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.
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.
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.
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.
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.
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. FranÃ§ois 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.
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.
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?”).
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 faÃ§ade 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 Ã 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.
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.