Montreal metro map 2019 pdf download

Continue The actual dimensions of the map are 452 X 387 pixels, file size (in bytes) - 14208. You can open, download and print this detailed map of Montreal by clicking on the map itself or through this link: Open the map. The actual dimensions of the Montreal map are 859 X 765 pixels, file size (in bytes) - 30908. You can open, download and print this detailed map of Montreal by clicking on the map itself or through this link: Open the map. Montreal - guide chapters 1 2 3 4 5 6 7 8 9 10 11 In the Dorval area a suburb of Canada, is Montreal-Pierre-Elliot Trudeau International Airport. This airport also receives a lot of tourists every year. On the territory of your terminal there are medical aid points, nurseries, duty-free shops, bank branches, currency exchange points, ample parking, and much more. Almost all shops and restaurants work 24 hours a day. The country's main airport is McDonald-Cartier Airport, located in the capital of Canada - Ottawa. It is equipped with three runways with high quality asphalt pavement. Ottawa Airport offers the most comfortable and quality services for passengers. Its cafes can please the passenger with a lot of dishes for all tastes. For business travelers, there are large conference rooms equipped with the necessary equipment, as well as free Internet access. The capacity of such rooms is about 20 people. The airport can be reached by bus or taxi. ... Open FOLLOW US Page 2 FOLLOW US This article is about the subway system. For other uses, see (disambiguation). Rubber-tired metro system in Montreal, Montreal MetroLeft on the right, from above: hector Guimard's entrance into Paris Métro in Square-Victoria-ICAO; MPM-10 (Azur) trains; [1] MR-73 train at Montmorency station; two MR-73 trains at Plamondon station; Ceramic mural at Crémazie StationNovernoo alejandraMétro de MontréalLocaleMontreal, Quebec, CanadaTransit typeTranspid transitNumber of lines4Number of stations68Enarcuero1.367,200 (average Monday to Friday, Q4 2018)[2]Annual Ridership383,147,700 (2018)[2]Operation OperationOctober 14, 1966Operator(s) [2]OperationOctober 14, 1966Operator(s)Montréal transport sociétéUsing from vehicles909[3]TechnicalSystem length69.2 km (43.0 mi)[4][5]Track gauge1,435 mm (4 ft 8 1-2 in) standard meter with rolling pads for tired rubber wheels for tired rubber wheels off steel railsSelect Lane, 750 V DC on the guide bars on either side of the trackAverage speed40 km/h (25 mph)Maximum speed72 km/h (45 mph) The Montreal Metro (French: Montreal Metro) is a system of rubber-tired underground serving , Quebec, Canada. The metro, operated by the Société de transport de Montréal (STM), was inaugurated on October 14, 1966, during the tenure of Mayor Jean Drapeau. It has expanded since the 1960s from 26 stations on three separate lines to 68,68 on four lines totaling 69.2 kilometers (43.0 miles) in length,[4][5] serving north, east and center of the with connections to Longueuil, via the Yellow Line, as well as the suburb of Laval, via the Orange Line. The Montreal Metro is Canada's second busiest fast transit system and North America's fourth busiest fast transit system, behind the New York City subway, the Mexico City subway and the Toronto metro, offering an average of 1,367,200 unlinked daily passenger trips per day of the week (in the fourth quarter of 2018). [2] In 2016, 354 million trips were completed on the Metro (transfers counted as separate trips). [6] According to the STM, the Metro system had carried more than 7 billion passengers by 2010. With the Metro, Montreal has built one of the largest urban rapid transit plans in North America, attracting the second largest number of passengers per capita behind New York City. [7] The Montreal Metro was inspired by the Paris Metro, which is clearly seen in the design of the Metro station and rolling stock. [8] History St. James/Saint-Jacques St. Streetcars in 1910 Urban traffic began in Montreal in 1861 when a line of horse-drawn cars began operating on Craig (now St-Antoine) and Notre-Dame streets. Eventually, as the then Canadian metropolis grew, an extensive network of tram lines provided service almost everywhere. But urban congestion began to affect the punctuality of trams, so the idea of an underground system was soon considered. [9] Fifty years of projects In 1902, when European and American cities were opening their first subway systems, the federal government created the Montreal Subway Company to promote the idea in Canada. Starting in 1910, many proposals were submitted, but the Montreal metro would turn out to be an elusive target. First, the Montreal Street Railway Company, the Montreal Central Terminal Company and the Montreal Underground and Elevated Railway Company undertook unsuccessful negotiations with the city. [9] Then, a year later, the Comptoir Financier Franco-Canadien and the Montreal Tunnel Company proposed tunnels under the city center and the Saint-Lawrence River to unite the emerging neighborhoods of the South Shore, but faced opposition from railway companies. [10] The Montreal Tramways Company (MTC) was the first to receive provincial government approval in 1913 and four years to begin construction. [11] The reluctance of the city's elected officials to advance funds thwarted this first attempt. The one-metre theme was still present in newspapers, but World War I and the recession hitting Montreal prevented any execution. The gradual return of financial health during the 1920s returned the MTC project and attracted the support of the Prime Minister of Quebec. [9] The Great Depression, indebrating Montreal again and atrophying the attendance of its trams, overcate this new attempt and the next devised by the Mayor Mayor He stayed in 1939 as a way to provide work for the unused masses. [12] The 1910 project under the Park Avenue 1944 1953 World War II project and the montreal war effort resurrected tram overcrowding. In 1944, the MTC proposed a two-line network, a line running under Santa Catalina Street, the other under Saint Denis and Notre-Dame and Saint Jacques streets. [13] In 1953, the newly formed Montreal Public Transport Commission replaced trams with buses and proposed a single metro line reusing the 1944 plans and extending it to Boulevard Crémazie, right next to D'Youville's maintenance shops. [14] By this point, construction was already underway on Canada's first subway line in Toronto under Yonge Street, which would open in 1954. Still, Montreal's councillors remained cautious and no work began. For some of them, including Jean Drapeau during his first municipal term, public transport was a thing of the past. [12] In 1959, a private company, the Société d'expansion métropolitaine, offered to build a weary metre of rubber, but the Transport Commission wanted its own network and rejected the offer. [15] This was the last missed opportunity, for Jean Drapeau's re-election as mayor and the arrival of his right-hand man, Lucien Saulnier, changed everything. In the early 1960s, the Western world experienced an economic boom and Quebec experienced its Silent Revolution. Since