Sous toutes reserves – Without prejudice
This page is to promote a greater awareness of facts related to the discussions on how best to resolve traffic congestion issues in west Pierrefonds and the west island. With the millions of dollars proposed for some of the projects promoted, taxpayers deserve to see more details that support the proposed solutions and to be able to evaluate how environmentally sustainable those solutions really are.
– Worth meets with City of Montreal on 440 extension
– Un boulevard urbain dans l’emprise de l’autoroute 440 – Communique Ville de Montreal
– West Island highway plan rolled out on eve of possible election call – Montreal Gazette
– CTV news: New Urban Boulevard to be built in west island
Reasons to proceed cautiously
– On this page a simple traffic model shows that capacity is maxed out already during rush hour on 40E. Building a new access road will not necessarily help traffic flow. So why are we building such a road at great cost? On what evidence are they basing their decision?
– Is the minister of transportation actually going to sign an agreement without having made a cost-benefit analysis public? Will they make public their model showing how this road will help traffic flow.
– Pierrefonds-Roxboro is already $69 million in debt. How will this new road and expense impact borough debt?
– The city of Montreal apparently has a debt of over $5 billion How will this new road and expense impact city debts?
– Will Montreal and Pierrefonds and other cities in the west island, interpret this as full speed ahead for intensifying developments sooner rather than later?
– The project may be presented as a sustainable development project but even then, where is the proof or analysis as to how much this will really help?
– There is the Charbonneau Commission presently ongoing into collusion in the construction industry. We should let the Commission complete its investigations before signing on to new projects that may impact the borough debt and taxes.
– The timing of this announcement is suspect – on the eve of an election, in the middle of construction holiday, not much advance notice to residents.
– Is this the best time to sign such an agreement? Will a signature by the minister tie the hands of future (potentially different) government?
– Why not make this an election issue?
Comments regarding the 2012-04-05 article:
(1) Regarding the 2012-04-05 Chronicle article, Where is the evidence more roads will help?
Where is the evidence supporting the view that more roads will truly help traffic flow in west Pierrefonds?
Pierrefonds Mayor Monique Worth said in regards to the 440 project: “We’ve got to have this to rid commuters of some of the frustration they have to face at rush hour. It’s crucial,” Worth said.
With the millions of dollars at stake here, why does the media not ask Mayor Worth and Mayor Meany what evidence do they have on which to base the statements like the one above and other statements included in the article? Why is the evidence not presented for the public to view?
A simple traffic model like the one available on this page suggests feeding more cars onto highway 40 will not necessarily resolve the congestion problem.
Along with the analysis below, there is an additional analysis available by clicking here.
Lewis Poulin – member of APRPR
(2) Regarding the 2012-04-05 Chronicle article, comments from Mr. Avrom Shtern
Pierrefonds Mayor Monique Worth said in regards to the 440 project: “We’ve got to have this to rid commuters of some of the frustration they have to face at rush hour.
She uses the term « commuters » in the wrong sense. She should be using motorists instead. « Commuters » refers to train passengers who ride local/regional rush hour trains at a reduced or commuted rate or fare.
Secondly, why not the Doney Spur that runs adjacent to Autoroute 40 and could serve 2/3 of the West Island population? Many of our leaders are blind, deaf and mute when it comes to a Euro-style surface metro like tram-train from a future Bois Franc Station along a Metro Line 2 (Orange) extension in St. Laurent in the east to Fairview/St John’s via a tunnel in the centre heading all the way up the 440 corridor to the west.
Avrom David Shtern,
Green Coalition Director and Transportation Spokesperson,
Can a portion of highway 40E accommodate growing traffic volumes?
Considerations from a simple traffic flow model
• Local media Cité Nouvelles and l’Écho de l’Ouest present various views on west island traffic problems
• Through all the discussions, points of views are presented yet not many facts are presented supporting those views
• A simple Excel spreadsheet traffic model (below) was used to evaluate if the volume of traffic flowing onto 40E on Montreal’s west island can be accommodated by highway 40E
• Though various assumptions are used, the model does provide valuable insights
This simple model suggests:
o 2012-01-23 – Should we be focusing on moving people instead of moving cars?
o The maximum capacity of eastbound traffic on this section of highway 40E, using the parameters proposed would be a volume of about 10,500 vehicles per hour
o Under ideal conditions with roads used at full uninterrupted capacity, the boulevards feeding this portion of 40E would send over 25,700 vehicles per hour onto this sections of highway 40E, which is over twice as high as 40E capacity per hour
o Vehicles arriving to 40E from the Boulevards, under ideal conditions, will likely be delayed
o Delays accessing this portion of 40E will likely be made worse since there is also a number of vehicles arriving to this section of 40E from areas to the west of St Charles and from other areas
o If the calculations are correct, it appears that an extra Blvd built in West Pierrefonds would reduce by about 10 minutes the time for the same number of vehicles to reach 40E. This is an ideal scenario calculation.
• If conditions described in the ideal scenario used approaches conditions presently observed in the west island, then it can be asked how will ongoing west island development impact highway 40E congestion further still if thousands more residences are built, as is presently proposed, in some sections of the west island
• Development based on car based transportation will aggravate highway congestion
• Since under ideal conditions, 40E would already be congested, it is not clear that additional boulevards built to feed even more vehicles to 40E will in fact help reduce travel times but in fact extra access to highway 40 may simply make it worse
• Highway 40E is a transportation resource with a fixed capacity and transportation options should be developed that optimize the flow on 40E while at the same time reduce seriously the number of vehicles that are presently used
• Rigorous analyses and cost benefit scenarios should be undertaken for transportation options that reflect the capacity of our infrastructure
• Similar calculations could be extended to highway 20E
• Environmental and Economic considerations should also be rigorously considered
More detailed information on the calculations is presented in the document available here.
The author welcomes verification of the results by a third party.
Other links of interest:
– The Man Who Could Unsnarl Manhattan Traffic – A more complex Excel traffic model Charles Komanoff has spent three years building a model of the traffic patterns in New York City. The result is an exhaustive accounting of every mile traveled, every slowdown encountered, and every hour wasted. Below, a rundown of traffic on an average weekday in Manhattan’s central business district