Tag Archives: Montréal

A Resolution: to be Even Better than the Real Thing

Apologies for the lack of new content over the last couple of weeks, but what can I say I think we’ve all been busy right?

A good friend of mine is back from San Francisco and we’ve been talking cities, comparatively speaking. We touched on a wide spectrum of issues and key differences between the two cities that he related to me as something our citizens may wish to consider for our own community (or perhaps that I may wish to consider when putting together my eventual campaign platform). Issues of design and philosophy, but also of prerogative, presentation and appeal.

Among others, he asked me the following; why are the really top-flight, high-end and gourmet restaurants of our city located in areas generally inaccessible to tourists? By contrast, he inquired why it was that our apparent ‘show-street’ (Ste-Catherine’s) was crammed with chain retail stores, family restaurants and other locales better identified by a corporate logo rather than the quality of the services within? For the life of me, I can’t think of a single excellent restaurant on all of Ste-Catherine’s from Fort to Berri. There are times when Ste-Catherine’s is completely inactive, a slightly better lit variant of Boul de. Maisonneuve in the same sector. Less than thirty years ago this was not the case. Has our city been ‘bylawed’ into an unrealistic hodgepodge of distinct districts-cum-cubicles? What has made Ste-Catherine’s a less than ideal location for good restaurants, fashionable clubs and vaudeville theatres, as it once was teaming with life, quality performances, food and diverse entertainment? What sapped its nightlife? And why is it that quality, in this city, is never located in a position of distinction?

As an example, Dorchester Square’s dining options are severely constrained on the high-traffic Peel side while some new options on the low-traffic Metcalfe side remain largely hidden. Within the square only a tired casse-croute that never seems to be open, despite immense daily pedestrian traffic and a high concentration of office workers that could easily support a restaurant in this most public of public spaces. In Central Park, they have the world-famous Tavern on the Green. See what I mean? For a city that prides itself on exceptional nightlife and fine restaurants, we do a shit poor job making it obvious to find. And why should such things be hidden – does it make the find more valuable to the patrons? Are restaurants supposed to be exclusive or hiding in plain sight? Is any of this good for business?

Consider Place Jacques Cartier, arguably one of the most beautiful public squares in the Old Port. Have you ever eaten at any of the restaurants there? How many of them are quality local institutions compared to the number of tourist traps serving subpar food at inflated prices? Why do we, the citizens of Montréal, allow this? I can imagine in another city, perhaps a more thoughtful city, a public space of such quality and importance as this one would be filled with perhaps some of our very finest restaurants and shops. I ask again, when was the last time you went shopping in the Old Port? There’s nothing worth buying down there. There are few if any services, despite a stable local population and a stable daily traffic of locals going about their business. And yet, one of our most visited neighbourhoods and districts is far from emblematic of the city a seasoned local knows and loves. It is a very large tourist trap with all the good stuff barely identifiable, as if Montréalers are attempting a covert reclamation of the antique city. One of my favourite Old Port haunts is identifiable only by a set of antlers over the door. I love subtlety, but this is too much.

There’s something wrong if we can’t get tourists to the Mountain or to Parc Lafontaine or Ile-Ste-Helene. Why must these be our secrets? What are we trying to hide from the global stage? Why are these places inaccessible to tourists who may be unwilling to travel more than thirty minutes in a given direction from their hotel. Does our city really require so many secluded parks? And why does the city invest so much time in re-branding areas already well visited by tourists while doing nothing to lead tourists towards other equally well defined but locally-oriented neighbourhoods?

It seems as though there is a highly compartmentalized, perhaps sanitized, version of quaint Montréal we present to tourists and visitors on a scale that resembles cartoonish stereotypes of American excess. We don’t show the outside world what makes us powerfully unique and a thoroughly desirable place to live. No, instead, we put a dinky local spin on what remains a bad interpretation of American pop-culture. Its the Three Amigos, the Nickels and the thankfully forgotten foray into Planet Hollywood and Hard Rock Café territory that I think make some of the distinguished addresses of our city thoroughly un-Montréalais. We need to stop designing our city along what’s popular elsewhere, because at best we can only reproduce a pale imitation.

But people love us for who we are, and love coming her specifically for what sets us thoroughly apart from the pack. A good deal of the tourism experience in this city, based on what I’ve read in guide books, is the insistence on exploration. In general I agree with this kind of mentality, but why not open the market the better competition for key commercial real estate a little closer to beaten path.

