Hacked By Imam with Love
We may have come full-circle.
The City of Montreal recently released what it is describing as an ‘ambitious’ plan to redevelop the urban core of the city – what we ambiguously, perhaps ambitiously, call Downtown (though it for the most part occupies the plateau above the old city, but I digress) – in an effort to attract new residents and increase the population of Ville-Marie borough by 50,000 by 2030.
The city wants to attract seniors, young people and families (or, in other words, everyone) to the borough, the current population being about 85,000 over 16.5 square kilometres.
The borough includes Mount Royal and Parc Jean-Drapeau, not to mention Old Montreal and the Old Port, the Village, the Latin Quarter, the Quartier Sainte-Famille, Centre-Sud, Milton-Parc, the entire central business district, the Quartier des Spectacles, Griffintown, the Shaughnessy Village, Chinatown, the Square Mile and the Cité-du-Havre.
Adding 50,000 people to the very centre of Metropolitan Montreal by 2030 would bring the population of the borough up to over 130,000. Fifty years ago, the population of this area was 110,000, at which point it was already well on its way in its dramatic late-20th century population decline. By 1976 the population was estimated at 77,000 and by 1991 the population would fall all the way to about 68,000, it’s lowest number in recent memory. The population of the borough has grown modestly in the last 25 years, with measured increases in five-year intervals ranging from 4.2 to 6.5 per cent.
For comparisons sake, the Plateau’s current population is about 100,000, the Sud-Ouest is at 71,000 and Cote-des-Neiges-Notre-Dame-de-Grace, the largest borough by population, is about 165,000.
Bringing Ville-Marie’s population up to 130,000 would be quite an accomplishment, though it’s not an altogether hard sell. Not to be flip, but it’s basically where everything is.
And it would also mean that the urban depopulation of Montreal, an unfortunate and enduring consequence of the city’s urban planning efforts of the 1960s and 1970s, will have been reversed, perhaps permanently.
To me that’s a far greater accomplishment than simply facilitating an existing growth trend, and I wish the city much success. I would like to see and feel a ‘downtown’ with a population roughly equivalent to the its last high-water mark, back in the 40s, 50s and 60s. If it works, it’s reasonable to assume the population of the surrounding boroughs would likely also increase. More people living in the city, within walking distance of the services they need and the places they work, is exactly what the city should be proposing and facilitating.
But again, it’s not a hard sell, and the trends are already pointing in this direction. It may ultimately be Montreal’s saving-grace; unlike other depopulated urban centres in the Great Lakes, Saint Lawrence and North-East corridor, Montreal has succeeded in enhancing the overall quality of life of its urban core and has been slowly winning back residents.
Where the Coderre administration could have distinguished itself was a concrete plan with defined targets, and in this case, prepare to be disappointed.
The announced ‘ambitious’ plan is remarkable in how little specific information is required to attain the quality of ambition. They want to boost the population with no clear indication where they might live, nor what kind of housing will be needed (though they did make mention of Griffintown as being poorly planned, as too many housing units are too small and too expensive… who’d have thought). The plan indicates a desire for new schools and greater access to the waterfront, both of which lie outside the city’s jurisdiction in that building schools is a provincial responsibility and the Old Port is a federal one. Coderre indicated the waterfront development would require control of the Old Port to be ceded to the city. Richard Bergeron, former Projet Montreal leader and the downtown’s appointed development strategist, wants a cohesive plan for the twenty-kilometre stretch between the Champlain and Cartier bridges, with half being open to the public, and the other half available for riverside housing.
It’s been discussed before. The mayor has spoken in the past of opening a beach in the Old Port and a vague desire to emulate other cities that apparently have ‘better’ access to their waterfronts.
Of course, there is always the matter of the Saint Lawrence’s current, not to mention the periodic direct sewage dumps… I’m not convinced we’ll be lining up to take a plunge in the drink any time soon without major physical alterations to the Old Port, such as creating breakwaters or jetties, and improving our water treatment capabilities.
