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

[Robert Keaghan Jennings]

Oui mais à Brooklyn le subway a été construit avant que la densité n'arrive... La densité s'est bâtie autour du métro...

 

Ils ont quand même construit du métro surélevé dans des quartiers déjà bâtis. C'est sur que ça s'est densifié après mais il y a beaucoup de Montréal qui n'a pas la moitié de la densité de Brooklyn.

[montréaliste]

Oui, les el à New York ont été construit par dessus les rues et démantelés avec le temps. À Manhattan il y avait 3 ou 4 lignes au début du 20ième siècle.

Comme le el de Chicago qui a été construit dans des quartiers bâtis.

[monctezuma]

Publié le 04 avril 2012 à 07h39 | Mis à jour le 04 avril 2012 à 07h39

 

Pas d'échéancier pour le train de l'Ouest

 

Bruno Bisson

La Presse

 

Le ministre des Transports du Québec, Pierre Moreau, a assuré hier à la coalition du «train de l'Ouest» que l'amélioration du service de train Montréal-Vaudreuil ira de l'avant, un investissement estimé à 874 millions.

 

C'est ce qu'a affirmé hier le porte-parole de cette coalition d'élus municipaux et provinciaux de l'ouest de l'île de Montréal, Clifford Lincoln, à sa sortie d'une rencontre avec le ministre Moreau, en présence de 12 maires, de 2 ministres et de plusieurs députés de l'Ouest-de-l'Île.

 

Selon M. Lincoln, le ministre Moreau a répondu positivement aux trois questions que la Coalition lui a adressées au sujet de l'avenir du projet, de son ordre de priorité et des demandes des élus locaux, qui désirent être consultés au moment de son déploiement.

 

«Nous sommes tout à fait satisfaits, a dit M. Lincoln à La Presse, peu après la rencontre. Mais il faut quand même rester vigilant. Toutes sortes de choses peuvent arriver durant la réalisation d'un projet comme celui-là. On est tenace. On ne va pas lâcher.»

 

Ce qu'on appelle le «train de l'Ouest» est en fait un vaste projet d'amélioration des services du train de Vaudreuil-Hudson, qui traverse tout l'ouest et le sud-ouest de l'île jusqu'à la gare Lucien-L'Allier, au centre-ville de Montréal. Ce train offre actuellement 26 départs par jour en semaine. Le train de l'Ouest en offrira 83.

 

Pour assurer une telle cadence, l'Agence métropolitaine de transport (AMT), qui relève du ministre Moreau et qui est responsable des trains de banlieue, devra construire son propre couloir ferroviaire dans l'axe des voies ferrées du Canadien Pacifique (CP), qu'utilise actuellement la ligne Vaudreuil-Hudson. Des études de conception et de génie, qui ont coûté 22 millions, sont en cours depuis un an. Un rapport est attendu pour la fin de 2012.

 

Ce rapport devrait permettre de confirmer qu'il y a suffisamment d'espace pour construire deux nouvelles voies ferrées dans ce couloir, qui longe Westmount et traverse Montréal-Ouest de part en part, et devrait présenter les premières estimations de coûts. Le ministre aurait évoqué hier la somme de 874 millions.

 

Cette somme figurait au plan triennal d'immobilisations 2011-2013 de l'AMT pour un projet de «desserte ferroviaire de l'Ouest» combinant un train de banlieue et une navette ferroviaire entre l'aéroport international Montréal-Trudeau, à Dorval, et le centre-ville.

 

Cette somme et ce projet ne font plus partie du PTI que l'AMT a déposé la semaine dernière pour la période 2012-2014.

 

M. Lincoln a assuré hier que le seul engagement auquel le ministre Moreau n'a pas pu répondre tient à l'échéancier du projet. La coalition demandait la mise en service du train de l'Ouest pour 2016. Le ministre n'a fixé aucun échéancier.

[IluvMTL]

http://www.montrealgazette.com/news/Trudeau+airport+considers+elevated+train+shuttle/6563014/story.html

 

By Andy Riga, Gazette Transportation Reporter May 4, 2012 7:44 AM

 

MONTREAL - Montreal’s airport authority is going back to the drawing board on its long-discussed train shuttle between Trudeau airport and downtown.

