MTQ

Stay alert when sharing the road with snow plows 

Local Journalism Initiative / / / , , ,

Nelson Sergerie, LJI Journalist

Transports (MTQ) is raising awareness among road users about the dangers of snowplow operations, specifically focusing on the limited visibility experienced by snowplow drivers. 

Driver behaviour is being targeted as visibility is significantly reduced around these heavy trucks that maintain the road network. The SPEC recently spoke with two ministry employees to better understand the challenges of clearing snow from the road network in a region like the Gaspé. 

As soon as snow is forecast, the teams get to work. “We make sure that the vehicles are available, and that the required abrasives and salt are available, depending on the type and amount of precipitation. Depending on the winds, the temperature, the traffic, whether it’s night or day, if it’s sunny, we make sure of the number of vehicles we’ll need. As soon as the precipitation starts, the trucks go out,” says Conrad Boulay, team leader at the MTQ Gaspé service centre. The centre is responsible for internally clearing snow from Route 198 between York and downtown Gaspé, Highway 132 between downtown and Saint-Majorique and Route 197 to Rivière-au-Renard. Up to four snowplows may be required during heavy precipitation to clear snow or ice from these sections of the road. The rest is contracted out to private companies. 

Contrary to popular belief, the teams react quickly. “The criteria are quite low. As soon as the precipitation starts, a truck starts on the road network and we add trucks as the situation evolves. We always have operators ready to act,” he says. 

The materials used for snow clearing depend on the weather conditions, but also on the experience of the snowplow drivers. “It’s really teamwork,” says Mr. Boulay. 

Once the team leader gives the order to take out the machinery, the driver gets to work by first starting a safety round. “I register on my electronic log (which compiles driving hours) and then my team leader gives me the recipe for the material to spread on the road,” says Patrick Langlais, a snowplow driver with several years of experience. 

During a storm, the challenges are numerous. “For less experienced drivers, it’s keeping their plow on the yellow line and organizing themselves to see where they’re going. The other challenge is negotiating with other motorists. This year is tough because people are becoming more impatient and reckless. Motorists are impatient and are making dangerous maneuvers,” says Mr. Langlais. 

“We see people passing too often in a cavalier and dangerous manner. I don’t want it, but I was talking about it with my team leader, but I feel an accident coming. Recently, a driver passed me with two cars coming in the opposite direction that had to move over to let him pass,” explains Mr. Langlais. 

In addition, people are not aware that snowplow drivers have very limited visibility because of the equipment on their vehicles. “People don’t know this and they take risks. Recently, a driver passed me on the right. Given that my visibility is reduced and that I might have to move over to the shoulder to do my job, there are significant risks. I find that people are making strange decisions. You must not like the paint on your car very much to do that,” says Mr. Langlais. 

Mr. Langlais suggests motorists “Stay at an angle where the driver can see you.” He explains that when the plow is raised on the right side he has practically no visibility. 

Pedestrians walking at night or during precipitation are also at high risk, particularly when they are not wearing reflectors. “The bane of a plow driver is the pedestrian seen too late on the side of the road… You can imagine the disaster,” says the driver. 

Another element that Mr. Langlais emphasizes is the need to travel on the yellow line to clear snow and spread abrasives effectively. “This is something I have to consider when I meet another motorist,” he says. 

The photo that illustrates the article shows the truck’s blind spots, meaning that the driver cannot see what is happening inside the perimeter defined by the orange cones, hence the need to be careful when a driver passes a snow removal vehicle. 

Some figures 

The Lower Saint Lawrence-Gaspé Peninsula-Magdalen Islands Regional Directorate is responsible for more than 3,600 weighted kilometres of road maintenance. 

The weighted kilometre refers to the unit of measurement for circuit lengths in winter maintenance. It is the physical length of the segment multiplied by an adjustment factor that takes into account the number of lanes and the complexity of maintenance. 

The department sets the requirements based on the type of road (highway, national, regional, resource access road) and traffic flow. 

For the region, this represents approximately 42% cleared roadways, approximately 39% partially cleared roadways and approximately 19% roadways on hardened snow. 

The department itself performs 28% of winter maintenance, with the rest being maintained under contract or agreement. 

The budget for winter maintenance is $56 million this year. More than 230 trucks use more than 76,500 tons of de-icing salts and more than 82,000 tons of abrasives. 

Stay alert when sharing the road with snow plows  Read More »

Train will not go to Gaspé before the end of 2027 

Local Journalism Initiative / / / , , , ,

Nelson Sergerie, LJI Journalist

GASPÉ- The Quebec Department of Transport is once again postponing the deadline to rehabilitate the reopening of the railroad to Gaspé, now targeting the fall of 2027. 

