When the time comes to publicly eulogize Richard Bergeron (which I hope is a very long time from now), someone will remark how the Champlain Bridge LRT is his legacy. There may even be a call to have it named after him, or some such thing, as inappropriate and random as the decision to name the dilapidated old gazebo in Fletcher’s Field after Mordecai Richler.
The basic difference is generally assumed to be whether or not the vehicle travels on a separate track or lane (in which case it would be called light rail) whereas a tram shares the road with regular traffic. I’ve always thought of trams as short and light rail as considerably longer too, but there’s a lot of overlap. Mr. Walker proposes considering stop spacing – the distance between regular stops – as a better differentiator.
If an LRT system over the new bridge encourages more Brossardians to use public transit for their commuting purposes, great – this will help the new bridge last a little longer and may further serve, in addition to the ten lanes, to ease congestion and the subsequent concentration of vehicular emissions. But Montreal has its own public transit and pollution issues to deal with, dossiers we’ve neglected for far too long. Projet Montreal even proposed creating a sustainable transit fund, a trust of sorts, partially funded through STM general revenue and a tax on downtown parking (as well as other sources), designed specifically to fund the development and improvement of our public transit system. it astounded me to learn this wasn’t already the case.
In any event, I highly doubt this means the Tories are going to help fund an LRT system, I figure at most they’ll include the cost of integrating an LRT track into the bridge, and leave building the vehicles, stations and the rest of the (presumed) system to the provincial government. And that’ll be Quebec’s contribution I suppose, assuming they go along with it in the end. I can’t imagine an LRT system will be delivered on the Tories’ expedited schedule. We’re treading dangerously close to repeating two fatal errors we’ve done, in separate instances mind you, in the recent past. The province was supposed to contribute an LRT to the Mirabel project so that the airport could be connected to the city. Never happened.
I suppose it’s just another reason we should build a tube-tunnel like the Lafontaine; sinking a tube into the water and atop the toxic sludge is probably the better option in this specific regard, but what do I know? Just another headache for the team that now has three fewer years to get the job done, and potentially one that, like so many others, will be ignored and passed down to future generations.
What a gift!
If this LRT ever does get built, I can imagine it running from somewhere central in Brossard (Dix-30 gets thrown about a lot) to somewhere central in downtown Montreal, perhaps on University as part of a new ‘southern entrance’ to the city that will come the heels of the Bonaventure Expressway’s eventual replacement. But this is all pie in the sky for the moment. All that’s been agreed upon for the moment is that the Fed will design a new Champlain bridge with an LRT incorporated. The rest hasn’t yet been nailed down and I can only imagine the fashion by which the Tories’ have conducted themselves thus far may not make for the most productive of meetings with the province.
There’s no debate whether we can get this done, it’s more a question of politics and political will. The PQ doesn’t like being told what to do or how things are going to roll, and it seems as though the Fed has perhaps even overstepped its bounds by treading rather forthrightly into areas of municipal and provincial jurisdiction.
As it pertains to us, all that matters is whether this is a one-off project or whether this evolves into something that actually supports the transit needs of the citizens of Montreal. This is my chief concern, as it should be your own. If this LRT system is another boondoggle, a white elephant to add to the local herd, we might never get a significant improvement to our public transit system ever again.
With low public morale comes a lack of political will.
Of the various videos I looked at that featured archival footage of the city and the tramway we once had, this one was the least schmaltzy. Enjoy. It appears as though the STM’s choice of narrator certainly has no beef peppering his orations with English loan-words and anglicisms. I wonder if this was done on purpose to attract a wider audience or reflect the French as it is all too often spoken in Montreal.
I didn’t have a chance to get into too much detail on Daybreak, so I figured I’d offer the coles notes version here. Here’s the truncated version of my thoughts on the issue – I’ve expanded below further below.
1. Before we expand our public transit network or implement new systems, let’s ask ourselves whether we can do better with what we have. In sum, let’s prioritize renovation before expansion.
3. Any new tram or LRT system built in the city should use a reserved lane and be given absolute right of way. If trams are getting bogged down in vehicular traffic (as they do in Toronto), they’re not really helping anyone at all.
As to the bridge, despite the obscene price tag and arguably obsolete transit concept (i.e. of an ultra-wide highway bridge without any high-capacity public transit component), it’s a federal project and we have no real say, at least at the moment. If we want our money better spent we should throw our political support behind either of the two local prime-ministerial candidates in 2015 and hope the oilmen who have taken hold of our nation’s government get swept under by their own operational mismanagement and economic incompetence.
Our city may have better luck negotiating with the PQ, as their minority position and ultra low popularity ratings may be enough to convince them to try and work with their enfant terrible, as opposed to telling Montreal what to do, a losing proposition on any subject.
