Montréal Economic Powerhouse | Fall 2021 Edition by JBC Média inc.

SPECIAL ISSUE VILLES D’AVENIR COLLECTION VOLUME 11 | ISSUE 3 FALL 2021

THE REM 5 YEARS LATER

LE REM

A CATALYST FOR MOBILITY AND ECONOMIC DEVELOPMENT IN GREATER MONTRÉAL

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RÉSEAU EXPRESS MÉTROPOLITAIN Line A, under construction Projected line (REM de l’Est)

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WORD FROM THE EDITOR-IN-CHIEF

THE REM AND THE FUTURE OF GREATER MONTRÉAL

René Vézina

Apparently, the lull is over. Pandemic or not, rush hour traffic has returned to Montréal especially since the beginning of the school year, even though many people are still working from home. The economy is doing better and car sales increased over the past year, to the detriment of public transit, given that many people are skeptical about public transportation. Hence the importance of renewing the public transit offer, which is what the REM light rail system can provide. Apart from occasional debates, the arrival of this vast network brings hope for truly fluid transportation, particularly for traditionally under-served sectors. That is what has led Chantal Rouleau, Deputy Minister of Transportation and also the Minister for Greater Montréal, to view the REM as a 100km transit backbone that will energize the entire transport system in Montréal. Her comments echo and summarize those of other observers who discuss various aspects and issues inherent to the REM in this magazine, starting with its potential impact on the Montréal economy. Not only is it hoped that it will help relieve congestion and thus reduce time lost in traffic, but also that it will contribute to the rejuvenation of neighbourhoods currently struggling to attract investment. In that respect, prospects are already promising, notably in eastern sectors of Montréal. There is still a lot of work to be done and obstacles to overcome, but the largest public transit project in Québec since the opening of the Montréal subway system is progressing well. The next step is to see it in action. Slowly but surely, it’s on its way.

René Vézina Editor-in-chef

MONTRÉAL ECONOMIC POWERHOUSE : : FALL 2021

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CONTENT : : SPECIAL ISSUE 2021

3 WORD FROM THE EDITOR-IN-CHIEF 7 THE SOLUTION TO CRITICAL TRANSIT ISSUES IN GREATER MONTRÉAL

PUBLISHER Jacques Boisvert EDITOR-IN-CHIEF René Vézina

14 A BREATH OF FRESH AIR FOR MONTRÉAL

EDITORIALS René Vézina TRANSLATION, REVISION AND PROOF-READING Neil Kroetsch PRODUCTION Supervision : Edith Lajoie Graphic design and layout : Carole Bordeleau from Carbodesign

19 NOT JUST IMPROVED TRANSIT, BUT MUCH MORE 22 TRANSPORTATION FLUIDITY IN THE REM ERA

PHOTOGRAPH Denis Bernier COVER PAGE PHOTO © CDPQ Infra ADVERTISING Claire Boisvert Sales advisor

24 CHRONO-URBANISM 28 FROM DREAM TO REALITY

Montréal 450 670-7770 ADMINISTRATION Edith Lajoie Executive Director

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32 SOLMATECH : MEETING THE REM CHALLENGE 33 STM : MAJOR PROJECTS CHANGING THE FACE OF MOBILITY IN MONTRÉAL 34 DEUX-MONTAGNES : GRAND MOULIN STATION REAL ESTATE BOOM 35

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MONTRÉAL ECONOMIC POWERHOUSE : : FALL 2021

Brossard, a prime commercial and tourism huB With the arrival of the first three stations of the Réseau express métropolitain (REM) on its territory in 2022, Brossard will be more than ever at the core of the South Shore’s economic activity!

brossard.ca

THE SOLUTION TO CRITICAL TRANSIT ISSUES IN GREATER MONTRÉAL BY RENÉ VÉZINA, JOURNALIST SPECIALIZING IN ECONOMICS

Chantal Rouleau, the Deputy Minister of Transportation, views the upcoming roll-out of the REM rapid transit network not only as an exceptional opportunity to improve and extend the mass transit system in the Greater Montréal region, but also as an engine of redevelopment for transit-starved neighbourhoods.

t’s important to keep our eyes on the prize, for if we throw the baby out with the bathwater we lose sight of the benefits of the project. That is a recurring theme in debates about the installation of light rail rapid transit in the Greater Montréal region. Challenges remain, particularly with regard to integrating the REM into the downtown core, but its overall contribution to the development of the metropolitan region and to increasing fluidity of public transport appears to be beyond dispute in the eyes of several stakeholders. A KEY COMPONENT Chantal Rouleau shares that opinion. The Deputy Minister of Transportation in Legault’s cabinet, she is probably one of the Québec political figures most focused on and committed to this important dossier. Also the Minister for Greater Montréal, she was previously mayor of Rivière-des-Prairies/Pointe-aux-Trembles, and a former member of the City of Montréal’s executive committee. She believes that the REM and its 100 km of track will be a key component, the main artery connecting and nourishing all other existing means of transport in Greater Montréal: subway, bus, commuter trains and even the river shuttle. "It’s the biggest investment in public transit in Québec’s history !" she proclaimed. The success of the REM is very important to her, and she is convinced that it will become a transit mainstay. "To quote the famous phrase from the Field of Dreams movie, If you build it, they will come. I believe it will grow in popularity and ridership once people see the network up and running." In the film, Kevin Costner plays

CHANTAL ROULEAU Transportation Minister and Minister Responsible for the Metropolis and Greater Montréal Government of Québec

MONTRÉAL ECONOMIC POWERHOUSE : : FALL 2021

REM

a farmer who builds a baseball diamond in his cornfield, and behold – a miracle occurs, his dreams come true ! The ghosts of great players from the past emerge from the crops to play ball. For one night, they show up to relive a mythical game. "The difference here is that you don’t have to wait until people are dead before they start using the REM !" she added. Simply seeing it in operation and realizing the benefits it provides will ensure its popularity.

IMPRESSIVE EXAMPLES There are precedents in North America, where the car is still king. In the United States, in Seattle and Minneapolis for example, public transport ridership has risen sharply and travel time has fallen as a result of investments in light rail transit like the REM. In both cases, however, there are still problems of cost overruns due to lack of vigilance, an issue of concern in the Montréal project as well.

