Title:تحول شهرنشینی مونترال: ۹ گام به سوی شهر بهتر

دیدن اینکه پایتخت های اروپایی طراحی شهری و زیست پذیری همیشه اینطور نبوده اند، همیشه دلگرم کننده است. هلندی ها همیشه مسیرهای دوچرخه سواری خود را نداشتند و همین چند سال پیش بود که پاریس از ساحل رودخانه خود به عنوان بزرگراه استفاده می کرد. برخی از شهرها وقتی صحبت از تراکم یا محله‌های با کاربری مختلط می‌شود، با مزایای بیشتری شروع می‌کنند، اما در عین حال هر شهر در مورد مسیری که می‌خواهد برود، عرض جغرافیایی زیادی دارد. در این کانال ما در مورد شهرسازی مونترال صحبت می کنیم، اما مونترال نیز همیشه اینگونه نبود. زندگی در اینجا یک تجربه هیجان‌انگیز از دیدن بهتر شدن شهر بوده است، و آموختن این که ویژگی‌هایی که ما بدیهی می‌گرفتیم حتی تا همین اواخر به‌طور شگفت‌انگیز وجود نداشت. در این ویدیو قصد داریم ۹ دگرگونی شهرنشینی در مونترال را به نمایش بگذاریم که هنوز در این کانال به آنها توجه زیادی نکرده ایم. Urbanity rolling را ادامه دهید: برای نسخه های اولیه به Patreon ما بپیوندید: https://www.patreon.com/ohtheurbanity
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قسمتي از متن فيلم: It’s always encouraging to see that the European  capitals of urban design and livability weren’t   always like that. The Dutch didn’t always have  their bike paths, and it was just a few years ago   that Paris used its riverbanks as highways. Some  cities do start with more advantages when it comes  

To density or mixed-use neighbourhoods, but at the  same time every city has a lot of latitude about   what direction it wants to go. On this channel  we talk a lot about the urbanism of Montreal,   but Montreal wasn’t always like this either.  Living here has been an exciting experience  

Of seeing the city actively get better, and  learning that features we took for granted   didn’t even exist until surprisingly recently.  In this video we’re going to showcase 9 urbanist   transformations in Montreal that we haven’t  given much attention to on this channel yet.

This intersection where Parc Avenue meets downtown  still isn’t the nicest place in the city but it   used to be so much worse. For almost 50 years it  was an awkwardly shaped highway interchange that   forced pedestrians to cross using confusing and  dangerous underground pathways. It probably didn’t  

Even help traffic flow very much, since this is  an urban environment with traffic lights not too   far away on all sides. The current non-crazy  layout was completed in 2006 or 2007 and it   made the intersection look more like it did in the  ۱۹۵۰s. Today it’s an important cycling connection  

To downtown and McGill University. This cross  street — Pine Avenue or Avenue des Pins — has   been getting much better for cyclists too. Five  years ago it got some underwhelming painted lanes,   but over the past year it’s been getting  upgraded to high-quality protected lanes.

Back in 2009, Laurier Avenue East was a wide road  with up to four lanes for driving and parking cars   lined with only modest sidewalks. Over a few  iterations the street became one way for cars   with more limited parking and two painted bike  lanes, which work well enough on the relatively  

Low traffic street, seeing 650,000 cyclists a  year. Special attention in the form of really   wide sidewalks was given to the Metro station and  elementary school. The space at the Metro station   gets used for events like a farmers’ market and we  often see kids and parents biking to school here,  

Although it’s under renovation right now. The  intermediary step using only paint to reduce   space for cars was an improvement, but the  full redesign with trees looks so much nicer.   The rest of the street didn’t get quite the  same treatment, but it does have bike lanes,  

Less traffic, more room for businesses, and  the elimination of this road into Laurier Park. Other parks in Montreal have also  had their roads removed or converted.   Baldwin Park has two examples — this pathway was  converted from a road with parking around 2009,   and this other pathway got the  same treatment ten years later.  

This park also saw an iterative transformation  of this road going through it: in 2016 it was a   standard road with parking, in 2018 the sidewalks  were extended to take over the parking spots;   in 2019 the road was blocked off with planters  and signs; and then 2020 saw the street actually  

Incorporated into the park, with a nice bike path.  Other parks around the city are currently in the   process of reclaiming roads. Parc Lafontaine  is in the midst of a 10-year phase out of the   roads going through it, and just within the past  few weeks, Duluth Avenue in this park was closed  

To cars using bollards with the long-term  goal of reincorporating it into the park.   What about access for utility vehicles?  That’s actually not a problem at all,   city vehicles use pedestrian pathways for  maintenance and landscaping all the time. On top of the Laurier project, many other  schools have also had road improvements.  