In 2017, the provincial government promised to reach Gaspé in 2022. Then it was 2026, 2025, then 2026 again and now, all the regional stakeholders in the file estimate that the terminus of the line will not see its first train until the fall of 2027. 

“It is a disappointment,” says Gaspé Mayor Daniel Côté, who participated in a rail work monitoring committee with the authorities of the Quebec Ministry of Transport on January 22. 

“We’re being told about 2027 in the broad sense, but I would venture to assume that it’s probably later than 2027,” Daniel Côté continued. 

For several weeks now, two major calls for tenders remain suspended by Transports Québec.  On January 22, the Ministry of Transport announced that it was cancelling these calls for tenders, citing significant differences with the estimated budget required. 

The first call launched on March 21 faced nine postponements, and bids were only opened on September 18.  Pomerleau submitted a bid for $258 million, while Partenariat Ferroviaire Gaspésie suggested $286 million to complete the work. 

The work involves repairing two bridges in Gascons, another between Gascons and Newport, one in Newport, and one in Douglastown. In addition, a bridge in Grande-Rivière was to be replaced, and a retaining wall in Pabos Mills is also part of the bid. 

The contract duration was estimated at 28 months, according to the call for tenders.  Another revised contract, which had originally provided for the repair or construction of nine infrastructure projects, but for which the price request was ultimately only for bridges, has also been dropped. 

The targeted sites were a small bridge in Pabos Mills, the Grand Pabos River bridge, the Pabos River bridge, the Barachois bridge and the road bridge on Highway 132 in Barachois. 

The Ministry of Transport had removed the four retaining walls at Anse-à-Beaufils and Sandy Beach from the project. The ministry indicated that the revised contract was estimated at over $50 million.  On August 28, Pomerleau submitted the lowest proposal of $79 million.  Hamel Construction, the only other bidder, was asking for $83.8 million. 

For the first contract, involving nine structures, only Pomerleau had submitted a bid of $104 million.  “Consequently, the ministry will review its planning for awarding contracts with the aim of completing the entire project. As such, the design and the strategy for grouping the work will be reviewed with the aim of obtaining more competitive bids during the next calls for tenders,” the ministry said in a January 22 press release. At the end of this review, it will be possible to present a new completion schedule for the remaining work between Port-Daniel-Gascons and Gaspé. 

“Everything is being done to complete all the work up to Gaspé as quickly as possible,” the ministry added. 

“This is the process we got bogged down in. The time it takes to get out of the process is time we’re not spending doing work. That largely explains why the work is delayed and why we’re disappointed,” says Mayor Côté. 

The total of the tenders could now surpass $517 million, the sum budgeted by Transports Québec for the Port Daniel-Gaspé stretch of railroad, Some contracts have already been awarded on that section. 

Not a surprise 

“It (another delay) is not really a surprise. We’ve seen it coming for a while, knowing that barely 50% of the contracts were awarded on the third section and that there were calls for tender rejected. It was inevitable,” comments the president of the Société du chemin de fer de la Gaspésie, Éric Dubé. “To meet the 2026 deadline, all the work would have had to be given in 2024,” adds Mr. Dubé. 

“The calls for tenders compared to the estimates have exploded. When they are not able to explain the discrepancies and with the leeway they can afford, they have to find solutions to return to calls for tenders,” he continues. 

“What will be important is for the ministry to come out with calls for tenders as soon as possible so as not to lose another year,” says Mr. Dubé. 

The ministry mentioned this coming spring. “The definition of spring is not a specific date. Will it be April? May? We want it as soon as possible to have an answer as quickly as possible. We will just know when the calls for tenders open if there will be other delays. We have just lost 2024,” says President Dubé. 

In an ideal world, bids should be called in February so as not to lose 2025. “They are working very hard to go to calls for tenders so as not to lose another year,” continued Mr. Dubé. 

The Société du chemin de fer de la Gaspésie could be asked to do more work to give a boost to the rehabilitation. 

“We think we can minimize costs. The ministry came to us with an additional bridge in Caplan since the section will not be open before June. It’s a big project and we will be able to deliver. That’s the role we can play to help,” says Mr. Dubé. 

The superstructures will not be able to be built by the company, but the culverts and level crossings could be taken care of. 

One billion dollars? 

Will a budget of $1 billion be needed to complete the entire refurbishment? 

