montréal REM de l'Est

[Taptrick]

Le 2019-05-30 à 19:55, Enalung a dit :

Pour ce qui est de mettre les rails sous le niveau de la rue Notre-Dame.... Voici un exemple de tranché ferroviaire en Californie.

https://www.progressiverailroading.com/rail_industry_trends/news/San-Gabriel-trench-named-transportation-project-of-the-year--57674?fbclid=IwAR1NSwjBs2JF5Zm3QrHyqVYzdHM94ljYtQYhwbjL-HSjH27KOFRNLFOD5nc

Wow. Assez impressionnant. Et ce n’est même las un système de train léger. C’est une locomotive de fret pleine grandeur. Le ballast est directement sur le béton!

[Enalung]

1 hour ago, Taptrick said:

Wow. Assez impressionnant. Et ce n’est même las un système de train léger. C’est une locomotive de fret pleine grandeur. Le ballast est directement sur le béton!

Il y a beaucoup de ligne de fret qui font le lien avec le port dans ce coin là. Le port de Long Beach est l'un des plus important en taille et en volume aux US (en fait, c'est techniquement 2 ports qui ne forment qu'un seul ensemble). Il y a également de nombreuses lignes de trains de banlieux. Le but de ce projet était de prendre une de ces lignes et d'éliminer des traverses au niveau du sol.

[mtlurb]

Discussion sur « Projets structurants de transport collectif électrique pour relier l’est, le nord-est et le sud-ouest de Montréal au centre-ville » figurant dans le projet de loi 61 pour la relance économique

[mk.ndrsn]

Quelqu’un sait quelle serait la faisabilité et l’estimation du coût d’un enfouissement des lignes électriques, le long des voies de la station Correspondance A40 à la station Anjou (ça fait une dizaine de kilomètres je crois)? Il y a plusieurs obstacles à l’implantation d’un métro léger sur l’axe de la ligne Mascouche, mais l’espace occupé en bordure des voies par les lignes électriques semblent constituer l’un des plus gros obstacles à la cohabitation entre un métro et les usages actuels sur l’emprise. 

[Enalung]

1 hour ago, mk.ndrsn said:

Quelqu’un sait quelle serait la faisabilité et l’estimation du coût d’un enfouissement des lignes électriques, le long des voies de la station Correspondance A40 à la station Anjou (ça fait une dizaine de kilomètres je crois)? Il y a plusieurs obstacles à l’implantation d’un métro léger sur l’axe de la ligne Mascouche, mais l’espace occupé en bordure des voies par les lignes électriques semblent constituer l’un des plus gros obstacles à la cohabitation entre un métro et les usages actuels sur l’emprise. 

C'est curieux que tu pose cette question parce que... Regarde ce que j'ai trouvé il y a quelques jours de ça à Kitchener Ontario: Ce segment du Tramway Kitchener Waterloo est sur une emprise de ligne électrique. On voit très clairement une station électrique au deux bouts.

https://www.google.ca/maps/@43.4210164,-80.4477632,741m/data=!3m1!1e3

[mk.ndrsn]

Tu parles des caténaires? Si elles peuvent accueillir des lignes de distribution ça serait efficace comme configuration.

[mtlfan]

Dans le cas de Waterloo on dirait plus qu'il s'agit d'un cas d'enfouissement de la ligne haute tension au moment de la construction du tram. Néanmoins cela semble assez intéressant pour des éventuels prolongement du REM, en utilisant des emprises d'hydro
 

 

 

 

Modifié 2 juillet 2019 par mtlfan

[Fortier]

Il y a 1 heure, mtlfan a dit :

Dans le cas de Waterloo on dirait plus qu'il s'agit d'un cas d'enfouissement de la ligne haute tension au moment de la construction du tram. Néanmoins cela semble assez intéressant pour des éventuels prolongement du REM, en utilisant des emprises d'hydro
 

 

 

 

D'autant plus qu'Hydro est déjà partenaire dans le projet du REM. Peut-être que son apport en foncier dans un futur projet pourrait être converti en actions.

[ScarletCoral]

https://montrealgazette.com/news/local-news/caq-plan-for-tramway-makes-sense-for-east-end-transit-observers

CAQ plan for tramway makes sense for east end: transit observers

Tramways have been revived in spurts over the last 20 years by local and provincial politicians, but never came to fruition.

JASON MAGDER, MONTREAL GAZETTE

Updated: August 19, 2019

Greenspace on the corner of Notre Dame St. and Pie IX in Montreal Friday August 16, 2019. The land has been reserved for expansion of the Ville Marie autoroute, and now, possibly is where a future tramway will be built. JOHN MAHONEY / MONTREAL GAZETTE

 

Abandoned in 1959 to make way for more modern and mobile buses, tramways have been revived as ideas in spurts over the last 20 years by local and provincial politicians, but never came to fruition.

