Les amoureux de Montréal – the city at 350

15 May

Les amoureux de Montréal by Jacques Giraldeau, National Film Board of Canada

Stumbled upon this fascinating documentary about Montreal, released by the NFB in 1992.

It explores what seems to be a favoured theme amongst local documentarians – the city in a state of transition.

1992 was one of those years – an anniversary year, the city’s 350th. The city had been remodelling itself in preparation for the anniversary for the preceding six years, largely under the direction of the Doré administration.

The emphasis was principally on city beautification, though two iconic skyscrapers – 1250 René-Lévesque Ouest and 1000 de la Gauchetière – would join the skyline, completing a broader effort to increase class-A office real-estate in the city (the redevelopment of McGill College and the Montreal World Trade Centre occurred at roughly the same time). There are some excellent shots of the towers going up.

This is also the time the Biodome and Biosphere came to be, new parks and public spaces were created, museums expanded etc. The film seems to switch back and forth between optimism for what the future might hold and a somber reflection on an apparent loss of status. The film presents reflections on the city as love letters.

It can be ironic in hindsight, albeit understandably so given the context of the city at that time. Early on the narrator bemoans the ‘loss of port and rail, the over-reliance on cars and how we’ve fallen behind in public transit’.

Today we would see things a bit differently – 1992 was 21 years ago after all, and times and attitudes really do change. Today’s public transit network is fairly sophisticated and broader than it was back then. We’re still over-reliant on cars but at the very least urban depopulation may have been somewhat successfully cut back. As to the port, well it moved further east, out of sight but hardly out of mind. And we’re still the rail king of North American cities, not to mention the interaction between these elements of our infrastructure maintains our position as a leader in transportation.

This film is heavy on design and architecture in a way that reminds me of what seemed to be a trend from the era. I remember a host of books published at the time, not to mention the recent arrival of the Canadian Centre for Architecture, and all of it coming together in a kind of architectural reawakening, as though the citizens saw the gems that lay before them for the first time.

Like we all suddenly realized ours is a good looking city only when the film crews starting popping up all over the place throughout much of the 1990s.

In any event, have a look – I’m sure you’ll enjoy. A must for all Montrealophiles.

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Sainte Louise Harel – Les mêmes causes produisent les mêmes effets

6 May

That's the most relaxing smile I've ever seen...

That’s the most relaxing smile I’ve ever seen…

Well, the first post on this site from someone other than myself. My first contributor!

And he’d prefer to remain anonymous…

Perhaps it’s best. He’s been working for the city for a while now, and has the pulse of the city like few people I know (though, given his job, it’s not surprising he’s so knowledgeable, few would care to ask his opinion. There are many people invisible to politicians). We got into a conversation about the merits of Louise Harel as mayor, and he lent me an earful about her and Vision Montreal.

I asked if he’d write an article to express himself and he obliged under the condition of anonymity.

So without further adieu, may I present you l’Heptade du Sainte Louise Harel…

1. Benoît Labonté et l’aveuglement volontaire de Louise Harel

Suite à un différent avec Gérald Tremblay, Benoît Labonté, maire de l’arrondissement Ville-Marie, a quitté la formation politique Union Montréal en septembre 2007. Il est devenu chef de Vision Montréal en 2008, au terme d’une campagne à la chefferie à l’évidence très coûteuse : lancement en grande pompe en mars au SAT, conclusion sur une scène circulaire entourée d’écrans géants au plasma en mai à la TOHU. À l’hiver 2009, il s’est lancé en pré-campagne à la mairie de Montréal, à nouveau en dépensant à l’évidence beaucoup d’argent, notamment pour la location de panneaux publicitaires géants dispersés un peu partout dans les stations du métro. Le 3 juin 2009, il a cédé la chefferie de Vision Montréal à Louise Harel, dont il devint le président pré-désigné de son futur comité exécutif.

Vision Montréal était à l’époque un parti politique sans le sou. Mais alors, d’où tout cet argent dépensé lors de la campagne à la chefferie puis de la pré-campagne à la mairie pouvait-il provenir ? En octobre 2009, en pleine campagne électorale, on allait apprendre que l’entrepreneur aujourd’hui tristement célèbre Tony Accurso avait été le principal financier de Benoît Labonté. Plus tard, on apprendrait qu’un autre entrepreneur, Lino Zambito, a pour sa part financé la campagne électorale de Benoît Labonté. Si à ce jour ces deux noms, Tony Accurso et Lino Zambito, sont les seuls à être sortis publiquement, on a toutes les raisons de suspecter qu’ils ne furent pas les seuls à avoir financé Benoît Labonté.

Louise Harel n’a jamais raté une occasion de faire état de l’aveuglement volontaire dont a fait montre durant tant d’années Gérald Tremblay, soulignant qu’en contrepartie de son titre de maire, il avait ni plus ni moins que remis les clefs de la Ville à un groupe de personnages douteux, Frank Zampino, Bernard Trépanier, Martial Fillion, Robert Cassius de Linval, Robert Dutil et autres. Or, c’est exactement ce que Louise Harel comptait elle même faire avec Benoît Labonté. Ainsi, les tandems Tremblay-Zampino et Harel-Labonté paraissent parfaitement interchangeables.

Le 14 octobre 2009, le scandale Labonté éclatait. Louise Harel soutint alors « ne pas avoir de doutes sur l’intégrité de son second » (Rue Frontenac, 16 octobre 2009). Le 18 octobre, désormais convaincue de sa culpabilité, elle lui demandait de se retirer de la campagne et l’expulsait de Vision Montréal.

L’aveuglement volontaire dont a fait montre Louise Harel vis à vis de Benoît Labonté jette un doute suffisant autant sur son jugement que sur ses mœurs politiques pour la disqualifier en tant que candidate à la mairie de Montréal.

2. Louise Harel doit rembourser 180 000 $ en lien avec l’élection de 2009

L’artile 447,1 de la Loi sur les élections et les référendums dans les municipalités (LERM) stipule qu’un électeur ne peut consentir un prêt supérieur à 10 000 $ à un parti politique, non plus que se porter caution d’un prêt supérieur à ce montant contracté auprès d’une institution financière. L’article 475 stipule pour sa part qu’une municipalité rembourse 50 % de leurs dépenses électorales aux partis politiques ayant obtenu le minimum de 15 % du vote.

