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.
If things go south at the Stones show, does it mean they’ll crank out something that tops Exile on Main Street?
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
The video is completely unrelated to this article, just something I found recently that I’ve been enjoying quite a bit.
As to what’s happening this lovely spring day, well, quite a bit.
On the political front, Denis Coderre (who’s starting to remind me of those god awful reality shows that waste twenty minutes building the suspense and then cut to commercial without revealing anything with his ‘will he/won’t he’ pre-campaigning) has once again left us desperately wanting more with his announcement he’ll make an announcement on the 16th of May regarding his political future.
The foiled terrorism plot has taken yet another interesting turn in that the accused refuse counsel and at least one, the well-respected doctoral biotechnology researcher, has indicated he doesn’t fall under the jurisdiction of the criminal code of Canada because it’s not a holy book, but rather the fallible creation of mere mortals.
Where have I heard that argument before…
Is it possible this guy’s plain old insane? Is this an Islamofascist Kaczynski?
Back on track – there’s a movement afoot that proposes Meadowbrook Golf Club in Cote-St-Luc get turned into a rather large park (roughly twice the size of Parc Lafontaine). The West End could use a park of such size, the problem as I see it is that Meadowbrook finds itself somewhat wedged in between rail yards and industrial parks, chopped up by rail lines and positioned at the back end of Cote-St-Luc.
I’m always in favour of more parks, but this one’s a bit tricky. For one the proprietor, Groupe Pacific, would rather build, what else, a condo development, something the City already rejected part of the plan that spilled over the Cote-St-Luc border.
And while this particular area, from a bird’s eye perspective, sits in a desert of open, accessible green space, it’s completely inaccessible to Lachine. Incidentally, the City of Montreal rejected condo development on infrastructure grounds. Meadowbrook could be a great park, but it’s location is too severely detached from the people who live around it.
On the list of potential could-bes, a plan to revitalize the Marché St-Jacques as, well, a public market, something we could use far more of, but that’s a subject for another day. Apparently the Qataris have made a compelling case to move ICAO from Montreal to Doha, part of a broad plan by the kingdom to recast itself as a major centre of world affairs. Reaction from the Fed and PQ were surprisingly swift and unanimous, both are obviously committed to keeping things as they area.
And finally, though there’s still a lot of talk about possibly building tram lines in Montreal, still no action, just calls for more studies, themselves costing tens of millions of dollars. Today’s transit news started with open discussions about what could be and closed with a reminder billion-dollar projects such as these will take forever to complete and will require provincial and federal financing (and neither are terribly interested, the province having already stated no way until 2018, five years from now). Somehow, despite requiring more study, initial cost estimates are $1 billion.
Just for context, the first 20 stations of the original Métro system were completed in four and half years at an adjusted cost of $1.5 billion.
Installing a surface tram – no tunnels, no stations – is supposed to cost just as much?
Are these figures pre-Charbonneau or post-Charbonneau estimates?
In the last ten years, during which time the city has ‘officially’ been trying to reverse this trend, annual losses have remained somewhat constant at about 20,000 people leaving the city for elsewhere in Québec, largely outside city limits but within the metropolitan region known as Greater Montreal.
Attracting and retaining families inside the city limits was intended to reverse this trend, but so far the city has come up short. When $300,000 can get you either a detached multi-room suburban home near a train station or, at best, a single room condominium closer to the city, young families in essence have no real choice but to move to the suburbs. Services for families, aside from the daycares increasingly integrated into office towers, are virtually non-existent in the city’s most heavily developed central core.
In response to Mr. Cardinal’s question, I propose a follow-up – has the city really done anything material to secure an influx of new families?
Because if the mandate was nothing more than to advertise the advantages of theoretically living in the city as compared with the suburbs, then I can only wonder what anyone actually expected the city to be able to accomplish. Bringing families back into the city requires a major investment in civic infrastructure and a lot of hyper-precise zoning regulations to make a new urban neighbourhood from scratch, as might be the case in Griffintown or the former parking lot adjacent to the Bell Centre. Branding and marketing is enough of an investment to attract young professionals, but families need a far greater commitment.
There’s been a lot of concern recently that the city’s near-total lack of involvement in Griffintown’s resurrection may have the unintended result of creating a ghetto of single and double occupancy condos and not much else. Similar criticism has been made of the new condo towers destined to occupy nearly every available open plot in the central business district. Montreal’s downtown is not a neighbourhood in and of itself, but seems to have identifiable communities all around it (be it the Plateau, NDG, Mile End etc). Everything inside the core is reduced to a single condo project’s ‘branded lifestyle’ identity of urban chalets and minimalist sophistication; community remains completely elusive.
I would argue the Tremblay and Applebaum administrations have both done the exact same thing – nothing – to actually facilitate family living in the city, or even the actual establishment of the bare services to make the city a place where one lives a more interactive existence. Current city living is capsule living, sanitized and overtly corporate. I would hate to think there are people who may live many years in our great city and believe, based on limited experience, that our downtown is emblematic of the city. It’s anything but.
The question is whether the city can mandate the construction of family-oriented real-estate, and develop schools, clinics and myriad other services without waiting for provincial ministries to green-light the various projects. It’s curious too – provincial authorities have failed to provide adequate public schooling options in both the new suburbs as well as the city centre. Real-estate development can and will occur much faster than the province can react, and the city is all too often excoriated (and rightfully so) for not taking a leadership role in trying to maintain what institutional space we actually have downtown.
So as the city scratches its head on how to encourage people to move into the city, local school boards announce the closure of public schools in urban communities. Library branches shutter. Hospitals are put on the auction block to be re-processed, likely into condominiums, retirement homes or student dormitories. None of this helps re-establish long-term residency in the urban core.
