1.
Montreal
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Montreal, officially Montréal, is the most populous municipality in the Canadian province of Quebec and the 2nd-most populous in Canada as a whole. Originally called Ville-Marie, or City of Mary, it is believed to be named after Mount Royal, the city has a distinct four-season continental climate, with warm-to-hot summers and cold, snowy winters. In 2016, Montreal had a population of 1,704,694, Montreals metropolitan area had a population of 4,098,927 and a population of 1,958,257 in the urban agglomeration, with all of the municipalities on the Island of Montreal included. Legally a French-speaking city,60. 5% of Montrealers speak French at home,21. 2% speak English and 19. 8% speak neither, Montreal is one of the most bilingual cities in Quebec and Canada, with 56% of the population able to speak both official languages. Montreal is the second-largest primarily French-speaking city in the world after Paris, historically the commercial capital of Canada, it was surpassed in population and economic strength by Toronto in the 1970s. It remains an important centre of commerce, aerospace, finance, pharmaceuticals, technology, design, education, culture, tourism, gaming, film, Montreal was also named a UNESCO City of Design. In 2009, Montreal was named North Americas leading host city for international events, according to the 2009 preliminary rankings of the International Congress. According to the 2015 Global Liveability Ranking by the Economist Intelligence Unit, in the 2017 edition of their Best Student Cities ranking, Quacquarelli Symonds ranked Montreal as the worlds best city to study abroad. Also, Montreal has 11 universities with 170,000 students enrolled, the Greater Montréal region has the highest number of university students per capita among all metropolitan areas in North America. It is the only Canadian city to have held the Summer Olympics, currently, the city hosts the Canadian Grand Prix of Formula One, the Montreal International Jazz Festival and the Just for Laughs festival. In 2012, Montreal was ranked as a Beta+ world city, in Kanien’kéha, or Mohawk language, the island is called Tiohtià, ke Tsi or Ka-wé-no-te. In Anishinaabemowin, or Ojibwe language, the land is called Mooniyaang, though the city was first named by French colonizers Ville Marie, or City of Mary, its current name comes from Mount Royal, the triple-peaked hill in the heart of the city. The most popular theory is that the name derives from Mont Réal, Cartiers 1535 diary entry, naming the mountain, according to the Commission de toponymie du Québec and the Geographical Names Board of Canada, Canadian place names have only one official form. Thus, Montreal is officially spelled with an accent over the e in both English and French. In practice, this is limited to governmental uses. English-speaking Montrealers, including English-language media, regularly omit the accent when writing in English, archaeological evidence demonstrates that First Nations native people occupied the island of Montreal as early as 4,000 years ago. By the year AD1000, they had started to cultivate maize, within a few hundred years, they had built fortified villages. Archeologists have found evidence of their habitation there and at locations in the valley since at least the 14th century
2.
Quebec
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Quebec is the second-most populous province of Canada and the only one to have a predominantly French-speaking population, with French as the sole provincial official language. Quebec is Canadas largest province by area and its second-largest administrative division and it also shares maritime borders with Nunavut, Prince Edward Island, and Nova Scotia. Quebec is Canadas second-most populous province, after Ontario, most inhabitants live in urban areas near the Saint Lawrence River between Montreal and Quebec City, the capital. Approximately half of Quebec residents live in the Greater Montreal Area, the Nord-du-Québec region, occupying the northern half of the province, is sparsely populated and inhabited primarily by Aboriginal peoples. Even in central Quebec at comparatively southerly latitudes winters are severe in inland areas, Quebec independence debates have played a large role in the politics of the province. Parti Québécois governments held referendums on sovereignty in 1980 and 1995, in 2006, the House of Commons of Canada passed a symbolic motion recognizing the Québécois as a nation within a united Canada. These many industries have all contributed to helping Quebec become an economically influential province within Canada, early variations in the spelling of the name included Québecq and Kébec. French explorer Samuel de Champlain chose the name Québec in 1608 for the colonial outpost he would use as the seat for the French colony of New France. The province is sometimes referred to as La belle province, the Province of Quebec was founded in the Royal Proclamation of 1763 after the Treaty of Paris formally transferred the French colony of Canada to Britain after the Seven Years War. The proclamation restricted the province to an area along the banks of the Saint Lawrence River, the Treaty of Versailles ceded territories south of the Great Lakes to the United States. After the Constitutional Act of 1791, the territory was divided between Lower Canada and Upper Canada, with each being granted an elected legislative assembly, in 1840, these become Canada East and Canada West after the British Parliament unified Upper and Lower Canada into the Province of Canada. This territory was redivided into the Provinces of Quebec and Ontario at Confederation in 1867, each became one of the first four provinces. In 1898, the Canadian Parliament passed the first Quebec Boundary Extension Act that expanded the provincial boundaries northward to include the lands of the aboriginal peoples. This was followed by the addition of the District of Ungava through the Quebec Boundaries Extension Act of 1912 that added the northernmost lands of the Inuit to create the modern Province of Quebec. In 1927, the border between Quebec and Newfoundland and Labrador was established by the British Judicial Committee of the Privy Council. Located in the part of Canada, and part of Central Canada. Its topography is very different from one region to another due to the composition of the ground, the climate. The Saint Lawrence Lowland and the Canadian Shield are the two main regions, and are radically different
3.
