BONAVENTURE Quartier Bonaventure Transportation Objectives: Environment

QUARTIER BONAVENTURE THE NEW MONTREAL

Transformation of the Bonaventure Expressway, Phase 1 Summary of the Detailed Pre-project Design Studies, March 2009

QUARTIER BONAVENTURE THE NEW MONTREAL

Transformation of the Bonaventure Expressway, Phase 1 Summary of the Detailed Pre-project Design Studies, March 2009 A city gateway to be redeﬁ ned. Quartier Bonaventure A neighbourhood steeped in history, focused on the future The logo and signature represent drive and ambition by a moving line pointing towards the sky. The inter- secting lines demonstrate a determination to mend the east and west axes in order to create a true living environment in the heart of a historic site that will live once again.

The colours represent the overriding presence of the St. Lawrence River and the need for the project to reﬂ ect sustainable development.

Finally, the contrast between dark blue and electric blue shows the balance between the strength of a structuring project for Montreal and the will to redeﬁ ne this area in an imaginative and inspiring way, from both architectural and urban planning perspectives. Quartier Bonaventure

CONTENTS

PREFACE ° The Quartier Bonaventure: redeﬁ ne Montreal of the future in an imaginative and inspiring way 1 ° The mission of the Société du Havre de Montréal : Bring the City to the St. Lawrence River 2 ° A project that has developed over time 3

SECTION 1 BACKGROUND ° A district at the centre of Montreal history 6 ° An urban reconstruction project inspired by the magic of its historic site 7 ° Creating Quartier Bonaventure 8

SECTION 2 QUARTIER BONAVENTURE : THE DEVELOPMENT PLAN ° Development policy Quartier Bonaventure 10 ° The project’s ﬁ ve major components 12 ° The creation of a prestigious city gateway 13 ° Development of the public domain and public spaces 14 ° Architectural concept 20

SECTION 3 CREATION OF A NEW URBAN ARTERIAL ROAD FAVOURING PUBLIC TRANSPORTATION ° Project components 28 ° The impact of the project on traﬃ c 35 ° The phases of work 39

SECTION 4 CONSTRUCTION COSTS, REAL ESTATE DEVELOPMENT POTENTIAL AND ECONOMIC AND FISCAL IMPACT ° Public investment required 42 ° Montreal real estate market trends 43 ° Real estate development potential and programming 44 ° Economic analysis and value creation 47

SECTION 5 RESULTS OF THE TECHNICAL STUDIES ° Environmental aspect 50 ° Archaeological aspect 52 ° Underground infrastructure aspect 53 ° Wellington snow chute aspect 54

SECTION 6 A PROCESS CENTRED ON WORKING TOGETHER ° An approach to development based on partnership and concerted action 56 Summary of the Detailed Pre-project Design Studies

MESSAGE FROM THE CHAIR OF THE BOARD OF DIRECTORS AND THE PRESIDENT AND CHIEF EXECUTIVE OFFICER

Chair of the Board of Directors President and Chief Executive Offi cer The Quartier Bonaventure: redefi ne Montreal of One of the most widely held consensus on a the future in an imaginative and inspiring way major project in Montreal After years of rigorous studies and continuous dialogue We want this project to be a model of sustainable with Montrealers interested in developing the harbour- development and we have assembled all the elements front, we are fi nally at a crucial stage; the tabling of of success to achieve it. While the Quartier Bonaventure our fi nal recommendations before the start of work on will be green in every aspect, it is also envisioned the transformation of the Bonaventure Expressway. and designed to integrate and optimize the active transportation mode. As well, the implementation of Already, with intense excitement, we are counting the a corridor dedicated to public transportation will be a days to the fi rst sod turning that will mark the start of fi rst in Montreal, and of this we are very proud! implementation of what is undeniably one of the most bold, ambitious and prestigious projects that Montreal As for its leverage eff ect on sustainable economic has ever known. development, it is beyond doubt that in addition to being a factor of development, the Quartier Bonaven- Our main challenge was to propose a project that was ture is the essence of a catalyzing project; it will create solid and structuring for Montreal, while at the same more than 2,300 jobs, generate more $100 million in time, designing an imaginative and inspiring city gateway, tax revenue for the city and more than one (1) billion both from architectural and urban planning perspectives. dollars of private investment over the next twenty years. 1 Today, we are honoured to present a project that fl ows from our goal of creating a real living environment, the The Quartier Bonaventure therefore represents an Isabelle Hudon Gaëtan Rainville Quartier Bonaventure. essential project for Montreal, as much for its contribution to the collective wealth, as for its being a fi rst step in We propose to invoke the “magic of the site” to bring bringing Montrealers closer to their St. Lawrence River. history back to life in what was once the heart of the City, by mending the links between Griffi ntown and Moreover, Quartier Bonaventure is the result of a strong the Faubourg des Récollets while emphasizing the and committed partnership of hundreds of professionals many aspects of their heritage. in the diff erent municipal administrations as well as levels of government, on the Montreal, Quebec and Canadian We are determined to design an urban development scenes. The Société du Havre de Montréal has always project focused on the Montreal of tomorrow. The favoured an approach based on dialogue and coopera- creation of a new and modern city gateway as well tion; its vision of the project is therefore also shared by as the design of buildings of outstanding architectural the adjacent boroughs, interest groups, academics and quality will be the signature components of the new the Montreal business community. Montreal. Quartier Bonaventure is the very expression of one of the most widely held consensus in Montreal on a major Similarly, public art is at the heart of the Quartier project. This support, more than ever, gives added Bonaventure so as to strengthen the international momentum in favour of the project’s implementation. OTHER MEMBERS OF THE BOARD OF DIRECTORS reputation of our city as a cultural and design metropolis It is now up to all of us to make the Quartier Bonaven- and because culture is one of the best ways to directly ture a living environment that is inclusive, dynamic and touch peoples’ memory and emotions. inspiring and a city gateway that will propel Montreal into the 21st century. The Société du Havre de Montréal and its partners are ready to take on the challenges of the next phase with enthusiasm!

Charles-Mathieu Brunelle Gérald Tremblay Laurent Benarrous Céline Topp Isabelle Hudon Gaëtan Rainville Quartier Bonaventure

Panoramic view of the harbourfront from the Levis tower on île THE MISSION OF THE SOCIÉTÉ DU HAVRE Goals of the Société du Havre de Montréal in all Sainte-Hélène. DE MONTRÉAL: BRING THE CITY TO THE projects: ST. LAWRENCE RIVER ° Make the Montreal harbourfront a leading model of The Montreal harbourfront is an exceptional area urban planning and sustainable development; PRINCIPLES GUIDING THE DEVELOPMENT PROCESS which off ers great potential for urban, economic, social Develop and consolidate the harbourfront as a high and recreational development. The transformation of ° quality urban habitat; Five principles guide the development process undertaken Vieux-Montréal, the redevelopment of its faubourgs, by the Société du Havre de Montréal the redesign of the Old Port and Parc Jean-Drapeau, the ° Create a world class pivot of recreation and tourism; rehabilitation of the Lachine Canal, the creation of the ° Promote economic growth and job creation; 1. The project’s contribution to the accomplishment of agreed community goals Cité Multimédia and the Quartier international and the expansion of the Palais des Congrès are all projects that ° Develop rundown areas; • Improving the quality of life; have contributed to the reclamation of the Harbourfront • The creation of wealth. and its surrounding areas. Moreover, the area’s transfor- ° Improve access to the St. Lawrence, its banks and the mation over the years allowed consideration of coordi- centres of recreation and tourism. 2 . The project’s economic and social benefi ts nated and harmonious development of this unique area, 2 •Economic benefi ts fl owing to the project area’s adjacent neighbourhoods; where the city meets the St. Lawrence River. The Montreal Harbourfront area • Contribution to social development, participation of the area’s residents in the resultant economic activity. Founded at the Montreal Summit of 2002, the Société The Montreal Harbourfront covers an area of 10 square 3. The project’s contribution to sustainable development du Havre de Montréal refl ects, in concrete form, the km, including Sainte Hélène and Notre Dame islands. Its determination, expressed at the summit, to continue perimeter is 31 km long. • Integration and optimization of public transportation; the ongoing redevelopment of this area. Its mission is •Respect for environmental factors; to propose, for the harbourfront and its neighbouring It is bounded in the west by Champlain Bridge and in •Outstanding example of quality and durability; urban spaces, a coordinated action plan, with an the east by a north-south line drawn just beyond Jacques- •Built to last, meeting current and future needs. implementation and funding strategy. It must design, Cartier Bridge. Its northern boundary, runs along Notre- today for tomorrow, a vision of the development of Dame Street, then along Viger Street and extends to the

4. The project’s urban planning benefi ts Montreal’s harbourfront that is worthy of its signifi - Saint Gabriel locks on the Lachine Canal, to then run cant past. This vision must defi ne, in particular, the • Contribution to site reclamation and “identity value”; along Highway 15 and the Champlain Bridge access. future relationship between the St. Lawrence and the • Improvement in the quality of public spaces; The territory’s southern boundary follows a line between city with a view to reclaiming this waterfront area for • Demonstration of Montreal’s positioning as a cultural and design metropolis; Champlain Bridge and the western tip of Île Notre-Dame Montrealers. • Heritage development. and then extends along the island’s southern shore to the territory’s eastern boundary. 5. The quality of the project’s development process Transformation of the Bonaventure Expressway: cornerstone of the Montreal Harbourfront’s • Mobilization of stakeholders, both locally and throughout the metropolitan area; vision of the future • Quality of access to information. During its fi rst mandate, the Société du Havre de Montréal developed an “Assessment of the Situation”, identifying the main development challenges of the harbourfront. Then, building on citizen participation and consultation, it brought together key stakeholders from business, insti- tutions, associations and community around a common vision of development that it unveiled in “Vision 2025”, tabled in 2004. The cornerstone of this vision is the transformation of the Bonaventure Expressway whose implementation will allow a concrete reclamation of the urban and neighbouring spaces of the harbourfront, two strategic thrusts towards the goal of restoring the St. Lawrence to Montrealers. Summary of the Detailed Pre-project Design Studies

The Montreal Harbourfront: An exceptional area. 2003-2004 | Opportunity study 2005 | Pre-feasibility study 2006-2007 | Feasibility Study

Evaluation of options Overall evaluation of the Bonaventure Expressway Assessing the feasibility of Phase 1 of the Transformation Project Bonaventure Expressway transformation project A PROJECT THAT HAS DEVELOPED In 2003, the Société du Havre de Montréal set up the OVER TIME Bonaventure Corridor Technical Committee, made In 2005, following a joint request from the Société In June 2006, the federal and provincial governments up of representatives of the City and the two levels du Havre de Montréal, Transport Canada, the City of and the City of Montreal, endorsed the work plan This section summarizes the analyses and studies on of government. The mandate of this committee was Montreal and the Ministère des Transports du Quebec, presented by the Société du Havre de Montréal which the transformation of the Bonaventure Expressway, to assess briefl y the feasibility and technical aspects the Jacques Cartier and Champlain Bridges Incor- proposed to continue the study of the Bonaventure commissioned by the Société du Havre de Montréal of a transformation of the Bonaventure Expressway porated (JCCBI) Corporation agreed to sponsor the Expressway transformation project, specifi cally a feasi- in pursuing its mission of creating a vision for the into an urban arterial road between Champlain Bridge pre-feasibility study which had been recommended bility study of Phase 1 of the project (section Brennan harbourfront’s development. and Notre Dame Street. In particular, the Committee by the Bonaventure Corridor Technical Committee. In / Saint-Jacques). In close cooperation with Transport made a preliminary analysis of the impact of the addition, the Société du Havre de Montréal set up a Canada, le ministère des Transports du Québec, the addition of fi ve new intersections to the Bonaventure management committee comprising all stakeholders to City of Montreal and the Société d’habitation et de corridor. It also developed a scenario for relocating ensure follow-up1. développement de Montréal, the Société du Havre the expressway, examined various options for crossing de Montréal mandated teams of experts to carry out Peel Basin and determined the future studies that were ° In February 2005, following a call for proposals, feasibility studies to: 3 required to assist in decision-making related to the project. SNC-Lavalin was awarded the mandate to conduct a pre-feasibility study that would document the ° confi rm the building potential as well as the project’s technical problems, describe the imple- economic and fi scal benefi ts that would fl ow from One of the main conclusions of this opportunity mentation challenge and estimate the direct costs. the development of the land owned by the City of study was that the transformation of the Bonaventure Montreal; In April, GENIVAR was awarded the mandate Expressway between Clement Bridge and downtown ° to conduct an economic impact study that would propose a concept of development; would be a concrete, and perhaps essential, measure ° measure the structuring and multiplier eff ects of to achieving the goal of reconnecting Montrealers carry out complementary analyses of transportation the project, taking into account real estate market ° with the St. Lawrence River. However, the project and traffi c so as to optimize certain of the results trends, development potential in the sector and presents a signifi cant fi nancial challenge given the obtained in the pre-feasibility study; the creation of wealth that would be generated by budgetary constraints which the partners faced. It was the infrastructure investments. propose solutions to increase the effi ciency of therefore concluded that more intensive studies in the ° public transportation by bus between Champlain pre-feasibility design phase would be appropriate Bridge and the Downtown Terminus (TCV); The two pre-feasibility studies concluded that the analyze the project’s environmental aspects transformation of the Bonaventure Expressway could be ° (characterization of soils, air quality, noise) and self-fi nanced through the economic and fi scal benefi ts develop a timetable for the relevant and necessary that would fl ow from the real estate development that approvals to implement the project. it would generate. However, it was recommended that in order to achieve its objectives, the project should be divided into three distinct and independent phases as The study reports demonstrated that it would be much follows: more benefi cial, both from an economic as well as from environmental and urban planning perspectives, Phase 1 ° to transform the Bonaventure Expressway into a large Urban section - Brennan / Saint-Jacques streets urban arterial road than to attempt to repair it. The ° Phase 2 feasibility studies also confi rmed that such redevelop- Riverside section - Victoria and Champlain bridges ment would be a unique opportunity for Montreal not only to create a prestigious city gateway, but also to 1 In addition to the Société du Havre de Montréal, Transport Canada, ° Phase 3 Canada Economic Development, le ministère des Transports du implement one of the largest urban redevelopment Peel Basin section - Victoria Bridge Street / Québec, the City of Montreal, la Société d’habitation et de dévelop- projects in the city over the past decades. pement de Montréal, and the Ville-Marie and Sud-Ouest boroughs Brennan Street have all supported this eff ort.

2 Its main conclusions were made public in the document “The Bonaventure Expressway – Vision 2025 – Summary of the project feasibility studies” published in October 2005. Quartier Bonaventure

Study areas (red) Project areas (yellow).

2007-2008 | Detailed pre-project design Expansion of the study area and the project area The expansion of the study area and the project area Refi ning development issues and creating new allowed the design of two signifi cant new components opportunities of the Bonaventure project: a corridor reserved exclu- In 2007-2008, the project went on to the detailed sively for public transportation, the Dalhousie Corridor pre-project design stage. The aim of this phase is to and the redevelopment of the De la Commune city complete all the specifi c analyses relating to construc- block as the threshold of the city’s gateway. These, tion costs, demolition, the improvement and creation however, require additional construction work, in terms of the public domain, traffi c and transportation of confi guration, environmental and archaeological scenarios, mitigation measures to envisage during measures and underground infrastructure. construction, as well as ways to optimize public transportation. Moreover, as important as is the creation of the Dalhousie corridor and the De la Commune city This phase also allows initial preparatory work to be block, a Public Art Development Plan and a lighting carried out, including archaeological inventories as concept are assets on which to build to ensure the 4 well as tests and test-boring required to determine desired signifi cant economic impact. soil quality. Finally, the results of all these studies allow the area development plan to be detailed and fi nalized so that it clearly lays out the action needed The new study area and project area of the to create this important new city gateway and living Bonaventure Expressway transformation project environment. in 2008

In terms of urban planning and architecture the The study area covers 28 hectares. It is delimited by preliminary studies led to the creation of a develop- Dalhousie Street in the west, Saint Jacques Street to ment concept revolving around the central city blocks the north, Queen, Saint Henri and Gauvin streets of the proposed new urban arterial boulevard, the to the east and De la Commune Street to the south. Canadian National (CN) rail viaduct and the frontage The lots situated under the elevated structure of the of the Recollects faubourg. These studies had thus Bonaventure Expressway, between Duke and Nazareth confi rmed: streets, belong to the City of Montreal. The project area is bounded to the east by Duke street, ° the building potential of the central city blocks; on the west by Dalhousie Street, on the north by Saint ° the defi nition of a diff erentiated public domain Jacques Street and to the south by De la Commune including the notion of an entrance and exit from Street, including the land housing the Ville Marie the city having a distinct character; Borough roads department shops ° mending the urban fabric of the Récollets faubourg with central city blocks and a sequence of entering The three project zones that now make up the the city, articulated by green spaces; Quartier Bonaventure are: Bonaventure corridor; ° integration of the railway viaduct into the reurbani- ° sation of the site. Dalhousie corridor; ° m2 Hectares Diff érence % Since then, several other major elements have been ° De la Commune city block. STUDY AREAS 2006-2007 208,434 21 added to the initial project that had been defi ned in 2007-2008 278,857 28 32 % the previous phase (feasibility).These elements not PROJECT AREAS 2006-2007 59,179 6 only improve the project, but also strengthen its inno- 2007-2008 139,384 14 136 % vative character, focused on sustainable development Bonaventure Corridor 2006-2007 84,396 8 and the design of a prestigious city gateway. 2007-2008 84,396 8 Dalhousie Corridor 2007-2008 33,056 3 De la Commune 2007-2008 21,127 2 City Block Summary of the Detailed Pre-project Design Studies

SECTION 1 BACKGROUND Quartier Bonaventure

Ville de Montréal Aerial view of the CN’s rail viaduct, built Bonaventure Expressway between 1938 and 1943, construction, the ramps splits Griﬃ ntown and the

Source : onto the Ville Marie Récollets faubourg into Expressway and Place two parts. Bonaventure in 1966 Canadian Airways Limited, 1941 Source :

6 A DISTRICT AT THE CENTRE OF The opening of Lachine Canal At the turn of the twentieth century, the densifi cation of Four decades later, it is clear that the construction of the working-class neighbourhoods marked the change the Bonaventure Expressway has radically transformed MONTREAL’S HISTORY As trade in timber and wheat gradually supplanted the of vocation of the old suburbs. Residential construction the urban landscape along the river and at the down- fur trade the Lachine Canal became an imperative for became increasingly rare, giving way to large industrial town gateway. The erection of this expressway has also In the early nineteenth century, two thirds of the Montreal Montreal’s British merchants whose ambition was to complexes that occupied complete city blocks. accentuated the negative impact of the CN viaduct, population (about 6 000 people) were concentrated in make their city the main gateway to the interior of the making it diffi cult to pursue any normal urban activity the suburbs when it was decided to demolish the city’s continent. Built between 1821 and 1825, the banks CN rail viaduct: fi rst rip in the urban fabric of in this area of Montreal. fortifi cations. The work, designed to facilitate the free of the canal would become home to more than 600 the faubourgs movement of goods and people, was carried out between companies over the decades. The workers of these 1801 and 1817. Following the demolition of the walls, companies settled in Griffi ntown in the Récollets In the late 1920s, Canadian National undertook the Origin of the Bonaventure name the Commissioners’ Plan was implemented, in order to faubourg and in the new Sainte-Anne District. While construction of a railway viaduct linking Victoria Bridge repair the fractures left by the removal of the fortifi cations, the industrial vocation of the Lachine Canal area was to the former marshalling yard of the Grand Trunk The Bonaventure name was given in memory of beautify the city, cleanup the streams that surrounded the confi rmed, the commercial role intensifi ed in the Railway in Point-Saint-Charles. This construction required Bonaventure de Bagnorea, theologian, philosopher, city and build infrastructure and canalization to prevent northern part of Récollets faubourg which, at the turn the demolition of all buildings between Nazareth and mystic and cofounder of the Franciscan Recollects. fl ooding. of the twentieth century, had become the preferred Dalhousie streets. Since then, the elevated rail access location of wholesalers and merchants. structure has divided Griffi ntown and the former suburb In 1875 a street in Montreal was named Bonaventure Reaching out to the suburbs of Récollets without, however, completely destroying for the fi rst time, located on a portion of the current Subsequently, Montreal opened up to its faubourgs or During the following decades, numerous construction the continuity of the urban fabric. Saint Jacques Street. With the opening of the métro suburbs that were gradually integrated into the central projects transformed the face of the Port of Montreal, in 1966, Bonaventure station found itself situated urban core, while also expanding signifi cantly along while the muddy beach at the foot Commissioners Bonaventure Expressway: grand gateway to the in the heart of Montreal’s new Underground City. It certain main corridors: Saint-Laurent Road to the north, Street (now De la Commune Street) was turned into Expo 67 site was named after Bonaventure Station, built in 1847 a complex of docks and piers that extended up to the and destroyed by fi re in 1916. The shopping and hotel the Chemin du Roy (King’s Road now Notre Dame) to For the 1967 Universal Exhibition, Expo 67, the federal mouth of the canal. complex in which the station was located, completed the east and west as well as along the lower Lachine government banked up land fi ll along the river’s edge in 1967, the same year that the Bonaventure Expressway road (Wellington) along the banks of the St. Lawrence. between Victoria and Champlain bridges to accommo- Main urban links between the neighbourhoods was inaugurated, was named Place Bonaventure. The east-west road corridors predominated in the old date a highway linking both these bridges, as well as suburbs; but the consolidation of McGill Street, after In the mid-nineteenth century, a signifi cant proportion the Décarie Expressway, to the downtown area. the demolition of the fortifi cations, shows the emergence of proposed development in the Commissioners’ Plan of complementary north-south road links. had been carried out. The suburbs road network had The construction of the Bonaventure Expressway led been completed. The main streets (Wellington, William, to the demolition of 200 buildings in Griffi ntown and Saint-Paul, Notre Dame, etc.) showed the importance the Récollets faubourg; the latter subsequently refers to of the east / west links between the old city, the suburbs the area situated east of the expressway between Saint and the various sites of the Lachine Canal infrastructure Jacques Street to the north, McGill in the east and De la (basins and locks). Commune to the south. Summary of the Detailed Pre-project Design Studies

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RUE SAINT-JACQUES RUE SAINT-JACQUES RUE SAINT-JACQUES

RUE DE LA MONTAGNE RUE DE LA MONTAGNE RUE DE LA MONTAGNE

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RUE MCGILL RUE MCGILL RUE MCGILL

RUE PEEL RUE PEEL RUE OTTAWA RUE OTTAWA RUE PEEL RUE OTTAWA

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PROJECT INSPIRED BY THE MAGIC ELLINGTON RUE NAZARETH LLINGTON LLINGTON E E

Source : W W E E W E U U U OF ITS HISTORIC SITE R R R RUE BRENNAN The transformation of the Bonaventure Expressway is RUE DE LA COMMUNE RUE DE LA COMMUNE RUE DE LA COMMUNE a unique urban reconstruction project in Quebec. It BASSIN BASSIN BASSIN redeﬁ nes the downtown gateway. It allows the recla- PEEL PEEL PEEL mation of the territory and the “identity value” of a whole neighbourhood; it improves, in concrete terms, the quality of public spaces. View of the SHM 3D View of the SHM 3D model View of the SHM 3D model model east-west links. north-south corridor. new intersections. It mends the east-west and north-south links. From a civil engineering perspective, it is also a ﬁ rst since it is rare for an expressway to be radically transformed into an urban arterial road on a human scale, as well as into a new inhabited neighbourhood.

