Cinq usines de biométhanisation seront construites d’ici 2014 dans le grand Montréal
01 février 2010 20:36
La collecte des matières organiques, ce n’est pas pour demain, mais c’est pour bientôt. Lundi, Québec et Ottawa ont annoncé qu’ils accordaient une aide financière à Montréal, à Laval, à Longueuil et à la couronne sud pour que cinq usines de biométhanisation soient construites d’ici 2014. Les investissements totaliseront 559 M$.
«C’est fini le gaspillage, a lancé lundi la ministre de l’Environnement Line Beauchamp. On va arrêter de gaspiller et d’envoyer des matières organiques qui ont une valeur dans des sites d’enfouissement. (…) On va prendre ces matières organiques et on va en faire des biocarburants et un compost utilisable.»
Le biocarburant pourra servir à chauffer un bâtiment ou à faire rouler un véhicule automobile. Sinon, il pourra être vendu à Gaz Métro. Québec espère ainsi bannir totalement l’enfouissement des matières organiques d’ici 2020. «C’est un objectif extrêmement ambitieux mais largement endossé», a précisé Line Beauchamp. Pour le moment, seulement 6 % des matières organiques sont traitées.
«Le défi, ce sera de convaincre les gens d’utiliser un bac brun, a dit le maire de Montréal, Gérald Tremblay. Ce n’est pas évident, [mais] nous n’avons pas le choix […] si nous voulons améliorer notre qualité de vie.» Les bacs bruns devraient être remis aux citoyens d’ici 2014 ou 2015, selon les villes. Seulement pour l’île de Montréal, près de 230 000 ton*nes de déchets seront détournées de l’enfouissement grâce aux nouvelles usines vertes.
Deux sites de compostage à Montréal
En plus de deux usines de biométhanisation, Montréal aménagera deux sites de compostage, de même qu’un centre pilote de prétraitement. Celui-ci recevra les sacs de déchets traditionnels et s’assurera qu’ils ne contiennent pas de matières organiques ou recyclables. Le cas échéant, ces ma*tières seront envoyées à l’usine de biométhanisation ou au site de compostage afin de réduire l’enfouissement des déchets.
Des choix s’imposent
Les emplacements de ces installations vertes à Montréal seront connus d’ici le mois de juin. «Les élus des arrondissements et des villes liées doivent s’entendre sur les meilleurs lieux pour accueillir ces usines, a indiqué Gérald Tremblay. Le pas-dans-ma-cour ne doit plus exister.» À Longueuil et dans la couronne sud, la localisation des usines de biométhanisation n’a pas été décidée. À Laval, l’usine de biométhanisation se trouvera à côté de l’usine d’épuration, dans le quartier Saint-François.
Im back with another poll, this time about potential new sports teams in Montreal.
A little backstory, I've often been in many discussions with my friends about which sports team Montreal should push for next and our discussions always come down to 3 main points supporting a team for each of the big three leagues in North America.
1) Montreal should get an NBA team, look at the Raptors and their recent success, Montreal is an international city with many of its citizens immigrating from or coming to study here from African and Asian countries where basketball is popular (Angola, China, Taiwan, Philippines, Cameroon, Nigeria, Congo) for example. A basketball arena already exists in the Bell Center (1996) and the team could play there. Montreal's NBA basketball team would naturally rival the Raptors and would make for exciting match-ups. Link - https://www.cbc.ca/sports/basketball/nba/nba-montreal-1.4857187
2) Montreal should get an MLB team, we used to have the Expos. Already there is talk about the Tampa Bay Rays splitting games between their home arena in Tampa Bay and playing in Montreal. Stephen Bronfman (son of former Expos owner Charles Bronfman) has already expressed interest in owning the Expos should they ever come back to Montreal. Arena talks are underway near the griffintown / peel basin area and would greatly aid Montreal in getting a team back. Link - https://montrealgazette.com/sports/todd-stephen-bronfman-embraces-plan-to-bring-baseball-back-to-montreal
3) Montreal should get an NFL team, the NFL is looking to expand already to places like London or Mexico City. If the NFL realizes that those two cities are too logistically challenging and they wont pursue them, then the NFL could look at a closer to home option in Montreal as realistically it is the only viable city in Canada that could support an NFL team. The NFL can't expand to Toronto because the Buffalo Bills would veto it. They can't expand to Vancouver because the Seattle Seahawks would veto it. Toronto already holds the title as "Canada's NBA team", and maybe the NFL would like to try and have the Montreal NFL team marketed as "Canada's NFL team". Link - https://www.si.com/nfl/2019/06/07/expansion-cities-san-diego-portland-montreal-oklahoma-city-bismarck-anchorage
I am curious to what you guys think is the best argument below. Please feel free to add anything that i may have forgotten. This discussion is purely hypothetical and aims at being a fun place to build on / argue against differentiating points.
