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webfil

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  1. Orléans is adding two new afternoon departures to their Ottawa service, one in each direction.
  2. The Van Hools are working. I see them day, night and weekends. I took them a couple of times on routes 1 and/or 18 and/or 19 (can't remember precisely, though it was in lower town). Except for the seat config that makes it look like an empty box on wheel, the UX is similar to a Nova for the common user (I'm not into engine sounds and transmission types and the usual geeky stuff).
  3. Is it me or 35 minutes from Vendôme to Côte-Vertu is far off?
  4. Keolis Orléans Express is contemplating the idea of taking over the Ottawa Montréal route, and is currently sending surveys to its customership.
  5. I'd say locals first, maybe with added tourist influx during peak periods (July-August). To the contrary of the Canadian, the fares and the schedule made the train competitive with the buses on medium- and long-distance, but with added comfort and amenities : Montréal to Gaspé by train, 2011 : ≥125 $ by bus, 2021 : 135 $ Montréal to Rimouski by train, 2019 : ≥75 $ by bus, 2021 : 95 $ As for the schedule, the train would depart Gaspé in the afternoon and arrive in Montréal mid-morning the next day, while three bus would depart Gaspé per day, with one overnight run with departure from Gaspé around 9 PM and arrival in Montréal early in the morning the next day. The bus is thus quicker, but only for the portion east of Mont-Joli.
  6. Permis 2594-A was awarded to Metropolitain Sud, located at 118 boulevard Industriel (now 205 Rue du Parc-Industriel). Location is now ironically occupied by car dealers. The last remnants were demolished between 2009 and 2011.
  7. GASH was completed in 1975; GALO in 1989. I don't know where was Métropolitain Sud garage.
  8. To the contrary of Red Deer sub and SVI, Chemin de fer de la Gaspésie (property of the government, operated by the regional municipalities) is undergoing a overhaul of critical infrastructures : 250 M$ were allocated to fully reopen the railroad from Matapédia to Gaspé : over 135 M$ were invested to refurbish the rail up to Port-Daniel―Gascons (2017-2022, with totally new bridges in Caplan and on the Port-Daniel sand bar to be erected this year). The rest is budgeted for Chandler subdivision (2021-2025). The Amiral tourist train is expected to return to Gaspé in 2024 and freight in 2025. Aside from the work on the closed portion (Caplan-Gaspé), Cascapedia sub (Matapédia-Caplan) has seen major work since 2018 to enhance safety and higher operating speeds : Railwork 70,000 new ties and many more anchors and spikes replaced; Installation of 5 km of continuous welded rail; New ballast; New signal lights; Bridges 130'-long bridge replaced over Kempt river in Restigouche-Partie-Sud-Est township; 2 completely new bridges (415' and 580') in Cascapédia―Saint-Jules, paralleling the century-old ones (expected to open in 2021) The main issue is on VIA side, as whether rolling stock and personnel will be available to provide for the Chaleur reinstatement upon completion of work. Apart from having no VIA train right now, I don't think the situation in the Gaspé is close to being comparable to Edmonton-Calgary or Vancouver Island services.
  9. The bird has left the nest https://www.instagram.com/p/CKmnXVkn8Me/?igshid=6ftnx4mklsla
  10. Orléans Express is suspending all its departures except for 3 return trips between Québec and Montréal, and 1 between Québec and Rimouski. https://www.lapresse.ca/actualites/regional/2021-01-27/trajets-d-orleans-express-suspendus/nos-regions-sont-encore-prises-en-otages.php
  11. WHY IS MY SCREEN SHOUTING?
  12. Leaked info : North and eastward extension (gare Centrale―Marie-Victorin and Gare Centrale―Pointe-aux-Trembles) to be announced tomorrow. 2 new routes : Gare Centrale to Montréal-Nord via René-Lévesque (aerial), Notre-Dame, Dickson, hôpital Maisonneuve-Rosemont (underground), Lacordaire Gare Centrale to Pointe-aux-Termbles via René-Lévesque, Notre-Dame, Dickson, then Sherbrooke (unclear if former Longue-Pointe subdivision/exo ROW is part of the project). Stay tuned.