View of the Samuel-De Champlain Bridge MONTRÉAL ECONOMIC POWERHOUSE : : FALL 2021

In Canada there is the Sky Train in Vancouver, which helped alleviate chronic traffic congestion in the city, notably at the airport, where now the journey to the downtown core takes only 25 minutes. Its success is such that a project to expand the light rail network recently received a $1.3 billion boost from the federal government ! MAJOR ADVANCES The arrival of modern and efficient mass transit networks is therefore of prime importance for cities keen not only to enhance their competitive edge, but also to support citizens in neighbourhoods with no access to public transit. "It’s a real nuisance to be under-served by public transit, as is still the case in Montréal’s east end," noted Chantal Rouleau. That is why she worked hard to plan the new branch of the REM. It will connect the east end with the downtown core, and she foresees big improvements for that outlying area. She envisions a redeployment

REM

of industrial activity in a part of Montréal that has suffered from the decline of heavy industry. "We have agreed to an initial envelope of $100 million for decontamination of land in the east end. Our hope is that the area will become more attractive for companies and institutions in need of more space, especially if they can count on the REM’s fast and frequent train service," she said.

Maisonneuve-Rosemont Hospital

She also sees great potential for new, betterdeveloped, better-served and more welcoming neighbourhoods that will appeal to young families that too often flee to the suburbs, thus exacerbating urban sprawl. More businesses and families will be a boon for innovation in the east end, gravitating around the dynamo that is the Maisonneuve-Rosemont Hospital, a leading health care centre. "Everyone is banking on innovation, and we have a centre of excellence with that hospital," she added.

Finally, the plan also takes young people into consideration. "With trains running every two and a half minutes, the area will open up to the outside world. The REM will provide fast, frequent links to the city’s universities."

Cegep Marie-Victorin

"Eventually the REM could raise the level of wealth in the east end of the city." She believes that improved education, combined with better possibilities for young people, could also help lower the crime rate in that part of town.

STANDARDIZING TRANSIT TICKETS The REM network extends from the city to outlying suburbs, where users encounter all sorts of frustra tion when travelling from one zone to another. As the Minister herself noted, at present there are approximately 700 different transit tickets or passes in the Montréal Urban Community, and inconsistencies abound. For example, you can go from Montréal to Longueuil on the subway’s Yellow Line with an OPUS card, but doing so from Longueuil to Montréal is impossible because you have to buy

Leonardo Da Vinci Center

MONTRÉAL ECONOMIC POWERHOUSE : : FALL 2021

a return ticket. The same situation exists in Laval, and things become even more complicated the farther one ventures from the city core. "Everyone deplores that jumble of transit tickets within the Greater Montréal region," said Ms. Rouleau. "Once the REM is in place, things will be simplified. By 2025 we will gradually go from 700 tickets and passes to 100, and a single ticket will be valid for all forms of mass transit, even the river shuttle! The integration we have long dreamed of will be complete." Zones and fares still need to be defined, as is the case elsewhere in the world. For the moment she envisions four zones, from the Island of Montréal to towns outside the Montréal Urban Community (including Longueuil and Laval), and then to other suburban centres. The changes will benefit users, especially given the increased frequency of train departures and shorter travel times that the REM will offer, in conjunction with other modes of transport.

THE URBAN LANDSCAPE That leaves the thorny issue of the REM’s elevated structure perched in downtown Montréal. "Everyone is talking about it, but no one yet knows what it will look like," said Chantal Rouleau. "Once we have access to the visuals, then we can comment. We’re aiming for an exceptional architectural profile acceptable to people from all walks of life, from the business community to the cultural sector. That is why we established a committee of experts to ensure that the project blends harmoniously into the urban landscape." By the summer of 2022 the first section connecting Brossard to downtown will be operational. Other sections will follow, but it is the liaison between the east end and the downtown core that will continue to grab the headlines until its actual structure and appearance are made public. The deputy minister remains upbeat. "I’m really confident. It will be a distinctive linchpin project, nothing less."

MONTRÉAL ECONOMIC POWERHOUSE : : FALL 2021

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REM

THE REM, A BREATH OF FRESH AIR FOR MONTRÉAL BY RENÉ VÉZINA, JOURNALIST SPECIALIZING IN ECONOMICS

Montréal is growing. And like any organism, that growth must be supported.

The arrival of the REM is like a new artery providing more oxygen, increasing the flow of blood the city needs. Or, if you prefer, like strengthening the spine to better support its bone structure," said Jean-Marc Arbaud, president and CEO of CDPQ Infra, the subsidiary of the Caisse de dépôt et placement du Québec, which is responsible for installing the REM rapid transit rail network. "And it’s all the more important," he added, "because Montréal’s current public transit system, starting with the main subway lines, is saturated. It needs to be rejuvenated. That is the primary objective of the REM: to re-oxygenate the city."

MONTRÉAL ECONOMIC POWERHOUSE : : FALL 2021

Jean-Marc Arbaud has no shortage of imagery to illustrate the potential impact of this vast ongoing project, a very ambitious undertaking. Initially it was to extend over 72 km and include 26 stations, at a total cost now valued at 6.9 billion dollars. Added to that is the REM line to the east end. It could get underway in 2023, but will add billions of dollars to the overall budget. Meanwhile, towns in the northern and southern suburbs have asked to be included in an expanded network. The REM light rail transit project is increasingly popular, so long as it maintains its original promise: that it be efficient, comfortable and affordable, while also being a profitable venture for the CDPQ Infra.

EFFICIENCY, URBAN PLANNING AND THE UNEXPECTED – A DELICATE BALANCE The work is proceeding well, despite complications caused by the pandemic. "I myself had the opportunity to take that train," said Mr. Arbaud, who rode on the line connecting Brossard to downtown Montréal. "We are testing a 5 km stretch of track, with an automated train running at 90 km per hour. Everything is in place for a launch next summer. Other links to northeastern and western parts of the island will follow, including a line to Trudeau Airport." It’s about time. Montréal remains the only major city in Canada, and one of the few in North America, without a direct link between its airport and downtown. This is a historical request, and an idea favoured by one and all. Other proposed connections raise many questions, such as trying to satisfy everyone while pursuing the imperatives of urban development. There is also the inconvenience of reduced service, as is the case for commuters who for years had been using the Deux-Montagnes suburban train. Unfortunately, they will have to wait. Eventually, public transit users on the outskirts of the city will benefit from greatly improved service, with subways running every few minutes, regardless of the time of day.

