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à l’instant, lma13 a dit :

Yes it's true I read that, but I wonder where they will set up their first roulottes de chantier or bureau de chantier.

Nobody knows that yet. The construction consortium needs to meet with the rolling stock consortium to match their plans and set up a construction timeline.

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Andrée Robichaud-Véronneau Quel sera le premier segment à entrer en opérations?
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Réseau express métropolitain - REM
Réseau express métropolitain - REM Nous annoncerons dans quelques semaines le calendrier des travaux à venir et les grandes étapes de construction. Sachez toutefois que les travaux devraient débuter par la Rive-Sud. Continuez de nous suivre pour en savoir plus!
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il y a une heure, lma13 a dit :

Yes it's true I read that, but I wonder where they will set up their first roulottes de chantier or bureau de chantier.

Sorry, I didn't see you asked "where" not when". Jerry's link answered your question ;)

It will most probably be Rive-Sud -> Deux-Montagnes between Central and Bois-Franc -> Bois-Franc to Deux-Montagnes -> West Island -> Airport

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http://montrealgazette.com/business/local-business/quebec-suppliers-will-have-to-compete-for-rem-train-contracts-couillard

Quebec suppliers will have to compete for REM train contracts: Couillard

Quebec businesses will have to be competitive if they want to land supply contracts for the Réseau express métropolitain (REM) train project, Quebec Premier Philippe Couillard said Thursday.

Couillard was reacting to opposition complaints that the government has turned its back on such Quebec firms as Bombardier by not setting a minimum percentage of Quebec produced content for project.

The contract to provide rolling stock for the train was awarded to Bombardier rival Alstom, a turn of events that has raised concerns about the fate of Bombardier’s production plant in La Pocatière and the firms that supply it.

“Well, they (the suppliers) will have to do business with the company that won the contract,” Couillard told reporters during a press briefing in a factory in Bellechasse.

“What we’re telling them is that they have to be competitive, everyone must be competitive and we’ll have a better project and a better price for all Quebecers.”

Couillard removed his government from the debate by noting that the Caisse de dépôt, which administers the province’s pension fund and is overseeing the project, issued the call for tenders for the REM rolling stock.

He said that had the provincial government issued the call for tenders, it would have included a minimum of 25 per cent Quebec content in conformity with international trade agreements.

Couillard noted that when the entirety of the REM project was considered, it would contain 65 per cent Quebec content and create 34,000 jobs during the construction of the train network.

Couillard made his comments during visits to factories in the Beauce and Bellechasse regions of Quebec. While he made no announcements, the tour did have the appearance of an election campaign stop.

Speaking to reporters in the National Assembly, Parti Québécois leader Jean-François Lisée that “while it’s very nice to visit factories,” he doubted the premier would be making a stop at the Bombardier plant in De La Pocatière.

Lisée said Alstom has no assembly plant in Quebec and that the REM rolling stock might be put together in Poland. He said the PQ had tried to find out from the Caisse and Alstom what the Quebec content proportion of the project would be, but had received no response.

The PQ leader criticized the Liberal government for abandoning Quebec firms by not protecting them with a minimum Quebec content clause, contrary to what other countries to for their businesses.

The PQ had tried to include such a clause in the legislation greenlighting the REM project, but the amendments were rejected, said Lisée.

“When Bombardier built métros in Paris, it was 100 per cent constructed in France, for the New York subway it was 60 per cent (constructed in the United States), and about zero per cent of good jobs building (REM) trains will be in Quebec,” he said.

 

un autre article de la Gazette au sujet de la tarification

 

How much will we pay for the REM? It depends on the number of riders

by Jason Magder
 

The province’s pension fund’s payout for operating the new Réseau express métropolitain will depend on how popular the service is with riders.

Construction of the REM — a driverless electric train spanning 67 kilometres is expected to begin in April with operations to begin in 2021. The Caisse de dépôt et placement du Québec — which will own the majority of the new train service — will charge the regional public transit authority for each passenger who rides on it. 

“The Caisse is taking the gamble on ridership,” said Macky Tall, the president of CDPQ Infra, a Caisse subsidiary.

With 26 stations linking the West Island, South Shore and Deux-Montagnes train line to both the airport and Central Station downtown, the Caisse will charge the regional transit authority up to 72 cents per kilometre per passenger.

Passengers taking the 30-kilometre trip from Deux-Montagnes to the downtown core will pay roughly the same amount they do now, but the regional transit authority will pay the Caisse $21.60 for that passenger.