Some commuters living in the Greater Montreal region regularly spend anywhere from two to three hours in traffic, every single day and coming from all directions. This, more than any other factor, is what’s responsible for the degeneration of air quality and the single greatest threat to the long-term viability of sustaining Montreal as a city. As long as we continue to grow, something which I would hope is inevitable, we have to expand public transit service to mitigate the environmental damage caused by so many hundreds of thousands of cars on our roads. Under ideal circumstances, at some point in the future public transit will be the preferred and most convenient method of getting around the metropolitan region. Doing so will not only help us breathe easier and do immeasurable good for the quality of the local environment, but would further serve to allow our roadways longer lifespans and permit vehicle owners to significantly expand the lifespans of their cars. It means savings for the consumer and tax-payer alike over the long-term, something we’d be wise to consider. All the public transit improvement schemes I’ve seen thus far are limited in scope and can only be considered band-aid solutions to far more complex problems.
So where do we go from here?
For one I’d say now is not the time for expansion of the infrastructure of transit, but rather an ideal time to re-imagine, renovate and rehabilitate what we already have.
With regards to our commuter rail network, this too would be better off without any more expansion. The Train de l’Est project has become a bit of an embarrassment for the AMT, as it is now more than double the initial cost of $300 million and two years behind schedule. On top of it all, there’s an on-going dispute between the AMT and CN as to the new dual-power locomotives and double-decker train wagons procured by the AMT, something which may delay the opening of this train line even further.
As to the proposed tramways network, there are a lot of good arguments against spending on this kind of public transit at the moment. I would like to see a tram system one day, and believe that it is an ideal system for the city’s urban core, but nonetheless believe we should prioritize making what we already have much better before embarking on new development. FranÃ§ois Cardinal provides some excellent arguments to that effect in this article.
I’m in favour of expanding public transit access not only throughout the city, but more importantly in the established suburbs and residential development areas within the broader Greater Montreal region, but I think herein lies one of our biggest problems – we tend to look at public transit either as a city or suburb-specific issue, with various levels of government jostling for different regions of voters. A city such as ours requires better access across the board, no exceptions. Urbanites and suburbanites need better door-to-door service.
However, this must go hand-in-hand with legislation and various other political tools designed to get people to use public transit as the primary means for commuting. What’s destroying our local environment inasmuch as our roadways is primarily the hundreds of thousands of passenger vehicles clogging our roads, all too often going nowhere fast while expelling noxious fumes and carbon dioxide. We all know the drill on this issue.
So all that said, I’d prefer we take a step back from discussing expansion and new trams and instead focus on getting the absolute most value out of what currently stands, knocking down inter-organizational conflict and seeking to make public transit as attractive as possible to all citizens. If we can secure higher usage rates across the systems and infrastructure we already have, then and only then can we take a serious look at developing new systems or major expansions to existing networks.
Further west, parts of the remnants of Fort Senneville may date from 1692 when the French Governor rebuilt the original 1671 construction, itself destroyed by fire, but this is difficult to ascertain given how little is actually left. Last I heard there were parts of a stone windmill and parts of the foundation.
Chateau Ramezay, across the street from the Hotel-de-Ville (1878, rebuilt in 1922) dates back to 1705 with certainty, as its regal and political importance kept it very much in use until it was developed into one of the city’s first public heritage and cultural sites. The Chateau competes with the Sulpician Seminary as the oldest continually used, continuously important, building.
We lack buildings from much of the 18th century thanks to a series of fires which destroyed the city several times over the course of that century. By the early 1800s new fire-prevention measures had been implemented, including the use of tin shingles in lieu of cedar (a point honoured in the mural at McGill Station, near the words ‘La Sauvegarde’). The pre-Confederation part of the 19th century witnessed a revival in ‘Habitant’ architecture dating back to the mid-17th century (in design and materials used) among local architects, while American and British firms worked on larger public constructions, such as the Bonsecours Market (1847) and Saint Patrick’s Basilica (1847) and the original Parliament Building (destroyed by a Tory mob in 1849 and today the location of a converted fire hall at Place d’Youville. In 1815 the old fortifications were torn down, allowing the city to begin expanding outward. In this sense, everything you consider to be city outside of Old Montreal has really only been in use for about two-hundred years, though most of the buildings were built in the last half-century.
That said we nonetheless have a few 18th century examples remaining, including the Notre-Dame-de-Bonsecours Chapel (otherwise known as the Sailor’s Cathedral) built in 1771 on the ruins of another church. There also still stands the Papineau House, built in 1785.
Rue de la Frippone owes its name to the Old French government warehouse that once stood on the site, as the government officials would habitually fleece the stocks for their own use. Thus, cheat street.
