Comme j’ai dit souvent le plus simple purement en termes de construction selon moi serait probablement de rajouter une troisième/quatrième voies dépendamment de l’emplacement au nord de l’emprise CPKC en forçant le partage des vois puis on ajoute deux voies à ceux du CN pour du passager ce qui en ferait quatre au total.
PS: Dans un monde idéal, pas sûr que ça va se faire.
Are other stations on the line accessible when it comes to the train-platform interface, and is the nature of these works at Mirabel to make boarding trains accessible ?
Lucien-l’Allier, Vendôme (prochainement : Exo - Travaux à la gare Vendôme ) et Montréal-Ouest
Oui
Not to forget, Parc, Saint-Jérôme, Sainte-Therese and Blainville are all getting the interfaces
La connexion piétonne entre le sud du campus et la gare de Montréal-ouest, notamment en considérant le projet de pont étagé et de son impact sur le lien entre la zone de développement 4.2 et le parc Coffee à travers la rue West-Broadway ;
Étagé, du genre, passerelle piétonne à plusieurs étages?
Un article intéressant avec le directeur d’Exo qui prend sa retraite. Il y a un petit passage sur l’électrification de la ligne St Jérôme et potentiellement acquérir le tronçon appartenant au CP.
Son groupe demande aussi de valoriser la ligne de train de banlieue Saint-Jérôme, l’une des plus populaires, en finançant une étude d’électrification au coût de 9,5 millions. « Une ligne électrique irait plus vite et serait plus attractive. Puis, on pourrait ensuite acquérir l’ensemble de l’infrastructure. On est propriétaires de Saint-Jérôme à Blainville, mais pas de Blainville à Montréal, où c’est Canadien Pacifique », note le gestionnaire.
Et un parcours professionnel très intéressant aussi!
A 50 km long line that gets just 6100 riders a day (SJ) doesn’t deserve a billion dollars of investment, and yet, I’m confident that electrified, frequent, two-way, all-day service using short, quick EMUs on exo11 VH could increase its ridership by a factor of 10 and take 20,000 cars off the road.
It’s not a question of “deserving” anything… The kind of investments they’re asking for on the SJ line is just not feasible on the VH line right now. CP would never sell their mainline.
Also current ridership is probably not the best parameter to use for that kind of decision… Population projections and transportation needs and patterns might be more helpful no?
100%. The north shore’s population growth and constantly congested Autoroute 15 make like 12 a prime investment opportunity
I think it didn’t come out sounding right when I said “deserve.” Suburban and regional rail improvements is the low-hanging fruit when it comes to significant heavy transit improvement, and I think we should be doing that to all our lines and then some. I mean, exo 11 VH isn’t blessed with abundantly more ridership than SJ! We tend to get obsessed with shiny objects, and seem to want metros and “REMs” (
) where good-old-fashioned (but modern!) suburban trains would be more suitable.
Low-hanging fruit implies it’s easy to reach or requires little effort, when upgrading our commuter rail to a level that gets interesting is the exact opposite.
This. This is true for railfans, this is true for politicians… It’s probably extremely hard to change that kind of culture though 
It’s been noted time again that the corridor upon which the CPKC and CN rights of way sit has plenty of room for two more tracks and extra passing loops on which to host an independent passenger train right way. It wouldn’t surprise me in the least that no improvement will be made to the VH line until the HSR plans get cemented.
It shouldn’t be as difficult as we’ve made it for ourselves. Everywhere else seems to get it, and seems to just do it. Does it take money? Of course. But it certainly doesn’t cost $1B/km, either.
Not just a matter of money, but also tremendous will from politicians and maybe even legislative changes.
I think a lot of these discussions overestimate the willingness of CN/CP to be good collaborators/fair players.
It would say low hanging fruit if politicians would trully want to improve it, like what they did in Ontario, I would agree with you that politically it’s difficult, but in terms of technicallity or costs it is clearly not that complicated it’s just building tracks after all. At the end it’s just a matter of political will and this is why we say I think that it is a low hanging fruit, because appart from politics and if the government would trully force freight to be delligent like it’s would be really cost effective upgrade.