Fanie St-Pierre, a spokesperson for the Autorité régionale de transport métropolitain (ARTM), said the rate of 72 cents is a good one when compared with the current price of running the train network.

She said it costs the ARTM, a public body funded by municipal and provincial contributions as well as fares, 66 cents per passenger per kilometre to run six commuter train lines, and that doesn’t include the cost of building the infrastructure, or maintaining it.

But the more people who ride the train, the lower the cost per passenger, St-Pierre said. If the REM attracts 15 per cent more riders than anticipated, the charge will drop to between 55 and 58 cents per kilometre travelled.

The REM will be funded by the provincial and federal governments at $1.283 billion each. Another $100 million will come from the city of Montreal. Hydro-Québec has committed $295 million, and the ARTM has pledged $512 million.

The Caisse has said it will receive a nine per cent annual return on its investment, which will benefit future retirees. Both the provincial and federal governments will also receive returns for their initial investments.

Matti Siemiatycki, an associate professor at University of Toronto’s Geography and Planning department, said it will be interesting to observe the project, because it is a unique model in Canada.

“This project is actually a form of long-term savings being carried out through the investment in a transit project,” he said. “If the Caisse can bring its international experience and the expertise they have in-house to deliver this project, that can be very favourable, and has the potential to be very successful for the region.” 

Siemiatycki pointed out that all of this is at risk, however, if there are major cost overruns, or if ridership targets — which the Caisse has not revealed — are not met.

The ARTM is also undertaking a review of the way all fares are charged for transit in the region. More than 700 different types of fares are charged to transit users, depending on the mode of transportation, the distance travelled or the location of the trip. For example, it costs more to ride the métro in Laval than it does in Montreal, and there’s a different fare for Longueuil. 

The ARTM has been mandated to present a plan for harmonized fares this year, and for that fare structure to be implemented starting next year. ARTM director general Paul Côté told the Montreal Gazette last year he envisions one website to list and explain all the transportation offerings for the region, including the REM, and one way to pay for all of them.

“The system will provide you with the opportunity to tailor it to your specific needs, whatever they are,” Côté said. “It can be car sharing, bus, métro, Bixi, taxi or whatever. You can sign up for daily, weekly, monthly and annual rates, and it will work with all the modes.”

The fare harmonization issue has been studied since 2014.

Siemiatycki said harmonizing a fare structure is not as simple as it sounds, because adopting a system based on people paying more for how far they travel may seem to be a good way to recuperate the cost of the system, but it may penalize those who live furthest from the city core and have lower incomes.

“If you go with that sort of cost-recovery approach, you may be pricing people out of the system who have both the least comfortable trip, and who are making the longest trips to reach their jobs.”

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20 minutes ago, ScarletCoral said:

Passengers taking the 30-kilometre trip from Deux-Montagnes to the downtown core will pay roughly the same amount they do now, but the regional transit authority will pay the Caisse $21.60 for that passenger.

This number makes no sense at all.  600 passengers per train at $21.60 per passenger = $12,960 / train.  I believe it said somewhere there would be +/- 20 trains per day combining arrivals and departures.  That's about a quarter million dollars every day.  Figure $77 million per year on a single line.  

There's something wrong with the math.  Not sure it is the report or my math.  

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1 hour ago, jerry said:
Andrée Robichaud-Véronneau Quel sera le premier segment à entrer en opérations?
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Réseau express métropolitain - REM Nous annoncerons dans quelques semaines le calendrier des travaux à venir et les grandes étapes de construction. Sachez toutefois que les travaux devraient débuter par la Rive-Sud. Continuez de nous suivre pour en savoir plus!
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J'habite à Brossard ca va etre tres intéressent à voir. Surtout a panama.

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35 minutes ago, SKYMTL said:

This number makes no sense at all.  600 passengers per train at $21.60 per passenger = $12,960 / train.

Well, $21.60/pax is what it costs now (and for full trains most of the time). And we still maintain that service running - despite the current marginal service level...

I have no problems paying if this removes a bunch of additional cars from the road.

We should compare that to the cost (to the taxpayers) of carrying the same person by car (road/bridge congestion, maintenance, wasted capital/land, pollution)

I agree with you that strickly operating the REM should cost less than 72 cents/pax/km. But trains won't always be full. And we also need to amortize those $6.2B somehow... 

The real question sould be: is this the most cost effective way of carrying this load of passengers over this distance? (Versus reserved bus lanes, maintaining the train service as is, etc.). We seem to agree here that the REM is probably the optimal solution.

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