Oddly, despite a steady 10% office vacancy rate, the plan also includes 800K square meters of new office space and 200K square meters of new commercial spaces. Again, this strikes me as a touch odd: Ville-Marie has a surplus of both and is already well-known as the commercial and office core of the whole metropolitan region. Do we need more of the same or better use of what already exists?
And if the mayor wants the manufacturing sector to return to the urban core of Montreal, perhaps we ought to reconsider our penchant to convert every square inch of remaining industrial space into condos?
The other ‘specific’ ideas the city has in mind are all ideas that have been mentioned in the past: renovating and rehabilitating Sainte-Catherine Street; more parks and green space; more bike baths; a ‘greenway’ from Mount Royal to the Saint Lawrence; transforming disused public buildings into multi-use developments that bring new uses to old heritage sites.
None of this is really news, the city’s been talking about this for years and you’d think it would obvious and didn’t need to be spelled out. It’s hard to take the city seriously when its grand strategy for urban redevelopment consists of simply doing what we expect the city to be doing already.
Were we not already seeking to preserve public buildings with heritage value by redeveloping them for new purposes? Were we not already seeking more green spaces and bike paths? Hasn’t redeveloping Sainte-Catherine Street been a priority for every mayor going back to Jean Doré?
I agree with Mayor Coderre in that urban economic redevelopment and repopulation won’t happen without better living conditions in the urban boroughs, but the quality of life in these boroughs is arguably already quite high. Ville-Marie in particular already has great parks and is the best connected borough in terms of access to public transit. Ville-Marie is the borough that requires the least improvement in these respects: Saint-Henri, Cote-des-Neiges, NDG, Verdun, the Plateau and HoMa would all benefit immensely from serious investments to improve transit and green-space access, and given generally lower housing costs in these areas compared to Ville-Marie, it would seem to me that it would be more effective to improve the quality of life in the inner suburbs first.
Better public transit access and a beautification campaign could have a greater impact if applied to the Sud-Ouest, HoMa Montréal-Nord and Verdun where population density is already high and home values are comparatively low. Moreover, these boroughs already have the public education infrastructure that will draw young families. Instead of building new schools, the city could have proposed a bold plan to renovate and rehabilitate existing schools, possibly even going as far as mandating local school boards share space in existing schools. The Anglo boards have a surplus of space in well-maintained schools and the Francophone boards have overcrowded schools in dire need of renovations; it doesn’t take a rocket scientist to figure out the most efficient and cost-effective solution to this problem (and one that would be beneficial to everyone) is to share the space. The unnecessary linguistic segregation of Montreal’s schools is more than just an ethical problem; it’s economically unsustainable and only serves to undermine the quality of education in the public sector generally-speaking.
Imagine a different scenario where the City of Montreal was directly responsible for public schools infrastructure, and school boards, while maintaining their operational and institutional independence, could operate from any school building (and by extension would no longer be responsible for maintaining the physical space of education).
In a sense, access to public education would increase without having to build new schools. Students could be redistributed more evenly and all boroughs would be able to offer education in either language, proportional to the respective linguistic populations.
That issue aside, it’s evident any new residential development within Ville-Marie borough should certainly plan for the necessary green spaces, transit and education access that would be required by 50,000 additional residents. I would argue Ville-Marie borough is definitely lacking in school access, but not in parks or transit access.
All in all what Coderre and Bergeron announced was little more than the intention to hold public consultations and come up with some guidelines for urban redevelopment. Not that there’s anything wrong with that per se, but it’s hardly an ambitious plan. I’m glad the city considers intelligent urban planning worthwhile, but without any concrete proposals they’re essentially telling us they have the intent to do their jobs. Lack of precision is politically-motivated: it’s hard to effectively criticize a mayor’s accomplishments if he doesn’t have any goals.
