montréal STM - Discussion générale

[nephersir7]

Recommandation STM-5520-09-16-58

D'ADJUGER à Nova Bus, une division du groupe Volvo Canada Inc. («Nova Bus»), tant personnellement qu'à titre de mandataire des huit (8) autres sociétés de transport du Québec, un contrat d'acquisition d'un maximum de mille cinq cent vingt-cinq (1525) autobus 40 pieds hybrides diesel-électrique à plancher surbaissé, pour la période du 1er janvier 2020 au 31 décembre 2024, au montant de 1 753 584 249,16 $, plus les taxes de 262 599 241,31 $, pour un montant maximum de 2 016 183 490,47 $ toutes taxes incluses, le tout conformément aux termes et conditions du document d'appel d'offres public STM-5520-09-16-58, et à la soumission produite par l'Adjudicataire, conditionnellement à l'approbation du ministre des Transports, de la Mobilité durable et de l'Électrification des transports « MTMDET » quant à l'admissibilité aux subventions au Programme d'aide aux immobilisations en transport en commun ou de tout autre programme d'aide en vigueur propre à chacune des sociétés de transport; D'ACQUÉRIR, pour la STM, un maximum de 830 autobus, pour un montant total avant les taxes de 818 642 328,75 $, plus les taxes au montant de 122 591 688,73 $ pour un montant total maximum de 941 234 017,48 $;

Analyse des soumissions et processus d'adjudication:
Dix-neuf (19) entreprises se sont procuré les documents d'appel d'offres et une seule d'entre elles a déposé une offre. La soumission de Nova Bus est conforme. Les prix seront ajustés annuellement selon l'indice des prix à la consommation (IPC) région de Montréal publié par Statistique Canada ainsi que selon la variation du taux de change face au dollar américain publié par la Banque du Canada au taux moyen de novembre de l'année précédente.

http://www.stm.info/sites/default/files/media/CA/2018/06/ca06_art.03.2_stm-5520_rec.pdf

 

 

[nephersir7]

The Gazette a fait une demande d'accès à l'information et a obtenu les données d'achalandage pour chaque ligne de bus pour les 6 dernières années

L'article complet:
https://montrealgazette.com/news/local-news/stm-bus-ridership-has-declined-by-more-than-13-per-cent-over-5-years

Fichier de données:
https://s3-us-west-2.amazonaws.com/gazdata-assets/Buses/Buses.csv

Visualisation dynamique:
https://s3-us-west-2.amazonaws.com/gazdata-assets/Buses/buses.html

On mesure bien l'étendue des dégats causés par les coupes de Coderre et les chantiers Turcot/Bonaventure/Champlain

 

[p_xavier]

Je suis quand même surpris de la baisse des lignes express. C'était pas ce que les gens voulaient des bus plus fréquents et rapides?

[Gabmtl]

il y a 33 minutes, nephersir7 a dit :

The Gazette a fait une demande d'accès à l'information et a obtenu les données d'achalandage pour chaque ligne de bus pour les 6 dernières années

L'article complet:
https://montrealgazette.com/news/local-news/stm-bus-ridership-has-declined-by-more-than-13-per-cent-over-5-years

Fichier de données:
https://s3-us-west-2.amazonaws.com/gazdata-assets/Buses/Buses.csv

Visualisation dynamique:
https://s3-us-west-2.amazonaws.com/gazdata-assets/Buses/buses.html

On mesure bien l'étendue des dégats causés par les coupes de Coderre et les chantiers Turcot/Bonaventure/Champlain

 

Merci! Quelle belle mine d'or!

Incroyable de voir l'achalandage dans leur pic 2012-2013 pour certaines lignes de bus : des achalandages qui correspondent pour certaines d'entre elle à des lignes SLR en Amérique du Nord et en Europe.

[nephersir7]

il y a 18 minutes, Gabmtl a dit :

des achalandages qui correspondent pour certaines d'entre elle à des lignes SLR en Amérique du Nord et en Europe.

En même temps il faut faire attention avec l'achalandage absolu. Faut pas s'en servir pour comparer des lignes qui ont des longueurs complètement différentes. Et dans les données il faut tenir compte aussi des ligbes express qui remplacent ou complémentent à certaines heures, par exemple sur Newman la 106 et la 406

[GDS]

The drop in ridership seems to be more specific than anything. Users of those lines would probably be able to detail it more.

80 Parc, 165 CDN & 435 Exp Parc/CDN - 4.5 million drop + 144 des Pins 700k drop - (16% of total drop)

I would think there would be a strong correlation between this drop and the centralization of services at the Glen MUHC.

139 & 439 Pie-IX - 3.6 million drop (11% of total drop)

67 & 467 St-Michel - 2.9 million drop (9% of total drop)

69 Gouin - 2 million drop (6% of total)

193 Jarry Est - 1.4 million drop (4% of total drop)

Could there be some correlation with the Train de L'est?

121 Sauvé/Cote Vertu - 3.5 million drop (11% of total) 

I dunno what is going on there

18 Beaubien - 800k drop, 47 Masson - 300k drop, 95 Bélanger - 700k drop, 141 Jean-Talon - 1 million drop, 197 Rosemont - 1 million drop (12% of total)

There seems to be a consistent drop in east-west lines from Anjou to the Orange line. No idea why

45 Papineau - 2 million drop (6% of total)

???

---

These cases represent over 75% of the total drop. If they can explain these, they can explain the problem.