JEAN-MARC ARBAUD

President and CEO

CDPQ Infra

Currently, commuter trains run every 15 minutes or more to downtown in the morning, are almost non-existent in the middle of the day, and then run in the opposite direction again in the late afternoon. Things will be much better once the REM starts operating. But when will that happen ? "We are doing everything we can to accelerate the work on the Deux-Montagnes line," said Harout Chitilian, vice-president, Corporate Affairs, Development and Strategy at CDPQ Infra. The roll-out of the Deux-Montagnes link is a sensitive issue. For the moment, the motto "More than yesterday, less than tomorrow" must be adopted by commuter train users. "We now anticipate completion and full roll-out towards the end of 2023 or early 2024", said Harout Chitilian, adding that upgrading the old tunnel under Mount Royal involved dealing with serious and unforeseen challenges. The train could be up and running earlier if an initial connection from the tunnel to subway stations is made. That would save time for commuters heading downtown. "It is a key issue in this particular instance, and also for other sections of the REM," noted Mr. Chitilian. "Despite increased traffic congestion, we are going to offer predictable travel times. That’s what should convince many motorists to hop aboard the REM." HAROUT CHITILIAN Vice-president, Corporate Affairs, Development and Strategy CDPQ Infra

MONTRÉAL ECONOMIC POWERHOUSE : : FALL 2021

REM

But COVID-19 and the large-scale adoption of teleworking have raised the stakes. The pandemic persists, and in late August public heath authorities recommended that inperson returns to offices and workspaces be delayed. Will fewer commuters mean fewer clients for the REM ? JeanMarc Arbaud does not think so. "We estimate that about 50% of people use public transit to get to the office. Yes, it is possible that some of them will no longer do so because of remote working. But the service that the REM will offer, not to mention all the development it will generate, should compensate for that shortfall." POSITIVE IMPACTS OF AN ANCHOR PROJECT Providing efficient service includes the possibility of a staggered approach so that ridership is spread out, thus avoiding a stampede of commuters during rush hours. At present, especially for commuter trains, ridership is concentrated in the early morning and late afternoon. But with frequent trains throughout the day, demand could be scattered. That would encourage new commuters to opt for public transit. Moreover, the REM has stimulated real estate investment around the planned stations. That has the potential of attracting thousands of new residents, many of whom will view the proximity of an REM station as a reason to move nearby. "Just in Brossard, for example, promoters have invested at least $5 billion," noted Jean-Marc Arbaud, "and that is not by chance. The REM has become a magnet. We will attract new users." That is the very principle of a structuring project. Once it is in place, it attracts other projects, other investments.

"For both the northern and the southern lines," said Mr. Chitilian, "consensus was quick. People rapidly grasped the positive impact of the REM. We are helping to relieve traffic congestion, despite some temporary inconveniences that we are working to minimize, such as the delay in the Deux-Montagnes line." But discussions about that train link appear to be minor compared to the intense debate regarding the eventual arrival of the REM downtown on its way from the east end of the island. No one questions the importance of full-fledged public transit service between the east end of Montréal and downtown. The creation of the eastern route from Mascouche has helped, but it takes more than an hour to reach Central Station and doesn’t run very often. Thus the request, since accepted, to establish what is now called REM 2. BIG DREAMS, LONG-TERM VISION Everyone agrees with the principle. However, there is some debate about the form and visual appearance of trains arriving downtown along René Lévesque Boulevard. Above ground or underground ? For Jean-Marc Arbaud the option is clear, and he does not intend to give up. "Digging a new tunnel downtown is unrealistic and entails considerable risk, not to mention the enormous costs involved," referring to studies supporting a no-tunnel approach. Are those studies available for consultation ? "We will present them in the months to come," he said, adding that assumptions about the look of an elevated REM station downtown are premature. "What if what critics are presenting as a hindrance is instead an opportunity to improve the city ? What if it is not a disfigurement, but on the contrary an

"Just in Brossard, for example, promoters have invested at least $5 billion and that is not by chance. The REM has become a magnet. We will attract new users."

– Jean-Marc Arbaud

MONTRÉAL ECONOMIC POWERHOUSE : : FALL 2021

Du Quartier station in Brossard

REM

Sketch of the Île-des-Sœurs station

embellishment ? Wait until you see the concept. Then you can make up your mind." The CDPQ Infra, and it is not alone, is obviously sensitive to what is socially acceptable in Québec. "Quebecers abhor conflict, and we have no intention of creating any," said Harout Chitilian. It is therefore important to explain what is ultimately at stake, i.e. reducing car use in Montréal thanks to exceptional public transit, not to mention the impact of the REM on its surroundings. "We can certainly contribute to neighbourhood redevelopment, notably in the east end." BENEFITS OF THE PROJECT There’s a lot of work to be done, but the vast industrial spaces that need to be cleaned up could become welcoming once they’re decontaminated... especially if new residents are able to get around efficiently using public transit. Mr. Arbaud explained that "It’s one of the important aspects of our work. By giving more opportunities to areas that were once poorly served by mass transit, we’re going to be able to offer solid, standardized service throughout the city." That would be a major step forward. For a long time the east end of Montréal has been treated as the city’s poor cousin. On the other hand, the area has the appeal of lower costs for renting an apartment, purchasing a home or setting up and developing a business. The notion of standardized service throughout Greater Montréal makes the REM attractive, as do other aspects. "We are talking about the biggest transportation project in 18

MONTRÉAL ECONOMIC POWERHOUSE : : FALL 2021

Québec since the construction of the subway system 50 years ago. We will reap immense benefits for many years to come from the know-how accumulated during the course of the project." Alstom, which has the contract to build the REM rail cars, has already set up in Montréal its world centre of expertise for urban mobility research and development. There is also all the expertise that its many partners in the project will acquire throughout the process. That aspect has not really been discussed in public debates, but it could have lasting impacts for Québec. Working on a project of this magnitude and bringing it to completion provides valuable knowledge and skill sets. It is a point raised by Harout Chitilian when he evoked the structural benefits of the REM. He noted that many firms associated with the project will find their image and reputation much enhanced, thus attracting international interest. Almost 75% of suppliers are based in Québec, and 87% across Canada. "Those partners, Québec firms for the most part, will show that we are exceptional, past masters in all things transit-related. The REM can become a phenomenal showcase with impacts that will resonate far beyond the task of improving our public transit system," noted Mr. Arbaud. At a time when debate about global warming (whose effects we witnessed first hand in August) is intensifying, could it be that the expertise developed by the REM might be of benefit elsewhere? That is a train that we really don’t want to miss !