The transformation of the Bonaventure Expressway 1 2 3 7 is, therefore, an urban reconstruction project that is inspired largely by the magic of its location, restored to its former glory by re-establishing the links between the historic suburbs of the past and laying down the milestones for an architectural project turned resolutely towards the future. Restore transversal links and recreate a new Recreating the longitudinal links and distin- Making the area secure with new intersections A destructured, rundown area to relive once again living environment guishing the city’s gateway and creating a convivial environment Between Wellington Street and Place Bonaventure, The Bonaventure Expressway is an unavoidable barrier The Bonaventure Expressway, that encourages only The area around the Bonaventure Expressway is not Canadian National’s rail viaduct and the Bonaventure between the Ville-Marie and Sud-Ouest boroughs, specifi - automobile travel, breaks the links between the diff erent convivial; it is both unsafe and inhospitable. Along its Expressway jointly occupy a right-of-way about 150 cally between Griffi ntown and the Récollets faubourg. In districts that it crosses from north to south. As well, from narrow sidewalks, there is a dearth of street furniture, metres wide and 750 metres long, essentially dedi- addition, Canadian National Railway’s viaduct, whose the Victoria and Champlain bridges, the superb sequence trees and fl ower beds, while in the streets there is an cated to regional transportation. During morning and original fenestrations have been fully blocked, is a massive of entering the city is abruptly interrupted and nowhere impressive number of cars, particularly during rush evening rush hours, cars, buses and trains are jammed visual barrier that contributes largely to the sense of inse- can there be found a city gateway, worthy of the name. hours. into this corridor, carrying thousands of people to curity felt by pedestrians. and from downtown. To meet the needs of workers, The improvement of the quality and safety of pedestrian In the proposed transformation of the Bonaventure visitors and other travellers, both sides of this corridor The removal of the barrier created by the existing road traffi c in a north-south direction will fl ow from rebuilding corridor, the expressway is lowered to the ground are dotted with large, open air parking lots located in infrastructure and the construction of central city blocks the public domain, the consolidation of the built environ- and transformed into an urban arterial road, which the heart of the faubourgs. Despite this hostile environ- will allow the built environment to be extended, creating ment and the reclamation of the railway viaduct. The allows the creation of intersections and better traffi c ment, the expressway area is heavily used by public once again a living environment where the faubourgs new confi guration of the urban arterial boulevard will management. By building on balanced pedestrian and transportation passengers from the South Shore who get meet. Running the length of this new district, the railway create a clear link between downtown and Peel Basin, vehicular cohabitation, the creation of the new inter- off immediately under the expressway, at the William viaduct can be renovated and inhabited. The east-west along two broad avenues that link the Quartier Interna- sections is designed to promote the quality and safety Street stop. They must then continue on foot in an links will be improved and inserted into a hierarchy: arte- tional, the northern part of the Récollets faubourg, the of pedestrian and bicycle travel, while maintaining unsafe, unlit and unattractive environment. rial cross streets (Wellington, Ottawa, and William streets), Cité Multimédia, the Old Port and Lachine Canal. The traffi c fl uidity. Among the planned measures are the pedestrian walkways (Saint Maurice) and visual corridors new route will allow the creation, near Lachine Canal, of placement of wide sidewalks, the siting of safe pedes- Thus, the portion of the highway at the downtown (rue Saint-Paul). Along these routes, the consolidation of a new distinguishing and inviting gateway into the New trian crossings, the animation of the public domain gateway, between De la Commune and Saint Jacques the built environment, the animation and the quality of Montreal, transforming the site that is currently occupied (business activities, transparency of the ground fl oors, streets is now a no man’s land with an area equivalent facilities will encourage pedestrian movement and allow by the roads department workshops. etc.) as well as the distribution of high quality street to more than twenty football fi elds at the district limits the linkage of Récollets faubourg, Griffi ntown and Vieux- furniture. of the Récollets faubourg, the Cité Multimédia and Montréal. Griffi ntown. Quartier Bonaventure

A project that is a model in terms of sustainable development The project to create the Quartier Bonaventure as a prestigious city gateway and a new living environment reﬂ ects a ﬁ rm perspective of sustainable development, and this, in more ways than one.

The project aims to eﬀ ectively meet both the social and environmental criteria as well as the economic ones. The optimization of public transportation and the promotion of active transportation as well as the prominence given to the greening of the site and to all ecological development measures, are major elements of the project for the new district.

The recommended transformation approach, based on the principles of sustainable ecological development more and more favoured in North America, seeks the LEED ND certiﬁ cation.

A project that places culture at the heart of the new district’s identity The preparation of a public art development plan has proven to be a valuable tool for refi ning the design concept, 8 for identifying the key elements of the new city gateway and for ensuring the unique development of the new living CREATING QUARTIER BONAVENTURE Quartier Bonaventure transportation objectives: environment . ° Maximize the number of trips (people) in the The proposed transformation of the Bonaventure Culture is thus at the heart of the new Quartier Bonaventure, all the architectural elements appealing directly to the corridor so as to ensure the effi ciency of current Expressway is certainly a sustainable development senses, memory and emotions of its viewers. and future service of the downtown and adjacent project that gets all its meaning from reliving once areas (Récollets faubourg and Griffi ntown); again the history and “magic” of the area’s past, while A project that respects all municipal policies and programmes. turning towards the New Montreal. The urban plan- ° Promote public transportation as the preferred Quartier Bonaventure respects the following policies and programmes: ning and transportation aspects are designed side by mode of moving people by giving it precedence side and are harmonized with each other, allowing over road traffi c; ° Strategic Plan for Sustainable Development; the creation of a new living environment, the Quartier Reduce the traffi c passing through the region Bonaventure. ° ° Strategy for the Inclusion of Aff ordable Housing; between the Ville-Marie Expressway (A-720) and Champlain Bridge; ° City of Montreal Transportation Plan; Quartier Bonaventure development objectives: City of Montreal Master Plan; ° Reduce automobile use downtown and in its ° Develop a prestigious, distinctive and creative city ° surrounding areas; gateway that will provide a clear link between ° Economic Development Strategy success@montreal; downtown and Peel Basin; ° Ensure the functionality and safety of the expanded ° Tree Policy; local network and its proper connection to the Mend the urban fabric of the area; ° expressway; ° Corporate Action Plan for Climate Protection; ° Improve the quality and safety of pedestrian traffi c; Policy for a Peaceful and Safe Environment; ° Promote “active transportation” modes by ° ° Provide high-quality public spaces, safe and proposing a street and sidewalk geometry and the ° Montreal Family Policy; convivial for users; management of network operations that will ensure the safety of cyclists and pedestrians. ° Cultural development policy of the City of Montreal 2005-2015: Montréal, métropole culturelle; ° Promote strong, ecologically oriented, real estate development. ° STM Corporate Business Plan (2007-2011); ° AMT Strategic Plan (2003); ° Protection and Enhancement Plan for Mount Royal (2008); ° Heritage Policy. Summary of the Detailed Pre-project Design Studies

SECTION 2 QUARTIER BONAVENTURE : THE DEVELOPMENT PLAN Quartier Bonaventure

Night view of Peel Basin and Bonaventure Expressway from the Cereal Foods Canada silo in 2003. Source : Banque d’images Pierre Malo, 2003 DEVELOPMENT POLICY exclusively for public transportation, the Dalhousie QUARTIER BONAVENTURE corridor, will play a key role in mending the urban fabric of the faubourgs to the east and west. The project The mandate entrusted to the Groupe Cardinal Hardy proposes, among other things, to unblock the building’s called for the preparation of a development plan, original openings and renovate the passageways through THE ELEMENTS OF SUCCESS FROM A DEVELOPMENT PERSPECTIVE specifying in particular the organization of the public the viaduct, using lighting and targeted artistic work. domain and public spaces. • Quartier Bonaventure will provide a prestigious city gateway, its majestic character fl owing from the uniformity The end, or the beginning, of the expressway, between of its cityscape and the scale of its greenery. It will allow the completion of the area’s revitalization started by The mandate has been achieved: De la Commune and Brennan streets, runs along the the Cité Multimédia and the Quartier International de Montréal (QIM) projects. De la Commune city block, now occupied by the Ville Marie Borough roads department shops. The redevel- ° working continuously with the transportation, • Quartier Bonaventure will transform Montreal’s main gateway into an inhabited and vibrant neighbourhood, traffi c and road engineering planners; opment of this area contributes to the creation of a given renewed life in this extension of the downtown area. formal link between downtown and Peel Basin. ° in close cooperation with representatives of the • The transformation of the Bonaventure Expressway will favour public and active modes of transportation for Société du Havre de Montréal and several City of In pursuing the reurbanisation initiated by the Quartier access to the area. Major components of the project include two existing Métro stations, the construction of a Montreal departments. international de Montréal and the Cité Multimédia, 10 surface and underground pedestrian network, the proximity of Central Station, the harbourfront tramway project the Récollets faubourg has impressive development and the presence of the metropolitan public transportation corridor. A living environment turned towards the future potential. The creation of the Quartier Bonaventure seeks the consolidation of a mixed neighbourhood, The development of the public domain, along with with homes, retail stores and places of employment, • Due to their fl exible confi guration, the central city blocks can easily accommodate residential, commercial, the transformation of the Bonaventure Expressway, continuing the urban consolidation eff orts that have hotel and offi ce use. intensifi es the impact of active and public transporta- been underway in the area for over ten years. tion, the conviviality of the area and the feeling of • The Brennan Street threshold signals a more convivial vehicular and pedestrian cohabitation that will encourage safety amongst users. The construction of a public a reduction in speed. The gateway will refl ect the image and vitality of downtown. place in the heart of the project enhances the unique experience of arriving in the city. The areas bordering • Close to Peel Basin, the De la Commune city block marks the city’s gateway and highlights the transition from the project refl ect a continuum with the recent devel- an expressway into an urban milieu. opment of the Quartier international de Montréal (QIM) and the Cité Multimédia. This allows the project • The Public Art Development Plan is an excellent “signature” tool for both places and routes. to be fi rmly rooted within the adjacent neighbourhoods.

• The concept of urban lighting will allow for animation at night, from the illumination, as well as during the day, Lighting, signage and public art, having been the subject from the unique lamp posts. of studies, are essential dimensions to the design of this distinctive city gateway. The creation of a lush and • The redesign of the Ville Marie Expressway on and oﬀ ramps will minimize their visual impact. generous landscape at the entrance to the city indicates the project’s ecological character for which a LEED ND certiﬁ cation is sought.

The central city blocks, in a single ﬁ le, highlight the uniqueness of the city’s gateway, while also linking the project to the architectural “template” of the built area. In symbiosis with the public domain, their architecture helps create an environment that is convivial, animated and distinctive.

The transformation of the Bonaventure Expressway into a wide urban arterial boulevard also oﬀ ers a new interface between the neighbourhoods on both sides of the CN rail viaduct. The commercial or public use of the viaduct’s ground ﬂ oor is proposed. The focal point created by this transportation pole, thanks in particular to the creation of a road reserved The public Place looking north from Ottawa Street. Summary of the Detailed Pre-project Design Studies Groupe Cardinal Hardy Source : Quartier Bonaventure

Présentation des cinq principales composantes du projet.

THE PROJECT’S FIVE MAJOR 3. Renewed use of the Canadian National COMPONENTS rail viaduct It goes without saying that it is the prerogative of CN, The Quartier Bonaventure has fi ve major components. the owner, to decide on the future of this structure. To the existing components (feasibility phase) have However, the Société du Havre de Montréal proposes been added new elements giving the city’s gateway to reinsert the rail viaduct into the urban fabric of a prestigious and unique character. As well, the new the faubourgs, by reopening its fenestration, reclaim living environment, boasts conditions favouring the ground-level fl oor space for commercial use, sustainable development in all its forms (economic, particularly along the east-west cross streets. This will social and environmental). increase the feeing of safety and comfort of pedestrians using these passageways. That part of the rail viaduct between Ottawa and William streets, facing the public Components of Quartier Bonaventure place, could house, in particular, the necessary facilities 1 Development of the central city blocks; for the users of public transportation. 2 Transformation and development of 4. Establishment of a dedicated public the De la Commune city block; transportation corridor: Dalhousie corridor 12 3 Renewed use of the Canadian National So as to meet the objective of maximizing the use rail viaduct and the development of adjacent lots; of public transportation, Dalhousie Street will be TOHU is a model of Obtention de la certifi cation LEED NC LEED NC accreditation. 4 Establishment of a dedicated public dedicated exclusively to public transportation. (New Construction)

transportation corridor, Dalhousie corridor; The development of this street, adjacent to the Alain Laforest rail viaduct and with a new bus station, will be The Quartier Bonaventure is reaching for the highest 5 Consolidation of Des Récollets faubourg standards in terms of sustainable development. To give convivial and safe. Source : substance to these objectives, the LEED NC is a useful 5. Consolidation of Des Récollets faubourg design tool and a certifi cation that gives a disciplined 1. Concept and development of the central framework to construction quality. city blocks The buildings along the east side of Duke Street mark the edge of the Récollets faubourg. Their cohabitation The prerequisites and the credits are organized into The development and architectural concept of the with the new buildings, particularly the central city six (6) main LEED categories : central city blocks was designed to create a more blocks, will replicate the dynamic environment created panoramic setting for the entry into the city. The develop- in the Cité Multimédia. The ”domino eff ect”, created ° Sustainable sites; ment of the public domain will allow observation points by the establishment of a new living environment, Water effi ciency; over the city, while also creating a convivial and safe should lead to residences, commercial users and ° environment. Moreover, the volume of the central city offi ces being attracted here. Energy and atmosphere; blocks is diff erent from the adjacent districts so as to ° enhance the impact of their unique form. A public place ° Materials and resources; will be created in the heart of the line of central city Indoor environmental quality; blocks, becoming the centre of the new living ° environment. ° Innovation and design process.

2. Transformation and development of the De The ecological performance requirements should la Commune city block be prescribed as improvements to the architectural concepts rather than as a list of technical constraints. The De la Commune city block’s architecture also sends a message about the new identity of the city’s gateway. It can accentuate the connection between the diﬀ erent districts and Peel Basin. The development of this block will capture the imagination of all who pass by, whether passengers in public transportation, pedestrians or automobile users, giving them a distinctive landmark at the city gate. Summary of the Detailed Pre-project Design Studies

1 2 3 4 Stéphane Najman, photographe 2008 Source :

5 6 7 8

Photos 13 of the sequence of entering the city. THE CREATION OF A PRESTIGIOUS New Montreal entry CITY GATEWAY The lowering to ground level of the Bonaventure Expressway begins with a descent from the expressway The current panoramic sequence deck between De la Commune and Brennan streets. This photographic exercise demonstrates the visual From Brennan Street, the urban arterial road is divided experience starting at Champlain Bridge, presenting into two roadways that distribute the traffi c to both the large urban landscapes and the architectural icons sides of the central city blocks, going north on Duke that punctuate the entry route into the city. The major Street and going south on Nazareth. landmarks of the city are on display. The siting of the new buildings adds breath-taking From Champlain Bridge, one can grasp the geography moments to this drive. The short sequence between of the city (1 +2), situated between the St. Lawrence the climb on the bridge over the Lachine Canal and and the mountain. Then, from the threshold that is the subsequent dive into the city creates a dramatic Victoria Bridge (3), diff erent landscape units along the contrast. Bonaventure Expressway are met : The sequence from Brennan Street, at the end of the expressway environment, thrusts users of both ° industrial port (4); cars and public transportation into an urban corridor ° panorama of the downtown area (5); framed on one side by the dense frontage of the Cité Multimédia, and on the other by the singular ° visual opening toward the Old Port and Lachine Canal; expression of the central city blocks. This string of city blocks, dotted with openings, marks a signifi cant ° façade of the Cité Multimédia (6); contrast, signalling the identity of the city gateway. ° axis of the Place Ville-Marie (7); Leaving the city, the view coming down University ° hill up University Street (8). Street extends into the landscape of the port. The grain elevators are the main built benchmarks on the horizon, announcing the river’s edge. The CN rail viaduct along the west side is, in its present form, an opaque and dull barrier with parking in front. The reopening of its windows, upgrading the surroundings of the viaduct and east-west passageways will greatly improve the sequence of leaving the city. Quartier Bonaventure

Development of Duke street, facing the public place Groupe Cardinal Hardy Groupe Cardinal Source :

Development criteria for the public domain of A resolutely contemporary urban space, the program- The southern tip of the single fi le of central city blocks ming of the place and the civic uses it supports are in will be reserved for a majestic work of art marking the the central city blocks full harmony with the eff orts to provide Montreal with city’s new gateway. The landscaping and the work The layout of semi-private spaces in the central city convivial urban spaces, implemented with the highest of art will be selected following a multidisciplinary blocks (court yards, gardens, access areas to buildings, quality standards. international competition. etc.) is considered to be a natural extension of public space. This condition must be respected in practice as well as in theory. Design criteria for the “public place” include: Planning criteria excluding central city blocks design of the ground level; Develop a set of street furniture in continuity ° Design a distinctive ground pattern for the public ° with that of the QIM: domain of the central city blocks which is diff erent ° fl uidity of a site that is in the heart of intense from the typically plain paving stones of the QIM urban movement ; ° design the border of the sidewalks in 300 mm and its surrounding area, with the exception of a granite and the paving of the sidewalks in concrete; granite border of 300 mm; ° contribution of a visual landmark as a signature of the place; ° minimize the number of columns, combining ° Design the ground pattern of semi-public spaces several uses in each (lighting, traffi c lights, name major landscape components that qualify and (court yards. lobbies) in continuity with the pattern ° plaques, signs, etc.); and materials of the adjacent public domain; enhance the experience of the site. 14 ° locate trees, fences and furniture so as to facilitate ° Place lines of trees or shrubs only vis-à-vis the To refl ect the desired spirit, the design of the site snow removal while minimizing the risk of damage. DEVELOPMENT OF THE PUBLIC DOMAIN building’s yard in order to create a sequence of includes a strongly landscaped framework and a AND PUBLIC SPACES landscaped pockets; simple, but more than adequate, movement plan. Organize the overall distribution of street incorporate into the city blocks directly south and furniture in accordance with a simple, rigorous The development of the public domain associated ° north of the public place a particular component The main theme in the development of the place and well-ordered plan: with the Quartier Bonaventure promotes both active from that public place to create continuity (lighting (spatial composition, furniture, lighting) explores the and public transportation, a convivial atmosphere in integrated into the ground for example); notion associated with the experience of a site fi lled ° build wide sidewalks; the area and a sense of security amongst users. The with movement and public transportation. Eminently In general, identify a pedestrian corridor free design of the central city blocks and the provision of ° create a corridor for walking, free of any obstacles contemporary in its language, this design component ° of obstacles at least 3 metres wide throughout a public square or “place” in the heart of the project at least two meters wide, along all sidewalks. of the place is also a nod to the 1960s and 1970s. the length of the sidewalks; enhance the unique experience of entering the city. Bonaventure Expressway, inaugurated in 1967 for ° setting back the ground fl oor of buildings a the Universal Exhibition, dates back to the futuristic ° align, regularly spaced along an axis, the trees, The areas bordering the project are in continuity with minimum of three meters in the central city blocks will provide even more space; imaginary euphoria of that era dominated by new benches, parking posts, bicycle stands, street lamp the recent development of the Quartier international modes of transportation and communication. and/or traffi c light posts, so as to minimize the sense de Montréal and the Cité Multimédia. They allow the ° minimize sidewalk congestion in the central city of congestion; project to be rooted within the neighbouring areas. blocks; Lighting, signage and public art, all the subject of Peripheral gardens and the southern point ° set back the axis of roadside plants a minimum specifi c studies, are dimensions essential to the design ° public benches are mainly located in the public 1.5 m so as to give them better protection. of this distinctive city gateway. place; The specifi c confi guration of the central city blocks and the restructuring of the roadways will leave peripheral, Promote on-street parking: ° Lines of plants are limited in the spaces created triangular-shaped lots to the north and south of the urban A signifi cant layer of trees enhances the landscape by setbacks and cleared access areas of buildings Apart from the periphery of the public place, arterial road. They will be designed as small urban parks ° and provides a setting for the public domain. The in the central city blocks; encourage and allow on-street parking in off -peak to serve the future local population. creation of a voluminous landscape of greenery at the periods on both sides of the road. entrance to the city indicates the ecological character To the southeast, the land adjacent to the Louis Charland of the project which aims to be awarded a LEED ND. Creation of a convivial and animated In accordance with the landscaping concept: Certifi cation. public place building located at 801 Brennan Street, will receive a specifi c design. A lane for vehicles, between the park ° design the distribution of trees in a dense Central city blocks The new public place is located in the heart of the single and the buildings provides access to the loading docks framework, at inter-axial distances of 7.5 m line of central city blocks. As a new public place, it will of the buildings on this block. However, this lane will from each other; Each city block has a unique dimension, fl owing from mark the Montreal of tomorrow while playing its role in be restricted to authorized vehicles and pedestrians will the geometry imposed by the traffi c fl ow. The court- the mending of the former faubourgs. It symbolizes the have priority. The design of its pavement will be similar ° design the wooded framework with slender yards and gardens of the private domain participate transformation of an expressway “no man’s land” into an to the sidewalk along the east side of Duke Street. trees having a wide deployment, for example, in the animation of the public domain. Moreover, the urban environment at the core of the city’s identity. elm, maple or chicot d’Amérique, (Gymnocladus transparency and permeability of the ground fl oor of dioicus). the buildings accentuate the animation of the site. Summary of the Detailed Pre-project Design Studies

City blocks Construction Oﬃ ces Retail Hotel Residential No. Units Required parking Proposed parking Number of levels Victoria Square: (sm) (sm) (sm) (sm) (sm) Min (1) Max (2) proposed an example of reclamation of an area by its CENTRAL CITY 3-C15 19,395 19,395 (3) 288 58 288 neighbouring residents. BLOCKS 3-C16 52,412 13,606 1,672 37,134 399 242 702 180 2 3-C17 260 2 3-C18 61,435 30,280 1,133 30,022 314 245 681 336 3

sudtotal 133,242 43,886 2,805 19,395 67,156 (3) 1,001 545 1,671 776

DE LA 3-C3 , 3-C4 31,141 1,155 29,986 273 137 410 227 2 COMMUNE CITY BLOCK sudtotal 31,141 1,155 29,986 273 137 410 227 2

TOTAL 164,383 43,886 3,960 19,395 97,142 (3) 1,274 682 2,081 1,003

Parking and access to buildings Underground parking development strategy Access to buildings and parking The roadways running by the central city blocks will have The selected scenario suggests a total of 1003 parking heavy traﬃ c, especially during rush hours. Therefore, spots. This number is a realistic planning possibility. vehicle access to these blocks should be judiciously Given the signiﬁ cant availability of public transportation

planned so as to ensure the maximum safety for future in the area, the physical constraints of the site and the Groupe Cardinal Hardy users. This condition will be particularly critical for the potential requirements generated by the project, the

blocks located north of the public place, because of following are recommended: Source : the on ramps leading to the Ville Marie Expressway. As for the southern central city block, its situation will be ° lean towards the construction of the minimum improved in off -peak periods since the adjacent traffi c number required by regulation, particularly for 15 lanes will become available for on-street parking and offi ce and commercial spaces. As for residential delivery. So as to off set the diffi culties of accessibility spaces, the proposed average ratio is 0.8 spots Water, an essential component of the inherent in the implementation of the central city blocks, per household; development. the following is recommended: ° provide for some public parking, in view of the reduced number of parking spots available in the reserve space on the cross streets for delivery zones, ° surrounding streets; waiting areas, taxi stands, and loading/unloading; ° encourage developers to make use of the regulation ° provide vehicle access driveways within the city reducing by 50% the number of spaces required SORTIE DU STATIONNEMENT blocks, through open passageways and other open LOCALISÉ SOUS LA PLACE for other than residential buildings when it is less areas. (See plan opposite). than 150 metres from the Métro access;

These built-in driveways within the city blocks will ° oﬀ set the shortfall of parking spaces of the northern facilitate the accessibility of indoor parking and provide city blocks by building parking under the public place. waiting areas for service vehicles and delivery. For the hotel, as an example, a driveway running across the ACCÈS DU STATIONNEMENT LOCALISÉ SOUS LA PLACE LA PLACE block can serve functions related to arriving and departing PUBLIQUE guests.

