2004 - Montreal Master Plan by Brendan Cormier

Letter from the Mayor Dear Montrealers,

The Master Plan is now the reference guide for all planning and development issues for the City and its private, public and community partners. This plan represents both an instrument we will use to improve the quality of life of Montrealers and a social contract bringing citizens together around common goals for their future. It is the result of a significant collaborative effort between Montréal’s boroughs, local actors and stakeholders, elected officials and more broadly, its citizens. Each of these groups has had the opportunity to express its concerns and wishes and to share its ideas for improving our City. They did so primarily through a Call for Ideas that accompanied the Plan’s preparation and then again during the public consultation process held on the draft version of the Plan in May and June of 2004. The Master Plan is based both on the numerous points of consensus reached during the 2002 Montréal Summit and on the opinions expressed by members of the Montréal community during the course of the public consultation process. It responds to the need to ensure a balance between a City-wide vision and the enhancement of the distinctive characteristics of each of Montréal’s boroughs. It seeks equally to guarantee that future development in Montréal will rest firmly on the principles of sustainable development. I am very proud to present you with Montréal’s Master Plan. For me and all those who have worked on it at one point or another, it represents a goal achieved, a promise fulfilled and a hope for the future. The Ville de Montréal will take the lead in the implementation of the Plan, working in close collaboration with its many different partners and with the participation of its citizens. The Master Plan is an invitation to all of us to succeed in building Montréal’s future together. I invite you to make it your own. The Mayor of Montréal,

Gérald Tremblay

MontrĂŠal Master Plan November 2004

Table of contents

Introduction Part I

City-wide issues

Chapter 1

Planning approach

Chapter 2

Planning goals

Chapter 3

2.1 High-quality, diversified and complete living environments Objective 1 Objective 2

11 13 25

2.2 Structuring, efficient transportation networks fully integrated into the urban fabric Objective 3 Objective 4

33 35 61

2.3 A prestigious, convivial and inhabited Centre Objective 5 Objective 6 Objective 7

67 71 79 87

2.4 Dynamic, accessible and diversified employment areas Objective 8 Objective 9 Objective 10

95 101 107 111

2.5 High-quality architecture and urban landscapes Objective 11 Objective 12 Objective 13 Objective 14

113 115 131 137 143

2.6 An enhanced architectural, archaeological and natural heritage Objective 15 Objective 16

149 151 165

2.7 A healthy environment Objective 17 Objective 18 Objective 19

171 173 185 189

Implementation of the Master Plan

195

3.1 Parameters related to land use designation and building density

196

3.2 Capital and program investments strategy

205

3.3 The Planâ&#x20AC;&#x2122;s implementation partners

209

Montréal Master Plan November 2004

Chapter 4

Detailed Planning Areas

213

4.1

Airport surroundings

216

4.2

CP tracks surroundings

218

4.3

Angrignon

220

4.4

Ville-Marie Expressway

222

4.5

Crémazie Boulevard

224

4.6

Pie-IX Boulevard

226

4.7

Bourget / Forget

228

4.8

Lachine Canal

230

4.8.1 Griffintown

234

4.8.2 East Lachine

236

4.9

Côte-de-Liesse Road

238

4.10

Central Business District

240

4.11

Olympic Complex and Village

242

4.12

Louis-H.-La Fontaine corridor

244

4.13

Décarie / Cavendish / Jean-Talon West

246

4.14

Galeries d’Anjou / Jean-Talon East

248

4.15

Havre de Montréal

250

4.16

L’Acadie / Chabanel

254

4.17

L’Anse-à-l’Orme

256

4.18

Laurentien / Lachapelle

258

4.19

Meadowbrook

260

4.20

Mount Royal

262

4.21

Notre-Dame East

264

4.22

Quartier des spectacles

266

4.23

Indoor pedestrian network

268

4.24

Glen and Turcot sites

271

Part II

Borough documents

Part III

Complementary document

Appendices

Table of contents

Synthesis of the Master Plan’s goals, objectives and actions Thematic index Glossary Bibliography Credits

Montréal Master Plan November 2004

List of illustrations

Table of contents

List of graphics

2.1.1

Residential Development Potential

2.1.1

Potential for New Dwellings in Montréal

2.3.1

The Central Business District

2.1.2

2.3.2

Commercial Streets to be Consolidated

Trends in Household Numbers in Montréal and the Region (CMA) 1981-2001

2.4.1

Business and Retail Districts to be Densified while Creating New Public Transit Corridors 103

Relative Weight of Daily Trips Made in the Montréal Metropolitan Region (in %)

2.4.2

Employment Areas to be Redeveloped while Making Structuring Interventions to the Road Network 104

Trends in Trips Ending in Montréal (all motives, 24 hours, in %)

2.4.3

Large Abandoned Industrial Sites to be Developed as Employment Areas 105

2.4.4

Areas Suited for Transformation to Mixed-Use Activities

110

2.5.1

The Waterside Roadway

121

2.5.2

The Settlement Routes

128

2.5.3

The City’s Gateways

129

2.5.4

Main Thoroughfares

145

2.6.1

Industrial Heritage

153

2.6.2

Nature Parks

166

2.7.1

The Quality of Lake and River Water

179

2.7.2

Land Use Constraints Related to the Airport

190

2.7.3

Flood-Prone Areas

191

2.7.4

The Lafarge Quarry and the Former Quarries

192

2.7.5

Saint-Jacques Escarpment

193

2.7.6

Overhead Power Lines

194

2.2.1 2.2.2

Maps 1.1

Established areas, areas to be built and areas to be transformed

2.1.1

Revitalization Areas

2.1.2

Major Retail Components

2.2.1

Public Transportation

2.2.2

Areas Designated for Intensification

2.2.3

Road Network

2.2.4

City-Wide Bikeway Network

2.2.5

Major Rail, Port and Airport Transportation Infrastructure

2.3.1

The Centre and its Surroundings

2.3.2

An Inhabited Centre

2.3.3

Key Roadways of the Centre

2.4.1

Employment Areas

2.5.1

Parks and Green Spaces

125

2.6.1

Built Heritage

155

2.6.2

Archaeological Heritage

161

2.6.3

Natural Heritage

169

3.1.1

Land Use Designation

199

3.1.2

Building Density

203

4.23.1 Indoor Pedestrian Network

269

“ The Master Plan shall become the municipal reference document for any action pertaining to urban development within the City”

Montréal Summit, June 2002

Montréal Master Plan November 2004

Introduction

page 1

Introduction

PUBLIC CONSULTATION ON THE DRAFT VERSION OF THE MASTER PLAN In April 2004, City Council gave the Office de consultation publique de Montréal (Montréal Public Consultation Office or OCPM) the task of leading the public consultation process on the Draft Version of the Master Plan. The OCPM held ten information sessions in ten sections of the City between May 17th and June 16th, attracting around 1,000 participants. Later, some two hundred private citizens and representatives of organizations presented their opinions and comments at the public hearings which took place between June 21st and 29th. The report of the OCPM’s commission on the Master Plan was made public on October 12th, 2004. All documents related to this public consultation process are available on the OCPM website at www.ocpm.qc.ca