NOT JUST IMPROVED TRANSIT, BUT MUCH MORE BY RENÉ VÉZINA, JOURNALIST SPECIALIZING IN ECONOMICS

With the REM light rail rapid transit network scheduled to become operational next year, there has been so much talk about increasing the flow of traffic and transportation in Greater Montréal that other issues have been put on the back burner. There are many other aspects to consider, such as the positive impacts not only for the east end of the Island but for Québec as a whole.

When things get better in Montréal, they get better all across Québec," said Charles Milliard, head of the Federation of Québec Chambers of Commerce (FCCQ). "The strong emphasis on public transit sends a powerful signal," he added. He already hopes that the example will be reflected in VIA Rail’s high frequency rail program and in similar transit projects. "I hope this will provide the political impetus to do more. We have so much catching up to do." Obviously, the Montréal region will be the first to reap the benefits. "More efficient transit networks will support both business creation and the development of real estate projects in places where they were

no longer expected." In that regard, he shares the opinion of the new president of the Eastern Montréal Chamber of Commerce (CCEM), Jean-Denis Charest, who was appointed to the position in mid-September. Not many are aware of the fact, but the CCEM covers a very large area, from St. Lawrence Boulevard to the tip of the Island. However, it is the eastern portion of its territory that could benefit the most from extending the REM. "It’s not just a public transit project," noted Mr. Charest. "It is also aimed at opening that area up, at providing better access. The message to investors is clear. This is an urban renewal project for the east end. Once the project is underway, it will generate all sorts of positive impacts." MULTIPLE SPINOFFS Jean-Denis Charest mentioned all sorts of beneficial aspects, extending far beyond improved public transit. "The arrival of the REM will help transform environmental liabilities into economic and social assets, once those environments have been overhauled and revamped," he said, referring to the vast industrial lands in the eastern portions of the city. All they need is to be decontaminated and renovated. "The more valuable those spaces become, the greater the interest in decontaminating them. We can already foresee the creation of innovation zones that specialize in health, green chemistry, clean technologies and the like. They will attract clusters of experts, who in turn will attract other new players. The entire sector has the potential to become a veritable laboratory."

CHARLES MILLIARD CEO Federation of Québec Chambers of Commerce

According to Mr. Charest, what should be kept in mind are the projected positive impacts of the REM on the local economy. Of course subcontractors will get contracts, but the decontamination work alone will generate a lot of activity. Entire areas of the territory, left fallow after the decline of heavy industry, are once again in demand.

MONTRÉAL ECONOMIC POWERHOUSE : : FALL 2021

REM

And as for the REM itself, what can be expected in terms of jobs and direct economic benefits ? According to the REM website, the estimated value of wages paid in Québec will be $2 billion and the value of local content $4 billion, which would represent 65% of the total cost of the project. Again, the amounts could well increase with the addition of other stations and branch lines. It is difficult to give a more detailed breakdown of the number and type of suppliers already involved in this large-scale project. One thing is certain, and that is that all sorts of professions and trades are involved, from engineers to surveyors, carpenters and welders, not to mention others working on-site such as security guards and caterers. "There will be many indirect spin-offs as well," noted Mr. Milliard. "Major real estate projects are already underway, particularly in Brossard. The manufacturing sector will also benefit as certain areas will become more accessible, and we must not forget tourism. People on vacation like to be able to move easily from place to place. One day people will be able to leave downtown to visit nearby attractions. New cultural hubs will have a chance to flourish in the suburbs."

JEAN-DENIS CHAREST CEO Eastern Montréal Chamber of Commerce

A NECESSARY UPGRADE He also emphasized the decisive effect it could have on MontréalTrudeau airport, with REM airport service planned for 2024 or 2025. "This will undoubtedly be a major development for both recreational and business tourism. Montréal was lagging behind other big cities around the world, even other major Canadian cities. It’s about time !" Jean-Denis Charest says that he is confident that local firms will soon play an active role in helping to boost the attraction and

MONTRÉAL ECONOMIC POWERHOUSE : : FALL 2021

< Sketch of the Deux-Montagnes station

growth of the light rail network. According to projections made by the CDPQ Infra, the branch line to the east end will create 60,000 direct and indirect jobs during its construction. "And the impact on the Port of Montréal, already a major player, should not be underestimated as it is expanding its presence in that area. The arrival of the REM will help relieve passenger traffic and reduce congestion in that sector," he said.

"The REM presents incredible opportunities," added Jean-Denis Charest. "Imagine the east end of the city repositioned as a recreational and tourism hub, with the emergence of new players. That was hardly conceivable not so long ago. The REM is becoming a kind of driving force that will push current limits. We can now afford to dream."

Credit : REM / NouvLR

BRAND NEW AND WONDERFUL ? "We are aware of the potential pitfalls," admits Charles Milliard. The debate on how the REM will look in downtown Montréal,

among other things, remains lively. "But on the whole, the project seems to us largely positive. It will democratize Montréal’s economy, as success will no longer be tied to a particular location. The light rail project is a game changer," he said.

