Lien ferroviaire Centre ville - P.E.T. 500++ M$

[internationalx]

The truth is, in terms of the location of Windsor v Central Stations, there is no difference.

 

The problem with the former option is that a useable station doesn't actually exist. It is dependent on a major r/e development proposal that may or may not happen that is subject to a private enterprise's moves. Sure, the gov't could build a station with the air-rights to CF, but what is the cost involved in that, to say nothing of red-tape, bureaucratic bungling that will no doubt be an issue. Getting full funding for the aerotrain in itself is still an issue....

 

Don't get me wrong, I would love to see Windsor given new life but unfortunately, I don't believe it is a viable option right now.

[internationalx]

Furthermore, for me, the AMT has such little credibility. Why this extra layer of bureaucratic meddling is needed is beyond me. We need ONE transit authority for the region. PERIOD. Call is the STGM (Societe Transport Grand Montreal).

[MTLskyline]

I'm more and more in favour of the Central Station idea. Its the only way I see this project ever getting completed.

 

Unfortunately, we've reached a stage in Montreal where we can't be quite as ambitious as we once were. Instead we should concentrate on plugging holes, catching up to the 21st century and making incremental improvements in general. I don't think we can afford to wait years for Cadillac-Fairview to build a new terminal. We need the airport link NOW. The central station idea, while less ambitious is a lot easier to get done.

[saturnus85]

I don't think we can afford to wait years for Cadillac-Fairview to build a new terminal.

 

This isn't about waiting for another project. It will simply cost less (much less) to get the train to stop at the current Lucien l'Allier terminal, which is only 500m away from Central Station. Both are about the same distance from Bonaventure metro station. ADM's insistence on Central Station is more about prestige than about any practical advantage.

 

First of all, the Lucien l'Allier terminal is ready for service. Second of all, using CP's track will mean less time to get to the airport, rather than taking the huge detour that CN's track would involve. Third of all, IT'S CHEAPER!

 

So (1) it costs less, and (2) the other option doesn't offer any advantages...that makes it a no brainer! Let's not waste time...the AMT's plan is the way to go.

[Malek]

Furthermore, for me, the AMT has such little credibility. Why this extra layer of bureaucratic meddling is needed is beyond me. We need ONE transit authority for the region. PERIOD. Call is the STGM (Societe Transport Grand Montreal).

 

euh.

 

AMT IS that ONE authority, if we let STM handle transport in Greater Montreal, we wouldnt have suburban trains, metro extension in Laval, etc etc.

 

The AMT is the real deal, STM should be abolished and it's silly plans ignored.

 

That being said listen this at just before the 3minute mark, in French (ex-Transport minister) : http://www.985fm.ca/audioplayer.php?mp3=74410&C5=&C6=&C7=

[jesseps]

If Quebec and Ottawa have $400 million to spend on rail service, it should go to commuter trains for Montrealers, not an airport shuttle for travellers, a new coalition says.

 

"Ordinary folks who pay the taxes should come first," said Clifford Lincoln, who is coordinating the new coalition of mayors, business leaders and commuter and environmental groups.

 

Lincoln, an ex-West Island MNA and MP, said the coalition met for the first time Thursday, the day Mayor Gerald Tremblay came out in support of a $600-million shuttle that would run between Trudeau Airport and downtown's Central Station. That plan, touted by Aeroports de Montreal, the airport authority, would need $400 million in government money, half each from Ottawa and Quebec.

 

Aeroports announced its project last month, before a final study into an alternate plan that would also significantly increase service on the Dorion/Rigaud commuter train line was received by a committee studying the plan.

 

Aeroports says it will go it alone because efforts to come up with a project that would also expand commuter service were proving fruitless.

 

Ottawa and Quebec have not said which rail project they will finance.

 

Lincoln noted the airport train would be the only one in North America that goes directly from an airport to downtown, without stops along the way that commuters can use.

 

"Laval got nice new metro stations and the West Island gets nothing," he said. "Once that $400 million is spent, you're whistling Dixie; you won't get more cash from governments for commuters."

 

In a news release yesterday, seven Liberal MNAs from the West End, West Island and cities off the western tip of Montreal Island said they support an airport shuttle, but noted that for their constituents "sustainable, high-quality public transit (is) an absolute priority."