August 1, 1960, many municipal services approached the project and on November 3, 1961, voted $132 million ($1,060 million in 2016) to build and equip an initial network of 16 kilometers (9.9 miles) in length. [14] Construction of the Metro The 1961 plan reused several previous studies and planned three lines carved into the rock under the city center to the most populated areas of the city. The first two tablet lines of Berri-UQAM Station The main line, or line 1 (green line) was to pass between the two most important arteries, Saint Catherine and Sherbrooke streets, more or less under . It would run between the English-speaking west at and the French-speaking east at Frontenac. Line 2 (Orange Line) was to operate from the north of the city centre, from Crémazie Station through several residential neighborhoods to the business district at Place-d'Armes station. Construction of the first two lines began on May 23, 1962 under the supervision of the Director of Public Works, Lucien L'Allier, the father of the subway. On June 11, 1963, the costs of building the tunnels were lower than expected, Line 2 Orange) was expanded by two stations at each end and the new termini became the Henri- Bourassa and Bonaventure stations. The project, which employed more than 5,000 workers at its peak, and cost the lives of 12 of them, ended on October 14, 1966. The service was between October 1966 and April 1967, as the stations were completed. Cancellation of the project of Line 3 1961, showing the third line A third line was planned. The Canadian National Railroad (CN) tracks that passed under were to be used to reach the northwestern suburb of Cartierville from downtown. Unlike the previous two lines, trains had to be partly above ground. Negotiations with the CN and municipalities stalled, as Montreal was elected in November 1962 to hold the 1967 World's Fair (). Having to make a decision, the city decided that a line number 4 (Yellow Line) that joins Montreal with the South Shore suburbs following a plan similar to those proposed in the early 20th century was more necessary. [16] Line 3 was never built and the number was never reused. The railway, already used for a north coast commuter train in Deux-Montagnes, was completely renovated in the early 1990s and effectively replaced the third planned line. The next line would thus be numbered 5 (Blue Line). Expo 67 The Municipal Administration of Montreal asked the municipalities of the south coast of the San Lorenzo River which would be interested in the metro and Longueuil got the link. Therefore, line 4 (yellow line) would pass under the river, from Berri-de-Montigny station, the junction of line 1 (green line) and line 2 (orange line), to Longueuil. A stop was added in the middle to access the Expo 67 site, built on two islands of the archipelago on the river. The island of St. Helena, on which the station of the same name was built, was massively expanded and consolidated with several nearby islands (including De Ronde Island) using filler excavated during the construction of Metro Island. Notre Dame, adjacent, was created from scratch with the same material. Line 4 (Yellow Line) was completed on April 1, 1967, in time for the opening of the World's Fair. [16] Metro's first network was completed with the public opening of Line 4 (Yellow Line) on April 28, 1967. The cities of Montreal, Longueuil and Westmount had borne the full cost of construction and equipment of $213.7 million ($1.6 billion in 2016). Montreal became the seventh city in North America to operate one meter. Being very optimistic years of the 1960s, Metro planning did not escape the general exuberance of the time, and a 1967 Horizon 2000 study[17] envisioned a 160-kilometer (99-mile) network of tunnels by 2000. [18] Extensions and unincorporated lines Evolution of the network, 1966-2007 In 1970, the (MUC) was created. This group formed by municipalities occupying the island of Montreal and the city of Montreal was the largest participant. The MISSION of the MUC was to provide standardized services at the regional level, one of which was transport. The MuC Transport Commission was created at the same time to serve as a contractor of the Metro expansions. It merged with all island transport companies and became the Société de transport de la communauté urbaine de Montréal (STCUM) in 1985 and then the Société de transporte de Montréal (STM) in 2002. Montreal Olympics Metro success increased pressure to extend the network to other populated areas, including the suburbs on the island of Montreal. After being awarded, in May 1970, the 1976 Olympic Games, a loan of $430 million ($2.7 billion in 2016) was approved by the MUC on February 12, 1971 to finance the extensions of Line 1 (Green Line) and Line 2 (Orange Line) and the construction of a cross-sectional line: Line 5 (Blue Line). The Government of Quebec agreed to bear 60% of the costs. Work on the expansions began on October 14, 1971 with Line 1 (Green Line) to the east to reach the site where the Olympic Stadium and Autoroute 25 (Honoré-Beaugrand station) were to be built, which could serve as a transfer point for visitors arriving from abroad. Extensions were an opportunity to make improvements to the network, such as new trains, larger stations and even semi-automatic control. The first extension was completed in June 1976 just before the Olympic Games. Line 1 (Green Line) was later extended southwest to reach the suburbs of Verdun and LaSalle with the Angrignon as the terminus station, named after the park and zoo. This station opened in September 1978. on Line 1 (Green Line) In the process, further extensions were planned and in 1975 spending was expected to reach $1.6 billion ($7.3 billion in 2016). Faced with these altíses costs, the Government of Quebec declared a moratorium on 19 May 1976 on the total expansion desired by Mayor Jean Drapeau. Tenders were frozen, including those on Line 2 (Orange Line) after and Those on Line 5 (Blue Line) whose works were still underway. There was then a struggle between the MUC and the Government of Quebec, as any extension could not be made without the agreement of both parties. The Montreal Transport Office may have attempted to put the government in the face of a consummate fact by awarding major contracts to build the tunnel between Namur Station and Bois- Franc Station just before the moratorium was in force. [19] Moratoria at the Acadie Metro expansion station on Line 5 (Blue Line) In 1977, the newly elected government partially lifted the moratorium on the extension of Line 2 (Orange Line) and the construction of Line 5 (Blue Line). Line 2 (Orange Line) gradually extended west to the station in 1980 and until Snowdon Station in 1981. As the stations were completed, the service expanded. In December 1979 Quebec presented its integrated transportation plan in which Line 2 (Orange Line) was to be tunneled to Du Collége station and Line 5 (Blue Line) from Snowdon Station to Anjou Anjou The plan did not propose other underground lines, as the government preferred the option of converting existing railway lines into land