Peu après la campagne électorale de 2009, Louise Harel a personnellement cautionné un emprunt bancaire de 230 000 $ et a convaincu 14 élus de Vision Montréal de cautionner chacun un emprunt de 20 000 $, pour un total de 280 000 $. Vision Montréal a ainsi disposé de 510 000 $ à injecter dans la campagne. Or, la loi ne permettait qu’un cautionnement de 10 000 $ par individu, soit 150 000 $ pour Louise Harel et les 14 autres élus concernés chez Vision Montréal. La différence entre 510 000 $ et 150 000 $ est 360 000 $ : ce dernier montant a constitué un financement illégal de la campagne électorale de 2009.

Se prévalant de l’article 475 de la loi, Vision Montréal s’est fait rembourser 50 % de ses dépenses électorales, incluant pour les 360 000 $ de financement illégal. Les contribuables montréalais ont ainsi payé 180 000 $ en trop à Vision Montréal.

Avant de prétendre concourir à la mairie de Montréal en 2013, Louise Harel doit commencer par rembourser à la Ville ces 180 000 $ payés en trop à Vision Montréal par les contribuables montréalais suite à l’élection de 2009.

3. Louise Harel doit rembourser 108 165,27 $ en lien avec l’élection de 2009

Vision Montréal a investi 1,2 M$ dans la campagne électorale 2009. Ne disposant pas de tant d’argent, le parti a contracté une dette auprès d’une institution financière. Suite à l’élection, les contribuables montréalais ont versé à Vision 50 % de ses dépenses électorales, dont les 180 000 $ vus plus tôt. Ce versement fermait la comptabilité de l’élection de 2009, c’est-à-dire que les contribuables montréalais ne devaient plus rien à Vision Montréal en lien avec cette élection.

Vision Montréal ayant vu ses financements autonomes diminuer drastiquement suite à tous les scandales dans lesquels baigne la politique montréalaise depuis 2009, ce parti fut incapable d’assumer les charges de sa dette électorale de 2009. Louise Harel a alors pris la décision d’utiliser à cette fin l’Allocation aux partis et les fonds de Recherche et secrétariat alloués par la Ville à Vision Montréal. Les contribuables montréalais ont de cette façon continué de payer pour l’élection de 2009, ce qui est contraire à l’esprit de la loi. En 2010 et 2011, Vision Montréal a ainsi versé à son institution financière 108 165,27$ au titre des paiements d’intérêts sur sa dette électorale de 2009.

Avant de prétendre concourir à la mairie de Montréal en 2013, Louise Harel doit commencer par rembourser à la Ville ces 108 165,27$ payés en trop par les contribuables montréalais en lien avec l’élection de 2009.

4. Louise Harel doit rembourser les 25 000 $ à 30 000 $ reçus de Lino Zambito

Le 15 octobre 2012, comparaissant devant la Commission Charbonneau, le promoteur Lino Zambito a reconnu que lors de la campagne 2009, il avait remis à Benoît Labonté une enveloppe contenant entre 25 000 $ et 30 000 $ d’argent comptant. Louise Harel s’est toujours montrée fière d’avoir expulsé son bras droit de Vision Montréal aussitôt qu’elle a su ses liens avec Tony Accurso : Benoît Labonté a certes été expulsé, mais Vision Montréal a conservé l’argent qui lui avait été remis illégalement.

Avant de prétendre concourir à la mairie de Montréal en 2013, Louise Harel doit commencer par rembourser à la Ville ces 25 000 $ à 30 000 $ versés par Lino Zambito à Benoît Labonté au cours de la campagne électorale de 2009.

5. Louise Harel se reconnaît coupable de 18 fraudes et paie une amende de 8 500 $

Le DGEQ (Directeur général des élections du Québec) a poursuivi Louise Harel et Vision Montréal relativement aux 510 000 $ de cautionnements illégaux de la campagne électorale de 2009.

Durant deux années et demie, Louise Harel a soutenu qu’il s’agissait d’une « erreur de bonne foi », alléguant qu’elle ne connaissait pas les dispositions en cause de la LERM. Chacun sait que nul ne peut prétendre ignorer la loi. L’argument de la méconnaissance de la loi est d’autant plus irrecevable de la part de Louise Harel qu’elle est avocate de formation et qu’elle a 35 années d’expérience politique.

Le 20 juin 2012, Louise Harel s’est rendue à l’évidence et a résolu de plaider coupable à 18 constats d’infraction à la LERM. En conséquence, elle a été condamnée à payer une amende totalisant 8 500 $. Michael Applebaum, alors président du comité exécutif de Gérald Tremblay, a immédiatement évoqué sa démission : « C’est inacceptable qu’une ancienne ministre des Affaires municipales, aussi chef de l’opposition à l’hôtel de ville, n’ait pas respecté la loi électorale. Je crois que Mme Harel devrait commencer à questionner sa présence au conseil municipal » (TVA Nouvelles, 21 juin 2012).

Toute personne de bonne foi admettra que s’étant avouée coupable de nombreuses fraudes électorales, Louise Harel s’est disqualifiée en tant que candidate à la mairie de Montréal.

6. Louise Harel continue de faire du «financement sectoriel»

L’article 431 de la LERM fixe une limite de 1 000 $ par année aux contributions d’un électeur à un parti politique municipal. Seules les personnes physiques ayant statut d’électeur sont autorisés à financer un candidat ou un parti politique.

Dans l’esprit de la LERM, la limite de 1 000 $ a été fixée dans le but de permettre à un candidat, à ses proches désireux de l’encourager, ou encore à un militant vraiment convaincu de la valeur du message véhiculé par le candidat et/ou par le parti politique auquel il appartient, de contribuer significativement à une campagne électorale. Les trois années de scandales qui culminent présentement avec les audiences publiques de la Commission Charbonneau ont mis en lumière divers stratagèmes couramment utilisés pour contourner la loi. L’un d’eux consiste pour les partis politiques à tenir des activités de financement ciblant les entrepreneurs, firmes de génie-conseil, bureaux d’architectes, firmes de communication ou cabinets d’avocats dont l’admission est fixée entre 500 $ et 1 000 $ par individu. Dans le jargon politique, on parle alors de « financement sectoriel ». Les entreprises privées qui dépêchent une ou plusieurs personnes à de telles activités de financement s’attendent à un retour d’ascenseur sous forme de contrats publics une fois le parti politique en cause arrivé au pouvoir.

