Quelqu’un est surpris? Pas moi en tout cas. En même temps, cela permettra de tester l’antenne rive-sud durant tout l’hiver et d’apporter les ajustements nécessaire pour une mise en service plus safe.
J’essaie d’être positif 
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Exact.
Je trouvais cela très risqué de mettre le Rem en opération en plein hiver.
Au niveau des apparences…pas mal mieux un retard au printemps que commencer en décembre avec une possibilité de problèmes.
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Also taking into account that people will be taking photos and videos of it, opening in the spring around April or May it will be way prettier than opening in December or even February. Yes “prettiness” shouldn’t be the reason for a delay but it’s nice to look forward to after a cold winter. Also, if they don’t delay the second segment that will mean just a year and a half remains!
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Ça aurait été transformateur pour bien des automobilistes sur l’A10 de voir défiler à toute allure toutes ces rame de métro aux trois minutes, alors qu’eux restent pris dans le trafic.
Moi aussi j’y croyais vraiment.
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Un deuxième hiver de tests. Il y a quelque-chose qui ne fonctionne pas quelque-part…
Has anybody even seen a full-speed test yet? Or four cars (two units)? They just aren’t ready yet, and this was already very predictable by last spring (I’m sure the pessimists amongst us don’t actually enjoy being right).
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On a eu un hiver doux, avec juste un petit tracé à tester. Un hiver complet à traverser le fleuve sera bien meilleur.
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CDPQ-Infra parlait du 1er décembre…mercredi. Ils “gardent le cap”, disait Radio-Canada. Yes, no, maybe? Ce sont les communications qui fonctionnent mal dans un premier temps.
Fun fact: the original Metro network will have been built in the same time frame as the south shore REM line, and that was entirely underground, longer, and with less advanced technology. This is getting silly…
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Light rail stations could form the basis of a polycentric Montreal with the right planning, according to new Concordia research
Carmela Cucuzzella’s transit-oriented development index tells investors where to build their future projects using open data
October 18, 2022
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Calvin411, CC BY-SA 4.0 , via Wikimedia Commons
As municipal planning and design shifts away from the sprawling, car-centric model that dominated much of the 20th century, developers and local governments can disagree over how to grow cities sustainably. Transit-oriented development (TOD), which prioritizes population density, walkability, land-use diversity and parking around transit nodes, is a long-standing field. However, much of the research in past years has omitted the critical component of land development potential.
Carmela Cucuzzella, professor of design and computation arts, recently published a paper on this topic in the journal Cities. In it, Cucuzzella and her co-authors create an easily transferrable TOD index that assesses the opportunities to create polycentric cities based around transit nodes outside of the downtown core.
“Work on this paper began pre-COVID, and now we are seeing how timely it is. There is a large portion of the population that is working in a hybrid model and they want vibrancy in their vicinity,” says Cucuzzella, a founding co-director of Concordia’s Next-Generation Cities Institute.
“The downtown core will always exist since it is the centre of our cultural activities, it’s where most of our jobs are located and it has the densest residential areas of the city. It will always remain the core.”
Jordan Owen of the Massachusetts Institute of Technology, Sherif Goubran at the American University in Cairo and Thomas Walker, a professor of finance at the John Molson School of Business, co-authored the paper.
Carmela Cucuzzella: “This index brings together city planners and the developers and investors to the same table, because they can work together now.”
Layers of the city
Cucuzzella studies how certain cities have successfully shifted urban mobility patterns at her research project CoLLaboratoire for Activating Multi-modal Mobility. The current study looks at the development potential based around the Réseau express métropolitain (REM) commuter rail network, which will soon serve the Montreal area and its surrounding suburbs with a 67-kilometre, 26-station system.
The index looks to integrate three distinct layers into its calculations, based on a one-kilometre walkable radius around each REM station. The layers combine socioenvironmental characteristics, economic vibrancy and development potential to assess their score. Each station is then ranked according to its development potential.
Socioeconomic characteristics look at the area’s walkability, including barriers like, in Montreal’s case, a river, a mountain, train tracks or a highway. It also includes a Green View Index, essentially measuring the area’s tree canopy and green spaces. Last is the car use ratio, which helps assess the potential of a shift to transit use.
Economic vibrancy is measured using the Yelp Open Dataset to quantify commercial diversity around stations and a commercial land index that quantifies how much land is dedicated to commercial activity. Finally, development potential is calculated using available developable land (residential zoned only) and current and maximum density allowances.
REM as a model
Nineteen of the REM’s 26 stations were ranked according to their TOD index scores. Fairview-Pointe-Claire and Des Sources in Montreal’s West Island and Bois-Franc in Ville St-Laurent ranked highest. The stations with the lowest scores were Marie-Curie in Montreal’s Technoparc close to Pierre Elliott Trudeau International Airport, Ville St-Laurent’s Du Ruisseau, on the border of Cartierville, and Côte-de-Liesse, in Ville St-Laurent’s heavily industrial section.
