webfil

CPTDB Wiki Editor
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About webfil

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    Österreichische Spezialität
  • Birthday 12/20/1987

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  • Gender Male
  • Location Matane, QC
  • Interests Drama art, comics, music, geography, urban planning, transports, mapping, hiking, jogging, XC skiing.

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  1. The city itself (planners, land development, etc.) has some interest. However, some radio stations are very well aware that 2017 is an electoral year : they put up a large trans-media campaign (most probably backed by their sponsors : car dealers, garages, transportation companies, etc.) to stop the project, and all of a sudden, the politicians lost all interest. Poof. Like magic.
  2. Except for the Hollow Glen service (which was a taxibus prior to the cancellation of "Transcollines" route 960 and re-affectation of the vacated bus), all of the cancelled routes were intra-Les Collines or Les Collines-bound routes. There might have been a lesser-than-expected demand growth for Les Collines-bound commuter transportation, except for Cantley (which, for the moment, keeps the only remnant of the even-numbered scheduled routes). Even Poltimore regular commuter service was quite a surprise at the beginning; Val-des-Monts population is surely on the way up, but Poltimore's population might be a bit too scarce and it might be outlying too much out of the NatCap region to ensure efficient and reasonable transit services ― the ride to Ottawa was somewhere around 1h30-1h45, with 2-3 transfers, hence its low ridership growth over the first year of service. The Gatineau-bound routes seem to be in a great shape. The integration of Pontiac coach route to the system in 2018 shows that the Régie is still on the way up, but its services need adjustments. If you mean to compare viability of a bus service in that area, let's compare apples with apples. Montréal crown CIT's trunk routes (i.e. CITLM routes 19/25, Repentigny route 400, CITVR route 200, Blus routes 300/400, SJR route 96, CITL routes 8/9, etc.) are, for most, former coach routes that operate since the 40's, serving age-old settlements that were included to the metropolitan urban hierarchy since Montréal can be called a metropolis (mid-1800's). The Transcollines service offer more akin to TCJC and PLUMobile boards in Québec region, or, to some extent, TCIL and CRTL boards in the greater Montréal area, rather than CIT's, as it serves former rural/cottage countries that gradually became "pastoral/edgy suburbs" (I have a hard time translating villégiaturbanisation and périurbanisation in English...). The shape, density and demand for transit in these municipalities at the edge of the metropolitan area have no common sense with what used to be the traditional sprawling suburb (~1945-~2000) . In La Jacques-Cartier and Côte-de-Beaupré/Île-d'Orléans, many minor routes or departures were cancelled or their ressources re-affected (I'm thinking about routes to Saint-Gabriel-de-Valcartier, the mid-day Orléans island departures, etc.). Without adequate funding, a somewhat important concentration or polarization of public services or commercial destinations and a comprehensive rotating schedule, a subcontracted intraregional community route hardly viable ― albeit in Les Collines, Lotbinière or Montcalm RCM. In terms of structural geography and morphology analysis, scarce, non-polarized, enclosed-estates-style settlements relying on automobility in Les Collines area makes it strongly dependent of Gatineau/Ottawa employment clusters, public services and commercial destinations, and will continue to do so with its current schemes of development. A community route will be hardly viable in the next decades, but commuter routes will surely be successful. The service wanderings one can observe since 2 years seem normal to me, as there had been only STO routes 14 and 15 operating in the area ― everything else was written on an empty canvas. Wakefield and Cantley services have a good ridership. I strongly doubt they would ever go from scrawny-scheduled STO service to growing-ridership Transcollines service, then reverting to taxibus service the whole system.
  3. They replaced the Poltimore and Hollow Glen scheduled routes by on-demand services that probably require at most a minivan. See the Wiki for a thorough list of the cancelled routes since 2015.