The Master Plan is the result of a planning and cooperative process initiated at the Montréal Summit in June 2002. The Master Plan presents a planning and development vision for the City, as well as measures for implementing the goals and objectives resulting from that vision. The Plan deals with issues applying both to Montréal as a whole and to the specific characteristics of the 27 boroughs, which reflect the City’s multi-faceted identity. Indeed, the personality of this great North American city is displayed in the different characteristics of each borough, which gives them a distinctive local colour. As the cultural and economic metropolis of Québec, at the heart of a region of more than three million people, Montréal has succeeded in developing an enviable quality of life. The boroughs and the various municipal departments have worked together closely in order to produce this document. As such, it is a major landmark in the establishment of the new Ville de Montréal, which was created on January 1, 2002. The Plan’s preparation also involved a number of government officials and outside partners. The public consultation process gave Montrealers an opportunity to express their point of view concerning the planning and development of their City and borough.

PREPARATION AND IMPLEMENTATION SCHEDULE OF THE MASTER PLAN

June 2002 ■

Montréal Summit

May – June 2004 ■

June 2002 – March 2004 ■

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Preparation of the Draft Version of the Master Plan Call for Ideas: “Do you have a plan?” Validation by Summit delegation and outside partners Consultation process on local issues in each borough

April 2004 ■

Adoption of the Draft Version of the Master Plan by City Council

Public consultation on the Draft Version, conducted by the OCPM

October 2004 ■ ■

Tabling of the public consultation report Finalisation du Plan en conséquence

November 2004 ■

Adoption of the Master Plan by City Council

January – December 2005 ■

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Integration of borough documents into the Master Plan Adoption of conformity by-laws by borough councils

2005 – 2007 ■

Elaboration of detailed planning efforts in strategic sectors

Annually ■

Public study of the progress of implementation of the Master Plan by a City Council commission

Montréal Master Plan November 2004

Introduction

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The nature and scope of the Master Plan CALL FOR IDEAS: “DO YOU HAVE A PLAN?” More than 1,400 people responded to the Call for Ideas, which was held from November 2002 to June 2003. The objective was to survey Montrealers about what they would like to improve in their neighbourhood and City. The main issues raised by respondents were the following: Quality of life; Transportation problems; Presence of a healthy natural environment; Protection and enhancement of the built heritage; Community facilities. ■

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Mount Royal was designated as Montréal’s most significant site. Fourteen elementary schools also took part in the children’s section of the Call for Ideas. The children generally raised the same issues as the adults and used drawings to illustrate the urban environment of their dreams. The Internet site at www.ville.montreal.qc.ca/concours-plan presents the main results of the Call for Ideas.

The Master Plan is a social contract between the Ville de Montréal, governments, private and community partners and Montrealers in general. The Plan’s vision of the future, based on a ten-year horizon, rests on an analysis of the present context and issues. However, this vision is not meant to be static. The Master Plan must be viewed as dynamic and evolving. It will be amended as needed to deal with emerging issues following an open public discussion and consultation process. Moreover, the City intends to revise the Plan every five years. This first Master Plan for Montréal respects the requirements established by the Act respecting Land Use Planning and Development by setting the City’s urban development goals, as well as the regulatory guidelines for land use and building density. The boroughs, which are responsible for urban planning by-laws, will bring their existing by-laws into conformity with the Plan within twelve months of its adoption. Similarly, Montréal’s Master Plan will also conform to the future Schéma métropolitain d’aménagement et de développement (Metropolitan Land Use Planning and Development Plan) to be adopted in 2005 by the Communauté métropolitaine de Montréal (CMM). The Plan is innovative in many respects. Firstly, by working from a cross-sectional perspective on planning issues and implementation measures, the Plan departs from a conventional sectorial approach. Secondly, the Plan sets out a municipal investment strategy that links objectives and projects to specific municipal financial tools. A number of the City’s sectorial policies to be implemented over the next few years are also reflected in the Master Plan.

POLICIES, PLANS AND STRATEGIES Following the June 2002 Summit, the Ville de Montréal undertook the development of a set of targeted policies, plans and strategies referred to in the Master Plan. The following policies are discussed further in the appropriate sections of Chapter 2 in Part I: ■

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Stratégie de revitalisation urbaine intégrée (Integrated Urban Revitalization Strategy), see Objective 1; Schéma directeur de développement des équipements de loisir (Recreational Facilities Development Plan), see Objective 1;

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Stratégie d’inclusion du logement abordable (Affordable Housing Inclusion Strategy), see Objective 2; Plan de transport (Transportation Plan), see Objective 3; Politique de développement culturel (Cultural Development Policy), see Objective 5; Stratégie de développement économique (Economic Development Strategy), see Objective 8; Politique de l’arbre (Tree Policy), see Objective 11;

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Politique sur l’affichage commercial (Commercial Signage Policy), see Objective 13; Politique du patrimoine (Heritage Policy), see Objective 15; Politique de protection et de mise en valeur des milieux naturels (Policy Respecting the Protection and Enhancement of the Natural Environment), see Objective 16; Plan stratégique de développement durable (Sustainable Development Strategic Plan), see Objective 17; Plan municipal de gestion des matières résiduelles (Waste Management Policy), see Objective 17; Politique d’atténuation du bruit (Noise Reduction Policy), see Objective 18.

Montréal Master Plan November 2004

Introduction

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MONTRÉAL AND THE COMMUNAUTÉ MÉTROPOLITAINE DE MONTRÉAL

BOROUGHS OF MONTRÉAL 1 2 3 4 5 6 7 8 9

Ahuntsic-Cartierville Anjou Beaconsfield-Baie d’Urfé Côte-des-Neiges–Notre-Dame-de-Grâce Côte-Saint-Luc–Hampstead–Montréal-Ouest Dollard-Des Ormeaux–Roxboro Dorval–L’Île-Dorval Kirkland Lachine

10 11 12 13 14 15 16 17 18

LaSalle Le Plateau-Mont-Royal Le Sud-Ouest L’Île-Bizard–Sainte-Geneviève– Sainte-Anne-de-Bellevue Mercier–Hochelaga-Maisonneuve Montréal-Nord Mont-Royal Outremont Pierrefonds-Senneville

19 Pointe-Claire 20 Rivière-des-Prairies– Pointe-aux-Trembles–Montréal-Est 21 Rosemont–La Petite-Patrie 22 Saint-Laurent 23 Saint-Léonard 24 Verdun 25 Ville-Marie 26 Villeray–Saint-Michel–Parc-Extension 27 Westmount

