De La Concorde station
De la Concorde station is an intermodal transit station in Laval, Canada. It serves the Montreal Metro's Orange Line and connects to the Réseau de transport métropolitain's Saint-Jérôme commuter rail line, it is located in the Laval-des-Rapides district and opened April 28, 2007, as part of Montreal Metro's extension into Laval. The station is named after boulevard de la Concorde, which in turn is named for the Place de la Concorde in Paris; the entrance building is split-level, the lower providing access to the Metro station and the upper level to the train station, with the platforms continuing towards the walkway that goes under the rail bridge that crosses Boul. de la Concorde. This walkway is higher than the sidewalk. On the west side of the station, opposite the Metro station, stairs connect the sidewalk with the walkway; the station is a side platform station, built in tunnel with an open-pit central section in the shape of a cube. The upper surface of the cube protrudes out of the earth and is rimmed with skylights, producing a sundial-like effect as the progress of the sun changes the light within the cube.
The station's decor is bare concrete and steel, with the platform's ultramarine tiles and enlarged photographs of grass providing colour. The escalator shaft from the entrance building to the ticket hall protrudes out of the earth as a glazed cylinder reminiscent of Norman Foster's "fosterito" metro entrances in the Bilbao Metro; the entrance building is split-level, one level providing access to the station and the other to the train station. The train station is located at an upper level and the platforms continue onto a viaduct over Boul. de la Concorde. At this level is a park and ride loop and bicycle trail access; the area to the east of the station entrance is landscaped, with benches and a terrace provided on top of the station cube. The footpath leading to the station is the site of the station's artwork, Nos allers-retours by Yves Gendreau; the sculpture is a series of tangled metal tubes, in the colours of the Metro lines plus purple for the commuter trains, atop a series of poles, representing the paths taken by the users of public transit.
De La Concorde station is a commuter rail station operated by the Réseau de transport métropolitain in Laval, Canada. It is served by the Saint-Jérôme line; the station replaced Saint-Martin station, a commuter rail station, 1.65 km to the north, in order to be intermodal with the new Montreal Metro station, operated by the Société de transport de Montréal. Although the station is intermodal with the Orange Line of the Montreal Metro, local bus services do not enter the station; the Société de transport de Laval bus routes 2, 33, 37 and 42 operate along the adjoining main thoroughfares of de la Concorde Boulevard West and Ampere Avenue
Exo (public transit)
Exo known as Réseau de transport métropolitain, is a public transit system in the Greater Montreal Region, including the Island of Montreal and communities along both the North Shore of the Mille Îles River and the South Shore of the St. Lawrence River, it was created on June 2017, taking over from the Agence métropolitaine de transport. The RTM operates Montreal's commuter rail and metropolitan bus services, is the second busiest such system in Canada after Toronto's GO Transit. In May 2018, the erstwhile Réseau de transport métropolitain rechristened itself as Exo. Exo's territory is concurrent with Montreal Metropolitan Community limits, with the addition of the Kahnawake First Nations reserve and the city of Saint-Jérôme, it serves a population of 4.1 million people who make more than 750,000 trips daily in the 4,258.97 km2 area radiating from Montreal. Exo's mandate includes the operation of Montreal's commuter rail service, which links the downtown core with communities as far west as Hudson, as far east as Mont-Saint-Hilaire, as far north as Saint-Jérôme and commuter buses operated by local operators.
Exo's parent agency, the Autorité régionale de transport métropolitain, is charged with transportation planning for the Greater Montreal area. Exo operates commuter train service as well as the bus service outside of the three main population centres of Greater Montreal. In these areas service is provided by the Société de Transport de Montréal on the Island of Montreal, the Société de Transport de Laval in Laval, the Réseau de transport de Longueuil for the urban agglomeration of Longueuil. Exo's commuter trains are its highest-profile division, it has two types of trains: electric multiple unit trains, used on the Deux-Montagnes line, diesel-electric push-pull trains, used on all the others. The Deux-Montagnes line was electrified because of the 4.8 km long poorly ventilated tunnel under Mount Royal to Central Station. Diesel trains through the tunnel are now prohibited; the Exo commuter trains operate on tracks owned by Canadian Pacific. The Mont-Saint-Hilaire line run on CN trackage and operate out of Central Station, while the Vaudreuil-Hudson, Saint-Jérôme, Candiac lines run on CP trackage and operate out of Lucien L'Allier terminus, beside the historic Windsor Station.