It boggles my mind how no one is seeing the obvious connections, or why the city administration wouldn’t make the argument it’s their responsibility first and foremost to intercede given their stated intentions of downtown densification.
It’s not just the buildings of one variety or another designed with multiple closed rooms, within proximity of the diverse services required by urban families that need to be mandated into being. Schools, community and cultural space, parks, playgrounds, sporting facilities and public pools would all have to be built by the city, putting capital up front to be paid back with the new sources of taxation the city is in the process of creating. If enough new residents can be attracted to a given area based on the services available, the city succeeds in building a new and better kind of revenue generator.
In sum, why can’t the city legislate neighbourhood creation. leaving that up to the private sector and provincial government has so far proven to be ineffective. Quite frankly, it’s well beyond either’s purview.
My argument wouldn’t just be why not, but more – isn’t that what a city administration is supposed to be doing in the first place? Creating and refining the built environment?
And for all the money spent just to study the effects of new private sector densification in the downtown real estate market, and all the rest spent studying how best to expand the public transit system, spent on branding initiatives and marketing campaigns, our elected officials have come no closer to actually implementing anything. What’s spent studying potential future cityscapes could be be answered by any of the urban planners teaching at any of our universities. What’s spent on studies could build the schools or help finance the small businesses real communities desperately need.
As an example, the PQ has announced it will spend $28 million to study the feasibility of including a light-rail system to run on the new Champlain Bridge, which is supposed to cost anywhere between three and five billion dollars and may be completed by 2021, eight years from now if the project ever actually gets off the ground. That money could fund the creation of a public school as well as pay for its staff, something that would most certainly attract the attention of urban dwellers thinking of splitting for the burbs.
And furthermore, what needs to be studied? It’s common sense that a light-rail system, which may be able to haul 100,000 commuters at rush hour in twenty-minute runs from the South Shore to Downtown is a good idea worth implementing. As to how it’s to be built into the bridge, leave that up to the engineers who design it. As to cost, let it be folded into the total. If the Fed is hell-bent on financing such a ludicrously expensive bridge we may as well design it to incorporate a public transit system that can haul so many people so quickly and efficiently. It will doubtless spur a major population increase in the South Shore suburbs, and better still, will likely also serve to improve public transit access in the first-ring suburbs immediately south of the CBD, namely Griffintown, the Pointe, Technoparc, Cité-du-Havre and Nun’s Island areas. It is precisely here where the city should focus services for families, as there is room for growth favourable to urban families. There’s enough open land and low-use industrial areas we could be better off without, and the proximity to the city is really justification enough alone for the civic administration to push for redevelopment to be concentrated in this sector.
There’s no question it would sell, the question is what the city decides to sell.
Do we want condos or communities?
If you were to walk around any of the current, established, urban neighbourhoods and first ring suburbs you’d find some common housing types – notably the limestone triplex and its many derivatives, intermixed with modern apartment towers and turn-of-the-century apartment blocks, with duplexes and triplexes being by far the most common type.
In nearly all cases these buildings are comparatively old – the younger ones are approaching their centennials. Many have been renovated extensively throughout the years, some less so but well maintained nonetheless. Either way, through direct civc action to preserve our architectural heritage, coupled with an enduring public attachment (between the progeny of so many generations of working class urbanite locals) we’ve managed to protect, preserve and promote much of existing, heritage, built-environment.
Condo towers are very new in Montreal, especially in the most urban core. Up until about a two decade ago city condos were limited to buildings such as the Port Royal or Westmount Square, and with time development in that sector generally focused on converting old industrial properties into condominiums. About a decade ago buildings such as the Lepine Towers, Roc-Fleury and Crystal de la Montagne went up, leading to today’s boom.
Point is, all this is recent, and despite all the new construction, we can for the moment relax – we’re not going to look much like Vancouver or Toronto anytime too soon.
But to really guarantee against this we can’t redevelop every unused or underused property in the city into a shiny glass tower or a big brown box. We should save some space for new versions of the city’s iconic limestone triplexes.
I don’t think it’s so nutty an idea. It’s a building design that works – it has for a hundred years. Perfect as a flop house for students inasmuch as a three bedroom home for an urban family. I’ve lived in several such buildings over the years, and have spent time in countless more.
Why not build newer versions of a proven design?
You could live your entire life in Montreal duplexes – from your student days in a rented basement room, to starting out in your first full apartment occupying the upper floor, to swallowing up an entire duplex with your family until you eventually live upstairs in your retirement, renting the bottom floor to supplement your income.
There are hundreds of thousands, if not millions, of Montrealers who have done just this over the past few generations.
It occurred to me, walking down Bleury from Boul. de Maisonneuve the other day, that we should maybe try to focus urban residential development to favour a re-introduction of this building type, though perhaps a four or five-floor model complete with a storefront base (designed for independent businesses owned and operated by residents). Bleury is but one example of an unfortunate phenomenon we have here in the city of urban streets that have lost buildings to parking lots, often leaving the tallest building on a given block still standing (in Bleury’s case a monolithic building stands completely abandoned on a prominent public space, but I digress). Rue Guy is still disfigured by the sea of parking spaces lapping at the base of the Tour Guy. Mansfield has the double problem of being largely defined by an open parking lot and the ass ends and loading docs of so many monolithic buildings. And in all these cases more traditional buildings stood not a half century ago.
Convincing real-estate developers to construct such buildings may not be an easy proposition at first, but legislation could make it a requirement. Buildings like these could not only help re-populate the urban core, but further still, offer truly unique examples of multi-functional building design, one that could accommodate much needed families.