Montréal Master Plan November 2004

Introduction

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The structure of the document URBAN PLANNING INSTRUMENTS The Act respecting Land Use Planning and Development sets out three main urban planning tools for Montréal: The Communauté métropolitaine de Montréal’s Metropolitan Land Use Planning and Development Plan, to be adopted in 2005, will describe the strategic vision for cultural, economic, environmental and social development and will determine the overall aims of land development policy, along with general policies on land use. Montréal’s Plan and urban planning by-laws must comply with the Metropolitan Land Use Planning and Development Plan. The Master Plan is a planning and management tool adopted by City Council. It includes the planning and development goals of the City, land use and building density designations and the nature as well as the location of projected transportation infrastructure. It includes a complementary document, as well as Special Planning Programs (SPP). The urban planning by-laws set the rules for issuing building and alteration permits. They are adopted by borough councils and must conform to the Master Plan. The main regulatory tool is the zoning by-law. ■

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The other urban planning by-laws are : By-laws governing site planning and architectural integration programs (SPAIP), comprehensive development programs (CDP) and individual projects; Subdivision and building by-laws; By-laws governing permits, minor exemptions and conditional uses. ■

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The Master Plan is divided into three parts. The first part covers issues that affect the City as a whole. The second presents documents that are specific to each of the 27 boroughs. The third is the complementary document. Part I

The Master Plan’s planning approach presents a comprehensive vision that leads to seven development goals. The second chapter fleshes out these goals and sets the resultant development objectives and implementation measures. The third chapter deals with the Plan’s implementation, including monitoring, regulatory guidelines, municipal investment strategy and partners. Finally, the fourth chapter discusses areas of the City that will require further detailed planning after the Master Plan is adopted. Part II

The second part of the Plan presents, for each of the 27 boroughs: ■ An overview of City-wide objectives; ■ An enlargement of the land use designation map; ■ An enlargement of the building density map; ■ An enlargement of the parks and green spaces map; ■ An enlargement of the built heritage map; ■ A list of heritage buildings in the borough. The Master Plan can be modified at the initiative of a borough to add the following elements: ■ Specific planning and development goals to respond to local issues; ■ Treatment of local Detailed Planning Areas; ■ Regulatory guidelines specific to the borough; ■ The local action plan. Part III

The third part of the Master Plan is the complementary document. It establishes the rules and criteria for the boroughs’ urban planning by-laws. These rules and criteria emerge from Parts I and II of the Plan.

THE MASTER PLAN’S WEBSITE Montréal’s Master Plan can be consulted online at: www.ville.montreal.qc.ca/plan-urbanisme. The site presents the Plan’s contents and the studies used in its development, including hyperlinks to socio-economic data and other relevant sites. The Master Plan’s website is updated regularly to reflect any amendments or revisions.

1 Part I â&#x20AC;&#x201D; Chapter 1: Planning Approach

Planning Approach

Montréal Master Plan September 2005

Planning Approach

1 Planning Approach

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The preparation of the Master Plan constitutes a unique opportunity to reflect collectively on the future of the City. Montréal is a metropolis with many enviable assets. Its distinctive geography, the quality and liveability of its living environments, the diversity of its inhabitants, its cultural and economic vitality and its transportation networks are all valuable advantages in building the future City. However, a greater consistency in urban planning choices is required in order to make Montréal even more liveable and dynamic. The Ville de Montréal endorses the principles of sustainable development, especially with regards to urban development and intends to take a balanced approach based on economic vitality, social equity, environmental preservation and respect for the needs of future generations. Urban planning and development decisions will be made in a way that encourages citizen involvement and respects the results of public consultations.

THE KYOTO PROTOCOL Signed in 1997, the Kyoto Protocol aims to stabilize atmospheric greenhouse gas (GHG) concentrations at a level that will not dangerously disturb the Earth’s climate. In Canada, this represents an average reduction of 6%. The transportation sector accounts for 38% of emissions and is responsible for most of the GHG increase in Québec. One-quarter of Québec’s total GHG emissions come from Montréal. This shows the major role that the City can play in implementing the Kyoto Protocol, both as a municipality and as part of the Metropolitan Community. By proposing a sustainable development model that seeks, in part, to reduce dependency on cars and to protect natural spaces, the Master Plan is one of the City’s contributions to the goals of the Kyoto Protocol.

This approach is based on a growing awareness of the important role played by urban planning and development in the viability of communities. Montréal must provide a pleasant environment and diverse urban experiences to its citizens and visitors. Furthermore, the Master Plan incorporates the principles of universal accessibility, which will help to ensure that all Montrealers have access to all of the City’s public facilities and spaces, as well as buildings both public and private. Furthermore, the quality of the urban environment has impacts on public health. Therefore, the Master Plan supports an ensemble of measures linked to the quality of dwellings, public facilities, nature areas and the environment, in order to improve the quality of life of Montrealers. In the coming years, demographic growth in the metropolitan area will be moderate but significant, given a projected increase of 150,000 households between 2004 and 2014. Since the anticipated development is limited, special care will be required in order to avoid urban sprawl and to consolidate the existing urban fabric, especially by reinforcing links between the various areas of urban activity. In accordance with the principles of sustainable development, this will improve the cost-effectiveness of urban infrastructure and reduce the City’s related maintenance and rehabilitation costs. The Master Plan seeks first and foremost to significantly improve the quality of architecture and urban landscapes and to orient the culture of the City toward better urban design.

Montréal Master Plan September 2005

1 Planning Approach

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The quality of existing assets and their preservation must first be recognized. Most of Montréal’s territory is composed of established areas. The Ville de Montréal intends to consolidate both the current activities and the built form of these areas (see Map 1.1). SUSTAINABLE DEVELOPMENT Sustainable development meets present needs without compromising the ability of future generations to meet their own. It is a balanced approach that incorporates environmental, social and economic dimensions. It aims for ecological integrity and economic efficiency as well as social equity among nations, individuals and generations. ■

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Maintaining ecological integrity requires that development respects the renewal or depletion rate of natural resources and minimizes the impact of human activities on the environment. An efficient economy optimizes human, natural and financial resources. It presupposes that economic actors assume responsibility for the impacts of their activities on the environment, society and resources. Socially equitable development means that existing human communities as well as future generations can meet their basic needs, have access to employment and social, health and educational services and can participate in decisions that affect them.

These principles are of concern to local communities, particularly in promoting a viable model for human settlements. The City has elaborated this vision in its Plan stratégique de développement durable (Sustainable Development Strategic Plan). The Master Plan is a powerful instrument for shifting the City to sustainable development practices that will provide a better “quality of city” for both residents and visitors. A sustainable urban environment will be more compact, less dependent on individual automobiles and organized in such a way as to promote public transportation and nonmotorized travel. It will offer diverse activities and services, close to residential areas composed of a range of housing types. It will provide easy access to green spaces and waterways, as well as public spaces that are safe, comfortable and enjoyable.