Michael Sabia can’t catch a break.
First he faced opposition for even being considered for the role of CEO of the Caisse de dépôt et placement du Québec (CDPQ) back in 2009. It was quickly pointed out that an English-speaking Canadian, born in Hamilton, would become the head of the Caisse, the institutional investor that manages a portfolio of public and para-public pensions in Quebec, arguably one of the province’s greatest economic accomplishments. Seven years ago, former premier Bernard Landry was concerned Sabia would bring in unwanted “Canadian national culture” (whatever that means) and poison the well of the cornerstone of Québec, Inc.
Under Sabia’s leadership, the Caisse has grown considerably since losing $40 billion in 2008. At the beginning of this year, it managed net assets of $248 billion.
Now the Caisse’s leader wants to invest in public transit development in Montreal, proposing the single largest transit development project since the first iteration of the Métro was built fifty years ago, not to mention the prospect of 7,500 jobs created over the next four years. If everything works out, within four years a vast geographic area within Greater Montreal will have access to a twenty-nine station mass transit system connecting the urban core with Brossard, Deux-Montagnes, Sainte-Anne-de-Bellevue and the airport.
And we’ll likely be riding in automated trains built by Bombardier.
Nonetheless, Pierre-Karl Péladeau, among others, is concerned the new system ignores the central and eastern parts of the city. The Parti Québécois leader undoubtedly wants some kind of commitment to the long-planned Blue Line extension towards Anjou, as the PQ got the ball rolling on studies for this long-planned extension with much fanfare back in 2012.
But let’s be real for a moment: all of Greater Montreal has been neglected vis-a-vis public transit development for quite some time, and it’s entirely a consequence of the unending public transit ping-pong match between competing parties and levels of government. The Caisse’s plan is ambitious, but right now is no more real than the Blue Line, the Azur (still haven’t rid it despite near daily Orange Line use… it’s a ghost) or a catapult to the Moon.
It’s completely unreasonable to suppose any part of the much-discussed light rail system proposed Friday is in any way, shape or form politically-motivated.
If anything, the proposed light rail system seems motivated chiefly by keeping costs comparatively low. The plan, if realized, will use existing, automated technology (likely the Bombardier Innovia Metro design) on track largely already owned by the Agence Métropolitain de Transport. The provincial public pension investor has proposed a five and half billion dollar public transit expansion project, the single most audacious plan seen in Montreal in fifty years, and is volunteering $3 billion to kickstart the program.
And this is precisely what we want the CDPQ to do: invest our pensions in necessary mega-projects that will create local jobs, employ local expertise, and are based on prior recent successes so as to guarantee a strong return on investment. The CDPQ is one of the financiers of Vancouver’s Canada Line, a light rail line that connects the city’s downtown with Richmond and the airport, opened in time for the 2010 Winter Games.
So they’ve done this before and it works, and Sabia’s recent success at the helm of the CDPQ gives us reason to be hopeful this proposal will succeed.
If the full version of the project is realized by 2020, Michael Sabia and the Caisse will have managed to out-do the comparative light-speed pace of the construction of the first iteration of the Métro, and a vast swath of Greater Montreal could be served by this system within four years.
Though the proposal does not include branches towards the eastern sectors of the metropolitan city, the sheer number of people this system could conceivably serve would be so great there would ultimately be a net benefit to all sectors of the metro region by virtue of fewer cars on our roadways and highways on a day to day basis.
Crucially, given the expected use of existing railway infrastructure, it’s entirely conceivable this system could be expanded to all corners of Greater Montreal. Moreover, light rail systems (such as this one) can share the track with larger heavy rail, such as the AMT’s current commuter train network. Either the Caisse’s LRT will gradually replace the AMT network, or they’ll share the track and compliment one another.
Either way, if this system is fully realized, we all get to breathe a little easier, and congestion becomes less of a problem.
