Ça vaut ce que ça vaut, mais le site de CartoMetro indique belle et bien une plateforme centrale et non des quais latéraux. Je vous ai mis une capture d’écran et le lien, c’est vraiment intéressant comme site si vous ne le connaissez pas déjà.
J’ai essayé de trouver des rendus visuels des quais, mais rien ne confirme aucune des deux options 
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https://cartometro.com/documents/CartoMetroMontreal.v2.4.png
Carto Metro est généralement assez proche de la réalité, mais pour les systèmes encore en construction, il y a définitivement des détails qui ne sont pas tout a fait exact. Par exemple, la configuration du centre de maintenance St-Eustache montré sur Carto Metro est en fait celle qui était là avant la construction du REM. Les photos Google Earth les plus récente montrent très clairement qu’il n’y a pas d’espace pour la boucle qui était là avant. La carte du REM qu’on voit sur Carto Metro est donc une snapshot de ce qu’on savait à un certain moment pendant la construction.
Many people walk from exo Dorval station to YUL on any given day. At normal walking speed – without luggage or kids – it takes around 14 minutes to door 10 (Marriott end) or 18 minutes to doors 1-5 (main terminal). Moving walkways generally go slower than walking speed, and with heavy, bulky luggage and pousettes, they are just a generally bad idea; most airport moving walkways are post-security, after luggage has been dropped off. The distance from the STM bus loop (which we can think of as a surrogate for some eventual intermodal station location) to the main terminal is just over 1 km, which would make a moving walkway here one of the longest and most Byzantine ever conceived. The Metrolink from Dubai Mall metro station to Burj Khalifa is 820 metres long, and while it does move thousands of visitors a day to the mall and the famous landmark, it is by no means quick, or efficient. As the report succinctly stated:
A moving walkway was evaluated at a high-level as a potential option for the Link. However, the design for a moving walkway would need to span a total distance of approximately one kilometre, whereas in typical applications these are used for travel distances of 400-800 metres. As a result, given the significant travel distance, multiple walkway segments, and long travel times expected for this approach, analysis of the potential design and cost of the moving walkway option was not considered to the same level of detail in this Study.
It is lateral platforms at the airport station. the arrière gare is sufficient for for storage of a train overnight and for use as a reversing track. Sequence most used will be:
Even with the planned headway of 6 minutes (fully operational system) in the airport branch there will be no conflict with trains wanting to go in different directions in the single-track tunnel.
With the inherently-longer dwell times of an airport terminal station, it also wouldn’t be unusual if two trains occupied the block, with the Brossard-bound train staging staging for track/platform 2 while PSDs are open and passengers disembarking on platform 1. But I guess the point is moot if indeed the station uses side platforms, because signage should be clear enough to indicate which track goes which direction, just like in the Metro, and the PSDs can be open on both sides simultaneously.
They made a mistake with the REM, they’re talking about 20 departures per hour (3m frequency) when that is neither planned -10 min frequency max- nor possible with the single track
But the 204 already runs 2 buses per hour, so it’s the same as currently?
Giving the west island anything better than a bus per half hour is a dream that is never happening (470 excluded)
405, 419, 211 all have higher frequency than every 30 mins at certain times of the day. its not much but its something
405/211/411/425/485 will probably get massive axing with the rem in general, 419 will not survive with the rem, (best i can see is a shuttle from anse à l’orme to John Abbott and a shuttle from anse à l’orme to the écomusée and the 212 continuing to the REM station to replace the 419.
Again this station at Dorval would have been critical But since it’s not Montreal city, no care has been given.
John Abbott could get a line like 56 for Collège Ahuntsic. Only works on opening days. They think about merging 31 and 56 apparently. Would make sense.
419 is not going away, it will become the shuttle.
Bonne idée
Le prolongement aurait dû être déjà planifier! Le gouvernement ne pense pas au futur! 
a) Montréal cannot officially ask CDPQ Infra for REM stations.
b) A station at Dorval station was not a requirement in Québec’s request AFAIK.
c) (Only a guess.) CDPQ Infra probably evaluated that it was not worth it to build the REM all the way to Dorval station.
Montreal, Dorval, and ADM pushed for it, Québec said it’s a good idea but it’s up to the Feds to give the go-ahead. At the time, CDPQ said it was in favour of the extension and that if the government told them to build it, they would. Basically the ball got dropped by everybody involved.
Maybe there could be an access to information request put in to find out exactly what happened to the discussions after the federal study came out.
A moins que je ne me trompe il me semble que le ministre féderal des transport de l’époque Marc Garneau. Avait donner son appuie pour un prolongement vers Dorval. Une suposé analyse ou étude devait être déposé a ce sujet.
The slow progress of the TGF/V project also contributed to this. As long as there is no certainty of a station in Dorval it might not be worth it for CDPQi to extend to Dorval.
Also if the TGF/V project would have progressed faster there could have been a synergy possible with the Mount Royal tunnel…. Maybe.
Le cabinet à Garneau a été remis à Pablo Rodriguez avant la fin de l’étude. L’étude a été achevée mais, à ma connaissance, nous n’avons jamais été informés d’une décision officielle.