However, major planning and consolidation challenges must be met. Of the City’s total area of 500 km2, 26 km2 are still vacant. Some 11 km2 are scattered through the established areas. The remaining vacant areas to be developed for housing or employment purposes cover another 11 km2. Montréal’s territory also includes many areas to be transformed that are currently underused and whose activities and built form will be changed radically over the long term. This transformation will also permit the development of the remaining 4 km2 of vacant land that falls within these areas. This effort seeks to promote renewal and new construction within the City limits. ■

Respecting the spirit of the Kyoto Protocol, Montréal’s urban development will aim to increase the use of public transportation and active modes of transport such as walking and cycling. The intention is to consolidate and increase urban density, particularly within walking distance of metro and commuter train stations, while fully respecting the characteristics of existing neighbourhoods.

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The Plan also promotes a greater variety of uses in some areas of the City in order to reduce distances between residences, shops, services and workplaces, again while respecting the characteristics of each area. This will help make these areas more dynamic and increase local residents’ sense of belonging.

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Special attention will be required to optimize the development of Montréal’s Centre. This area is the most easily accessible by public transportation and is already diversified and densely occupied. Nevertheless, it still has considerable development potential, particularly its 60-odd hectares of vacant lots and numerous buildings that could be given over to new functions.

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Montréal’s residential living environments generally exhibit an undeniable quality and diversity. The Plan proposes to enhance their special characteristics while planning for specific interventions where required.

Montréal Master Plan September 2005

1 Planning Approach

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The areas of Montréal where employment is concentrated are quite diverse, reflecting the diversity of the City’s economy. The Ville de Montréal intends to maintain this asset and to promote public and private reinvestment in areas experiencing economic transformation, in particular those located near densely populated areas that are well served by public transportation.

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The Plan also seeks to take advantage of Montréal’s exceptional geography. The City is built on islands that are situated in the middle of a majestic river, the largest of which is capped by Mount Royal. A striking landmark in the flat surrounding landscape, this is the mountain that gives the municipality its name.

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The Plan will also preserve and enhance ecoterritories consisting of natural environments of interest, especially wooded areas, by promoting their harmonious integration with urban development.

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The City’s architecture is characterized by a wide variety of buildings, a heritage that should be maintained and enhanced. The many existing districts that display an individual neighbourhood character contribute to this richness. The Master Plan seeks to preserve their distinctive features and to promote excellence in architecture. The coherent planning of public places will ensure a more comfortable and safe pedestrian experience no matter the season. This concern also underlines the need to take advantage of the special dimension that the winter adds to Montréal’s landscape.

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The Master Plan conveys the City’s desire to ensure a healthier urban environment and the optimal use of resources. The Plan therefore supports alternatives to the individual car and supports the rehabilitation of contaminated sites as well as the introduction of mitigation measures that limit environmental nuisances in living environments and reduce the urban heat island effect.

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Finally, the Master Plan confirms the permanent agricultural zone in the western portion of Île Bizard, in Senneville and Sainte-Anne-de-Bellevue with a total area of 20.6 km2. The intention is both to preserve the inherent characteristics of these environments and to focus development in areas that are already served by infrastructure and easily reached by public transportation, in accordance with the spirit of sustainable development.

Montréal Master Plan September 2005

1 Planning Approach

The Master Plan’s planning approach leads to seven goals that constitute as many challenges for Montréal:

HIGH-QUALITY, DIVERSIFIED AND COMPLETE LIVING ENVIRONMENTS;

STRUCTURING, EFFICIENT TRANSPORTATION NETWORKS FULLY INTEGRATED INTO THE URBAN FABRIC;

A PRESTIGIOUS, CONVIVIAL AND INHABITED CENTRE;

DYNAMIC, ACCESSIBLE AND DIVERSIFIED EMPLOYMENT AREAS;

HIGH-QUALITY ARCHITECTURE AND URBAN LANDSCAPES;

AN ENHANCED BUILT, ARCHAEOLOGICAL AND NATURAL HERITAGE;

A HEALTHY ENVIRONMENT.

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February 2012

MontrĂŠal Master Plan June 2005

2.1 High-quality, diversified and complete living environments

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2.1 High-quality, diversified and complete living environments

One of MontrĂŠalâ&#x20AC;&#x2122;s fundamental attributes is the quality of its living environments. Its 27 boroughs are characterized by a quality of life that is unusually high for a large metropolis. The City has developed a series of objectives and actions aimed at sustaining high-quality, diversified and complete living environments. In this respect, an integrated approach that addresses the various components of living environments is required. A residential environment should include not only a variety of housing units of sufficient quality and quantity to meet the requirements of various types of households, but it should also provide a range of public services and facilities such as stores, schools, libraries, sports and recreational facilities and green spaces. The residential environment should also be well served by public transportation and benefit from adequate access to the various employment areas. Finally, the residential environment should be healthy and safe.

The Plan sets forth two objectives relative to living environments:

1 Improve the quality of existing living environments.

2 Encourage the construction of 60,000 to 75,000 housing units between 2004 and 2014.

Montréal Master Plan June 2005

2.1 High-quality, diversified and complete living environments

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HABITER MONTRÉAL : THE MUNICIPAL HOUSING STRATEGY The City’s intervention in housing is to implement a strategy based on three areas of focus: a balanced residential supply, improved housing conditions and living environments and residential development. Municipal interventions will target City-wide concerns rather than borough-level issues. Housing : Converging actions Montréal derives its social and demographic balance, as well as a competitive economic advantage, from the quality and diversity of housing it offers. In order to improve its housing supply, the City is implementing a housing strategy to support and complement the market and act in accordance with the principles of sustainable development. The strategy seeks to: ■

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Manage growth in the long term, by combining housing construction with the conservation of existing housing units in order to consolidate the urbanized area of the City and take full advantage of existing infrastructure; Maintain an inclusive society, where social diversity within the City, the boroughs and individual development projects creates a viable community that is able to support a range of services.

1. Providing a balanced residential supply Access to the rental housing market poses challenges for certain types of households, including those with low incomes, newcomers and large families. Current price levels and the evolving housing supply are also making it increasingly difficult for low-income households to buy their first home. In response to these problems, the City is deploying a strategy for affordable housing, which includes subsidies and programs designed to ease access to property ownership as well as incentives and regulatory measures to ensure social diversity within major real estate projects. When dealing with a more vulnerable clientele, such as seniors losing their autonomy, the homeless and troubled youth, these measures will create an environment conducive to personal development in addition to offering affordable housing, by providing support services and links to health and social services. 2. Improving housing conditions and living environments The condition of the housing stock has a direct effect on the municipal tax base and the overall quality of life. Although most of Montréal’s housing stock is in good condition, it requires close observation and measures to encourage the improvement of its state of repair as well as to correct deterioration that affects specific areas or types of buildings, including the older segments of the social housing stock. Social changes have also created the need to adapt residential spaces to meet a variety of situations: home support for the elderly, the growth in home offices, student housing, rooming houses, etc. The strategy also covers actions within integrated revitalization projects. 3. Promoting residential development In order to achieve the objective of building 60,000 to 75,000 housing units between 2004 and 2014, the strategy identifies a number of incentives in addition to those mentioned before, such as facilitating and supporting new residential development and attracting the attention of potential investors or buyers. Requalifying some large urban sites will require measures to help recycle non-residential buildings, soil remediation programs and the relocation of businesses or activities. Acting in partnership The strategy will call upon the close collaboration of many stakeholders working in both the public and private domains, particularly the Société d’habitation du Québec in the case of joint funding of programs, paramunicipal organizations (Office municipal d’habitation de Montréal, Société d’habitation et de développement de Montréal), the Communauté métropolitaine de Montréal and various government social services and health organizations along with the private and community sectors. These partnerships, which will ensure that issues are considered from an intersectorial perspective, constitute the basis for a diversified approach that is aimed at meeting the entire spectrum of housing challenges in Montréal.

