Residents and transit advocates in Griffintown are eagerly awaiting the long-overdue construction of the Griffintown–Bernard-Landry REM station, which has been promised for years. Despite the neighborhood’s rapid growth, the lack of nearby metro access has left many feeling stranded in a transit desert.
Andy Gernet, a Griffintown resident who relies on public transportation, expressed the frustration of having to walk 10–15 minutes just to reach a metro station. He emphasized the benefits of having a station closer to home for better accessibility.
Although the REM’s Deux-Montagnes branch recently opened on Nov. 17, the spotlight has quickly shifted to the delayed Griffintown stop. Initially slated for completion in 2024, the station’s fate now hinges on the approval of a second proposed station, Bridge–Bonaventure.
Transit advocates, such as Axel Fournier from the Association pour le transport collectif de la Rive-Sud, are urging for prompt action, emphasizing the station’s viability and the positive impact it would have on the community. Engineering challenges aside, the demand for improved transit services in Griffintown is undeniable.
According to urban planning expert Pierre Barrieau, while the construction of infill stations like Griffintown–Bernard-Landry poses logistical challenges, the potential benefits in terms of increased ridership and urban development are substantial. The funding model remains a critical factor in determining the feasibility of these projects.
Montreal has already introduced a levy on new developments near the proposed station to help fund construction, demonstrating a commitment to enhancing public transit infrastructure in the area.
As the debate over the delayed stations continues, CDPQ Infra and Transport Québec are working towards a coordinated approach to bring these projects to fruition. However, with growing frustration among residents, the urgency to prioritize public transit investments is becoming increasingly apparent.