Consider our local film industry, constantly advertising our city as a universal stand-in for any other city on either side of the pond, but never advertising Montréal for Montréal’s sake (and as we should know by now, capturing the aesthetics of Montréal on a whole is a difficult proposition, despite the beauty so apparent to any visitor). I’m tired of being told I’m looking at New York or Paris when I know I’m looking at Montréal. What sets those cities apart is that their citizens are perennially dissatisfied with the status quo, and we’re desperately trying to slow ourselves down and take the path of least resistance. Well, nothing ventured, nothing gained.

All great cities need to prepare for and execute a constant self-criticism that leads to impassioned and driven local entrepreneurs to lead individually for the common good. Ultimately, the common good is typically well aligned with the business interest’s bottom line.

And so I’m left to wonder – are we regulating ourselves into oblivion? Have we become so dependent on municipal intervention in all areas of city planning that it has stifled individual investment and creativity?

Government involvement has lead to the re-alignment of whole sectors with the hopes of streamlining operations and making it easier for tourists to identify, and yet they all seem a degree artificial in the end. New developments favour chains and franchises to independent businesses, yet only independent businesses are left with the will to set themselves apart by offering superior service and products. In other words, we don’t need any more starbucks or second cups – but I do need a new mom and pop coffee shop. New businesses on St-Catherine’s or at the Place des Festivals rarely seem to be anything other that a new franchise for an existing foreign label. Where is the investment in ourselves? Why don’t we take pride in the homegrown innovation as much as we’d like to think. And why doesn’t the city provide local institutions a chance to bid on properties along prestige addresses or major public spaces?

So if I was to ask for just one common resolution, adopted by all citizens equally for this coming new year, it would be that we all do all we can to instigate the changes we want to see for our city, individually or as a societal conspiracy. It would be to resolve to promote Montréal for Montréal’s sake, and to retake our city for our own business interests. Otherwise, we tend to look like a tacky and cheap imitation of everything we despise in the typical American city, and lay down no roots nor foundation for our business interests to grow and prosper.

So this year, let’s be more than what we are, let’s realize what we want and cease our finger-pointing and incessant whining. We can do whatever we set our minds to, and there seems to be a sufficient interest in instigating widespread change to the kind of city we live in. Let’s do what’s ultimately best for us – which is to say let us more thoroughly invest in that which makes us innovative, independent and unique.

I’ve seen far too many new Tim Horton’s open up in a city supposedly renown for excellent cafés this year, let’s try something new.

Tramway Considerations for Montréal’s Birthday

So it looks like Richard Bergeron has his own ideas concerning our city’s 375th Anniversary, and has proposed 37.5 km of new tram routes ready-to-go by 2017. Apparently, a finance working group has been established, though precisely what this means is anyone’s guess. I would normally be more optimistic, but there’s a new cynic growing somewheres deep down inside me.

Bergeron has earned himself (somehow) a reputation as being something of a ‘tram nut’ (this is how he’s been reduced before – modern media can suck in its efforts to be overly personable). Back in the day, a more optimistic Bergeron was keen on a 250km, $20 billion tram system to cover most of the densely packed urban core of Montréal. If this seems like a lot of tramways, consider that as recently as 1959 we had about 378km worth of tram line throughout the city and some first and second ring suburbs. This was unceremoniously dismantled in `59 largely out of pressure from the American automobile industry (see Great American Streetcar Scandal).

Another recent proposal came about as part of a larger metropolitan transit plan, this time in 2008-2009, when Mayor Tremblay announced a far less ambitious plan of three lines of 20km. That plan was supposed to be complete by 2013.

Something tells me we’re not going to meet that deadline.

That said, Bergeron is persistent and (hopefully) involved in the new plan, though I wonder why not shoot for something far more complete, such as 375 kilometer’s worth. I suppose 37.5km will cause enough traffic headaches for the next six years, especially given how slowly and inefficiently we build these days. But no matter which way you cut it, this is something we desperately, definitely need.

Projet Montréal tram design proposal
Tram design proposal, Projet Montréal

That said, there are some key considerations we need to discuss.

For one, trams or trolleys? Are steel wheels on rails necessarily the better way to go? Or can rubber tyres provide a sensible alternative, better able to climb steep gradients? Rails will undeniably work better insofar as the tram lane is segregated from regular traffic, especially on long straight streets, such as Boul. René-Lévesque. However, climbing up Cote-des-Neiges road or Atwater might be better handled by a rubber tyre alternative. And consider as well that there are models that feature both steel wheels and rubber tyres, and can switch between.