Montréal Master Plan June 2005

1 objective

Improve the quality of existing living environments

2.1 High-quality, diversified and complete living environments

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Living environments in Montréal are generally of high quality, diversified and complete. As they are almost entirely built up, most of these environments do not require major interventions. However, the City has identified a number of actions pertaining to the maintenance and improvement of their quality. In order to set guidelines for the interventions aimed at increasing the quality of existing and future living environments, the City proposes a series of criteria which are described in the Montréal Living Environments Charter. The City’s actions will revolve around the following themes: ■ Urban revitalization; ■ The maintenance and adaptation of the building stock; ■ The development of public and private green spaces; ■ The consolidation of commercial streets, strips and centres; ■ The improvement of public services and facilities. In addition to these interventions, actions relating to other themes such as public transit and employment areas are presented in Objectives 3, 8 and 9 respectively. Many residential neighbourhoods are subject to nuisances that reduce the quality of life of their residents. For example, the peace and quiet of residents can be disrupted by heavy traffic on local roads. Objective 18 outlines the different methods that the City intends to use to minimize the impacts of such nuisances.

THE MONTRÉAL LIVING ENVIRONMENTS CHARTER

The Master Plan identifies ten criteria for evaluating the quality of Montréal’s living environments: 1. A varied range of housing units, covering a range of types and prices, that meet the profile and specific needs of Montréal households, in order to promote social harmony; 2. High-quality architecture that serves to improve the built heritage and enrich the urban landscape as well as enhance the identity of boroughs; 3. A healthy and ecologically-sound habitat, linking air quality with energy efficiency; 4. Comfortable, safe and universally accessible public spaces that promote pedestrian and bicycle travel and include vegetation; 5. A quality living and urban environment that ensures the safety, well-being and tranquility of residents and promotes individual development and social harmony; 6. Public spaces and parks that help to enrich the quality of the urban environment, provide access to green and natural spaces and meet the needs of all age groups, by encouraging the practice of sports, relaxation and outdoor activities; 7. Real estate projects incorporating natural features of interest in order to protect and enhance them and to enrich the living environments; 8. Neighbourhood stores, services and public facilities that meet local needs and are accessible on foot; 9. An emphasis on public transportation supported by adequate service, ease of access and sufficient density and diversity of uses in the vicinity of the major points of entry to the public transportation network; 10. Diversified employment that is harmoniously integrated into living environments.

Montréal Master Plan June 2005

MONTRÉAL, A HEALTHY CITY The Healthy City concept comes from a worldwide movement whose goal is to improve the quality of life for those living in urban regions. Put forward by the World Health Organization, the concept calls upon citizens, administrators, elected officials, community groups and government agencies to collaborate on the creation of local strategies aimed at improving individual and public health by attacking problems directly. The concept integrates ongoing efforts and draws on new ideas to make a direct connection between health and quality of life. Its objectives translate into a series of actions dealing with education, employment, urban spaces and community and social programs, such as those which combat food insecurity: community gardens, co-ops, purchasing groups, community kitchens, meals-on-wheels services and school lunches.

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While the City intends to act throughout its territory, socio-economic data gathered from the 2001 Statistics Canada Census and through an analysis of the built environment permit the designation of certain areas as priorities in terms of revitalization efforts (see Map 2.1.1). In these areas, interventions will be guided by an integrated approach that will simultaneously address the built environment and the services offered to the local population. This strategy calls for cooperation between multiple stakeholders in addition to the Ville de Montréal, such as school boards, community groups, public health workers and the business community along with the general population. This strategy functions in the spirit of the Healthy Cities movement, which acknowledges the ensemble of factors that determine community and individual health while drawing on strategies that span different sectors.

The Ville de Montréal subscribes to the Healthy City concept and favours the implementation of concrete measures which positively influence health, such as the improvement of housing conditions, increased access to affordable housing and the development of facilities and parks that will encourage physical activity and support wellness in all of its forms.

INTEGRATED URBAN REVITALIZATION STRATEGY The Integrated Urban Revitalization Strategy, a result of consensus reached at the June 2002 Montréal Summit, aims to improve the quality of life in areas to be revitalized. To do so, action is required on several elements of the physical and built environment, such as housing, community facilities and urban design as well as social and economic factors. An integrated multi-sectoral approach will make long-term improvement in the physical and socio-economic conditions of the targeted areas. Drawing inspiration from similar programs implemented in Europe and the United States, the Strategy’s interventions target the full range of factors that contribute to the quality of life in areas to be revitalized. The strategy is characterized primarily by: ■

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The adoption of a global, concerted vision of the situation in the areas concerned; The will to take integrated action across a large number of domains (housing, physical environment, health, employment, culture, education, recreation and environment);

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The concentration, coordination and adaptation of public, private and community actions;

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The implication of the affected population in the planning, implementation and follow-through of actions;

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The intention to act on those factors that cause poverty, in a framework of sustainable change.

The Integrated Urban Revitalization Strategy was tested in pilot projects which began in June of 2003. The subsequent evaluation of these projects will allow for any necessary adjustments before their implementation in revitalization areas based on plans developed by the boroughs. These plans will be elaborated for a ten-year timeframe and then revised periodically. Many details have yet to be determined, including the method for establishing selection criteria, the characteristics of the project launch, the types of mechanisms to put in place, the specific objectives to be sought and the evaluation of outcomes. Finally, the implementation of the strategy will require solid financial backing and partnership, especially with the Government of Québec. In this respect, the renewal of the Renouveau Urbain program will likely be a valuable tool for implementing this strategy.

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1.1

Ensure proper maintenance of residential buildings and the adaptation of the housing stock

The condition of housing has significant impacts on the quality of life and health of individuals. Largely built before 1960, Montréal’s housing supply is in relatively good condition. A continuous and integrated effort must therefore be made to prevent its deterioration and improve its quality. Moreover, the changing needs of City residents will require the adaptation of the housing stock. The aging of the population, changes in the structure of families and even the growing trend of working at home all place different demands on the housing supply. The City intends therefore to support the adaptation of the housing stock to these new realities. Implementation measures ■

Support, particularly with the help of renovation programs and by the application of the housing code and regulations on maintenance and sanitation, the proper maintenance of residential buildings and the adaptation of the housing stock.