Thank you for reading!
J'aime bien voir Montréal bien performer dans certains classements surtout quand on bat Toronto ! Hehe
Voici le dernier classement des meilleurea villes universitaires selon QS. Montréal est #1 dans les Amériques et #6 au monde.
Voici ce que dit QS sur notre belle ville:
Montréal is multicultural, multilingual and is widely referred to as Canada’s “cultural capital”. It performs well across five of the six indicators assessed, ranking within the top 50 for all of them except affordability.
Montréal is home to several of Canada's highest-ranking institutions, including McGill University (currently ranked 35th in the world and second in Canada) and the Université de Montréal (137th in the world, fifth in Canada). The city is also a regular contender in lists of the world’s best places to live – and it seems students agree.
While it might no longer be number one overall in the ranking, Montréal is 12 places higher in the student rank indicator than fellow Canadian city, Toronto, and is celebrated by students for its arts and culture, as well as for its friendliness and diversity.
None of this is likely to come as a surprise. As a French-speaking city in a largely English-speaking nation that has experienced mass immigration from across the world, Montréal is known for its multicultural makeup and inclusive ethos.
It’s also renowned for its laidback yet lively lifestyle, attractive boulevards, thriving creative industries, café culture, and eclectic range of arts venues, live performances and nightlife.
Dans la Gazette :
Montreal hybrid buses outperformed by those in Laval, Longueuil, Outaouais
With the same buses and the same climate, transit agencies in Laval, Longueuil and Outaouais are able to achieve far greater fuel economy
JASON MAGDER, MONTREAL GAZETTE
Updated: July 31, 2019
An STM hybrid bus makes it's way along St-Michel on Wednesday July 31, 2019. Montreal's hybrid buses are not achieving the savings that had been originally promised.
PIERRE OBENDRAUF / MONTREAL GAZETTE
The city’s transit agency can’t blame harsh winters or its supplier for the poor fuel economy of its hybrid buses, because other Montreal-area transit agencies save far more fuel using the same buses.
Société de transport de Montréal documents have revealed that the agency’s diesel-electric hybrid buses don’t deliver the promised fuel savings of 30 per cent compared with conventional diesel buses. Instead, the actual savings is between 11 and 15 per cent. However, with the same buses and the same climate, transit agencies in Laval, Longueuil and the Outaouais are able to achieve far greater fuel economy.
STM figures show that its newest Series 7 hybrid buses consume 47.5 litres to travel 100 kilometres on average for a year, compared with its most efficient diesel buses that consumed 53.5 L/100 km — an 11.2-per-cent savings.
Figures obtained from Longueuil show its hybrid buses consume 37.8 L/ 100 km, compared with its conventional diesel buses that consume 49.1 L/100 km — a savings of 23 per cent.
In Laval, hybrid buses consume 39.85 L/ 100 km, compared with its diesel buses that consume 52.9 L/ 100 km — a savings of about 25 per cent. Speaking for the agency, Société de transport de Laval’s Estelle Lacroix said it’s difficult to compare data from different agencies in the Montreal region, because routes and passenger numbers vary.
However, Laval, Longueuil and Montreal all rely on hybrid buses built by St-Eustache-based Nova Bus. So, too, does the Société de transport de l’Outaouais. That agency’s standard-sized Nova Bus hybrids achieve a fuel consumption of 40.5 L/ 100 km.