But herein lies the rub: though the CDPQ’s plan is ambitious and headed in the right direction (both in terms of how it will be financed and what parts of the city it will connect), it needs to be integrated into the rest of the city’s mass transit systems from the get-go.
I was very happy to see that the Caisse has indicated a desire to do so in that they listed two potential stations (Edouard-Montpetit and McGill) that would allow the light rail system to connect directly to the Blue and Green lines of the Métro. This not only makes the LRT system more useful and accessible generally-speaking, it would also permit the Blue Line to connect more or less directly to the urban core, long the line’s major handicap.
I’ve always been in favour of extending the Blue Line to Anjou if the line is first connected, by means of the Mount Royal Tunnel, to the city centre, as this will help get that line’s ridership up to where it ought to be. As it is, it’s the least used line in the Métro network. There’s no sense extending it if the root cause of its underperformance isn’t addressed first.
So if I could make a very strong suggestion to the Caisse it is this: work with the STM and AMT and ensure the whole plan illustrated above is realized as the first phase, and seek the greatest possible degree of integration with the extant Métro and commuter rail network. In this way, and perhaps only this way, will they quickly recoup their investment and lay the foundation for the Blue Line’s eventual extension.
I really can’t imagine it working out in any other way.
I’m oddly hopeful politics will not rear its ugly head and screw up this plan, as I’m convinced we can’t afford to wait much longer and that it would ultimately prove exceptionally useful in accomplishing what should be a clear goal for our city: get cars off the road and increase daily mass transit system usage. I find the Caisse’s plan very encouraging, despite my near endemic cynicism and the ample proof we’re not very good getting things built or delivered on-time.
But who knows, maybe things change.
Or maybe once in a while it takes an outsider to get us back on track.
Initially I wanted to write about how this proposed system will work in the broader scheme of things, what this might mean for homeowners living in the expansive corridor to be served by this light rail system, and what kind of organizational response is needed to provide a truly world-class mass transit system at large. But given that we’re already 1300 words in, that’ll have to wait for another time.
*One of former US Vice-President Spiro Agnew’s more colourful quotes. Agnew was the second and most recent VP to resign from office, and so far the only to do so as a result of criminal charges, these including: extortion, tax fraud, bribery, and conspiracy, all while he was holding office as Baltimore County Executive, Governor of Maryland and Vice-President. Journalist and historian Gary Willis described Agnew as “No man ever came to market with less seductive goods, and no man ever got a better price for what he had to offer.”
Some late breaking good news.
It appears the now homeless former residents of the Saint Anne housing co-op in Griffintown have caught a break after several days of devastating news.
To recap, the residents were evacuated from their homes this past weekend after a massive sinkhole developed underneath the row houses at 181-191 Mountain Street. Though it isn’t entirely clear what caused the sinkhole, there’s a condo tower going up right next door and they’re presently excavating the site. Problems began developing around the start of the month when a water pipe broke, consequently flooding the adjacent pit. This led to the address closest to the construction site being evacuated. A crack noticed at the time grew and forced the subsequent evacuation and demolition.
The residents had to leave with whatever they could carry; the building had to be demolished immediately.
If that wasn’t bad enough, the co-op’s insurer has insisted the incident was a ‘landslide’ and thus an act of god. They refused to compensate for the demolition. The condo developer has also indicated they’re not responsible either.
So a small group of long-time Griffintown residents, some of whom were paying as little as $400 per month in rent, very suddenly lost everything they owned, in addition to their historically significant homes, and found themselves both homeless and somehow responsible for the demolition of their homes.
Today’s news is that three levels of government are going to collaborate in re-building the demolished homes, and that the nearby Bassins du Havre will provide temporary housing for the displaced, though details have yet to be worked out.
I should point out that the condo tower concept did involve both the integration of a heritage property as well as the re-creation of the ‘human-scale’ of Mountain Street. An antique house was removed from the construction site last year and the developer aimed to re-integrate that structure, along with a reconstructed façade of two other since demolished buildings into the new condo and office complex. Based on the conceptual renderings available, it would seem that this project did intend to maintain, at the very least, the appearance of the former working class suburb.