Given the narrowness of the central city blocks, it will be diffi cult and constraining to plan for all the required loading areas without radically impacting the quality of the ground fl oor design. This constraint is amplifi ed by the restriction on vehicles to “forward movement only”, in the loading areas. It is clear that, in this context, exceptions must be allowed in order ACCÈS / SORTIE AUX STATIONNEMENTS to permit the development of the central city blocks. AIRES DE LIVRAISON ET DÉBARCADÈRES SUR RUE Quartier Bonaventure

Photo montage of the De Plan illustrating the roofs la Commune city block of the De la Commune (Roads Department city block. shops). Groupe Cardinal Hardy, 2008 Groupe Cardinal Groupe Cardinal Hardy, 2008 Source : Source :

To avoid the impact of this plan on residential units Landscaping the De la Commune positioned at the city’s gateway, the location of build- city block ings is organized in accordance with a policy that residential units will be only on the side of the canal and The end of the expressway, between De la Commune the faubourgs. All vertical and horizontal movements and Brennan streets, will be built on a landscaped related to the operation of buildings would thus be on embankment. A walkway leading from Brennan Street the side of the expressway. The decision on whether to De la Commune will parallel this embankment. It will to retain existing trees will be taken at the time that consist of a row of trees, framing the walkers as far as the city block is actually developed. The planned Peel Basin. A public right of way suffi ciently wide and implementation takes into account this parameter, with continuous illumination will promote a convivial which justifi es a large setback of the building from and safe linkage. Nazareth and De la Commune streets. Directly at the intersection of De la Commune, the space 16 under the new expressway viaduct can be animated by The transformation of the De la Commune Development criteria for the De la Commune a special layout along with public use. A window of city block city block illumination will add conviviality to this area under the expressway that will remain. A tower could be erected This city block highlights the transition between the ° Give precedence to the location of the building at the edge of the expressway like a lighthouse marking expressway and the urban milieu. Located at the project’s on Nazareth and De la Commune streets; the transition to the city gateway. Public access to the gateway, the proposed building marks the entrance to the tower would allow visitors to use a terrace overlooking prescribe a maximum height of 80 metres along city while remaining discreet in the face of the “signal” ° Peel Basin, Lachine Canal, the Cité Multimédia the port De la Commune Street and 40 metres on Nazareth characteristics of the central city blocks. The triangular sector. Street; Municipal property inspired a particular architecture. The building will be on the edge of the city block that runs ° promote the conservation of existing plant coverage; along De la Commune and Nazareth streets, leaving Landscaping criteria for the De la Commune ° prescribe a maximum ground coverage ratio of 50%; a large opening for the green space vis-à-vis the express- city block way’s descent to ground level and the pedestrian corridor ° Place residential façades on the opposite side of the built parallel to it. Both ends of the block, each fi nishing building from the highway and the Bonaventure ° provide for the creation of a public easement, with double rows of trees, street furniture and lighting, Extract from the 3D model in a point, will mark the transition between expressway arterial road and encourage the location of common illustrating the real estate with a minimal width of 9.0 m, across the block potential. and city with subtlety. corridors and other common functional elements on this side. along the axis of Dalhousie Street; The building will have two main elements. The fi rst, promote the construction of a very thin building ° create a public pedestrian link with a minimum which faces the canal and will serve as a “steeple” at ° in the visual corridor of the city’s gateway; of 9.0 m in width, on the axis leading to the Peel the expressway entrance, refl ects the scale of the big Basin, following the edge of the embankment used city with a height of 80 metres or 26 fl oors. The second promote the construction of logements traversants by the expressway to descend to ground level. is more on the scale of the faubourg and the built ° (extending across the building with access to two environment alongside the existing expressway, with a ° provide street furniture, lighting and a double row frontages); maximum height of 44 metres or 14 fl oors. These two of trees; sections of the same building are joined by a volume ° encourage the maintenance of a north-south visual ° promote the designation of part of the viaduct of three fl oors. This three-story template is in harmony corridor along the axis of the Bonaventure arterial under the expressway for public use in connection with the buildings of De la Commune Street to the west road; with Lachine Canal and Peel Basin activities; of Prince Street. This low height also makes it possible require the permeability of the site between De la to obtain a north-south view between the canal and ° ° assess the appropriateness of retaining the trees Commune and Brennan streets through the creation the city, along the axis of Nazareth Street (exiting from currently present on the site. of an extension of Dalhousie Street. the city). On De la Commune Street, a porte cochère or carriage gateway permits access to the interior of the city block. This open space, along the axis of Dalhousie Street, allows the development of private green spaces and public passageways. Summary of the Detailed Pre-project Design Studies

Food Emporium, Rail bridge View of the future Queenboro Bridge, Berlin Dalhousie St. New York. right-of-way Groupe Cardinal Hardy, 2008 Groupe Cardinal Hardy, 2008 Source : Source :

Reuse of the Canadian National rail It is proposed to redevelop the ground-fl oor spaces viaduct of the CN rail viaduct located between Ottawa and William streets, by using it in association with the bus Built by Canadian National between 1938 and 1943, terminal. the railway viaduct links Victoria Bridge to Montreal’s Central Station in the heart of the downtown area. Following the example of the shop windows of the This infrastructure created a fi rst barrier between the railway bridge in Berlin and the entries into the base Récollects faubourg and Griffi ntown, which at the time, of the Queensboro Bridge in New York, this specifi c stretched as one continuous neighbourhood from the structure can accommodate unique public or commer- old city walls. In fact, it was more of a building with a cial spaces. The opening of the bays and the creation rail line on top than a simple viaduct. During the years of a forecourt on the façade will improve conviviality, following its construction, CN administrative staff and transparency and safety. The focal point created by its Department of Archives had offi ces there, using the this public transportation pole will play a key role in series of open archways to allow light to enter under mending the faubourgs, between the Sud-Ouest and 17 the tracks. Today, the rail viaduct is used exclusively for Ville Marie boroughs. storage. The openings were sealed during the 1970s. Street cross section – The result is a long blank wall running the length of the CN rail viaduct So as to improve the visual environment and the route out of the city to the east and all along Dalhousie well being of pedestrians walking under the CN rail Street in the west. viaduct, a mandate to create a special decoration scheme along the walls of the passageway could be

opened up for competition amongst artists or multidis- Groupe Cardinal Hardy, 2008 The redevelopment of the CN rail viaduct will be ciplinary teams. (See the Public Art Development Plan partly dependent on the success of the transformation

on page 18). Source : of the Bonaventure Expressway. A series of measures should be undertaken in order to help implement the Establishment of the Dalhousie Corridor reclamation of the building. The roadway of Dalhousie Street will be dedicated ° opening a bus station in the heart of the Bonaventure exclusively to public transportation. Adjacent to the project, vis-à-vis the new public place; CN rail viaduct, its establishment will help create a convivial site for waiting and arriving passengers. ° Unblocking the original openings and beautifying Eventually, the reclamation of the viaduct’s ground the facades; fl oor by diff erent commercial or public activities ° Improving the public domain and making safe could animate Dalhousie Street and make it more the passageways under the viaduct; convivial for pedestrians, while at the same time improving east-west links. ° reclaiming the interior spaces for commercial and public activities; The insertion of a bus terminal will mark the cross- ° searching for uses that lean towards the public roads between the Quartier Bonaventure, the Cité domain; Multimédia and the Griffi ntown project. Seen as a large urban landmark from the perspective of pedes- ° installation of marquees in certain places, on both trians, this terminal is made up of a marquee, on each sides of the CN rail viaduct; side of the CN rail viaduct, that protects the users of public transportation. The proposed plan is compat- ° integration of public art into the passageways under the railway; ible with the intended route of the future Light Rail Transit (LRT) system envisaged by the Agence métro- politain de transport (AMT). Quartier Bonaventure

Greenery and Culture: signs of the city’s Arborescent framework Constant presence of public art in the Quartier View of the proposed gateway illustrating the greenery Bonaventure. Public Art Development of the Quartier Plan. Bonaventure The production of a public art development plan will be A green quartier a valuable tool for enhancing the Quartier Bonaventure. The landscaping of the Quartier Bonaventure is a deter- Claude Cormier, 2008 mining element in its development plan. The alignment The presence of public art in the Bonaventure project of plants will, at times, be interrupted by street furniture Source : will be particularly noticeable. The end of the expressway (benches, lighting, bus shelters, waste bins, bicycle and start of the urban arterial road will be “signalled” by stands, Morris columns for advertisements, parking a majestic work of art. The plan also calls for a distribution stations, etc). of diﬀ erent artistic works in various indoor sites, inside the Quartier. The targeted spaces include not only the Three (3) levels of greenery are superimposed: public domain and spaces, but also the private domain and semi-public spaces. ° The ﬁ rst, associated with the public domain, has large lines of large-crowned, leafy trees. This level The plan includes the following art activity: is on an urban landscaping scale that is comparable to the infrastructure that it accompanies and helps 1. majestic “signalling” work at the southern threshold 18 provide a frame or background for the public roads. of the project;

° The second, on the central city blocks, has trees 2. “signalling” work at the northern threshold of the with lighter leaves, lining the cross streets. In the project; public place, a framework of trees provides a large 3. environmental work in the public place; “landscaping punctuation mark” to the sequence of central city blocks. Finally, the yards and gardens 4. work on the private domain (semi-public access) of the buildings also contribute to this green plan. 5. works integrated into the passages under the CN This local vegetation in the private domain is rein rail viaduct; forced by the aligned plants in the public domain, if and where opportunities are provided by variations 6. temporary works on the temporary fences surrounding in the siting of buildings. the project’s construction sites. The third applies to the terraced roofs. It consists ° The Société du Havre de Montréal recommends that of “intensive” gardens (horticultural vegetation: the following elements be included in the Quartier perennials, shrubs and trees) or “extensive” gardens Bonaventure’s Public Art Development plan: (resistant vegetation, mosses, sebum, grasses and succulents). ° the overall timetable and detailed schedule of art production; The Société du Havre de Montréal recommends that the boroughs of Ville Marie and Sud-Ouest work together ° the detailed recommendations in regard to the to produce an “urban forestry plan” for the Quartier production criteria of each of the works; Bonaventure so as to ensure the availability, calibre and the funding scenarios (production budgets) and health of the desired vegetal species. ° a plan for media extensions (folders, web site, etc.)

that will enable the plan to become known;

° the maintenance budget for each of the works. Summary of the Detailed Pre-project Design Studies

Civilian War Memorial, French Consulate Garden, Highlighting the Singapour. New York. Frères-Charon Square. Pierre Bélanger, volume2 Groupe Cardinal Hardy, 2008 Source : Galerie publique de Naturerainforest Source : Source :

Next phase Urban lighting concept to enhance the project Original lighting under the Notre-Dame Street The Société du Havre de Montréal and the cultural The proposed lighting concept for all of the Quartier viaduct. development authorities of Montreal (Direction du Bonaventure ties it to the development of the neigh- développement culturel de la Ville de Montréal) will bouring quartiers, while also sending a “signal” that the work together, during the next phase of this development downtown gateway is unique. The lighting of the arte- plan’s implementation, on: rial urban road is in continuity with the public domain of the Quartier international de Montréal. ° costs and funding (seeking, in particular, private partnerships); The proposed lighting concept for the Quartier Bonaventure also seeks to develop and enhance the ° production of technical documents on the spaces

street furniture and the urban landscape so as to Denis Tremblay, 2004, www.vieux.montreal.qc.ca that will present works of art; mark the city’s gateway. The development plan also

° preparation of documents for the competition to proposes to improve the lighting of the trees and other Source : select artists; plants that “punctuate” the route, without however ° coordination of competitions to select works of art; adding to the night-time pollution. management of the art projects (production ° It is also recommended that: and installation of the works of art);

° production of promotion and distribution material. ° On Dalhousie Street, the proposed lampposts will be in continuity with those in the Cité Multimédia, making the site more safe, convivial and welcoming;

° The lighting under the new viaduct above De la Commune Street, as well as under the CN rail viaduct will also contribute to the consolidation of the east-west links.

° The transition zone, from expressway to city environment, deserves particular attention in the area of the descent from the expressway, south of Brennan Street, in order to insert the lighting plan into the strategies for limiting speed at the city gateway. Quartier Bonaventure

Main components Small courtyard of the architectural ambiance of a central concept. city block Groupe Cardinal Hardy, 2008 Groupe Cardinal Hardy, 2008 Source : Source :

20 ARCHITECTURAL CONCEPT Ground fl oor Critères architecturaux du rez-de-chaussée 4 The ground fl oor of the buildings will be transparent, Central city blocks Objective: allow permeability and transparency of the permeable, allowing visual contact not only with the ground fl oor and provide adequate space for pedes- The central city blocks and the architecture of the interior of the building, but also over the multiple trians to walk at ease in the central city blocks. “signature” buildings will enhance the unique experience exterior spaces, the blocks of greenery, the small court of entering the city. The architectural concept developed yards, etc. So as to enhance the walking experience, ° Prescribe a maximum ground coverage ratio for the central city blocks ensures the unique character it will be recommended that works of art be included of 60%; of the Quartier Bonaventure while at the same time 3 in the residual spaces of both the public and private Require a minimal ground fl oor setback of 3.0 m defi ning the convivial scale desired at street level. Five domains, indoors as well as outdoors. ° from the line of the overhead basilar structure distinct architectural components are superimposed and so as to enable the resultant overhang to protect arranged so as to provide harmony for the drive into The ground fl oor will be devoted essentially to semi- pedestrians. This requirement should apply the city. public or commercial functions. It will contain neighbourhood shops, private lobbies of residential buildings, to 80% of the periphery of buildings on the 2 central city blocks. The diff erent volumes are arranged in the following order. public lobbies of offi ces, pedestrian and vehicle traffi c The transparent ground fl oor has, above it, a basilar level as well as access to vertical movement (elevators and ° Prescribe a minimal height of 5.0 m for the ground covered with green roofs, intermediate elongated volumes, stairways). fl oor of the building. This minimal height should and then the towers, refl ecting a downtown look. The be respected for all basilar structures of the central central city blocks are in visual continuity with the The fl oor of the lobbies will be at the same level as city blocks so as to ensure a homogenous “framing” adjacent neighbourhoods. The Quartier will be harmo- 1 the exterior pavement. The exterior ground covering of the streets, while also allowing in specifi c cases nized with the multiple scales found in the area, including can be used indoors to create a visual and physical certain adjustments to this rule. those of the Cité Multimédia, of the faubourg des Récollets fl uidity throughout the central city blocks. Several and of course, those in the downtown area. Each of the transversal outdoor openings will allow the creation ° Design the public and private lobbies so that they three central city blocks is made up of the fi ve super- of vehicle access driveways and loading docks while cross, on an east-west axis, so as to facilitate imposed architectural components, thereby ensuring also maintaining an optimal level of permeability of transparency and fl uidity of the pedestrian overall architectural homogeneity, despite their unique the city blocks for pedestrians. In these openings, the walkways. confi guration required by the shape of the ground. setback of the basilar structure will allow the creation ° Provide several entries, on the periphery of the of distinctive landscaped areas that add harmony to the buildings, to ground fl oor commercial spaces so as 1 Ground fl oors; new arterial road passing by while also allowing direct to participate in the animation of the public domain natural light into the ground fl oor level. 2 Basilar structures; and augment the permeability of the central city blocks. 3 Green Plan (green roofs on the 3 large basilar surfaces); 4 Architectural “bars” (intermediate volumes in terms of height and 4 in elongated form); 5 Towers. Summary of the Detailed Pre-project Design Studies

treet cross section View of model Interior courtyard Example of green roof, between Notre Dame showing planned of the Cité Multimédia Beijin and William streets basilar structures Phase 4. www.treehugger.com Groupe Cardinal Hardy, 2008 Source : Banque d’images Pierre Malo, 2008 Source : Source :

Example of green roof, The Meadows at City Hall, Chicago. www.greenroofs.com Source :

21 Basilar Structure Basilar structure architectural criteria Green plan Green plan development criteria The basilar structure is a key component of the archi- The “green plan” is an accessible semi-public place, ° Plan the placement of the basilar structures along The programming and development of the green plan tectural concept. This three-story volume overhanging the property line of the central city blocks. set above the basilar structure. Workers, residents and should allow the various users to “take ownership” of the ground fl oor is ideal for variable-area offi ce spaces, This replicates the scale of the built area of the visitors will benefi t from a preferred space perched on the site and provide a high-quality landscape. but can also fulfi l a variety of uses such as common faubourgs. Certain variations in the alignment the fi fth fl oor of the buildings. The main elements of areas for residential towers or for a hotel. The height this unique site’s programme are the green roof, the of the basilar structure can be authorized on a ° Promote landscaping and planting in the public of the basilar structure corresponds to the scale of the case-by-case basis so as to allow openings onto terraces, the spaces for relaxation and the community and private zones in a ratio of 40% of the unbuilt built area found in the Récollet faubourg, i.e. 4 to 6 the public domain or to allow a view of the public spaces. This could apply to residential buildings or a hotel. surface of the green plan. stories. place; ° Plan that the fl oors having access to the “green plan” Topped with a green roof available to the users of the ° Vary the placement of the basilar structures so as More than a roof, the “green plan” is a platform for the will be occupied by public or community functions, building, the interior spaces have generous openings to create setbacks with small courtyards allowing towers and the intermediate volumes that are built on so as to maximize the use of the exterior space. that allow daylight to penetrate into the heart of the plants or works of art while allowing natural them. It consists of designing a public space above the ° Plan structures that minimize the impact of wind building, thereby creating extraordinary eff ects. daylight to impact the public domain; basilar structure. From René Lévesque Boulevard, the around the perimeter of the towers. elevation allows a view of this “green space”, unique in ° Plan a homogeneous approach to the architecture of the basilar structures on all the central city blocks Montreal. Identifying the city’s entry and exit route, the so as to ensure the continuity of these blocks; “green plan” contributes to the signature of the central city blocks. ° Require openings in the roof of the basilar structures on one or more levels so as to maximize the The plants provide a green view that mitigates the pre- exposure of the lower fl oors, and at times the sence of vehicle traffi c and allows a signifi cant reduction ground, to natural lighting. in the urban heat islands. The charm of these facilities enhances the well-known advantages of green or white roofs. Amongst these advantages are energy effi ciency, air purifi cation, acoustic insulation and the reduction in the eff ect of urban heat islands. Quartier Bonaventure

View of volumes Comparative scale proposed in the Quartier of Montreal skyscrapers Bonaventure (Skyscraper source media) Interlope Multimédia, 2008 Interlope Multimédia, Groupe Cardinal Hardy, 2008 Source : Source :

Le 1000 rue de Stock Exchange Place Ville-Marie Tour de la InterContinental ______Quartier Bonaventure______la Gauchetière Tower Banque Royale Montreall