  13. I don't think you have the right topic, pal. There has been no railroad in Newfoundland for quite a long time before the pandemic.
  14. Found them! Here are the preliminary scenarios, presented to the BAPE : https://archives.bape.gouv.qc.ca/sections/mandats/Reseau_electrique_métropolitain/documents/DA91.pdf There is no coupling at Bois-Francs as I thought I remembered, but peak line capacity scenario has provision for 1m 30s frequency on system core, with short runs at Roxboro and Centrale. Why? What is the difference? Azur cars have full boa conception because of capacity and venting issues with previous models. REM cars will be equipped with A/C, and trains will have 55-70% of an Azur's capacity (depending on method of calculation), whereas the expected global network demand is 15% of the metro (I do not have the data to spatialise this demand). Nevertheless, the peak line capacity on South Shore antenna (24kpax/hour/direction) will be comparable to Orange line's (22kpax/hour/direction) I do no think the passenger gains anything from running empty trains all day, except from enjoyment of higher ride subsidy caused by higher costs of operation and maintenance. All stations, fully accessible, will be equipped with PSDs that will have visual and aural signalling. Length between doors is continuous, coupler or not, so the train should be able to stop mid-station. This is pretty much intuitive.
  15. Platforms will be the length of 4 cars. The original scenario had provisions for running 2-car trains north of Centrale between 9 AM and 3 PM, as well as some (un)coupling at Bois-Francs, hence the short trains. It might still be the case, though I can't find any document to corroborate that. Note that the capacity of a REM car (150-200 pax) is significantly superior to an Azur car (122 pax).
  16. Looking closely, I don't see overhead power in the garage neither. No worries : they must have tractors for hauling trains around.
  17. Transit returning to Le Haut-Saint-Laurent in 2021 : new routes will serve Godmanchester, Howick, Huntingdon, Ormstown, Sainte-Barbe, Très-Saint-Sacrement, Saint-Louis-de-Gonzague, Saint-Stanislas-de-Kostka and Sainte-Martine, with service to Mercier (potential exo connection) and Salaberry-de-Valleyfield (potential Société de transport de Salaberry-de-Valleyfield connection and cégep service). Areas unserved by the new routes will have dial-up services to connect with fixed route. https://www.journalsaint-francois.ca/un-nouveau-service-de-transport-verra-le-jour-dans-le-haut-saint-laurent/
  18. 4 Alstom Metropolis cars were delivered to Brossard Maintenance Centre in the last few days. After inspection and coupling tests, they should hit the tracks. More info : https://rem.info/fr/actualites/arrivee-premieres-voitures
  19. In the beginning of the 20th century, most railways would converge onto what is now the old port, with various trackage rights : Intercolonial, Grand Trunk, Québec Central, Canadian Northern, Québec & Lake Saint John, Québec, Montomrency & Charlevoix, National Transcontinental (see map). Before the Québec Bridge would be built and most passenger activities moved to the new Union (actual Palais) and Lévis stations, National Transcontinental would have its terminal passenger station right on the docks. The building still exists, and now serves as Desgagnés Headquarters, right off the Lévis ferry. I remember it having the CN logo on it, so I assume it remained property of the railway for some time until maybe the late 90's. Canadian Pacific along with Québec and Lake St. John would have their terminal on the actual Palais station site. QMCR steam line would share a terminal (and some tracks) with suburban tramway QRL&P, right across the street from the CP station. It did not join Union station. The mall was a desperate effort to counter the decay of the neighbourhood in 1974 ― without much success. It was removed in the early 2000's, happily for some, sadly for others. As it was a public space (not a private shopping mall), it used to be a shelter for less fortunate people ― not necessarily homeless, but people that would not afford to hang out in a coffee shop, for example. From what I can remember, most shops were empty anyways. The street is not utterly thriving nowadays, but has some hip to it.