Today’s unofficial announcement was that the city’s housing department, the provincial housing authority and the South West borough will all participate in the reconstruction of the demolished row houses, and this is fundamentally good news, but it begs the question: what, if anything, is really being done to ensure the long-term preservation of the city’s oldest buildings?
Dinu Bumbaru of Heritage Montréal re-iterated a familiar lament; “…(in Montreal), there’s a disconnect between the discourse on heritage and the action on heritage.”
He’s got a point (and he is the local authority on all matters pertaining to architectural heritage); late last year city inspectors discovered unauthorized alterations and severe structural damage to the former Mount Stephen Club, one of few remaining Square Mile mansions from the late 19th century. Less than a month ago the Gazette reported city inspectors had not visited the site in fifteen months, during which time major excavation work had been undertaken by real-estate developer Tidan.
So now the provincial culture ministry is suing Tidan and they, in turn, have to carefully ‘deconstruct’ the house, retrofit the foundation, and then re-build the house, adding millions of dollars to the total cost of the new hotel.
Had the building been inspected more regularly, perhaps this could all have been avoided.
There are plenty of other examples of the city administration dragging its heels vis-a-vis the city’s architectural heritage. The Snowdon Theatre has sat abandoned for three years and was recently nearly destroyed by a deliberately set fire. The Empress Theatre is supposed to become a cinema, but the city has done almost nothing to prepare it for eventual rehabilitation. Place des Nations is used as a parking lot in the summertime and in winter looks likes the ruins of a futuristic city. The Redpath House was left in such a poor state it was inevitable it would be knocked down, and far more importantly, the Lafontaine House, which much like the Saint Anne Co-op, sits precariously near two large open pits, has no plan for any future use or publicly-minded preservation, despite being the former home of the first Prime Minister of the United Province of Canada and the site of a violent confrontation during the burning of Parliament in 1849.
Lafontaine House is remarkable because its history and heritage had been forgotten entirely. For a very long time it was just a very old house in the since demolished Overdale neighbourhood. It was during the demolition of this neighbourhood (you guessed it, to make way for a condominium project) that Senator Serge Joyal discovered the stately home at the intersection of Overdale and Lucien L’Allier was in fact a building of exceptional historical value.
That was 29 years ago. Overdale was obliterated, the Lafontaine House stood, but no effort has been made at any time since to better protect it or make any use out of it. Today a hotel, apartment tower and condominium towers are going up all around it, with the onus on the property developer to maintain the house’s physical integrity.
Maybe it will become a restaurant…
Similarly, condo and apartment towers are blooming around the now demolished Griffintown row houses near the intersection of Mountain and Wellington, pictured above, which date back to 1875. Perhaps more importantly, they’re one of the very few residential buildings that actually date back to the era in which Griffintown was a predominantly Anglo-Irish working class neighbourhood, and not a marketing device used to sell condominiums.
The ‘Brickfields’ condo project is going up next door to the now demolished row houses, one of several ‘branded living’ condominium complexes that are transforming The Griff. I’m not opposed to this transformation per se; the neighbourhood was gutted and disconnected from the rest of the city for more than forty years. It’s dynamic repopulation is fundamentally a good thing. Griffintown began it’s decline with the opening of the Saint Lawrence Seaway in 1959 (a considerable irony, given the community came to be with the construction of the Lachine Canal and Victoria Bridge) and was subsequently re-zoned for light industry in the 1960s. The Bonaventure Expressway further cut the community off from adjacent neighbourhoods, and the parish church of Saint Ann closed in 1970 and was quickly demolished. Around that time the neighbourhood’s population had shrunk to about 800. Thirty years later it was estimated at less than 100.