22 Bars Architectural criteria for the bars Towers Architectural criteria for the towers Above the “green plan”, elongated intermediate While the basilar structure and the bars are on the ° Require a maximum coverage of 60% on the roof ° Require the placement of the towers according volumes, placed length-wise on the basilar struc- of the basilar structures. same scale as the surrounding neighbourhood, three to the same alignment principles as applied to the tures, rise six stories tall. The height of these resi- slender, streamlined towers identify more strongly bars, specifi cally, clearances for the “green plan” Require, as the maximum number of fl oors, six dential buildings, eleven stories tall including the ° the entry into the Quartier Bonaventure. The height and staggered siting. basilar structure and the ground fl oor, are on a scale levels plus one, above the “green plan” (the fi rst and the dimensions of these towers correspond to comparable to the Cité Multimédia. To avoid the fl oor being considered as a ground fl oor from the scale of the skyscrapers of Vieux-Montréal. ° Encourage a narrow and streamlined morphology corridor eff ect on the immediate surroundings of the the perspective of the green plan), So as to for the towers so as to favour maximum openings new arterial road, the two bars are installed in a stag- correspond to the height of the buildings that The architecture of the towers, like that of the bars, for views of the downtown area and the gered alignment above the “green plan”. are situated alongside the urban arterial road. is distinctive but remains similar in form and in treat- mountain. ment. The narrowness and the transparency of the ° Encourage narrowness of the bars so as to follow ° Ensure a certain homogeneity in the contemporary The fl oors of both the bars and the towers, giving the linear morphology of the central city blocks facades allow a maximum opening of views of the architectural expression of the towers so as to access to the “green plan”, will be arranged in an and respect the green plan’s presence. The bars downtown area. The new towers will be identifying reinforce the impact of the single line of central overhang format. This confi guration replicates to a should be aligned with one of the external faces or “signalling” elements in the Montreal landscape. city blocks without, however, prescribing a uniform certain extent the volumetric relationship between of the basilar structure so as to leave maximum Their streamlined profi le and their special architec- architectural treatment. the basilar structure and the ground fl oor. clearance for the “green plan”. The positioning tural language will reinforce the form of the city’s of the bars should be staggered on each of the gateway, melding all of these elements into one city blocks so as to avoid the “corridor eff ect” “whole”. that installation on only one side would create. The towers, sited in a staggered row, will rise above the “green plan” and will have a diversity of functions. The fi rst tower, situated on the southern city block, can house offi ces and residential units distributed over 32 fl oors above the basilar structure. In the centre, a residential tower of 26 stories, also located above the basilar structure, rises above the new public place. The city block on the northern point of the project will be able to house a hotel as tall as the previous tower. The hotel function could possibly occupy the complete building including the space on the ground fl oor and the basilar structure. Summary of the Detailed Pre-project Design Studies

The Cadieux Forge: a crafts- The Cadieux Forge: man’s workshop that has Boundary of the witness of a by-gone age conserved the original Sud-Ouest and Ville equipment Marie boroughs and tools. Groupe Cardinal Hardy, 2008 Éric Millette, Contexture, 2008 Éric Millette, Contexture, 2008 Source : Source : Source :

23 Analysis of the assets of the built heritage Main conclusions

La Société du Havre de Montréal commissioned the ° The majority of the buildings examined are of fi rm CON_TEXT_URE to identify and analyse possible a common type in this area and therefore have heritage interests aff ecting the built environment of only documentary value. the properties alongside the Bonaventure Expressway. ° The old manufacturing sites, with very regular More precisely, the fi rm prepared a portrait of the shape, such as the Massey Manufacturing neighbouring area’s built heritage assets and formu- Building and the Andrew Frederick Gault lated recommendations regarding the development of Company Building, could be conserved and the following properties: integrated into a large project. These buildings REGULATORY APPROACH refl ect a dimensional “template” typical of Forge Cadieux, ° buildings of this type in the region; this “template” Some of the planned central city blocks, currently on 813 – 15 Saint Paul Street Westt could also serve as a model in a project to the right-of-way of the Bonaventure Expressway, are ° Massey Manufacturing Building, revitalize the immediate environment. astride the boundary between the Sud-Ouest and Ville Marie boroughs. The regulatory framework of the two 375 Saint Paul Street As for the Forge Cadieux, it has special interest ° boroughs is not uniform. In the face of this situation, because of its size, confi guration, location and ° Andrew Frederick Gault Company Building, the Sociéte du Havre de Montréal recommends that function. The Forge Cadieux building is the subject 351 Duke Street the City of Montreal bring its urban planning regula- of very little documentation. It would merit a tions into line so as to ensure that the future devel- ° Duke Investments, heritage study being conducted in accordance opment of the Quartier Bonaventure respects the 297 Duke Street with the terms of reference of the City of Montreal. approved plan. ° Canadian National Rail Viaduct, This study should also have an annex that would 882 Saint Jacques Street, 890 Notre-Dame Street, include the list, the documentation and the 892 Saint Paul Street and 890 William Street. analysis of the value of its equipment. Thus, it would be possible to integrate the results of this ° Drummond McCall Company Limited Building more special expertise into the study of its heritage 930 Smith Street value. Quartier Bonaventure Summary of the Detailed Pre-project Design Studies The new Montreal Quartier Bonaventure Groupe Cardinal Hardy Groupe Cardinal Source : Summary of the Detailed Pre-project Design Studies

SECTION 3 CREATION OF A NEW URBAN ARTERIAL ROAD FAVOURING PUBLIC TRANSPORTATION Quartier Bonaventure

MANDATE End of the Bonaventure Expressway in the down- TRANSPORTATION PROJECT’S ELEMENTS OF SUCCESS town area The Dessau/Group SM Consortium was awarded a • Maintain the right number of continuous lanes and reduce traffi c confl icts to the minimum. mandate for part of the detailed pre-project design relating to the transformation of the Bonaventure • Integrate the on and off ramps of the Ville Marie Expressway. Expressway into an urban arterial road between Saint Jacques and Brennan streets. Its mandate was to • Ensure the supply and demand equilibrium of moves by increasing the supply of public transportation evaluate the transportation, traffi c and road engineering Banque d’images Annie Laurin, 2005 in the road corridor to compensate for the loss of road capacity. components This mandate included the development of a solution allowing the rapid movement of buses Source : • Identify the optimal routes for public transportation and ensure the compatibility and coexistence of regional from the South Shore to the downtown terminus and and local bus networks. of those from l’Île-des-Soeurs to the northern tip of the area. The mandate included the analysis of solutions • Plan preferential measures to give precedence to public transportation between Champlain Bridge for the maintenance of traffi c fl ow during the construc- and Brennan Street. tion period as well as the development of mitigation measures to ensure that the expected modal transfer Moreover, to maintain the right number of continuous lanes and to reduce traffi c problems to a minimum, • Accentuate the urban nature of the roadway by providing wide sidewalks and safe pedestrian crosswalks. will be maintained when work ends. the integration of the Ville Marie Expressway’s on 28 The mandate was carried out: and off ramps requires the development of sections of Aerial view of the section road three lanes wide between Notre Dame and Saint to be redeveloped, Jacques streets. Phase 1 ° working continuously with the development planners;

° in close cooperation with the representatives Transportation criteria of the Société du Havre de Montréal and the involved partners (AMT, MTQ, STM, RTL, JCCBI All of the streets, as well as the section being examined and several departments of the City of Montreal); for rebuilding, are designed with a basic speed of 60 KMH for an indicated speed of 50 KMH. ° in cooperation with the City of Montreal’s modeling teams as well as the MTQ’s modeling department The width of lanes used in this road design are as follows: that carried out the majority of the required Bonaventure Expressway : 3,4 m / 3,7 m simulations for the analysis and the optimization of the project. Expressway ramp : 5,0 m

° with very short lead time, requiring a “fast track” Urban street : 3,4 m / 3,9 m approach and rapid coordination of eﬀ ort. Parking ramp : 4,0 m

PROJECT COMPONENTS Passenger drop-off lane : 3,0 m Proposed geometry Width of shoulder used is as follows: Bonaventure Expressway : 0,5 m Transformation of Duke and Nazareth streets Ville Marie ramp left : 0,5 m In the light of the analyses carried out for previous right : 1,0 m studies and the thought undertaken in the development studies, it was rapidly decided that the urban Ramp – reserved lane left : 0,5 m arterial road would have four lanes in each direction. right : 1,0 m For special needs, the creation of a fi fth lane could be Duke and Nazareth streets: reduced to : 0,3 m* envisaged particularly at the Wellington/Duke intersection so as to allow a left turn for buses. Subsequently, Other streets : 0,5 m the dimensions of each vehicle lane and sidewalk were established by fi nding the best compromise between *The width of the shoulders on Duke and Nazareth streets was reduced the diff erent development and transportation objectives. to 0.3m to maximize the width of the central city block, required for the construction of future buildings. Summary of the Detailed Pre-project Design Studies

The exit from the Ville Marie tunnel towards Nazareth Street should be reduced to one lane.

Junction with Bonaventure Expressway The pre-feasibility and feasibility studies proposed that the Bonaventure Expressway end at Wellington, thereby leaving the current structure over De la GENIVAR, 2008 Commune and Brennan streets. Source :

Following several analyses and intense discussions, the selected criteria weighed in favour of an extension of the project towards the south, with a ﬁ rst intersection at Brennan Street after a descent started immediately north of the crossing over the Lachine Canal.

The reasons for selecting this option are:

° highway safety on the transition segment between Junction with Ville Marie Expressway Transition Expressway-City the expressway infrastructure and the urban arterial The project to transform the Bonaventure Expressway road; On completing the security audit, the transition between the expressway and the area to be transformed appeared into an urban arterial road must retain the “on” and to be an an important element requiring eff ective planning. Multiple measures to promote the deceleration of traffi c 29 ° effi ciency of the metropolitan corridor and of the “off ” ramps of the Ville Marie Expressway between have been analyzed and the more compatible with the environment of the project were selected so as to take into local service provided by public transportation; Notre Dame and Saint Paul streets. However, the account the seasonally variable conditions, visual environments that are diff erent between day and night and the preceding studies had brought to light a safety problem ° reduction in traffi c fl ow at the Duke/Wellington proposed urban setting. intersection; related to the backup of traffi c in the Ville Marie tunnel, on the “off ” ramp leading to the Bonaventure Measures of urban development: ° Maximization of the space for creating the central Expressway, because of the reduction of the absorption city blocks and cross streets; capacity of the new urban arterial road. ° change the profi le of the expressway section marking the approach of the urban arterial road, giving it a more convivial character; Location of the urban arterial road Complementary studies of this problem (Tecsult, 2007) were carried out in parallel to the project by ° change the height of the lampposts, the colour of the beams and other lighting characteristics before arriving The precise location of the east and west roadways of at the start of the urban arterial road; the new urban arterial road in the approximate axis of the MTQ with a view to helping make a decision on Duke and Nazareth streets was the subject of continued the number of lanes required for this “off ” ramp. The ° develop the central median strips to strengthen the transition zone; adjustment. This work took into consideration the role option of providing two lanes, instead of only one, would complicate the management of the fi rst inter- ° add trees and shrubs to the central median strips, on the embankments and on the parallel service roads in order of the sidewalks on both sides of these streets and of to reduce the visual fi eld; their desired width, including the landscaped spaces, section (William) and would also reduce its security the problems of linking the Bonaventure and Ville Marie (crisscrossing traffi c). The second lane would provide ° Indicate or “signal”, by special development, (street furniture, landscaping, banners, works of art) the approach expressways and other constraints such as temporary additional holding capacity for too short a distance to the gateway, specifi cally, the fi rst intersection marking the change in status and conditions of the road. access to the Wellington snow chute, manholes for public to diminish signifi cantly the risks of traffi c backup in utilities or the right-of-way of the future LRT station the tunnel. As well, it should be noted that a second Marking measures on the ground: between William and Ottawa streets. lane on the ramp would compromise the possibility of future development of the central city block. ° apply a marking chevron (colours, transversal bars) creating the illusion of higher speed; Safety audit ° introduce optical bars on the ground that indicate a change of environment. These bars are visible even Following concerted eff orts with the MTQ and the in winter; The preliminary concept of the pre-project design City of Montreal, it was agreed to install an “intelligent (version August 2008) was subjected to a proper safety transportation system” in the Ville Marie tunnel and ° colour the shoulder in order to reduce the apparent surface area of the roadway. audit by external experts. CIMA was awarded the also along Duke and Nazareth streets. This system, mandate to carry out the audit of the pre-project design the fi rst in Montreal, will allow the dynamic manage- Proposed signage measures: for the whole of the transformation of the Bonaventure ment of traffi c when there are line ups in the tunnel, ° install warning signs “advance warning – end of expressway” located prior to arrival at the fi rst intersection; Expressway project, including the Metropolitan public incidents or closures of the access to the Ville Marie transportation corridor. In particular, the auditor’s Expressway. ° put signs showing the reduction in the speed limit when approaching the end of the expressway so as to make analysis sought to identify those elements of the agreed the speed compatible with that of the urban arterial road; concept that could possibly create road safety problems. ° install “variable message boards” informing the user of his speed on entering the urban arterial road; The weaknesses identifi ed by the auditor were addressed by the design team and adjustments to the initial concept ° show a restriction on left turns at the intersection. were made in the fi nal detailed pre-project design. Quartier Bonaventure

Metropolitan corridor from South Shore to Montreal

Development of a dedicated public importance and that must be considered in developing transportation corridor a lasting solution, note that : The Bonaventure Expressway plays an essential role ° the AMT, RTL and CIT carry 42,000 people per in public transportation to or from the South Shore day or 11 million passengers per year into down with the AMT’s Champlain-Bonaventure Metropolitan town Montreal. Of the 19,000 people arriving Corridor and the Île-des-Soeurs service by the STM. in the morning, about 56% are from the RTL Currently, at morning and afternoon peak periods, the network, 10% from the AMT network and 34% from Bonaventure Expressway is the route with the highest the CIT and municipalities in the Couronne Sud. public transportation modal share with over 60% of moves being made by bus. It is therefore essential that ° this ridership, between the Champlain Bridge and all aspects of the project to transform the Bonaventure the downtown terminus, results in approximately Expressway refl ect this reality. 1,300 bus movements per day with 95% using the Bonaventure Expressway. On a daily basis, there are nearly 650 departures and arrivals, of which two- thirds are during morning and afternoon peak periods. there is only one stop between the Champlain 30 ° Bridge and the downtown terminus (TCV). The William/Nazareth stop can only accommodate a few bus routes given the limited space to take on and let off passengers. More than 1,600 people currently use this bus stop on a daily basis, i.e. 10% of the ridership of buses that can stop there. Metropolitan corridor in numbers... ° ridership on the AMT and RTL buses in the morning peak period ranges from 60% in the early morning DAILY RIDERSHIP BY OPERATOR AT THE DOWNTOWN TERMINUS (TCV) Previous studies had suggested solutions to improve or to 90-95% in the busiest rush hour. There remains very little additional capacity “in reserve” on the TYPICAL DAY OCTOBER 2008 maintain the quality of the “supply” of public transpor- TCV Arrêt William/de Nazareth buses; tation following the transformation of the Bonaventure PEAK AM PEAK PM DAY PEAK AM PEAK PM DAY Expressway. They did not, however, analyse in detail ° 60% of users walk to their destination from the AMTAMT 1,901 1,802 4,073 413 190 663 the planning needs of both “supply” and “demand” as downtown terminus (TCV) and 40% transfer to RTLRTL 10,838 10,589 23,570 673 307 1,078 CIT et Municipalités 6,631 6,212 14,126 521 23 600 well as the operating conditions. Working with the AMT, the Métro’s line 2 (orange). the Réseau de transport de Longueuil (RTL), the munici- TOTALTOTAL 19,370 18,603 41,770 1,607 520 2,340 travel time during peak periods between the palities and the inter-municipal councils of the Couronne ° (Source : Le transport collectif métropolitain, Axe de l’autoroute Bonaventure, AMT, Mai 2008) Sud (CIT), all aspects of a coordinated integration of Champlain Bridge’s old toll bridge booth and public transportation, in the fi nal version of the project, the downtown terminus (TCV) is about 10.5 were analyzed in order to produce an eff ective and minutes in the morning peak period and 8.5 SUPPLY OF SERVICE DOWNTOWN TERM.

minutes in the afternoon peak period. In the sustainable solution where public transportation really PERIODPERIOD NUMBERS BUS ARRIVALS / DEPARTURES DOWNTOWN (TCV) gains an advantage over the automobile. morning, the section on Mansﬁ eld Street between AMT & RTL CIT Total Saint Jacques Street and the entrance to the terminus 6 h 30 – 7 h 29 82 47 129 The Bonaventure corridor: a strategic public is the most congested: buses are lined up on 7 h 30 – 8 h 29 130 73 203 transportation route Mansﬁ eld Street due to the limited entry capacity 8 h 30 – 9 h 29 87 30 117 of the terminus. TotalTotal AM - ArrivalsArrivals 299 150 449 15 h 30 – 16 h 29 76 46 122 THE METROPOLITAN CORRIDOR 1616 h 30 – 17 h 2929 121 62 183 17 h 30 – 1818 h 2929 86 34 120 The public transportation services currently using the TotalTotal PM - DeparturesDepartures 283 142 425 Bonaventure corridor are the buses of the Agence métropolitaine de transport (AMT), the Réseau de (Source : AMT, 2007) transport de Longueuil (RTL) and the municipalities and inter-municipal councils of the Couronne Sud (CIT). Among the Metropolitan corridor’s operational characteristics, that helps us to better understand its Summary of the Detailed Pre-project Design Studies

Dalhousie corridor: a Current public transporta- complementary project, tion network in the Study indispensable to the Area. Quartier Bonaventure. Groupe Cardinal Hardy, 2008 Source :

Route section between Peel Basin and the down- A feasibility analysis was conducted for the three town terminus (TCV - 1000 De La Gauchetière) accepted options. After a multi-criteria analysis, Option 3 - Dalhousie corridor, was selected as the preferred route South Shore buses, going north, currently use the for the detailed pre-project design. This route, although Wellington exit from the Expressway at Peel Basin and more complex to build and requiring signifi cant invest- continue their route on Duke Street to William Street. ment, stood out in regard to its ability to meet current From there, they pass under the expressway to Inspector and future bus movement needs and to fi t in with the Street where they have preferred access up to the surrounding urban framework. A Technical Committee downtown terminus. optimization exercise was conducted with the partners (AMT, RLT, City of Montreal) in order to propose a As part of the pre-project design, a comparative analysis functional and safe geometry for all types of buses, but of options for bringing the Metropolitan corridor through also for pedestrians walking along or crossing the corridor. the downtown gateway was conducted. The aim was to assess objectively the diff erent possibilities in terms Dalhousie Corridor: Development and of their capacity to adequately meet the operational operating concepts needs of the AMT for regional transportation, and of the STM for local transportation. Itinerary 31

In total, seven route options were identifi ed between Heading downtown, the route starts at the end of the Peel and McGill streets: reserved lane on the Bonaventure Expressway at the Brennan street intersection. At this intersection, 1. Peel Street route; buses turn left onto Brennan Street then immediately Local transport network of the STM right onto Dalhousie Street. Between Wellington 2. Ann Street route; and Ottawa streets, the buses use a new tunnel built The STM operates six bus routes in the Study Area, 3. Dalhousie Street route; under the CN rail structure. Then the buses go up including two routes using the Duke and Nazareth Dalhousie Street to Saint Maurice Street, where they corridors and the Bonaventure Expressway, in order 4. SLR right-of-way route; make a left turn onto that street and then turn right to serve Nun’s Island (Route 168 and the new Route onto De l’Inspecteur Street where they use the right- 480). Both routes have a high frequency during 5. Bonaventure route (Duke and Nazareth streets); of-way already reserved on this street and continue peak periods. The ridership of route 168 is approxi- 6. Queen and Prince streets route; on Mansfi eld Street to enter the terminus. mately 1,200 passengers during peak periods. The projected traffi c on the new route 480, serving the 7. McGill Street route; On the return trip, the buses use Cathedral Street Bell Campus and the northern tip of Nun’s Island, is make a left turn on Notre Dame Street, turn onto 1,000 passengers morning and afternoon. The preliminary analysis of options revealed three routes that are preferred, specifi cally 2 (Ann), 3 Saint Maurice to arrive on the reserved right-of-way on Dalhousie Street, which is followed to Brennan These two routes generate approximately 40 bus (Dalhousie) and 5 (Bonaventure). The other options Street. From there, they go straight onto the ramp to movements on Bonaventure Expressway in the direc- were rejected because of incompatibility with the the Bonaventure Expressway. Between Brennan and tion of the peak traffi c fl ow, morning and afternoon, planned route for the Harbourfront tramway (option Notre-Dame streets, the route has more than 600 which is about one bus every four minutes. The 1 and options 6 and 7 in part), and the unaccept- metres of lanes reserved for public transportation. other routes, with a local role, serve the southwest able impact of excessive bus travel distances (routes of Montreal. These lines all have a low frequency 1, 6 and 7). Route 4 (SLR right-of-way) was rejected in the morning peak period (2 to 3 buses per hour). because its use by buses would pose an implementa- Between Peel Basin and Saint Jacques Street, tion problem the day the SLR is built and because routes 74 (Bridge) and 75 (De la Commune) use of the complexity of the geometry at the end of the the Bonaventure corridor for only part of its length. route in the vicinity of Central Station. Routes 61 (Wellington) and 515 (Vieux-Montréal/ Old Port) cross the Bonaventure Expressway. Quartier Bonaventure

Geometry road test of Dalhousie corridor. Design criteria – Dalhousie corridor Nov 1, 2008 Roadways Minimum width of lanes : 4.5 m Bus stop William/de Naza- reth. Users get oﬀ in a non convivial milieu underneath the expressway structure. Intersection radius With turn : in accordance with turning gauge of Nova Bus LFS Artic Without turn : radius of 3 m

Sidewalks Minimum width of sidewalks : 3.5 m Reduced width in tunnel : 2.0 m

Bus stop zone Dalhousie Widening of roadway : 3.0 m Width of sidewalks : 3.9 m / 6.0 m Minimal length of bay : 15.0 m Length of entry taper : 25.0 m Length of exit taper : 15.0 m Central traﬃ c island : 1.2 m

32 The main facilities to be built are : Cross section of Dalhousie Dalhousie bus stop zone corridor. For the buses of the AMT, RTL and the CITs, a bus ° construction of the roadway and sidewalks stop zone is planned between William and Ottawa of the bus right-of-way between Brennan and streets, close to the future SLR Multimedia Station. Saint Maurice streets, including the rebuilding Thus, bus stopping bays, each up to a maximum of the current underground infrastructure; length of 80 metres, are placed on both sides of Groupe Cardinal Hardy, 2008 Groupe Cardinal Dalhousie Street. The stopping bays allow buses who ° construction of a tunnel under the CN rail viaduct; do not need to stop to continue on their way. The

Source : installation of traffi c lights at the intersections maximum number of bus routes allowed to use the ° of Brennan, Wellington, Ottawa, and stops has not yet been determined, but it is certain Notre Dame streets; that this bus stop zone will allow more bus routes to be served in a much more convivial and safe way ° rebuilding the “on” ramp for accessing for both the buses and bus users, than at the current the Bonaventure Expressway; William / Nazareth stop. ° installation of bus stop bays and bus shelters; Required facilities ° the closure to traffi c of Saint Maurice Street between Dalhousie and Nazareth. Currently, Dalhousie Street only consists of a segment between William and Ottawa streets. It arrives at Finally, it must be noted that the pre-project design a dead end south of Ottawa Street, at the CN rail schedule of the Dalhousie corridor is continuing in viaduct. Land acquisition all along the corridor and parallel to the Bonaventure corridor redevelopment much civil engineering work will be required to project and that the studies will be completed during create this new right-of-way, reserved exclusively, the year of 2009. However, the feasibility and func- in both directions, for buses. Traffi c lights will be tionality of the new Metropolitan corridor has been installed at all intersections in the Dalhousie corridor demonstrated, particularly by conducting manoeuvre between Brennan and Notre Dame streets. These road tests of the proposed geometry. traffi c lights will ensure the safety of most intersections along the CN rail viaduct where visibility is defi cient. Proposed design of the Dalhousie bus Summary of the Detailed Pre-project Designstop zone Studies Groupe Cardinal Hardy, 2008 Source : Quartier Bonaventure

Tramway right-of-way in Current reserved bus lane the De la Commune to enter the downtown Street corridor terminus is at full remains capacity. protected Multiconcept graphisme inc. Multiconcept Source :

Reserved bus lane between Champlain Bridge Harbourfront Tramway and Wellington Street The project for a tramway linking the Berri and Peel The 2005 pre-feasibility study recommended the métro stations, passing through the Old Port, was creation of a reserved bus lane in each direction as amongst the considerations, even if the choice of part of the proposed transformation of the Bonaventure route is not yet fi nalised by the City of Montreal. The On the South Shore, the establishment of this tramway in the De la Commune Champlain-Bonaventure Expressway between Wellington Street (Peel Basin) and Metropolitan corridor the Champlain Bridge. The need to postpone, until after Street corridor remains protected in the proposed already has a dedicated right- 2015, the Phase 3 transformation of the expressway project to transform the Bonaventure Expressway. of-way. between Victoria Bridge and Peel Basin might have delayed unduly this benefi cial measure for public trans- Downtown Terminus (TCV) portation. In the transportation studies carried out within Moving north, past Notre-Dame Street, buses use the the 2007 feasibility study, Tecsult had also proposed to current reserved lane to enter the Downtown Terminus. install a reserved bus lane between Champlain Bridge Since this lane as well as the terminus are already used and Wellington Street. It also proposed a parallel rede- to full capacity, the AMT is studying ways to increase velopment of the former toll booth area on Champlain capacity near the current terminus. For this reason, Bridge so as to allow buses to run in a reserved lane on the development of the Dalhousie corridor does not the Bonaventure Expressway, using the Clement Bridge confl ict with the selection of a location for a downtown 34 into the downtown area. satellite terminal.