  4. Here are some rail pictures from this area as well. Duisburg Verkehrsgesellschaft Düwag type GT 10 NC-DU low-floor unit 1006, on duty on line 903 at Duisburg Hauptbahnhof station. The inner city tunnel is shared between tram lines 901, 903 (low-floor, street-running) and Düsseldorf Stadtbahn line U79 (high-floor, dedicated corridor). Stations feature a succession of low and high platform to accommodate boarding on both vehicles. A ramp between high and low platform sections at Steinsche Gasse station. CC BY-SA 3.0 ReferenceBK. A SNCB/NMBS/Belgian Rail AM7x DMU unboarding passengers at Aachen Hauptbahnhof. The eccentric Aachen―Spa-Géronstère Omnibus (local) line has this type of vehicle assigned to it, while more central L-routes that serve Bruxelles, Leuven and Antwerpen see more contemporary rolling stock, manufactured either by Siemens or Bombardier. Belgian Rail also operates via Aachen, in partnership with SNCF and DB, the Lille-Dortmund Thalys high-speed line. A Deutsche Bahn Regio NRW Bombardier Dopplestockwaggen, operated on behalf of Verkehrsverbund Rhein-Rurh, waiting for passengers on line RE4 (Wupper-Express), headed for Dortmund. VRR handles a tight mesh of 28 express SPNV-lines (public regional rail transit) throughout NRW, with frequencies around 30-60 minutes. The Duisburg-Nord Landschaftspark is a must-see if you have some interest in post-industrial design/planning stakes, such as urbanism, heritage and landscape architecture. Duisburg in general is traingeek-material, with a minimum of 1 train every few minutes at Hauptbahnhof, even at 4 AM. All pictures by me, CC BY-SA 3.0 except when specified.
  5. Indeed. But, the federal jurisdiction over interprovincial/international transportation applies to every carrier moving people or goods from one province to another, or from one country to another, not specifically the STO and OCTranspo. The fact that STO is constituted under S-30.01 and Transcollines under C-27.1 does not implies that the former is allowed to operate cross-border and not the latter. Note that RÉGÎM (also a régie intermunicipale erected under C-27.1, with a permit in compliance with T-12) also operated on-demand service to Campbellton NB at some point, and that IIRC their permit still allows it. What I am looking for here is a specific federal act that applies to STO and OCTranspo; I do not know one, but my knowledge is limited. Unless the constitutive act and permit (provincial) restrain the agency to a specific province, the Motor Vehicle Transport Act (federal) applies equally to all agencies. I.E. my understanding is that if Transcollines does not go into Ottawa, it is probably because it never asked for it. It is not forbidden per se.
  6. The constitutive act for the STO is the Loi sur les sociétés de transport en commun (RLRQ c S-30.01). It is a provincial act, so are the Code municipal (RLRQ c C-27.1) and Loi sur les transports (RLRQ c T-12) ― Transcollines' constitutive acts. The partnerships between STO and OCTranspo are the agencies' initiative and are not enforced by the federal, to my knowledge. The former TRANS committee was not constituted under a federal act neither. When you say "federally regulated", I am curious as to what you are referring.
  7. Tickets are now 800+$; I'm not able to get the quotation I had this week. Still, they would need to adjust their schedule in order to have their planes arriving earlier in YHU, thus allowing connection. Flights via YBG or YYY (YBC + YZV + YWK) and from YUY via YVO arrive in Saint-Hubert between 20:00 and 21:00, flights through YQB (YGR + YVB) arrive too late for both a morning or an afternoon connection.
  8. Even with the Conseil des services essentiels decision, I remember during the 2004 strike having to hitch-hike many times to cégep because either the sole scheduled bus simply did not stop to pick me up because it was crammed full or it never showed up at all. I used the college plotter to make signs with some of my usual destinations, it worked pretty well. It took a couple of days before the full morning schedule was reintroduced. I remember that at the beginning, most express and PVA lines were cancelled, to the profit of local and metrobus lines. Overall, it did not went as badly as in Montréal in 2003 and 2007.
  9. Other STQ news : New Lévis terminal won architectural prize. Picture : STQ STQ announced fare reductions on many lines : Free ride for electric vehicles ride maintained on all ferries; Québec-Lévis and Sorel―Saint-Ignace-de-Loyola : Free ride for children under 12 during winter; 10-ticket booklet for automobiles and small trucks now 60 $ (-15%); Fare reduction for elderly (-6%), families (-13%), leisure trailers (-50%) and commercial vehicles (-50%) Matane―Baie-Comeau/Godbout Children category now up to 15 years old; Leisure trailers now 80$ (flat rate) instead of linear rate Fare reduction on return trips (-10%), groups (-10% to -15%)
  10. A wave hit M.V. F.-A. Gauthier, severely damaging her (again). Insurance is expected to pay for the repairs (that problem is not covered by the warranty). http://ici.radio-canada.ca/nouvelle/1019799/vague-dommages-traversier-fa-gauthier
  11. Not sure who will fly with Pascan between Billy Bishop and Longueuil. Rumours had been going for quite a while, I thought it was only economic development blah-blah to attract mid-sized corporation headquarters. At 600 bucks a return trip in a tiny cuckoo from a third-class airport terminal hangar, I wonder which businessmen will Pascan attract; a Porter return flight is a mere 250$ with free newspaper, snacks and wifi on ground, and awesome drinks in air aboard comfy and stable Q400. Moreover, a cab ride to YHU is about the same (38$) as to YUL from Place Ville-Marie (flat 40$ rate for downtown). Their former ATR-42s would have been a good opportunity to offer something serious from YHU.