Le financement sectoriel est aujourd’hui dénoncé par l’ensemble de la population montréalaise autant que québécoise. Louise Harel n’a de cesse d’assurer avoir assaini les mœurs financières historiquement douteuses de Vision Montréal. Pourtant, elle continue de tenir des activités de financement sectoriel, grossièrement maquillées en « rencontres thématiques » et autres « déjeuners-causeries ».

En juin 2011, Louise Harel a tenu une telle activité ciblée sur les promoteurs actifs dans le secteur Griffintown de l’arrondissement Sud-Ouest, contrôlé par Vision Montréal. Elle a récidivé en janvier 2012, en ciblant le même groupe de promoteurs. Ces deux activités ont rapporté 14 500 $ à Vision Montréal.

Quand La Presse a publié cette information, le 12 novembre 2012, Louise Harel a admis que ces activités contrevenaient à la Loi sur le lobbyisme, puisqu’aucune des personnes présentes n’était inscrite au registre des lobbyistes. Soraya Martinez, directrice générale de Vision Montréal, a pour sa part soutenu que les individus présents « sont venus comme citoyens et non comme promoteurs ». Quant à Benoît Dorais, maire de l’arrondissement Sud-Ouest, il a soutenu avoir simplement « échangé avec des entrepreneurs. Ce sont des citoyens comme les autres, au même titre que la coiffeuse qui m’interpelle au IGA » (Le Devoir, 13 novembre 2012).

Toute personne de bonne foi admettra que par sa persistance à tenir des activités de financement sectoriel, a fortiori dans le climat actuel de perte de confiance du public à l’endroit de la classe politique, Louise Harel s’est disqualifiée en tant que candidate à la mairie de Montréal.

7. La double rémunération publique de Louise Harel

Dans le contexte des scandales à répétition des dernières années et de la tenue des audiences publiques de la Commission Charbonneau, la classe politique municipale toute entière fait l’objet d’un lourd discrédit. Le 12 décembre 2012, Louise Harel a choisi d’en rajouter en dénonçant la faible contribution des élus montréalais à leur régime de retraite : Finir de briser le lien de confiance entre la population et leurs élus municipaux, que ne voilà un bon moyen de se faire du capital politique ! s’est-elle dite.

Les élus montréalais cotisent 25 % à leur régime de retraite, la Ville 75 %. Louise Harel propose que ce soit 50 % – 50 %. Tout le monde est d’accord avec cette proposition. Le problème ne se situe pas au niveau du message, mais de la messagère.

Le régime de retraite des élus municipaux montréalais correspond à 2 % de leur salaire annuel pour chaque année de service. Ainsi, un simple conseiller qui siège huit ans au conseil municipal aura droit, à partir de 65 ans, à une rente représentant 16 % de son salaire, soit environ 9 000 $ par année.

Considérons maintenant le cas de Louise Harel. Elle touche 120 000 $ de retraite de l’Assemblée nationale (Canal Argent, 4 mai 2011), en plus des 107 000 $, allocation de dépense incluse, que la Ville de Montréal lui verse à titre de chef de l’Opposition officielle. Cette double rémunération publique lui assure un revenu de 227 000 $ pour l’année 2012. Mieux, ses quatre années passées à l’Hôtel de Ville lui procureront un supplément de retraite de 7 500 $ par année. Si donc elle devait quitter la politique municipale au terme du présent mandat, elle toucherait une retraite totalisant autour de 130 000 $ par année.

Qui encaisse une rémunération annuelle de 227 000 $ et est assurée de toucher 130 000 $ par an après un mandat à la Ville est drôlement culotée de dénoncer ceux et celles qui devront se contenter de 9 000 $ par année au terme de deux mandats.

Louise Harel soutient qu’elle n’est pas en situation de double rémunération publique puisque sa retraite de Québec « proviendrait plutôt des cotisations qu’elle a payées durant sa carrière » (TVA Nouvelles, 13 décembre 2012). Cette affirmation est fausse dans une proportion de 78 %, puisque les élus de l’Assemblée nationale ne cotisent que 22 % à leur régime de retraite (Le Journal de Québec, 15 janvier 2011).

Rappelons que Pierre Bourque, fondateur de Vision Montréal, le parti que dirige Louise Harel, a renoncé à son salaire d’élu lorsqu’il est devenu maire, en 1994. Se disant satisfait de la retraite de 72 500 $ qu’il recevait de la Ville, il a créé la Fondation du maire de Montréal pour la jeunesse, à laquelle il a remis 700 000 $ au cours de ses deux mandats (La Presse, 13 décembre 2012). De Pierre Bourque à Louise Harel, c’est une certaine éthique du service public qui a été liquidée à Vision Montréal.

En estimant acceptable de toucher deux revenus publics, l’un versé par l’ensemble des contribuables québécois, l’autre par les seuls contribuables montréalais, Louise Harel a fait montre d’une avidité qui trahit l’héritage de Pierre Bourque et la disqualifie en tant que candidate à la mairie de Montréal.

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An Ocean Liner to Boost Casino Revenue

4 May

Really wish I had taken this - props to whoever did. The Casino, previously the Québec and French pavilions of Expo 67.

Really wish I had taken this – props to whoever did. The Casino, previously the Québec and French pavilions of Expo 67.

So Loto-Québec is planning on introducing drinking on the floors of the province’s four casinos, as part of a broader effort to update and modernize the casinos to increase revenue and draw higher attendance. Currently both are down, prompting the péquiste health minister (?) to state “it’s time we got our heads out of the sand and ensures our casinos can be competitive.” As it stands, Québec’s casinos are the only casinos in North America where the consumption of alcohol is not permitted on the gaming floor.

The plan is that, by getting on board with open drinking on the gaming floor, many more people will visit and revenues will increase. Gérard Bibeau, the head of Loto-Québec believes nearly $100 million in lost revenue could be generated (though it seems he’s basing this calculation on the idea that attendance is down specifically because drinking isn’t permitted. I would hope attendance is down because a sufficient number of people would rather save their hard earned money rather than risk it). Bibeau suggests that the $100 million figure represents what could have been pulled in by the casinos if not for a 4% drop in attendance over the past few years.