Metro railway lines. The mayors of the MUC, initially reluctant, accepted this plan when Quebec promised in February 1981 to fully fund future extensions. The moratorium was then modestly raised on Line 2 (Orange Line) which arrived at Du Collége station in 1984 and finally to Costa-Vertu station in 1986. This line took the form of a U that joined the north of the island with the city center and serves two very populated axes. The various moratoriums and technical difficulties encountered during the construction of the fourth line stretched its realization for fourteen years. This Line 5 (Blue Line), which crosses the center of the island of Montreal, crossed the east branch of Line 2 (Orange Line) at Jean-Talon Station in 1986 and its west branch at Snowdon Station) in 1988. Because it was not crowded, the STCUM on the first line operated Line 5 (Blue Line) on weekdays only from 5:30 am to 7:30 pm and was driving only three-car trains instead of the nine car trains used on the other lines. Students at the University of Montreal, the main source of customers, obtained the extension of closing time at 11:10 pm and then at 0:15 am in 2002. [20] The recession and unfinished projects of the metro and muC lines proposed extensions in 1984 In the late 1980s, the length of the original network had almost quadrupled in twenty years and exceeded that of Toronto, but plans did not stop there. In its 1983-1984 scenario, the MUC planned a new underground subway line (White Line) (Pie-IX station to Montreal-Nord) and several numbered surface lines (Dei College to Repentar station), Line 8 (Radisson a Pointe-aux-Trembles station), Line 10 (Vendome to Lachine station) and Line 11 (La Deserfón Station). In 1985, however, a new government in Quebec rejected the project, replacing Metro lines with commuter train lines in its own 1988 transportation plan. However, the 1989 provincial elections approached, the Line 7 (White Line) project reappeared, and the expansions of Line 5 (Blue Line) to Anjou (Pie-IX, Viau, Lacordaire, Langelier and Galleries d'Anjou) and Line 2 (Orange Line) to the north (Deguire/Poirier, Bois-Franc and Salaberry) were announced. In the early 1990s, there was a significant deficit in public finances across Canada, especially in Quebec, and an economic downturn. The metro's backroom declined and the Government of Quebec eliminated subsidies for the operation of urban public transport. [21] Faced with this situation, the extension projects were launched and the MUC prioritized infrastructure. Creation of AMT, RTM, ARTM and Improvements In 1996, the Government of Quebec established a supramunicial body, the Agence métropolitaine de transport (AMT), whose mandate is to coordinate development transportation throughout the Greater Montreal area. The AMT was responsible, among others, for the development of Metro and suburban trains. On 1 June 2017, the AMT was dissolved and replaced by two different agencies by Loi 76 (Bill 76), the Autorité régionale de transport métropolitain (ARTM), responsible for managing and integrating road transport and public transport in Greater Montreal; and the Réseau de transport métropolitain (RTM), which took over all the operations of the former Agence métropolitaine transport. The RTM now operates Montreal's commuter train and metro bus services, and is the second busiest system of its kind in Canada after Toronto's GO Transit. The Extension Station De La Concorde in Laval Announced in 1998 by the STCUM,[22][23] the project to extend Line 2 (Orange) beyond the Henri-Bourassa terminal to the city of Laval, passing under the Riviére des Prairies, was launched on March 18, 2002. [14] The extension was decided and financed by the Government of Quebec. The AMT received the mandate of its implementation, but ownership and operation of the line remained in the Société de transport de Montréal (STCUM successor). The completed work, the opening to the public occurred on April 28, 2007. This extension added 5.2 kilometers (3.2 miles) to the network and three stations in Laval (Cartier, De la Concorde and Montmorency). As of 2009, ridership increased by 60,000 a day with these new stations. [24] Major renovations Since 2004, most of the STM's investments have targeted rolling stock and infrastructure renovation programs. [25] New trains (MPM-10) are being delivered and since 2018, they have replaced older MR-63 trains. Tunnels are being repaired and several stations, including Berri- UQAM, have been in rehab for several years. Many electrical[26] and ventilation structures[27][28] on the surface are in 2016 completely rebuilt to modern standards. Future Growth Anjou Expansion Project In December 2011, the AMT proposed its Vision 2020 plan by extending Line 5 (Blue) to the municipality of Anjou and Line 2 (Orange) to bois-franc train station. [29] On 20 September 2013, the Société de transport de Montréal (STM) and the provincial government announced the extension of Line 5 east to Anjou with five new stations. After the Parti Québécois lost the 2014 provincial elections, the future of the Blue Line extension was questioned. The successor liberal government had expressed interest in extending mass transit to the airport and applying a light rail line on the new Champlain Bridge under construction. The project could cost up to $3 billion on the basis of a re-evaluation of 2016. [30] Due to infrastructure funds promised by the federal government in 2015, the Blue Line project remains a priority, according to Quebec and the STM. [31] In April 2018, the successor successor government, along with the federal government, announced strong plans for the Anjou extension. [32] Pink Line In 2017, Valérie Plante proposed the Pink Line as part of her campaign for the post of Mayor of Montreal. [33] The new route would have 29 stations and would mainly link northern Montreal with downtown areas, as well as the western end of NDG and Lachine. Plante was elected mayor on November 5, 2017. List of networks: List of Montreal metro stations The Montreal metro consists of four lines,[34] which are usually identified by their color or terminus station. The terminus station in the direction of travel is used to differentiate between directions. Lionel-Groulx Metro Station, which connects green and Orange Lines and operation The yellow line is the shortest line, with three stations, built for Expo 67. The metro lines departing from The Island of Montreal are the Orange Line, which continues to Laval, and the Yellow Line, which continues to Longueuil. The metro service starts at 05:30, and the last trains start their journey between 00:30 and 01:00 from Monday to Friday and Sunday, and between 01:00 and 01:30 on Saturdays. During peak hours, there are two to four minutes between trains on the orange and green lines. The frequency, however, decreases to 12 minutes during late nights. Color line since last year opened last year open last length stations extended length train frequency rush hour off-peak Weekend 1 Green Angrignon Honoré-Beaugrand 1966 1978 22.1 km (A 13.7 miles) 27 3-4 minutes 4-10 minutes 6–6–1 12 minutes 