Now there are almost 60, cases. It will be a while before I forget where I was at the outset of all this: Baltimore at a G7 meeting of deputies from finance ministries and central banks. Oil prices had already plummeted 35 percent since early January, and financial markets were showing increasing signs of stress.
Our sense of urgency was palpable, and we knew that decisive actions were critical to building a strong bridge to the other side.
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Let me start with the context. The COVID pandemic is a serious health threat, and public health actions are needed to contain the spread of the virus. These actions are impacting the global economy right now. Every sector of the Canadian economy is affected—energy, travel and hospitality, and service industries are being hit particularly hard.
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We expect this situation will cause Canadian gross domestic product to plunge as much as 15 to 30 percent in the second quarter from its level in late But even in a good scenario, lost output will be made up only gradually as containment measures are lifted, people return to work and production ramps up. Canadian governments at all levels have taken extraordinary actions to build and reinforce a bridge to recovery by limiting hardship and minimizing any lasting damage that could impair a return to growth.
There are, for instance, wage subsidies, commercial rent assistance and important loan programs led by Export Development Canada and the Business Development Bank of Canada. Actions to date have been in two classes. The second class of actions is to repair market functioning so that lending channels continue to function.
By then, the gravity of the situation was sinking in.
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Stress was radiating throughout core Canadian funding markets, and we had seen the three largest point declines in the stock market in US history. I was on more calls than I can count—with financial institutions, counterparts from other central banks, domestic colleagues from the Department of Finance, the Office of the Superintendent of Financial Institutions and the Canada Mortgage and Housing Corporation CMHC. These conversations helped us design a strategy that targeted the most pressing issues and could be implemented quickly. Our priority was to restore the functioning of core short-term funding markets, which are even more critical to businesses and individuals experiencing temporary disruptions to their income.
We had understood from our calls with banks that draws on lines of credit were coming at lightning speed, and that their expected loan payment deferrals would add to funding requirements. One lesson I learned from the global financial crisis was that banks will scale back lines of credit when sources of funding become too uncertain. Activity has resumed and spreads have narrowed across the markets we are operating in.
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This is good news. There is, nonetheless, still considerable uncertainty.
Market makers for fixed income and other financial assets have pulled back. To do so, the impact on pedestrians, cyclists or car drivers must be evaluated. Also known as flocking. A collection of automated vehicles that travel together, actively coordinated in formation. Platoons decrease the distances between vehicles using electronic, and possibly mechanical, coupling. Platooning allows many vehicles to accelerate or brake simultaneously.
High density environment with an efficient high capacity public transport system with good capillarity and high frequencies. Medium density environment with a good public transport system with radial connections to the city center, but lower capillarity and frequencies. This setting includes suburban cities. Low-density environment, small cities and villages with poor public transport services mainly connecting the villages. The SAE Society of Automotive Engineers levels define the level of vehicle autonomy, or in other words, how much human intervention is still needed for an automated vehicle to operate.
Currently, five SAE levels have been defined: Level 0: Automated system issues warnings and may momentarily intervene but has no sustained vehicle control. Level 1 hands on : Driver and automatic system share vehicle control. The driver must be ready to retake full control at any time. Level 2 hands off : The automated system takes full control of the vehicle accelerating, braking, and steering.
The driver must monitor the driving and be prepared to intervene immediately at any time if the automated system fails to respond properly.
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There are 25 inbound and 24 outbound departures each weekday. While other railways including Canadian Pacific and Grand Trunk Railway already had prime downtown locations for their terminal stations, Canadian Northern did not, having only a station out of the way on Moreau Street in Hochelaga. In , 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 halfway through with only an inch difference. In the electrified V DC catenary , double-track 3. Because the tunnel is on a steep grade and inadequately ventilated [10] [11] it was decided from the very beginning that the locomotives would be electric. The Town of Mount-Royal has grown to be an upper-income neighbourhood today.
Construction began in and finished in Tunnel Terminal was replaced by Central Station in In the s, 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 red , but plans were shelved because of the importance to build line 4 for service to Expo With the equipment ageing, and ridership declining, CN wanted to close the line in the s, but their proposals were rejected.
None of these projects progressed beyond the planning stage. CN continued to provide the tracks, stations, storage, maintenance, and train crews needed to keep the line running. For Montreal commuters, the transfer of ownership was positive because the trains were integrated into the bus and metro system.
In , the government of Quebec announced a modernisation plan for the line which would include electrifying the entire line at 25 kV AC and converting the existing catenary in the Mont-Royal Tunnel to this voltage , 58 state-of-the-art MR electric multiple unit trains built by Bombardier Transportation , new tracks, and centralised traffic control. Service was shut down completely in the summers of , and to allow for major work to be done.
The same locomotive, with pictured , hauled the last train through the tunnel. In May , the RTM formally re-branded itself as Exo; and renamed each line with a number and updated colour. The Deux-Montagnes line became Exo 6, and the blue line colour was updated to a light peach colour. The following stations are on the Deux-Montagnes line:. As of January 9, many bus line number have changed.
The RTM now owns it. The line runs through the Mount Royal Tunnel , to connect downtown Montreal, to the north side rail subdivision. From Wikipedia, the free encyclopedia. Deux-Montagnes line. Zone 5 Zone 3. Zone 3 Zone 2. Zone 2 Zone 1.