This latter measure was not accepted in the pre-project Modal shift to public transportation design because of its technical complexity. As the Montreal Transportation Plan recognizes, new However, the idea of creating a reserved bus lane on road projects in Montreal must contribute to a modal the expressway between Clement Bridge and Brennan shift towards public transportation, so as to reduce the Street, in the downtown direction, was accepted in the number of one-occupant cars downtown. detailed pre-project design. Traffi c studies have shown the relevance of such a lane that would allow buses to It is important to remember that the policy adopted save precious minutes in the morning rush hours. for the pre-project design sought to illustrate the “worst case” traffi c conditions after motorists had been Integration with the other public transportation motivated to make a “modal shift”, due to the loss of projects road capacity, the increase in road congestion and the longer automobile trip time The Light Rail System (SLR) South Shore The South Shore SLR project (generally known in the The eff ectiveness of public transportation is also an essential condition for achieving the goal of a signifi cant The expected modal shift industry in English as the Light Rail Transit (LRT) system), will allow a change of was fully considered to the extent that the Société du modal shift. In concrete terms, the development of a bus travel habits in the Bonaventure corridor Havre de Montréal’s proposed transformation plan is lane between Clement Bridge and Brennan Street, the fully consistent with the planned SLR route as proposed in rebuilding of Dalhousie Street as an exclusive bus centre the pre-project design study, commissioned by the AMT. and the addition of measures giving precedence to buses on the SMT routes are among the required prerequisites The right-of-way required for the establishment of of the project’s success. The mitigation measures that Multimedia Station is also protected in its entirety and must be implemented during construction may also the location of the Dalhousie corridor bus stop zone is change user habits. situated at the same height as the planned SLR station. The proposed uses for the bottom portion of the CN Overall, a modal shift of about 3,800 motorists is sought structure will be just as compatible and benefi cial by the project. Achieving this objective will allow an when the SLR is implemented. increase in the number of moves in the Bonaventure corridor, while reducing by approximately 20%, the fl ow of automobiles. Summary of the Detailed Pre-project Design Studies

With Duke and Nazareth streets, the Bonaventure corridor has 12 traﬃ c lanes, largely underused other than during peak periods.

THE IMPACT OF THE PROJECT ON The main objectives of the study included: TRAFFIC ° updating status of current traffi c conditions; Movement management ° the proposed road geometry for the corridor as input for the pre-project design and to update Tecsult had already assessed, in the feasibility studies the real estate potential; and pre-feasibility studies, the main traffi c impact of a complete transformation of the Bonaventure Expressway ° quantifi cation of the impact of this geometry between the Champlain Bridge and downtown, and on traffi c and the identifi cation of mitigation more specifi cally, the impact of Phase 1 for the section measures to attenuate its eff ect; north of Peel Basin. As part of the detailed pre-project ° optimization of the eff ectiveness of public design, the modeling team (MODYM) of the City of transportation both for the Metropolitan corridor, Montreal had the responsibility of conducting the majority between the Downtown Terminus and the of the studies of movement and traffi c in cooperation Champlain Bridge, and for the local network with the MTQ (Service de modélisation) and the Dessau of the STM. / SM Group Consortium. The main challenges to be faced in the fi rst phase of Because it addresses specifi cally the fi rst phase of the the Bonaventure Expressway transformation include 35 transformation project, at the downtown gateway, this the balancing, at an appropriate level, of the supply mandate called for the analysis of the Bonaventure corridor and demand for movement in the corridor, maintaining between Brennan and Saint-Jacques streets, including the links with Ville Marie Expressway, identifi cation of the intersection with Wellington, Ottawa, William, optimal routes for public transportation and freeing up Saint Paul, Saint Maurice and Notre-Dame streets. appropriate space for real estate development in the redesigned corridor. So as to ensure that this project contributes to a real “requalifi cation” of the area, it was necessary to redesign the road network, converting it to an urban scale, in the spirit of the urban planning concept’s principles.

Future demand and development projects

A “fi rst” in Montreal: Unlike most traditional road building projects, the traffi c simulations took into account all the bus Bonaventure project refl ects the particularity of delibe- routes. rately decreasing road capacity from 12 to 8 lanes. Moreover, this route connects two expressways, (A-10 and A-720), and provides traffi c for the downtown area. Thus, the simulation of current demand, using the proposed new road network, almost reaches the theoretical maximum road capacity in terms of vehicles able to use the new arterial road during rush hours. The future situation was thus established by adding new traffi c to this current level of demand; that new traffi c was based on the development potential of the known projects in the area. Quartier Bonaventure

Afternoon rush hour Current situation Future situation: Impact of project on traffi c Maximum queue length of backed up morning Morning rush hour Capacity of the corridor traffi c The simulations show that the delays and queues, in a southerly direction on University and Nazareth streets, Simulations of the current situation from 8 am to 9 am The fi rst fi ndings of the Dynameq simulations show that are spread over several intersections between Saint show that the Bonaventure Expressway is performing capacity reductions are refl ected, within the simulation, Antoine and Brennan streets. Although all traffi c lanes very well in terms of handling traffi c. In its current by the maintenance of vehicle volumes on the road between these two intersections are used at full capacity, confi guration a total of 4,867 vehicles per hour enter network and by changes in routes. Origin and Destination service remains rated at between good “C” and fair “D” the network, using the Bonaventure Expressway. analysis of users shows that the route changes are regional (passable) over an average hour.

and that they do not aﬀ ect signiﬁ cantly an alternative Consortium Dessau | Groupe SM, 2008 Where the expressway ends, at the intersection of corridor. Since congestion is expected in a southerly direction

Notre Dame / University, the level of service is fair or Source : on Nazareth street, between Notre-Dame and Brennan passable (D) on the approach from the south. It should The addition of development projects to the Bonaventure streets, traffi c conditions inside this ramp area to the be noted that traffi c is backed up from 8:45 am. The area has a minor impact on the traffi c entering the city, for Bonaventure area, from Highway 720 (west) must be maximum queue length is 350 m (from Notre Dame-up the volumes do not vary much from the status quo. identifi ed. to Ottawa Street). In order to obtain results using the most realistic Despite the congestion, the performance of this ramp With regard to speeds, they are observed to be very volumes possible, based on the new network, the Traffi c queues and speed remains good, the service level is good “C” and the 36 low on the Bonaventure Expressway, south of Notre Dynameq simulation results were exported to VISSIM. maximum queue length is 230 metres. Although this Dame. In a northerly directlon on the expressway, A more sensitive analysis with VISSIM allowed an Morning rush hours goes against the forecasts, it should be remembered the whole section between Brennan and Notre Dame adjustment in the phasing of traffi c lights in order to The VISSIM simulation of the preferred scenario at that some users will avoid this area due to the reduced streets is slow with speeds generally below 30 KMH. deduce the fl ow that the network is able to carry. In the the morning peak period shows that much automo- road capacity. Some will fi nd other routes (studied with morning peak period, about 3,300 vehicles per hour bile congestion is created at the southern approach Dynameq at a mesoscopic level), while others will make On the local network, bus handling in a northerly use the downtown gateway, while in the afternoon, it of the Bonaventure / Brennan intersection. Indeed, a modal shift. direction at the Duke / William intersection is more is possible that 3,800 vehicles / h will leave. In both the level of service of this approach is critical “F” diffi cult. Although refl ecting a “D” level of service, cases, the reduction compared to the current situation for automobiles. The average queue length is 700 As during morning rush hours, speeds within the Study several buses are frequently queued, waiting to make a is about 1,000 to 1,400 vehicles / h. This reduction metres. It forms throughout the peak period, as well Territory in a southerly direction on Nazareth Street left turn towards the bus stops on William Street, under is seen mainly throughout the afternoon peak period, as between 8:30 am and 9 am to reach a maximum are very slow. All approaches to intersections between the Bonaventure Expressway. while in the morning, it is only evident in the last hour length of about 1,559 metres (from Brennan up to Notre Dame and Brennan streets recorded speeds (8 am-9 am). ranging from 0 to 30 KMH. Afternoon rush hour the Victoria Bridge). The southern approach to Duke / Wellington shows service levels of “F” for traffi c The work of the modeling team confi rmed that it is In the afternoon rush hour (4:30 pm – 5:30 pm), the making a left turn and “E” for other traffi c in the Travel Time possible to confi gure new spaces (offi ces and residences) capacity of the Bonaventure Expressway allows an exit approach. in the southern downtown area, aligned on the current From the calibrated simulations of the current situation, rate of nearly 5,000 vehicles per hour from downtown. Bonaventure Expressway corridor. This would be done simulations of the future were then developed in order The speeds during peak hour are well below the without challenging the reasonable accessibility of to quantify the impact of the transformation of the Simulations of the current afternoon situation show that legal limit of 50 KMH. Movement in a northerly the downtown area by automobiles and commercial expressway on automobile and bus traffi c in the the most problematic area is north of the Bonaventure / direction is diffi cult on Duke Street between the vehicles, while giving priority to public transportation Bonaventure Expressway corridor. The travel time was Notre Dame intersection. Service levels in a southerly Intersections of Duke / Wellington and Bonaven- as recommended in the 7th chantier or project of the measured for these modes between the P11 parking direction on University Street show that progress is ture / Brennan (speed less than 20 KMH). Between Plan de transport de Montréal. Remaining to be resolved, facility (just north of Victoria Bridge) and the downtown diffi cult. In fact, movement in a straight line going south, the intersections of Duke / Wellington and Duke however, is the problem of the Downtown Terminus (TCV) gateway (at the Saint Antoine cross street) for the peak on the northern approaches to Saint Jacques and Saint- / William, the speed used in the left lane is less being at full capacity; the short term solution is the estab- hours in both directions. Antoine streets are measured, respectively, “D” and “E”, than the speed used in the other lanes because of lishment of a satellite terminal by the AMT. more diffi cult than in the area where the expressway is the large number of vehicles (1,142 vehicles / h) being transformed into an urban arterial road. accessing the ramp to the Ville Marie Expressway (720 east). Summary of the Detailed Pre-project Design Studies

Simulated morning traﬃ c Simulated afternoon traﬃ c conditions conditions Groupe MODYM, Ville de Montréal, 2008 Groupe MODYM, Ville de Montréal, 2008 Source : Source :

$¡0,!#%-%.43$!.3,g!8%"/.!6%.452%AUTOBUS Morning rush hour Modern modeling tools support the 0/).4%!-0¡2)/$% With regard to South Shore bus travel times, a signiﬁ - Bonaventure project !#45%, RÏSEAUACTUEL &5452 SCÏNARIO$ALHOUSIEAVECPROJETSETRÏSEAUFUTUR 4ERMINUS 4ERMINUS cant decrease was observed at the beginning of the #ENTRE 6ILLE #ENTRE 6ILLE Movement modeling tools have become essential in 4#6 4#6 rush hour. It is also during this period that there is the largest number of buses in the network. In addition, transportation planning, whether to validate current 4RANSPORTCOLLECTIF 4RANSPORTCOLLECTIF problem situations or to project future movements. POTENTIELACTUELESTIMÏ POTENTIELPRÏVUESTIMÏ travel times remain constant throughout the rush hour PERSONNESBUS PERSONNESBUS The modeling tool EMME / 2, belonging to the Service $ÏBITAUTOS $ÏBITAUTOS because the buses use ﬁ rst a reserved lane and then a ACTUELSESTIMÏS FUTURSESTIMÏS $9.!-%1 de modélisation des systèmes de transport (SMST) of $9.!-%1 dedicated right-of-way. the MTQ has so far been the main tool for evaluating

Groupe MODYM, Ville de Montréal, 2008 In the case of STM buses, the travel times increase by large projects for the Montreal region. The regional 0 0 AIREDgATTENTE AIREDgATTENTE model, very useful to predict the fl ow of the main DESAUTOBUS DESAUTOBUS an average of 3 minutes. This increase is attributable Source : to the fact that the bus route is lengthened compared corridors of the higher-echelon network, has limita- tions in the more operational study of geographically 37 to the current situation (detour via Dalhousie Street). smaller projects such as the modernization of Notre The travel time of private vehicles increases signifi - Dame Street or the Bonaventure project. In fact, it cantly, on average of 2 to 6 minutes. Between 8:30 is not possible to simulate the dynamic eff ects of congestion, particularly gridlock and queues, on the am and 8:45 am, the travel time is multiplied by three. secondary network, which itself is not very detailed. 4EMPSDEPARCOURSMOYEN 4EMPSDEPARCOURSMOYEN In a major redevelopment, several design choices Although the routes are not the same, the arrival point of 0Ì4#6 0Ì4#6 SIMULÏÌ6)33)- 0ONT#HAMPLAIN SIMULÏÌ6)33)- 0ONT#HAMPLAIN may be considered, and consequently the necessary automobiles and buses from the South Shore is close to ÇLE DES 3OEURS ÇLE DES 3OEURS !UTOMINUTES !UTOMINUTES tools to make an enlightened comparison among the "US24, #)4MINUTES "US24, #)4MINUTES Saint Antoine Street (on University Street for cars and on "US34-MINUTES "US34-MINUTES !NCIEN !NCIEN various options are required. POSTEDE POSTEDE Mansfi eld for South Shore buses.) It is therefore possible, PÏAGE PÏAGE to some extent, to compare automobile and bus travel The City of Montreal acquired the Dynameq software 0/).4%0-0¡2)/$% times. By comparing these results, it appears that the auto mode is faster at the beginning of rush hour, since that facilitates the impact analysis of regional moves !#45%, RÏSEAUACTUEL &5452 SCÏNARIO$ALHOUSIEAVECPROJETSETRÏSEAUFUTUR the queue on the expressway at the southern approach on the local network. This new expertise puts the

4ERMINUS 4ERMINUS City of Montreal at the forefront, in this area, at the #ENTRE 6ILLE #ENTRE 6ILLE of the intersection with Brennan Street has not yet 4#6 4#6 formed. However, as the peak period progresses, the bus international level. In addition, in the past months the 4RANSPORTCOLLECTIF 4RANSPORTCOLLECTIF micro simulator VISSIM was acquired. It integrates, as POTENTIELACTUELESTIMÏ POTENTIELPRÏVUESTIMÏ travel time becomes more advantageous. PERSONNESBUS PERSONNESBUS a recent innovation, public transportation in a detailed $ÏBITAUTOS $ÏBITAUTOS ACTUELSESTIMÏS FUTURSESTIMÏS $9.!-%1 and reliable manner. With these three advanced $9.!-%1 Afternoon rush hour

modeling techniques, it is now possible for the City of During the afternoon rush hour, the travel times are Montreal to participate actively, and with credibility,

0 0 stable and very similar to the current situation. AIREDgATTENTE AIREDgATTENTE in impact assessment in regard to its network, and this DESAUTOBUS DESAUTOBUS in turn is of great beneﬁ t to the major projects.

4EMPSDEPARCOURSMOYEN 4EMPSDEPARCOURSMOYEN 4#6Ì0 4#6Ì0 SIMULÏÌ6)33)- SIMULÏÌ6)33)- ÇLE DES 3OEURS ÇLE DES 3OEURS !UTOMINUTES 0ONT#HAMPLAIN !UTOMINUTES 0ONT#HAMPLAIN "US24, #)4MINUTES "US24, #)4MINUTES "US34-MINUTES "US34-MINUTES !NCIEN !NCIEN POSTEDE POSTEDE PÏAGE PÏAGE

-/$9- !UTO "US Quartier Bonaventure

Active transportation modes Underground pedestrian network (RESO) The Plan de transport de Montréal seeks to reduce On the northern threshold of the new urban arterial dependence on the automobile by building on road, the planned construction of a commercial building increased use of public transportation and active will establish a link with Montreal’s underground pedes- transportation. The Quartier Bonaventure pursues trian network (RESO). The scale of the building projects this goal and hopes to provide an urban environment and the bus terminal proposed for this area justify the Development criteria fostering active modes of transportation that fosters modes of transportation that constitute extension of the underground corridors. The connection an alternative to single-occupant automobiles. The to this network can be made on the north side, coming PEDESTRIANS well-being and feeling of safety of pedestrians and from Victoria Square metro station, by the existing cyclists are directly dependent on the quality of the extensions westward and then extending southward as Increase pedestrian safety by: proposed new public domain. the real estate projects are completed. These routes will ° pedestrian crosswalks provided with increased space and visibility for users; give access to many destinations sought by workers and Property development proposed in the project and visitors to downtown Montreal. ° reducing the length of pedestrian crosswalks by providing traffi c islands when the distance is too long the desire to restore the local east-west linkages to cover in one “move”; between neighbourhoods to the west and east of ° a phasing of traffi c lights which allocates adequate time for pedestrians to cross; Bonaventure Expressway justify the eff ort that must be made for the well-being that will be generated ° Wide sidewalks refl ecting the size of the adjacent automobile lanes; 38 by the development of the public domain in an area openness and public use of the ground fl oors of buildings to animate the streets; which is at the confl uence of multiple modes of ° Proposed extension of the transportation. Montreal underground ° transparency of facades at the ground fl oor of buildings and illumination of the shop or offi ce windows; pedestrian network. proper lighting of roadways and crosswalks, both on the streets and under the CN rail viaduct structure; The strengthening of the public transportation func- ° tion also requires new facilities for users including Increase the comfort and well-being of pedestrians by: a new bus terminal on Dalhousie Street, near the

CN railway viaduct, between Ottawa and William Groupe Cardinal Hardy, 2008 setback a number of buildings in the overall alignment of facades to avoid the tunnel eﬀ ect streets, where hundreds of users will move through ° of channelled wind;

on foot each day. Source : ° the implementation of permeable central islands to reduce walking distances; ° conﬁ gurations that facilitate snow removal from sidewalks and from the access areas for public transportation; ° development of barrier-free pathways for people with reduced mobility (Universal Access); ° benches and rest areas in the vicinity of public paths and streets; ° high quality street furniture and facilities to encourage walkers to visit the area.

BICYCLE

Signiﬁ cantly increase the number of bicycle parking spaces by:

° BIXI stations, especially near the public transportation stops on Dalhousie Street and the future public place; ° street furniture which incorporates secure, functional and suﬃ ciently numerous bicycle stands, particularly around the shops and workplaces;

° bicycle stands, both indoors and out, for each of the buildings; ° the provision of change rooms with showers and lockers in commercial and oﬃ ce buildings. Summary of the Detailed Pre-project Design Studies

PHASES OF WORK It should be noted that it is highly probable that the entire Dalhousie corridor will not be available to help The phasing of the transformation work on the mitigate the disruption of transforming the Bonaventure Bonaventure Expressway is very complex because corridor. This situation refl ects the challenges facing the project is located in a dense urban environment CN during the building of the passage under its rail and must deal with many underground utilities. In lines and in particular, the maintenance of passenger addition, it must ensure the eff ectiveness of routes for train service during this construction work. cars passing through the sector as well as the buses of the Metropolitan corridor and the STM. As well, local Linking the Bonaventure project to the other travel must be accommodated. major metropolitan expressway projects The next fi ve to ten years will see the implementation The fact that the expressway is currently an elevated and execution of major road-building projects. Conside- structure allows work to be concentrated initially ring the projects already announced, the sequence of on the local network, along the existing Duke and work and coordination of projects is essential so as not Nazareth streets. In the fi rst phase, this work includes to strangle downtown Montreal with unbearable road the replacement and updating of underground infra- congestion. The reconstruction of the Turcot interchange, structure as well as some temporary installations. The the redevelopment of Notre Dame street and, to a lesser phasing is planned in such a way that the fi rst four extent, the reconfi guration of the Dorval interchange 39 phases allow the elevated expressway to continue in are projects that require coordination with the phasing service. of the Bonaventure Expressway’s transformation work. The completion of the Bonaventure project at an The demolition of the expressway structure will be accelerated pace is the best strategy to minimize the carried out in three phases, which will facilitate traffi c overlapping of road building projects encircling management. First, additional pillars will be installed Montreal’s downtown area. to allow the demolition of part of the roadway on the west side (South Shore direction ). This will allow Plan: major metropolitan roadwork projects the fi nal reconstruction of Nazareth Street between Wellington and De la Commune, including the connection to the existing expressway. This makes up the 5th phase of construction. The 6th phase will involve the demolition of the east side, the reconstruction of Duke Street and the connection to the expressway.