 

In an interview, one of those MNAs, Geoff Kelley, said MNAs and mayors have for years demanded better commuter service, now hampered because it shares tracks with freight trains. More commuter trains on dedicated tracks would relieve traffic on Highways 20 and 40 and serve growing off-island communities, he said. It would also ease traffic expected when the Turcot Interchange is rebuilt, he added.

 

"A shuttle exclusively for the airport doesn't address these concerns," Kelley said.

 

Avrom Shtern of the Green Coalition, an environmental group, said opposition is growing to Aeroports plan.

 

It makes more sense to combine an airport project with one serving West Island commuters, as well as N.D.G. and its new McGill superhospital next to the Vendome train/ metro station, Shtern said. And, he added, the downtown terminus should be Lucien L'Allier, a route that's shorter than the one to Central Station, favoured by Aeroports.

 

(Courtesy of The Montreal Gazette)

 

Oh for the love of god. Even if the government gave them $400 million for rail service in Montreal it be still crappy service.

[LindbergMTL]

Un train qui relie l'aéroport au centre-ville ne va pas accroitre le traffic aérien.

 

Il faut que ce train contribue au transport des résidents de cette région, sinon ce serait un énorme gaspillage de fonds publiques.

[Gbx]

Un train qui relie l'aéroport au centre-ville ne va pas accroitre le traffic aérien.

 

Il faut que ce train contribue au transport des résidents de cette région, sinon ce serait un énorme gaspillage de fonds publiques.

 

Je suis content de voir que je ne suis pas le seul à réaliser que ce lien aéroport-CV n'est qu'un gros éléphant blanc.

[LindbergMTL]

Je suis content de voir que je ne suis pas le seul à réaliser que ce lien aéroport-CV n'est qu'un gros éléphant blanc.

 

C'est une très bonne chose si il peut desservir la région... Une aberration si ce n'est pas le cas. Je me souviens d'avoir vu un rapport disant qu'un tel lien n'a aucun effet sur le traffic aérien. Et la région a un grand besoin de plus de service de train de banlieue.

[MTLskyline]

This isn't about waiting for another project. It will simply cost less (much less) to get the train to stop at the current Lucien l'Allier terminal, which is only 500m away from Central Station. Both are about the same distance from Bonaventure metro station. ADM's insistence on Central Station is more about prestige than about any practical advantage.

 

First of all, the Lucien l'Allier terminal is ready for service. Second of all, using CP's track will mean less time to get to the airport, rather than taking the huge detour that CN's track would involve. Third of all, IT'S CHEAPER!

 

So (1) it costs less, and (2) the other option doesn't offer any advantages...that makes it a no brainer! Let's not waste time...the AMT's plan is the way to go.

 

While it will cost less to terminate the aerotrain at Lucien L'Allier, such is project should not be based uniquely on cost (which is the only real advantage that plan has). And it is true that the CP line is shorter. If the Bell Center wasn't plunked in the way of Windsor Station, I would agree that Windsor Station is a much more logical terminus. However, since there is no real station at Lucien L'Allier, it changes everything.

 

For starters, the bare-bones Lucien-L'Allier plan would mean getting off the train outside. Montreal is a large city in a nordic country known for long winters. How is this acceptable? No business people would use it (and isn't that the target demographic?) People wouldn't accept this in Toronto, and they shouldn't accept such a shabby idea here.

 

The Central Station is the best option. For one, it would cost the least amount of money without giving up terminating at an actual station. While the distance between Lucien-L'Allier and Central Station is not huge, Central Station is central. It is surrounded on all sides by notable hotels, businesses and office buildings. There is nothing of interest south or west of Lucien L'Allier, located on the southwestern fringe of downtown. Someone who has to go to 1501 McGill College still has a bit of a hike (or a taxi or a transfer to the bus/metro) to reach their final destination. Of course, Central Station also has ample connections. It is connected to the Underground City, the Metro system, commuter lines to St. Jerome and Mont-St-Hilaire, south shore buses. Lucien L'Allier has no direct connections to anything, being outside. On top of all of this, the Dorion and Deux-Montagnes commuter train lines might also be switched to Central Station, giving Montreal for the first time in its history an actual main train station.

 

The third option, the Cadillac-Fairview terminus is the most expensive although offers the promise of much needed new development in the area. It is better than the bare-bones Lucien L'Allier plan of because there is an actual indoor train station integrated into the complex. However the cost is quite a bit more than that of using Central Station.

 

Here's the AMT's video highlighting the Central Station route:

 

Here are the advantages of it:

http://www.scribd.com/doc/31557682