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At least one thing not mentioned in the video is about his involvement as PM with the Khalistan movement, no matter if direct or indirect, that led to not only the deaths of Canadians and Indians near Irish soil but also Japanese yet only one was charged for only the terrorism against #Japan. If you watched J.J. McCullough's "The Canada-India crisis explained by Canadian" video and read Terry Milewski's "Blood for Blood" book, the Khalistan movement (Sikhs For Justice, World Sikhs Organization, etc.) don't truly represent the majority of Sikhs worldwide including within #Canada yet is involved with #cdnpoli via the old-school yet prone to fringe groups (e.g. Khalistan) being overrepresented in parliament candidate nomination system and the worst terrorism before 9/11. The same movement also issued death threats to Mr. Milewski for exposing the truth without sugar coating any facts.
If #Ottawa were to fix Line 1's key fundamental problems, it needs to change to high floor platforms and rolling stocks, regardless of upgrade strategy (yes, shifting elevator landings on platform levels included; e.g. low and high floor rolling stocks operated on same tracks with one side platform station the transition point with multiple transition point planned, every upgraded station be operational while the rest operated by buses, etc.) and rolling stock kind (at least like #Calgary's and #LA's if operations remain the same after upgrade but ideally more like #REMmtl's and #Vancouver's #SkyTrain to minimize operation requirements with tracks separate from freight unlike Line 2's tracks where it's shared with freight).
we really need a ring line it makes travelling between train line wayy easier than having to change it at downtown but Idk when well ever get that to happen lol
What the metro really needs right now is to expand the yellow line to Saint Hubert Airport and possibly beyond to the Space Agency, industrial area next to it and Promonades Saint Bruno given the current upgrades the airport is getting to turn it into a national level airport that may also take flights from the North East to help decongest Dorval as this would give the air port a direct connection to downtown, see more transit connectivity with two or three stations in Vieux Longuil and a connection with Gare Saint Hubert and Gare Saint Bruno, and potentially could see it, give an industrial area with many workers and a popular shopping district connectivity and do the same with the space agency, potentially allowing it to double as a tourist attraction as is the case with its counterparts in the US, Japan and Europe.
I am from Ottawa. What we lack is a ring road expressway. The green belt divides the city into unban and suburban areas. This was an idea developed in the 1960’s which should be reviewed. Also, is there any other metropolitan area in the world that had a huge farm smack dab in the middle of the city? We have the “Experimental Farm” from Agriculture Canada. This is prime development land inside the city that doesn’t add anything to our local economy. Ottawa has the Federal Government as the major landowner in Ottawa as a result, and as such development in this area is impossible. Just examine the fiasco of picking a site for our new Ottawa Civic Hospital.
I am from Ottawa, and the LRT is a fiasco. Nobody is using it. Federal employees work from home remotely since Covid. The next phase of construction to the far ends of Ottawa East and West are a needless financial burden on Taxpayers. City Managers are so out of touch they decided to approve the expansions anyway, despite the loss of ridership. Then at the same time they cancelled all the existing express buses, reduced the locals bus routes and frequency despite the LRT not being opened. Our own bus ride to downtown now takes over one hour, when it used to take less than 30 minutes on an express bus. Potential riders stayed away and have never returned to public transit.
The system is excellent if you need to go downtown or somewhere that happens to be near a station. What needs to happen now is a line to the airport and connector lines that branch off the "spine" that has been built. I can't imagine how long and expensive that would be, especially in light of the incredible infrastructure deficit that has come to light in Calgary lately.
Europe you said, I have been to Quebec city, they even call it little Paris, lived there for 6 years travelled Western Europe I do not see any resemblance and certainly far from been a jewel, it's nice that's all, nothing to do with Europe and French is so so
1) I've never heard a single Québécois person call Québec city "little Paris". Only American social media "influencers" do, and that's simply because most Americans aren't used of seeing stone buildings and small independant shops in the streets, which is quite common in all cities in the province of Québec and not really anywhere else in North America. But this doesn't make Québec city "European". 2) We in Québec speak french. It's the only official language of the province.