  12. With all the executives taking the bus to work, this tactic will end the conflict ASAP.
  13. It is sometimes hard to draw a line between community transit and coach lines, and the type of vehicle is not a determinant variable IMHO. Anyway, in Québec, here are the two longest daily public transit lines I can think of : CRT Lanaudière 32 (Saint-Michel-des-Saints⇋Joliette) : 96 km. This route was truncated from half its length in the 2000's, when the southern temrinus was moved from Montréal bus depot to Radisson metro station, then Joliette. Honourable mention to 125 (Saint-Donat―Rawdon⇋Terrebonne-Montréal) which used to be a daily run of 140 km, but daily service was truncated to Chertsey in January (93 km). It's operated with a coach, but Keolis also operates coaches for its shorter commuter routes to metro stations. REGÎM (Gaspésie―Îles-de-la-Madeleine) 22 (Cégep-Bus Chandler⇋Gaspé) : 106 km Austria, with its public transit agency territories that fit closely with its Bundesländer boundaries, has large transit areas and many, many lines that span over 100 km. On top of my head : VOR (Wien, Niederösterreich, Burgenland) 7940 Wien Hauptbahnhof - Weppersdorf - Deutschkreutz / Nikitsch (~ 125 km) 1416 Zwettl - Krems an der Donau - Sankt Pölten - Mariazell (~ 160 km) VVT (Tirol) 960x RegioExpress (Lienz - Innsbruck; ~ 180 km), operated with a coach vehicle in a commuter configuration (double-decker with two doors)
  14. According to Marc-André Carignan (Architectural & urban columnist for Radio-Canada, Metro News, Canal Savoir and Kollectif), CDPQ would be setting up an architecture, urban integration and design committee in response to one of the BAPE recommendations. NGOs such as Héritage Montréal, the Québec Association of Architects and Ariane Alliance for a national planning policy also pleaded for such committee. On another note, the MTMDET clearly stated in response to some municipalities (such as Pointe-Claire and Brossard) that it will not fund new roads nor will it build new ramps to provide access to the new stations. Brossard asked for a widening of A-30, while Pointe-Claire had requested that some interchanges be rebuilt to improve security of pedestrians and cyclists. However, MTMDET remains open to the idea of new overpasses for cyclists and pedestrians over A-40 that would be under maintenance of the municipality.
  15. Harsh winter conditions? No problem operating light trains in Edmonton or Moscow, where the average and extreme winter temperatures are well below the ones observed in Montréal. If you are talking about precipitations, it was not a concern when planning a light rail system in Ottawa, where the annual snowfalls are higher than Montréal, nor is it a problem for the exploitation of a street-running tram in Sapporo, that has a climate similar to the one found in Montréal and an average snowfall of 6 meters per year (more than twice the snowfall in Montréal). Also, Montréal has had light rail transit for 98 years, including dedicated-ROW LRT lines pointing towards Lachine, Cartierville, Montréal-Nord, Pointe-aux-Trembles and Granby, as well as street-running tramways. Montréal has improved since then its expertise in snow removal operations on its railways and streets, while it is quite uncommon for a city of such size to receive that much snow (with some exceptions such as Sapporo). One major problem for the eventuality of light rail is freezing rain accumulation on the power source; that element forced La Caisse to prefer catenary alimentation over third rail ― although I don't know if it is problematic for Toronto's subway and LRT lines, where freezing rain episodes occur quite frequently. As for the "exotic" technology, people tend to forget that the very first automated metro with such technology "in the Western hemisphere" was developed in Ontario and showcased at the 1967 World Fair held in... Montréal! Also, automated train does not mean unmanned trains. In its scenarios of exploitation, the CDPQ plans having personnel on board for security and operations, as well as several agents per line for maintenance operations. Vancouver has a similar scenario of exploitation, with automated trains featuring personnel on board ― without much danger nor chaos in case of disruption.