2 Orange Costa-Vertu Montmorency 1966 2007 30.0 km (18.6 mi) 31 2–4 minutes 4-10 minutes 6-12 minutes 4 Yellow Berri–UQAM Longueuil-Université-de - Sherbrooke 1967 1967 3.82 km (2.37 mi) 3 3–5 minutes 5-10 minutes 5-10 minutes 5 Blue Snowdon Saint-Michel 1986 1988 9.53 km (5.92 miles) 12 3-5 minutes 5–10 minutes 8-11 minutes Rates Main article: OPUS card OPUS Card reader at Bonaventure La Société Montréal Transport Station (STM) operates metro and bus services in Montreal, and transfers between the two are free within a 120-minute time period after the first validation. [35] Fares are only partially integrated with the Réseau de transport métropolitain (RTM) commuter rail system, which connects the metro to the outer suburbs through six interchange stations (Bonaventure, Lucien-L'Allier, Vendéme, De la Concorde, Sauvé and Parc). The RTM sells tickets that allow the use of both its trains and the Metro (TRAM titles)[36] while STM tickets do not allow trains to be boarded. The payment of the fare is through a barrier system that accepts magnetic and RFID banknotes as contactless cards. A card Contactless rechargeable called OPUS presented on April 21, 2008 provides seamless integration with other transit networks in neighboring cities by being able to hold multiple transport tickets: tickets, books or subscriptions, a Montreal and commuter train tickets. [37] In addition, unlike magnetic stripe cards, which had been sold along with the new OPUS cards until May 2009, contactless cards do not run the risk of demagnetizing and becoming useless and do not require customers to slide them through a reader. Since 2015, customers have been able to purchase an OPUS card reader to recharge their personal card online from a computer. [38] In 2016, the STM is developing a smartphone app with NFC technology, which could replace the OPUS card. [39] The MétroVision A MétroVision screen of the Metro stations of the Place-des-Arts station is equipped with MétroVision information screens showing advertising, news headlines of RDI and MétéoMédia weather information, as well as STM-specific information on service changes, service delays and information related to the use of the system. Since the end of 2014, the STM has installed displays on all 68 stations. The Berri-UQAM station was the first station to have these screens installed. [40] Ridership A train at McGill Station during peak hours on the Montreal Metro Road has more than doubled since it opened: the number of passengers increased from 136 million in 1967 to 357 million in 2014. Montreal has one of the busiest public transportation systems in North America with, after New York, the largest number of users compared to its population. However, this growth was not continuous: by the late 1960s and early 1990s, ridership had declined in some periods. From 1996 to 2015 the number of passengers grew. Today, parts of the busiest lines, such as Line 1 between Berri-UQAM and McGill stations or the eastern branch of Line 2 are experiencing overcrowding during peak hours. It is not uncommon, in these sections, that travelers should let several trains pass before boarding. [41] Conditions between these stations worsen in summer due to the lack of air conditioning and heat generated by trains. In 2014, the five most popular stations (in millions of incoming travelers) were: Berri-UQAM (12.8), McGill (11.1), Bonaventure (8.1), Guy-Concordia (8.1) and Céte-Vertu (7.6); [42] The first four are located in the city centre. The least crowded station is Georges-Vanier with 773,078 tickets in 2011. [43] Financing from STM headquarters Funding network operations (maintenance, equipment purchase and wages) is provided by the STM. However, banknotes and subscriptions cover only 40% of actual operating costs, with the deficit offset by Montreal's urban agglomeration (28%), Montreal Metropolitan Community (5%) and the Government of Quebec (23%).[ 44] The STM does not have separate accounts for Metro and bus services, so the following figures include both activities. In 2016, direct operating income projected by the STM amounted to $667 million. To compensate for the reduction in the city will pay $513 million plus Quebec$351 million. For a budget of $1.53 billion, wages account for 57% of expenditures, followed in importance by financial expenses (22%) as a result of a debt of 2.85 billion. For the Metro alone, wages accounted for 75% of operating costs of $292 million, before electricity costs (9%).[ 44] Strong investment (network expansion) is fully funded by the provincial government. Service renewals and improvements are subsidized by up to 100% by the Government of Canada, the province and urban agglomeration. For example, Quebec pays 74% of the replacement cost of rolling stock, while 33% of the bill for improvements to ventilation structures is covered by the federal government. Small investments to keep the network in working order remain entirely the responsibility of the STM. [45] Emergency security station on a Montreal Metro facility are patrolled daily by 155 STM inspectors and 115 Montreal Police Service (SPVM) officers assigned to the subway. [46] They are in contact with the Metro control center, which has 2,000 cameras distributed on the network, along with a computerized visual recognition system. [47] On station walks, emergency points are available with a telephone connected to the command center, an emergency power supply cut-off switch, and a fire extinguisher. [48] The power supply system is segmented into short sections that can be fed independently, so that after an incident a single train can be stopped while the others arrive at the nearest station. In tunnels, an elevated train-level road facilitates evacuation and allows people to move without walking the tracks. Every 15 meters, the directions are indicated by illuminated yellow signals. Every 150 meters, emergency stations can be found with phones, power switches and fire hoses. In ventilation wells locations in old tunnels or every 750 meters in recent tunnel sections (Laval), emergency exits reach the surface. On the surface, blue hydrants in the streets are dry elevators connected to the Metro fire control system. If a fire explodes in the tunnels, firefighters connect the red fire hydrant to the blue terminals to power the subway system. This decoupling prevents accidental flooding. [49] Design of the station See also: Montreal Metro artists Préfontaine entrance building of the station The design of the Metro was strongly influenced by the winter conditions of Montreal. Unlike the metro cities, almost all station entrances in Montreal are behind the sidewalk and completely closed; usually in small buildings, separated or within building facades. They are equipped with butterfly revolving doors intended to mitigate wind caused by train movements that can make doors difficult to open. [50] The entire system operates underground and some stations are directly connected to buildings, buildings, Metro is an integral part of the underground city of Montreal. The network has 68 stations, four of which have connections between