If the new version of the REM de l’Est presented by CDPQ-Infra solves “several deficiencies”, many governance and financing problems continue to hover over the 10 billion project in the eyes of several observers, who still fear the creation of an “urban divide”.
Posted at 12:39 p.m.
The reactions swept Wednesday after the unveiling of the first images of this 32 km automated train network, planned in large part on aerial structures. The design has been refined compared to the first phase of the Réseau express métropolitain (REM), and the color of the concrete will be paler, but the experts are far from all convinced.
“The Metropolitan Highway was built 60 years ago, and it remains an urban divide even today,” says Sylvain Gariépy, president of the Ordre des urbanistes du Québec. “This REM de l’Est project will be an urban divide, even if the concrete is white,” he continued.
The project unveiled on Wednesday provides for imposing developments along the structures, including 16-kilometre walkways, 24 kilometers of cycle paths and several public squares. CDPQ Infra has not included these investments in the overall bill for the project – estimated at 10 billion – and is counting on the City of Montreal to pay.
In Montreal, Mayor Valérie Plante has already estimated at least $1 billion the amount required to make all these improvements. Quebec has opened the door to investing more in the project alongside the City of Montreal, but nothing is complete at this stage.
Sylvain Gariépy sees this as a major problem of governance. “It’s huge, the City of Montreal does not have an infinite budget, it determines its priorities according to the wear and tear of its underground infrastructures, such as on Peel and Sainte-Catherine. And there, all of a sudden, we completely change the City’s priorities to tell it: you pay the bill. »
Between the tree and the bark?
At the Regroupement des riparians de la rue Notre-Dame dans Hochelaga-Maisonneuve (RRNDHM), spokesperson Catherine Miron has the same kind of reservations. “René-Lévesque will be converted, but the City will have to pay. But we know that the City does not have the money. Once again, CDPQ Infra is putting a problem that it itself created in the court of others,” she criticizes.
IMAGE PROVIDED BY CDPQ INFRA
The route of the REM de l’Est along rue Notre-Dame.
Her organization regrets that the connection to the green line is always ruled out, while the REM de l’Est “remains a project that doubles the green line”, according to her. “It shows their willingness to do the project their way, despite the recommendations and the opposition of the citizens. They insist on this business model because they then want to present it internationally. This is above all the problem, ”continues M.me Miron.
In his eyes, there is no “really improvement” in terms of integration, especially since the aerial structure remains. “We don’t question the need for structuring transport in Montreal, but at the moment, people are especially afraid that the Caisse will withdraw from the project and that we will run out of money. Montreal is a little caught between nothing at all and a project like this, ”still illustrates the spokesperson.
A reassured expert, but…
Transport planning expert at the University of Montreal, Pierre Barrieau, welcomes the project more favorably. “It seems to me to solve several deficiencies. I see a step forward and a demonstration of the Caisse being attentive and responding to several criticisms. We have a more responsible project that comes close to something that can be authorized,” he says.
Mr. Barrieau, however, still has several reservations, also worrying about the lack of a connection with the green line, a “fundamental connection” for the REM. “Morgan Park is my most important reserve. I still find it problematic that they pass through this park, and I sincerely wonder if there will be any social acceptability. I doubt it, ”he also argues.
At Trajectoire Québec, general manager Sarah V. Doyon speaks of an “interesting” vision, welcoming the reduction in road capacity on René-Lévesque, where there are plans to transform four lanes into public space. “That and the cycle path along the route will certainly make intermodality more attractive. You feel a desire to do things right,” she says.
Pierre Barrieau seconds, but recalls that a question remains: “Where will all the automobile traffic go? “. “René-Lévesque remains downtown’s main east-west artery. I would have liked to see a little more documentation on the impact it will have on urban mobility,” he admits.
The Board of Trade of Metropolitan Montreal (CCMM), on Wednesday, offered its support for CDPQ Infra’s vision. “The architectural proposal for the REM de l’Est unveiled by CDPQ Infra is a great improvement over the REM de l’Ouest. We acknowledge efforts to better integrate infrastructure into the urban landscape. […] The project is now in a solid position to move forward,” said its president, Michel Leblanc. The latter, however, says he is concerned about “maintaining fluid access by car to the city center” via René-Lévesque Boulevard. “The impact of the project on the fluidity of travel in the city center will have to be documented,” he says.
“Urban divide”?
Québec and CDPQ Infra have set up a committee of 15 experts to make recommendations on the urban planning and architectural integration of the REM de l’Est. This group has submitted a fairly critical progress report to the Legault government in recent days, which expresses their fear of seeing the project create an “urban divide”. In interview at The Press On Tuesday, Jean-Marc Arbaud, president and CEO of CDPQ Infra, estimated that his group has answered 80% of the committee’s concerns.
According to our information, several members of the committee of experts and the administration of Valérie Plante see things differently. They believe that a much larger portion of their concerns has not been taken into account in the new version of the REM de l’Est.
Never mind, the Minister for Transport and Minister responsible for Greater Montréal and the Montreal region, Chantal Rouleau, was enthusiastic about the tabling of this report. “All partners have a strong vision for this project, and we are working together to ensure its success within the timelines,” she said in a statement.
A source within the committee of experts believes that this outing by the minister constitutes an attempt to “manipulate the message” contained in the expert report. The REM de l’Est will still have to go through several steps before moving forward, including the conclusion of a tariff agreement with Quebec and the ARTM, and an environmental study of the project at the BAPE.
Jean-Marc Arbaud declined to confirm a timeline for the next steps on Tuesday and said the project will only go ahead if all partners are “aligned.” When the project was announced in December 2020, CDPQ Infra was aiming for work to start in 2023 and commissioning in 2029.