I can imagine there may be some old treasures lost about Rue Saint-Paul, Rue Saint-Jean-Baptiste, Saint-Gabriel and Saint-Francois-Xavier as well, but the prevalence of ‘heritage design’ in the 19th century makes it a difficult task to ascertain just how old something actually is.
Suffice it to say, what we generally consider to be the ‘architecturally significant’ old part of the city is only about 100-160 years old, not terribly representative of our nearly 400 year local history. In effect, the most tangible reminder of our colonial era is a system of roads laid down by surveyor Dollier de Casson back in the late-17th century.
In this book it discusses what would have been the oldest structures in the city back at the turn of the 20th century, and as you might imagine the aforementioned examples are included. However it also suggests that a building on Rue Saint-Vincent may have once belonged to Monsieur De Catalogne, contractor of the Lachine Canal of 1700. The building here in white may be that house. There’s another on Rue Saint-Louis which also looks quite old, an odd small single-family home on a comparatively large plot near the municipal courthouse.
Well this is good news for public transit enthusiasts in Canada.
Ottawa’s finally getting a light-rail mass-transit system. The Confederation Line is to be completed in 2018, using part of the OC-Transpo transitway, along a 12.5 kilometer stretch linking east and west Ottawa. The thirteen-station system is unique because unlike Toronto’s tram system, Ottawa’s will employ the use of stations, all of which are designed to be safe public spaces integrated into other existing transit systems. Ottawa’s new Confederation Line will be multi-modal in that they’ll provide access to the north-south O-Train, the Ottawa Via Rail station and the existing bus rapid transit and local bus systems. The new system will be designed to optimize the use of bicycles and will be able to transport 10,000 people and hour in both directions. Future developments will permit service at a peak of every two minutes and a maximum of 18,000 passengers per hour. End to end journeys will take twenty-four minutes and I can imagine, if it’s successful new lines may soon be planned.
This may well revolutionize transport in Ottawa, in that it will offer a quick and efficient method to cross the densest part of the city and simultaneously hook up it’s many currently disparate key components along a single East-West axis.
I’m particularly interested by the development of three stations which will be located underground inside a tunnel, which will permit an extension of Ottawa’s limited underground city. From what I understand, this system is going to involve some of the same people who developed Vancouver’s Canada Line – a fully automated elevated and subterranean monorail that connects Vancouver’s downtown with the airport.
What I would propose for our city is a limited LRT development designed to do two things. First, as a method to spearhead new kinds of public transit access between the downtown and surrounding area (through specific transit corridors) and second as a means to replace buses in the city proper, ideally freeing STM buses to re-deploy to the suburbs and off-island municipalities.
Or another example, an LRT as airport-link. It’s another very specific kind of connection we currently lack (the former being the obvious lack of connectivity with the massive South Shore) and that may be best solved using a specific transit mode. The Van Horne Institute put out this report suggesting an elevated light-rail system, comparable to Vancouver’s Canada Line, would be the best method of quickly connecting the airport with the central business district, principally using the Ville-Marie Expressway corridor. Thus, it would another train line in a transit corridor, but would avoid the problem of trying to integrate ADM needs with the strain already placed on the AMT. Further, the Van Horne proposal includes the use of multiple LRT stations, some of which would be inter-modal designs allowing connection to the STM and AMT.
But that might not be the worst thing in the world. An LRT system has the added benefit of being able to operate on existing roadways inasmuch as completely separated railways. Thus, an LRT to and from the airport could theoretically use a reserved lane on the Ville-Marie Expressway inasmuch as a reserved lane on the Champlain Bridge, which would limit new LRT related infrastructure development. Further, if the system is designed to principally operate on existing roadways, we could gradually expand from two very focused LRT lines to a broader, more integrated system allowing another level of access within the urban core.
Imagine an LRT system operating on Cote-des-Neiges, Saint-Antoine, Pie-IX, Parc Avenue, Sherbrooke (incidentally, on that note, I’d like to see an LRT line run the length of Sherbrooke, from Loyola and Montreal-West train station to the Olympic Stadium and Parc Maisonneuve, but I digress). These are traffic-heavy streets that could benefit immensely with a high-capacity LRT system, ideally operating (where possible) on reserved lanes.
In any event, food for thought. One thing’s for sure, car culture as we know it today will soon become a thing of the past. There’s simply not enough cheap oil left and the entire idea is predicated on a notion of abundance that simply no longer exists. Worse still, every year we maintain the status quo, congesting our streets and boulevards with polluting, road-destroying automobiles, we pay more and more for our inefficient lifestyles. Ergo, providing a comprehensive public transit network across multiple modes won’t just ultimately become very convenient, it is an absolute necessity for future city living.
There’s no question in my mind the great cities of the future will be those who adapt early and demonstrate by example.