  20. We're not so far. Jacques Gréber produced a modernist master plan for Ottawa, advising to move the station out of downtown. He proposed the same for Québec City, which never occured. Below is the 1954 Gréber Master plan, with proposed routings for new roads and rail. Note the location for the new station : corner of present-day Hamel (R-138) and Laurentienne (A-973), where sits today your typical post-WWII outdated shopping centre, Place Fleur-de-Lys ― surpassed by edge cities and power centres. Have we really "moved away from that" ? I wouldn't say that. Yes, the election of Jean-Paul L'Allier catalysed lower town revival, and the emergence of Via Rail eased the planification for a Palais station reopening; Québec city is pretty much a closed case ― or is it? Train de Charlevoix terminus is at Montmorency Falls, waaay outside downtown, with lots of parking available. However, in the light of some recent Via Rail survey about the HFR scenarios, most of which implying some sort of shuttling from downtown locations to stations along the line (no specific city mentionned), I would not assert with certainty that "we've moved away from that". Add to the mix a pandemics that introduced generalized telecommuting, desire for access to a certain conception of nature and space, ubiquitous automovity eased by public- or individually-funded parameters (roads, parking, low interest rates, tax incentives for luxury automobiles, negative-equity loans, etc.) and you may come to the conclusion that we are not living post-modernism, rather hyper-modernism, with exacerbated tendencies observed in the Gréber Era. Try a search with your favorite engine, with keywords "Basse-Ville", "Québec" and some decade, say "1970". Here's the evolution of the block that now sees L'Allier gardens. Here is Saint-Joseph Street in the 70's. (Réjean Lemoyne) The old port was not the nice place with squares and fountains and boarwalks and tourist-y shops it is today. Observe the housing through industries and wharehouses. (BAnQ via Québec Urbain) Arago Street in 1967. (BAnQ via Québec Urbain) If you can read French, a friend of mine wrote a thesis about how Gréber's technoscientific approach shaped the future of Québec city, especially regarding the slum problems in lower town
  21. No building. Stations with services were moved West as Gary said. Québec Lower Town (or Plywood City, colloquially named after its ubiquitous abandoned buildings) was derelict, you wouldn't want to hang around the Palais station nor Limoilou yards just across the river. Pretty much everybody was happy about the trains leaving, as they used to go through dense, poor areas (almost literally through houses). Slow-running convoys would cause frustration and delays for automobiles, yes, but also for most local and suburban transit buses (Dorchester street was and is still the main artery for bus lines pointing north and east), and pedestrians whose neighbourhoods would be split in two by passing trains. The future was in the suburbs, and both CP and CN tried to catch up with that. Really what "replaced" the then-dilapidated Palais station was certainly not a trackside stop in a yard in Limoilou, rather one modern and one not-so-modern station way out of downtown. The Saint-Sacrement station was deemed to be temporary upon its opening, with the promise of an eventual high speed, high frequency rail line that would justify a new, permanent terminal — downtown or elsewhere. Picture is from Roland Marcoux in Le Soleil, August 12th 1976.
  22. CDPQ-Infra is expecting an Alstom delivery, and will begin testing 2 REM trains « in the next few weeks » on south shore antenna, according to Robert Nadeau, REM deputy general manager. Get your lenses ready.
  23. 79 has peak service to ULaval and beyond, with terminus at Chemin Sainte-Foy/Avenue Belvédère.
  24. Treq, a cooperative, is trying to fill in for the Air Canada cancelled regional lines in Québec. In english : https://montreal.ctvnews.ca/a-cooperative-wants-to-take-over-regional-air-transportation-in-quebec-1.5022885 As well as in french : https://ici.radio-canada.ca/nouvelle/1719387/treq-transport-aerien-avion-region-quebec-cooperative-air-canada, https://www.lequotidien.com/affaires/treq-la-nouvelle-offre-aerienne-au-quebec-de9d13b1d63ea9e53037be654fddef39, https://www.lapresse.ca/affaires/2020-07-13/une-coop-veut-offrir-des-vols-regionaux-au-quebec.php, PAX has the lauching prices, which are more than appealing : https://nouvelles.paxeditions.com/fr/nouvelles/aviation/treq-un-nouveau-transporteur-aerien-regional-pour-desservir-le-quebec Q300 and Q400-78 are in for a more serious marketing than Pascan's cuckoos. Air Creebec is also on the starting line : https://montreal.ctvnews.ca/air-creebec-hopes-to-fill-the-gap-in-regional-routes-left-by-air-canada-1.5009769
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