Introduction

Échangeur Turcot was opened in April 1967, just in time for the official opening of the Montréal Universal and International Exhibition. It serves as a major hub for highway traffic in the Montréal area, connecting autoroutes 15, 20, and 720 and providing easy access to pont Champlain. It is also a vital link between the airport and the downtown area.

Échangeur Turcot comprises three levels, with an average height of 18 metres, for a total height of more than 30 metres. Spanning the former Turcot rail yard and the canal de Lachine, the interchange consists of 15 structures and 12 ramps that facilitate the flow of traffic. The initial construction required close to 170,000 m³ of concrete and more than 19,000 tonnes of steel at a cost of $24.5 million. The governments of Québec, Canada and the Ville de Montréal invested $12.5 M, $10.5 M and $1.5 M respectively (Inauguration press release) (in French)  (10 Ko).

Échangeur Turcot is the largest structure of its kind in Québec, with average traffic in excess of 280,000 vehicles per day. Having been in service for more than 40 years, the ministère des Transports (MTQ) must now proceed with a major reconstruction project.

In addition, the cessation of railway activities in the Turcot rail yard (formerly operated by Canadian National and acquired by the MTQ in 2003), the change in function of the canal de Lachine, and the revitalization of neighbouring districts are all factors that helped the MTQ integrate the new infrastructures in their environment more effectively.

Aerial views of échangeur Turcot

The Turcot Complex

In 2001, the MTQ conducted a requirements study in preparation for the reconstruction of échangeur Turcot. The study was then expanded to include the De La Vérendrye, Angrignon, and Montréal-Ouest interchanges, along with sections of autoroute 20 (between the Turcot and Montréal-Ouest interchanges) and autoroute 720 (between avenue Greene and échangeur Turcot). These infrastructures are collectively referred to as the “Turcot Complex.”

The findings of the requirements study and a variety of public consultations made it possible to identify all the issues related to the Turcot Complex and led to the development and analysis of various intervention scenarios.

The setting

This project affects the territory of the Ville de Montréal and five of its boroughs (Sud-Ouest, Côte-des-Neiges−Notre-Dame-de-Grâce, Verdun, LaSalle, and Lachine), along with the cities of Montréal-Ouest and Westmount.

Located less than six kilometres from downtown Montréal, the Turcot Complex project is bordered by the canal de l’Aqueduc, the Saint-Jacques escarpment, as well as residential and industrial districts. The canal de Lachine extends along the autoroute 20 corridor and is spanned by structures providing access to échangeur De La Vérendrye.

Over the years, the redevelopment of the canal de Lachine and the surrounding area for recreational tourism and housing purposes, along with the cessation of railway activities, has transformed the industrial district along the canal. This transformation continues today, with the conversion of other industrial zones to residential areas. Finally, the installation of the McGill University Health Centre’s (MUHC) Glen campus in the northwest area of the échangeur Turcot sector will also lead to changes in the area.

Brief presentation of the project

The project involves the reconstruction of the Turcot, De La Vérendrye, Angrignon, and Montréal-Ouest interchanges reducing the number of raised structures and constructing as many sections as possible at ground level or on embankments.

The project also calls for the relocation of the railway tracks and autoroute 20 to the north, toward rue Pullman, opening up former rail yard properties for future development.

Finally, the project selected meets the major issues identified:

• Maintaining the current capacity of échangeur Turcot;
• Improving access to the local road network and trip generators (Centre Gadbois, MUHC, Cabot industrial district);
• Maintaining each interchange's functionality (overall traffic patterns);
• Improving each interchange's configuration to increase highway safety and reduce congestion points;
• Significantly decreasing the number of structures (by 65%), thereby reducing recurring maintenance costs and facilitating maintenance;
• Promoting optimal integration in the surrounding environment;
• Maintaining traffic flow during construction.

Partners

The ministère des Transports is the principal contractor for the Turcot Complex reconstruction project.

With respect to the project’s design, the MTQ will work with its partners, including the municipalities and boroughs affected, transportation organizations, and other government departments. A number of task forces comprising experts from the MTQ and its partners have been in place for several months.

In addition, the MTQ began public consultation activities involving community, socioeconomic, and environmental organizations as part of the 2004 requirements study. Within the context of analyzing the proposed solutions, and with a view to optimizing the project, the MTQ organized meetings with the public and with organizations in the fall of 2007 for the purpose of presenting the preferred solution and listening to the opinions and concerns of all stakeholders. Many of the points raised at these meetings led to improvements in the original design.

The design process is ongoing, and the MTQ invites citizens to share their comments and concerns.

Project description

The existing infrastructures that make up the Turcot Complex, including the four interchanges (Turcot, De La Vérendrye, Angrignon, and Montréal-Ouest), have been in service since the 1960s. In addition to the accumulated wear caused by 40 years of service, these infrastructures have been subjected to the stresses of significant vehicle traffic (280,000 vehicles per day using échangeur Turcot, including 28,000 trucks).

This situation has resulted in a never-ending rise in costs to maintain, repair and keep these infrastructures safe, along with an ever-growing number of interventions—from approximately 10 in 2004 to more than 100 in 2007. One of the most telling consequences of these interventions is reflected in the increasing number of road closures and barriers, causing users to experience congestion and delays in traffic flow, not only on highways but also on the local road network.

In keeping with its mission to ensure the mobility of people and goods throughout Québec on safe, efficient transportation systems that contribute to the sustainable development of Québec, the MTQ has decided to proceed with the complete reconstruction of these interchanges.