“We asked ourselves whether additional funds will be needed. As long as that is not known, it will be difficult to ask for more until we have spent all the money we have. The ministry is working on the objective of carrying out the necessary work. Until all calls for tenders are open, it’s difficult to speculate. We’re not there yet,” Mr. Dubé analyzes. 

The work will continue in 2025 on six sites between Port-Daniel-Gascons and Gaspé. 

The interventions include the reconstruction of seven structures (five bridges and two walls), the rehabilitation of 18 structures, the relocation of track in three sectors, the replacement of more than 120 culverts, protection work against coastal erosion and submersion and interventions on the components of the railway for the entire section, with changes of ties as well as ballasting and levelling work. 

Section two between Caplan and Port-Daniel-Gascons should be put into service this spring. 

Can we believe in 2027 for Gaspé? “It will depend on how quickly the ministry awards contracts for the third section by summer. Otherwise, we will lose another year,” says Mr. Dubé. “We have political assurances that the file will be settled and that the last section to Gaspé will not be abandoned even if there were delays and additional costs,” says Daniel Côté. 

Economic development 

The postponement of another year to reach Gaspé will have impacts on the economic development of the Rocher-Percé and Côte-de-Gaspé MRCs. 

The ministry asked the company to find out if this announcement will have financial impacts on it. “Everything east of the cement plant, we have not yet quantified the impacts since we are one year behind. We will have to do the exercise. We will have to talk with the companies and the economic departments of the MRCs concerned to see what they had in their book,” says Mr. Dubé. 

It will have no impact on the Mines Gaspé revival project in Murdochville since exploitation is planned for around 2030. 

The picture could be different for LM Wind Power in Gaspé, which now manufactures smaller blades, the size of the blades that were previously transported by truck to New Richmond to be placed on a train. 

“This is an issue that we will have to quantify. Knowing that we would be in Port-Daniel in 2025, rather than bringing them to New Richmond, we have to see if we can transship them closer to the manufacturing point. It’s a bit like when we started transshipping them in New Richmond: we were supposed to do it for two years. We did it for six years,” says Mr. Dubé. 

“It’s a thorn in the side,” says Daniel Côté when asked about the credibility of the rehabilitation schedule that has been postponed again. 

“It always sounds a bit strange for companies for whom deadlines are important. We don’t necessarily have a million companies running after us. We can’t guarantee 2026-2027.” We have to postpone it to 2027. It has an impact on our credibility in our town and our region. There are elements over which we have no control other than to exert pressure. We continue to exert pressure, but there are things that are beyond our control, but it is certain that it has an impact on our credibility,” adds the mayor of Gaspé 

Train will not go to Gaspé before the end of 2027  Read More »

Class action against MTQ in Sunny Bank: Negotiations are progressing with MTQ

Local Journalism Initiative / / / , ,

Nelson Sergerie, LJI Journalist

GASPÉ – Negotiations are continuing between lawyers for the two parties involved in a class action lawsuit related to the 2010 flooding in the Sunny Bank neighbourhood of Gaspé. 

The law firm Sylvestre Painchaud, which represents the members of the class action lawsuit, states that although the case has moved slowly in recent months, it is progressing. 

“Many subjects moved along with the lawyers from the ministry over the past few months. We are now finalizing the details of the claims process so that members of the class action can be compensated for the damages they suffered during the flood. We will get back to you soon with more info on that,” stated the firm to the class action members in a memo that was obtained by the SPEC. “In addition, a hearing was held on November 7 where the agreement between the parties about the installation of measurement stations for water levels and flow rates, fees for our experts for their work since the 2022 judgment and setting the next steps for the case, were debated, also mentions the law firm in a statement. 

In June 2022, the Sunny Bank Flood Committee won a class action against the Ministry of Transport (MTQ), and the court ordered it to carry out corrective work to maintain an adequate level of service for a flow of 600 cubic meters/second over the next six years and to build a river flow measurement station within two years. 

The ministry had already committed during the court proceedings to carry out work worth some $8 million on Road 198 to improve the situation within six years. In a project notice, the ministry is aiming, in particular, to replace the bridge with a current opening of 11 metres with a bridge with a 60-metre opening as well as the digging and widening of a secondary arm of the York River over 200 metres long and 54 metres wide upstream of the planned bridge. 

Widening of the road embankments over 300 metres in a water environment is also planned due to the raising of the road by 0.5 metres and the re-profiling of a ditch over 400 metres along the east of the intersection of rue de Sunny Bank and Road 198. 

A 70-metre long ditch and the construction of a new culvert with a six-metre opening are also in the plans in addition to the replacement of four other culverts. 