Something i noticed was there aren't elevators at every station. I used to live near Jarry metro and the nearest station at the time with an elevator was Jean-Talon. This is unacceptable in a modern transit system. I never realized this problem until i injured myself and couldn't take the escalators. I had to take a ride to an accessible metro station.
Keep in mind that Calgary had a population of 345,000 in 1967 when that study was done, 440,000 in 1975 when the first downtown to Anderson station line was designed (I believe the Andersen location was a drive in theatre in the middle of open fields at the time) and through booms and busts, was just barely passing a million before regressing to 750,000 when the C-Train was finally built. It's interesting to note that the first line incorporated money saving measures such as the surface rail doentown on an avenues dedicated to public transit and emergency vehicles hence minimizing the effects of traffic on an otherwise dedicated route. Compared this with the proposed green line where despite having expensive underground sections and stations doentown but also further out, the line is also dusl mode mixed with regular street traffic thereby severely restricting the advantages of not only dedicated throughfare portions but exoensive dedicated underground thoroughfare portions. Dual mode may be necessary to reduce infrastructure costs and rights of way but does severely affect capacity and creates a vulnerability to traffic and accidents. It seems to me that the early cost saving measures of the first line were well thought out and heavily debated whereas the cost saving measures on the current proposed line are more ad-hoc just to try and get it past ever increasingly restrictive budgets. Despite the seemingly ad-hoc cost reductions, the green line is to be a low floor tram which would be cars that are incompatible to the existing routes which use high floor cars. Yes, low floor means the stations are simply sidewalk curbs and hence inexpensive to build but with the stations being centre landings in the roads, this would also lead to pedestrians running across traffic and the tracks at inopportune times. The low floor train is probably due to the focus from the manufacturers pushing low floor trams everywhere but the low floor green line surely decreases flexibility for deploying cars and inceases maintenance facilities and training needed. The Blue Arrow program which studied if there would be a market for commuter transit to downtown instead of the ore-existing grid public transit (basically BRT to study the viability of LRT before BRT was a thing), included a dial a ride transir service (DART) to six then remote sub-urbs in the south west using the Flxible Flxette high floor total conversion minibus that was popular for airport and hotel shuttles at the time and basically looked like miniature buses. Though some people today call those Flexettes crude and ugly, I find them to be a lot cuter and more polished than the cutaway van conversion into minibuses today. When I inquired Calgary Transit about the DART program as it's not even mentioned on their website's history of Calgary Transit despite being successful enough to be continued after the Blue Areow program and basically ran till the Flxette buses could no longer be effectively maintained, my question got elevated to the most senior official before finding someone that remembered the program and he said that the goals of the on demsnd service by minibus to underserved neighbourhoods is now being met by the cutaway minibuses on schedulef routes during non-peak hours and normal buses during peak hours. It would seem to me that with GPS and smart phone ride hailing apps, the DART concept could not only be more effective today but with the future of autonomous vehicles, could lead to dual mode PRT as collectors and distributors to the LRT system. Nothing beats fixed scheduled route transit for peak capacity but people also want convenience and flexibility during non-peak hours and the system can benefit from only running vehicles when needed instead of empty buses however small on non-peak schedules (note one scandanavisn country placed cameras and call buttons at the bus stops so that the bus would only be dispatched when there are actually passengers though that was still fixed route. Calgary's LRT and Blue Arrow service came from a time when people were willing to experiment with transit, even for notably small populations that were expected to grow. What we have today is innovative transit such as the Masdar city PRT being reduced to two passenger stops and two cargo stops. Public transit is quite fixed on what they consider tried and true. We're not carrying through with innovations to even see if they might be worthwhile anymore and designed obsolescence is being effectively marketed by the manufacturers, specifically with the low floor trams of the green line but even the other three lines now have three models of cars though they all used the same rails and high platforms, two models could be linked together while the third can not be linked with the other two, not because of the coupling but because of the control system.