This project also represents an opportunity to revitalize this area of Montréal, which is a critical nucleus in terms of the city's transportation and economic vitality. With this in mind, the MTQ conducted a number of studies to collect a wide range of economic and sustainable solutions aimed at improving user safety, limiting the environmental impact of the work and the new interchanges after they are put into service, and ensuring the new infrastructures' harmonious integration into their environment.

Possible solutions

Two major categories of solutions were considered, namely repairing the existing highway infrastructures and reconstructing them. Solutions focused on repairing the infrastructures would have made it possible to spread the expenses out over time, but these options were abandoned because they involve an excessive number of downsides (emergency interventions that are difficult to anticipate, traffic slowdowns, extended closures, extended work periods, etc.). In addition, despite major investments in repairs, the interchanges would still require a complete reconstruction in the medium term.

In light of this, the option involving reconstruction was selected. Once this decision was made, a number of possible scenarios were analyzed based on multiple criteria (technical, financial, social, and environmental considerations) to determine the optimal solution.

The chosen solution

In essence, the solution that was chosen consists in rebuilding the four interchanges (Turcot, De La Vérendrye, Angrignon, and Montréal-Ouest) beneath or beside the existing structures, and relocating autoroute 20 and the railway tracks to the north, in the section situated between échangeur Turcot and échangeur Montréal-Ouest. The solution focuses on lowering the raised structures and rebuilding as many of them as possible at ground level or on embankments. As a result, this project will make it possible to reduce the surface area covered by the structures from 167,000 m² to approximately 55,000 m².

In developing this solution, the MTQ chose to maintain the capacity of the interchanges (no addition of lanes). However, the planned redevelopments and the addition of shoulders will serve to improve traffic flow and highway safety. Measures that prioritize public transit will be implemented along rue Notre-Dame, and studies are underway to validate the relevance of integrating other such measures in the project.

Main characteristics

• Reconstruction of échangeur Turcot, mainly on embankments, thereby lowering the height of the structures.
• Reconstruction of échangeur De La Vérendrye on embankments, including its relocation further north.
• Reconstruction of échangeur Angrignon to the west of the existing structure.
• Reconstruction of échangeur Montréal-Ouest at ground level.
• Inversion of the traffic lanes on autoroute 20 west of échangeur Turcot.
• Relocation of autoroute 20 to the north, toward rue Pullman.
• Relocation of the railway tracks to the north, toward rue Pullman.
• Reconstruction of autoroute 720 between échangeur Turcot and avenue Greene on an embankment.

From a technical perspective, this solution is now possible because the conditions that prevailed at the time échangeur Turcot was built in the 1960s no longer exist. The significant elevation at which some of the structures were built was due to the following aspects:

• The clearance required over the canal de Lachine, which served as a seaway for ships in the 1960s, but now serves only pleasure craft.
• The clearance required over the CN railway tracks in the Turcot yard.

In addition to meeting all of the requirements and issues, this solution is the one that will be the most advantageous once the interchanges are opened to traffic:

• Optimal integration of the infrastructures in the environment;
• Significant reduction in maintenance costs;
• Development of the vast Turcot yard, which will no longer be enclosed.

This solution is also the one that entails the least inconvenience during the construction:

• Shortest construction period;
• Minimal lane closures on highways and municipal roads, which means that tens of thousands of vehicles will not be forced to detour onto neighbouring roads every day.

Harmonious integration

In general, the chosen design and the mitigation measures associated with this project will make it possible to improve the quality of life in neighbouring residential districts:

• Noise-abatement walls will be erected to reduce the noise level in sensitive areas, compared to the existing situation;
• The architectural design and landscaping will improve the environment and reduce heat islands;
• Active transportation networks (for pedestrians and cyclists) will be made better and safer;
• The distance to the highway will be increased in certain locations (e.g. in front of rue 
  De Roberval), which will create a buffer zone for residents and improve noise reduction, air quality, and the visual environment.

Preliminary project schedule

Environmental assessment*

*This portion of the schedule is the responsibility of the MDDEP, the BAPE, and the Conseil des ministres. The schedule for the environmental assessment is presented for information purposes only.

Project costs

The cost of this project is estimated at $1.5 billion (current dollars).

Project execution method

October 31, 2008, gouvernement du Québec made the announcement about the reconstruction of échangeur Turcot to be done according to public-private partnership mode (PPP).

Environment and sustainable development

The MTQ conducted an environmental impact study, which was submitted to the ministère du Développement durable, de l’Environnement et des Parcs (MDDEP) in the spring of 2008. MDDEP experts are in the process of analyzing this environmental impact study's admissibility. Following the analysis, the MTQ will submit a revised version of the study, which will include its responses to requests for additional information. Once the MDDEP determines that the environmental impact study is complete and admissible, the latter will be released to the public, and the mandatory public consultation process will begin under the auspices of the Bureau d’audiences publiques sur l’environnement (BAPE).

The MTQ cannot begin the reconstruction work until after this environmental assessment process—scheduled for 2008 and 2009—is complete and the required government authorizations have been received.

Project visual

The following are photographs of different sectors situated near the present infrastructures as well photomontages of the transformations proposed by the ministère des Transports within the Turcot complex reconstruction project.

Public participation

• In 2004, the MTQ met with local organizations for a full day to assess requirements.
• In the fall of 2007, the MTQ held a series of meetings to present the project and the preferred solution to local organizations and to the public.

Press release

• La reconstruction du complexe Turcot va de l’avant – October 31, 2008 (in French)
• PricewaterhouseCoopers est sélectionnée pour élaborer le dossier d’affaires initial du projet du Complexe Turcot – December 7, 2007 (in French)
• Reconstruction of the Turcot Complex  –  June 29, 2007(in French)   ( 61 Ko)