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Renderporn being a thing............I went and downloaded the media kit.

4 renders, here we go:

Train interior, w/view:

1608057492391.png


Notre-Dam Station:

1608057541938.png


St. Leonard:

1608057592145.png


Same as above, but in Zoom:

1608057759733.png
 
Weird from global :

Notably, the “REM de l’Est,” as CDPQ officials referred to it, will not connect with any of the forthcoming stations on the REM’s western four lines and the two networks will share no trackage. The REM’s two eastern branches will terminate at a downtown stop tentatively named Robert-Bourassa, not at Central Station.

Central station IS at Robert-Bourassa.
 
ARG1 said:
Should GO RER be included on this? Also if you're including Hurontario, maybe include BRT like the Rapidways, or Dundas and Durham (unless we're sticking to trains here).
Click to expand...

GO RER and even GO as it is should often be included in these comparisons, but they never are. I mean, Lakeshore is every 15 minutes or less already, which puts it in the territory of rapid transit. But because it came from a commuter rail upgrade, people are hesitant.

Its the biggest problem with GO RER: incremental upgrades simply don't resonate with the general public, with transit nerds, with the news, like capital cost projects from scratch do. A shiny new thing is always more attractive than a refurbishment.

The Stouffville/Barrie/Kitchener RER lines will be as good as REM, but they simply will never get the same attention.
 
duffo said:
The REM East will terminate at Robert-Bourassa & Rene-Levesque, in between the Gare Centrale and McGill stations on the existing (as of next year) REM line. They do mention integration so maybe there will be some kind of walkway/underground connection, but the two lines won't meet at the same station. I guess with both stations already being transfer hubs between two underground rail lines, it is too hard to add a third?

View attachment 289143
Click to expand...
There is an exit directly from central station on Rene-Levesque, I don't get why they always over engineer their message.
 
One tidbit from the Global article: There is no guarantee the REM of the East( is that how you translate it?) will be compatible with the existing rem. There will be a totally new procurement round where any of the other big companies can bid again.
Notably, the “REM de l’Est,” as CDPQ officials referred to it, will not connect with any of the forthcoming stations on the REM’s western four lines and the two networks will share no trackage. The REM’s two eastern branches will terminate at a downtown stop tentatively named Robert-Bourassa, not at Central Station.
[...]
During a technical briefing, an official acknowledged to Global News that if rolling stock and an electronic control system are selected that are incompatible with the Alstom Metropolis trains and Thales-designed automation system being used for the western REM lines, it is possible the “REM de l’Est” could be related to the “REM de l’Ouest” in name only.

“In terms of software, there is three technologies available like that around the world, and we are not at the procurement stage yet,” said Jean-Marc Arbaud, CDPQ Infra’s director-general.
Click to expand...

I do feel Thales and Alstom have a good enough hold on the NA market that I can see them winning again.

And from the Montreal Gazzette Article: The stations will be built for two-car trains, so 40m platforms. AKA a Canada Line. The elevated stations look identical to what you see for the Canada Line in the (very preliminary) renders. The elevated stations can be built modularly to be expandable. But we will see if there are provesions.

The proposed driverless electric train network would cover 23 stations over 32 kilometres and serve transit-starved areas that aren’t covered by the city’s métro network. It would run every two to four minutes. The proposed REM de l’Est would only have double train cars, compared with four train cars that would run on the REM network that is already under construction. That means it would have half the passenger capacity and, at 32 kilometres, would cover about half the territory.
Click to expand...
 
duffo said:
The REM East will terminate at Robert-Bourassa & Rene-Levesque, in between the Gare Centrale and McGill stations on the existing (as of next year) REM line. They do mention integration so maybe there will be some kind of walkway/underground connection, but the two lines won't meet at the same station. I guess with both stations already being transfer hubs between two underground rail lines, it is too hard to add a third?

View attachment 289143
Click to expand...
We’re gonna need a Mansfield Movator...
 
robmausser said:
GO RER and even GO as it is should often be included in these comparisons, but they never are. I mean, Lakeshore is every 15 minutes or less already, which puts it in the territory of rapid transit. But because it came from a commuter rail upgrade, people are hesitant.

