT and the “reserved lane with preferential measures” (BRT-lite or SRB-léger, as we’ve been calling it). When it was originally planned in 1960, the Cité de Pierrefonds reserved a right of way almost 30 m wide for almost its entire length, from Château-Pierrefonds to Boulevard Gouin O just east of Des Sources. First expanded in the early 70s to six full lanes in anticipation of massive growth with the “imminent” building of the A440 Montréal sector from the Rivière des Prairies to A40 at Chemin Ste-Marie, it was rebuilt again in the late 70s and early 80s to be more functional for those times, narrowing to five lanes (two in each direction plus a central “suicide” turning lane). Pierrefonds — now a “Ville” — took advantage of the rebuild to include a bidirectional bike path, one of the very first of its kind anywhere in Québec. It is fully segregated from Château-Pierrefonds to Rue St-Pierre and again from Rue Richmond to Des Sources, and has dedicated lanes with bollards in between St-Pierre and Richmond. Another project in the late 80s added a hard median from Fredmir to Gouin, but it hasn’t been improved since then. The roadway and many adjacent properties were completely inundated and impassable during the devastating floods of 1974, and once again in 2017 and 2019, and the city is looking for funds from the various levels of government for permanent mitigation measures, which include permanent dykes and an overhaul of the storm sewer system underneath Boulevard de Pierrefonds. If and when this long-overdue major reconstruction happens, I expect the proposals to include all the latest component to transform it from a traditional car-centric stroad into a modern, multifunctional thoroughfare that will take full advantage of the ridiculously broad reserved space. It should include dedicated active transport space and sidewalks, as well as dedicated transit lanes. There is adequate space along almost its entire length to enable a two-lane central busway (or even a tramway! 😉). Hopefully the political will is there, and that I’ll see it happen in Pierrefonds-Roxboro, Laval, the east end, along Taschereau and along other axes in my lifetime. Not everywhere needs a REM, but good transit options should be a basic service wherever people live and work.

A fleet of high-capacity, battery-electric buses dedicated to Pie-IX (and other eventual true BRT busways) could easily handle any overflow traffic until a LRT solution is agreed upon. Those Hess bi-articulated buses used in Nantes (180 pax) are very interesting.

D’accord, à 100%. Mais je dis, “We should be thinking bigger along some axes,” ça veut dire: “There is BIG ‘relance’ money on the table now, we need the political will to spend it on major projects that are true solutions, not incremental QoL improvements like green spaces and canoeing centres.” Medium- to high-capacity structured transit is the answer along those specific axes. Are Henri-Bourassa O or Sauvé among them? I don’t think so. But I’m sure ARTM can identify such axes quite easily. ND/René-Lévesque, Taschereau, St-Martin would certainly remain at the top of any list, but what are the others?

5% to 10% time savings would bring most of these problem arteries back to the traffic conditions of... 2005! We should be thinking bigger along some axes.

I really hope they do something to clean up or beautify or somehow tidy the TMR trench. It would be such a wasted opportunity if they simply allow the slopes to become a weedy mess again like some underused country branch in West Virginia.

Quand j’étais ben plus jeune, y’avait toujours des Rastas dehors l’edicule du Métro en face du parc Lambert-Closse, chuchotant, “Sin-sé, sin-sé!” (sin semilla, pot sans semence), 24/7. 😎

😁👍🏼😎

https://www.lapresse.ca/affaires/entreprises/2020-07-31/un-promoteur-veut-etre-exempte-de-la-redevance-du-rem.php Un promoteur veut être exempté de la redevance du REM PHOTO BERNARD BRAULT, LA PRESSE Le lot au cœur du litige est situé à moins d’un kilomètre à vol d’oiseau de la station REM du Centre Fairview–Pointe-Claire, mais la présence de l’autoroute Métropolitaine fait en sorte qu’il faut faire un détour de 2,5 km, soit plus de 30 minutes à pied, pour se rendre du lot à la gare de train. Le promoteur immobilier Quartier One West s’adresse au tribunal pour rendre inopérant le règlement sur la redevance du Réseau express métropolitain (REM) à l’encontre du terrain qu’il possède à Pointe-Claire, sur lequel il prévoit ériger des maisons en rangée. [suivre le lien pour lire plus]

Bon vidéo du trambus “e-Busway” de Nantes fabriqué par Carrosserie Hess, similaire au futur Brisbane Metro.