November 2019 – First contract awarded for station architectural design
Teams of architects have started working on the drawings for the buildings of the future Pie-IX, Langelier and Anjou stations. By the end of the year, two other groups of architects will join the design team and create Viau and Lacordaire stations. An initial draft of the architectural design of these stations will be presented to the public in spring 2020.
In addition to conducting ongoing above-ground seismic surveys and boring tests all along the Blue line extension route, we are collecting geotechnical data at Saint-Michel station.
Our teams will be conducting surveying work on the Saint-Michel tail tracks to gather highly detailed data on the existing tunnel and plan the connection to the new extented tunnel. As the heat released by the trains stationed on the tail tracks interferes with the accuracy of the laser instruments used for surveying, we will have to close the tail tracks on September 21 and 22.
Minor impact on your trips at this station
As trains will not be able to pull onto the tail tracks to turn around, customers going toward Snowdon will exceptionnally have to board on the exit platform. The train will then switch tracks when it departs toward Snowdon.
As part of the input data collection, geotechnical tests have begun along the corridor between Saint-Michel métro station and Highway 25 in Anjou.
The purpose of the tests is to classify soil and rock in the selected area in preparation for the construction of the underground tunnel and stations. The tests comprise two major phases, namely seismic surveys and boring tests.
1. Seismic surveys involve sending waves into the ground along a conducting wire connected to sensors. This non-intrusive, quick, one-time method limits the number of boring tests required for classification that will be conducted in a second phase of exploratory work.
2. Boring tests allow us to obtain more detailed data on soil and rock conditions, such as their resistance and profile. These characteristics serve as input data for the engineers who will design the plans and specifications.
The location where the tests are performed does not necessarily correspond to the locations of future métro stations or tunnels.
The current test involves extending lines over 40 to 70 metres, with sensors installed every 3 metres.
The cable is equipped with sensors that act as refraction wave receivers. The sensors are connected to the seismic line and slightly inserted into the ground or the road along the entire line.
The waves are sent into the ground every 10 metres by manually striking a 20-lb. (9-kg) sledgehammer against a steel plate on the ground. The plate and sledgehammer are connected to the seismic cable, sensors and receivers. The plate is struck several times to ensure that the waves are effectively transmitted all along the seismic line.
The geophysical technician measures the wave refraction data directly on site and ensures that the signals are clear. Subsequent interpretation of the data will help identify the characteristics of the rock.
A drilling rig is used to extract rock cores up to 60 metres underground, below tunnel level.
First, the road is cored for boring to take place. The operation is repeated at regular intervals along the six-kilometre route. The area will be restored after the tests have been completed.
Samples are taken either vertically or diagonally from the soil and rock, depending on the data sought by the geologists.
The soil samples collected are then analyzed in a laboratory to identify their properties and characteristics.
The project in numbers
- 5 new accessible métro stations and 5.8 kilometres of tunnel
- 2 bus terminals and 1 park-and-ride lot with 1,200 spaces
- 1 underground pedestrian tunnel providing a link to the future Pie-IX BRT
- Several operational infrastructures: 6 auxiliary structures housing operational equipment, 1 power station, 1 métro garage, 1 attachment centre for housing track maintenance vehicles and 1 service centre for infrastructure maintenance
Proposed extension route
- Early 2019: Begin designing plans and specifications
- Spring 2019: Approve implementation method, budget plan and project scope
- Summer 2019: Geotechnical study to collect rock data
- Early 2020: Submit business case and start zoning change and public consultation processes
- Spring 2020: Start preparatory work on certain sites
- 2021: Begin building new infrastructure
- 2026: Inaugurate the new line
Frequently asked questions
The STM will act as the principal contractor and project manager. As operator of the Montréal métro for the past 50 years, the STM has expertise and experience that will benefit the project.
For the moment, no. Delivery of additional AZUR trains for the Green line will allow the STM to move more MR-73 trains on other lines. The MR-73 trains will run on the Blue line (current line and extension) until 2036, when the MR-73s will reach the end of their useful life.
Currently, it is not possible to have trains with more than six cars on the Blue line, specifically due to the configuration of the Saint-Michel station platform. After the extension in 2026, all Blue line stations will be adapted to accommodate nine-car trains, but, for now, the métro operation plan does not include running nine-car trains before 2036, when the AZUR trains will arrive on the Blue line. This could, however, change depending on ridership data.
With the acquisition of the AZUR cars and the construction of the Côte-Vertu garage, there will be an increase in the service offer on the Orange line in terms of capacity and frequency. The interval between trains on the Orange line will be two minutes instead of two minutes and 30 seconds during peak periods. Additionally, other major projects should mitigate the impact for Orange line users:
- The Pie-IX BRT, when completed, should provide a connection between the Green line and the extension of the Blue line.
- A connection with the REM is planned for Édouard-Montpetit station to ensure a link with downtown.
Yes, the new stations will be universally accessible and consequently equipped with elevators.
The names for the new stations have not been selected and will be subject to a process defined by the STM in due time.
This project is made possible thanks to funding from the Quebec and federal governments as part of the Public Transit stream of the Investing in Canada Infrastructure Plan.