The STM has been criticized from many corners for not revealing the doubts about fuel efficiency before a historic purchase of hybrid buses last year. In June 2018, the agency ordered 830 new hybrid buses at the cost of nearly $1 billion, to be delivered over five years starting in 2020. By the time the delivery is complete, hybrids will make up about half the city’s fleet. Included in that figure are 300 additional buses Montreal Mayor Valérie Plante promised during the last election campaign to boost the agency’s overall fleet by 15 per cent.
While the Plante administration has stood by the major purchase, the opposition in Montreal city hall has called for the order to be put on pause until the city can be sure that the technology is the best choice available.
Lionel Perez, the interim leader of the opposition Ensemble Montréal, told the Montreal Gazette recently he’s alarmed that the STM’s experts appear to have lied to board members in order to ram through the purchase.
“It’s very disconcerting that the STM has been hiding this information from the public, from the board and from elected officials,” Perez said. “If they fudged the numbers because of political pressure (from the Plante administration), then someone has to be accountable.”
This week, Marvin Rotrand, an opposition councillor for Snowdon, and the former vice-chairperson of the STM, said the agency owes the public an explanation.
“How can it be that Laval and Longueuil (get far better fuel consumption)?” Rotrand said. “We bought the buses because of their promised fuel savings; we were told the extra charge for the buses would be recuperated through fuel savings. I think the STM has to tell the public what the problem is.”
The STM has said the low average speed of its buses, and the short distance between stops makes hybrid technology ideal for the city, because of regenerative braking technology that converts the vehicle’s kinetic energy to electric energy, essentially charging its battery. The battery also takes over for the diesel engine when the bus is idling or stopped, which is supposed to further reduce fuel consumption.
However, several studies have cast doubt over the actual savings of hybrid buses in urban settings.
In one, commissioned by the environmental protection department of Hong Kong, double-decker hybrid buses achieved a fuel savings of only six per cent in that city. Surprisingly, the buses scored the worst performances on routes with a lot of hills and in congestion when the average speed was low — around eight kilometres per hour. The hybrids also performed poorly when their air-conditioning units were turned on. STM documents show air conditioning reduces the efficiency of its hybrid engines by 15 per cent.
“They saw that in real conditions in Hong Kong, it doesn’t make sense, cost-wise at least, because the cost of the buses is about 40 per cent higher, and they would not be able to make that up with fuel consumption benefits,” said Leonidas Ntziachristos, an associate professor in mechanical engineering at the Aristotle University of Thessaloniki in Greece. He explained that because they have smaller diesel engines, hybrids generally need more fuel to achieve the same power as conventional buses.
“Because they accelerate much faster, the hybrid buses consume more fuel than the conventional ones,” he said.
Nigel Clark, a professor of mechanical and aerospace engineering at West Virginia University, who has studied hybrid bus technology, said the battery life appears to be their main disadvantage. He said batteries on hybrids tend to be replaced more often than on conventional diesel buses and at a very high cost that can wipe out any cost savings from fuel economy.
A 2015 STM report obtained by the Montreal Gazette through an access-to-information request recommends hybrid buses be configured to limit the number of times electric batteries take over for the diesel engines. The recommendation is for the engines to be automatically shut off only when the onboard electric batteries are charged at 100 per cent, when the bus is stationary, and when its doors are open.
Entrevue avec Marvin Rotrand à ce sujet ce matin à Radio-Canada
Autobus hybrides de la STM économies en-deçà des objectifs : Le point de M Rotrand https://ici.radio-canada.ca/premiere/emissions/matinale-ete/episodes/439477/audio-fil-du-jeudi-1-aout-2019/32
I have posted a poll just to get the general sense on what fellow Montrealers think is the greatest issue plaguing the city that should be addressed in the coming decade.
I would like to know your opinions, and i think that this would be a fun hypothetical discussion as there are no guarantees the city will do anything to address any of the issues mentioned in the poll.
If i have missed any issues you felt were important or needed to be in the poll please feel free to talk about them below.