The 7th phase will be the shortest, but the most spec- tacular, consisting of the demolition of the remaining elevated roadway between Wellington Street and the access ramps of the Ville Marie Expressway. Finally, Phase 8 will carry out a series of individual tasks related to the conﬁ guration of intersections and cross streets. The ﬁ nal phase will correct any remaining problems.

As for the Dalhousie corridor, it is the building of the passage under the CN tracks that will determine the timeframe in which the construction of the new right- of-way can be carried out. Since the technical studies by CN will continue in 2009, the insertion into the project phasing will be done later. Quartier Bonaventure

Mitigation measure: increase in commuter trains. GENIVAR, 2005 The signage for Cham- plain Bridge should be changed to reduce through Source : traﬃ c in the Quartier Bonaventure.

Maintenance of traffi c fl ow during the Mitigation measures during construction transformation work work: “the construction eff ect” The Bonaventure Expressway has the functions of Several major projects recently completed downtown, handling “pass through” traffi c as well as the role particularly in the QIM, have shown that when construc- of moving workers and students, mainly from the tion sites have a major impact on traffi c, motorists are South Shore and Nun’s Island, into the downtown more likely to consider a modal shift. The effi ciency of area in the morning. The expressway currently has public transportation then becomes crucial for the future a daily fl ow of about 45,000 vehicles, and during because a signifi cant number of users that change their peak periods, twice as many person/trips are made routine during the construction period keep these new Examples of recommended mitigation measures in public transportation as by car. The management habits once the project is completed. The best example of this traffi c during the rebuilding work on the of such behaviour is the Montreal / Blainville train. This ° Establish and maintain good liaison between the diff erent partners (City of Montreal, AMT, STM, RTL, MTQ, expressway must therefore be specially planned. It train was put into service as a mitigation measure during emergency services) as well as the residents and commercial entrepreneurs aff ected by the work; must be rigorous during all phases of work because the repair of the Marius Dufresne Bridge on Route 117. of its complexity and proximity to downtown. The The pilot project was so successful that the train was ° Obtain maximum media exposure for the project so as to encourage road users to use public transportation phases and strategies for completing the work were kept in service after the end of the construction period or alternative routes; developed from very precise management criteria and now carries 2 million passengers annually. ° Develop diff erent tools and communication activities on a continuing basis, such as having traffi c reporters determined according to the sector and the objec- (radio and TV) speak of the work under way;. 40 tives of the project. Certain objectives related to the The planned increase in the network capacity of project’s transportation function are thus considered commuter trains from the South Shore as well as the ° Provide an optional route on the Bonaventure Expressway, going downtown, using the bridge at Mill Street; from the very beginning of the scenario planning for number of buses in the Bonaventure corridor should ° Change the signage of the Ville Marie Expressway, in a westerly direction (A-720) to the Champlain Bridge maintaining traffi c fl ow. have a benefi cial impact on public transportation so as to redirect motorists to the Turcot interchange; that should continue even after the completion of the The criteria for developing the scenario for main- construction work. ° Change the signage on the A-15 Expressway, heading north towards downtown to direct users taining traffi c fl ow are the following : to the Turcot interchange; Several mitigation measures are planned for the entire ° Provide detours for current delivery and freight transportation routes; ° limit impact on public transportation so as to make Bonaventure Expressway transformation project to it more attractive and promote its use; reduce the impact on users. However, these mitigation ° Where appropriate, provide for coordination with neighbouring roadwork and construction sites; measures will be developed in detail in a later stage reduce automobile use in the work area by ° Develop schedules of road restrictions and closings; ° and will vary according to the phases of work and the restricting access to the area through the strategic work methods of the contractor. ° Require the contractor to perform certain work simultaneously so as to reduce the duration of work street closings, particularly access from the A-720 and the number of closures; Expressway, while fostering public transportation by giving an advantage to modal shifts. ° Provide that certain work which requires special closures (e.g. dynamiting of the Bonaventure Expressway) be carried out during periods when traffi c is reduced (e.g. the two week construction holiday); ° minimize the inconvenience caused to users of the local network, cyclists, pedestrians, and ° Restrict the number of complete closures or other closures that would be constraining for road users; workers as well as to the citizens and activities Reduce speed in work areas; in the work area. ° ° Use variable message boards (e.g. “Congestion Bonaventure Expressway”); Specifi cally, the scenario for maintaining traffi c fl ow, Provide special panels showing routes to businesses in the work area; developed for all phases of construction, promotes ° access and exit by buses on a priority basis with the ° Install concrete barriers or glissières for the protection of workers; assurance of a dedicated lane in the direction of the In the morning, use mobile barriers to keep open three lanes of traffi c to Montreal and one lane peak traffi c fl ow. As well, the Société du Havre de ° for traffi c towards the South Shore; reverse the priority in the evening; Montréal advocates the development of a reserved lane on the expressway between Clement Bridge and ° Impose special restrictions as needed to carry out the work using optimal methods; the Lachine Canal (direction downtown) for the dura- Plan for extended hours of work tion of the work. ° Summary of the Detailed Pre-project Design Studies

SECTION 4 CONSTRUCTION COSTS, REAL ESTATE DEVELOPMENT POTENTIAL AND ECONOMIC AND FICAL IMPACT Quartier Bonaventure

PUBLIC INVESTMENT REQUIRED Cost of the Status Quo Costs of the Bonaventure corridor as Details of costs Built for Expo 67, the Bonaventure Expressway has presented by the Detailed pre-project The evaluation of the construction costs of the trans- Background suff ered the ravages of time and traffi c fatigue. In design 2008 formation of the Bonaventure Expressway between The transformation concept of the Bonaventure recent years, the City has had to undertake repairs on Scope of work Brennan and Saint Jacques streets is $141.7 M, all Expressway has evolved considerably between the several occasions. taxes included ($125.6 M before taxes). stages of prefeasibility, feasibility and the detailed The work included in the assessment of construction pre-project design. A functional concept meeting costs in the pre-project study include : The summary of costs by type of work is presented in all development and transportation objectives was During the pre-feasibility and feasibility phases, the the table below. The amounts are in 2008 dollars. All prepared in close cooperation with diff erent depart- Société du Havre de Montréal referred to a study ° site preparation including the demolition of the cost fi gures in this table are from the pre-project ments and boroughs of the City of Montreal and by the fi rm Roche1 in which it was estimated that it the structures, of roadway surfacing, of sidewalks design studies of February 2009. Any subsequent partners in the sectors aff ected by the work. would cost $60 M (in 2003 dollars) to extend the and curbs and removing traffi c signals, lighting information, as well as any change or addition to the useful life of the infrastructure over a period of 35 and traffi c signage; concept or to the preliminary plans will necessarily impact on the project costs. The real costs of the work years. ° management of contaminated soils; Discounting the costs of the 2006-2007 per se will only be precisely established when the demolition of the existing municipal infrastructure concept During the detailed pre-project design, the City of ° contractors’ bids are opened. Montreal asked that all the reports of soundings of the (water lines and sewers combined) and the At the time of the pre-feasibility study, SNC-Lavalin superstructure and the diff erent studies on the main- construction of new water line and sewer ACTIVITIES COSTS (2008 DOLLARS) had estimated the costs of the road transformation tenance scenarios (partial or complete) be consoli- infrastructure; Preparation of the site 8 601 825 $ work in Phase 1 to be almost $90 million without Contaminated soil 4 361 860 $ dated and that the costs be indexed in 2008 dollars. relocation of public utilities (CSEM, Hydro- 42 adding a factor to refl ect the constant rise in construc- ° Water lines 1 642 850 $ The objective of this approach was to determine the Quebec, Bell and Gaz Métropolitain); tion costs. This amount, in 2008 “current dollars”, Sewers 2 909 205 $ scope of the maintenance and reconstruction work Public utilities 4 913 565 $ would be in the order of 101 M$. demolition and construction of the roadways; required over the next ten years if the structure of the ° Roads Department work… 6 497 591 $ expressway was to be maintained in its current form. the construction of sidewalks and curbs Sidewalks and curbs 8 630 050 $ These amounts exclude the activities and classes of ° of the same quality as the work done at the QIM; Lighting 4 167 500 $ costs that were diffi cult to quantify at the time and The validation of existing information and the Traffi c signs 974 500 $ that could be required or not, depending on the fi nal economic analysis of the value of the diff erent ° lighting of the vehicle lanes and pedestrian paths Road marking 269 670 $ Traffi c lights 2 050 000 $ concept that was retained. With the completion of scenarios showed that a complete rebuilding was not to the same quality standard as the work done the pre-project design, it was possible to confi rm the at the QIM; Landscaping 12 826 950 $ necessary in the short term. Street furniture 205 900 $ relevance of these works and their costs. ° new traffi c signage including “oversized signs” Works of art 11 766 000 $ However, if the structure were to be maintained for at or supersignalisation for fast lanes and reserved Civil works 4 261 000 $ Among the elements not quantifi ed (in the $90 least 20 more years, the City would need to undertake lanes. million), during the previous work and that have been major work (replacement of the slab, and repair of the COST OF WORKS 74 078 466 $ analysed within the detailed pre-project design, are beams and associated structures (chevêtres) at a cost ° pavement markings; Acquisition of land 200 000 $ Traffi c management 19 730 223 $ the following : of $55 million (in 2008 dollars) for the full portion of ° the establishment of new traffi c signals; Work site organisation (10%) 7 407 847 $ the Bonaventure Expressway structure belonging to Construction contingencies 12 809 370 $ ° connection to the street level at Brennan Street the City. Given that the transformation into an urban ° landscaping of public areas, including public art Professional fees and project management (15%) 11 334 005 $ rather than Wellington Street (demolition of 83 arterial road allowed the elimination of 82% of this and street furniture; additional metres of expressway structure); elevated structure, its demolition thus allows the City TOTAL BEFORE TAXES 125 559 911 $ works of art, including in particular the span to economize more than $45 M in reconstruction ° TPS 5 % 6 277 996 $ ° relocation of Wellington snow chute; and abutment of the Bonaventure Expressway work which, it must be remembered, would bring no TVQ 7,5 % 9 887 843 $ crossing over De la Commune Street, the on ° management of contaminated soil in the Duke urban benefi t. Complete reconstruction (more than and off ramps of the Ville Marie Expressway TOTAL COST 141 725 750 $ and Nazareth corridors where no information $100 M) would nevertheless have to be envisaged and the pedestrian tunnel under Duke Street. on the type of soil was available from preliminary after this life extension of 20 years. If it is true that it is important to highlight that the studies; ° civil engineering works including the relocation of the City of Montreal snow chute and the quality of information obtained during the pre-project ° improvement of facilities within the public installation of marquees along the rail viaduct. studies, combined with the enlargement of the Project domain and green spaces to refl ect the status Territory and the discounting of the costs caused the of a city gateway by selecting a quality of ° acquisitions of land by agreement or by project cost, with taxes, to go from $90 M to $141.7 M, development comparable to that of the QIM. expropriation it is also true that the fi nancial cost eff ectiveness and 1 ROCHE, « réfection ou réaménagement de l’autoroute ° renovations of the on and off ramps to the Ville the economic benefi ts of the project also increased, as Marie Expressway. Bonaventure – étude des scénarios de réfection/reconstruction The costs pertaining to traffi c management, archae- shown in the data on page 47. ou du démantèlement », rapport d’étape, juin 2004. ology, construction contingencies, professional fees as well as project management are also included in this evaluation of construction costs. Summary of the Detailed Pre-project Design Studies

Panoramic view of the Gault hotel lobby, opened in June 2002. Gault, www.hotelgault.com Banque d’images Pierre Malo, 2006 Banque d’images Pierre Malo, 2006 Source : Source : Source :

The McGill Ouest project Le Pasta Café, a neighbour- helps consolidate the residen- hood shop well known to tial function in the faubourg workers and residents of des Récollets the Cité Multimédia in the faubourg des Récollets

43 MONTREAL REAL ESTATE MARKET Residential Market Market for offi ce space TRENDS The anticipated pace of residential construction Currently, the supply of downtown offi ce space added in the downtown area of Montreal varies between annually to the city is expanded by 56,000 m² which is The components of current and future supply and 800 to 1 700 units per year, representing between 1,115,000 m² on a horizon of 20 years. It is expected demand were analyzed for each of the real estate 16,000 and 34,000 units over a period of 20 years. that development projects after the transformation of market segments: residential, offi ces, retail and hotel. The construction and absorption for the Quartier the expressway will represent nearly 36% of the addi- This process is necessary to determine the conditions Bonaventure are estimated at approximately 10% of tional building space downtown out of a total annual that will aff ect potential real estate projects in the the annual potential of the downtown area, or 100 increase of approximately 138,000 m². study area. to 170 dwellings per year, depending on current market conditions. Retail market Following the revision of the development plan The projected residential growth will generate demand proposed this year, the market research that had According to the development proposal prepared for neighbourhood commercial services. Between been conducted in the winter of 2007 was updated. for the Quartier Bonaventure, municipal land could 6,800 and 8,500 m² of retail space are to be expected These studies aimed at confi rming the capacity of accommodate around 1,000 residential units and the in order to meet the demand of new residents, workers the market to absorb the proposed “development rest of the study area, another 1,800 units by 2031. and visitors to the Quartier Bonaventure. potential”, looking at the evolution of the four The municipal land off ers a strong residential, hotel market segments. The following fi rms, GVA Deven- and offi ce potential. The current programming there- core, Langlais and Associates, Altus Géocom and fore remains fl exible. Hotel market Horwath HTL, carried out further studies taking into The study area has the potential for one or more hotel account new market parameters, other announced Furthermore, the development of these lands will developments in the medium and long term (i.e. fi ve to projects near the Project Territory and changes in the take into account the strategy for inclusion of aff ord- ten years). The area, near Old Montreal, is becoming proposed uses, outlined in the pre-project design. able housing, which provides that 15% of new an ever more important and coveted concentration of housing units be social housing and another 15% be hotels, in the heart of the metropolis. A hotel project of The market research was conducted with a view to aff ordable housing developed by private initiative. approximately 300 units, rated four stars by the Corpo- completing the planned development over one real Because of the challenges of developing these lands, ration de l’industrie touristique du Quebec, might well estate cycle, or about 20 years, including the current the application of the strategy of inclusion should be establish itself, particularly in the northern part of the period of economic slowdown pursued in accordance with modalities to be agreed Quartier Bonaventure, linked to the RÉSO, the QIM with the City of Montreal and the concerned stake- and the Palais des Congrès de Montréal. holders. Quartier Bonaventure

REAL ESTATE DEVELOPMENT The transformation of the Bonaventure Expressway, REAL ESTATE ELEMENTS OF SUCCESS POTENTIAL AND PROGRAMMING and the opportunities for development of vacant land in the Récollets faubourg will make available for • The strategic location of the Quartier Bonaventure at the downtown gateway and close to the QIM and the Cité The redevelopment of the Bonaventure Expressway development an area of almost 110,600 m² of land Multimédia, refl ects a strong and prestigious image for those companies that will occupy it in the future as well will bring in its wake a revitalization of the adjacent for potential construction of nearly 420 000 m². The as great potential visibility; sectors and neighbourhoods by attracting investors, programming consolidates the urban framework with both public and private. This interest was demonstrated a mix of functions. Commercial uses (hotel, shops • The 2012-2016 market will present an interesting window for the delivery of the fi rst residential projects; in several meetings held with owners in neighbouring and offi ces) and residential are in an extension of the areas during the studies. The completion of the detailed downtown area and QIM. In addition, the CN rail • The eventual construction of more than 2,800 residential units will enable close to 5,000 new residents pre-project design gave detailed substance to the nature viaduct has a ground area of 13,700 m² part of which to be welcomed in the heart of Montreal; of the real estate development that could occur in Phase (about 3 700 m²) can be used for commercial or 1. The proposed programming seeks to achieve the full public purposes. • The high quality of the urban construction and landscaping will engender real estate development comparable potential of this vast urban requalifi cation by 2031. to that of the surrounding areas (Cité Multimédia, QIM); The methodology used for this part of the study is

• Key stone of the Quartier Bonaventure revitalisation, the central public place refl ects a modern planning based on the principle of best land use. Potential for Map of main components approach that responds to the desire of moving “back to the city”; development has been quantifi ed on the basis of the of the study area 44 areas of the central city blocks to be developed or • The Quartier Bonaventure will generate, in its wake, more than 1.5 billion dollars of real estate investment revitalized following the transformation of the current for the whole study area. It will attract investors, both public and private, that recognize its signifi cant expressway corridor. The fi nal identifi cation of poten- business opportunities estimated at $954 M in the Récollets faubourg and at $567 M on the land owned tial comes from a balance between the local aspects, by the City of Montreal. analysed as part of the pre-project design, trends in the real estate market, absorption capacity of the market and the synergy with other development projects from the Sud Ouest Borough and downtown Montreal. The Quartier Bonaventure will attract real estate 1 investments of more The desired programming is distributed in terms of than $1.53 billion the main project components, which are: 4

1 development of central city blocks that will be freed up by the demolition of the Bonaventure Expressway’s elevated structure; Banque d’images Pierre Malo, 1999 Banque d’images 2 redevelopment of the De la Commune city 3

Source : block, made possible by the move of the roads department workshop, the lowering of the expressway and its connection to street level at Brennan Street;

3 transformation and animation of the ground ﬂ oor of the CN rail viaduct;

4 Development of vacant lots in the Récollets faubourg taking into account new projects, announced or proposed.

2 Summary of the Detailed Pre-project Design Studies

Real Estate development potential City blocks Area No Floors Height Construction Oﬃ ces Detail Hotel Residential No Units Roof-Garden Park Parking (mc) (m) (mc) (mc) (mc) (mc) (mc) (mc) (mc) (1) Min (2) Max The table shows the development potential of the area CENTRAL CITY 3-C15 1,560 4-30 18-98 19,395 19,395 288 1,760 58 288 under study according to the distribution of occupations BLOCKS 3-C16 5,600 4-11-30 18-41-98 51,987 13,181 1,672 37,134 399 250 242 702 proposed by the Société du Havre de Montréal up to the 3-C16 (rdc) 1 1,672 309 5 17 year 2031. 3-C16 (basi) 3 13,181 250 38 88 3-C16 (barre) 6+1 14,425 168 84 253 Groupe Cardinal Hardy, 2008 3-C16 (tour) 30 22,400 230 115 344 3-C17 3,800 3,800 Source : 3-C18 4,350 4-11-36 18-41-116 61,014 29,859 1,133 30,022 314 644 245 681 3-C18 (rdc) 1 1,133 421 3 11 3-C18 (Basi) 3 13,050 644 37 87 3-C18 (barre) 6+1 6,910 81 40 121 3-C18 (tour) 24-31 16,809 22,691 233 164 461 3-C19 1,960 1,960 3-P6 3,750 3,750 3-C5 2,925 2,925 Key Map - Quartier Bonaventure sub-total 23,945 132,396 43,040 2,805 19,395 67,156 (3) 712 2,654 12,435 545 1,671 45 DE LA 3-C3 , 3-C4 6,743 3-10-12-25 12-32-38-80 31,141 31,141 284 142 426 COMMUNE CITY BLOCK 1,715 1,715

Groupe Cardinal Hardy, 2008 sub-total 8,458 31,141 31,141 284 1,715 142 426

Source : CN 3-P12 4,102 2 RAIL 3-P12A 2,070 VIADUCT 3-C11 780 2 390 390 3-C10 2,222 2 1,111 1,111 3-C9 2,360 2 1,180 1,180 3-C8 4,215 2 1,054 1,054

sub-total 13,679 3,735 3,735 2,070

FAUBOURG DES 3-P20/3-P21(6) 12,668 15 51,251 22,334 28,917 340 234 659 RÉCOLLETS 3-P22 13,006 3-15 3-P23/3-P24 14,034 3-15 66,934 18,000 48,934 576 450 339 984 3-P25A 4,446 5-10 10,920 10,920 912 31 73 3-P25B 9,148 3-10 34,282 34,282 403 2,747 202 605 3-P26 6,606 6-12 51,468 27,500 23,968 282 220 606 3-P27 3,783 6-10 25,782 10,468 1,890 13,424 158 109 307 3-P28 809 6 10,517 6,472 4,045 48 42 115

sub-total 64,500 251,154 95,694 1,890 153,570 1 807 4,109 1,177 3,348

TOTAL 110,582 418,426 138,734 (4) 8,430 19,395 251,867 (3) 2,803 2,654 20,329 1,863 5,445

1 The minimal calculation is done on 1 place by 350 m2 by parking 4 All the area of the viaduct is not included, maximum of 50% of the spot for oﬃ ce, 1 place by 350 m2 by parking spot for commerce, area used as development potential to take into consideration the 1 parking spot by 2 housing units and 1 parking spot by 5 hotel technical spaces and the combined use of both ﬂ oors for public rooms. and commercial functions.

2 The maximum calculation is done on 1 place by 150 m2 by parking 5 For the rail viaduct, the calculation of area does not include the spot for oﬃ ce, 1 place by 100 m2 by parking spot for commerce, 1.5 adjacent properties. parking spot by housing unit and 1 parking spot by hotel room. 6 These properties are the subject of a project of over 100,000 m2 3 The calculation only includes the total number of residential units in oﬃ ce space. (85m2/unit) and not the hotel rooms. Quartier Bonaventure

Public investment in the Quartier Bonaventure will generate major ﬁ scal beneﬁ ts. Banque d’images Pierre Malo, 2000 Source :

ELEMENTS OF SUCCESS FOR LAND BELONGING TO THE CITY OF MONTREAL

• The proceeds of the sale of the central city blocks and the De la Commune block, owned by the City of Montreal, will be in the order of $51.5 million;

• The potential real estate investments on the properties owned by the City of Montreal would be $567 million;

• Eventually, the amount of property taxes potentially generated in accordance with the 2009 rates, in the particular case of the City of Montreal-owned properties that would be developed from currently untaxed lots, would be $13.2 million annually.