Second, who will run this new transit system? Ideally, the STM runs the tram network as well as the buses and Métro, and as Bergeron has planned, the proposal is designed to intersect with existing Métro stations. A common fare and transfer system seems like a no-brainer, but this needs to be planned from the outset. The last thing we want is an expensive tram that requires a separate fare. This could be enough to kill the system entirely.

Third, will installing the system be enough to get people to give up on using their cars? Probably not without an expensive and effective mass media campaign and municipal bylaws regulating when cars can enter the city (however the city decides to define this is really up to them). In effect, this system may prove itself far more useful, if not overtly desired by the citizens, if we go so far so as to actually employ measures to keep people from driving their cars. Offering excellent service and clean trams is one way, convincing the citizenry they have a fundamental responsibility to each other to use public transit is an entirely different measure.

Fourth, and related to the aforementioned points, it may be wise to install trams on streets we intend to be new pedestrian axes – such as Ste-Catherine’s. Though business associations perpetually live in fear of street closures, road work and any other threat to the overwhelming predominance of motor vehicles on our city streets, the fact is that cities larger than our own have been able to mitigate environmental damage from mass automobile use by offering excellent public transit, with trams playing a vital role ferrying people quickly between the urban core and the first ring suburbs. I would not use Toronto as a model, incidentally, when there are so many European and other American examples to go by.

Point is if City Hall wants to really make this work, they have to provide an alternative they can enforce to the point where few will question the logic. That anyone today can feel justified in arguing against capital investment in new public transit initiatives is, in my honest opinion, a measure of our stubborn regressiveness. We need to exercise this demon from our collective conscience.

We simply can no longer afford not spending money on massive public transit projects. Furthermore, we need to grow some local government sack and start finding ways of compelling people to give up on the selfish act of using a car when cheaper, cleaner alternatives exist.

Are there deer in Mount Royal Park?

So a couple days ago I’m hanging out with my roommate and his buddy says to me, he says, “y’all wouldn’t believe this shit but I saw a deer up on the Mountain.”

Straight up hand to god he swears side to side he seen a living, breathing deer somewhere’s about the Mountain and I casually ask ‘wheres’?

He replies he doesn’t remember exactly, but it was ‘somewheres on the North Face up behind U-de-M’, and he was absolutely certain of what he saw. I protested this point vehemently, and the situation degenerated quickly into a Mexican stand-off of mutual incredulity. I, incredulous that there would be deer in a two-hundred hectare park. And he, incredulous that there wouldn’t. I find it highly suspicious given the extent of urbanization around the Mountain, the numerous roads, fences and trails that bisect the Mountain. Certainly the deer would get hit by cars, and how many could possibly survive on the Mountain without being seen? I’ve never heard of anyone spotting a live deer on the Mountain, and I’ve lived here my whole life.

Am I nuts?

I’ve tried to imagine what may have led my associate to believe there is at least one live deer on the Mountain. Perhaps the staff at the Biodome bring the deer out for a romp in the woods once in a while. Maybe the Biosphere has introduced the species covertly as part of some mis-guided ‘urban-reforestation plan’. There are endless possibilities really.

Did he see a horse? The SPVM has a stable up there and the police regularly patrol the Mountain on horseback in the summertime. I doubt he’d confuse one for the other though.

Maybe it was back during the strike at Notre-Dame-des-Neiges cemetery back a few Summers ago. The cemeteries take up about two thirds of the central and eastern parts of what we know as Mount Royal. This is a considerable amount of space that was almost entirely fenced off and completely unmaintained for several months. Perhaps the Eco-Musée at the Morgan Arboretum let their deer out for a stretch.

Or perhaps there is some small pocket of natural Montréal wilderness, largely inaccessible to most park visitors and away from major roads in which a small group of deer have been able to sustain themselves for multiple generations. Perhaps it is an isolated gully, or perhaps they have simply adapted to urban living, and stick to a very small territory. There are plenty of deer living in the region, indeed, I’ve seen a whole family feeding in a swamp in July of 2004 just off of Chemin Ste-Marie near the Anse-a-Lorme Trail. But I really can’t imagine them living inside the most densely populated city in Canada.

Unless someone caught a deer somehow and decided to introduce them to the park all by themselves. Why someone would do this I don’t know.

So many unanswered questions!

I’ll do my best to get to the bottom of it.