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MONTRÉAL ECONOMIC POWERHOUSE : : FALL 2021

REM

TRANSPORTATION FLUIDITY IN THE REM ERA BY RENÉ VÉZINA, JOURNALIST SPECIALIZING IN ECONOMICS

To discourage single-occupant vehicles and the congestion they cause, we need a public transit system that will bring citizens together. That is the objective of the REM.

o increase ridership when she was president of the STM (Montréal Transit Commission) in the late 1980s, Louise Roy summarized the benefits of public transit as follows: "We need to provide an efficient, affordable and comfortable service for users." That equation hasn’t changed since, notes Catherine Morency, a professor at the Polytechnique Montréal and an acknow ledged expert in mass transit. In June she was a guest speaker at public consultations on sustainable mobility and the REM light rail transit system. "The issue is always the same. Mass transit must compete favourably with other means of travel. It must be attractive and travel time (or the perception of the time involved), must be acceptable," she said, emphasizing frequency of service and how extensive the public transit network is. Indeed, that is what makes it attractive to users. In that regard she concurs with the conclusions of a February 2020 study by the Chamber of Commerce of Metropolitan Montréal (CCMM) entitled Getting Companies committed to improving Fluidity of Travel in and around the City. In addition to recommendations directly affecting companies and busines ses, the report includes observations about workers, who are very concerned about mobility issues. "Ease of access to the workplace represents, after salary considerations, the second most important decision criterion in choosing an employer." 29% of those who work in the downtown core have a negative perception of the overall quality of transit service… despite the presence of the subway system. Even

MONTRÉAL ECONOMIC POWERHOUSE : : FALL 2021

CAROLINE PERRON PHOTOGRAPHIES

CATHERINE MORENCY Professor Polytechnique Montréal

Interior view of REM de l’Est train car

worse, the study notes that "More than 80% of Montréal workers feel the negative effects of traffic congestion and/or sub-optimal public transit service."

important variable in reducing the number of vehicles on our roads, as they are more numerous in the Montréal region than ever before."

Car use remains substantial, however, bringing with it increased traffic and frustration, not to mention the attendant costs to society at large. The Montréal Urban Community estimated overall losses in 2018 at $4.2 billion, an amount that is bound to increase. Hence the import ance of efficient, extensive and affordable public transit.

She views transit service to the east end of Montréal as a necessary gesture. "As regards access to public transit, it is an arid desert. The lack of service poses a fundamental problem of equity that has created socio-economic issues that must not be overlooked."

"There is no doubt that an effective public transit network such as the REM always has a positive impact on transportation fluidity, with happy consequences," said Michel Leblanc, CEO of the Montréal Chamber of Commerce. "Not only does it lead to increased worker satisfaction, a concern that our study highlighted, but it also plays a direct role in business location decisions." He mentioned the anticipated development in east-end Montréal and the consolidation and strengthening of the Technoparc in the St. Laurent borough. "The REM not only represents potential for job creation, it will also attract workers to areas being redeveloped. That may well be the case for all the neighbourhoods it serves." REDUCE CAR DEPENDENCY "It’s a habit we need to break," notes Catherine Morency. "All options are valid, from car-sharing to cycling, if they are seen as more effective when compared to singleoccupant vehicles. The REM thus becomes one more

Indeed, one of the objectives of the commuter train line to the east end is to rectify that shortcoming (see the interview with Minister Chantal Rouleau). And that’ s not all. The suburbs are growing steadily, but public transit remains at a level of minimal service, in her opinion. "In terms of urban planning it’s a disaster, for where transit services do exist, they often consist of monotonous, meandering, maze-like routes." Will the arrival of the REM and its various branches beyond the island of Montréal help solve these problems ? Without commenting directly on the merits of the issue, Catherine Morency stated a basic fact. "For users, it remains a cost/ benefit analysis. As long as you at least have the impression that it’s more advantageous than driving your car, using public transit becomes an attractive choice." The REM is intended to be a modern, efficient, affordable and attractive network, to cite the criteria once presented by Louise Roy. Could it be that we are getting there some 30 years later ? MONTRÉAL ECONOMIC POWERHOUSE : : FALL 2021

REM

THE REM AND CHRONO-URBANISM BY RENÉ VÉZINA, JOURNALIST SPECIALIZING IN ECONOMICS

Jean-Marc Fournier, the CEO of the Urban development institute of Québec (UDI), foresees enormous potential for the REM in terms of adopting new trends in urban development, despite the great challenges involved in implementing new approaches.

etting from point A to point B efficiently in big cities has become an everyday challenge. Time is money, as the saying goes. Hence chrono-urbanism. It’s a term and a concept that are gaining ground, notes Jean-Marc Fournier, CEO of the Urban development institute of Québec (UDI), adding that the principle is becoming increasingly important in large cities, where citizens and businesses see time slipping through their fingers due to endless congestion. A well-designed city should take into account the time its residents spend carrying out their daily activities. NEW APPROACH TO URBAN PLANNING For Jean-Marc Fournier the REM light rail transit system can become part of this new vision of urban development. He knows of what he speaks, both as head of the UDI and also given his previous experience as a former Québec Minister of Municipal Affairs. The UDI is an important player and a privileged observer of both Greater Montréal and Québec City. It 2500 members are involved in the commercial real estate industry as owners, promoters, property managers and in other similar roles. Everyone wants and relies on a more functional city. Thus the interest in improving public transit if it benefits all stakeholders.

MONTRÉAL ECONOMIC POWERHOUSE : : FALL 2021

JBC MÉDIA BY DENIS BERNIER

JEAN-MARC FOURNIER CEO Urban development institute of Québec

Mr. Fournier thinks the REM could serve as a trigger for developing the vast, still vacant space between the river and what is commonly called Peel Basin. For the uninitiated, that is the land you cross near Victoria Bridge on your way to the Montréal Casino. Imagine an REM station there. From there it would be a mere 5-minute ride to Central Station in downtown Montréal, not to mention the effervescent development currently underway in the nearby Griffintown neighbourhood, where condo towers are springing up like mushrooms. It will be served by a future REM stop to be named Bernard Landry Station. A real estate promoter’s dream ! KEY ANCHOR PROJECT Jean-Marc Fournier believes that things will be more complex for the other REM line in northeastern Montréal. "The potential for development is greater, given the many underutilized and partially contaminated spaces. But the City of Montréal must be given the means to develop that territory. The REM can serve as the main artery, but we must not forget the attendant veins – the branch lines, the links and connections – and that requires government funding." In that regard he sees three levels of intervention. First would be financial aid from Québec City, supported by Ottawa, to develop the urban space around the stations, making the immediate environment more welcoming with parks, bicycle paths and other facilities.

