Hacked By Imam with Love
The Mordecai Richler Gazebo will now cost the taxpayers of Montreal nearly three-quarters of a million dollars.
And a series of granite waypoints, apparently taking the form of stylized tree-stumps, are to be installed across Mount Royal at an estimated cost of $3.4 million.
Saint Joseph’s Oratory will get over $62 million in public money over a five year period to make it a better tourist trap, or as Mayor Coderre put it: “a heritage site… for god’s sake, it’s an investment.”
Credit where credit is due: Coderre is a great populist. He’s quirky and has a knack for puns and one-liners.
However, he’s also spending money like it’s going out of fashion.
Sometimes I wish he and the city would stop trying to spend money. I understand municipal government can help stimulate the economy by spending public money on make-work projects designed to keep people employed. And I’m generally in favour of doing so in the name of public beautification projects.
But in Montreal – astoundingly – such efforts seem increasingly misguided if not wholly illogical. For every success – like the multimillion dollar multiphase overhaul of Dorchester Square and Place du Canada – there are far too many projects that are so outrageously ill-conceived it begs the question what our city planners are smoking.
What I find particularly astounding – in our age of austerity for education, health, transit and welfare – is our ability to spend astronomical sums of money to accomplish, in some cases, quite literally nothing at all.
Take for instance the recently cancelled police and firefighter games; if the city is successful in recuperating half the sum already allocated to the now-cancelled event, it will still cost us nearly $3 million.
More jaw-droppingly, the city’s plans on installing over two-dozen granite ‘tree-stumps’ all over Mount Royal.
Paul Arcand interviewed Réal Ménard, a member of the city’s executive committee, and asked him whether the city was really going to spend over three million dollars to erect a series of granite structures (that resemble tree stumps) all over the mountain. Ménard did his best to attempt an explanation, but did so by a) indicating the stumps are in fact part of a much larger eight million dollar project designed to ‘link’ the peaks of the mountain, and b) that (after much obfuscating) the cost of the planned park installations is in fact going to be about three million dollars. It didn’t help that he spent much of his time accusing Arcand of positing the city was intending to build granite trees on Mount Royal, an entirely unconvincing tactic Arcand saw right through and rightly ridiculed Ménard for having the gall to suggest.
It was also delightful to hear Arcand chiding Ménard for not reading the Gazette…
Research by the Gazette’s Linda Gyulai indicates the cost of the winning bid for the granite installations is 43% higher than the city’s initial estimate, and that the whole contract is 27% higher than what the city was estimating before the call for tenders.
The list of over-the-top civic beautification projects, all of which are being rushed through with seemingly no concern for appallingly high cost estimates so that they can coincide with the essentially pointless 375th anniversary celebrations, has grown steadily for the past few years, and this on top of a steady supply of infrastructure mega-projects that either never get off the drawing board or wind-up being delivered late and over-budget. Unfortunately, given the decades-long dearth of Stanley Cup victories, this has now become our most consistent accomplishment as a city: we’re spending a lot of public money for nothing.
For his part, Mayor Coderre insists the project will make the mountain more accessible and help beautify the city. The reaction of Arcand, the Gazette and much of the local social media sphere, is one of derision and incredulity. The firm that won the contract to build the granite ‘statues’ (in more official parlance) is Aménagement Coté Jardin, a landscape architecture firm that’s responsible for Domtar’s ‘front yard’ (by Place-des-Arts Métro station’s stand-alone édicule on Bleury) and more recently, the renovation of Cabot Square.
To put it succinctly I’m disappointed it would cost so much to accomplish so little. I doubt you could make Mount Royal any more accessible than it already is, and given that it is valued almost entirely because it is a refuge of wilderness in the very heart of a bustling metropolis, installing granite stumps and concrete slabs is fundamentally flawed. It makes me wonder when exactly was the last time Denis Coderre took a walk on Mount Royal…
If the plan is to spiff up Mount Royal for next year’s ‘spendiversary’, I’m fairly confident three million dollars could buy more than enough trees to replace those felled to prevent the spread of the Emerald Ash Borer. It would likely be enough to also replace or repair the park’s existing benches, water fountains and garbage bins and maybe even pay for a year’s worth of superior park maintenance too. Whatever the final call, the city (more than anyone else) should be acutely aware that Mount Royal is precisely what it is because it was designed to be as such. We have a great park designed by one of the all time greatest park designers, and it is in part because of this that we can claim our status as a UNESCO City of Design (and by the way, we’ve gotten far more than our fair share of milage out of that ten year old distinction). This is not a wheel that needs to be re-invented, and there are far superior, less expensive methods to renew Mount Royal than by turning half of it into a construction site in the very same year we’ll want to have the greatest access to it.
If the gazebo project is any indication, Montrealers can be forgiven for being so intensely critical of yet another suspiciously expensive civic ‘beautification’ project. And much like the inappropriately rechristened gazebo, the granite stump project is also amazingly ill-conceived in that it will likely do the very opposite of what it ostensibly intends to do. Montrealers have contently stretched out their legs in the tall grass of Mount Royal for just about 375 years… all of a sudden we need concrete curbs and granite stumps, and this has something to do with maintaining our status as an important centre of design?