Today Griffintown is on the rise – literally. The area was rezoned once again in the late 2000s for residential purposes, including medium-sized towers of between 10 and 20 floors, and the rapidly rising population was estimated at over 6,000 in the 2011 census.
While I’m in favour of rehabilitating disused parts of the city and developing parking lots into residential towers, this needs to be done in such a fashion that the architectural and urban heritage of Montreal is preserved, if not promoted. If real-estate developers are inclined to build towers and excavate foundations adjacent to properties of heritage or historical value, then extra care needs to be taken to ensure problems such as with the Mount Stephen House and the Saint Anne’s housing co-op aren’t repeated. In the case of the former it appears that the developer was both careless and did unauthorized work, but that the city was also responsible in that inspections weren’t carried out. In the case of the latter, given the spontaneous decision of three different levels of government to collaborate on rebuilding these homes, there’s the possibility the real-estate developer is not actually at fault, but also that civic authorities may have dropped the ball once again.
I suspect we’ll find out soon enough; lives were nearly ruined. These homes had stood for 142 years and it’s only now that there’s a massive excavation going on right next door that a sinkhole developed, resulting in the demolition of more of our city’s architectural heritage. Without buildings like these, it’s hard to sell Griffintown condos with an appeal to the history and working class roots of the neighbourhood.
Rebuilding these homes is a nice gesture, but they will not be the same homes. Whatever heritage value they had has mostly been lost.
What a gift it would be, for our city’s 375th anniversary, to finally establish a heritage policy with real teeth, such that we could ensure the long-term preservation of our city’s built environment.
Without heritage, Montreal has very little cachet.
So it’s come to this; not even a full week has gone by since ‘sexbargate’ put NDG back on the map, and already the lawyers have been called in.
Projet Montréal City Councillor for NDG, Peter McQueen, has received a cease and desist letter from Peter Sergakis, the restaurant, bar and night club proprietor noted for his opposition to smoking bans on outdoor terraces as much as his predilection for refiling old liquor bottles.
The letter was received at the Cote-des-Neiges-Notre-Dame-de-Grace borough office Friday, the day after the proverbial fan was hit by flying excrement…
Sergakis wasn’t keen on talking when I called Sunday night; he said the bar in question, tentatively called Jersey’s Saloon (doubtless so named for all the glitz and glamour of the exciting New Jersey shore) will open ‘in a week or two.’ He then said he had to go back to bed. It was 8:00 pm.
McQueen was more talkative. He said he’s looking forward to Monday night’s borough council meeting and what decision borough mayor Russell Copeman might take on the issue. The meeting will be held at 7:00 pm (Monday April 4th) in the Cummings Auditorium, at 5151 Chemin de la Cote-Sainte-Catherine. If you want to weigh in on whether NDG needs this bar, feel free to lend your two cents at the meeting.
Given this website is typically read by people with severe ADHD problems, a quick recap. There once was a bar named Maz, and it was a dive that had basically catered the exact same clientele for roughly sixty years. Late last year the proprietors announced it would be closing, as they wanted to retire and couldn’t find anyone interested in running the place. Sergakis stepped in with plans to expand and renovate and create a new western-themed bar & grill. Everything was on the up and up until a video started making the social media rounds late last week, which featured a provocative young woman pouring some unknown liqueur upon her midriff.
A quick side note, she likely needs more experience serving drinks, as alcohol is chiefly ingested orally by mammals, and not via the bellybutton.
Rookie mistake… the important thing is that we’re all learning together.
Anyways, back to the matter at hand.
The promo video gave McQueen and a cavalcade of local yentas the distinct impression this would be a sleazy kind of place that wouldn’t fit in with what NDG ‘is all about’. To get an idea of what the video was like, the helpful minds over at the Postmedia Gazette figured they’d splice in their interview with McQueen with frames from the promo video (and take note, the Gazette had McQueen hold both the mic and his own umbrella for their interview; very professional looking…)
The yentas, and McQueen, did the chat show circuit last Thursday and Friday. McQueen referred to the proposed bar & grill as a ‘sex bar’, Sergakis claimed he didn’t know what that meant, and most of us did so much blow over the weekend we’ve completely forgotten what all the fuss was about.