The Saint-Jérôme line runs on Canadian Pacific trackage and on the RTM's own trackage between Sainte-Thérèse and Saint-Jérôme. The Deux-Montagnes line, including trackage and all infrastructure, as well as the Mount Royal tunnel, is fully owned by the RTM. Operation of all commuter rail was provided by contract to CN and CP until June 30, 2017. Operations were taken over by Bombardier Transportation beginning July 1, 2017, on an 8-year contract; the train lines are integrated with the bus and Metro network maintained by the Société de transport de Montréal. The greater Montreal area is divided into 8 fare zones. Starting from downtown Montreal, they stretch outwards in all directions; the first three zones are within the cities of Montreal and Longueuil only. The commuter train fare system is based on the assumption that the user is travelling to or from downtown, it is the same price, for example, to travel within zone 3 or from zone 3 to zone 2 as opposed to travel from zone 3 to zone 1. To use the train, passengers must have a validated TRAM or TRAIN fare that covers the furthest zone travelled.
TRAM fares provide access to the Montreal Metro and buses within the fare zone without any additional payment while the TRAIN fares are only valid on commuter trains. Tickets can be purchased individually or in a six-trip card Single and 6-trip TRAM fares are available for zones 1, 2, 3 only, are valid only on STM buses. Regular users can get a monthly pass. Tickets and passes for commuter trains are valid for any line, as long as the ticket is used within 120 minutes from the time of purchase or validation. Travel is limited to the zone for which the ticket is purchased, or any lower-numbered zone, but not a higher-numbered one. For example, a zone 5 ticket is valid for zones 1, 2, 3, 4, 5, but not zones 6, 7, 8. Local bus tickets and passes are not valid on commuter trains. There are no faregates. All fares are available in a cheaper "reduced" category for children 6 to 15 years old, students 16 and 17 years old, seniors that are 65 or older. Additionally, monthly passes are available in a "student" category for students 18 to 25 years old.
To benefit from the reduced or student fares, the passenger must have a reduced-fare OPUS card with their name and photo on it. Travel on the commuter trains is free for anyone 5 and under as well as children 6 to 11 years old travelling with an adult. Following the introduction of the OPUS, smart card system tickets and passes are now sold by automated vending machines at each station; the machines accept cash and debit cards. Purchases of more than $80 must be paid by cards. Tickets and passes are sold at a few stores near the suburban stations. Consult the full list on the RTM's website. Passes are valid for a calendar month, are on sale from the 20th of the previous month to the 5th of their month of validity. Passengers can subscribe to OPUS+ which automatically debits the passenger's bank account or credit card
Terminus Henri-Bourassa Nord known as Terminus Laval and Terminus Henri-Bourassa Sud are a twin RTM bus terminus connected to one another by a tunnel under Henri Bourassa Boulevard. Terminus Henri-Bourassa Nord is located at 10765, rue Lajeunesse north of Henri Bourassa Blvd in Montreal just south of the Viau bridge. Terminus Henri-Bourassa Sud is located at 590 Henri Bourassa Boulevard East next to the Henri-Bourassa Metro station. Before the Orange Line of the Montreal Metro was extended into Laval, 28 of the 34 Société de transport de Laval bus routes ended here, at the north terminal. Most of those routes were modified to terminate at either Cartier stations; some inter municipal bus routes were modified to take advantage of the closer stations. This leaves the old large north facility underutilised, the waiting room was closed as of Monday January 21, 2008, with the rest of the terminus closed in late 2015. All platforms at the rebuilt south annex are used by all buses
Orange Line (Montreal Metro)
The Orange Line is the longest and first-planned of the four subway lines of the Montreal Metro in Montreal, Canada. It formed part of the initial network, was extended from 1980 to 1986. On April 28, 2007, three new stations in Laval opened making it the second line to leave Montreal Island; the Orange Line counts 31 stations. 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 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 Place-d'Armes. Work on the Orange Line began on May 1962 on Berri Street just south of Jarry Street. In November 1962, the city of Montreal learned that it had been awarded the 1967 International and Universal Exposition. To better meet the anticipated demand for transit during Expo 67, it was decided on August 6, 1963 to add the Sauvé and Henri-Bourassa stations in the north, the Square-Victoria-OACI and Bonaventure stations in the south.