I don’t buy it. If this was an aspect of the plot of some novel about the intriguing life of an urban planner you’d find it completely absurd. The city’s plan to beautify Mount Royal is an excellent example of missing the forest for the trees.
And like just about everything else in this city, ultimately it’s not actually the city’s decision to make. Because Mount Royal is a heritage site, it’s the province that will decide whether this plan goes ahead. So there’s always the outside chance the province’s incessant meddling in our affairs may actually be worthwhile, if they put the kybosh on this ridiculous project.
Plus que ça change. Forty years ago the city was doing precisely the same thing, albeit with the hope of a greater return on investment than the 375th anniversary.
Days after Montrealers went home salivating at the thought of a proposed new trans-regional light rail system, the Port of Montreal, in conjunction with the municipal and provincial government, announced a $78 million renovation of the Alexandra Quay and Iberville Passenger Terminal, and an opportunity for citizens to ‘reconnect’ with the river.
The renovation and improvement project is expected to be completed in time for the 2017 cruise season, and so will result in the closure of the quay and terminal this summer. Cruise ships will instead dock east of the Jacques Cartier Bridge, with shuttle buses ferrying passengers into the splashy tourism zone delineated by antique buildings harbour-side.
You might be wondering whether it’s wise to spend $78 million building a new passenger terminal for an antiquated method of high-volume transport, but alas it seems a fair number of people do indeed access Montreal via the Old Port, and up until now they’ve been welcomed by an outdated, if not dilapidated passenger terminal.
And just how may people are we talking about?
The answer is perhaps unexpectedly high: 91,000 people last year, twice as many as in 2011. The Port Authority has been actively courting cruise lines and it seems like their work is paying off. If everything goes according to plan, annual traffic is expected to reach 120,000 passengers by 2025, and that’s nothing to sneeze at.
But of course this isn’t really a ‘transport infrastructure project’ in the same vein as the proposed ‘réseau éléctrique métropolitain’ (REM), as it will primarily benefit people who have the luxury of time and money to cruise up the Saint Lawrence. Also worth noting, some of these ships are of the casino-cruise variety. Whereas the CDPQ’s REM system still needs Ottawa and Quebec City to provide $2.5 billion in combined funding, this project has the green light with money already apparently ready to go.
So yes, public money will be spent to support private businesses and the wealthy of our society.
That being said, the most historic section of the city is largely preserved thanks to the tourism industry; so updating the passenger terminal isn’t just good for the tourism-driven businesses of Old Montreal, but the area’s physical vitality as well.
And that’s something we all ultimately benefit from; for better or for worse tourism helps protect our architectural heritage. Moreover, it should be noted that the new configuration of the quay will incorporate significant public spaces, including a green roof atop the terminal. Again, everyone gets to benefit from this as well. It’s in the port and city’s interest to encourage public use of what would otherwise be a wholly private affair.
And perhaps that’s leading to a more novel use of the terminal: an important part of Provencher Roy’s plan involves ‘lowering’ quay, and this may make the terminal accessible to smaller vessels, like passenger ferries (or dare I say it, perhaps some kind of Lachine Canal hydro bus).
So given the city’s only investing $15 million out of the total project cost, on first impression it seems like the public will at least gain access to additional public spaces, and an attractive and interactive new public space.
Coderre, with typical ringmaster showmanship, boasted to the Gazette that ‘it was an easy decision’ to allocate $15 million in municipal funds to the project, given the ‘major economic impact’ a shiny-new cruise ship terminal will provide the city.
Hard numbers to prove that point might be hard to come by, but what we have (at least as far as cruise ship terminals go) is in pretty rough shape and Provencher Roy’s design is both intriguing and seems to have the public in mind. The new passenger terminal will be modern and designed to permit two ships to dock simultaneously. Passengers will disembark nearer to ground level, traffic will be streamlined, and the terminal located closer to Old Montreal. Public spaces will include the water’s edge park at the end of the pier, in addition to the terminal’s year-round green roof, and possibly an observation tower as well.
I have my doubts renovating the passenger terminal will have a ‘major’ impact on the economy of Montreal in the broad sense, but we can let Denis boast. It looks like a lot of bang for a reasonable amount of buck, and at the end of the day a port city that’s also a major tourist destination should have a proper passenger terminal. That we get more public space to boot isn’t half bad.
I suppose I’m a touch biased. A long time ago I had a weird summer job processing passengers during cruise season. The terminal is well past its prime. I remember the first day I worked at the Iberville Terminal thinking that this must be the first year in decades that any passenger ship had docked in the port. For a moment I was convinced the terminal had only recently been reactivated, as all the workspaces, computers, scanners, tables (etc ad infinitum) we used had been brought in on wheeled carts and set up, apparently, just for this one occasion. I later discovered it was cheaper to rent the requisite equipment and drive it to the docks rather than have to maintain a full-time passenger terminal, considering how few ships docked here at the time. Not having brought a lunch that day, I was quite dismayed to discover the café at the far end of the terminal had evidently not been opened in many years; a thick layer of dust coated the ashtrays left out on the counter.
