montréal REM (ligne A) - Discussion générale

[Exposteve]

If you look at the map above though, according to the proposal the stop in Ste Anne's will be independent of the train station.

 

I agree, there was never any mention of an intermodal link with the existing AMT train line there. Additionally, I think the road network in that immediate area is far too saturated to accomodate the expected influx of users. It's already jammed at rush hour with very little room to expand/improve because of the CN/CP lines and residential areas. I was picturing something more like this (below) where the red line is the REM, and the dotted lines are road extensions that would be required to adequately serve the station.

 

[SKYMTL]

I think the problem lies with the fact that CN owns the land around the current tracks and has been less than willing to play ball in the past.

 

My thought would be the station will be just east of Des Pins in the plot of land currently owned by but not being utilized by McGill.

[p_xavier]

Les p'tites querelles poliitiques recommencent... Vivement la caisse qui enlève les politicailleries du débat.

 

http://www.lapresse.ca/actualites/montreal/201604/25/01-4974804-train-electrique-le-pq-sinquiete-de-voir-lest-neglige.php

 

Les députés péquistes de l'Est de Montréal s'inquiètent de voir leurs citoyens laissés pour compte dans le sillage du mégaprojet de train électrique de 5,5 milliards de dollars présenté par la Caisse de dépôt et placement du Québec, vendredi.

Les députés péquistes de l'Est de Montréal s'inquiètent...

 

En conférence de presse, lundi à Montréal, certains d'entre eux ont pris bien soin de répéter qu'ils sont en faveur du projet, mais ont ajouté qu'il crée un déséquilibre dans l'offre de transport que le gouvernement devra corriger.

 

Ils ont ainsi fait valoir que l'Est de Montréal attend depuis des années le prolongement de la ligne bleue du métro, une desserte rapide sur le boulevard Pie IX et un réaménagement de la rue Notre-Dame.

 

Le député de Rosemont, Jean-François Lisée, a notamment rappelé que Québec et Ottawa qualifiaient de prioritaire le prolongement de la ligne bleue du métro dans l'Est jusqu'à la semaine dernière.

 

Il réclame maintenant un échéancier et une prévision de coûts rapidement pour ce projet, craignant qu'il retombe sur la liste d'attente et que les pouvoirs publics concentrent leurs efforts strictement vers le nouveau projet de la Caisse.

 

La porte-parole péquiste en matière de transports, Martine Ouellet, réclame pour sa part l'étude sur laquelle s'est basée la Caisse de dépôt et placement pour déterminer que les plus grands besoins en matière de transport collectif étaient dans l'Ouest de l'île et non pas dans l'Est.

 

Le projet de la Caisse fait toutefois suite au mandat qu'elle avait reçu de présenter un projet de système léger sur rail (SLR) pour relier la Rive-Sud au centre-ville sur le futur pont Champlain et un lien entre le centre-ville et l'aéroport Montréal-Trudeau.

Bien que la Caisse ait surpris un peu tout le monde avec son ambitieux projet, elle ne visait pas à revoir l'offre de transport collectif dans l'ensemble de la métropole.

 

La demande de rééquilibrer l'offre de transport vise donc davantage les pouvoirs publics que la Caisse, bien que Mme Ouellet estime qu'il serait utile de voir s'il ne serait pas avantageux d'analyser la possibilité d'étendre dans l'Est la technologie proposée par la Caisse.

Couillard a confiance que la CDPQ respecte l'échéancier

 

L'échéancier de 2020 proposé par la Caisse de dépôt et placement du Québec (CPDQ) pour la mise en service de son mégaprojet de transport collectif de 5,5 milliards de dollars n'est pas trop ambitieux, croit le premier ministre Philippe Couillard.

 

En marge du Forum Innovation aérospatiale, lundi, à Montréal, M. Couillard a dit que la Caisse avait déjà démontré sa capacité à respecter ses engagements, citant au passage la Canada Line - le métro aérien reliant l'aéroport au centre-ville de Vancouver.

 

Au cours d'une mêlée de presse, il a toutefois concédé que son gouvernement devra se mettre en « mode exécution », notamment en ce qui a trait à l'analyse environnementale du projet.

 

M. Couillard estime toutefois que le projet présenté vendredi dernier par CDPQ Infra permettait à la population de se remettre à rêver à de grands projets, ajoutant n'avoir jamais vu une aussi belle annonce pour Montréal depuis la création du métro.