metro lines, and five connect to the commuter train network. They are mostly called by the streets adjacent to them. [51] Namur Revolving Doors The average distance between stations is 950 meters (1,040 yd), with a minimum in the city centre between Peel and McGill stations at 296 meters (324 yd) and a maximum between Berri-UQAM and Jean-Drapeau stations of 2.36 kilometers (1.47 miles). [51] The average depth of the station is 15 meters (49 feet). The deepest station on the network, Charlevoix, has its Platform bound for Honoré-Beaugrand located 29.6 meters (97 feet) underground. The shallowest stations are Angrignon and Longueuil-Université-de-Sherbrooke terminus, 4.3 meters (14 feet) below the surface. Awards[edit] The platforms, 152.4 meters (500 feet) long and at least 3.8 meters (12 feet) wide, are placed on both sides of the tracks, except at the Stations De Lionel-Groulx, Snowdon and Jean-Talon, where they overlap to facilitate transfers between lines in certain directions. Charlevoix and De l'Eglise stations are designed with bunk platforms for engineering reasons, the basement rock in your area (shales) is too fragile for a station with more space. Future extension terminal stations could be equipped with central platforms[52] to accommodate a turn loop. Architectural design and public art One of the entrances to Square-Victoria-ICAO station looks like a Paris metro station. This original gate by Hector Guimard was a gift from the city of Paris. The Montreal Metro is famous for its architecture and public art. Under Drapeau's direction, a competition was held between Canadian architects to decide the design of each station, ensuring that each station was built in a different style by a different architect. Several stations, such as Berri-UQAM, are important examples of modernist architecture, and several system-round design options were informed by the International Style. However, numerous interventions, such as the installation of public telephones and speakers, with visible wiring, have had a significant impact on the elegance of many stations. Along with the Stockholm Metro, Montreal pioneered the installation of public art on the Metro among capitalist countries, a practice that was found in advance mainly in socialist and communist nations (the Moscow Metro is a case at the point). More than fifty stations are decorated with more than a hundred works of public art, such as sculptures, stained glass windows and murals by notable Quebec artists, including members of the famous artistic, the Automatistes. Some of the most important works on the subway include the glass window of Champ-de-Mars station, the masterpiece of the great Quebec artist Marcelle Ferron; and the entrance of Guimard Guimard Square-Victoria-ICAO station, composed largely of parts of the famous entrances designed for the Paris Metro, on permanent loan[53] since 1966 by ratp to commemorate its cooperation in the construction of the Metro. Installed in 1967 (the centenary of Hector Guimard's birth), this is Guimard's only authentic entrance in use outside Paris. [a] Accessibility Rosemont elevator station under construction, 2016 The Montreal Metro had been a rather late adopter of accessibility compared to many subway systems (including those older than the Metro), much to the dismay of accessibility advocates in Montreal. [54] The first stations accessible in the system were the three stations in Laval, Cartier, De la Concorde and Montmorency that opened in 2007 as part of the Orange Line extension. Four existing stations – Lionel-Groulx, Berri-UQAM, Henri-Bourassa, and Céte-Vertu had been accessible during the course of 2009 to 2010. [55] As of August 2020, there are 16 stations accessible in the system,[56] most of which are on the Orange Line. All exchange stations between subway lines are accessible, but Berri-UQAM is currently accessible to the Orange Line with work in progress to add access to the Green Line. [57] Please note that Jean-Drapeau_station on the Yellow Line appears as accessible, but users cannot transfer to any other accessible station. The Yellow Line has an exchange with the Orange and Green lines at Berri-UQAM station and the Montreal Metro is studying how to add accessibility to the Yellow line at this station. [58] A much-discussed topic is the lack of elevators at Vendéme, the station that serves the new megahospital of mcGill University's Health Center. It was decided that the adaptation of the existing entrance building for elevators would be prohibitively expensive; As a result, in December 2015, the Quebec government announced funds for the construction of a second entrance building for the station, which will include a direct underground connection to the hospital and be wheelchair accessible. [59] Construction began in autumn 2017. Meanwhile, the STM has established a bus line, 77 CUSM/Station Lionel-Groulx, which connects the wheelchair accessible Lionel-Groulx station to the hospital. The Montreal metro aims to have 41 stations accessible by 2025,[60] and expects all metro stations to be accessible by 2038. [61] Rolling stock The Montreal Metro car fleet uses rubber tires instead of steel wheels. As the subway runs completely underground, cars and the electrical system are not weatherproof. Trains are 2.5 narrower than trains used by most other Metro systems in North America. This narrow width allowed the use of individual tunnels (for both tracks) in the construction of subway lines. [62] The first generation of rolling stock in Montreal went beyond the simple adoption of the MP 59 car of the Metro. American cities that built subway systems in the 1960s and 1970s (Washington, D.C., San Francisco, and Atlanta) were looking for modern rolling stock that not only best suited their needs, but also encompassed a change in industrial design that focused on aesthetics and performances. Until June 2018, some of Montreal's trains were among the oldest underground trains in North America in service - the Canadian Vickers MR-63 dating back to the system opening in 1966 - but longerevity of rolling stock operated under fully protected conditions is expected. Unlike subway cars from most subway systems in North America, but like those in most of Europe, Montreal cars do not have air conditioning. [63] In summer, a lack of cold air can make travel uncomfortable for passengers. [64] The claim, affirmed by the STM, is that with the Metro being built completely underground, the air conditioning would heat the tunnels to temperatures that would be too hot to operate the trains. Current MPM-10 train models departing from the station, along with an MR-73 Bombardier Transportation MR-73, introduced in 1976. Once used mostly on the Orange Line, they were migrated to the Green Line as MR-63 were being removed. They are now used exclusively on the Green Line, Blue Line and Yellow Line. Bombardier-Alstom MPM-10, named Azur by the public in 2012,[65] entered service in 2016. The order completely replaced the outgoing MR-63 model. They use an open walkway design that allows passengers to walk from one end of the train to