On October 14, 1966, the section between Henri-Bourassa and Place-d'Armes 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-d'Armes to Square-Victoria-OACI opened, followed on February 13, 1967, by Bonaventure. 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 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; this amount increased to C$665 million in 1973, to C$1.6 billion in 1975. This expansion plan included the costs of extending the Orange Line westward, a distance of 20.5 kilometres, adding 16 new stations, as well as the construction of a new garage. The terminus station, would have been an intermodal station with Bois-Franc commuter rail station.
From the beginning, the plan was to expand the Metro to the northwest, but massive cost overruns on the expansion of the Green Line in preparation for the 1976 Summer Olympics, led to several years of delays, including a moratorium on underground expansions in 1976. To cut costs, three planned stations and a maintenance workshop at the end of the track were eliminated. In 1979, the Minister of Transport, Denis de Belleval, proposed to complete the subway extension to Du Collège and to extend the rest of the line above ground; 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 opened in several stages. On April 28, 1980, it was extended from Bonaventure to Place-Saint-Henri. From there, the line was extended to Snowdon on September 7, 1981, on January 4, 1982 to Côte-Sainte-Catherine, on June 29, 1982 to Plamondon, on January 9, 1984 to Du Collège, on November 3, 1986 to the western terminus of Côte-Vertu.
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 Montmorency. Montmorency station is in proximity to Collège Montmorency and to the Laval campus of the Université de Montréal; the Laval extension was inaugurated on April 26, 2007 and opened to the public on April 28, 2007. It was financed by the Government of Quebec, which mandated for the former Agence métropolitaine de transport to realize the project; the STM acted as a sub-contractor for the AMT, was responsible for the installation of fixed equipment. This project extended the Orange Line by 5.2 kilometres, 4.9 kilometres not including the depot past Montmorency, at a cost of C$143.27 million per kilometre, below the average cost for Metro extensions in other major cities. The total cost of the extension was C$745 million.
To this amount, C$12.4 million was added to the cost in 2008, to build a second entrance to Cartier station within Parc des Libellules, located northeast of Boulevard des Laurentides and Cartier. The three stations on the extension are wheelchair accessible, with elevators and other features to aid disabled persons, are the first such stations on the Metro system. Since the stations opened, some of the older stations have been rebuilt to be made accessible, with more being rebuilt or planned to be rebuilt as funding permits. In the medium term, there are plans for the Orange Line to be further extended toward the northwest from Côte-Vertu; this extension would include two new stations and Bois-Franc. The latter would create a transportation hub with the existing Bois-Franc station on the Réseau de transport métropolitain's Deux-Montagnes line. Following the extension of the line into Laval, Gilles Vaillancourt, former mayor of Laval, has suggested that a further six stations be added to the line.
Three of these would be in Laval and three in Montreal, in order to create a loop out of the Orange Line. In 2011, Laval city proposed to add 8 more stations to the line, including 5 in Laval to complete the loop a
Blainville is an off-island suburb of Montreal located in southwestern Quebec, Canada. Blainville forms part of the Thérèse-De Blainville Regional County Municipality within the Laurentides region of Quebec; the town sits at the foot of the Laurentian Mountains and is located 35 kilometres northwest of downtown Montreal. Louis de Buade de Frontenac granted a vast territory that includes present-day Blainville to elite members of society, lords or seigneurs, to promote the development of New France in 1683; the Seigneurie des Mille Îles encompassed over 200 square kilometres along the northern shores of the Mille Îles River. In 1792, a disagreement between Seigneur Hertel and Seigneuresse Lamarque resulted in a division of the seigneurial territory along what was then-called the Great Line. Blainville is named for the third lord of Jean-Baptiste Céloron de Blainville. On 14 June 1968, the parish of Sainte-Thérèse-de-Blainville was divided, Blainville formed its own town consisting of heretofore undeveloped land.