 

Its latest proposal: an elevated light-rapid transit system running along Highway 20 and the Ville Marie Expressway, perhaps arriving downtown in a new dedicated station, Aéroports de Montréal chief executive James Cherry said Thursday.

 

But the project is at a very preliminary stage, only a fraction of the required funding is in place and it’s unclear when or if it will be built.

 

The train would be modelled after Vancouver’s Canada Line, an automated driverless system that connects downtown to Vancouver International Airport and the city of Richmond. It opened in 2009. Cost: $2 billion.

 

Cherry said Montreal’s train would be cheaper because the line would be shorter and it would not involve the tunnel-boring required in Vancouver. But it’s too early to provide even a preliminary price tag, he added.

 

It will, however, be more expensive than the airport’s previous proposal – a $700 million train along Canadian National tracks, arriving at Central Station downtown.

 

So far, $200 million in government funding is in place for an airport train. It was promised by Quebec in 2010.

 

Speaking to reporters after Aéroports de Montréal’s annual meeting, Cherry said his studies indicate an airport train would be used by 10,000 passengers per day. But he said it’s premature to discuss the precise route or the location of a downtown station.

 

The airport authority, a private, non-profit company, started working on the shuttle in 2006, when it teamed up with the Agence métropolitaine de transport to come up with a joint project that would serve both airport travellers and West Island commuters.

 

By 2009, the airport and the AMT, Montreal’s commuter train authority, were declaring a joint train project could be in place by 2015.

 

But in 2010, the airport and the AMT went their separate ways. They could not agree on a route – the AMT wanted Lucien L’Allier station to be the downtown terminus, while the airport was set on using Central Station.

 

At that point, the airport said it would go it alone. It would build its shuttle along CN tracks, with a private partner operating the train.

 

But Cherry said that project was abandoned late last year due to CN’s conditions.

 

CN would only allow its right of way to be used if the railway could build the rail lines, control the trains and maintain the network, he said. Meanwhile, the airport would have had to “bear all associated risks, which is contrary to our business model, ” Cherry said.

 

He said it became clear a project with CN would be more complex and expensive than originally thought.

 

So the airport has been quietly studying an elevated train that would run on land owned by the airport, the Quebec government and the city of Montreal. Cherry said he will present some details to officials from all levels of government in a few weeks.

 

If funding is secured, it will take 36 to 48 months to put the train in place, he said. The project would first require a provincial environmental review. It’s unclear how long that would take.

 

This review would not have been required had the train gone on CN’s federally regulated right of way, Cherry said.

 

Since 2006, the airport has spent about $3.5 million on train-shuttle studies, he said.

 

The delays have not dampened Cherry’s enthusiasm for an airport train. “The need is greater than ever,” he said.

 

West Island commuter trains could one day share part of the airport train’s infrastructure, he said.

 

It’s unclear how that would work since the Quebec government is spending $22 million on engineering studies to improve West Island commuter train service along an existing Canadian Pacific corridor. Those studies are to be completed by year-end.

 

Read more: http://www.montrealgazette.com/news/Trudeau+airport+considers+elevated+train+shuttle/6563014/story.html#ixzz1tuRtQS00

[identifiant]

I don't understand why they don't just build an underground walkway/shuttle to the dorval train station? It's only a kilometre away...

[bxlmontreal]

Une solution pas trop chère avec des arrêts possible en chemin pour rentabiliser.

 

 

http://www.rhonexpress.fr/

[IluvMTL]

I don't understand why they don't just build an underground walkway/shuttle to the dorval train station? It's only a kilometre away...

 

Or deviate the existing rail line so that all passenger trains stop at the airport station (a hub) and cancel the existing Dorval station altogether. They could add extra express trains downtown or west.

Modifié 4 mai 2012 par IluvMTL

[Monsieur_MA]

Pourquoi pas un téléférique entre l'aéroport et la station?