Hmmm. What’s been happening that might convince people to stay away from casinos for the past four or five years…?

Loto-Québec’s prohibition of drinking while gambling on the casino floor is certainly particular, especially when you consider that it’s not a prohibition on drinking and gambling in the wider sense. Anyone can drink and gamble themselves into oblivion at video lottery terminals (VLTs) located in every dive bar in the province – and plenty have (though officially the bartender is supposed to discourage this, if I’m not mistaken). And from my experience working in dépanneurs I can tell you drinking and gambling certainly go together, though it has never been my experience that these activities ever did anyone any good.

But I digress.

Many moons ago it was a lovely Tuesday night in the suburbs and my buddies and I were bored. We were young, temporarily unimaginative yet also cognizant that we couldn’t quite figure out what to do with ourselves. So we piled into a car and took off for the Casino de Montréal. It was my first and last time there and I broke even, winning and then losing $100.

The first thing I really took notice of was a geriatric sitting in a pink jumpsuit, slumped ever so slightly over on one side, an oxygen tank leaning against her high chair. She had a neon yellow elastic chord attached from her jumpsuit pocket to a debit card locked into a one-armed bandit, pressing the button as though in a trance.

These are not the people we want in our casinos (admittedly I’m making a jugement call here, but she did not appear to be a high-roller; she looked like a senior citizen gambling away her pension cheque). Adding drink to the mix will make this problem worse. We want other people’s money – tourist money.

When the Casino de Montréal opened in 1993 it was a bit of a big deal. It’s a surprisingly large casino by Canadian standards, featuring over a hundred gaming tables and 3,200 gaming machines, not to mention the bars and restaurants (three and four respectively) as well as the cabaret and assorted meeting and banquet facilities. As intended, it’s open all day every day of the year and is located far from the city, isolated from the pedestrian and public transit pace of the downtown core on Ile-Notre-Dame. It came to be a year after the city’s 350th anniversary as part of a series of civic improvement projects instituted by Mayor Doré. In this particular case, it allowed for two iconic Expo pavilions to be preserved and rendered permanent. As such, it is peculiar for a casino, as it features low ceilings, natural sunlight and openly encourages its patrons to step away from the tables to smoke, drink and socialize.

When it opened, it was supposed to be classy. The restaurants were top-notch, the chefs and wine selection unbeatable. There was even a dress code – jackets and ties for men, no hats, no jeans etc.

I think this is something we should maintain. Everything about our casino, as initially intended, was almost designed to de-emphasize the gambling. It’s not a big gray box. It doesn’t disorient the patrons by omitting windows. It invites patrons to step away from the gaming, to go outside and get some fresh air. These are design elements we should continue to value.

There’s no doubt our casino and state-regulated gambling is useful – it funnels money from the people’s pocket back into the government purse. Loto-Québec is a provincial crown corporation whose mandate is ‘to operate games of chance in the province in an orderly and measured way’ and I would argue strongly they do a generally good job, even though I’m morally opposed to the practice in the first place.

I suppose it’s not so bad if it’s rich people who’re losing their money – they can afford it.

But all too often casinos wind up preying, even if indirectly, on the poorest elements of society – they people most desperate for a financial break are all too often those with bad finances and who exercise poor jugement with their money. And whereas there once were controls – like the dress code and limitations on drinking on the playing floor – these have been shelved to accomodate the poor yet regular patrons who provide the bulk of the casino’s revenue during a prolonged period of economic instability, such as we’re experiencing right now.

But my question is this. Is this really the best way to increase revenue? How much extra coin could this actually produce?

And why look to locals as our main source of casino revenue?

And why isn’t Montreal’s casino generating money specifically for our own needs? The city could use revenue generated by the Casino de Montréal more immediately and doubtless more efficiently. As an example, with new legislation, the Casino de Montréal’s revenue could be re-directed towards costly and necessary infrastructure improvements to local schools (you’ll no doubt recall many local schools have severe mould and asbestos problems). Or to provide scholarships and bursaries for post-secondary education. Or to help defray the massive cost overruns of the new hospitals. or to improve public transit. The list goes on. As it stands today this money is sent to Québec City, where I suppose it’s moved back into general revenue.

This doesn’t help us much at all, yet Montréal is on the hook for nearly every negative repercussion from casino operations in the city – everything from the social problems associated with gambling addiction in our poorest neighbourhoods to the inevitable suicides and road accidents that happen on the otherwise deserted junction of Ave. Pierre-Dupuy and the Pont de la Concorde.

So let’s do something different.

The city ought to take in a greater share of our casino’s revenue, but we can’t argue this position unless we’re willing to provide our own plan to increase attendance and revenue. Thus, I would argue strongly that the city should look to acquire the single greatest missing piece from our casino’s master plan – a hotel – and assist in redeveloping the Casino de Montréal with a new hotel & resort component. This in turn could be part of a larger plan to increase the use and revenue generated by all the diverse functions of parc Jean-Drapeau.

But where would we build a hotel? Ile-Notre-Dame doesn’t have much space to support a large hotel, and construction may render the island temporarily unusable.

Permanently mooring a cruise ship or ocean liner within proximity of the casino presents us with an interesting possibility to get everything we need for a major casino expansion without having to build much. It would allow us to rather suddenly put a lot of hotel space more or less in the centre of the city’s park islands. Rather than building new we simply tow a full expansion into position. It would look good, it would be exceptionally unique and would further serve to provide a lot of direct financial stimulus for our otherwise underused (and at times worn-down) parc Jean-Drapeau.

Inter-island Channel, Parc Jean-Drapeau

Inter-island Channel, Parc Jean-Drapeau

And wouldn’t you know it, we could park a cruise ship or old ocean liner right here between the inter-island bridges. One would fit perfectly (though we might have to dredge the channel and temporarily remove one of the bridges) and I think in a broader sense fulfill a grander scheme for the park islands. I’ve often felt that this grand playground lacks any unifying cohesiveness – it’s simply the space we put all the stuff we can’t place elsewhere. We’ve purposely concentrated a lot of diverse entertainment in one space and have done well in maintaining that space’s utility within the public conception of the urban environment. Yet it’s still very detached, isolated even, from the rest of the city.