In 2017, the municipality governed 54.62 square kilometres subdivided into eleven districts, maintained an independent police force with a budget in excess of 14 million CAD and more than 110 staff, a fire department with over 70 firefighters, who since 2016 serve the neighbouring municipality of Rosemère, a library with three branches, an arena with two rinks, an aquatic recreation centre. As of the Canada 2016 Census, Blainville had a population of 56 863, a 6% increase from the Canada 2011 Census. and 21 006 private dwellings. Over 20% of residents are under 15, whereas 69% are between 15 and 64 and 11.6% are over 65. The 2016 census found. Although 55% of the residents reported knowledge of both English and French, English was the mother-tongue of only 3.6% respondents. The next most frequent mother tongues were Arabic and Portuguese, representing less than 2% of respondents each. Richard Perreault, the leader of Vrai Blainville, has served as mayor since his 59-41 win against Florent Gravel in 2013.
In 2017, he was re-elected with over 75 % of the vote in a race. Blainville forms part of the federal electoral district of Therese-de-Blainville and has been represented by MP Ramez Ayoub of the Liberal Party since 2015. Provincially, Blainville is part of the Blainville electoral district and is represented by Mario Laframboise of the Coalition_Avenir_Québec party. Former mayorsRoger Boisvert André De Carufel Paul Mercier Onil Charron Pierre Gingras François Cantin Richard Perreault The brewery of Les Brasseurs du Nord, makers of Boréale beer, is located in Blainville. Blainville co-hosted the 2009 Quebec Winter Games along with Sainte-Thérèse; the application of the three cities was sponsored by Gaétan Boucher a former Canadian Olympic speed skating champion and four time Olympic medalist. The event took place in March, a semi-Olympic pool was built in Blainville. In July 2004, Le Fontainebleau Golf Club hosted John Daly, Vijay Singh, Phil Mickelson and Hank Kuehne. In July 2010, it hosted a PGA Tour event.
The event did not take place. The event has since relocated to the La Vallée du Richelieu Golf Club on the south shore. Blainville is served by the Blainville commuter rail station on the Réseau de transport métropolitain's Saint-Jérôme line. Local bus service is provided by RTM Laurentides; the Commission scolaire de la Seigneurie-des-Mille-Îles operates Francophone public schools. 10 elementary schools in Blainville as well as one in Lorraine and one in Sainte-Thérèse École secondaire Henri-Dunant École secondaire Lucille-Teasdale Some areas in Blainville are served by École Polyvalente Sainte-Thérèse in Sainte-Thérèse, École secondaire Hubert-Maisonneuve in Rosemère, École secondaire Rive-Nord in Bois-des-FilionSir Wilfrid Laurier School Board operates Anglophone public schools: Pierre Elliot Trudeau Elementary School in Blainville McCaig Elementary School in Rosemère Rosemere High School in Rosemere Aleksandra Wozniak, tennis player Donald Audette, hockey player Kristian Matte, football player Rivière aux Chiens, tributary of Rivière des Mille Îles Ville de Blainville Blainville.org Citizen Action blog Association Soccer Blainville
Laval is a Canadian city in southwestern Quebec, north of Montreal. It forms its own administrative region of Quebec, it is the largest suburb of Montreal, the third largest municipality in the province of Quebec, the thirteenth largest city in Canada with a population of 422,993 in 2016. Laval is geographically separated from the mainland to the north by the Rivière des Mille Îles, from the Island of Montreal to the south by the Rivière des Prairies. Laval occupies all of Île Jésus as well as the Îles Laval. Laval constitutes the 13th region of the 17 administrative regions of Quebec as well as a territory equivalent to a regional county municipality and census division with geographical code 65, it constitutes the judicial district of Laval. The first European Settlers in Laval were Jesuits in 1636. Agriculture first appeared in Laval in 1670. In 1675, François de Montmorency-Laval gained control of the seigneury. In 1702 a parish municipality was founded, dedicated to Saint-François de Sales.