Geographic coordinate system
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A geographic coordinate system is a coordinate system used in geography that enables every location on Earth to be specified by a set of numbers, letters or symbols. The coordinates are chosen such that one of the numbers represents a vertical position. A common choice of coordinates is latitude, longitude and elevation, to specify a location on a two-dimensional map requires a map projection. The invention of a coordinate system is generally credited to Eratosthenes of Cyrene. Ptolemy credited him with the adoption of longitude and latitude. Ptolemys 2nd-century Geography used the prime meridian but measured latitude from the equator instead. Mathematical cartography resumed in Europe following Maximus Planudes recovery of Ptolemys text a little before 1300, in 1884, the United States hosted the International Meridian Conference, attended by representatives from twenty-five nations. Twenty-two of them agreed to adopt the longitude of the Royal Observatory in Greenwich, the Dominican Republic voted against the motion, while France and Brazil abstained. France adopted Greenwich Mean Time in place of local determinations by the Paris Observatory in 1911, the latitude of a point on Earths surface is the angle between the equatorial plane and the straight line that passes through that point and through the center of the Earth. Lines joining points of the same latitude trace circles on the surface of Earth called parallels, as they are parallel to the equator, the north pole is 90° N, the south pole is 90° S. The 0° parallel of latitude is designated the equator, the plane of all geographic coordinate systems. The equator divides the globe into Northern and Southern Hemispheres, the longitude of a point on Earths surface is the angle east or west of a reference meridian to another meridian that passes through that point. All meridians are halves of great ellipses, which converge at the north and south poles, the prime meridian determines the proper Eastern and Western Hemispheres, although maps often divide these hemispheres further west in order to keep the Old World on a single side. The antipodal meridian of Greenwich is both 180°W and 180°E, the combination of these two components specifies the position of any location on the surface of Earth, without consideration of altitude or depth. The grid formed by lines of latitude and longitude is known as a graticule, the origin/zero point of this system is located in the Gulf of Guinea about 625 km south of Tema, Ghana. To completely specify a location of a feature on, in, or above Earth. Earth is not a sphere, but a shape approximating a biaxial ellipsoid. It is nearly spherical, but has an equatorial bulge making the radius at the equator about 0. 3% larger than the radius measured through the poles, the shorter axis approximately coincides with the axis of rotation
4.
25 kV AC railway electrification
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25 kV alternating current electrification is commonly used in railway electrification systems worldwide, especially for high-speed rail. This electrification is ideal for railways that cover long distances or carry heavy traffic, after some experimentation before World War II in Hungary and in the Black Forest in Germany, it came into widespread use in the 1950s. Railways using older, lower-capacity direct current systems have introduced or are introducing 25 kV AC instead of 3 kV DC/1.5 kV DC for their new high-speed lines. The first successful operational and regular use of the 50 Hz system dates back to 1931 and it was developed by Kálmán Kandó in Hungary, who used 16 kV AC at 50 Hz, asynchronous traction, and an adjustable number of poles. The first electrified line for testing was Budapest–Dunakeszi–Alag, the first fully electrified line was Budapest–Győr–Hegyeshalom. Although Kandós solution showed a way for the future, railway operators outside of Hungary showed a lack of interest in the design. The first railway to use system was completed in 1951 by SNCF between Aix-les-Bains and La Roche-sur-Foron in southern France, initially at 20 kV but converted to 25 kV in 1953. The main reason why electrification at this voltage had not been used before was the lack of reliability of mercury-arc-type rectifiers that could fit on the train. This in turn related to the requirement to use DC series motors, until the early 1950s, mercury-arc rectifiers were difficult to operate even in ideal conditions and were therefore unsuitable for use in the railway industry. It was possible to use AC motors, but they did not have a characteristic for traction purposes. This was because control of speed is difficult without varying the frequency and this is why DC series motors were the best choice for traction purposes, as they can be controlled by voltage, and have an almost ideal torque vs speed characteristic. In the 1990s, high-speed trains began to use lighter, lower-maintenance three-phase AC induction motors. The N700 Shinkansen uses a converter to convert 25 kV single-phase AC to 1,520 V AC to 3,000 V DC to a maximum 2,300 V three-phase AC to run the motors. The system works in reverse for regenerative braking, the choice of 25 kV was related to the efficiency of power transmission as a function of voltage and cost, not based on a neat and tidy ratio of the supply voltage. For a given level, a higher voltage allows for a lower current. The Indian Traction Power uses a 25 kV autotransformer system to achieve greater than the 25 kV system. Supply, in terms, the supply for the electric trains run by the Indian Rail uses only two phases of the normal three-phase electric power supply. The usage of the two phases is a one, feeding a single phase transformer with the two phases instead of the conventional feeding of a phase and a neutral
5.