The real estate industry is directly affected by the dynamism of its immediate environment. The REM could play an important role, according to Mr. Fournier. "It’s definitely a great boost for Montréal’s economic development, especially for the east end of the island, though the benefits will be felt from west to east and north to south." SPRINGBOARD FOR DEVELOPMENT He takes care to distinguish between REM 1 and REM 2. The first phase of the REM, as presented by CDPQ Infra, a subsidiary of the Caisse dépôt et placement du Québec, essentially involved replacing buses travelling against the flow of traffic on the Samuel de Champlain Bridge, then providing service to Trudeau Airport and more regular and frequent service to Deux-Montagnes and the West Island. "Those sections are more easily integrated into the urban landscape, given that they follow the former Champlain Bridge and existing highways and rail lines. It’s also going to help the neglected urban area near the Victoria Bridge exit."

Proud to be the preferred supplier for NouvLR and to have participated in the realization of this prominent infrastructure project.

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REM

The arrival of the REM will also mean residential develop ment in the immediate vicinity. However, the fees charged by the CDPQ Infra may increase construction costs, which could discourage lower-income households. "We should focus on social and affordable housing. The arrival of the REM should not go against the grain because of higher costs for developers," he says. He then raised the issue of the cost of decontaminating industrial land. The City of Montréal will not be able to assume those costs single handedly. What remains unknown is the practical and aesthetic integration of REM 2 and the link from the east end into the fabric of the city, particularly the elevated portion on René Lévesque Boulevard and the raised structure being planned for the Central Station terminus. Jean-Marc Fournier is not the only one asking that question. The debate is ongoing. He acknowledges the challenge of harmoniously integrating the project into the downtown

MONTRÉAL ECONOMIC POWERHOUSE : : FALL 2021

area. "We obviously have our doubts and concerns, as the project is not yet clearly defined. The downtown core should not be disfigured. The REM must give us an addi tional attractive feature to enhance Montréal, not one that is less attractive." But on the whole, the CEO is enthusiastic. "The REM is a key anchor project that will propel Montréal into the future," he said, emphasizing the importance of meeting not only current needs, but those of the future as well. He compared it to the tramway project in Québec City, which suffers from a serious public transit deficit at a time when the city is growing and needs to improve its infrastructure. "As soon as the REM project was announced," he added, "the UDI clearly indicated its support for this major contribution to the economic development of Greater Montréal. There are still challenges to be met, but this is a great opportunity to redefine our vision of the city and its neighbourhoods."

Next stop: a new reality At exo, we’re proud to embark on a new journey with our customers and REM users. For a network that’s better connected to the mobility of tomorrow.

 exo.quebec/ridewithus

REM

THE REM, FROM DREAM TO REALITY BY RENÉ VÉZINA, JOURNALIST SPECIALIZING IN ECONOMICS

Not even the pandemic has managed to derail construction of the REM light rail rapid transit network, the biggest transportation project in Québec since the opening of the Montréal subway system in 1966.

Indeed, we are in the process of completing this large and complex project, which was already on a tight schedule when it was launched," said Christian Ducharme, vicepresident of engineering for CDPQ Infra, actively involved since the project got underway in 2016. He has experienced all the hopes and disappointments the project has faced, such as Covid and its inevitable consequences. "The pandemic took us by surprise; it was completely unexpected. We had to deal with social distancing, the constant hand sanitizing and everything else... Can you imagine what that means for a project of this magnitude? We were concerned about our ability to stay the course, but we dealt with all the protocols by implementing new approaches." He added that some sections of certain construction sites had to be shut down temporarily as Covid-19 testing continued. "But the work had to continue, and materials had to arrive from suppliers, who were also subject to the same restrictions. Imagine the headache."

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CHRISTIAN DUCHARME Vice-president of engineering CDPQ Infra

IMPRESSION-EN-FORAGE-pub-montrealeconomique-5x9,65.pdf

2021-10-15

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Since 1950

Specialized in deep foundation construction Proud to be part of the realization of the REM

Social distancing is not an easy thing to do on such a large site, but it was monitored. "By that time, we had gone digital. We were even moving rail lines forward remotely. In terms of engineering, there was almost no interruption," Mr. Ducharme noted, "which allowed us to make progress by reducing deadlines." UNFORESEEN PITFALLS Apart from Covid, were there any crucial moments during construction? For Christian Ducharme, a particular episode immediately came to mind. "The tunnel under Mount Royal." It is an integral part of the REM route from the northwest to downtown Montréal. The tunnel is over a hundred years old and had aged badly. "Its metal structure suffered from corrosion. All the de-icing salts used on the city’s surface streets eventually infiltrated underground and corroded the steel columns and beams of the vault. We had to rebuild and strengthen the tunnel; an unforeseen happenstance. It’s nothing to worry about, but it’s definitely essential work that needed to be done."

Safety Accuracy Performance Innovation

418-248-1438 info@forage-cblais.com 1430, rang du Coteau Sud Saint-Pierre-de-la-Rivière-du-Sud, G0R 4B0, Québec, Canada

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REM

Other findings unearthed in the construction sites proved to be more disturbing. "While digging for the future Édouard Montpetit station, there was a detonation. A worker’s drill hit an old borehole containing an explosive charge dating from when the tunnel was originally built. It wasn’t a serious incident, but the Workers’ Health and Safety Commission came to investigate, and rightly so." he added. "For us, the health and safety of our employees is non-negotiable. We had to take the time to make sure we could move forward safely." He and his team had to solve other problems as well, in the St. Laurent borough for example. "In that sector, we had to dig a tunnel to establish the junction with the Montréal-Trudeau airport. The excavation caused a few hundred metres of ground subsidence, but it was determined that the work could continue."

These are only a few examples of the difficulties that the teams working on this large-scale project had to overcome in an ever-tightening time frame due to the pandemic, while expectations only increased.

Worker on Nuns’ Island Bridge

ALL ABOARD! As he coped with one incident after another, what struck Christian Ducharme the most about this mighty task ? "I will always remember the resilience of everyone involved in the project, from the bottom up, at every level of the hierarchy. We had to stay the course; keep the faith. It was so demanding for everyone involved, but we stuck together. And the work forged ahead."

