Train de l’Ouest Project
September 2010 Changing needs
+ 74,000 Pierrefonds more inhabitants added to the current population of 370,000 CUSM over the next 15 years
Vaudreuil-Soulanges
September 2010 2 Changing needs
Roadwork + 27% commutes by train since 1998 Road traffic + 36% commutbtes by publi blitc transit since 1998
September 2010 3 Transport issues
Ridership increase 3,565,000 for commuter train services since 2005
3,076,000 An average o f 26% Progressive saturation of commuters have to stand on the of commuter train services trains during morning rush hour
September 2010 4 Transport issues
Sharing infrastructure with CP Priority given to freight trains
Limited capacity Constraints on outbound service of rail infrastructure (westbound) and outside peak hours
September 2010 5 Impact of roadwork
• Highway 40 : Much roadwork to come in the next few years The only major east -west axis that crosses Montreal region 175,000 cars daily Serves many industrial parks and highly populated areas
• Dorval Circle: Work up until 2013 Major role in the strategic road system in terms of transporting passengers and goods
September 2010 6 Impact of road work
• Décar ie ItInterch ange: First phase of the redevelopment project completed in 2013 280,000 users daily
• Turcot Complex: Work starting in 2010, to continue until 2016 More than 290 , 000 cars da ily Important artery linking highways 20, 720 and 15 Relocating rail tracks northward Many stakeholders (including the City of Montreal) determined to reduce capacity
Resu lt: The road work paral yzes road t raffi c
Challenge: Measures must be taken during roadwork to keep traffic flowing
September 2010 7 Vaudreuil-Hudson line
• The current network serving the West Island: 18 stations 51. 17 kftkkm of track More than 3,565,000 commutes annually Second most popular commuter train line Lucien-L’Allier station 1 hour 26 departures per weekday . 13 toward Montreal • 9 during morning peak hours • 2tidkh2 outside peak hours . 13 toward Hudson • 2 during morning peak hours Vendôme station • 3 outside peak hours 14 departures during the weekend
Dorval station Lachine station Montréal-Ouest station
VdVaudreuil
September 2010 8 Lucien-L’Allier station
Lucien-L’Allier station Terminal station at downtown Linked to two metro stations and Montreal’s Underground City Possible transfer with 11 bus lines and 3 commuter train lines allowing intermodality
September 2010 9 Increase of service
Number of departures Currently After project
43 Peak hours 21 (including 12 express and9d 9 mi nut es l ess)
Outside peak hours 5 43
Weekend 14 26
Total per week 144 456
Annual ridership Currently After project
Metropolitan service 3,6M 9,2M
Estimated cost: $676M*
(construction cost only , of which $77M already invested) *cost of 2008
September 2010 10 Combined process by ADM and AMT
September 2010 11 Three proposals
Airport shuttle without stops No. 1 (()no train to the west)
Airport shuttle and metropolitan shuttle separated No. 2 + (two networks called “hybrid”)
No. 3 Shared airport and metropolitan shuttle (CP3) (one network)
September 2010 12 Proposal No.1 (airport only)
Airppport shuttle without stops Service every 20 minutes Transit time: 21 minutes Central Station
No public transit service to the west Cost: $600M
Pointe-Saint-Charles
Montréal-Trudeau station
CN CP
September 2010 13 Proposal No.1 (airport only)
• Dedicated shuttle service, without intermediate stops or public transit service toward west
• Announced cost: $600M $200M in the provincial budget (April 2010)
• Annual operating cost $24.4M
• Bfit/ttilth1Benefit/cost ratio less than 1
• Predicted ridership: 3.4 million passengers per year (rate: $8) High market share (28%) in comparison with other airports (Reagan 12%, Vancouver 5%, Portland 6%, Minneapolis 5%)
September 2010 14 Proposal No.2 (hybrid)
Airport shuttle without stops Metropolitan shuttle
Service: every 20 minutes Service: 12 minutes during peak hours Central Station Transit time: 21 minutes 30 minutes outside peak hours
Luci en L’Alli er s ta tion
Cost: 1.3 billion* Vendôme station
Pointe-Saint-Charles CP CN Montréal-Trudeau station Montréal-Ouest Station Lachine station
To Sainte-Anne-de-Bellevue
*cost of 2008
September 2010 15 Proposal No.2 (hybrid)
• Two networks needed: Sharing the infrastructure of CN freight trains
• Airport shuttle only to Central Station: CN rejected the proposal of metropolitan service to Central Station
• Longer route: Three more minutes
• Higher electrification cost: 23 km of additional track and higher complexity
September 2010 16 Proposal No.2 (hybrid)
• HitHeritage issues: Authorization required from the federal Environment Department for necessary modifications to Central Station Authorizations required from Parks Canada and Fisheries and Oceans Canada
• Expropriation and acquisition issues: Land reconveyance to CN
September 2010 17 Proposal No.3 (CP3)
Airport shuttle Metropolitan shuttle Centrale Station Service: every 20 minutes Service: 12 minutes during peak hours Transit time: 18 minutes 30 minutes outside peak hours LiLucien-L’Allier s ta tion
Cost: $874M* Vendôme station (of which $77M already invested in rail infrastructure)
Pointe-Saint-Charles CP CN Montréal-Trudeau station Montréal-Ouest station Lachine station
To Sainte-Anne-de-Bellevue
*cost of 2008
September 2010 18 Proposal No.3 (CP3)
• One network (easier and more reliable) • Shared infrastructure for passenger services (ADM and AMT) • Shorter transit time (- three minutes) • Total cost of $874M* , including $77M already invested by the AMT • Lower cost of electrification (- 23 km of track)
*cost of 2008
September 2010 19 Proposal No.3 (CP3)
“The CP route is the most efficient, from the financial as well as the benefit/cost aspect. ”
((gaccording to the PricewaterhouseCoop pp,p)ers report, p. 14)
September 2010 20 The advantages of AMT's route
• Use of a single network (easier and more reliable) • Shared infrastructure for ppgassenger services ( ADM and AMT) • Shorter transit (-3.9 miles, -6 minutes) • Dedicated shuttles (airport shuttle and metropolitan shuttle are separated) • Total cost of $874M* • Lower cost of electrification • Additional service for local population
*cost of 2008
September 2010 21 Summary
Proposal 1. Train de 2. Airport only 3. Airport/metropolitan 4. Airport/metropolitan shared l’Ouest AMT separated (CP3)
Supported by + +
Route
Transit time 18 minutes 21 minutes 21 minutes 18 minutes (airport)
Cost $676M* $600M $1.3B* $874M* ($77M already ($200M announced in ($77M already invested by the AMT) ($77M already invested by the AMT) invested by the AMT) 2010 provincial budget)
Benefit/cost 2282.28 <1 151.5 181.8
Passengers/ 9.2M 3.4M 13M 12M year
*cost of 2008
September 2010 22 Major findings
• YES to increased public transit services in the West Island • YES to an integrated project with shared infrastructure by ADM and AMT $240M (CP scenario) more than the airport shuttle alone, $77M already invested by the AMT on CP (2010) 9.2 million passengers annually (additional 5 million new passengers compared to the airport shuttle alone, which will serve 3.4 million passengers annually)
• The metropolitan service generates most benefits: 75% of total benefits The airport shuttle alone has a ratio of less than 1 The metropolitan service has a ratio of 2
September 2010 23 Question period
September 2010 24