I feel a floating hotel solves more than one problem, using the location’s relative isolation to its advantage. For locals and people from the region, it could provide a much-needed ‘urban resort’, a place to get away from it all that’s oddly located in the middle of everything. For foreign tourists or families on vacation, it provides a hotel in a controlled environment almost exclusively dedicated to family friendly activities. Re-instituting the dress code and prohibiting drinking from the gaming floor in this newly expanded casino could serve to help sell the image of a classy and unique vacation experience catering to a wide variety of tastes.

Think about it – Parc Jean-Drapeau is a large multi-use park with a considerable natural component, occupying roughly the same amount of space as Mount Royal Park (2.1 square kilometers). It features, among others, a beach, an aquatics centre & rowing basin, manicured parks and trails, an amusement park, a historic fort and a premier outdoor concert venue. Placing a hotel in the middle of it, associated with the aforementioned casino, would surely drive up revenue not only for the casino but everything else going on at the park as well. It could conceivably make the park more useful during the winter months and provide sufficient new revenue so as to redevelop the Biosphere, Helene-de-Champlain restaurant and give the whole place a facelift too. And I don’t think it would take much of anything away from the city’s existing hotels as, from my experience, parc Jean-Drapeau is nearly exclusively used by locals, being perhaps a little too detached for tourists.

SS United States by Wikipedia contributor Lowlova

SS United States by Wikipedia contributor Lowlova

For your consideration, this rather handsome looking (and famous) ocean liner, the SS United States, can accomodate 5,000 people and is in desperate need of a buyer to keep her from the breakers. The idea of permanently mooring an ocean liner somewhere in the Old Port isn’t entirely new either. Aside form the fact that it’s already been done elsewhere, our own Mayor Drapeau wanted to use an ocean liner to house Olympic athletes during the `76 Games, with the idea being that the ship would be converted into a floating hotel, casino and convention centre afterwards as part of a broad facelift for the Old Port. His preferred vessel was the SS Normandie.

Definitely worth reconsidering, in my humble option.

If you happen to be looking to buy a cruise ship, look no further.

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Montreal Goonery Inspires The Wall

30 Apr

So here’s the deal.

It’s the night of July 6th 1977 – Olympic Stadium is filled to capacity with a heaving mass of 80,000 die-hard Pink Floyd fans. Two records were broken that day – one for concert attendance at the Big O and one for ticket cost, the then unheard of price of $10. A momentary lapse of jugement pre-show, backstage, resulted in a foot injury for Roger Waters, one for which he would seek treatment at a local hospital afterwards. It was during the ride from the hospital back to the hotel that Rogers would, for the first time, articulate his desire to erect a massive stage between him and the audience. That was the night The Wall was born, arguably the band’s cumulative creative magnum opus.

It was also the album that broke the band.

It was muggy. Waters graced the front page of the Gazette, though with a cautionary note that the band liked its privacy, an omen perhaps of what was to come. Talk that week had been of Bill 101 and its implications. The day before a troop of overly enthusiastic teenagers had paraded through the downtown streets at lunch hour singing ‘O Canada’ to the bewildered looks of bystanders, one of many misguided federal government efforts to promote Canadian Unity after the election of the PQ in 1976.

These were strange and eventful days, the kind I feel we’ve grown accustomed to over the years. This city is its own trip.

Copious amounts of hash smoke billowed from the open roof of the still incomplete stadium, smouldering like an ashtray under clear skies. People were excited, as this was a party no one wanted (or would) forget. Ask any old hippie in the city, chances are they were there and witnessed history, though they didn’t realize it at the time.

The crowd’s exuberance quickly earned Waters’ scorn. 1977′s In the Flesh tour had been the first in which the band played almost exclusively in stadiums, something none of the members were particularly fond of. But record sales and record-label requirements compelled to band to perform for one of the best attended tours in rock history.

Indeed, albums such as Dark Side of the Moon was specifically conceived of as to be played, ideally, in concert halls – with the associated decorum expected. Waters’ frustration with some of the more boorish elements in the crowd that night would lead to an altercation where he reportedly spat in the face of a drunken fan (the specifics of the incident may have been lost to time).

Montreal crowds – what can I say. They shot off their own pyrotechnics and screamed and hollered all throughout. You can actually hear someone yell ‘Rock n’ Roll!’ at 13:53, and hear Roger’s first verbal assault on the crowd comes in at 33:32.

Regardless, the crowd was insatiable (and at least well-behaved enough for the band to play for over two and a half hours in total), as you can hear in the recording posted above. But it was all getting to be to much. At around 2:08:00 in the recording Rogers excoriates a small group that had begun to riot near the front of the stage. The band launches into the first encore – Us and Them (which Waters points out is a soft, tranquil song) – and you can hear some people in the crowd echoing Gilmour’s request that people sit down and relax.

Unfortunately that’s where this recording ends – the band would perform Us and Them and then a prolonged twelve-bar ‘bluesy’ outro number, albeit to Gilmour’s protestations, while their crew disassembled and packed away the more valuable pieces of the tour kit. At some point later on in the night some fans actually tried to prevent the band from leaving by blocking an exit.

Suffice it to say Pink Floyd escaped unharmed and, rather amazingly by local standards, the crowd didn’t riot, as it did under arguably different circumstances in 1992 when Axl Rose decided to axe an equally hyped Guns n’ Roses/Metallica double-bill.

The next day the Gazette reported it as a massive achievement, setting the highest possible bar for all rock concerts to come, and one more reason the Big O was going to be a big success and a boon for the city.

What they couldn’t report on was that Roger Waters and David Gilmour walked away from the concert feeling more detached from their fans than ever before. In the drive back from the hospital Waters got into a conversation with a psychiatrist (a friend of the tour manager driving the car) and formulated the root of The Wall’s over whelming theme of post-modern isolation. Though by Waters’ own admission he had been struggling to articulate his sentiments (a point likely further exhausted by the ambitious performances and tour schedule) the tour’s grand finale in Montreal and the events that had transpired between the band and arguably their most ardent fans that night resulted in the band’s single greatest, perhaps broadest artistic achievement (personally I think Dark Side of the Moon, Animals and Obscured by Clouds to be better albums, albeit somewhat less accessible, but I digress).