In its notice, the MTQ also proposes three other solutions as part of the impact study. The first is the complete removal of all road embankments and the relocation of the road four kilometres further upstream in a less dynamic part of the York River. 

The second is the complete removal of all road embankments and the construction of a multi-span bridge. 

It is the last scenario that could have a considerable impact: the expropriation of all citizens in a flood zone. 

In the preliminary schedule for the project, the environmental impact study, a BAPE (public hearings), and obtaining the environmental decree should be done by the fall of 2027. 

The environmental impact study is the first milestone in the process. 

Subsequently, the preliminary design study concomitant with the environmental impact study should be ready in spring 2028. 

The final preliminary design study should be delivered in spring 2029. Then the plans and specifications will follow to free up the rights-of-way between spring 2029 and spring 2032, and finally obtain the final authorizations in spring 2033. 

The tendering and contract awarding process would take place in spring 2033 for construction between summer 2033 and fall 2034. 

The ministry has indicated that the work schedule could extend into 2035. 

Background 

Between the judgment rendered in June 2022 and the final work schedule, at least 12 years will have elapsed. 

During the period from December 13 to 15, 2010, Gaspé received 246 millimetres of rain. 

The road rebuilt in 1977 that connects the Sunny Bank and Wakeham sectors slows the flow of the York River. Before, it was a road at water level and when it overflowed, the river invaded the roadway. 

Raised by 1.5 metres in 1952, it was determined that the road partially blocked the flow of the river. 

In 1977, the road was raised by an additional two metres, making water assessment even more difficult. 

The 2010 flood was the straw that broke the camel’s back. The citizens filed their appeal in 2013 and the court allowed it in 2015. 

Since its reconstruction in 1977, floods have occurred in 1977, 1980, twice in 1981, 1983, 1997, 1998, 2004, 2009, 2010, 2011 and 2017.  

Class action against MTQ in Sunny Bank: Negotiations are progressing with MTQ Read More »

Gaspé: First step in reconfiguring York Boulevard West in the Sunny Bank sector

Local Journalism Initiative / / / , , , ,

Nelson Sergerie, LJI Journalist

GASPÉ – The Quebec Ministry of Transport (MTQ) has issued a call for tenders for the redevelopment of York Boulevard West in the Sunny Bank sector of Gaspé.

The ministry wants to carry out the first step, which is the environmental impact study of the project, necessary to rebuild the road. In June 2022, the Sunny Bank Flood Committee won a class action against the Ministry of Transport (MTQ) and the court ordered it to carry out corrective work to maintain an adequate level of service for a flow of 600 cubic metres/second over the next six years and to build a river flow measuring station within two years.

The ministry had already committed during the proceedings to undertake about $8 million in roadwork to improve the situation within six years.

In a project notice filed with the Ministry of the Environment, the Fight against Climate Change, Wildlife and Parks for the “Redevelopment of York Boulevard West in the Sunny Bank sector in Gaspé” last fall, the MTQ detailed each of the upcoming steps for the construction site.

The ministry is aiming, in particular, to replace the bridge currently characterized by an opening of 11 metres by a bridge with a 60-metre opening as well as to dig and widen a secondary arm of the York River over 200 metres long and 54 metres wide upstream of the planned bridge.

In addition, the road embankments will be widened over 300 metres where there is a hydric environment due to the road being raised by 0.5 metres, and the ditch will be reprofiled over 400 metres along the eastern side of the Sunny Bank Street intersection.

A 70-metre long ditch and the construction of a new six-metre wide culvert are also in the plans, along with the replacement of four other culverts.

In its notice, the MTQ also proposes three other solutions as part of the impact study. The first option is the complete removal of all road embankments and the relocation of the road four kilometres upstream in a less dynamic part of the York River.

The second option is the complete removal of all road embankments and the construction of a multi-span bridge.

The last scenario, which could have a considerable impact, involves expropriating all residents in the flood zone.

According to the preliminary project schedule, the environmental impact study, a BAPE review, and obtaining the environmental decree should be completed by the fall of 2027.
In the preliminary project schedule, the environmental impact study, a BAPE and the environmental decree should be completed by fall 2027, with the environmental impact study being the first milestone in the process.

The pre-project study, concomitant with the environmental impact assessment, is scheduled for completion in spring 2028. The final preliminary design study is expected to be completed by spring 2029.
This will be followed by plans and specifications to vacate the rights-of-way between spring 2029 and spring 2032, with final authorizations to be obtained in spring 2033. The tendering and awarding of the contract will take place in spring 2033 for construction slated for summer 2033 and fall 2034.
The Ministry is not ruling out the possibility of completing the project by 2035.