Oh wait, now I remember: sex bar!
If I suspend reality and let my imagination get the better of me, a sex bar could really liven things up in NDG. I can imagine the long cue of sweaty, video-game addicted virgins excited to punch their v-cards in a straightforward, transactional fashion… the way Capitalist Jesus would doubtless prefer.
But alas, it’s not to be. McQueen admitted to me no such thing really exists (aww, shit) and that in no way should anyone think this is going to be a strip club (which would require a special license the city isn’t handing out any more, and either way wouldn’t make it past the borough’s zoning committee anyways). It isn’t even a revival of the ‘sexy serveuses’ bar from the late 1980s, as those women were typically nude (and occasionally served breakfast!)
But that didn’t stop McQueen from using the term ‘sex bar’ throughout the interview. He staked his claim NDG is family-friendly and, based on the promo video, this kind of a bar, in his opinion, doesn’t fit in with the neighbourhood. But that being said, NDG doesn’t have a civic code that defines what’s allowed and what isn’t. He also felt it necessary to bring up a few other points, which surprisingly included that there’s not much parking around the proposed bar’s location.
That one caught my attention; it’s rare to hear a member of Projet Montréal talk about how a given business needs more parking. McQueen clarified he suspects much of the clientele will be coming in from outside the neighbourhood. He went on to say that he already gets plenty of complaints from residents about teenagers smoking grass in Girouard Park (author’s note: some of them might be unemployed thirty-year-old journalists) and he’s concerned the specific marketing approach taken by Sergakis is only going to draw in the wrong crowd and lead to more complaints.
I can’t make up my mind on this one.
Depending on who you ask Sergakis is either a creepy misogynist who hates the homeless or a hard-working entrepreneur who crawled his way up from the bottom and, despite his age and wealth, still scrubs dishes and tends the grill at his establishments, if and when necessary.
For his part, I’m fairly confident McQueen has his constituents’ interests at heart, but he fundamentally needs to realize we live in a capitalist, free-market society (for better or worse) and that consumers always have the final say in that they vote with their wallets. If the residents of NDG don’t go to this bar, Sergakis will either have to re-tool or ship out altogether.
McQueen told me that if Sergakis opens any other type of bar, there’s no problem.
Which in turn means the issue comes back to the waitresses and bar maids, what they’ll be wearing and how suggestive, flirty and/or provocative they are with patrons. Any attempt to regulate this ‘for the public good’ is inherently problematic; the state has no business telling people what they can and cannot wear and in which contexts individuals can be suggestive.
In an attempt to gain some greater understanding of what’s at play, I took a stroll down Sherbrooke Street on a Sunday night and realized the proposed Jersey’s Saloon is just a few doors down from a maternity and neonatal clothing store that’s well-known as being a ‘safe space’ for breastfeeding mothers.
I can feel worlds about to collide…
A La Presse exclusive reports Tourisme Montréal is actively pursuing the Jim Pattison Group to develop an aquarium here in Montreal. Pattison owns the Ripley’s Aquarium in Toronto, as well as Ripley’s Entertainment of Orlando.
As Réjean Bourdeau points out, it’s the second time in fifteen years that the Pattison Group has been approached to build an aquarium here in Montreal. The last attempt was made by the Société du Vieux-Port, which has been conducting surveys and public consultations of late on how to make the Old Port more inviting and interesting.
Then, as now, the Old Port is the likely location for such an attraction, given it’s an established tourism hub and is conveniently located near a body of water. That said, Tourisme Montréal president Yves Lalumière is open to other locations and other developers. As with many things in this city, it’s all very much still up in the air, and nothing as yet is concrete.