Cette solution ne serait-elle pas économique et efficace?

[fguillotte]

I don't understand why they don't just build an underground walkway/shuttle to the dorval train station? It's only a kilometre away...

 

Absolutely. You could then also connect with the VIA Rail station and perhaps facilitate service to / from other cities like Ottawa, Quebec City, Kingston... That would make PET even more of a hub.

[IluvMTL]

http://www.montrealgazette.com/Montreal+airport+rail+idea+might+just/6569759/story.html

 

MONTREAL - A tentative bravo goes to the authorities who run Trudeau International Airport.

In a startling outbreak of common sense, they’ve abandoned their original plan to build a shuttle train to downtown. That plan would have served airport users exclusively; this meant that for West Island commuters to get a frequently running new train, Canada’s most indebted province would have to pay for an entirely separate new line, much of it passing over the same territory as the airport train. Airport authorities insisted for years that the same rail infrastructure could not possibly accommodate both markets – airport users and commuters.

 

Oops. The head of the airport body, Aéroports de Montréal’s James Cherry, indicated Thursday that this dogma is no longer operative.

 

Turns out that, among other problems, the original airport plan would be far more costly than the original $600-million price tag.

 

Cherry’s more reasonable new plan calls for an elevated, Vancouver-style rail line between downtown and the airport. It would follow the axis of Highways 720 and 20. After reaching the airport, the line could stretch much farther into the West Island.

 

An Aéroports spokesperson added some information on Friday. She said the two markets would have separate trains and use different rolling stock, but they would share much of the same track. After reaching Dorval, a spur would head to the airport while the rest of the line proceeded west. (Whether it would be elevated after Dorval is uncertain.) The airport train would use cars that had extra room for luggage.

 

Some important matters are unresolved. One is whether the train’s terminus would be Central Station, as Aéroports has long demanded, or Lucien L’Allier station, as the planner of the commuter line, Agence métropolitaine de transport (AMT), prefers.

 

(Each terminus poses a challenge. If the train were to use Central Station, it’s not clear how it would span the quarter mile between Highway 720 and the station, a stretch that is packed with buildings. In 2008, the AMT proposed an elevated track that would avoid the buildings by looping behind the Bell Centre. City hall nixed this on esthetic grounds; but a rail line on stilts does not have to be ugly, and the city might be more receptive to a good design.

 

As for Lucien L’Allier station, it’s small and out of the way. The AMT and a large developer, Cadillac-Fairview, have proposed building a combined train-bus station, complete with shops and a hotel, at the nearby corner of St. Antoine St. and Peel St.)

 

Also, it’s not clear if the airport shuttle would be able to make a stop at the Vendôme métro station – a handy boarding place for many airport employees and Montreal-based travellers (as distinct from travellers using downtown hotels).

 

Still, leaving aside these uncertainties, Aéroports is on the right track.

 

The path to the airport would be more direct, and time-saving, than the shuttle’s original route. That earlier version would have used CN’s more circuitous route, which looped around Point St. Charles.

 

The trains would not run on diesel but on electricity. This means they’ll be relatively quiet and low in greenhouse-gas emissions. Cherry said this would also bring down energy costs by 25 to 40 per cent.

 

The elevated track means no bridges or overpasses will need to be enlarged, bringing further savings.

 

Still, much improved though it is, it’s not clear whether Aéroports’ concept is optimal.

 

Several years ago, the AMT proposed another concept for serving both airport-users and commuters. It’s simpler and, presumably, cheaper. At Dorval, there’d be no spur; instead, the entire line would make a slight detour, swerving off to the airport. The same trains would serve both commuters and airport users. However, some railcars, reserved for travellers, would have space for luggage.

 

The challenge now is for Aéroports to consult with AMT and other stakeholders, then agree to a plan that best harmonizes service to these two distinct markets. Aéroports’ switch from intransigence to flexibility augers well for something that’s been missing for years – teamwork.

 

 

 

Read more: http://www.montrealgazette.com/Montreal+airport+rail+idea+might+just/6569759/story.html#ixzz1txHAR8hb