the other. [66] Canadian Vickers retired MR-63, were in service from the subway opening in October 1966 to June 2018. Of the original 369 cars built, 33 were destroyed in two separate accidents. On June 21, 2018, the last of the MR-63 trains was completely retired after 52 years of service. [67] Name Delivery Lines[68] Number of Cars Comments MR-63 1965–1967[67] None 336 (historically) Completely renovated between 1990 and 1996.Seat layout modified in early 2010. [67] On June 21, 2018, the MR-63 was officially permanently retired. [69] MR-73 1976–1980[70] Green, Blue, Yellow 423 Passenger Information Displays installed in 1992.Interior was completely renovated between 2005 and 2008. [71] Azur (MPM-10) 2015-2021[72] Orange, Green[73] 486 In service since February 2016 on the Orange line[74] and since October 23, 2017, on the Green line. [73] Design This section does not cite any source. Please help improve this section by adding appointments to trusted sources. Material without a source can be eliminated. (October 2013) (Learn how and when to delete this template message) Switches use conventional points on the standard meter track to guide trains. Rubber tires, rolling on concrete rolls, continue to support the full weight of trains as they pass through switches. Guides are provided to ensure that there are no at the power supply. Montreal Metro trains are made of low alloy high-strength steel, painted blue with a thick white stripe running along. Trains are mounted in lengths of three, six or nine cars. Each three-car segment element consists of two cab cars spanning a towing car (M-T-M). Each car is 2.5 meters (8 feet 2 3 x 8 inches) wide and has three (MPM-10) or four (MR-63, MR-73) wide blade doors bis parts on each side for quick passenger entry and exit. Design specifications required station tenure times of 8 to 15 seconds. In response to overcrowding on the Orange Line, a redesign of the MR-73 cars removed some seats to provide more standing space. The new Bombardier MPM-10 trains are open-track, allowing passengers to move between cars once on board so that passenger load is distributed more evenly. Each car has two sets of bogies ( trucks), each with four sets of support tyres, guide tires and conventional steel back wheels. Car bogies each have two direct current traction motors coupled to reduction gears and differentials. Montreal Metro trains use electromagnetic brakes, generated by the kinetic energy of the train until it has slowed down to about 10 kilometers per hour (6.2 mph). The train then uses composite brake blocks made of yellow birch injected with peanut oil to take it to a full stop. Two sets are applied against the treads of the steel wheels for friction braking. Hard braking produces a characteristic scent of burnt popcorn. Wooden brake shoes work well, but if subjected to numerous high-speed applications, they develop a carbon film that decreases brake performance. Recognitions[edit] The reason for using wooden brake shoes soaked in peanut oil was a health concern: the use of wooden brake shoes avoids releasing metal dust into the air when braking. [75] It also reduces the noise of squeals when braking and extends the life of steel wheels. [76] Rubber tires on the Montreal metro transmit minimal vibration and help cars go uphill more easily and negotiate turns at high speeds. However, the advantages of rubber tyres are offset by noise levels generated by traction engines that are louder than the typical North American rail. Trains can raise grades up to 6.5% and save the most energy by following a humpback station profile (track profiles that descend to after leaving a station and climbing before entering the station). Steel wheel train technology has undergone significant advances and can better round tight corners, and raise and lower similar grades and slopes, but despite these advances, steel wheel trains still cannot operate at high speeds (72 km/h or 45 mph) on the same steep or curved track profiles as a train equipped with rubber tires. Train operation This section does not cite any source. Please help to improve this adding appointments to trusted sources. Material without source can be challenged and removed. (October 2013) (Learn how and when to delete this template message) The marks on the floor indicate where the doors will open. All lines except the Yellow Line are equipped with automatic train control. Generally, the train operator makes the closing of doors and starts the DA (Départ automatique, automatic exit), and then the train drives by itself. The train operator can also drive the train manually at his discretion. Signaling is done through coded pulses sent through the rails. Coded speed orders and station stop positions transmitted via track beacons are captured by beacon readers mounted under the driver's cabs. The information sent to the electronic modules of the train transmits speed information, and depends on the automatic control system of the train to comply with the imposed speed. In addition, the train computer can receive power-saving instructions from track beacons, providing the train with four different economic side modes, plus a mode for maximum performance. In case of manual control, the track speed is displayed on the cab speedometer indicating the maximum speed allowed. Pass signals consist of point position indicators (switch/deviation) near switches and signaling between stations placed at each station stop. Trains often reach their top speed of 70-72 km/h (43.5-44.7 mph) in 16 to 26 seconds depending on grade and load. Trains are programmed to stop at certain station positions with a precise odometer (accurate at about five centimeters, 2). They receive their orders from the braking and station stop program positions (one-third, two-thirds or the end of the station) from the track beacons before entering the station, with additional beacons at the station to ensure the accuracy of the stop. The last beacon is placed exactly 12 laps of wheels from the end of the platform, which helps improve overall system accuracy. Awards[edit] Trains extract current from two sets of 750-volt/third-lane direct current guide bar on each side of each car. Nine-car trains draw large currents of up to 6,000 amps, requiring all rolling stock models to calibrate traction engine control systems to avoid power surges, arcs and circuit breaker firing. Both models have electric braking (using motors) to aid primary friction braking, reducing the need to replace brake pads. The are equipped with dual-coverage broadband radio systems, provided by Thales Group. [77] Rolling stock maintenance garages A previous generation MR-63 train in Beaugrand's garage. A turntable used to change truck is in the foreground. Inactive trains are stored in four garages: Angrignon, Beaugrand, Saint-Charles and Montmorency. A fifth is under construction. Except Angrignon, they are can accommodate about 46% of the rolling stock. The remaining trains are parked on terminus tail tracks. The Angrignon garage, west of angrignon Line 1 terminal, is a surface building next to that houses six tracks that