Its the biggest problem with GO RER: incremental upgrades simply don't resonate with the general public, with transit nerds, with the news, like capital cost projects from scratch do. A shiny new thing is always more attractive than a refurbishment.

The Stouffville/Barrie/Kitchener RER lines will be as good as REM, but they simply will never get the same attention.
Click to expand...

I understand the argument that you are putting forward about frequency, but the GO RER AKA GO Expansion is really not on the same level as the REM. Its integration with local transit is poor compared to the REM, its frequencies only match the REM at its best and the REM's worst. There is also not much TOD happening with the GO train, even the RER segments, which still exist mostly in barren wastelands surrounded by 200m of parking in every direction. There's just something about driving to a large parking lot to wait on a low level platform for a slow, lumbering diesel train that puts GO RER at a lower tier than REM. By and large, a ride on the REM is far more likely to feel the same as a ride on the metro compared to GO RER.
If electrification happens, that would be a starting point to revisit this discussion.
 
If realized, this would be the second major light-rail network owned and operated by the Caisse de dépôt et placement du Québec. CDPQ Infra, the fund’s infrastructure arm, is in the process of building a light-rail network connecting the West Island, the North Shore and the South Shore to Central Station and to Montreal’s Trudeau network.

And from the Montreal Gazzette Article: The stations will be built for two-car trains, so 40m platforms. AKA a Canada Line. The elevated stations look identical to what you see for the Canada Line in the (very preliminary) renders. The elevated stations can be built modularly to be expandable. But we will see if there are provesions.
Click to expand...

I do hope that that this will be revised upward. If there's one thing we've all learned from CanadaLine, it's that ridership demand quickly outpaces the initial design, much faster than initial estimations. At the very least, the platform should be able to accommodate 2 sets of Alstom Metropolis, with provisions to expand for the future. I'm hoping that all transit enthusiasts and the local media hold the CDPQi accountable to this over the next 2 years before construction starts during the community and public consultation period. And no, just because it's automated doesn't mean you could scale up capacity and increase frequencies using 40 m long platforms.

The Daily Hive in Vancouver has a great article on Canada Line's deficiencies due to under-investment / underbuilding that grossly miscalculated future demand. I hope REM-East doesn't make the same mistakes: https://dailyhive.com/vancouver/sho...-canada-line-under-built-and-nearing-capacity
 
SFO-YYZ said:
I do hope that that this will be revised upward. If there's one thing we've all learned from CanadaLine, it's that ridership demand quickly outpaces the initial design, much faster than initial estimations. At the very least, the platform should be able to accommodate 2 sets of Alstom Metropolis, with provisions to expand for the future. I'm hoping that all transit enthusiasts and the local media hold the CDPQi accountable to this over the next 2 years before construction starts during the community and public consultation period. And no, just because it's automated doesn't mean you could scale up capacity and increase frequencies using 40 m long platforms.

The Daily Hive in Vancouver has a great article on Canada Line's deficiencies due to under-investment / underbuilding that grossly miscalculated future demand. I hope REM-East doesn't make the same mistakes: https://dailyhive.com/vancouver/sho...-canada-line-under-built-and-nearing-capacity
Click to expand...

I agree with you that it would be great to increase future capacity. The Canada Line does prove that projections can be underestimating the demand. But is false to say that the Canada Line has reached full capacity. It has barely passed a third of its ultimate capacity at this time. The Line isn't even running at a maximum frequency yet. But you are right about the potential capacity issues. Hopefully, they have provisions for increasing capacity in the future. (which would be relatively easy on the above-ground branch of the line.) Only 5 or 6 of the 23 stations will be underground according to the map.
 
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The problem with RER is we don't know what it will be. We know REM will have a minimum of every 15 minute service every day from 6-1am, for RER we really don't know. 15 minutes is the goal but there is no timeline, and as mentioned the connections with the Subway won't be as good, and we won't be getting platform screen doors etc.

The REM is a different approach to RER, both have some advantages. RER's main one is that some day we *hope* it will be higher capacity, but that will require a very expensive signaling upgrade.
 
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