Between the judgment rendered in June 2022 and the final work schedule, at least 12 years will elapse.
The road, rebuilt in 1977 which connects the Sunny Bank and Wakeham sectors, slows the flow of the York River.

Previously, it was a road at water level and, during floods, the river would overflow onto the roadway.
Raised by 1.5 metres in 1952, it was noted that the road partially blocked the river’s flow.

In 1977, the road was raised by two metres, making water evaluation even more difficult. The 2010 flood was the straw that broke the camel’s back. From December 13 to 15, 2010, approximately 246 millimetres of rain fell on Gaspé. Residents filed their lawsuit in 2013 and the court authorized it in 2015. Since its reconstruction in 1977, floods have occurred in 1977, 1980, twice in 1981, 1983, 1997, 1998, 2004, 2009, 2010, 2011 and 2017.

Gaspé: First step in reconfiguring York Boulevard West in the Sunny Bank sector Read More »

Ile-aux-Tourtes: MTQ “shocked” at living nightmare for locals

Local Journalism Initiative / / / , , , ,

By Chelsey St-Pierre
The Suburban

The Ile-aux-Tourtes bridge lane closures and intermittent full-closures are having devastating consequences on residents living in neighbouring communities. In an interview with the MTQ, spokeperson Sarah Bensadoun stated that she was “astonished” at the implication of The Suburban‘s questions on behalf of residents that were interviewed and stated that multiple public consultations took place beginning in 2015 until 2021 prior to the planned work. When asked why the MTQ did not start the work on the new bridge earlier to avoid the traffic-devastating effects on road users, Bensadoun again repeated that she was “shocked” at the question as the MTQ had conducted all the public consultations and that the construction was in their best interest.

When asked again, why the new bridge was not built before half of the existing bridge would need to be closed to traffic for repairs, Bensadoun said that the annual inspections prior to the more recent ones did not reveal that the bridge would be in such bad shape. The current situation with the existing bridge was not discussed in the public consultation meetings that Bensadoun kept referring to as she stated that the MTQ was unaware that the bridge was reaching its “end of life” prior to recent inspections. On the other hand, Bensadoun also stated that it is perfectly normal that the bridge would reach its end of life stage after 50 years.

According to members of local communities, it was obvious that the bridge was falling apart as it needed to be closed for repairs to the structure on dozens of occasions during the consultation period from 2015 to 2021 that Bensadoun kept referring to while speaking with The Suburban. “This is a symptom of a much larger malaise,” Chris from St Lazare said to The Suburban. “It is obvious that the bridge was falling apart long before they started the work.”

Steve and his wife, also from St-Lazare, say that they are missing out on time with their grandchildren. “We used to just drive over to Kirkland and around the West Island to spend time with them, to help out their parents or go to watch them participate at their activities. My kids used to come once a week and that has not been possible for months.”

Jessica from Rigaud suffered through hours of traffic while experiencing a high risk pregnancy. “My doctor was at the Lakeshore and I needed to get to my appointments a few times a week. I had to turn back home a few times because my body could not handle it.” Jessica said that after the baby was born and required medical attention on a regular basis, travelling was painful. “Can you imagine driving on that bridge with a newborn crying in the back seat?”

Athena from St-Lazare, representing a group of parents preparing to petition for access to the bus lane, says that students belonging to Anglophone public schools are often enrolled on-island as there is limited space for them off-island. “We are carpooling and doing the best we can. There are no bus services available to us and this is an issue that predominantly affects the Anglophone community with children attending public schools. There is no consideration given to circumstances affecting people living in the surrounding communities.”

Sophie, a single mom from Vaudreuil, says that the bridge situation has affected the custody agreement for her children. “From October to March, between the bridge and the bus strikes, it was difficult for them to come see me and spend time at my place.” Since the children’s father lives closer to their on-island Anglophone school, the kids remained primarily with their father, though they were supposed to have shared time with their mother.

Many residents also state the the signage is not clear enough from a distance where trucks passing through may not be aware ahead of time of the ever-changing situation. Susan from St-Lazare was injured in an accident on her way home from work in Pointe-Claire where her car was totaled after it was rear-ended by an 18-wheeler truck while her vehicle was at the end of the line in standstill traffic. “He came out of nowhere, crashed into me and propelled my car into the one in front of me. I leave for work now two hours early to avoid the traffic because this caused me so much anxiety. My hands are shaking just talking about it.”

Next week, The Suburban will be speaking with local community leaders and officials concerning the public consultations. Follow us at thesuburban.com or download our app for updates. n

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