46 • The ﬁ scal beneﬁ ts for the provincial and federal governments in sales taxes on real estate sales will be $29.8 M, i.e. $21.1 M for the provincial sales tax (PST) and $8.7 M for the federal goods and services tax (GST).

• The collection of primary and secondary duties on transfers of immovables is estimated to be $13.9 million.

Work on the QIM in 2001. Banque d’images Pierre Malo, 2000 Banque d’images Source :

Example of the rebuilding of the municipal infrastructures in the Cité Multimédia in 2000. Summary of the Detailed Pre-project Design Studies

Enlarging the Palais des Demolition of silos in the Congrès and the Caisse de Old Port in 1983. dépôt et placement du Québec. Banque d’images Pierre Malo, 2001 Banque d’images Pierre Malo, 1983 Source : Source :

In terms of recurring revenue, or revenue from property taxes, these will eventually reach $ 32 million. Finally, the City will take on recurrent costs related to maintenance and management that amount to a little more than $7 million annually.

With respect to revenues expected by the governments of Quebec and Canada, from direct and indirect investment in residential and non residential construction, they are substantial. For Quebec, they will reach $224 million of which two thirds will be due to residential and non-residential real estate projects. The federal government, for its part, will receive $96 million. This means that the governments will benefi t from the real estate developments that will result from the requalifi cation of the territory, mainly in the vicinity of the Peel Basin. 47 ECONOMIC ANALYSIS Results in terms of investment Economic Summary (2009-2031) As for jobs, infrastructure construction and real estate projects will account for 23,000 person-years distributed AND VALUE CREATION In the event that all projects arising from the transforma- Investments at the same rhythm as the construction takes place. tion of the Bonaventure Expressway are realized they Bonaventure corridor $141.7 M Moreover, if the commercial and offi ce increases are Generally, a project to rebuild obsolete highway infra- could generate private investment in the order of 1.53 realized at the predicted rate, it could lead to about Dalhousie corridor $86 M structure generates very little economic impact. However, billion dollars. 5,000 jobs that would accrue to the study area. the transformation of the Bonaventure Expressway opens Private development $1,528 M the door to a vast undertaking of urban requalifi cation Summary of economic benefi ts Ratio public/private 6.7 Financial analysis of the project and a tremendous potential for real estate development with signifi cant benefi ts. In addition to many and varied In considering the $227.7 million of public investment Avoided costs The fi nancial analysis conducted by the City of Montreal necessary to ensure the success of the urban redevel- economic impacts, the social and environmental impacts Expressway reconstruction $45 M confi rmed that the proposed transformation of the will improve the quality of life of Montrealers. opment, with the simultaneous implementation of the Bonaventure Expressway combined with the expected transformation of the Bonaventure corridor ($141.7 Revenues – City of Montreal real estate development constitutes a project that is eff ec- Major public investments in infrastructure have a million) and the Dalhousie public transportation corridor Land sales $51.5 M tive and, indeed, profi table, according to the criteria of ($86 million), the ratio of private / public investment is its investment fund. The net present value of the project measurable impact, both direct and indirect. Indeed, Non recurring revenues $47.8 M the aff ected city blocks (in the expressway corridor or of the order of 6,7. This result provides a real accumula- analyzed over a period of 10 years (2009-2018) exceeds Taxes – annually, eventually $32 M on the outskirts) will gain from this redevelopment, tion of wealth for Montrealers. A reassuring fact is that $10 million and the payback period on the investment this result is similar to ratios observed for comparable attracting investments of more than one billion dollars Economic impact by the City is estimated to be 9 years. over 20 years. These investments will cause additional projects in Canada and abroad such as those planned for Value added $1,000 M municipal expenses, but they will also generate additional the Toronto waterfront (ratio of 3), the revitalization of The fi nancial analysis also showed that the project recurring property tax revenues. Vieux Montréal (ratio of 3) and the London Docklands Government revenues $339.7 M presents an acceptable risk. In fact, the threshold of the (ratio of 4). Job creation (pers.-yrs) : 23 000 percentage of profi table private development is 65% for the real estate projects planned over the next 10 years.. Since the various levels of government are called on to contribute to this large scale project, the latter must PROJECTED PRIVATE REAL ESTATE INVESTMENT2012-2031 ($M) generate fi scal benefi ts that justify such development in preference to a simple renovation of the existing structure of the expressway. RESIDENTIAL OFFICES AND HOTEL TOTAL COMMERCIAL Central city blocks 276.4 $ 189.8 $ 59.2 $ 525.4 $ In terms of municipal revenues, the City of Montreal De la Commune city block 41.4 $ - $ - $ 41.4 $ derives revenue, fi rst of all, from the sale of the properties that will become the central city blocks. It also earns Rail viaduct - $ 7.1 $ - $ 7.1 $ revenue from building permits and transfer duties. These Faubourg des Récollets 637.7 $ 316.4 $ - $ 954.0 $ revenues will amount to approximately $99.8 million of Total 955.4 $ 513.3 $ 59.2 $ 1 527.9 $ which nearly $52 million fl ows only from the sale of land. Quartier Bonaventure

Victoria Square, a safe and convivial environment. Jonathan Picard Source :

CONCLUSION Transformation of the Bonaventure Expressway: the essence of a catalyzing project Few expressway corridor redevelopment projects have had such a large impact on an area and a community. ° a project that will create jobs and generate Main gateway to downtown Montreal, the Bonaventure economic benefi ts throughout its life: Expressway passes through a rundown “destructured” - 23 000 person-years in jobs; neighbourhood whose development potential is limited by the expressway’s presence. The urban planning - More than $1 billion in value added to Quebec’s eff ort made in the context of studying the economic GDP; impact demonstrates that a real potential for property ° a project with an incomparable domino eff ect development exists in the section north of the Lachine on subsequent development: Canal. The winning conditions for this project begin with the implementation of infrastructure work that - More than $1.53 billion of private investment will pave the way for development. Beyond a simple that will follow in the wake of redevelopment; comparison of direct costs and economic benefi ts, ° a project that will give an excellent return one must not underestimate the visual impact of the on investment to Montrealers: Quartier Bonaventure, and consequently the power - A payback period of 9 years for the investment 48 of attraction of the site to be developed in the eyes of investors. made by the City; QIM, example of a coop- erative requalifi cation - Elimination of more than $45 million approach . All these assumptions are converging to bring us to the of expenses for maintaining the structure conclusion that the transformation of the Bonaventure of the existing expressway required between Expressway is a unique opportunity to rebuild sites now and 2014-2017. that have a very strong potential to stimulate real estate and economic development that would connect the downtown area to the Peel Basin and, later, to the St.

Banque d’images Pierre Malo, 2001 Banque d’images Lawrence River. This project with its leverage eﬀ ect on real estate investments planned over a 20 year time-

Source : line, continues the succession of achievements that have transformed Montreal over the last two decades. It is comparable to the revitalization of Vieux-Montréal and its suburbs and to the QIM that has become a benchmark for urban development. Summary of the Detailed Pre-project Design Studies

SECTION 5 RESULTS OF THE TECHNICAL STUDIES ON ENVIRONMENT, ARCHAEOLOGY, UNDERGROUND INFRASTRUCTURE AND WELLINGTON SNOW CHUTE Quartier Bonaventure

The month of October 2007 Evening, October 26th, was dedicated to Phase II 2007, Duke Street was environmental excavated to carry out characterization two important test- work. borings.

50 ENVIRONMENTAL ASPECT directives of the ministère du Développement durable, cover all parameters. Also, in 18 soundings there was of zinc, copper, cadmium and sulphates meet the de l’Environnement et des Parcs (MDDEP), published at least one sample with higher measured concentra- standards of sewage discharge in Regulation 87 of the The Société du Havre de Montréal commissioned in its Politique de protection des sols et de réhabilitation tions that were at least in the range C-D of the MDDEP Communauté métropolitaine de Montréal, with the SNC-Lavalin Environment to carry out three environmental des terrains contaminés. (higher than Annex II of the RPRT) i.e. above the criteria exception of ammonia nitrogen in one of the pits. studies as part of the pre-project design of the transfor- applicable to industrial or commercial use. These mation of the Bonaventure Expressway at the downtown First, it should be noted that the results of the soundings concentrations also concern all parameters. Leaching Also note that some of the alert thresholds established gateway. are representative of an area that had long been the site tests were done on samples containing more than 50% for groundwater, - i.e. a preventive limitation, or a of industrial activity near the Lachine canal. of residual materials. Analysis indicated concentrations concentration from which a loss of the use of the These studies are: of copper, lead and zinc exceeding the solid waste resource should be apprehended - have been exceeded, The soils that had been tested were evaluated according standards, Règlement sur les déchets solides. i.e. cadmium, copper and zinc, in some observation ° site characterization - Phase II; to Criteria B (residential) and C (commercial or industrial pits in the study area. use) of the MDDEP as well as according to the standards The elevation and quality of the groundwater were ° impact on air quality; established in Annexes I and II of the Règlement sur la measured in observation pits. Their level ranged from The main receiver of the study sector’s groundwater ° impact on noise climate protection et la rehabilitation des terrains (RPRT) and 4 to 10 m. Because of the urban nature of the sector remains the Lachine Canal. Regulation 87 allows the within the limits established by Annex I of the Règlement under study, it was not possible to specify hydraulic disposal of a maximum of 1 mg / L of zinc in the storm Site Characterization Study - Phase II sur l’enfouissement des sols contaminés (RESC). gradients, nor the fl ow rates of the water. The hydro sewer system or in a watercourse. As concentrations geological formation of the study sector is class III of zinc on the site are below this level, the migration The Phase II site characterization study followed the The contaminated soils consist essentially of landfi ll and according to the Guide de classifi cation des eaux of zinc away from the site is not a cause for concern. Phase I environmental characterization conducted the depth of contamination varies mainly between 0.10 souterraines du Québec. Because of the proximity to The same is true for the level of cadmium and copper previously by SNC-Lavalin Environment in 2006-2007, and 4.88 m. Generally, the high presence of residual the Lachine Canal and the presence of sewer pipes, concentrations. as part of the feasibility studies. The aim of the study material in the landfi ll’s horizon appears to be associated the groundwater quality is compared to the standards was to assess soil quality and groundwater in the with previous industrial activities rather than the presence enacted by Regulation 87 of the Communauté métro- Project Territory. The study’s task was also to allow an of residual materials. The nature of the contaminants politaine de Montréal and user criteria for the Policy estimate of the magnitude of contamination, and thus is organic, by the presence of petroleum hydrocarbons on resurgence in surface water or sewers, Politique the volume of contaminated soil. (C10-C50 HP), polycyclic aromatic hydrocarbons (PAHs) concernant la résurgence dans les eaux de surface ou or phenolic compounds (PC), but also inorganic by the l’infi ltration dans les égouts (RESIE). In total, 47 soundings were conducted, consisting of 29 presence of metals such as arsenic, barium, copper, tin, environmental trenches, fi ve archaeological trenches lead and zinc. Sulphur is also found. Of the 8 water samples taken, 6 present at least one and 13 boreholes. Soundings were distributed in the parameter where the concentration exceeds the appli- areas where environmental issues had been previously Of the 47 soundings carried out, 30 of them refl ect at cable criteria or the criteria for surface water, in the case identifi ed by the fi rst study (Phase I). The study covered least one sample where the higher measured concen- of ammonia nitrogen. Zinc is a common parameter in an area of 79,200 m2, consisting of a corridor of trations are located at least in the range B-C of the the 6 pits whose values exceed the applicable level. approximately 880 m long and 90 m width, and was MDDEP (above the Annex I of RPRT) i.e. in excess of Other parameters are copper, cadmium, sulphate and thus a sounding of 1,685 m2 of land. The site charac- the criteria for residential use. These concentrations ammonium nitrogen. Nevertheless, concentrations terization approach followed the guidelines and Summary of the Detailed Pre-project Design Studies

Archaeological excavation conﬁ rmed the precarious sanitary conditions of Griﬃ ntown at the end of the nineteenth century.

Air quality using a mathematical model. The current situation and an evaluation over a horizon of about ten years According to the sectorial study on air quality carried following the completion of the project were calculated. out during the feasibility phase, the project to transform The input parameters included climate data, speed and the Bonaventure Expressway, was likely to impact air distribution of vehicles and fuel properties. The fugitive quality for sensitive receptors in the study area. An emission of particulates and the dispersion of pollutants inventory and an analysis of the major sources of pollu- were considered in these models. The geometry, route tion that could aff ect air quality in the study area were profi le, receivers, traffi c fl ows, meteorological data, the carried out. The analysis considered the sources inside hourly concentrations of NO, NO2 and O3, ambient or on the periphery of the study area, local meteorology concentrations of pollutants, the roughness of the soil, and data from the Montreal Island air quality sampling emission rates and concentrations at intersections were network. among the basic data sets used. The choice of inputs was carefully made so as to avoid underestimating the Common air pollutants, such as carbon monoxide situation. (CO), oxides of nitrogen (expressed as NO2), benzene and its fi ne particles (PM2.5) were analyzed. The latter According to this modeling, the redevelopment project two pollutants currently constitute an environmental would have positive impacts on the concentrations issue throughout the Island of Montreal. The problem of CO, NO2 and benzene in the ambient air. The of tropospheric ozone has also been addressed, as concentrations of these three pollutants would decrease well as the problem of climate change by greenhouse 51 throughout the study area once the project is completed gas emissions (GHG). These issues have, however, in 2012. city blocks between Duke and Nazareth streets. It is eliminate the impact on the lower fl oors. No additional been treated qualitatively and on a larger scale. The also planned to create a public square on the city block impact was observed at the private daycare centre. measured or estimated concentrations were evaluated The structure of the CN tracks (9 metres high) as well between Ottawa and William streets. according to the applicable standards and criteria of as the future buildings planned in the central city blocks As for the elevated CN tracks, the trains constitute a Regulation 2001-10, Règlement 2001-10 de la CMM between Nazareth and Duke streets (up to 120 meters The study of sound climate focused mainly on the evolu- secondary source of noise for housing whose façade (Règlement 90), according to the provisional manage- high), will act as partial screens for the lateral distribution tion of road noise in the sensitive areas following the faces this structure. ment criteria, the draft MDDEP regulation on air of pollutants emitted by the reserved bus lane. In addi- reconfi guration of the roadways. Two sensitive zones purifi cation and Environment Canada’s country-wide tion, the impacts on the concentrations of tropospheric were identifi ed, namely the residential building located Mitigation measures are, for these reasons, recommended standards. ozone and greenhouse gases will not be signifi cant at the at 80 Prince Street, and a private nursery, located at 351 in the choice of construction materials to minimize level of the Island of Montreal and the Montreal region. Duke Street. Thus, the terms and conditions established the impact on the sound climate of the lower fl oors of The most sensitive zones in the study area are located by the MTQ policy, Politique sur le bruit routier du the future residential projects. The reduction of noise at the corner of Wellington and Duke streets and at Regarding the establishment of a program of supervision Ministère des Transports du Québec were applied. The emitted by the CCUM facility, optimization of traffi c the corner of William and Duke streets. It should be and environmental monitoring, emissions of particulate City of Montreal Règlement sur le bruit and the noise management and the construction of terraces and mentioned as well that the Bonaventure Expressway matter will be reduced during the construction period levels recommended by Canada Mortgage and Housing balconies on the unexposed facades of the new buildings transformation project envisages the construction of through a programme of reduction of particles and dust. Corporation (CMHC) were also considered. The noise are among the proposed measures. residential and commercial buildings between Duke It will require that trucks, in particular, be covered and generated by passing trains on the elevated CN tracks and Nazareth streets. The inclusion of buildings on the that the soil that is temporarily stored also be covered. as well as noise from the CCUM facility, were also edge of arterial roads with high traffi c fl ow can be a With the opening of the transformed roads, a sampling included in the study. problem in terms of noise and air quality and requires process will be established as well as regular maintenance mitigation measures in this regard. of the lanes reserved for buses. HEPA fi lters in the fresh The characterization of the current sound environment, air intakes of buildings could also be proposed for new by ambient noise, shows that the sensitive areas are Pollutant sources identifi ed in the study area are mainly exposed to daily noise levels, corresponding to noise buildings. road traffi c, railways and the heating and cooling systems impacts going from average to strong. The simulations of of Chauff age et Climatisation urbain de Montréal (CCUM). sound propagation that have been performed show that It is also important to add the residential heating and in the projected situation, existing sensitive areas will air pollutants from sources outside the study area. Sound climate remain subject to noise levels corresponding to levels The expected eff ects on air quality are mainly related The transformation of the Bonaventure Expressway could, of acoustic discomfort qualifi ed as average to strong. to fl uctuations in traffi c volumes, the changes in the according to the scenario proposed by the Société du The simulations indicated that the project would have geometry of the traffi c routing and the creation of a Havre Montreal, result in some noise impact as well a signifi cant impact on noise in a very defi ned area, corridor reserved exclusively for buses. as vibration. The project involves the demolition of the specifi cally on the lower fl oors of the residential project current elevated section and the reconfi guration of at 80 Prince Street. However, it is important to state Modeling was carried out considering the pollutants Duke and Nazareth streets into urban arterial roadways. that the subsequent phases of this project propose mixed generated by road traffi c, consisting of CO, NO2, Subsequently, the project foresees the construction of use buildings, with commercial spaces on the ground benzene and PM2.5. Emission rates were evaluated residential and commercial buildings in the new central and other low fl oors all along Duke Street, which will Quartier Bonaventure

The archaeological inventory was carried out in coordination with the environmental characterization study, Phase II.

ARCHAEOLOGICAL ASPECT trenches, located so as to better understand the occupation of the Grange des Pauvres and an adjacent building The Société du Havre de Montréal commissioned SACL dating from the end of the eighteenth century and early to establish an archaeological inventory of the land so as nineteenth century, however, did not give conclusive to list and characterize the archaeological resources results. The fi rst trench was crisscrossed with several on the site and to propose future archaeological activity. vestiges and showed the presence of abandoned former The main purpose of the mandate was to make an public utilities, while the second trench showed no trace archaeological inventory of the Bonaventure project’s of archaeological fabric. “Project Territory”. This phase of archaeological inventory was conducted in coordination with the The archaeological inventory trenches dug in the environmental characterization study, phase II. The embankment on the east side of Nazareth Street, between process that was followed in conducting this mandate Wellington and Ottawa streets were positioned at the included the following steps: location of old back yards from the nineteenth century that had never been built. Excavations revealed relatively ° do the preparatory work; undisturbed soil compared to the occupation of the area throughout the nineteenth century. This data confi rms 52 ° undertake the archaeological inventory of the terrain; amongst other things, the level of occupation during the ° analyse the archaeological data collected and produce fi rst half of the nineteenth century, and the precarious the archaeological report in accordance with the health conditions of Griffi ntown at the end of the Loi sur les biens culturels (L.R.Q., Chapter B-4). nineteenth century.

The environmental characterization of soil carried out The results of this inventory guide, in the short-term, by SNC-Lavalin Environment helped to identify areas the continuation of the archaeological research in that were disturbed during the major construction work the study sector. From this point on, these results are undertaken to build the Bonaventure Expressway, the driving the planning of a programme of excavations Ville Marie Expressway and the University interchange. and archaeological supervision that must be linked to They also allowed confi rmation of the presence of the diff erent development projects to be implemented occupancy levels (wood fl oors, accumulation of sawdust shortly as part of the transformation of the Bonaventure and wood chips) associated with the operation of the Expressway between the Saint Jacques and Brennan streets. barrel-making fi rm of John Linton between 1865 and 1889. This artisan-based industry fronted on Nazareth Street, between Brennan and Wellington streets.

No evidence of prehistoric occupation came to light during these excavations. However, all the data collected on the natural soil in the mapped grid of the sector under study, allows a summary description of the original topographic proﬁ le that existed during this period.

The archaeological inventory trench located in the area of the sidewalk, west of Nazareth Street, at the corner of Saint Paul Street, allowed the team to search and sample the oldest layers of the archaeological fabric of this site. A segment of the old Sulpician canal dating from the end of the seventeenth century was updated. The level of occupancy of the Sulpicians’ College gardens was also identiﬁ ed in this trench.

The archaeological inventory trenches were dug in the right-of-way of Duke Street between Wellington and Ottawa streets, in the reserved bus lane. These Summary of the Detailed Pre-project Design Studies

Work to sound the water Broken water main on Notre lines under Notre Dame Dame Street West near the Street West by the ﬁ rm Bonaventure Express- Aqua-Diag. way, November 7th, 2008.

UNDERGOUND INFRASTRUCTURE ASPECT

Despite the complexity of its underground environment, the Bonaventure project provides a unique opportunity to the City of Montreal and the various infrastructure owners to optimize their respective underground networks.

Over months, close cooperation was established between diff erent partners of the Société du Havre de Montréal (City of Montréal, CCUM, Gaz Metro, Commission des services électriques de Montréal (CSEM), Hydro-Québec/ Trans Energy Distribution and Bell) as well as a dozen telecommunications companies (through the CSEM) and allowed all to fi nd optimal solutions to the various problems and opportunities created by the transformation 53 of the Bonaventure Expressway. These committees also had the task of identifying the opportunities generated by the transformation of the The fi rst studies of the underground infrastructure Bonaventure Expressway while proposing an optimal aspect were carried out in close cooperation with the location for its infrastructure. Some options are currently Direction de la gestion stratégique des réseaux d’eau envisaged such as: du SITE de la Ville de Montréal. They consisted of a diagnosis of the structural and functional plans of the ° moving the conduit duct banks and access shafts; water and sewer network serving the area that neigh- the implementation of new energy corridors; boured the sites targeted by the transformation of the ° Bonaventure Expressway. They were conducted with ° abandonment or dismantling of unused installations; the help of available data on the state of the conduits the status quo. and, as well, using hydraulic analyses. In the case of ° the detailed pre-project design, more than 10 km were Next Steps sounded and the results analysed. ° undertake the process of obtaining certifi cates of Following these studies, the three branches of the SITE, authorization from the government, ministère du (those responsible for the strategic management of Développement durable, de l’Environnement et des water, for wastewater treatment, and for the production Parcs (MDDEP); of drinking water) submitted their fi nal recommendations preparation of the documents related to invitations on the state of the pipes, sewers and aqueducts. ° to tender, plans, specifi cations and supervision in cooperation with the City of Montreal; Throughout the work leading to the detailed pre-project design, technical committees comprising various ° launching of the fi rst invitations to tender and adju- stakeholders concerned with underground infrastructure dication of the contracts; worked to prepare an assessment of the situation, identify areas of confl ict, plan and defi ne future needs, identify ° preparation of fi nal plans and specifi cations; optimal solutions and establish a phasing of the rehabili- ° start and monitoring of work in cooperation with tation, replacement or relocation of infrastructure. the City of Montreal;

° continue the work of the technical committees and the coordination of work with partners. Quartier Bonaventure

The relocation site for the Unloading operation at the Wellington snow chute. Wellington snow chute on December 7th 2007.