Overhead line
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An overhead line or overhead wire is used to transmit electrical energy to trams, trolleybuses, or trains. Overhead line is designed on the principle of one or more overhead wires situated over rail tracks, the feeder stations are usually fed from a high-voltage electrical grid. Electric trains that collect their current from overhead lines use a device such as a pantograph and it presses against the underside of the lowest overhead wire, the contact wire. Current collectors are electrically conductive and allow current to flow through to the train or tram, non-electric locomotives may pass along these tracks without affecting the overhead line, although there may be difficulties with overhead clearance. Alternative electrical power transmission schemes for trains include third rail, ground-level power supply, batteries and this article does not cover regenerative braking, where the traction motors act as generators to retard movement and return power to the overhead. To achieve good high-speed current collection, it is necessary to keep the wire geometry within defined limits. This is usually achieved by supporting the wire from a second wire known as the messenger wire or catenary. This wire approximates the path of a wire strung between two points, a catenary curve, thus the use of catenary to describe this wire or sometimes the whole system. This wire is attached to the wire at regular intervals by vertical wires known as droppers or drop wires. It is supported regularly at structures, by a pulley, link, the whole system is then subjected to a mechanical tension. As the contact wire makes contact with the pantograph, the insert on top of the pantograph is worn down. The straight wire between supports will cause the wire to cross over the whole surface of the pantograph as the train travels around the curve, causing uniform wear. On straight track, the wire is zigzagged slightly to the left. The movement of the wire across the head of the pantograph is called the sweep. The zigzagging of the line is not required for trolley poles. Depot areas tend to have only a wire and are known as simple equipment or trolley wire. When overhead line systems were first conceived, good current collection was only at low speeds. Compound equipment - uses a second wire, known as the auxiliary
6.
Bois-Franc station
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Bois-Franc is a commuter rail station on the AMT Deux-Montagnes Line in the Greater Montreal, Quebec, Canada area. Bois Franc was also the name of the nearby pioneer airstrip that later was known as Cartierville Airport. The original station was named Lazard, in 1926 the station was renamed Val-Royal. The station is located at 5465 Henri Bourassa Boulevard West, between Marcel-Laurin Boulevard/Boulevard Laurentien and Grenet Street in Saint-Laurent on the border with Cartierville. A single-track electrified branch to Cartierville, a relic of when the line terminated there in Canadian Northern Railway days, in later Canadian National years, only one rush-hour trip in each direction existed. It was abandoned in the early 1980s when STM predecessor STCUM took over operation of the Deux-Montagnes line, the Cartierville station was located at the corner of West Gouin and Laurentian boulevards. The Cartierville Station was to have been the terminus of Line 3 of the Montreal Metro
7.
Deux-Montagnes station
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Deux-Montagnes is a commuter rail station on the AMT Deux-Montagnes Line in the Greater Montreal, Quebec, Canada area. Deux-Montagnes is the terminus of the line. This station, as well as Roxboro-Pierrefonds and Central Station are wheelchair accessible, Deux-Montagnes takes its name from Deux-Montagnes, the municipality where it is located, although this station took the name of the original Gare Deux-Montagnes, now Grand-Moulin station. The building serves as offices, as well as a passenger waiting area for the connecting routes. Outside of the building, is the former CN6710, a GE boxcab electric-powered locomotive that brought trains through the Mount Royal Tunnel until 1995, the station is located at 400, boul. The station is served by pedestrian walkways and bicycle routes in Deux-Montagnes. Official website CIT Laurentides Website Route List Route Maps
8.
