deux stations Bixi, l’une en face de l’autre 
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Tres utiles pour les evenements au bassin peel.
malheureusement pas assez pour Cho Dem, ni Pocha malgré la 3e station à côté d’Haleco
Les organisateurs ont essayé d’avoir une station dépôt, mais Bixi a jugé qu’il y avait assez de stations autour. Il y a une journée où le camion-remoque de Bixi était carrément stationné sur la rue Smith…
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A giveaway it’s Canada is because the rail (besides the REM) isn’t electrified!
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Damn, good catch. We were so close!
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C’est tellement encourageant de voir ça
Tant de chemin parcouru, cette vidéo aurait été inimaginable il y a à peine 10 ans.
Maintenant, il faudrait prendre tous ces ingrédients prometteurs et y intégrer la notion de qualité. Et là, nous aurons vraiment atteint quelque chose de porteur!
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Question niaiseuse. Comment traduit-on “bâtiment-pont ferroviaire” en anglais? “rail building-bridge”? ou juste “rail overpass”?
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Railway viaduct
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$2660 par mois (hydro et chauffage non-inclus): Proximité imbattable des transports en commun, récemment rénové.
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Il semble y avoir des travaux sur le viaduc ferroviaire, au dessus de la rue William, jouxtant la future station Griffintown-Bernard-Landry.
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I was not aware of the drama that surrounded the sale of this viaduct from CN to CDPQ Infra.
On the website of the CTA, there’s a series of decisions issued between 2021 and 2025 related to it.
The rulings describe a conflict between CDPQ Infra, CN and Via Rail concerning responsibilities of the infrastructure
Here’s some interesting bits:
InfraMTL (the CDPQ subsidiary that legally owns the structure) argues that it is not a work or railway company and that it is not operating a railway within the meaning of subsection 90(1) of the CTA
InfraMTL claims that it is not implementing or performing any operating activities in relation to the railway tracks on the Viaduc du Sud and that the legal responsibility for the operation of the Viaduc du Sud is borne entirely by CN under the Temporary Agreements. In particular, InfraMTL relies on the following facts:
- InfraMTL does not offer passenger or freight transport and does not offer any routes. The Service Providers offer passenger service on the Viaduc du Sud.
- InfraMTL does not offer any operating or construction activities, whether related or unrelated to the activities of CN or the Service Providers.
It does not own any rolling stock, such as railway cars or locomotives. The Service Providers own this equipment. - It also does not own any of the equipment or materials required for track maintenance. CN owns this equipment.
It has no operational control over the commercial activities of the Service Providers.
It does not perform any activities on the railway tracks of the Viaduc du Sud.
CONCLUSION
The Agency finds that the railway lines on the Viaduc du Sud have remained under federal jurisdiction because they were declared to be a work for the general advantage of Canada under subsection 144.1(2) of the CTA when they were transferred to CDPQ Infra and again when they were transferred to InfraMTL. The Agency also finds that CN’s operating interests in those lines were transferred and that InfraMTL is currently operating a railway within the meaning of subsection 90(1) of the CTA. Therefore, InfraMTL must apply for and hold a certificate of fitness to meet the requirements of the CTA.
Regardless, it looks like CDPQ Infra tried to save money on their legal responsibilities here, and the CTA had to force them to get a certificate of fitness to operate the structure in 2022. Pretty funny.
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Someone at CDPQ didn’t define their contract well enough back when they bought the viaduct clearly
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au CN les cabanes s’appellent des bungalow (pour vrai!). Elles sont chauffées et climatisées et sont essentiellement des micro-centre de données avec les équipements de réseautique, de communication, de signalisation, de surveillance locaux.
Il y a effectivement des travaux de réfection de la plateforme ferroviaire du Viaduc Sud
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