“Those ranked highest scored well because of two main reasons: their car use is very high or they are very low density and can be developed at the maximum density allowance, which in Montreal is 150 units per hectare,” she explains. “That is equivalent to a six-to-eight-storey building on a 10,000-square-metre lot, which is not unacceptable density for such residential areas.
Those at the bottom scored low mostly because they are in or near industrial sites or around the airport. In other sites, it was that the land surrounding the REM station was designated commercial. Developers should avoid those areas because changing land use from industrial (or commercial) to residential can take decades.
For this paper, the TOD index the authors developed was applied to Montreal’s REM network, but Cucuzzella points out that it can be easily applied to its metro system or bus stops or to any city with enough publicly available data.
“This index brings together city planners and the developers and investors to the same table, because they can work together to build the city in an informed manner,” she adds.
“This may also help ease some of the tensions between municipal officials and investors, as this index is aimed at providing key information needed to help them co-develop the city.”
Read the cited paper: “ A TOD index integrating development potential, economic vibrancy, and socio-economic factors for encouraging polycentric cities.”
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Meanwhile, back at the ranch, CDPQ Infra, which floated the December the 1st date in the first place, will be staging its high-wire act this morning.
MONTREAL, Oct. 20, 2022 /CNW Telbec/ - CDPQ Infra is inviting the media to a presentation of the project and to provide an update on the test programs initiated.
When: October 21, 2022 at 10:00 am
Where: Caisse de dépôt et placement du Québec, 1000 Place Jean-Paul-Riopelle, Montreal, Quebec, H2Z 2B3
Who:
- Jean-Marc Arbaud, President and Chief Executive Officer, CDPQ Infra.
- Denis Rivard, Vice-President, REM Project.
- Julien Hurel, Senior Director, Transportation Systems - in charge of the Transportation Systems Expertise Center, REM Project.
SOURCE Réseau express métropolitain - REM
Every time I cross the bridge - I’m struck by the continual addition of wires and gadgets. It looks like antiquated technology. Plus, they are using up lanes on the bridge for one or two workers (who always look on break). Should they delay the tunnel renovations until the REM is up and running? There is no one leading it seems.
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Ce nouveau report nous montre qu’il n’y a pas de façon magique de construire des infrastructure, et qu’aucune entité n’est à l’abri de dépassements de coûts, de retards, et de manque de qualité. Dire que dans un autre univers, ils voulaient commencer la construction du REM de l’Est et 2023, la même année donc que l’ouverture du PREMIER tronçon… On voit bien que ce début aurait été retardé aussi. Non seulement le REM ouvrira presque 18 mois après la date prévue initialement (fin 2021), mais la qualité de l’ouvrage est de plus en plus douteuse. La peinture blanche ne règlera pas grand chose dans ce cas-ci.
Ça n’augure rien de bon non plus pour le nouveau projet Taschereau, qui nécessite encore plus de travaux (si le boulevard est reconfiguré, les viaducs démolis, et les abords requalifiés. Sans parler de la partie tunnel sous Longueuil, la connexion(?) au métro et à Panama…)
Est-ce que ce serait le début de la fin pour CDPQ infra? La fin de leur apport dans le transport en commun? Ou la fin des belles paroles “dans les temps, dans les budgets”?
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Hélas, tu poses les bonnes questions. Dans un premier temps, fermez-vous la trappe jusqu’à ce que les choses soient ficelées. C’est n’importe quoi au niveau des comms.
Meme avec ce nouveau retard, le REM se construit à une vitesse record. Il n’y a vraiment pas de quoi s’alarmer dans une ville où on construit des SRB sur plus de 10ans. J’ai l’impression que certains qui ont une opinion négative sur la Caisse vont se saisir de chaque nouvelle pour démontrer son incapacité. Alors qu’elle fait mieux que tous les autres. Faut être fair.
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Except that it is not. In fact if you look at another new transit system, the Elizabeth line, the overhead cables look almost identical:
They aren’t though, they’re using the left shoulders on the bridge, not taking up a lane.
Yes I agree, they should’ve planned these two projects, but at the same time idk how much longer the tunnel would’ve lasted.
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Pas une question de compétence technique. Les gens sur le plancher des vaches sont habiles et ils / elles travaillent très fort. Il faut s’attendre à des pépins. Donc, éviter de se mettre à dos les “partenaires” en laissant planer une date de mise en service (c’est CDPQ Infra qui a fait ça) pour ensuite faire marche arrière (surtout avec l’Halloween spécial qui s’annonce…).
Trick or treat. The goblins are popping up everywhere…
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Le montage et le message étaient prêts ce matin même. On le savait (donc) depuis un bout de temps que CDPQ Infra pétait de la broue. (Ça doit grincer des dents chez NouvLR et les autres).
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