Montpellier station (RTM)
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Montpellier is a commuter rail station on the AMT Deux-Montagnes Line in the Greater Montreal, Quebec, Canada area. Prior to the modernization of the Deux-Montagnes Line, between 1993 and 1995, the station was called Vertu because of its location on Côte-Vertu Boulevard, one of the reasons the name was changed to avoid confusion with the Côte-Vertu station which opened in 1986. The current name Montpellier comes from the name of a nearby street, the name of the street probably refers to Montpellier in France. The station was supposed to be renamed to Saint-Laurent but wasnt
9.
Montreal Central Station
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Central Station is the major inter-city rail station and a major commuter rail hub in Montreal, Quebec, Canada. Nearly 11 million rail passengers use the station every year, the main concourse occupies almost the entire block bounded by rue de La Gauchetière, Robert-Bourassa Boulevard, René Lévesque Boulevard and Mansfield Street. Its street address and principal vehicular access are on de La Gauchetière, the station is adorned with art deco bas-relief friezes on its interior and exterior. The station building and associated properties are owned by Cominar REIT as of January 2012, homburg Invest Inc. was the previous owner, since November 30,2007. Prior to that, from the inception in 1943, it had been owned by Canadian National Railway. Inter-city trains at Central Station are operated by Via Rail and Amtrak, the station is also connected to the Montreal Metro subway system. Central Station is the second-busiest Via Rail station in Canada, after Toronto Union Station and its Via station code is MTRL, its Amtrak code is MTR, and its IATA code is YMY. Central Station opened in 1943, after years of construction. It stands on the site occupied by the terminus of the Canadian Northern Railways Tunnel Terminal which had originally opened in 1918. The merger left CNR with a somewhat viable patchwork of different networks, CNR endured a highly uncomfortable position in Montreal due to the scattering of its terminals. At the end of the 1920s, the newly formed Canadian National Railways struggled with disparate Montreal terminals, what made matters worse was that the various stations were only connected to each other via long detours. The solution chosen was to take advantage of the Mount Royal Tunnel to bring trains from the north, trains from the south and west gained access by a new elevated viaduct. Interurban electric trains, however, remained at McGill Street Terminal until the service was abandoned in 1956, the new station plan allowed for the development of air-rights, similar to Grand Central Terminal and Penn Station, both in New York City. The new Central Station would be situated in the bounded by De la Gauchetière Street to the south, Mansfield Street to the west, Cathcart Street to the north. Central Station was designed by John Schofield, architect-in-chief of CNR, construction started in 1926, but was halted in 1930 as a result of the Great Depression. Construction resumed in 1939, the economy having improved, the new station finally opened on July 14,1943, as the first of a series of large-scale urban redevelopment projects undertaken by CNR and the federal government in Downtown Montreal. But the Central Station that came out was a more modest central station with 20 tracks, Central Station was an important passenger station for CN trains from 1943 until the creation of Via Rail in 1978. Following Vias full absorption of CPs passenger trains in 1978, intercity rail traffic from Windsor Station was slowly redirected to Central Station, the final Via trains switched from Windsor Station to Central Station were the Quebec City trains that operated by way of Trois-Rivières
10.