 

 

[nephersir7]

il y a 20 minutes, GDS a dit :

121 Sauvé/Cote Vertu - 3.5 million drop (11% of total) 

I dunno what is going on there

Maybe it's partly related to service changes on other lines
180 Salaberry got +400k
171 Henri Bourassa +200k
72 Alfred-Nobel +120k
174 Cote vertu Ouest +80k
213 Parc Industriel St-Laurent +40k

Maybe the service increase on the St-Jerome & Mascouche lines played a role too.

But since the 121 serves 2 metro station & the 2-montagnes line, I'm betting it's a lot of people choosing to walk instead of waiting for increasingly unreliable buses. The STM didn't receive any new buses in 2014-2015 Is it possible that the buses used for the turcot mitigation measures were pulled out of the 121 route?

[ToxiK]

il y a une heure, nephersir7 a dit :

The STM didn't receive any new buses in 2014-2015 Is it possible that the buses used for the turcot mitigation measures were pulled out of the 121 route?

It would be nice to be able to compage the changes in the number of passengers with the cuts in services.

[ERJ-Boy]

Service cuts probably had a lot to do with decrease in ridership. I bet that in 2020 when the STM has 300 extra buses, new depots and the reorganization of the network ridership will go up. 

[begratto]

Un autre article de The Gazette sur le sujet :  

Allison Hanes: Almost anything beats taking the bus

Uber, car shares and Bixi have grown in years of declining bus ridership.

ALLISON HANES, MONTREAL GAZETTE

Updated: July 16, 2018

A Montreal Gazette access request found that the Société de transport de Montréal has seen a 13-per-cent reduction in bus ridership between 2012 and 2017. JOHN MAHONEY / MONTREAL GAZETTE

As Montreal’s traffic hell worsens and people contemplate their options, does taking the bus top anyone’s list of alternatives?

Crowded, frequently late, stuck in traffic, inefficient, sweltering in the summer (and often in the winter, too, when passengers are bundled up to brave the elements outside), the bus can be a miserable experience many days.

For those who have no other choice, it is a fact of life. But for those who do, almost anything beats the bus — even if that means taking three different métro lines, a long bike ride or stewing alone in a car to reach a destination.

A Montreal Gazette access request found that the Société de transport de Montréal has seen a 13-per-cent reduction in bus ridership between 2012 and 2017. The steepest decrease was — no shock here — in 2015 when the STM’s budget was constrained and service suffered. As any expert or passenger will tell you, declining service and declining use go hand in hand, locked in a symbiotic downward spiral from which it is difficult to recover.

The drop in the number of Montrealers taking the bus to get around town may be “alarming,” as some observers have noted. But it is hardly a surprise.

Bus ridership across North America is trending down. But there are a few lessons to learn from the revelations of the Gazette’s access request.

Buses are often the go-to strategy when authorities want to tackle transportation woes in a hurry. They can go anywhere — highways, detours, far-flung suburban neighbourhoods with winding streets — and they don’t run on a fixed rail like trains, trams or subways, so they can be rerouted elsewhere whenever needed. But unless they are given priority in the form of reserved lanes or advanced signals, they often get stuck in gridlock with everybody else. So what may be the easiest way to boost public transit is not the most effective, efficient or appreciated by passengers.

Once again, the bus quandary underscores the appetite and need for Mayor Valérie Plante’s proposed Pink Line of the Montreal métro. A diagonal line linking Lachine with Montreal North, it would fill some of the biggest gaps in the current métro system. Yes, a brand-new métro line would be expensive — preliminary estimates are $6 billion — but as far as bang for the transit buck and passengers’ eagerness to climb aboard, subways are unparalleled.

Though hardly a quickly achievable promise, the Pink Line will quickly become a necessity in Montreal as the extension of the Blue Line to Anjou brings more passengers to the already saturated eastern leg of the Orange Line.

The Liberal government recently announced funding for a transit study that will examine the Pink Line. But the Coalition Avenir Québec has come out against the idea, proposing more highways and an extension of the forthcoming Réseau express métropolitain to the suburbs.

But prolonging the Blue Line without committing to a relief line is short-sighted and irresponsible when it comes to assuring Montreal’s prosperity in the future.

Another message in these numbers is that when people are looking for alternative ways to get around the city, it’s not by bus. Uber, car shares and Bixi have grown in the years of declining bus ridership, and probably explain some of the decreased usage of inner-city routes.

So, too, has the number of cyclists hopping on their own bikes. Active transport may not be a year-round possibility for everyone in this cold climate, but where there are more cycling paths and distances aren’t too long, it is an increasingly attractive option.

However, adequate infrastructure, like separated bike lanes and long-distance cycling “highways,” are needed to open this possibility to even more Montrealers. Studies have shown that more women would cycle if they felt safer on city streets. The city has announced new investments in a new separated bike lane on des Pins Ave. and is holding consultations on creating cycling corridors, but keeping pace with rising demand remains a challenge.

Of course, none of this means the end of the road for the venerable bus. Rather, it should be a wake-up call to local authorities about how to better serve the public and bolster popular routes. After taking office, Plante secured funding for 300 new hybrid electric buses, which by 2020 will help expand service and alleviate delays from the high number of broken-down vehicles sidelined in the repair shop.

The bus ridership data should be a warning to all levels of government about what kind of transit investments are needed to reduce congestion, meet our carbon reduction targets and maximize the potential of our public transportation systems. Buses can no longer be the easy out in our search for transit solutions.