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Study the possibility of modifying the zoning code in certain areas to respond to the needs of residents working at home, especially live-work spaces for artists.

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FINANCIAL AID PROGRAMS FOR THE IMPROVEMENT AND MAINTENANCE OF RESIDENCES The Ville de Montréal, in partnership with the Société d'habitation du Québec (SHQ) and the Canada Mortgage and Housing Corporation (CMHC), offers owners and builders many programs targeted at the improvement and maintenance of residential buildings. In certain cases, the application of the program is limited to areas designated for revitalization or already undergoing improvement. Rénovation Québec The program is classified by the following types of work: ■

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Major Residential Renovation Offers help to owners of obsolete buildings. Funds are available for major renovations, including a total overhaul of the building or, in certain cases, demolition and reconstruction. Minor Residential Renovation Offers help to owners for the renovation or the replacement of certain components of buildings that include rental units. Demolition of Accessory Buildings Offers help to owners of residential buildings for the demolition of accessory buildings that are dangerous or irreparable, in order to reduce fire hazards and to improve the environment of backyards and alleys. Stabilization of Foundations Offers help to owner-occupants to repair the foundations of their property when damaged as a result of soil instability. Safety Improvements Offers help to owners of high-rise residential buildings and rental buildings with more than eight units, to meet minimum fire safety standards and security measures.

Help for Owners of Buildings Damaged by Pyrite Offers help to owners of residential or mixed-use buildings that have experienced problems related to pyrite oxidation. Adaptation of Buildings for Handicapped Persons Offers help to owners to improve the accessibility and functionality of the dwelling of a handicapped person. Adaptation of Buildings for Independent Seniors Offers help to low-income persons aged 65 and older to support minor adaptations to their house or apartment.

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Design public and private green spaces that enrich living environments

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Montrealers benefit from a large number of parks, public spaces and green spaces that favour contact with natural features and provide access to sports, recreation and outdoor activities. When properly designed, they help enrich the quality of urban life. In order to ensure an adequate distribution of these spaces across the City, the Ville de Montréal intends to increase both the quality and quantity of its public and private green spaces. As fundamental characteristics of living environments, green spaces and abundant trees help ensure the comfort and well-being of residents. To this effect, Objective 11 of the Plan underlines the importance of preserving and improving Montréal’s green network and presents options to implement a greening strategy in Montréal’s neighbourhoods. Visual and physical access to a waterway is also a fundamental characteristic of many of Montréal’s living environments. In many places, the water quality has improved enough that it can now be used for recreational purposes. Therefore, in order to enrich these living environments as well as enhance the value of Montréal’s shorelines, the Plan affirms the importance of developing public access to riverbanks for swimming when water quality permits. In addition, it is important to ensure that the location, number, quantity and quality of parks and other public spaces meet people’s varied and changing needs. Objective 14 of the Plan describes a number of design principles that emphasize pedestrian needs, among other things. Implementation measures ■

Give parks, squares and other green spaces a structuring role in the organization and planning of living environments.

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Conserve and enhance natural features in residential projects (see Objective 16).

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Ensure the greening of residential areas, by promoting tree planting, notably in the front yards of private properties, in accordance with the Politique de l’arbre (Tree Policy, see Objective 11).

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Develop partnerships between the Ville de Montréal and the school boards to work towards the greening of schoolyards and the design of new school-parks (see Objective 11).

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Develop public riverbanks to enable swimming when water quality permits and put in place boating facilities in areas, such as docks and boat launch ramps, where none exist (see Objective 11).

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1.3

Promote the consolidation of the City’s most dynamic commercial streets, strips and centres

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In order for a living environment to be complete, balanced retail services are required to meet residents’ needs. The Ville de Montréal therefore intends to make it a priority to maintain and consolidate the commercial activity of the City’s most dynamic commercial streets, strips and centres, as presented in Map 2.1.2. This map also illustrates the Centre, including streets where continuity in street-level commercial space is required by the Plan. Areas devoted principally to business and commerce are also noted (see Objectives 5 and 8). In recent decades, retail activity has undergone structural transformation. In particular, the development of superstores has had repercussions on the distribution and composition of retail facilities. In response to changing consumer patterns, local demographics and market restructuring, some commercial streets are attracting new types of stores and services and adapting by specializing. The evolving nature of retail entails a rethinking of the supply of commercial properties on streets. The concentration of activity along the most dynamic stretches is desirable in order to ensure commercial vitality and a quality urban environment, especially for pedestrians. In many living environments, retail services are mainly provided by medium- to large-sized establishments located on major roadways or in automobile-oriented shopping centres. In order to improve the contribution of this type of business to the urban fabric and ensure universal accessibility, Objective 12 emphasizes the importance of implementing a regulatory framework that provides for the review of medium- and large-sized retail projects. Montréal’s large public markets and its local stores work together to enrich its living environments and offer its residents quality products. Public markets must be designed to offer a safe environment and a pleasant shopping experience but also to respect the peace and quiet of their neighbours. Implementation measures ■

Initiate or reinforce appropriate regulatory measures in order to maintain and consolidate commercial activity along streets, strips and in shopping centres, which are identified in Map 2.1.2.

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Consolidate the principal commercial streets of the Centre, identified in Map 2.1.2, where the continuity of street-level commercial space is required.

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Develop and implement action programs in cooperation with retailer associations and other local stakeholders.

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Ensure that the treatment of commercial streets, strips and centres serves to increase the interactions between businesses, public spaces and other activities (see Objective 12).

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Favour the development of local public markets well integrated with their surroundings.

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1.4

Improve community services by maintaining or establishing local public or institutional facilities in living environments

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Montréal’s living environments include a wealth of community facilities: elementary and secondary schools, places of worship, libraries, community gardens, cultural centres, sports and community centres and health and long-term care institutions. Local public or institutional facilities are closely tied to their environment by history or vocation. They contribute to neighbourhood community life and cultural development, reinforce residents’ sense of belonging and encourage participation in sports, recreation and outdoor living. A balanced distribution of these facilities, easily accessible on foot and able to respond to a diverse population, contributes greatly to the quality of Montréal’s existing living environments. Recognizing the importance of these public and institutional facilities, the City intends to support their continued presence, or the establishment of new facilities, while first exploring the potential of existing buildings. In addition, to serve all its boroughs the City is preparing a Politique de développement culturel (Cultural Development Policy) for adoption in the fall of 2004 that focuses on facilitating public access to arts and culture and improving cultural facilities (see Objective 5). Implementation measures ■

Adapt public facilities to the needs of the City’s residents, particularly to ensure universal access.

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Ensure that the City’s public and institutional facilities respond to the diverse needs of its population.

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Give priority to the reuse of abandoned institutional buildings for public or institutional purposes.

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Develop and implement the Schéma directeur de développement des équipements de loisirs de Montréal (Montréal Recreational Facilities Development Plan).