 

Le Réseau électrique métropolitain (REM) propose un circuit de train électrique de 67 kilomètres reliant tant la Rive-Sud que la Rive-Nord jusqu'à Deux-Montagnes en passant par Laval, de même que l'aéroport Trudeau et l'Ouest de l'île jusqu'à Sainte-Anne-de-Bellevue.

 

CDPQ Infra prévoit investir 3 milliards de dollars de ses propres fonds, le reste des 5,5 milliards devant provenir de Québec et d'Ottawa, une structure qui n'a pas surpris M. Couillard.

 

Si son gouvernement s'attendait à devoir prendre une participation dans ce projet, M. Couillard n'a pas voulu s'avancer sur la répartition des sommes à injecter par les deux paliers de gouvernement.

 

Il a par ailleurs rejeté les critiques affirmant que l'Est de Montréal était laissée pour compte, expliquant que le prolongement de la ligne bleue du métro arrivait au deuxième rang des priorités en matière de transport collectif à Montréal.

 

- Julien Arsenault, La Presse Canadienne

[SKYMTL]

Proof positive that if there's a feeding trough, there's always pigs trying to force their way in....

 

And I agree, the Blue Line extension shouldn't even be on the books considering that whatever the AMT touches turns to massive cost overruns. They need to get their crap together before putting out their hands for more money.

 

Les p'tites querelles poliitiques recommencent... Vivement la caisse qui enlève les politicailleries du débat.

 

http://www.lapresse.ca/actualites/montreal/201604/25/01-4974804-train-electrique-le-pq-sinquiete-de-voir-lest-neglige.php

Modifié 25 avril 2016 par SKYMTL

[ronald.houde]

Proof positive that if there's a feeding trough, there's always pigs trying to force their way in....

 

And I agree, the Blue Line extension shouldn't even be on the books considering that whatever the AMT touches turns to massive cost overruns. They need to get their crap together before putting out their hands for more money.

The CDPQ was actually given the mandate to study the Blue Line extension and an announcement on that project and the approach the CDPQ proposes is expected by year end.

 

 

Envoyé de mon SGH-T999V en utilisant Tapatalk

[gelu88]

Change of subject a little bit. Someone previously noted that the quays are only 80m long (compared to the 150m long metro trains). A 4 car train has a max capacity of 600 people(probably crush capacity), and based on the published info max headway is 3 minutes. The Canada line also runs 3 mins max at peak hour, so i'm assuming this is a design limitation

 

This means that the system has a maximum capacity of 12,000 people per hour.

 

I'm worried that this may actually be too small, mainly due to the fact that you have 3 lines combining into one tunnel towards downtown.

 

How is that going to work? I would imagine that there would be different numbered trains leaving brossard (1, 2 and 3?) and going to Bois Franc. Unfortunately this means that there is probably a limit of 6 minutes for each of the deux-montagne and west island lines. Thus neither would be capable of carrying over 6,000 people per hour.

 

I don't think this will be a problem in the short term, but if each station does get a proper TOD with large density construction, it may quickly lead to over capacity.

 

Thus I'm hoping all stations are designed to be easily expanded to 6 car trains (120m). this means a capacity of 900 people per train and 18,000 per hour. Which is much closer to a real heavy transit system.

 

 

 

 

 

A second problem here is that the central portion is already saturated, which means there is no way to have a future mascouche REM line go straight downtown without reducing the frequency of other lines.

 

Like any transportation system, it becomes inefficient when you have too many separate lines borrowing the same route, at some point, you need to simplify and add a transfer point.

 

So one of 2 possibilities exists. Either the Mascouche REM works like the AMT one will and simply terminates at highway 40.

 

Or(a more interesting possibility) they extend the "mascouche line" west to either the west island line or the deux montagne line. This would require an extra transfer of course, but it would greatly expand the capacity of the whole system.

 

I imagine they've thought this all out, It's transportation planning 101. But I hope it'll come up at one of the coming consultations.

Modifié 25 avril 2016 par gelu88

[ronald.houde]

Change of subject a little bit. Someone previously noted that the quays are only 80m long (compared to the 150m long metro trains). A 4 car train has a max capacity of 600 people(probably crush capacity), and based on the published info max headway is 3 minutes. The Canada line also runs 3 mins max at peak hour, so i'm assuming this is a design limitation

 

This means that the system has a maximum capacity of 12,000 people per hour.

 

I'm worried that this may actually be too small, mainly due to the fact that you have 3 lines combining into one tunnel towards downtown.

 

How is that going to work? I would imagine that there would be different numbered trains leaving brossard (1, 2 and 3?) and going to Bois Franc. Unfortunately this means that there is probably a limit of 6 minutes for each of the deux-montagne and west island lines. Thus neither would be capable of carrying over 6,000 people per hour.