54 WELLINGTON SNOW CHUTE ASPECT Within this study, three potential sites for development The site does not provide an adequate waiting area for Recommandation of a new snow chute have been studied: snow trucks, unless use is made of a larger area of the The City of Montreal operates a snow chute over existing parking lot. In light of this analysis, the Société du Havre de the collector sewer at the corner of Wellington and ° Ogilvie site - located on Mill Street; Montreal recommends that the Ogilvie site be selected. Site CN It is the best choice for a new snow chute for the Duke streets. This facility serves part of downtown Costco site - in the Costco parking lot on Bridge ° following reasons: and receives approximately 250,000 m3 of Street; The site, located in the CN marshalling yard, has inte- snow per winter. The snow chute is used about 26 resting potential, is easily accessible by local streets and CN site - in the CN marshalling yard. possible development of two snow chutes; days per year. ° is a facility that is integrated into the local existing milieu. ° development of a waiting area; Ogilvie site ° However, its impact on traffi c and its inconsistency The site is easily accessible through the local network with the requalifi cation of the sector to residential ° accessibility of the site; The Ogilvie site has potential advantages in that it can of streets. The development of a route from Bridge and commercial uses justifi ed conducting a separate accommodate two snow chutes and a waiting area. Some Street would allow the confi guration of a waiting ° alternative route available; study with a view to its relocation. Moreover, the adjustments must be made to meet the requirements of area. On the other hand, the presence of the railway proposed geometry and development of a public low visual and noise impact; the ADM Agri-Industries mill such as a waiting area for its tracks may increase the complexity of the confi guration ° space between Brennan and Wellington streets make trucks and parking for employees. of the site, requiring the installation of level crossings. ° reasonable construction cost for two snow chutes. it impossible to maintain the facility. These crossings could impede snow removal operations The Ogilvie site is easily accessible and does not during the passage of a train. Furthermore, to enable the The Société du Havre de Montréal commissioned the aff ect neighbouring intersections. The site is the only site development, negotiations with CN are required to Group Séguin experts-conseils inc. to identify sites one that is accessible by an alternative route (Riverside create the right to cross or to acquire part of the property. that would allow the relocation of the Wellington Street) thereby avoiding congestion on Mill and snow chute. The approach to this mandate Bridge streets. included the following steps:

Costco Parking ° upgrade the 1997 study on the Ogilvie (ADM) snow chute located on Mill Street; The site of the parking lot for the Costco store on Bridge Street has several disadvantages that makes it unattractive search for alternative sites; ° for the development of a snow chute site. These disad- ° evaluate sites in terms of suitability for the transport vantages are related to traﬃ c, road safety and planning. of snow; This site is located at the intersection of Bridge and Mill make a recommendation on the location of a new ° streets, heavily congested during peak hours. Moreover, site for the disposal of snow; the site would require the relocation of the main access to the Costco store. This measure would increase the risks to road users, even outside snow periods. Summary of the Detailed Pre-project Design Studies

SECTION 6 A PROCESS CENTRED ON WORKING TOGETHER Quartier Bonaventure

56 AN APPROACH TO DEVELOPMENT The benefi ts and impacts in terms of traffi c and Among the other wishes and expectations that were BASED ON PARTNERSHIP AND transportation expressed, note the following: CONCERTED ACTION Participants felt that the place reserved for public trans- ° the importance of maintaining a perspective on portation, the inclusion of green spaces in the urban fabric The development approach advocated by the Société du downtown Montreal and Mount Royal from and the preservation or, indeed the highlighting of the Champlain Bridge; Havre de Montréal focuses on partnership and concerted views towards the downtown area along the route from action with all partners in its territory, with the City of Champlain Bridge, are elements that are essential to the ° the relevance of supporting further the mechanisms Montreal, with the Sud-Ouest and Ville Marie boroughs, success of the project. that will be implemented to reduce the speed of with diff erent departments and agencies of both the vehicles approaching the urban arterial road; Federal and Quebec governments, associated with the Public Transportation many aspects of the project. Since 2003, the Société du ° the importance of using the construction situation Havre de Montréal has met with over 350 groups and Participants warmly welcomed the approach seeking to to encourage a long-term modal shift and of made over 500 presentations of the project at diff erent promote public transportation rather than the single- developing and presenting users with choices of moments in its development, allowing it to reach several occupant car, as well as the creation of an exclusive corridors to use to and from their destination; thousand citizens and partners interested in the future bus lane. ° the relevance of examining the feasibility of reintro- of the project and of New Montreal. This strong and ducing trolleybuses in addition to the planned committed partnership has enabled the creation of a Accessibility to downtown during the construc- tramway, or even in its place. consensus that Montreal has rarely seen around a large tion work and close cooperation with other project. This commitment by all of the stakeholders major road building projects generates a momentum that will provide valuable support to the implementation process. Participants stressed the importance they attach to maintaining fl uid movement (car, public transportation, active In September 2008, the Société du Havre de Montréal transportation) to and from downtown during the period initiated a process of consultation with representatives of construction work. The residents of Montreal and the of the business community, Montreal universities, South Shore would like to be informed on an ongoing diff erent interest groups and local organisations basis on all mitigation measures that will be taken during working in the Sud-Ouest and Ville Marie boroughs. the work period. Fearing diffi culties of access to downtown, they want very much to see effi cient coordination The participants commented on various aspects of among the major infrastructure projects that will be the Bonaventure Expressway transformation project. under construction simultaneously. Their thoughts and conclusions are summarized here. Summary of the Detailed Pre-project Design Studies

Sustainable development Necessary conditions for the creation of a The essential elements for the design of a Conclusion real living environment The transformation of the Bonaventure Expressway is a prestigious city gateway In general, items that created the most interest were: Participants felt that to create a genuine living environ- model of sustainable urban development. In this regard, In this regard, participants confi rmed the importance ment, it is essential that neighbourhood shops and the eff ectiveness of the location, the density, the convivi- of creating a distinctive city gateway that can convey the importance attached to active transportation and services be judiciously planned. In addition, many felt ality and the urban integration, the economy of natural a clear message about the spirit and special character ° public transportation; it was important that the new neighbourhood have a resources, the innovation and the design process allow of Montreal. The essence of the message should then proportion of social and community housing units in line the project to meet the LEED ND certifi cation criteria. serve as an example for development projects elsewhere ° the place occupied by green spaces and public places with the Stratégie d’inclusion de logements abordables in Montreal. Participants suggested that creative meetings as well as the preservation of heritage elements; of the City of Montreal. All see a unique opportunity for the City of Montreal to be organized to develop the project’s “signature”. add to these recommendations the requirements that ° opening and reclamation of the ground fl oor of the CN rail viaduct for commercial and public use; A working committee comprised of representatives of developers should respect to ensure the project gets Among the ideas collected note the importance of: the City of Montreal and specialized agencies, could LEED ND certifi cation. ° restoring east-west movement and the construction be created with the mandate of defi ning the criteria and ° a mix of old and modern to give a unique and of intersections along the new urban arterial road; necessary conditions for the development of families in The participants expressed other concerns in light of special “colour” to the city gateway; maintenance of services in a north-south direction the neighbourhood and its periphery. the importance of: ° ° making the city gateway a signifi cant part of and the preservation of views on downtown and Montreal’s international image; Mont-Royal from the Champlain Bridge; Moreover, the proposed transformation of the Bonaven- ° ensuring the physical durability and functionality of ture Expressway provides for the use of the CN rail the site; ° focusing on the soul of Montreal, gateway to the ° distinctive city gateway that will transform the face 57 viaduct for commercial or public purposes with a view Americas, Canada’s founding city, the metropolis of Montreal; ° carrying out detailed studies for the lighting plan of to revitalizing the surrounding city blocks. The general of Quebec, in the design of the city gateway and in the area. the “signature” elements of the project and its view is that the idea of recycling the ground fl oor of the the thinking related to the “branding” of the project. ° elegant and original architecture are an attraction of CN rail viaduct through the development of commercial the fi rst order; outlets will give an undeniable boost to the sector. Other concerns Project elements that attracted the most concerns were: For many, the project provides an opportunity to high- Beyond the subjects already addressed, the consultation light certain heritage assets. By building on a concept exercise also gave participants the opportunity to challenge to create a real living environment, that combines heritage value with modern elements, express their concerns about the market’s ability ° attracting families, businesses and neighbourhood the Quartier Bonaventure would provide an innovative to absorb all the development projects planned for services; milieu while also promoting the history of the area. Montreal. maintaining fl uid traffi c fl ow to and from down They also expressed their views on the conditions for ° In general, participants felt challenged by the fundamental throughout the period of construction work; foundation needed to be put in place in order to create a success in terms of the project’s promotion with the real living environment. They stressed in particular: general population. Thus, they suggested: ° market capacity of Montreal to absorb all the development projects of which the Quartier images of the project on the actual streets to enable Bonaventure is one. ° their interest in participating in the work of refl ection ° to create the conditions necessary for the development citizens to identify the project’s elements visually; of families in the neighbourhood; ° provision of information (data and statistics) to position the project among other development ° their satisfaction with the addition of new intersections to facilitate movement in an east-west direction projects (Griffi ntown, Nun’s Island, CBC, etc.), and thereby improve the physical links with the and to explain the expected overall impact for neighbouring areas; Montrealers; position the project within its overall framework (from ° their satisfaction that the project will consolidate the ° historical framework of the area through the preserva- Champlain Bridge to downtown) and the downtown tion and enhancement of the elements of architectural portion being a fi rst phase of a series of three whose and heritage interest on the neighbouring blocks, major objective is to restore to Montrealers their such as the remnants of the Cadieux forge and the access to the St. Lawrence. Darling Foundry.

° Their particular interest in the integration of public art into the new city gateway. Quartier Bonaventure

Have contributed signifi cantly through their expertise and involvement in the work of the detailed pre-project design, the following persons: The team of the Société du Havre de Montréal Pierre Malo, Director, Bonaventure project Laurent Benarrous, Nicolas Bérubé, Nathalie Blouin, Lillia Bouhalassa, Charles-Mathieu Brunelle, Bernard Clément, Gisèle Delorme, Nancy Dubé, Isabelle Hudon, Annie Laurin, Ghislaine Lépine, Julie Michaud, Nicole Mousseau, Myriam Paraïso, Gaëtan Rainville, Gabriel Riel-Salvatore, Céline Topp, Gérald Tremblay, Sylvain Villeneuve Partners and consultants who worked on the steering committees and technical committees dealing with diff erent aspects of the project David Abramson, Jean-Luc Allard, Robert Anderson, Mark Andrews, François Arcand, Mathieu Arcand, Caroline Arnouk, Gilles Arpin, Rémi Asdiguin, Josée Asselin, Ray Awad, Alain Azais, Mihoub Azzouz, Marc-André Baillargeon, Jean-Guy Banville, Véronique Beaudoin, Carl Beaulieu, Catherine Beaulieu, Pierre Beaulieu, Alexandre Beaupré, Claudia Béchard, Robin Bédard, François C. Bélanger, Jules Bélanger, Marc-André Bélanger, Pierre Bélanger, Julien Belliato, Jordan Belovski, Véronique Belpaire, Gilles Benoît, Pierre Bernardin, Yves Bernier, Frédéric Bérubé, Brigitte Binet, Marie-Hélène Binet-Vandal, Pierre Bisson, Pierre-André Blais, Stéphane Blais, Martin Blanchet, Éric Boileau, Patrick Boisclair, Jeff ery Bordeleau, André-Martin Bouchard, Bernard Bouchard, Daniel Bouchard (SNC-Lavalin Environnement), France Bouchard, Pierre Bouchard, Patrick Bouff ard, Simon Bouff ard, Diane Boulet, Martin Boulianne, Léon Bourque, Didier Bourrelis, Chantal Bouvier, Stéphane Brossault, Cyril Brossier, Guylaine Brossoit, Michel Brouillette, Daniel Brousseau, François Bruneau, Patrick Brunet, Gang Cao, Michel Cardin, Aurèle Cardinal, Lucie Careau, Claude Carette, Jean-Claude Cayla, Martin Champoux, Élisabeth Charest, Monique Charest, Paul Cheng, Carlos Chiva, Mélanie Choi, Sylvain Cholette, Jacinthe Clossey, Denis Cochrane, Sylvain Comeau, Diane Comtois, Stéphane Conant, Guy Corbeil, Claude Cormier, Julie Cormier, Yannick Cottalorda, Annie Côté, Luc Côté, Sophie Côté, Yvan Côté, Daniel Cousineau, Chantal Couture, Bernard Cyr, David D’Amboise, Chantal Dagenais, Maxime David, Julia Davies, Derek de Blois, Vincent Defeijt, Ronald Delcourt, Claudia Delisle, Suzanne Demeules, Sevak Demirdjian, Raymond Denault, Marc Deschamps, François Desbiens, Gilles Desrochers, Zeljko Djerlovic, Ioan Claudiu Docuz, Carl Dubé, Julie Dubois, Raymond Dubois, Franck Duchassin, Dave Duchesnes, Wassili Dudan, Alain Dufort, Michel Dufresne, Frédéric Dumais, Jacques Dumas, Yves Dumas, Nancy Dumoulin, Martin Duquette, Wade Eide, Jean Fayomi, Daniel Ferland, Éric Fontaine, Luc Forest, Robin Fortin, Benoît-Luc Gagnon, France Gascon, Peter Gaudet, Pierre Gaudet, Sylvie Gauthier, Virginie Gauvin, Élena Gelfusa, Pierre Georges, André Gingras, Audrey Girard, Yves Girard, Marc Girardin, François Godard, Joanne Godin, Frédéric Gougeon, Pascal Goulier, Christian Gource, Jean-François Grenier, Jérôme Grenon, Paul Grisé, Geneviève Guay, Jacques Guertin, Guy Haché, Djemila Hadj-Hamou, Daniel Hammon, Michel Henri, David Herz, Martin Hétu, Shawn Hibbard, Valérian Houdard, Mireille Houle, Estelle Huard, Alain Isabelle, Lorne Jackson, Konrad Jones, Claude Joyal, Louis Jutras, Nathalie Kalimeris, Roger Kanyinda, Stephan Kellner, Stéphanie Kennan, Alain Labelle, Christine Laberge-Poirier, Denis Laberge, Paul Laberge, Sébastien Labonté, Johanne Labrecque, Julie Lachambre, Jean Lacombe, Pierre Laliberté, Gilles Lalonde, Daniel Lamarche, Daniel Landry, Roger Langlais, Viviane Laporte, Jacques Laramée, Gilles Larivière, Pierre LaRue, Christian Lauzon, Alain Lavoie, Anne-Marie Lebel, Christian Leblanc, Sylvain Leclerc, Francine Leduc, Gaëtan Lefebvre, Geneviève Lefebvre, Serge Lefebvre, Daniel Legault, Claude Léger, Christian Letarte, Luc Lévesque, Richard Lévesque, Jean Lewis, Mario Lewis, Terry Liston, Francyne Lord, Michel Lord, Yves Lortie, Normand Lussier, Karine Lyonnais, Jean-Paul Magna, Patrick Maillard, Yves Maillot, Abdelaziz Manar, 58 Carlos Manzoni, Suzanne Marchand, Félix Marré, Guy Martin, Marie-Claude Massicotte, Mario Masson, Alejandro Meija, Jean Ménard, Benoit Mercier, Bernard Mercier, Yves Méthot, Manon Meunier, Martin Meunier, Éric Millette, Richard Mongeau, Dany Moreau, Maxime Moreau, Sylvio Morelli, Denise Morin, Julie Morin, Marie-Claude Morin, Chantal Morissette, Marc Mousset, Bob Munlemvo, Mike Murphy, Michel Nadeau, Ricet Nadeau, Dimitri Ngueyem, Tam Nguyen, Hélène Noël, Claudine Oillic, Robert Olivier, Philip Oneson, Mohamad Osseyrane, Christian Ouellet, Muryel Paquin, Marie-Ève Parent, Sylvie Perigon, Michel Petit, Sébastien Piché, Germain Pigeon, Marcel Pinard, Jacques Pineault, Renaud Poirier, Jozef Pozdech, André Préfontaine, Stéphane Provost, Denis Quirion, Sally Radwan, Stéphane Ricci, François Rioux, Élisabeth Rivest, Yannick Roberge, Gilles Robillard, Gilles Royer, Suzanne St-Onge, Raynald St-Pierre, Dominique Saint-Pierre, Josée Samson, Marc Sarrazin, Jean-Philippe Saucet, Denis Sauvé, François Séguin, Marie-Claude Séguin, Catherine Sévigny, Yvon Sévigny, Nicolas Simard, Peter Soland, Ralph Spandl, Timothy Spurr, Laetitia Starinsky, Claude Surprenant, Wetu Talaki, Monique Tessier, Claire Therrien, Karine Thibault, Christian Thiff ault, François Tomeo, Dominic Tremblay, Michel Tremblay, Pierre Tremblay, Stéphane Tremblay, Sylvie Tremblay, Pascal Trottier, Diane Verdon, François Véronneau, Claude Vézina, Jenny Vieira, François Vigneault, Bruno Villeneuve, Pascal Volet, Alexandre L. Watson, Kamel Yahiaoui Persons involved in diff erent workshops and consultative groups Nathacha Alexandroff , Caroline Andrieux, Yves Archambault, Micheline Baril, Joanne Bastien, Gérard Beaudet, Anne Bélanger, Anne-Christine Bellefeuille, Marcel Bernier, Marie-Josée Bonin, Daniel Bouchard (CRE), Pierre Brisset, David Brown, Dinu Bumbaru, Marco Carpinteyro, Joanne Castonguay, Xavier Ceccaldi, Gilles Chatel, Jean-Robert Choquet, Jérôme Côté, Philippe Côté, Georges Coulombe, Richard Deslauriers, Mario Dufour, John Dunn, Françoise Epsie-Bourseau, Élie Farah, Gilles Fortin, Céline Germain, Jean-François Gilker, Louis J. Gouin, Pascal Harvey, Sylvain Henry, Robert Jean, Florence Junca-Adenot, Joanne Lalumière, Louise Lanctôt, Jean-Claude Laporte, Suzanne Lareau, Jean Laurin, Gilles Lauzon, Jocelyn Leclerc, André Lefebvre, Julie Linteau, John MacLeod, Ginette Major, Robert Manningham, Jean-Claude Marsan, Victor Matte, Éric Michaud, Nancy Neamtan, Christian O’Leary, Luc Paquin, Louise N. Pelletier, Jean Perron, Adam Pétrin, Denis Poirier, Claire Poitras, André Poulin, Denis Proulx, Ron Rayside, Amélie Richard, Pierre Richard, Denis Rochon, Richard Roussel, Martine Thériault, François Therrien, Sophie Thiébaut, Jean-Marie Toulouse, Marc Tremblay, Karine Triollet, Paul-Antoine Troxler, Richard Vézina Companies and organizations who assisted Agence métropolitaine de transport, Altus Géocom, Andrews Infrastructures, Aqua Diag Inc., Sud-Ouest Borough, Ville Marie Borough, Atelier Dédale, Bang Marketing, Bell, Bernard Bouchard, vidéaste, Canadian National (CN), Board of Trade of Metropolitan Montreal, Christian Thiff ault, architecte, Architecture + Design urbain, CIMA+ Inc., Claude Cormier, architecte de paysage, Commission des services électriques de Montréal, Chauff age et climatisation urbain de Montréal (CCUM/ Dalkia Canada), Compilation Data Traffi c Inc., Communications André Bouthillier, Consortium Dessau / Groupe SM, CON_TEX_TURE, Convercité, Denise Morin, traductrice, Fasken Martineau DuMoulin, France Gascon, Muséologie et art public, GVA Devencore, Gaz Métro, Genivar, Gilles Arpin Éclairage Public, Groupe Altus Ltée, Groupe Cardinal Hardy, Groupe Conseil Lasalle, Groupe Séguin experts-conseils Inc., Héritage Montréal, Horwath HTL, Hydro-Québec, Imprimerie l’Empreinte, Infrastructel, Interlope Multimédia, Jules Bélanger, signalisation, Langlais et Associés, MSC Réhabilitation inc., Ministère des Aff aires municipales, des Régions et de l’Occupation du territoire du Québec, Ministère du Développement durable, de l’Environnement et des Parcs, Ministère des transports du Québec, Parks Canada, Patrick Boisclair, webmestre, Plani-Cité, Quartier international de Montréal, R42 Communication Inc., Raymond Chabot Grant Thornton, Réseau de transport de Longueuil, SACL Inc., Simbioz, SNC-Lavalin, Société d’habitation et de développement de Montréal, The Jacques Cartier and Champlain Bridges Incorporated, Société de transport de Montréal, Solaris Labs, Stationnement de Montréal, Terratech, Terry Liston, traducteur, Textecom Inc., Transports Canada, Travol Inc., UMA, Urban Soland, Ville de Montréal, Volume 2

Photographs, plans, illustrations Portraits Printing Translation Société du Havre de Montréal (à moins d’indications contraires) Pierre Bélanger, Volume2 Imprimerie L’Empreinte Terry Liston, Portes de l’Amérique-Conseil Marie-Claude Hamel

ISBN 978-2-9811033-0-7 Société du Havre de Montréal Dépôt légal – Bibliothèque et Archives nationales du Québec, 2009 740, rue Notre-Dame Ouest, 12e étage, bureau 1234 Dépôt légal – Bibliothèque et Archives du Canada, 2009 Montréal (Québec) H3C 3X6 © Société du Havre de Montréal Tél.: 514.872.9345 www.havremontreal.qc.ca