Beginning in 1845, after nearly 200 years of a rural nature, additional municipalities were created. The only built-up area on the island, Sainte-Rose, was incorporated as a village in 1850, remained as the main community for the remainder of the century. With the dawn of the 20th century came urbanization. Laval-des-Rapides became Laval's first city in 1912, followed by L'Abord-à-Plouffe being granted village status three years later. Laval-sur-le-Lac was founded in the same year on its tourist-based economy from Montrealers. Laval began to grow throughout the following years, due to its proximity to Montreal that made it an ideal suburb. To deal with problems caused by urbanization, amalgamations occurred; the amalgamation turned out to be so successful for the municipalities involved that the Quebec government decided to amalgamate the whole island into a single city of Laval in 1965. Laval was named after the first owner of Île Jésus, François de Montmorency-Laval, the first Roman Catholic Bishop of Quebec.
At the time, Laval had a population of 170,000. Laval became a Regional County Municipality in 1980. Prior to that, it was the County of Laval; the 14 municipalities, which existed prior to the incorporation of the amalgamated City of Laval on 6 August 1965, were: The island has developed over time, with most of the urban area in the central region and along the south and west river banks. Laval is bordered on the south by Montreal across the Rivière des Prairies, on the north by Les Moulins Regional County Municipality and by Thérèse-De Blainville Regional County Municipality and on the west by Deux-Montagnes Regional County Municipality across the Rivière des Mille Îles. According to the 2011 Census of Canada, the population of Laval was an estimated 401,553, an 8.9 percent increase from the earlier census in 2006. Women constitute 51.5% of the total population. Children under 14 years of age total 17.3%, while those of retirement age number 15.6% resulting in a median age of 40.9 years. Laval is linguistically diverse.
The 2011 census found that French was the only mother tongue of 60.8% of the population, was spoken most at home by 65.2% of residents. The next most common mother tongues were English, Italian, Spanish, Creoles and Portuguese; the city's longtime mayor, Gilles Vaillancourt, resigned on 9 November 2012, following allegations of corruption made against him in hearings of the provincial Charbonneau Commission. City councillor Basile Angelopoulos served as acting mayor until Alexandre Duplessis was selected in a council vote on 23 November. Duplessis, in turn, stepped down after just seven months in office after facing allegations of being implicated in a prostitution investigation. Past mayors have been: Jean-Noël Lavoie, 1965 Jacques Tétreault, 1965–1973 Lucien Paiement, 1973–1981 Claude Lefebvre, 1981–1989 Gilles Vaillancourt, 1989–2012 Alexandre Duplessis, 2012–2013 Martine Beaugrand, 2013 Marc Demers, 2013–presentOn 3 June 2013, the provincial government of Pauline Marois placed the city under trusteeship due to the ongoing corruption scandal affecting the city.
Florent Gagné, a former head of the Sûreté du Québec, will serve as the city's head trustee, with responsibility for reviewing and approving or rejecting all decisions made by city council. Municipal Affairs Minister Sylvain Gaudreault said that Laval's Mayor Alexandre Duplessis and his council will continue to serve, but council decisions must be approved by the trustees. Duplessis, in turn, resigned as mayor on 28 June 2013, after being implicated in a separate prostitution allegation. On a white-yellow background, the emblem of Laval illustrates the modernism of a city in full expansion; the sign of the city symbolizes the "L" of Laval. The colours have a significant meaning: Dark red represents the affluence and represents here the great economic potential of Laval. Blue symbolizes the installation of a human city; the "L" of Laval is made of cubes. The letters of the Laval signature are related one to the other to point out the merger of the 14 municipalities of Jesus island in 1965; the logo has existed since the flag since the 1990s.