Commuter rail in North America
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It does not include rapid transit or light rail service. Many, but not all, newer commuter railways offer service during peak times only, for example, the West Coast Express commuter rail line runs trains only into Downtown Vancouver during the morning rush hour, and out to the suburbs during the evening rush hour. Other systems avoid the problem entirely by using multiple units. GO Transit in Toronto operates mainly during rush hours on most lines, but offers all-day service seven days a week along its busiest corridor, all of GOs train routes radiate from Toronto Union Station downtown. Future plans for all-day, bidirectional service on all lines are in the works under Metrolinxs The Big Move plan, the Utah Transit Authority operates the FrontRunner, running on thirty-minute headways during weekday rush hours and sixty-minute headways at all other times on weekdays and Saturdays. Service runs until midnight on weeknights, and until just after 2 a. m. on Friday and Saturday nights. The FrontRunner is bidirectional during the entirety of its operating hours, most older, established commuter rail services operate seven days a week, with service from early morning to just after midnight. The Long Island Rail Road is the only 24/7 commuter railroad in North America, the Metro-North Railroad, also serving the New York City Metropolitan Area, runs at all times except the very early morning hours. On these systems, patrons use the trains not just to get to and from work or school, but also for attending sporting events, concerts, theatre, some also provide service to popular weekend getaway spots and recreation areas. Most commuter rail services in North America are operated by government entities or quasi-governmental organizations, almost all share tracks or rights-of-way used by longer-distance passenger services, freight trains, or other commuter services. The 600-mile-long electrified Northeast Corridor in the United States is shared by trains and Amtraks Acela Express, regional. Commuter rail operators often sell reduced-price multiple-trip tickets, charge specific station-to-station fares, Commuter trains typically connect to metro or bus services at their destination and along their route. This is different from the European use of rail, which generally refers to services midway between commuter rail and intercity rail that are not primarily commuter-oriented. The commuter railroads serving the Chicago area are Metra and the South Shore Line, another notable commuter railroad system is Bostons MBTA Commuter Rail, the fifth or sixth busiest in the U. S. with a daily weekday ridership of 130,600 as of Q42011. It serves the Greater Boston metropolitan area, and extends as far south as Wickford, there are only three commuter rail agencies in Canada, GO Transit in Toronto, Agence métropolitaine de transport in Montreal, and West Coast Express in Vancouver. The two busiest rail stations in Canada are Union Station in Toronto and Central Station in Montreal, Commuter rail networks outside of densely populated urban areas like the Washington D. C. New York, Chicago, Philadelphia, Boston, San Francisco, Montreal, since the late 1990s, commuter rail networks have been inaugurated in Dallas, San Diego, Minneapolis, Nashville, Salt Lake City, Orlando, and Albuquerque, among other cities. Several more commuter rail projects have been proposed and are in the planning stages, Commuter trains are either powered by diesel-electric or electric locomotives, or else use self-propelled cars
11.
Montreal, Quebec
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Montreal, officially Montréal, is the most populous municipality in the Canadian province of Quebec and the 2nd-most populous in Canada as a whole. Originally called Ville-Marie, or City of Mary, it is believed to be named after Mount Royal, the city has a distinct four-season continental climate, with warm-to-hot summers and cold, snowy winters. In 2016, Montreal had a population of 1,704,694, Montreals metropolitan area had a population of 4,098,927 and a population of 1,958,257 in the urban agglomeration, with all of the municipalities on the Island of Montreal included. Legally a French-speaking city,60. 5% of Montrealers speak French at home,21. 2% speak English and 19. 8% speak neither, Montreal is one of the most bilingual cities in Quebec and Canada, with 56% of the population able to speak both official languages. Montreal is the second-largest primarily French-speaking city in the world after Paris, historically the commercial capital of Canada, it was surpassed in population and economic strength by Toronto in the 1970s. It remains an important centre of commerce, aerospace, finance, pharmaceuticals, technology, design, education, culture, tourism, gaming, film, Montreal was also named a UNESCO City of Design. In 2009, Montreal was named North Americas leading host city for international events, according to the 2009 preliminary rankings of the International Congress. According to the 2015 Global Liveability Ranking by the Economist Intelligence Unit, in the 2017 edition of their Best Student Cities ranking, Quacquarelli Symonds ranked Montreal as the worlds best city to study abroad. Also, Montreal has 11 universities with 170,000 students enrolled, the Greater Montréal region has the highest number of university students per capita among all metropolitan areas in North America. It is the only Canadian city to have held the Summer Olympics, currently, the city hosts the Canadian Grand Prix of Formula One, the Montreal International Jazz Festival and the Just for Laughs festival. In 2012, Montreal was ranked as a Beta+ world city, in Kanien’kéha, or Mohawk language, the island is called Tiohtià, ke Tsi or Ka-wé-no-te. In Anishinaabemowin, or Ojibwe language, the land is called Mooniyaang, though the city was first named by French colonizers Ville Marie, or City of Mary, its current name comes from Mount Royal, the triple-peaked hill in the heart of the city. The most popular theory is that the name derives from Mont Réal, Cartiers 1535 diary entry, naming the mountain, according to the Commission de toponymie du Québec and the Geographical Names Board of Canada, Canadian place names have only one official form. Thus, Montreal is officially spelled with an accent over the e in both English and French. In practice, this is limited to governmental uses. English-speaking Montrealers, including English-language media, regularly omit the accent when writing in English, archaeological evidence demonstrates that First Nations native people occupied the island of Montreal as early as 4,000 years ago. By the year AD1000, they had started to cultivate maize, within a few hundred years, they had built fortified villages. Archeologists have found evidence of their habitation there and at locations in the valley since at least the 14th century
12.