So there you have it, Montreal Goonery inspired the wall.

-Coda-

If things go south at the Stones show, does it mean they’ll crank out something that tops Exile on Main Street?

-Coda II-

The audio isn’t great on this recording but is about as good as you might expect, I’m going to see if I can try and clean it up. If so I’ll re-post. Enjoy it.

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Meet Your Next Mayor

28 Apr

Ensemble nous allons définir une belle avenir pour Montréal.

Projet Montréal’s Richard Bergeron, the only legitimate mayoral candidate in Montréal’s 2013 municipal election, isn’t looking to tell you about his party or its ideas, but rather wants to hear what you have to say first.

This is real leadership. Not the pseudo drama of the Coderre campaign. Not the plagiarism of the Harel campaign. Not the slow-motion implosion of Union Montréal.

In fact, he’s not campaigning at all.

This is the opposite of campaigning. It’s listening, something a real leader does, and a mere politician all too often fakes.

We need to ask ourselves a serious question – do we want four more years of the status quo, or do we want to build a better city – for all Montréalais – starting tomorrow.

When it comes to electing a mayor for Montréal, my money’s on the trained academic architect.

I’ve had enough of career politicians.

It’s time to get our pride back.

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The Tramways Issue & the Future of Montréal Public Transit

28 Apr

Of the various videos I looked at that featured archival footage of the city and the tramway we once had, this one was the least schmaltzy. Enjoy. It appears as though the STM’s choice of narrator certainly has no beef peppering his orations with English loan-words and anglicisms. I wonder if this was done on purpose to attract a wider audience or reflect the French as it is all too often spoken in Montreal.

Curious stuff…

Anyways.

I didn’t have a chance to get into too much detail on Daybreak, so I figured I’d offer the coles notes version here. Here’s the truncated version of my thoughts on the issue – I’ve expanded below further below.

1. Before we expand our public transit network or implement new systems, let’s ask ourselves whether we can do better with what we have. In sum, let’s prioritize renovation before expansion.

2. There have been many LRT/Tram proposals that have been floated about since we foolishly eliminated the system several years before the city even began construction of the Métro. Trams and LRTs have been proposed (or are being proposed) to connect Brossard and the Sud-Ouest district with the downtown, to connect the city to the airport, to replace the near totally unused 715 bus route, to run on Cote-des-Neiges Road, Parc Avenue (replacing the high-capacity articulated and express buses), Boul. René-Lévesque, Pie-IX and Peel Street (etc.) and even as a potential replacement for express buses running to and from suburban bus depots conveniently co-located at major area shopping malls. If we ever do get around to building any of this, we really should look to build as much of it as quickly as possible and using the same vehicles to streamline efficiency. Developing several different types of trams and/or LRTs is completely illogical.

3. Any new tram or LRT system built in the city should use a reserved lane and be given absolute right of way. If trams are getting bogged down in vehicular traffic (as they do in Toronto), they’re not really helping anyone at all.

4. Tramway routes should be designed to fill the gap between the bus and Métro network. I’d even go so far as to argue trams would be best used to completely supplement buses in the most densely populated parts of the city, allowing buses to be re-directed to suburban routes.

Some questions we should consider:

Are we optimizing the value of what we already have?

Is our existing system as efficient as it could be?

Do we have adequate services?

Could our diverse public transit services use a facelift?

There’s no better example, in my opinion, of how little control Montréal has over its public transit system than the news of the past weeks and months. The Fed wants to invest $5 billion in a new Champlain Bridge, but refuses to use that money for any other public transit purpose. They also insist that this money could not be used to construct an LRT system on the new bridge to serve South Shore commuters, that tolls are the only way to pay for it and that the original Champlain Bridge would have to be destroyed afterwards.

Meanwhile, the place-holder péquiste government insists that it wants the Fed to pay for an LRT on the new bridge, that it will spend $28 million to study a financing initiative, that it prefers spending $1 billion to extend the Blue Line east towards Anjou and St-Leonard, and that no money will be available for tramways development for at least five years.

And then place-holder Mayor Applebaum says that public transit in Montréal requires tens of billions to sustain operations over the next few decades and that no tram could be operational before 2021, some eight years from now. Applebaum won’t be mayor as of this November, leaving promises and proposals in his wake, with nothing actually accomplished.

Mayoral candidate and architect Richard Bergeron makes a good point – taxation could pay for a tram, we don’t need to wait for Québec or Ottawa to green light our transit initiatives.

I like this notion because, quite frankly, we haven’t had a mayor since Drapeau who was determined to lead Montréal, as opposed to letting it be led around by the nose by the often competing interests of Ottawa and Québec City.

We’ve become hostages. Cela doit cesser. Montréal needs to provide the public transit that best suits its citizens and the citizens in its periphery of influence.

As to the bridge, despite the obscene price tag and arguably obsolete transit concept (i.e. of an ultra-wide highway bridge without any high-capacity public transit component), it’s a federal project and we have no real say, at least at the moment. If we want our money better spent we should throw our political support behind either of the two local prime-ministerial candidates in 2015 and hope the oilmen who have taken hold of our nation’s government get swept under by their own operational mismanagement and economic incompetence.

Our city may have better luck negotiating with the PQ, as their minority position and ultra low popularity ratings may be enough to convince them to try and work with their enfant terrible, as opposed to telling Montreal what to do, a losing proposition on any subject.

So it breaks down like this:

The Fed prefers cars and bridges, the PQ prefers the Métro and the city is cautiously suggesting a tram system is in order. The commuter rail network, though valuable, has proven extremely costly to expand with CN and CP generally disinterested in cooperating with the AMT, while the proposed city-to-airport rail link as dead in the water as when they completed the train station in the basement of Trudeau airport’s main terminal some time ago. Aeroports de Montréal was most recently suggesting a monorail, doubtless with its own billion dollar price tag. And though residential expansion off-island has exploded in the last decade, provisions for better STM service in these suburban areas is currently non-existant.