A Sensible Approach to Redeveloping Griffintown

Let me make myself perfectly clear; being in favour of enhanced local government involvement in residential and commercial planning is not, in any way shape or form, anti-business. Nor is it necessarily going to lead to nepotism or otherwise create a conflict of interest. I need to stress this as a necessity, because we may otherwise spoil a golden opportunity to breathe new life into a dormant sector of the city by being fearful of the appearance of collusion. The city, by necessity, must be intimately involved in all manner of urban zoning planning – leaving it up to developers uniquely is simply irresponsible. The role of the city is to plan the necessary constraints placed on development and provide the requisite infrastructure to secure long-term growth and socio-economic stability within its boundaries. It is the private sector’s responsibility to adhere to these constraints and deliver a bankable product, on time and under budget, to their investors. A key issue to consider is this however; who are the investors? With regards to residential development projects, especially those of the size and calibre to potentially stimulate the rebirth of an entire residential zone, it is not merely the banks and the development company; all citizens who pay taxes to the municipal government are also paying for the city’s involvement in urban redevelopment, such as by rehabilitating old sewer systems, re-paving roads, building parks etc. Thus, in an indirect though significant fashion, the citizens are also investors, and their interests ought to considered as though the citizens are the financial backers of the city, in the same fashion that the banks and investment firms back the contractors, speculators and developers.

The plans to redevelop Griffintown caused a considerable uproar a few years back amongst citizens inclined towards a certain preferred urbanism. Indeed, the Devimco plan was seen as an uninspired condo-tropolis reminiscent of recent construction in Toronto or Vancouver and, though the project was officially put on hiatus as a result of the global economic meltdown, one can’t deny it was also very poorly received. Smaller projects have been implemented instead, and large-scale planning for the area doesn’t seem to have much if any involvement from the City. Perhaps it’s just hard to gauge, but the Montréal2025 plan, the Devimco plan, the scaled-back Devimco plan and the Canada Lands Corporation plan (along with a proposed Cité-du-Havre redevelopment scheme) all seem to be little more than ideas, proposals. Perhaps they are in accordance with a master plan somewhere in the city’s planning department, but publicly, it doesn’t seem that the Tremblay administration is making much headway. I can only wonder why Griffintown’s redevelopment isn’t the focal point of a major campaign on the part of the City to win the confidence of the tax-payers and potential investors, though I think it may have something to do with the number of strategic partners involved and the fluidity of Griffintown’s potential borders.

The region bounded by Highways 720, 20 and 10 looks like a backwards comma and is referred to as the Sud-Ouest. It includes the communities of Griffintown, Little Burgundy, St-Henri, Lower Westmount, Village des Tanneries, Pointe-St-Charles and the former Goose Village. Given the City’s plan to demolish the Bonaventure viaduct, this region will soon include the Cité-du-Havre, the Faubourg-des-Récollets and the proposed Quartier Bonaventure as well. The Sud-Ouest borough also counts the neighbourhoods of Cote-St-Paul and Ville-Emard further West and has a total population of about 70,000 people. This region is served by about a dozen Métro stations either within the boundary or on its periphery and has been going through a partial gentrification for about fifteen years. It is extremely convenient to live in this sector, apartments are generally quite affordable and you are in the immediately vicinity of the Central Business District. New construction is taking place and the borough has already established itself as an up-and-coming alternative to the Plateau. It’s hip and chic to live here. So why aren’t we planning for the area as a whole?

I can imagine it’s in all of our best interests to attempt increasing the residential population in this area – perhaps by significant margin given the availability of open, largely under-used land. But if this is to be the case, we must further ensure an appropriate mix of incomes and living arrangements. For one, there are a great deal of heritage properties which must be protected. An excellent way to go about this is to have the City acquire said properties and keep them rent-controlled. Other initiatives should include mandatory construction of rent-subsidized apartments and middle-income condo/apartments in all new large-scale residential development projects. Further, the city will have to construct new schools and rehabilitate old civic properties to support the new population increase (as an example, the area in question has old community centres, churches, fire stations, schools etc, many of which could be renovated and re-used), while further investing in a massive, sector-wide city beautification project. For too long it seems as though the City has focused uniquely on beautifying areas within the sector that have received significant private investment – this has given the area a very uneven look. Finally, new small-business initiatives would have to created (and backed by the City) to foster a stable local economic foundation. We can accomplish all of this, but it will require greater City involvement and a bird’s eye perspective. If the population could be doubled in this sector and a new Plateau result, it’s worth the investment. The City should use the opportunity to create a massive new residential zone built according to the interests of the citizens and our urban planning experts.