He noted that the first REM trains will be running in a few months on the section linking the South Shore to downtown Montréal. "I am simply amazed at what we have been able to accomplish working on such a complex project. We started with an idea and great ambition five years ago. Today a train is running for a few kilometres in Brossard for final tests before it actually goes into service. All the people who contri buted to its completion have a lot to be proud of."

Reinforcement work in Mount Royal Tunnel MONTRÉAL ECONOMIC POWERHOUSE : : FALL 2021

TAKING THE LEAD PROMOTIONAL SECTION

INVESTMENTS AECON JOBS ECONOMIC Ł DEVELOPMENT

STM DESIGN

SOLMATECH ENGINEERING CONSULTING REAL ESTATE Ł DEVELOPMENT

DEUX-MONTAGNES INFRASTRUCTURE REORGANIZATION Ł OF BUS NETWORKS

BOLD TRANSPORT Ł MOBILITY FLUIDITY

EXO BUSINESS Ł DEVELOPMENT

EXPERTISE CHALLENGES

TOD

PIERRE-ELLIOTT-TRUDEAU AIRPORT MONTRÉAL ECONOMIC POWERHOUSE : : FALL 2021

Solmatech

MEETING THE REM CHALLENGE Solmatech is a consulting firm specializing in the control and monitoring of materials, geotechnics, environmental aspects, metallurgy and geomatics. Its extensive expertise has enabled it to contribute successfully to the construction of the REM light rail network.

orking on a variety of building projects, from road construction to railway structures, art works, concrete buildings and steel frameworks, Solmatech has been involved in helping to build the Réseau express métropolitain (REM) since November 2018.

Frank T. Kalongo, the director, materials engineering,explainedthatinthatcontext,thefirmprimarily provides the materials engineering component. "Construction materials must meet specific manufacturing and placement standards. Among other things, we verify that the concrete, asphalt andaggregatesmeetthosespecificationsand are installed in compliance with the plans and specifications,"hesaid. COMPLEX ISSUES He noted that for Solmatech, the issues involved in building the REM network are both many and extensive. "First of all, it is spread out over a large

FRANK T. KALONGO Director, materials engineering

geographic area that includes the North Shore, the South Shore and all of the Island of Montréal. The work must be carried out in synchronous fashion. We must be able to simultaneously provide theresourcesrequiredateachspecificsite.Since wehaveofficesineachofthosethreemajorzones, we have successfully met that challenge." The speed at which the work is advancing constitutesanotherdifficultyforcompaniesbuilding the light rail network. "Timetables must be respected, and deadlines are tight. Despite those constraints, we must provide quality work and materials in speedy fashion, producing the deliverables on time," Mr. Kalongo added. The manpower shortage is another obstacle that Solmatech has managed to surmount. "Many talented people want to work on prestigious projects like the REM. That no doubt facilitated our recruitment of technical personnel." He noted that, generally speaking, recruitment can bedifficultintheconstructionindustry,asituation thatnowprevailsinmanyotherfieldsofeconomic activity. "In recent years there have been several large infrastructure projects, one after the other: the Champlain Bridge, the Turcot Interchange, the REM, the Louis Hippolyte La Fontaine Bridge. All of them present interesting opportunities, but they also drain a substantial pool of manpower." Frank T. Kalongo added that Solmatech has grown considerably in recent years, which raises another issue. "Despite our rapid expansion and the hiring of many new talents, we must work hard to maintain the expertise and quality-oriented culture for which our company is known." n

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STM MAJOR PROJECTS CHANGING THE FACE OF MOBILITY IN MONTRÉAL Every year, the Société de transport de Montréal (STM) spends $1.5 billion developing and maintaining its assets, including $1 billion on large-scale projects. Here is a quick look at some of them.

n addition to renovations to its network, major investments are being made in a number of improvement projects. "For example, we are currently working to improve universal access to our subway stations. We have also increased our fleet by 15 percent with the addition of 300 hybrid buses, and are in the process of building one new transit centre and expanding three others," said François Chamberland, executive director of engineering and major projects at STM. To carry out these various projects, the STM can count on a team of 400 people with solid expertise, supported by as many consultants. FOCUS ON INNOVATION Among the many projects underway, several stand out for their innovation and rigorous management. For example, the gradual replacement of MR-63 métro cars with AZUR trains was selected as one of the finalists for the international component of the 2019 Project of the Year award bestowed by the prestigious Project Management Institute.

The Bellechasse Transport Center, an innovative project whose design promotes integration into its environment

FRANÇOIS CHAMBERLAND Executive director of engineering and major projects at STM

A new entrance building was recently erected at the Vendome inter-modal métro station, and the Exo/MUHC (McGill University Health Centre) pedestrian walkway proved to be quite a challenge. "We used an innovative method, the Autofonçage® technique – the first of its kind in Canada – whereby we were able to build a pedestrian tunnel and push it under the tracks while reducing the impact on train traffic to a minimum," said François Chamberland. The design of the Bellechasse Transport Centre (bus garage and maintenance facility) also required a bold approach, with the majority of the building going underground. The surface building will have a green roof, while the majority of the roof will be a system of parks and scenic paths open to the public. As for the new garage at the Côte-Vertu station, an infrastructure linked by tunnel to the Côte-Vertu station will add space to park an additional 10 trains. This was made necessary with the purchase of additional trains in order to extend the Blue line. The massive garage, with its discreet and aesthetically pleasing surface buildings, was awarded Platinum Envision certification by the Institute for Sustainable Development, a first in Canada for a public transit project. Another major mobility project currently underway in Greater Montréal is the Réseau express métropolitain (REM) light rail transit network. Although the STM is not directly involved, its teams are working closely with the REM teams. "The network will cross subway lines at several stations (McGill and Édouard-Montpetit initially, and later Honoré-Beaugrand and L’Assomption during the second phase of construction in the east end). In addition, bus service will be optimized to improve service to the REM stations. We work hand in hand to ensure the best possible systems integration and to promote multi-modality," added Mr. Chamberland. n MONTRÉAL ECONOMIC POWERHOUSE : : FALL 2021

Deux-Montagnes GRAND MOULIN STATION REAL ESTATE BOOM The town of Deux-Montagnes is celebrating its 100 th anniversary this year. "The railway line has always been the backbone of the town’s municipal development," notes mayor Denis Martin, pointing out that in the early 1920s the train connected St. Eustache sur le Lac (renamed Cité de Deux-Montagnes in 1963) to downtown Montréal by means of the tunnel under Mount Royal.

n 1990, with the modernization of the electrical system, the rails and the train stations, the area became even more attractive. "Now, with the arrival of the REM light rail network, we are entering another phase of development around public transit zones." Denis Martin added that "We are privileged to have two REM stations in town, which puts nearly 80% of the population within 1 km of a train station, a very attractive state of affairs." The Deux-Montagnes station will be the network’s North Shore terminus, with five bus platforms serving the surrounding municipalities. The Grand Moulin train station will become a hub of major development projects.