Bicycle parking rack
A bicycle parking rack shortened to bike rack and called a bicycle stand, is a device to which bicycles can be securely attached for parking purposes. A bike rack may be free standing or it may be securely attached to the ground or some stationary object such as a building. Indoor bike racks are used for private bicycle parking, while outdoor bike racks are used in commercial areas. General styles of racks include the Inverted U, Bollard and Decorative; the most effective and secure bike racks are those that can secure both wheels and the frame of the bicycle, using a bicycle lock. Bike racks can be constructed from a number of different materials. Durability, weather resistance and functionality are important variables of the material of the bike rack. Construction materials include stainless steel, recycled plastic, or thermoplastic; each material has advantages and disadvantages, each is unique in appearance from the others. The visibility of the bike rack, adequate spacing from automobile parking and pedestrian traffic, weather coverage, proximity to destinations are all important factors determining usefulness of a bicycle rack.
These factors will help increase usage of the bike rack, assure cyclists their bike is securely parked. Early models tend to offer a means of securing one wheel: these can be a grooved piece of concrete in the ground, a forked piece of metal into which a wheel of the bicycle is pushed, or a horizontal "ladder" providing positions for the front wheel of many bicycles; these are not effective, since a thief need only detach the wheel in question from the bicycle to free the rest of the bicycle. They do not offer much support, a row of bicycles in this type of stand are susceptible to all being toppled in a domino effect; these types of stand are known as "wheel benders" among cyclists. A modern version is known as the "Sheffield rack" or "Sheffield stand" after the city of Sheffield in England where these were pioneered; these consist of a thick metal tube bent into the shape of a square arch. The top part is about level with the top bar of the bicycle frame, thus supports the bicycle and allows the frame to be secured.
The origin of the racks was when the frugal citizens of Sheffield had to decide what to do with some old gas piping. Local cyclists suggested the cycle rack idea and two simple bends and a little concrete in the ground, the rack was born. At the time this was a revolution in a world of'single-point holders' that bent wheels and offered little lockability for frames. A version of this design feature a second, lower horizontal bar to support smaller bikes, are coated to reduce their surface hardness and to not scratch the bike's paintwork. Since 1984 the City of Toronto has installed post and ring bicycle racks consisting of a steel bollard or post topped by a cast aluminium ring. In August 2006, it became publicly known that these stands could be defeated by prying the ring off with a two-by-four. In Amsterdam two-tiered bicycle stands are ubiquitous. Bikes can be parked in a smaller area; these racks are made of steel and have a large bar to which the frame may be locked. Most Dutch bicycles have a rear wheel lock, so that wheel need not be locked.
Bike parking needs vary from environment to environment. Class I Some locations require Class I standards. Class I parking regulations are implemented. Examples of these environments are office buildings, elementary schools, etc; when implementing Class I bike racks, installers should incorporate some form of weather protection for the racks and bikes. Class II More seen in public areas are Class II bike racks; these bike racks are needed when cyclists will be leaving their bikes unattended for less than two hours. Weather protection is not as important for this class, however proximity to main attractions and public visibility should be considered to encourage usage and enhance security. Class II bike racks can be implemented near restaurants, picnic areas, or other similar places. Many different styles of bike rack are available to match any environment. Specific details such as bolt size, tubing diameter, tubing style, height and many other things vary with manufacturer, but there are six general styles of commercial bike rack.
Bike racks can be mounted to a surface in a number of different ways. In-ground: The base of the bike rack is planted into the ground, secured by a perpendicular anchor pin for stability; these stable mounts are most secure from vandalism. Surface: Flanges extending outwards from the base of the bike rack are secured into existing concrete with lag bolts. For added support, surface mounts can include triangular brackets referred to as gusset plates, to reinforce the connection between the flange and tubing. Surface mounts with this extra support are called. Surface and gusset mounts are used to secure a bike rack into an existing piece of concrete. Rail mounts: Some bike rack units can be connected with rails; this type allows using single bike racks, while limiting the number of mounts be implemented. Rail mounts are used to connect multiple ‘U’ Racks so each rack need not be mounted, saving labor costs and limiting the number of holes in the surface. Wall Mounts: Certain bike racks are designed to be mounted to the wall using bolts to connect flanges of the rack onto existing walls.
These conserve floor space and are most use