Some commuters living in the Greater Montreal region regularly spend anywhere from two to three hours in traffic, every single day and coming from all directions. This, more than any other factor, is what’s responsible for the degeneration of air quality and the single greatest threat to the long-term viability of sustaining Montreal as a city. As long as we continue to grow, something which I would hope is inevitable, we have to expand public transit service to mitigate the environmental damage caused by so many hundreds of thousands of cars on our roads. Under ideal circumstances, at some point in the future public transit will be the preferred and most convenient method of getting around the metropolitan region. Doing so will not only help us breathe easier and do immeasurable good for the quality of the local environment, but would further serve to allow our roadways longer lifespans and permit vehicle owners to significantly expand the lifespans of their cars. It means savings for the consumer and tax-payer alike over the long-term, something we’d be wise to consider. All the public transit improvement schemes I’ve seen thus far are limited in scope and can only be considered band-aid solutions to far more complex problems.

So where do we go from here?

For one I’d say now is not the time for expansion of the infrastructure of transit, but rather an ideal time to re-imagine, renovate and rehabilitate what we already have.

Why expand the Métro when what we have isn’t being used to its full potential? As an example, the Blue Line remains the least used in the whole system, largely (I would argue) as a consequence of the inconvenience of transferring at Jean-Talon station and the line’s lack of a direct connection with the downtown (consider the popularity and rate of use of the Parc Avenue and Cote-des-Neiges Road express and articulated buses). It just so happens that the Blue Line was originally supposed to intersect the Mount Royal Tunnel at the Université-de-Montréal Métro station. If we were to complete this design the Blue Line would likely operate at full capacity – you’ll notice that trains on the Blue Line are shorter than than the other three. Moreover, the Deux-Montagnes commuter rail line would benefit from an exit at the tunnel’s half-way point and many more potential users.

And it would cost a lot less than an expansion to Anjou. The Blue Line’s proposed eastern expansion would itself be more useful if it offered a more-or-less direct connection with the city centre.

But this brings up two other potential improvements – inter-lining the system and introducing express Métro lines. Inter-lining would permit Métro trains to switch the lines they’re operating on – i.e. a train could go from the Green to Orange line without requiring passengers to switch trains. This could facilitate the introduction of myriad new lines, such as a circular route using the Orange and Blue Lines, or diagonal lines aimed at connecting the first ring urban suburbs and industrial zones directly, as opposed to funnelling everyone through the city core. I can imagine a better distribution of riders this way (which alone could all of a sudden make the while system more useful). Express Métros would simply not stop at certain stations, though this would likely require the development of ‘passing lanes’ or more sophisticated switching and routing systems.

And then there are the improvements that need to be made to most of the existing stations as is, such as basic aesthetic renovations, introduction of elevators for increased accessibility, anti-vandalism treatments (e.g. all those fancy new TV screens don’t have simple plexiglass covers and as such many have been damaged by idiots) and better in-station services, like dépanneurs and public washrooms. Anti-suicide barriers would also be nice.

AMT commuter rail map - 2013

AMT commuter rail map – 2013

With regards to our commuter rail network, this too would be better off without any more expansion. The Train de l’Est project has become a bit of an embarrassment for the AMT, as it is now more than double the initial cost of $300 million and two years behind schedule. On top of it all, there’s an on-going dispute between the AMT and CN as to the new dual-power locomotives and double-decker train wagons procured by the AMT, something which may delay the opening of this train line even further.

Aside from getting this line up and running and finding a solution in which the new train wagons and locomotives could be used, the AMT should prioritize increasing the rate of operation on its network, ideally making all lines run as frequently as the well-used Deux-Montagnes Line (currently the busiest with the highest operational rate of the whole network). Station services need to be improved as well, as almost all are little more than concrete platforms and un-heated glass box shelters; no cafés, no dépanneurs, public washrooms or station attendants. The AMT also has to work out a solution with ADM, CN and CP to establish a rail link to the airport once and for all.

It seems like we’re quick to come up with conceptual renderings of what could be while we drag our collective feet improving that which we’ve already developed. Moreover, I firmly believe the city of Montréal will have to take a leadership role in settling disputes between various transit agencies and the rail giants. We have one of the most comprehensive rail networks of any North American city, but our commuter rail service doesn’t have access to most of the system. Again, an investment in routing and switching technology could help us better optimize what’s already built. City-owned multi-level parking garages at major suburban train stations is another initiative that could maximize the number of commuters, in addition to providing another means of paying for public transit improvements, if not future development. Commuter rail is probably the single best way to get large numbers of people to and from the ever-expanding suburbs, but only if the investment is made to maximize efficiency and convenience.

Proposed Tramway Network developed by the City of Montréal in 2007

Proposed Tramway Network developed by the City of Montréal in 2007

As to the proposed tramways network, there are a lot of good arguments against spending on this kind of public transit at the moment. I would like to see a tram system one day, and believe that it is an ideal system for the city’s urban core, but nonetheless believe we should prioritize making what we already have much better before embarking on new development. François Cardinal provides some excellent arguments to that effect in this article.

I’m in favour of expanding public transit access not only throughout the city, but more importantly in the established suburbs and residential development areas within the broader Greater Montreal region, but I think herein lies one of our biggest problems – we tend to look at public transit either as a city or suburb-specific issue, with various levels of government jostling for different regions of voters. A city such as ours requires better access across the board, no exceptions. Urbanites and suburbanites need better door-to-door service.

However, this must go hand-in-hand with legislation and various other political tools designed to get people to use public transit as the primary means for commuting. What’s destroying our local environment inasmuch as our roadways is primarily the hundreds of thousands of passenger vehicles clogging our roads, all too often going nowhere fast while expelling noxious fumes and carbon dioxide. We all know the drill on this issue.

And we can’t wait for private industry to institute clean vehicles – they’re far too slow. Our own idiotic governments won’t allow electric cars produced here in Québec to be used on our own roads. Perhaps I’m being optimistic in thinking government could institute proactive environmental legislation when the inflated bureaucracy we deal with has such a long and inglorious history of dragging its feet on such vital issues. The city thus needs to take on a leadership role – neither the péquistes or Harper Tories will do much of anything to help our transit system – so far its nothing but delays, potential studies and prohibitive cost projections.