To say the least, it was odd working there. A quick panic of activity and crowds before the whole place fell back into its more natural state of slow urban decay.
I rather liked it. It seemed fantastically anachronistic, and yet it also felt like I was carrying on in some long tradition of Montreal dock workers too. Naive teenaged romanticism aside, what’s clear enough is the sorry state of the Iberville Terminal and Alexandra Quay as is. It’s virtually a no man’s land throughout most of the year, and there’s nothing really to do there. The quay and terminal complex’s last major renovation dates back fifty years to Expo 67, perhaps ironically at a period in time in which sea travel was becoming, for the masses, quite obsolete. I would say the last time it got a fresh coat of paint may be as long as 24 years ago, when the city celebrated its 350th anniversary.
I quite like the pier as it is because, for the most part, outside of the cruise season it’s essentially abandoned. There’s an ostensibly off-limits look-out at the end of it from which a few tattered flags remain beating against the wind, but other than that it’s one of those places I go in the city to get away from it all and enjoy a moment of silence surrounded by cacophonous city.
I suppose I’ll trek out one more time to enjoy the odd juxtaposition of calm in the midst of so much activity. If this project is completed as conceived, I’ll be glad to soon share this space…
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.”
Many years ago when I found myself making my way towards the Tam Tams one sunny summer Sunday and wound up in the middle of a strange festival going along the Mount Royal Avenue side of Parc Jeanne-Mance.
I remember thinking this was an odd location for a festival – it’s a baseball diamond – and what was stranger was that everything was in English. All the signs and all the lettering on the side of the trucks was in English. Had I inadvertently walked into the middle of a film shoot?
Fortunately not; Montreal is a stop on the annual North American tour schedule of the travelling Festival of India!
The roadshow is run by Harinam Festivals, Incorporated. That firm aims to spread the word of Krishna Consciousness with an annual festival circuit.
In other words, you can add to our city’s dynamic list of annual festivals one thrown by the Hare Krishnas. They’ll be back, quite likely in Parc Jeanne-Mance, July 9th and 10th, though it makes me wonder why the Krishnas aren’t set up across Parc Avenue immediately adjacent to the Tam Tams. You’d figure that would be very complimentary what with the ‘expanded consciousness’ going on around the base of the Cartier Monument.
As it was this past weekend; the Tam Tams in particular and Mount Royal generally speaking tend to bring out large crowds, but Sunday was epic. It’s too bad the city doesn’t try to estimate the crowd size at the Tams, but that might be for the best. As it stands, and as it has always been, the Tams graciously features zero city involvement. It’s unorganized, essentially spontaneous and quintessentially Montreal.
That got me thinking – how long have people been congregating in this particular part of town?
Or, from another perspective, what is it that made this space public? What precluded residential development on the land that would become Mount Royal and Jeanne-Mance parks?
There are a few different reasons why, but it’s worth noting that annual festivals played an interesting role.
Mount Royal Park was inaugurated in 1876 and the city’s principle exhibition centre – the Crystal Palace – was moved from the foot of Victoria Street (between Sainte-Catherine and Cathcart) to the ‘exhibition grounds’ in Fletcher’s Field two years later. Fletcher’s Field ran between Saint-Urbain and Parc, from Duluth up to Saint Joseph, and was used for annual exhibitions, sports and even as a military parade ground.
The image above was created for the newspaper L’Opinion Publique in 1881 and offers a bird’s eye view of the ‘Provincial Agricultural and Industrial Exhibition’ and its buildings. The Crystal Palace is in the background, up on what is now Saint Jospeh, with a Quebec, Montreal, Ottawa and Occidental Railway train passing behind it. The racetrack in the foreground would have been located between Mount Royal Avenue and Marie-Anne, or just about where the Festival of India sets up shop today.
Curiously, the area’s association with psychoactive plants dates back all the way to 1879, when the Pharmaceutical Society of Great Britain recognized Fletcher’s Field as a prime source for Hyoscyamus niger, also known as Henbane or Stinking Nightshade.
I doubt many of the spectators attending the annual agricultural and industrial exhibitions back in the city’s Victorian Era would have consuming Stinking Nightshade, though it may have been popular among the various animals brought to the site. The lengths of the exhibition on both the Parc and Esplanade sides was basically two long stables for the many horses brought to the exhibition grounds. Much like today, the area would have had a particularly pungent odour…
Also worth pointing out: the first known photograph of uniformed ice hockey players in Canada was taken in the Crystal Palace in early 1881, the same year of the illustration at top. During the winter months the large interior hall of the Crystal Palace served as one of Montreal’s main skating rinks, the other being Victoria Rink, today a parking garage running between Drummond and Stanley, just up from René Lévesque.
Our Crystal Palace would ultimately be destroyed by fire (in 1896), much like the more famous example built earlier in London, and the land between Mount Royal and Saint Joseph would shortly thereafter be redeveloped into much of the residential housing we find there today.
The land south of Mount Royal would remain public, though it would be many more years before it took its present form, with an emphasis on sport, as Parc Jeanne-Mance.
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.