It's time for Québec to open a serious discussion about the use of expropriation/eminent domain and the alternatives. The Grand Parc de l'Ouest is a paradigmatic case in which a different approach, like for example a form of Transfer of Development Rights, would have been better
In part of the area (140ha, orange) that has been expropriated there was a proposed (not approved, proposed) development and the owner is now reclaiming compensation for that on top of the actual land value
Those kind of policies that prevent further sprawl and provide a large park at the metropolitan scale cannot be jeopardized by the claim that every single project that is in the mind of a developer is part of a right to build that must be compensated in any case
If a clear separation of the right to build from the property right is probably not juridically possible in Québec, forms of Transfer of Development Rights could help settle land acquisition with less costs and litigations
There is a major transit infrastructure coming soon in that area, the REM, with opportunities for TOD-like development. Let's move at least part of these "lost" dev. rights next to future REM stations. This is what a classic example of application of the TDR called "perequazione"
This is what "perequazione", i.e. equalization technique, is about
I had a couple of exchanges here about a planned development in Jersey City
One thing that helps understand my criticism is to put it in the light of the centrality of urban design in the European planning approach, especially in continental Europe. I'll give you some examples
When I qualified, maybe a bit too hastily, that particular design in Jersey city as uninspiring it's because what I have in mind is a type of approach where what we call "la città pubblica", the public domain, is designed together with private development
Take the ZAC Paris Bercy, a 1990s redevelopment of former depots in Paris with a parc, housing, commercial spaces etc. Buffi's detailed plan didn't simply mandated FAR, heights or alignements, it went in detail on the relationship between public and private spaces.
1/ I❤️Lyon.
You know why? Apart the fact of being a nice city and the only place outside of Italy and (maybe) Spain having acceptable cured meat, it boasts one of the most interesting and diverse transit system, with metro, tramways, funicular, trolleybuses, tram-train, etc.
2/ The métro is a modern creature, the first being built in France after Paris at the same time of Marseille in the 1970s. It has now four lines, line C being the conversion+extension of a former rack rail to the working class neighborhood of Croix-Rouge
3/ The cheesy trainset design, especially 1980s MPL 85 for the automated line D is simply😍, especially in the full orange livery. Station design reminds me Montréal, somehow: large, colored. A pleasant brutalism.
We are back in a mild lockdown here in Montréal. As a reaction, I decided to do regular walks around my area, one of the fastest changing among the central neighborhoods.
Here is the first one to the MIL campus of UdeM, in the former site of Outremont rail yard
The masterplan is a rather plain. They basically just moved the rail and extended the existing grid, with a new main E-W street, that is already getting well patronized by cars. A lost opportunity for a car-free connection in a transit rich area.
The main features of the public realm are the triangular central square and the connection across the rail to Acadie metro station, right in the middle of the new UdeM building. With the university closed, the area is pretty deserted
1/ If you take the 3 world smallest cities with a metro, all in Europe, there are quite interesting comparison one can make
Lausanne (140k inh.)
🚇2008, 5.9 km, 31 M/year
Brescia (200k inh.)
🚇2013, 13.7 km, 18.7 M/year
Rennes (210k inh.)
🚇2002, 9.4 km, 32.8 M/year
2/ Of course, the three systems are all quite recent and were made possible by the development of automated light metro technology on steel (Brescia) and rubber (Lausanne, Rennes).
The three systems boast very short trains:
Lausanne: 🚃30 m
Brescia:🚃39 m
Rennes: 🚃26 m
3/ But the most remarquable thing is that Brescia, despite having the longest trains and line, has the lowest ridership, around 60% of its peers and an even lower ridership/km, at 1.35 M/km compared to 5.25 M/km for Lausanne and 3.48 M/km for Rennes
1/One thing that always strikes me when I travel around the US and Canada is the differences in road infrastructure design compared to Europe: the way topography or urban insertion is dealt with, the use of materials, etc. There is a cultural explanation, I think.
Let me explain
2/I have a petty theory (not that petty, it's part of my dissertation actually) that technical cultures matter. For cultures, I mean the assumptions and routines historically embedded in technical tools and practices stratified over time to the point of becoming taken-for-granted
3/It means that many of our assumptions about what is feasible/desirable are so deeply rooted in the local/national history of the profession that we tend to take it as universal norms and rules and never question them in the everyday practices. "We have always done in this way!"
1/ The visitors of Rome remark that, for a 3.5m metro region, the subway network of the Eternal City is severely underdeveloped:
2 (and a half) lines
60 km
73 stations
A thread to try to explain why Rome has the worst rail transit among European capital cities
2/ This is a reparatory thread for Rome, ousted in round 1 in #RapidTransitBracket by @AlonLevy by London. Even if the defeat was deserved, putting the oldest metro network in the same bracket with the last European major capital city to get one, was an unfair pairing.
3/ Rome, despite its age, it’s a young capital city. When the Pope was finally kicked off in 1870 and the city became the capital of Italy, it was barely a large village of 212k inhabitants.
London had 3.8m, Paris 1.8m, Berlin 826k, Madrid 333k.