accept two trains of nine cars each. The Beaugrand garage is located east of line 1 of the Honoré-Beaugrand terminal. It is totally under the Chénier-Beaugrand Park, and its main access point is through the Honoré- Beaugrand station. It has seven tracks and supports light maintenance in MR-63 cars with two test tracks. [78] The Saint-Charles garage, north of the Henri-Bourassa terminal, is located under Gouin Park. With eight tracks, which allows 20 trains to be parked, it is the main garage of Line 2. [79] In addition, under Jeanne-Sauvé Park, a training center used by firefighters contains one of the burnt 1973 MR-63 cars and an obsolete pickup train. Montmorency's garage is built perpendicular to its terminal station to allow for easier potential expansion of Line 2 deeper into Laval territory. [80] The De Cote-Vertu garage is under construction underground at the end of Thimens Boulevard to accommodate additional MPM- 10 trains on Line 2. [81] Accessible through a 600-meter (660-yd) tunnel, it will house a small maintenance centre and two long runways for a total of twelve parking spaces. Two more tracks could be added later with the line extension. [82] Maintenance facilities Heavy duty trains are transported with large tractors such as this 1966 Duplex. Traction is done through tired rubber wheels, and guided through the retractable wheel with flanges. This tractor can also operate on the road. Rolling stock maintenance is performed in four installations, in three locations. Two small pistes are located in the garages of Montmorency and Beaugrand, and two large ones are on the plateau d'Youville facility. A fifth facility is under construction in the Cote-Vertu garage. Plateau d'Youville is an installation at the northern end of the city located at the intersection of Crémazie and Saint-Laurent Boulevards. It provides intensive maintenance of buses, subway cars, light maintenance of MR-73 Metro cars and is the main base for track maintenance workshops (where track sections are pre-assembled prior to installation). [83] Tail tracks and connecting tracks View a track from a sand stack bumper pole showing the cross section of guide bars, concrete rolls and the conventional Centre d'attachement Duvernay track is a garage and base for road equipment maintenance. through the Line 1/Line 2 exchanger southeast of Lionel-Groulx. The access building is located on the corner of Duvernay and Vinet streets in Sainte-Cunégonde. Centre d'attachement Viau is a garage and base for the maintenance of track equipment. Access the network immediately west of Viau Station (Line 1). The access building is located inside the viau station building; Facilities Facilities visible from trains to the west of the station. The Berri-UQAM link is connecting lines 1 and 4 south of the Berri-UQAM station. Snowdon link and tail is a route of exchange between lines 2 and 5 south/west of the Snowdon station used for the storage of maintenance equipment. There are no surface facilities. The queue extends west of Snowdon Station, about 790 meters (860 yd) west of the station, reaching the Hampstead city border. The end of the track is marked by an emergency exit at the corner of Queen Mary and Dufferin Roads. [84] The rear track of Cote-Vertu extends 900 meters (980 yd) after the terminal station towards the intersection of Grenet and Deguire streets. Future Projects City of Montreal Projected Metro network extensions in Montreal On June 12, 2008, the city of Montreal launched its overall transportation plan for the immediate future. On April 9, 2018, construction of the five new Blue Line stations was announced and will begin in 2020. [86] The following projects were given priority status in the general transport scheme: The extension of the Blue Line from Saint-Michel station to the municipalities of Saint-Leonard and Anjou, committing to the original design of the line. It consisted of five new stations: Pie-IX, Viau, Lacordaire, Langelier and Anjou. The orange line travels northwest from Cáte-Vertu station to Bois-Franc commuter train station in Saint-Laurent. The extension would include two new stations: Poirier and Bois-Franc (an intermodal station with Bois-Franc station on the Deux-Montagnes commuter rail line). In the long run, a new extension of the Berri-UQAM Yellow Line is being studied that would go to McGill Station to alleviate congestion in that part of the Green Line. [87] Montreal newspapers have discussed plans in 2006 and 2007 to extend the Snowdon Blue Line to Montreal's Notre-Dame-de-Groce area, as shown in its original design. [88] City of Longueuil In 2001, the Réseau de transport de Longueuil (RTL) has considered an extension of the Yellow Line with four new stations (Vieux-Longueuil, Gentilly, Curé-Poirier/Roland-Therrien and Jacques-Cartier/De Mortagne) beyond Longueuil-Université-de-Sherbrooke, under the town of Longueuil to Collége-Montpetit, but its priority was changed to the construction of the light rail project proposed in the Champlain corridor. In 2008, Longueuil Mayor Claude Gladu brought the proposal back to life. [89] A 2006 study rejected the possibility and cost of an extension from Lionel-Groulx station to the city of Brossard on Montreal's south coast as an alternative to the proposed light rail project in Champlain Bridge corridor. In 2012, the AMT Vision 2020 study,[90] proposed extending the Yellow Line under Longueuil with six new stations. [87] City of Laval On July 22, 2007, the mayor of Gilles Vaillancourt, with the success of the current extension of Laval, announced his desire to travel the Orange Line from Montmorency to the Costa-Vertu stations with the addition of six (or possibly seven) new stations (three in Laval and three others in Montreal). It proposed that Transports Quebec, the provincial department of transport, reserve $100 million annually to finance the project, which is expected to cost more than $1.5 billion. [91] On May 26, 2011, Vaillancourt, after the successful opening of the toll bridge of Highway 25 in the eastern part of Laval, proposed that Laval develop its remaining territories with a transit-oriented development (TOD) to build about five new metro stations: four on the west branch (Gouin, Lévesque, Notre-Dame and Carrefour) of the Orange Line and one more on the east branch (De l'Agora). The next to the last station on the west branch would act as a corresponding station between the east and west branches of the line. [93] Pioneer in tunnel advertising In the early years of Montreal Metro life, a unique mode of advertising was used. In some tunnels in the center, cartoons depicting an advertiser's product were mounted on the tunnel walls at the level of the car windows. A retail film processing team called Direct Film announced on the north wall on the Guy's Westbound track (now Guy-Concordia)-to-Atwater Station (Green Line) during 1967-1969. The strobe lights, directed at the frames of the cartoon and activated by the passing train, sequentially illuminated the images to appear to the viewer (passenger) on the train as a film. [94] Today known as tunnel films or tunnel