The Big Picture

I’ve been having trouble coming up with something to talk about. I have to thank Wikipedia author Chicoutimi for updating the entry for ‘Greater Montreal’ with this graphic, which got me thinking on a different level. The City of Montréal is represented in dark blue, with independent communities within the Metropolitan Region coloured pale blue. I would personally consider some of the grey areas to the left (like that part near Oka, or Valleyfield, Les Cedres etc) to be a part of the metro region, and I’m not sure the borders are laid out perfectly, but either way you get the big picture – Montréal anchors a massive metropolitan region with a population of nearly 4 million people (StatsCan predicts it will pass that number within two or three years, with about half that number residing on the Island of Montréal). Moreover, Metro Montréal is Canada’s densest metro region, with about 900 people per square kilometre, and that number is expected to quickly reach about 1,000 people per square kilometre within the next few years.

Perhaps you can imagine my frustration, looking at a map such as this and considering the economic power of 4 million people, when I see all these independent communities. What are they all independently working towards? Are our goals, needs and wants so different? Would these communities even exist without Montréal?

It strikes me as being exceptionally inefficient, and perhaps the greatest obstacle preventing our much deserved international recognition and further economic and political potential. We are held back by ourselves, each hoping to succeed independently when cooperation is what’s best for all concerned. I look at a map like this and can only ask why? Some of those borders were determined by the extent of investment in various residential projects. The people who live there have almost nothing in common (by design) with the people who built the community in the first place. Almost all bedroom suburbs are like this, so to what do they owe their independence? Market forces? The housing market? The whims of the CMHC?

And while these communities can build fences to force citizens of Montréal to pass through patrolled check points (see Town of Mount Royal), or build barriers to prevent motorists from using a much-needed by-pass (see Town of Montreal West), or exist solely to benefit international oil conglomerates which have abandoned much of the eastern tip of the island to ecological ruin (see the Ville de Montréal-Est), the City of Montréal finds itself having to deal with independent communities who all too often behave like spoiled children, completely lacking in vision and inherently contrarian in disposition. Although I would love to one day be mayor, I can only imagine the difficulties this situation creates. Clearly the best situation would be for a single metropolitan government with a borough and ward system for municipal government, with a large congress of representatives to ensure appropriate representation of the massive new city.

If the entire metro region you see above was a single city, we could review zoning and taxation across the entire region, establish a more egalitarian and proportional taxation system based on new data and subsequently establish new zoning ordinances to re-position certain economic and industrial activity to more advantageous locations while simultaneously increasing urban residential densification and renewal. Collecting taxes from a unified population of four million would allow us to independently lead on capital investment for new infrastructure projects, no more waiting around to secure federal or provincial input. Moreover, we’d be able to expand and increase public transit services, possibly even leading to the development of high-speed rail within the metropolitan region before expanding outwards to other cities. Montréal is the number one tourist destination for Manhattanites – so where’s the bullet train to serve and stimulate that sector of the tourism market? Investing today may secure it for tomorrow.

On a final note, consider as well that a metro city such as the one I’m proposing would be well-positioned to take on additional responsibilities, such as education, healthcare and welfare services. Devolving some of these concerns to a new metro city would allow greater day-to-day operational efficiency, not to mention guarantee a new higher standard of public education and full bilingualism of the population. A single metropolitan school board would have the resources to secure higher rates of pay, better facilities and provide additional after-school and specialist services than any of the current independent boards. Do our children not all deserve the same education, or are we willing to allow inequities to persist based on mother tongue and where one lives? How does that benefit society? This is but one example of how a larger city could have the economic and political force necessary to tackle some very complicated socio-economic problems. We need the same kind of thinking applied to health and social services as well – we need to run our own systems, adapted to our needs, united for our own strength, and no longer subjected to long-distance governing. We need operational sovereignty on a localized, metropolitan level – this is the only way to properly move forward and establish ourselves as a global alpha city.

Historic Perspectives on the City – Place Bonaventure & Place du Canada

An excellent photograph showing the development of Place Bonaventure and environs, mid-late 1960s

So this is a sight we’ll never see again. Place Bonaventure, prior to its renovation, with the Métro tunnel being constructed in the foreground, adjacent to the (then) recently completed Chateau Champlain and Place du Canada building, from the Laurentian Hotel, which no longer exists. Notice the parking lots and the old building which would be razed to make room for 1000 de la Gauchetiere. Prior to the construction of Place Bonaventure and the Chateau Champlain complex, you could look out and see most of the Old Port and the Tour de la Bourse from this vantage point. Oh to live in a city hell bent on urban renewal and re-development, as it once was.