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Develop and implement the Politique de développement culturel (Cultural Development Policy), slated for adoption in fall of 2004 (see Objective 5).

MONTRÉAL RECREATIONAL FACILITIES DEVELOPMENT PLAN The City has undertaken the preparation of a Schéma directeur de développement des équipements de loisirs de Montréal (Montréal Recreational Facilities Development Plan), which is scheduled to be adopted in the fall of 2006. This plan will include a Recreational Facilities Development Plan for each borough. The Plan will include four major items: ■

A quantitative inventory;

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A qualitative inventory;

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Projections based on demographic trends;

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Recommendations pertaining to investment priorities, based on future needs.

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2 objective

Encourage the construction of 60,000 to 75,000 housing units between 2004 and 2014

Guided by the principles of sustainable development, the City intends to promote the consolidation of development within its territory while fully respecting existing urban and architectural characteristics. This is a major challenge, because residential growth over the past few decades has mainly taken place on the outskirts of Montréal. In fact, Montréal, which accounts for approximately 53% of the population of the metropolitan area (CMA), attracted an average of only 27% of new households between 1991 and 2001. It is estimated that the number of households in the Montréal CMA will increase by 150,000 during the 2004-2014 period. The City sets an ambitious but realistic objective of supporting the construction of 60,000 to 75,000 new housing units, which would accommodate 40% to 50% of these 150,000 new households. Between 1984 and 2003, Montréal’s share of the region’s total new housing construction varied between 22% and 34%. In light of this, the City will have to make major efforts in order to achieve its new objective. Montréal’s territory holds the potential for an estimated 130,000 new dwellings, located in vacant lots, sites to be transformed, or in non-residential buildings which can be converted. Vacant lots cover a total area of 13 km2, for a potential 55,000 new dwellings. Sites suitable for residential redevelopment would permit the construction of another 55,000 dwellings. Finally, buildings currently used for industrial, commercial or institutional purposes represent the potential for some 20,000 new dwellings, located in areas already well served by public infrastructure and often in proximity to public transit. A large portion of this potential growth, approximately 15,000 housing units, is located in Montréal’s Centre, well served with transportation infrastructure, stores and facilities as well as excellent public transit (see Objective 6). The West Island and the north-central portion of the City also account for a large share of the residential potential.

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The City intends to support the construction of a variety of housing units, relying on programs for the financial support of new construction. These units will meet the changing profiles and needs of Montréal households, taking into account the aging population, among other considerations. Other objectives are to provide:

GRAPHIC 2.1.1

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Housing units of different sizes and types in order to meet the needs of various household compositions;

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Rental housing, as well as condominium or single property ownership;

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Price diversity.

POTENTIAL FOR NEW DWELLINGS IN MONTRÉAL

GRAPHIC 2.1.2

TRENDS IN HOUSEHOLD NUMBERS IN MONTRÉAL AND THE REGION (CMA) 1981-2001 1,417,365

1,500,000 1,235,720 1,200,000 1,026,920

900,000

757,525 687,915

600,000 Buildings to be converted

20,000

Vacant lots

55,000

Large sites to be transformed

55,000

Montréal Region (CMA)

805,820

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HOUSING CONSTRUCTION SUBSIDY PROGRAMS The Ville de Montréal, in partnership with other levels of government, offers the following programs to owners, builders, developers and community and civic groups in the interest of encouraging the construction of new dwellings: Rénovation Québec ■ Housing creation program Supports the creation of housing, including a certain portion that must be affordable for low- and moderate-income households. More precisely, it is aimed at eliminating non-residential buildings that are nuisances to, or otherwise incompatible with, their residential surroundings and replacing them with residences. The program also targets the creation of new housing on vacant lots in designated areas. ■

First time home buyers program Facilitates first time home buying and encourages developers to produce affordable housing by providing assistance to purchasers and to tenants who already occupy a rental building with two to five apartments. In addition to direct assistance, this program will have the effect of encouraging developers to build such projects by stimulating the demand for them.

Logement abordable Québec – Private-sector program Encourages the private-sector construction of new rental units across the City that are affordable to low- and moderate-income households by the private sector. This program supports the transformation of non-residential buildings into residential buildings as well as the construction of new residential buildings. In exchange for the financial assistance provided by the program, the owner agrees to respect certain conditions, particularly measures to keep rents low. Opération Solidarité 5 000 logements: Targets the construction of 5,000 new social and community housing units for low- or moderate-income households (single persons, families, including seniors losing their independence and special-needs clients). The projects will be carried out by cooperatives, non-profit organizations and the Office municipal d’habitation de Montréal, with technical resource groups available to assist non-profits and cooperatives. The operation is buttressed by the following programs: ■

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Accès-logis Québec Finances development project costs (building acquisition, construction, etc.). Half of the housing units built will be earmarked for households that are eligible for the Rent Supplement Program. Logement abordable Québec – Social and community program Finances development project costs. Three quarters of the housing units built will be for low-income households that meet the eligibility criteria for low-income housing.

ILLUSTRATION 2.1.1

RESIDENTIAL DEVELOPMENT POTENTIAL

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AFFORDABLE HOUSING A dwelling is considered affordable when a low- or moderate-income household is able to afford to own or rent it without having to devote more than 30% of its income to rental or ownership payments. Affected households A low-income household is defined as one that earns less than 80% of the median income of the Communauté métropolitaine de Montréal (CMM) and therefore has trouble finding rental housing appropriate for its budget. A moderate-income household is defined as one that earns between 80% and 120% of the median income of the CMM and therefore has trouble purchasing a residence in Montréal. Social housing Social housing units are reserved for low-income households who meet the criteria set by relevant government programs, such as AccèsLogis, Logement Abordable Québec’s social housing program. Social housing is thus a subset of affordable housing.

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The Ville de Montréal has set a target that 30% of all new residential construction be affordable for low- or moderate-income households. This is an essential aspect of sustainable development in Montréal. Ensuring the presence of affordable housing responds to the current and future needs of Montréal’s households while preserving the competitiveness and economic vitality of the City. In the context of a highly active residential property market and despite vigorous intervention by the Ville de Montréal, the private-sector construction of affordable housing – much of it small units that are inappropriate for families – has been insufficient and unequally distributed across the City. Without active intervention, the situation may worsen in the coming years. To achieve its goal of 60,000 to 75,000 new affordable housing units, the Ville de Montréal will have to make significant efforts. Nonetheless, the success of these efforts relies in part on a number of things which are beyond the City’s control. Therefore, the City must be able to count on: ■ the continued vitality of the residential construction industry, which is itself determined by economic conditions such as interest and employment rates; ■ the availability of sites, made possible by the financial participation of governments in the repurposing of large sites and the rehabilitation of contaminated tracts. Finally, the continued capacity of the Ville de Montréal, with help from the CMM, to support the production of affordable housing is dependent on continued and predictable funding from government programs.