advertising, they have been installed on the subway in many cities around the world in recent years, for example at London's Southgate underground station and the MBTA red line in Boston. [95] See also list of rapid transit systems List of American fast transit systems by passenger Metro systems for annual passenger trips Société de transport of Montréal Agence métropolitaine transport Transportation in Canada Rapid transit in Canada Rubber-tired subway List of bridges spanning the San Lorenzo River and Saint Lawrence Seaway List of bridges covering the Riviére des Prairies List of crosses of the Riviére des Prairies Table of metro stations Montreal Montreal Bus Route List Montreal Expo Express — mini-fast transit line demo during Expo 67 Underground City, Montreal Notes and References Notes - Although reproductions with original molds were given to Mexico City (Metro Fine Arts on line 8), Chicago (Van Buren Station on the network Lisbon (Picoas station on the yellow line) and Moscow (Kievskaya station on arbatsko-Pokrovskaya). Bombardier references to lay off 145 workers in La Pocatiére over the metro production post. CBC News. January 23, 2015. Retrieved 4 April 2015. ^ ^ b c APTA Q4 2018 Ridership Report (PDF). American Public Transportation Association. April 12, 2019. p. 36. Archived from the original on 8 May 2019. Retrieved 12 April 2019. • to b Montreal Metro in urbanrail.net a b Montreal Metro at metrobits.org Ridership Report, Q4 2016 (PDF). American Public Transportation Association. March 3, 2017. Archived from the original on 20 March 2017. Retrieved 23 October 2017. Yonah Freemark (September 18, 2009). Montreal and Quebec leaders announce an irreversible decision to expand the subway - Transportation policy. Thetransportpolitic.com. Retrieved 10 March 2011. •Archived copy. Archived from the original on 13 February 2010. Retrieved 16 February 2010.CS1 maint: copy archived as title (link) to b c (Clairoux 2001, p. 11). Le Metro de Montreal : les projets 1902–1953. www.genealogieplanete.com (in French). Retrieved 24 October 2016. Company timeline. Montréal transport société. Retrieved 24 October 2016. A b Gilbert, Dale. Montreal Metro. The Canadian Encyclopedia. Retrieved 24 October 2016. (Clairoux 2001, p. 13). a b c c History of the subway. Montréal transport société. Retrieved 25 October 2016. (Clairoux 2001, p. 21). (b) Transport Bureau métropolitain (1983). Le métro de Montreal (in French). Bibliothéque nationale du Québec: Bureau de transport métropolitain. ISBN 2-920295-19-5. I filmed Horizon 2000 dévoilé in 1967!. archivesdemontreal.com (in French). Montreal file. Retrieved 26 October 2016. Le futur n'était-il pas magnifique?. emdx.org. Retrieved 26 October 2016. Expansion du réseau. esteemfoundation.org (in French). Retrieved 27 October 2016. Line 5 – Blue. www.metrodemontreal.com. Retrieved 27 October 2016. Registration of Achalandage pour le transport en commun. Le Devoir (in French). Retrieved 27 October 2016. 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International Railway Bulletin. Retrieved January 2, 2012. Lessard, Denis. Expansion of the blue metro line: twice as expensive as expected. La Presse (in French). Retrieved 27 October 2016. Ottawa would invest in the Montreal metro extension. Metro (in French). Retrieved 17 March 2016. Bruemmer, René (April 10, 2018). Montreal Metro: Green light for the extension of the blue line. Montreal Gazette. The new metro line with 29 stations would cost less than $6 Thousand in time, the Montreal Project says. IT'S A CBC. October 10, 2017. Useful information > Networking > Metro [map]. Montreal Transportation Corporation (MTS). Retrieved 24 July 2014. 1 trip. Montreal Transportation Corporation. Retrieved 27 October 2016. Rates AMT - TRAM. www.amt.qc.ca. Retrieved 27 October 2016. OPUS cards and other means of tariff. Montreal Transportation Corporation. Retrieved 27 October 2016. The OPUS card can be recharged online. La Presse (in French). Retrieved 27 October 2016. 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Wooden brake shoes. www.youtube.com. December 15, 2019. •Thales awarded the communications system contract for Montreal Metro (Press Release). Thales. November 30, 2011. Archived from the original on 10 June 2015. Retrieved 10 June 2015. Visit du garage Honoré-Beaugrand. Marc Dufour. Retrieved 10 April 2013. ^ ^ (2 May 2011), Montreal Metro – Arriére-gare & Garage Angrignon – ligne 1 verte, recovered on December 29, 2016 – NAINPORTEKI (April 6, 2014), Montreal Metro – Garage Montmorency – ligne 2 orange, recovered December 28, 2016 - Pineda, Ameli (January 22, 2016). The STM acquiert des terrains. TVA Nouvelles (in French). Retrieved 28 December 2016. Construction of the garage of the Costa-Vertu. Montréal transport société. Retrieved 28 December 2016. Youville Shops. www.metrodemontreal.com. Retrieved 28 December 2016. Snowdon Tail Track and Connecting Track. www.metrodemontreal.com. Retrieved 28 December 2016. Le mausolée du tunnel fantéme (reprise). www.metrodemontreal.com (in French). Retrieved 28 December 2016. Transport plan 2008. servicesenligne.ville.montreal.qc.ca. Retrieved 20 December 2016. A b Bisson, Bruno (30 May 2013). Prolongement du métro de Montréal: la ligne jaune (Longueuil). La Presse (in French). Retrieved 20 December 2016. • Blue line to expand by five stops in 2026: Couillard. Grenier, Jean-Claude (December 11, 2008). Le maire de Longueuil réit're l'importance de prolonger le métro vers Edouard-Montpetit (in French). 24 Heures. Strategique Vision 2020 Plan (PDF) (in French). Agence Metropolitaine by Transport. 2011. Montréal a bien d'autres priorités. Courrierlaval.com. 22 July 2007. Archived from the original on 27 May 2012. Retrieved 10 March 2011. Saint-Amour, Stephane (26 May 2011). Métro: Laval réclame cinq nouvelles stations. Courrier Laval (in French). Retrieved 20 December 2016. Bisson, Bruno (30 May 2013). Prolongement du métro: la ligne orange (Montréal et Laval). La Presse (in French). Retrieved 20 December 2016. Riga, Andy (28 March 2012). Rebuilding the McGill subway travertine walls (with a segue-to-meter tunnel animation). Montreal Gazette. Retrieved 10 November 2017. Tunnel vision. Boston.com Boston Globe. August 25, 2004. Retrieved 10 November 2017. More reading The Montreal Métro, a source of pride (PDF document) P.Laprise, ed. (1983). Montreal: Metropolitan Transit Office. ISBN 2-920295-20-9 Bombardier Transport. (1974). MR-73: Fiche Technique. Triennial immobilization programme 2006-2007-2008 (PDF document) Voitures de métro MR-73 rénovées (PDF document) Rénovation des voitures mr-73 (PDF document) Le « dou-dou-dou » du métro – Le hacheur de courant (PDF document) Bibliography Clabli Benoét (2001). Le Métro de Montreal 35 ans déjá (in French). The Hurtubise HMH editions. ISBN 978-2-89428-526-8.CS1 maint: ref-harv (link) Links Wikimedia Commons has media related to the Montreal Metro. History of the names of metro stations in Montreal (in French) Agence Agence Transport — Extension information to Laval (in French) Recovered from

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