They have been running test trains for several months and still can't get the interchange to the airport at South Keys working properly. What a mess! Now a full two years late.
je sais comment prononcer Québec correctement! Par contre je suis d’accord je le dis plutôt avec l’accent anglais car la majorité de mon audience est anglaise
I have to disagree. Very recently, Canada placed 3rd in the basketball World Cup, and placed 11th in the most recent summer Olympic medal count. We also qualified for the World Cup and copa America for the first time in a long time (Soccer) and have excelled at winter sports for a very long time. Things are looking up for Canadian sports.
Crazy eh the nerve to not be have English as a first language … on the real though, I’ll make sure to clean up my pronunciation next time! Hope you could still enjoy the video!
It is a bit of an outlier that the biggest pro level sports in Canada besides the CFL (NBA, NHL, MLB and now MLS) are all outposts of the U.S. based league. If Trudeau the Elder hadn’t put a stop to it back in the 1970s, the NFL would probably have a few teams in TGWN now and the CFL would be toast. The # 2 sport after hockey in Canada is the NFL. It has a much bigger following than the CFL
Are you sure that roman carriages were so highly uniform in dimensions that one would derive a gauge of 4' 8 1/2" from them, which is not a nice round number neither in imperial units nor in the metric system (1435 mm)? Another explanation I heard was, that in the early days of modern railroading, when they experimented with the first steam locos, they had no idea that this would become such a big thing that interoperability between different railroad companies and manufacturers would become important, and that the inner gap between the rails would be the relevant distance to standardize. Instead, they just had ordered ties (sleepers) that were 5 feet long (a nice round number) from the wood mill and then somehow attached the rails to them, more or less randomly leading to a gauge somewhat smaller than 5 feet. Competing inventors and companies used different gauges. Once they had figured out that gauge should be standardized, they just took the gauge that had the widest prevalence at that time.
Through my research I couldn’t find one exact answer, while George Stephenson definitely had a hand to play in standardizing it , there isn’t one known reason where the exact dimension came from
@@GeoNerd. I do not know a definitive answer, either. However, if the British government had made a ruling about gauges (based on the dimension of carriages or whatnot), this probably could be found in the archives. I've read the story (or legend) linking railway gauges (and as an extension, even the dimensions of NASA's space shuttle booster rockets) to roman carriages already in the early 1990ies in the Usenet - without any reference to some archives or so. Repeating the story again and again and adding some stock photos to it does not make the story more (or less) true.
Main problem is that Canada is next to the USA. There are countries that have economy and population pretty close to Canada, that have major sports leagues in the sports they are good at. But what happens in Canadian Hockey is that the main league that is based there is NHL and the league simply expanded into bigger and more lucrative market that is the US market. If USA was not next to Canada, the major Hockey league would be Canadian league.
In Scotland, fans show up in droves to support their local Scotland Premier League teams, despite the fact that right on their southern border is the biggest league (of any sport) in the world. This is why Canadians are full of crap when they say we can't support our own because we live next to the USA.
@@davidreichert9392 it's not about supporting their own. Scottish Premierleague didn't expand into England, didn't unite with English Premierleague. In Canada teams are franchises. The franchise owners can decide what to do with the league. What they did was expanding the league and the new teams were mostly in the USA. Canadians still support the local teams but the system in the league is rigged against them.
@@mishagelenava2962 That's why we need our own leagues. But we won't because we're too lame to support our own leagues if there's something bigger next door. Doesn't have to be that way, as I demonstrated with the example of Scottish and other smaller European nation example. Our lack of success comes from continuing to make excuses for failure.
@@davidreichert9392 the Scottish example doesn't work really well, because despite the fact that Scottish teams have a lot of support by fans, the top Scottish players still go to the Premierleague. In case of Canada and Hockey, at least by having NHL partially based in Canada, good portion of Canadian stars play in Canada. Most notably the vest player of the current generation Connor McDavid.
The only sport in Canada people care about is Hockey. That's where all the money goes lets be honest. Every other sport gets kinda shafted it's always been this way