DENIS MARTIN Mayor of Deux-Montagnes

INVESTMENTS FOR A TOD ZONE The municipality of Deux-Montagnes has set an objective to create an urban neighbourhood centred around public transit – a transit-oriented development, or TOD zone. Well before the arrival of REM train cars a real estate boom was underway, with $100 million worth of projects currently being developed, including the construction of 400 housing units in multi-unit buildings and quadruplex apartments. "This is a redevelopment of an old sector of town in order to create greater urban density. It is important to enhance the municipality’s positioning, and we encourage contractors to think of Deux-Montagnes as a place worth investing in," said Mr. Martin. "The town offers access to Deux-Montagnes Lake, the Mille Îles River and a cycling path. We are 30 minutes from both downtown Montréal and the Pierre Elliott Trudeau Airport. An REM train will be available every five minutes during peak periods. We also want to draw firms by increasing the amount of office space on offer. A strong selling point is the pleasant quality of life here, so close to a major centre. Deux-Montagnes has much to interest developers seeking to invest in residential and commercial projects. We are ready to welcome them, to help them create a community that offers a living environment that appeals to one and all." n

Newly built rental condo building in the TOD Grand-Moulin area, hosting a bistro on the ground floor 34

MONTRÉAL ECONOMIC POWERHOUSE : : FALL 2021

exo

For the exo public transit authority, the REM light rail network is an anchor project for Greater Montréal that calls for a major reorganization of its bus routes, a vast undertaking that will take place over several years.

xo reviewed its bus routes in Chambly-RichelieuCarignan, Le Richelain and Roussillon, given that the first branch of the REM to operate will be the South Shore line, scheduled to open in 2022. "It involves a major overhaul of the bus network. We're reviewing all local service as well as bus routes that will connect municipalities in the region to REM stations, given that they will no longer be driving into downtown Montréal," said Catherine Beaulieu, the network’s director of development. The new bus routes will improve coverage, and more users will be within walking distance of a bus stop. Buses will run more frequently and will travel from one municipality to another, which will facilitate access to different services within the region. Industrial areas will also be better served.

JOSÉE LECOMPTE

REORGANIZES ITS BUS ROUTES CATHERINE BEAULIEU Network’s director of development

Two other sectors are currently under review and the subject of consultations, the first being La Presqu’île (a territory of 11 municipalities such as Hudson, Vaudreuil-Dorion, L’Île-Perrot) and Laurentians – Terrebonne-Ouest (a territory of 16 municipalities bet ween Saint-Joseph- du- Lac, Saint-Jérôme, Sainte-Anne-des-Plaines and the western sector of Terrebonne). Why those sectors ? Because VaudreuilSoulanges is near the St. Anne de Bellevue rail line, and the REM will replace the commuter train serving Deux Montagnes. In addition, the upcoming extension of Highway 19 will include reserved bus lanes. ONGOING PUBLIC CONSULTATIONS Before making these major changes to its bus routes, exo consulted elected officials, municipal technical teams and the public in order to learn about the municipalities’ development projects and the difficulties users experience when taking public transit. exo then redesigned its plans with those needs in mind, and submitted the results back to those same groups in order to make any necessary adjustments to the new routes. Redesigns of bus routes require considerable support to ensure that they respond to the needs of users. The changes must be managed, the public must be informed, drivers and call centre employees must be trained. Bus stops must be modified and information tools made available," noted Ms. Beaulieu. "While these revisions will ensure that service to REM stations is taken into account initially, other factors such as population growth and the development of industrial parks and residential sectors may well lead exo to optimize its bus networks throughout the territory it serves in the years to come." n

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t Aecon, we understand the risks of climate change and are also encouraged by the opportunities we see for Aecon to play a meaningful role in building the infrastructure of a better tomorrow. We are proud to build critical transit infrastructure such as the REM in Montréal. As we continue our drive to be the number one Canadian construction and infrastructure development company, Aecon is committed to consistently setting industry benchmarks in sustainable construction to support the transition to a net-zero economy. In support of this commitment, we have set a target to achieve a 30 per cent reduction in direct CO2 emissions by 2030 and net-zero by 2050. Urban transportation systems such as the REM will contribute to reducing Greenhouse Gas (GHG) emissions and building this infrastructure helps us continuously refine how we measure and mitigate the environmental impacts of our equipment, facilities and operations. This commitment extends to all our projects as we successfully deliver critical infrastructure for our clients and help them achieve their own sustainability goals. Relentlessly pursuing innovation, Aecon recently became the first construction company in Canada to pilot an innovative new electric excavator on a utilities project site. Additionally, we’re piloting the use of solar panels to produce zero-emission energy at our Innovation and Training Centre, and to cut fuel consumption and limit idling. NouvLR was recently recognized with the Reconnaissance-mixité award for its commitment to Equity, Diversity, and Inclusion (ED&I) by the Québec Road Builders and Heavy Construction Association. ED&I is a particular focus for Aecon’s executive team, and we proudly completed our first diversity and inclusion census, which is helping benchmark ongoing progress in dismantling barriers between talented people of all backgrounds. We are maintaining this momentum through our newly established ED&I Employee Resource Groups. We are #AeconProud to play a vital role in building the REM, one of the largest transit infrastructure projects of recent decades in Canada. Aecon’s sustainability program is integral to our core business as we Build Better Together, alongside our valued client, CDPQ Infra Inc., our partners and surrounding communities.

« We are proud to build critical transit infrastructure such as the REM in Montréal. » – Jean-Louis Servranckx, President and Chief Executive Officer of Aecon Group Inc.