Deux-Montagnes line
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The Deux-Montagnes line is a commuter railway line in Greater Montreal, Quebec, Canada. It is owned by the Agence métropolitaine de transport, the organization that plans, integrates. The line was created in 1918 as a Canadian Northern Railway service, Canadian National Railway ran the line starting in 1923 following the merger of CNoR into CN. CN transferred the Deux-Montagnes Line to the Société de transport de la communauté urbaine de Montréal on July 1,1982, the line was refurbished from 1992 to 1995. It was transferred to the AMT on January 1,1996, there are 25 inbound and 24 outbound departures each weekday. This line links Central Station in downtown Montreal with Deux-Montagnes to the northwest of the Island of Montreal, the line offers frequent service during rush hours and hourly service outside rush hours on weekdays. There is less frequent service on Saturdays and Sundays, the trains are owned and managed by the Agence métropolitaine de transport and are operated by Canadian Nationals Montrain division. Deux-Montagnes, Roxboro-Pierrefonds, and Central Station are wheelchair-accessible, today, more than 31,000 people ride this train daily, having almost as many passengers as Montreal’s four other commuter railway lines combined. The Deux-Montagnes line was built by the Canadian Northern Railway, in 1910, it was decided that the best way for Canadian Northern to get downtown was to drill their way downtown — through Mont Royal. The construction started at both ends and met half way through with only an inch difference, in 1918 the electrified, double-track 3.2 mi tunnel was dubbed Montreal’s first subway. Because the tunnel is on a grade and inadequately ventilated it was decided from the very beginning that the locomotives would be electric. The ventilation shaft is located SW of the intersection of Édouard-Montpetit Boulevard, the structure gauge of the Mount Royal Tunnel limits the height of bilevel cars to 14 ft 6 in or 4.42 m. In order to finance the project, Canadian Northern built a ‘model city’ north of the tunnel, modeled after Washington, the Town of Mount-Royal has grown to be an upper-income neighborhood today. Construction began in 1912 and finished in 1918, the first train was pulled by electric locomotive #601, which left Tunnel Terminal at 8,30 a. m. on October 21,1918. The Canadian Northern Railway went bankrupt and was absorbed into what is now Canadian National, Tunnel Terminal was replaced by Central Station in 1943. CN added electric multiple units from Canadian Car and Foundry in 1952, in the 1960s, the first plans were announced to renovate the line, whose equipment was 40 years old at the time. First, it was to become metro line 3, but plans were shelved because of the importance to build line 4 for service to Expo 67. With the equipment ageing, and ridership declining, CN wanted to close the line in the 1970s, the Quebec Ministry of Transport considered using the line for a high-speed connection to Mirabel Airport or as the first line of a BART-style regional metro system
13.
Level crossing
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A level crossing, or grade crossing, is an intersection where a railway line crosses a road or path at the same level, as opposed to the railway line crossing over or under using a bridge or tunnel. The term also applies when a rail line with separate right-of-way or reserved track crosses a road in the same fashion. Other names include railway crossing, road through railroad, railroad crossing, early level crossings had a flagman in a nearby booth who would, on the approach of a train, wave a red flag or lantern to stop all traffic and clear the tracks. Manual or electrical closable gates that barricaded the roadway were later introduced, intended to be a barrier against intrusion of any road traffic onto the railway. In the early days of the railways much road traffic was horsedrawn or included livestock, when opened to allow road users to cross the tracks, the gates were swung across the width of the railway, preventing any pedestrians or animals getting onto the tracks. The first US patent for such crossing gates was awarded on 27 August 1867, to J. Nason and J. F. Wilson, later, as motor vehicles appeared, this type of barrier became less effective, while the need for a barrier to livestock diminished dramatically. Many countries therefore replaced the fully gated crossings with weaker but more-visible barriers, Railroad trains have a much larger mass relative to their braking capability, and thus a far longer braking distance than road vehicles. In general, trains do not stop at level crossings but rely on vehicles, Level crossings constitute a significant safety concern internationally. On average, each year 400 people are killed in the European Union, collisions can occur with vehicles as well as pedestrians, pedestrian collisions are more likely to result in a fatality. Among pedestrians, young people, older people and males are considered to be high risk users, fewer collisions take place at level crossings with active warning systems. Modern radar sensor systems can detect if level crossings are free of obstructions as trains approach and these improve safety by not lowering crossing barriers that may trap vehicles or pedestrians on the tracks, while signalling trains to brake until the obstruction clears. At railway stations, a level crossing is sometimes provided to allow passengers to reach other platforms in the absence of an underpass or bridge. Level crossings in Thailand, and Malaysia are largely manually operated, a significant number of crossings are without barriers. But there are some that are used on the line between Port Klang - Westport. However, it seems like only the crossing near Port Klang Komuter Station has the barrier. Speed up campaigns have largely eliminated many crossings on heavily used main lines though some still do exist. Most at-grade crossings in China are for smaller industrial spur and access lines which may or may not have crossing gates, chinas level crossing barriers are the fastest in the world. Most of Hong Kongs railway network is either underground or on elevated viaducts, however, level crossings continue to exist on the MTR Light Rail network, and one such level crossing was the site of a level crossing accident in 1994
14.