When in opposition, Projet Montréal proposed a vast tramway system across the island. Around the same time, former mayor Gérald Tremblay proposed trams on Côte-des-Neiges Rd., Parc Ave., in Old Montreal and in Griffintown.

When she came to power, Mayor Valérie Plante pledged to work toward a new Pink Line extension of the métro, which would include a surface métro that could be served by a tramway.

Now, two new promises to build tramways on the island are being studied by transit planners.

During the election campaign, the Coalition Avenir Québec promised a tramway to link the east end of the Island to the downtown core. When it formed the government, the CAQ mandated the Autorité régionale de transport métropolitain to study the dossier. In June, the CAQ pledged to build a second tramway on the island to link Lachine to the downtown core.

If tramways continue to capture the imagination of Montrealers and their politicians, it is for good reason, explained Matti Siemiatycki, the interim director of the school of cities for the University of Toronto.

“There has been a wave of tramway development around the world,” Siemiatycki said. “It’s a rebirth of an old technology. Trams are returning for both tangible benefits of moving people but also because of this much wider set of symbolic narratives; it sends a message about the importance of public transit and signals that your city is modern and progressive.”

He said the advantages of tramways are that they can move more people and travel faster than a bus, and since they are electric, they don’t spew out greenhouse gas emissions.

“The key is that they link origins and destinations where there is a lot of demand,” Siemiatycki said. “Many cities have had these ‘bring back the tramway’ movements, but because they locate them in places where people are not really travelling, the ridership benefits are over-promised and under-delivered.”

Longtime transit observer Florence Junca-Adenot said she believes the east-end tramway would serve hundreds of thousands of people who don’t currently have many good public transit options available to them.

“There are a lot of people who live there, and just a few buses,” Junca-Adenot said. “These are people who are not very well off and who need public transit to get to work. The advantage is that it is less costly than a métro to build, because it’s above ground.”

Junca-Adenot, the first chairperson of the Agence métropolitaine de transport — the regional transit planning body that predates the ARTM — said a tramway along Notre-Dame St. in the east end was studied as far back as the 1990s during her tenure, but the study was shelved by the provincial government at the time, because it had other priorities.

Map of green space along Notre-Dame St. E. that the province has reserved for a potential extension of the Ville-Marie Expressway that could be instead used for a tramway. MONTREAL GAZETTE / MAPS4NEWS

 

However, this project could finally see the light of day in the near future, Junca-Adenot said, because much of the vacant land needed for a tramway is already on reserve by the province. The green space on the north side of Notre-Dame St., east of de Lorimier St., where a bicycle path passes, is actually land expropriated by Quebec’s transport ministry during the 1980s to make way for an eastern extension of the Ville-Marie Expressway that never came to light.

“All along Notre-Dame, there is land that was expropriated, and then after that you also have the old land that belonged to CN, and those lands also belong to the provincial government, and that goes right to the east end of the island,” said Junca-Adenot, who is now an associate professor at the Université du Québec à Montréal, and was named by the province to head a working group studying mobility options for the Royalmount sector. “So if we’re looking at projects that can be done within a reasonable price, this is one of them.”

She said building a tramway along Notre-Dame would be “an excellent idea,” and the initial studies envisioned the tramway linking to one of the stations on the métro’s Green Line.

Junca-Adenot said she’s optimistic the east-end tramway can see the light if there is enough political will. As for a tramway to Lachine, the project would need planners to study the area and come up with a feasible route to link the western borough to the downtown area.

However, not everyone shares Junca-Adenot’s optimism.

Ugo Lachapelle, a professor of urban studies at UQAM, said he’s skeptical about the proposal.

“It’s like they found a document that was gathering dust and they passed it off as their alternative to the Pink Line, so it doesn’t seem that they have nothing to offer,” Lachapelle said. “We never stop making all sorts of announcements about transit here in Montreal, but and at the end of the day, not much ever gets built.”

[p_xavier]

9 minutes ago, ScarletCoral said:

 

“There has been a wave of tramway development around the world,” Siemiatycki said. “It’s a rebirth of an old technology. Trams are returning for both tangible benefits of moving people but also because of this much wider set of symbolic narratives; it sends a message about the importance of public transit and signals that your city is modern and progressive.”

C'est exactement ce genre de discours là qui est honteux.  Dépensons des milliards car Montréal est une ville moderne et progressive, pas grave si c'est lent, c'est progressif!