So all that said, I’d prefer we take a step back from discussing expansion and new trams and instead focus on getting the absolute most value out of what currently stands, knocking down inter-organizational conflict and seeking to make public transit as attractive as possible to all citizens. If we can secure higher usage rates across the systems and infrastructure we already have, then and only then can we take a serious look at developing new systems or major expansions to existing networks.

The city of Montreal's current, watered-down Tramways network proposal.

The city of Montreal’s current, watered-down Tramways network proposal.

There’s no question trams could be very useful in the city; the city’s roadways were created with trams in mind, unlike the suburbs that are better served by regular and express bus service. Implementing a tram system in the urban core would allow buses to be re-positioned in more suburban areas, permitting an expansion of suburban public transit access with vehicles we already have. But if people are disinclined from using the bus and Métro, for whatever reason, whatever initial interest there is in trams will likely quickly evaporate. We can’t afford expensive novelties.

Final note – a lot of these projected tram lines closely mirror existing Métro routes. Some would argue this isn’t intelligently designed, that tram lines should go where the Métro doesn’t. On the other hand, if we were planning a major renovation of the Métro network, a surface tram that mirrors the Métro somewhat might not be a terrible idea.

Also, why not co-locate trams on otherwise pedestrian-only streets? St-Catherine’s Street is narrow and consistently jammed with pedestrians; for several summers in a row the street has been closed to cars in the Gay Village, an effort which has not only proven popular but useful as well. Instead of building a tram on René-Lévesque, an urban boulevard specifically designed with cars in mind, why not install it on St-Catherine’s, which was designed with trams in mind, and close that street to cars entirely? A re-developed, pedestrian and tram-centric St-Catherine’s Street could optimize tramway efficiency simply because it would have no cars to compete with.

In any event, just some things to think about.

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Maison Radio-Canada

28 Apr

Maison Radio-Canada by Abdallahh

Maison Radio-Canada by Abdallahh

A couple days back I was featured along with opera critic & cutting edge Bohemian Lev Bratishenko on the CBC’s Daybreak Montreal with Mike Finnerty (an excellent program for those of us tired with the lame jokes and mind-numbing repetition of corporate rock and pop radio). We were on to talk about trams in Montreal, officially I was pro and Lev was con, but it became clear as we discussed before the show we’re both rather cynical about the whole affair and would rather riff on it. That said we both got our main points across and it was a fine experience all around, many thanks to Mike, Sarah, Silvet and everyone else who helped make this happen (especially Lev who stated, incredulous, “there’s a 6:40 in the morning?”).

As an aside, for those of you who haven’t visited Maison Radio-Canada (at 1400 Boul. René-Lévesque Est), do – even if only to walk around the building. I honestly think it may the city’s most under-rated architectural gem. I’d put it in movies frankly, it could be a perfect stand-in for the lair of a super-villain.

We’ve all seen the tower lit up by a setting sun as the above photo illustrates. It’s that odd skyscraper (at a mere 24 floors) set on a massive fieldstone-walled base structure, itself seemingly emerging naturally from manicured surroundings. And all of this set on an asphalt pond of parking spaces, the whole vast space heavy with earth tones and stylistically punctuated by the cones of pine tree groves and satellite antenna dishes. The flat façade of the tower’s walls have an immovable permanence to them, while the style of the windows make it look as if a glowing light is being contained within. It’s roof bristles with thin antennae, a crown of communications equipment.

Taken from Wikipedia

Taken from Wikipedia

The hexagonal tower features three solid bronze-brown walls framing slightly elliptical windows like ribs, with three darker, recessed walls of gold-tint glass. It’s position on the base, natural colour palette and the tower’s design remind me of something medieval in form yet decidedly post-modern in function. The interior is impressive in its 1970s Canadian Modern style, again – another space I’d like to see on film. It’s rare to walk into such a serious building and be confronted with such an attractive and exciting red. And red not as a detail mind you – but as a commanding unifying theme. It’s red without being amorous, red without scandal, red without obvious suggestion. Canadian red without the overt patriotism (rendering all the more Canadian in the process, but I digress).

Of the three main broadcast, production and control facilities in the CBC’s network, Maison Radio-Canada is by far the largest, occupying a massive plot of land by the emblematic Jacques-Cartier Bridge and Molson Brewery. The area was once referred to as the Faubourg à m’lasse and it was destroyed in a spate of mass-razings by the Drapeau administration. To be fair, it was a slum, and there was insufficient capital (and interest) to save these communities. We wouldn’t do things the same way today, but we also don’t have slums in the same fashion as we did back in the 1950s and 1960s. Either way I’m glad the Maison Radio-Canada exists today.

Aerial Shot of Maison Radio-Canada

Aerial Shot of Maison Radio-Canada

It occurs to me that this isn’t just a broadcast centre but, in a certain sense, a key cultural centre within our urban environment as well. I’m not just referring to the museum or guided tours which are offered, or the fact that it produces an incredible amount of original content in French and English (and, up until the era of Conservative disengagement in global affairs, many other languages too), but also of the building’s ‘venue component’ – how different is seeing a live-taping from attending a rock concert or ballet? It’s an evening’s entertainment after all. Maison Radio-Canada also anchors a ‘broadcasting district’ of sorts, with CTV, TVA, LCN, RDS, RIS and MétéoMédia/Weather Network and a variety of radio stations all located within proximity of Papineau & René-Lévesque. It’s weird – a quartier with a definable purpose yet it isn’t really conceptualized as such. The area is still badly scarred by the interchange and interface of the bridge’s access ramps, the Ville-Marie Expressway and what is perhaps the widest part of Boul. René-Lévesque. I wonder if at some time in the future the boulevard could be narrowed to accomodate new construction facing Maison Radio-Canada, offering the services one might expect to find immediately adjacent to such an important component of our cultural and intellectual capital. As it stands today the complex still feels isolated from its surroundings, a problem compounded by the fact that the surrounding area is still very much a zone of transition within the urban environment.

Final note – on the drive in (which was remarkably easy at such an early hour), I noticed that Gare Viger is boarded up and there appear to be renovations going on. EMDX, if you’re reading this, what’s going on with out beloved former grand railroad hotel? When I lived up the street in my first apartment in the city the building was being used by the city. I remember the only time Viger Square looked really good was when the office workers came out to eat their lunches there, the rest of the time it was quite literally a hobo campground of epic proportions.

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