Orange Line (Montreal Metro)
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The Orange Line, is the longest and first-planned of the four lines of the Montreal Metro in Montreal, Quebec, Canada. It formed part of the network, and was extended from 1980 to 1986. On April 28,2007, three new stations in Laval opened making it the line to leave Montreal Island. The Orange Line measures 30 kilometres in length and counts 31 stations and it is the longest subway line in Montreal and the second-longest in Canada after the Line 1 Yonge–University of the Toronto subway. Like the rest of the Metro network, it is entirely underground, the line runs in a U-shape from Côte-Vertu in northwestern Montreal to Montmorency in Laval, northeast of Montreal. The line was planned to run between Crémazie and Place-dArmes, work on the Orange Line began on May 23,1962 on Berri Street just south of Jarry Street. In November 1962, the city of Montreal learned that it had awarded the 1967 International and Universal Exposition. On October 14,1966, the section between Henri-Bourassa and Place-dArmes opened, forming part of the original Metro network, completion of smaller sections were delayed by several months. On February 6,1967, the segment from Place-dArmes to Square-Victoria-OACI opened, followed on February 13,1967, prior to the inauguration of the initial network, extensions were proposed in all directions, including the West Island. In its 1967 Urban Plan, entitled Horizon 2000, the city of Montreal planned to build a network of almost 100 miles by the end of the twentieth century. On February 12,1971, the council of the Montreal Urban Community authorized the borrowing of C$430 million to extend the Metro and this amount increased to C$665 million in 1973, and to C$1.6 billion in 1975. This expansion plan included the costs of extending the Orange Line westward, the terminus station, Salaberry, would have been an intermodal station with Bois-Franc commuter rail station. To cut costs, three planned stations and a workshop at the end of the track were eliminated. In 1979, the Minister of Transport, Denis de Belleval, proposed to complete the extension to Du Collège. This transportation plan was rejected by the mayors of the Montreal Urban Community, the moratorium was lifted in February 1981, with a new agreement that approved the construction of one additional station, Côte-Vertu. Du Collège was considered inappropriate to play the role of a terminus, the western segment was constructed in the 1980s and was opened in several stages. On April 28,1980, it was extended from Bonaventure to Place-Saint-Henri, after a break of more than two decades of expansion, the eastern segment was extended from Henri-Bourassa by three stations into the city of Laval. This 5.2 kilometres long section required digging a tunnel underneath the Rivière des Prairies, the three stations were, in order, Cartier, De la Concorde and Montmorency
15.