 

I don't think this will be a problem in the short term, but if each station does get a proper TOD with large density construction, it may quickly lead to over capacity.

 

Thus I'm hoping all stations are designed to be easily expanded to 6 car trains (120m). this means a capacity of 900 people per train and 18,000 per hour. Which is much closer to a real heavy transit system.

 

 

 

 

 

A second problem here is that the central portion is already saturated, which means there is no way to have a future mascouche REM line go straight downtown without reducing the frequency of other lines.

 

Like any transportation system, it becomes inefficient when you have too many separate lines borrowing the same route, at some point, you need to simplify and add a transfer point.

 

So one of 2 possibilities exists. Either the Mascouche REM works like the AMT one will and simply terminates at highway 40.

 

Or(a more interesting possibility) they extend the "mascouche line" west to either the west island line or the deux montagne line. This would require an extra transfer of course, but it would greatly expand the capacity of the whole system.

 

I imagine they've thought this all out, It's transportation planning 101. But I hope it'll come up at one of the coming consultations.

Because they are running on fairly used CN and CP lines, I don't see the diesel guzxling Mascouche and St-Jérome lines being converted to the electric rapid transit paradigm for quite a while.

At first, the St-Jérome line will likely continue to Lucien-l'Allier until the RÉM reaches a certain stability.

For the Mascouche line, there is no choice there and passengers will have to transfer over to RÉM trains at the Aut40 transfer station.

The complex part of train frequency and routing scheduling will occur west of the Bois-Franc station where the RÉM line will split into 3 trunks going respectively to Ste-Anne-de-Bellevue, the airport and Deux-Montagnes. Simolarky, it is imaginable that trains heading eastvfrom Ste-Anne-de-Bellevue might head either for the airport or downtown.

Depending on the footprint the tracks will take, the possibility that trains heading east from Deux-Montagnes could head to the airport is not impossible.

To keep things dimple, CDPQ Infra may decide that passengers wanting to head to the airport from Deux-Montagnes or Ste-Anne-de-Bellevue will have to transfer at Bois-Franc, straight and simple.

 

 

Envoyé de mon SGH-T999V en utilisant Tapatalk

[Matt]

Connait on L'impact sur l augmentation du cout des logements (ou du developpement urbain ) dans l'environnement d'une station REM?

[gelu88]

Je connai pas le ouest aussi bien, mais brossard se prepare pour cette annouce depuis de annee.

 

Voici la vision d'urbanisme pour 2017-2035:

 

 

Il's espere pour plusieurs Milliard en investissment au cours des prochain decinnie.

[p_xavier]

Change of subject a little bit. Someone previously noted that the quays are only 80m long (compared to the 150m long metro trains). A 4 car train has a max capacity of 600 people(probably crush capacity), and based on the published info max headway is 3 minutes. The Canada line also runs 3 mins max at peak hour, so i'm assuming this is a design limitation

 

This means that the system has a maximum capacity of 12,000 people per hour.

 

I'm worried that this may actually be too small, mainly due to the fact that you have 3 lines combining into one tunnel towards downtown.

 

How is that going to work? I would imagine that there would be different numbered trains leaving brossard (1, 2 and 3?) and going to Bois Franc. Unfortunately this means that there is probably a limit of 6 minutes for each of the deux-montagne and west island lines. Thus neither would be capable of carrying over 6,000 people per hour.

 

I don't think this will be a problem in the short term, but if each station does get a proper TOD with large density construction, it may quickly lead to over capacity.

 

Thus I'm hoping all stations are designed to be easily expanded to 6 car trains (120m). this means a capacity of 900 people per train and 18,000 per hour. Which is much closer to a real heavy transit system.

 

 

 

 

 

A second problem here is that the central portion is already saturated, which means there is no way to have a future mascouche REM line go straight downtown without reducing the frequency of other lines.

 

Like any transportation system, it becomes inefficient when you have too many separate lines borrowing the same route, at some point, you need to simplify and add a transfer point.

 

So one of 2 possibilities exists. Either the Mascouche REM works like the AMT one will and simply terminates at highway 40.

 

Or(a more interesting possibility) they extend the "mascouche line" west to either the west island line or the deux montagne line. This would require an extra transfer of course, but it would greatly expand the capacity of the whole system.

 

I imagine they've thought this all out, It's transportation planning 101. But I hope it'll come up at one of the coming consultations.

 

Real headways are probably 90s or less, so it should not be an issue.