This really nice pedestrian plaza near a school  used to be a through road just a few years ago.   This modal filter — blocking cars but allowing  cyclists and pedestrians — was added behind that   school sometime after 2011. Universities have  been working on more people-friendly designs too.  

McGill pedestrianized McTavish Street over a few  iterative steps since 2010, the engineering school   ETS pedestrianized this street on its campus,  and Saint-Denis Street near the University of   Quebec at Montreal was redone with wider  sidewalks and a concrete paver surface.   Unfortunately there’s still a long way to  go, especially on safety for grade schools;  

A seven-year-old was killed recently near her  school by a driver who fled the scene. The city   has promised wider sidewalks and traffic diversion  near schools but in the meantime, drivers were   recorded making almost one illegal turn per  minute at the intersection where she was killed. 

This urban boulevard wasn’t always here. For half  a century commuters from the South Shore passed   through here on an elevated urban highway called  the Bonaventure Expressway. In 2016 demolition   started to reconfigure the space into the current  at-grade boulevard featuring art, a playground,  

An outdoor gym, and vantage points to watch trains  coming into Montreal’s Central Station. The linear   park actually gets more foot traffic than we  might expect given the unfortunate traffic noise,   but the location is right  between downtown, Old Montreal,   and the revitalized Griffintown neighbourhood.

Villeray Street, which connects Montreal’s  busiest bike corridor to one of its most   lively parks through a dense neighbourhood, was  turned into a “vélo rue” or “bike street” in 2021.   Cars were reduced to one direction with a modal  filter near the park, meaning that cars can access  

This street if they live here or want to go to  a shop but it’s no longer an appealing route   for through traffic. Another recently-installed  bike road on Island Street connects cyclists from   the Lachine Canal through Point-Saint-Charles,  with seating and other amenities like a park. No  

Project is ever going to have unanimous support  but for whatever reason opposing neighbours here   felt energized enough to print signs. And  finally this street was reconfigured in 2021   to be something of a bike street with a really  unique twist: outside of the bike lane, most of  

The road was turned into a functional community  garden with greenhouses — “kale bonne idée”!  There are too many examples to even try  to start naming them all, but Montreal   has made heavy use of curb extensions  near intersections and other crosswalks.  

Narrowing the road slows down drivers and  getting rid of parking at key crossing   points makes pedestrians more visible.  A few areas even have these reflectors   making the narrowing of the road and presence  of pedestrians more visibly obvious to drivers. Rosemont-La Petite-Patrie, one of the city’s  most urbanist boroughs, recently announced a  

Plan to charge heavier vehicles more for street  parking permits. The rates are still surprisingly   low — a year of street parking shouldn’t cost  as much as a month of public transit — but it’s   a step in the right direction in encouraging  smaller, safer, and more efficient vehicles.

Montreal’s extremely popular BIXI bike share  network has historically been available for   seven months of the year, owing to the city’s  harsh winter. But biking in the winter has been   getting more and more popular as the city’s gotten  better at clearing the bike lanes, and it was only  

A matter of time before BIXI expanded into winter  too. This coming winter the city is doing a pilot   project prioritizing stations near the express  bike routes. The BIXIs will be equipped with   studded tires and only regular non-electric bikes  will be available, because batteries don’t do so  

Well left out in the cold. To be clear, harsh  winter weather doesn’t actually last for a full   five month span in Montreal, but that’s about  the span of time when it can snow, and one of   the challenges they were working to address was  the stations getting in the way of snow clearing.

We don’t want to give the impression that Montreal  is an urbanist paradise or anything, at least not   as a whole, but the city does have some really  good pockets as well as a level of momentum and   popular support for improving itself that feels  genuinely unique among North American cities we’ve  

Lived in or visited. Housing affordability  is a major concern, as it is elsewhere,   but in other respects Montreal is a better place  to live today than it was 10 years ago, and it’ll   be better 10 years in the future. There’s actually  so much to talk about that we might do another one  

Of these in the future, so let us know your  favourite urban improvements in Montreal.   Finally, because we relied on Google Street  View to get information on some of the old   configurations, some of the dates for when  the changes were made might be off by a year.

Thanks for watching through to the end of the  video. Don’t forget to bike and subscribe,   and a special thanks to our supporters on Patreon.

ID: UXrLr6MeyzA
Time: 1684069677
Date: 2023-05-14 17:37:57
Duration: 00:08:48

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