Montreal Metro
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The Montreal Metro is a rubber-tired, underground rapid transit system and the main form of public transport in the city of Montreal, Quebec, Canada. The Metro, operated by the Montreal Transit Corporation, was inaugurated on October 14,1966, in 2013,356.1 million trips on the Metro were completed. According to the STM, the Metro system had transported over 7 billion passengers as of 2010, with the Metro, Montreal has built one of North Americas largest urban rapid transit schemes, attracting the second-highest ridership per capita behind New York City. The Montreal Metro was inspired by the Paris Métro, which is seen in the Metros station design. Urban transit began in Montreal in 1861 when a line of cars started to operate on Craig. Eventually, as the then Canadian metropolis grew, a network of streetcar lines provided service almost everywhere. But urban congestion started to take its toll on streetcar punctuality, in 1902, as European and American cities were inaugurating their first subway systems, the federal government created the Montreal Subway Company to promote the idea in Canada. Starting in 1910, many proposals were tabled but the Montreal Metro would prove to be an elusive goal, first, the Montreal Street Railway Company, the Montreal Central Terminal Company and the Montreal Underground and Elevated Railway Company undertook fruitless negotiations with the city. The Montreal Tramways Company was the first to receive the approval of the government in 1913. The reluctance of elected city officials to advance funds foiled this first attempt, the issue of a subway remained present in the newspapers but World War I and the following recession hitting Montreal prevented any execution. The gradual return of the financial health during the 1920s brought the MTC project back, World War II and the war effort in Montreal resurrected trams crowding. In 1944, the MTC proposed a network, one line running underneath Saint Catherine Street. By this point, construction was well underway on Canadas first subway line in Toronto under Yonge Street. Still, Montreal councillors remained cautious and no work was initiated, for some of them, including Jean Drapeau during its first municipal term, public transit was a thing of the past. In 1959, a company, the Société dexpansion métropolitaine, offered to build a rubber-tired metro but the Transportation Commission wanted its own network. This was the last missed opportunity, for the re-election of Jean Drapeau as mayor, in the early 1960s, the western world experienced an economic boom and Quebec underwent its Quiet Revolution. The 1961 plan reused several previous studies and planned three lines carved into the rock under the city centre to the most populated areas of the city. The main line, or number 1 was to pass between the two most important arteries, Sainte-Catherine and Sherbrooke streets, more or less under the De Maisonneuve Boulevard and it would extend between the English-speaking west at Atwater station and French-speaking east at Frontenac
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Henri Bourassa Boulevard
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Henri Bourassa Boulevard is a major east–west street located in Montreal, Quebec, Canada. Located in the north of the island of Montreal, it parallel to Gouin Boulevard. Spanning 29 kilometres in length, it links the borough of Rivière-des-Prairies–Pointe-aux-Trembles in the east to Autoroute 13 in the West Island and it was enlarged in steps beginning in 1954, following expropriations, but also has a new segment. The street is renamed after Henri Bourassa, a Quebec nationalist politician, part of what became the boulevard — two segments between Meilleur Street and Lajeunesse — was originally named Kelly Street by the Irish farmers who lived alongside it. Further west, the boulevard was built from Bois Franc Road, henri-Bourassa metro station is located on Henri Bourassa Boulevard
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Quebec Autoroute 15
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Autoroute 15 is a highway in western Quebec, Canada. It was, until the extension of Autoroute 25 was opened in 2011, A-15 begins at the end of Interstate 87 at the United States border at Saint-Bernard-de-Lacolle to Sainte-Agathe-des-Monts with an eventual continuation beyond Mont-Tremblant. The total length of A-15 is currently 164 km, including a concurrency with Autoroute 40 that connects the two main sections. This is one of the few autoroutes in Quebec that does not have any spinoff highways and this was the former Route 9, and connected with US9 on the western shore of Lake Champlain. In Brossard, it joins up with A-10 and A-20 across the Champlain Bridge into Montreal and it will also give a quicker access from there to areas west of Montreal and also Ottawa and Gatineau. It was built on an expanse of vacant land, donated to the City by the Décarie estate on the condition that only a streetcar line be established. The decommissioning of the system in 1959 left the right-of-way as an obvious choice for a highway. South of Queen Mary Road, however, were a significant number of houses that were demolished, after its concurrency with A-40, the northern section of A-15 is the main freeway route to the Laurentians until it downgrades to Route 117. It also links up to the suburbs of Montreal, as well as provides a connection to the A-440, A-640. The first section from A-40 to Saint-Jérôme was opened in 1958 as a toll road and this section was also the first to be designed as an autoroute in the province. It was named Autoroute Montréal-Laurentides during the 1960s and this section is numbered separately from the southern section as if it were a different route. The northern route is part of the Trans-Canada Highway. Exit numbering resets at the two interchanges with Autoroute 40 in Montréal, sixteen beams weighing about 70 tons each fell. The contractor was faulted for shoddy work, the expressway has also seen flooding. On July 14,1987, a torrential downpour caused by an HP supercell thunderstorm dumped over 100 millimetres of rain in just over one hour across the city. The Décarie Expressway, which is below-grade, was heavily flooded, at some locations, the water reached a maximum of 3.6 metres in depth on the roadway. Over 300 vehicles were abandoned when they were submerged, two people were killed by the storm. One 80-year-old man on the Expressway drowned and another one was killed by electrical wires, on July 5,2005, another torrential downpour flooded portions of the Expressway after several manhole covers blew open from the storm sewers below them being overloaded
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