What is concrete is the existence of something I would argue is vastly superior to an aquarium. It’s called the Montreal Biodome, it draws about a million people a year and is a fantastic example of what a city can do with surplus Olympic infrastructure. The amazing story of the Biodome’s conception and development will be the subject of a forthcoming article for this website (stay tuned).
That aside, the apparent interest in getting a private entertainment firm to build and operate an aquarium in the Old Port is at least in part related to the story of Montreal’s previous aquarium, a ‘Centennial Gift’ from the Alcan Corporation to the City of Montreal, and a component of Expo 67.
The original aquarium was located Ile Sainte-Helene, immediately adjacent to La Ronde. It featured two pavilions, one including the standard galleries of various marine species, and a second, essentially an amphitheater, where trained dolphins put on various demonstrations of their myriad talents. The latter building remains and is recognizable given its copper ‘circus tent’ roof. The pavilion has since been integrated into La Ronde for diverse non-aquarium related purposes.
I find it interesting that fifty years ago two completely different firms each decided it was prudent to gift the City of Montreal with public education facilities, as long as they got to keep the naming rights and the city took care of maintenance and operations. In the same year Alcan delivered an aquarium and Dow Breweries gifted us our first planetarium.
Everything was going along splendidly until a municipal workers’ strike in February 1980, at which point those responsible for feeding the dolphins were either prevented from doing their jobs or, in a fit of worker solidarity, decided not to cross the picket line. Some of the dolphins starved to death in their holding tanks. The aquarium had a hard time recovering after that. The remaining dolphins were sold to something called ‘Flipper’s Sea School’ (since renamed the Dolphin Research Centre) and the aquarium struggled throughout the 80s. The idea to redevelop the aquarium in the Old Port isn’t new either, as the city had a plan in the late 1980s to move it to a more ‘accessible’ location.
That plan fell through around the time of the economic recession of the early 1990s, and as it happened the city’s parks department was already busy developing the Biodome in the old Olympic Velodrome. The aquarium was closed in 1991 with some of its animals transferred to the Biodome which opened the following year in time for the city’s 350th anniversary.
And so we come full circle, renewed interest in developing an aquarium in the Old Port for yet another oddball anniversary.
I’d prefer not to lose more public space in the Old Port to obvious tourist fare, but it seems like the crown agency responsible for the Old Port is hell-bent on occupying every square inch of the place with a cornucopia of attractions that are, generally-speaking, too expensive for locals to bother with.
Ripley’s Aquarium of Canada, in Toronto, seems successful enough. It has a prime location near the base of the CN Tower and charges thirty dollars a pop, and it’s hard not to be impressed with the walk-through aquariums and wide variety of species they have to offer. However, as Steve Kupferman notes in this 2013 article for Torontoist, the displays are hardly realistic, with little to no effort made to make the habitats look anything like the natural environment.
At the end of the day the Ripley’s Aquarium is infotainment; an attraction without any real substance. Not to say the original Alcan Aquarium was any more of a serious scientific endeavour what with performing dolphins being the centrepiece of the attraction.
And I guess that’s why I feel a bit uneasy about it. Despite the fact that it’s basically been done before, it seems like it wouldn’t fit, like it would impose itself and be fundamentally disconnected from the city it’s set in. An aquarium with an associated research institute and a public education and/or conservation mission would be a different matter, one I could get behind. But just because Toronto has an expensive tourist trap doesn’t mean should we copy them, ‘historic’ cooperation agreements aside.
We should note that the Toronto example, which opened in 2013 at a cost of $130 million, received $30 million in government funding in grants and tax breaks. If there’s sufficient interest in having an aquarium in this city, then either let Pattison assume the total cost of the project, or build a public aquarium using public funds to serve a public good.
Just as long as there’s a clause stipulating the aquarium’s staff still have to feed the animals, even if they’re on strike. This is Montreal, after all. The application of common sense should never be taken for granted.