The proposed tramway for the east of Montreal would allow motorists and current public transport users to benefit from advantageous time savings very similar to those of an underground train at a cost three times lower, i.e. $13 billion, estimates the Regional Metropolitan Transport Authority (ARTM) which will submit its final report on the Eastern Structuring Project (formerly known as the REM de l’Est) to the Legault government in the coming weeks.
The ARTM presented on Friday the scenario chosen for the PSE, namely a mode of surface rail transport (tramway or even tram-train or SLR) on a 31-kilometer route and with 28 stations at a total cost of nearly 13 billions of dollars. The first phase of the project plans to connect the Marie-Victorin CEGEP to the Pointe-aux-Trembles station, on a 21 km route which would follow the axis of Lacordaire Boulevard and that of Sherbooke East Street at the cost of 10.4 billion. Extensions towards Rivière-des-Prairies and the MRC L’Assomption during a second phase would extend the route by 10 kilometers.
In its preliminary report on the PSE project, the organization explains having examined a scenario of rapid bus service (SRB) and that of a surface rail mode. It is emphasized that the rail mode would offer greater capacity than the SRB, with between 3,000 and 10,000 passengers per hour, while an SRB could transport between 2000 and 4,000. As the ARTM expects ridership varying from 3,650 to 4,200 passengers per hour, it concludes that upon its commissioning, the SRB would already be at full capacity.
Time savings
Remember that the Legault government had asked the ARTM to examine other less expensive options than the underground light rail proposed by the organization last July at a cost of $36 billion.
The new proposal presents time savings for users quite similar to the underground train. The PSE, with an average speed of 27 to 31 km/h, would allow current users of public transport to save between 10 and 22 minutes on their trips and motorists from 14 to 69 minutes.
For example, a PSE user leaving Pointe-aux-Trembles Station to go to the Honoré-Beaugrand metro station could travel the distance in 16 minutes, instead of 30 minutes by car or 25 minutes by bus. From Repentigny to the Honoré-Beaugrand metro station, the travel time would be 20 minutes, instead of 40 minutes by car or 30 minutes by bus.
If such time savings are possible, it is in particular because the stations are relatively far from each other, i.e. 1100 meters, which reduces the number of stops, explained Marc Dionne, PSE project director during the a presentation to the media. In addition, the fact that the rails are laid out on their own site, there would be no conflict with car traffic. Finally, dynamic traffic light management will reduce stops at intersections.
“We were asked for a financially responsible, attractive and efficient project. So we have a project worth 13 billion dollars, so three times cheaper, while allowing savings that range from 10 to 70 minutes, depending on the mode of transport currently used, with ridership identical to what we had,” summarized Marc Dionne.
Modal shift of 17%
The ARTM estimates that with a rail mode, ridership would reach around 26,400 users during the morning rush hour, compared to 29,000 for the automated train initially proposed. The organization anticipates a modal shift of 17%, which means that one in six motorists would abandon their car to take the PSE, the equivalent of 4,500 fewer users on the roads.
The ARTM sets the construction costs of the 31 km route and 28 stations at 4.6 billion. Added to this are several elements, including professional services and a 50% provision for risks, which would increase the total bill to 12.9 billion. The project would include connections with several metro stations, including the Cadillac and Honoré-Beaugrand stations as well as the blue line at the corner of Lacordaire Boulevard.
As the rails would be located in the center of the roadway, it would be necessary to plan to reconstruct the underground infrastructure as was the case for the SRB Pie-IX in order to ensure access in the event of maintenance or repair work. The ARTM estimates this cost at 1.37 billion and includes it in its total bill.
Along the Sherbrooke Street East axis, two lanes of automobile traffic would be maintained in each direction with the addition of a bicycle lane on either side of the roadway as well as widened sidewalks. “This would allow better sharing of the roadway and greater room for active transportation,” indicated Mr. Dionne. “We consider that this would fit very well into a revitalization of the entire eastern sector of the island of Montreal. »
In the axis of Lacordaire Boulevard, the right-of-way being narrower than on Sherbrooke Street, it would not be possible to maintain two lanes of automobile traffic in each direction unless the bicycle paths were moved to parallel streets.
In addition to the project, the ARTM is proposing a reserved lane for buses to Laval and Mascouche, which would increase ridership on the northern branch of the PSE by 14%. The organization estimates that it would take around ten years to complete the project. However, he considers it premature to move forward with a direct tram link to the city center. “But it could come at a later stage,” underlined Benoit Gendron, general director of the ARTM.
Consultations
The ARTM intends to continue its meetings with elected officials from the targeted territory and representatives of civil society before submitting, in the coming weeks, a final report to the government.
The head of transport and mobility on the City’s executive committee, Sophie Mauzerolle, indicated that she would take the time to analyze the report before making comments. “Our desire is to implement a structuring transportation project in order to ensure the development of eastern Montreal and to provide an effective transportation solution to the population,” she indicated in a statement sent to the media. .
For its part, the Mercier Est Environmental Collective, which had strongly denounced the CDPQ Infra aerial train project in 2021, believes that the new tramway project must be analyzed as “an essential and pressing link in a well-established network. more complete linking the projects under study in the Greater South-West, Laval and perhaps even Longueuil. » The Collective judges that the population must be involved in the project development exercise.
Although it deplores the absence of a direct link with the city center, the Montreal Regional Environmental Council (CRE) hopes that the project will move forward quickly.