AFFORDABLE HOUSING STRATEGY The promotion of social mixture and diversity is based on both social values and economic considerations. For instance, employees of businesses and institutions must be able to find housing at a price compatible with their income within a reasonable distance of their workplace. It is therefore important that a portion of new housing developments be affordable for low- or moderate-income households (as rented, owned or cooperatively managed housing). In order to meet this objective, the Ville de Montréal will develop an affordable housing inclusion strategy to reinforce and complement existing programs. Builders will be encouraged to produce housing units at a lower cost than those typical of the local market, by using good-quality but more economical urban design and architectural elements while meeting the financial viability requirements of projects and construction schedules. Owners of large governmental and institutional sites are also invited to consider this strategy when selling or developing their lands. This affordable housing production strategy may include subsidies that are tied to clients’ income level. The strategy will identify specific quantitative and qualitative objectives. It will also use a range of instruments, some that already exist and others that are to be developed: ■

Development requirements applicable to City-owned properties offered for sale;

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Optimization of housing subsidy programs, notably in the interest of social diversity in large housing developments;

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Priority criteria for selecting projects which will receive public investments (contaminated site cleanup funds, etc.);

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Adaptation of some planning by-laws, especially to facilitate the construction of a wide range of dwellings and to minimize the requirements that have a strong impact on their affordability, such as those related to parking;

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Direct intervention by para-municipal corporations.

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Stimulate housing construction on suitable vacant land

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Vacant areas adjacent to existent living environments, which already benefit from public transit and a range of other municipal services, are best suited for new residential construction. Generally speaking, areas bordered by expressways or other nuisances do not make good candidates for residential development. However, if housing is built in such areas, certain mitigation measures can be taken, such as building a berm, planting trees or erecting a wall. Much of the potential for residential construction is found in large vacant lots, which require comprehensive planning and subdivision. This is the case for such areas as the eastern and western portion of the Island of Montréal, as well as those on Île des Soeurs and Île Bizard. Some are located within designated ecoterritories, which require special attention in order to protect and enhance their natural heritage.

ENVIRONMENTAL CONCERNS The City will ensure that new construction projects will take into account environmental concerns, including: ■

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The development of new living environments that meet the conservation and development objectives of ecoterritories (see Objective 16); Sound runoff management, including retention ponds or other catchment works (see Objectives 16 and 17); The implementation of mitigation measures in new residential projects that are located in the vicinity of new sources of nuisances (see Objective 18).

In addition to these large vacant lots, smaller lots throughout Montréal also have potential residential use. Special care will be required in order to ensure that new buildings on these sites fit harmoniously into the existing fabric. Implementation measures ■

Plan the large areas to be built using regulatory tools such as Special Planning Programs (SPP) and Comprehensive Development Programs (CDP) in order to shape their development.

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Introduce programs to support the construction of a wide range of housing units on vacant lots appropriate for residential purposes.

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Set up a financial aid program to promote the densification of activities in the vicinity of metro stations, commuter train stations and public transportation corridors (see Objective 3).

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2.2

Support the conversion to residential purposes of areas and buildings now fulfilling other roles

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Montréal’s territory includes several areas and buildings to be transformed, currently dedicated to non-residential purposes and largely underused. These areas permit an interesting opportunity to develop highly diversified living environments. These areas and buildings come under four main categories: industrial areas, commercial areas, large institutional properties and non-residential buildings. Industrial areas

Large underused industrial areas, such as the Outremont railyard, will be redeveloped for residential or mixed uses, including housing, retail activities and employment areas. Some of these areas will require detailed planning, including: ■ The areas adjacent to the CP tracks, notably the Outremont railyard (see 4.2); ■ Lachine Canal (see 4.8); ■ Griffintown (see 4.8.1); ■ East Lachine (see 4.8.2). Commercial areas

Despite the retail boom and renewal that has been observed in certain areas of Montréal, the vacancy rate of some local shopping streets is high, some sections are deteriorated and first-generation shopping centres are declining. Several of these underused retail spaces have the potential to be redeveloped and densified for residential purposes. Others constitute an opportunity to intensify land use by introducing housing as a complement to retail activity. The conversion of some of these sites is already underway (such as Schevchenko Boulevard and the Cavelier de LaSalle shopping centre in the Borough of LaSalle). Large institutional properties

Throughout Montréal, there are large institutional properties that could be converted, in whole or in part, to residential purposes. These institutions sit on large lots with few buildings and often present high-quality architecture and landscapes. The Louis-H.-La Fontaine project is an example of such conversion of a portion of a site to residential purposes. The architectural integrity of the buildings and the property is being maintained, while a new, quality living environment is being developed.

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Non-residential buildings

The creation of housing units in abandoned or obsolete non-residential buildings has been underway in the central boroughs of the City for a number of years. This represents a significant percentage of the residential construction potential. The construction of housing units in buildings and areas to be transformed will be encouraged, to the extent that they: ■

Benefit from direct access to the public transportation network;

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Are located in the vicinity of existing services, public facilities and stores;

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Are far enough from nuisances or incompatible areas, or at the very least, permit the implementation of mitigation measures;

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Do not present contamination levels that are above acceptable standards for residential use.

Implementation measures ■

Support the conversion of sites and buildings that can be designated for residential development, using existing or new programs. As part of this, endeavour to increase the supply of housing affordable for low- and moderate-income households wherever possible.

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In accordance with an integrated development concept, carry out mixed-use projects that include housing, retail and employment in order to successfully incorporate them with the urban fabric of neighbouring residential areas (see Objective 9).

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Adapt by-laws to encourage the conversion of institutional sites and buildings, while preserving the integrity of their heritage and landscape (see Objective 15).

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Establish a contaminated site rehabilitation program in areas to be transformed for residential purposes (see Objective 17).

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Take mitigation measures when warranted by surrounding nuisances (see Objective 19).

SOIL REHABILITATION In many areas, real estate development is significantly hampered by soil contamination. Many sites are awaiting redevelopment due to a lack of in-depth knowledge of contamination levels and, at a later stage, effective, fast and cost-effective rehabilitation methods (see Objective 17).

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2.2 Structuring, efficient transportation networks fully integrated into the urban fabric

By 2013, an estimated investment of more than 2.3 billion dollars will be required in order to renovate and replace the metro’s fixed assets and cars. Some 660 million dollars will be necessary to upgrade the Société de Transport de Montréal’s (STM) fleet of 1,600 buses. Another estimated 380 million dollars per year will be required over a ten-year period in order to restore and maintain the municipal road network, bridges, tunnels and other assets (bikeways, traffic lights).

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The Master Plan recognizes transportation networks as fundamental components of the City’s spatial organization. Accordingly, the Plan emphasizes the consolidation of the various districts of Montréal that are already served by major transportation networks. The Plan also recommends improving certain areas of the City that require a different approach in light of the complexity of their planning challenges. The Plan identifies these areas as requiring a detailed planning process (see Chapter 4). Given the decisive role of transportation networks in influencing urban form, many of these Detailed Planning Areas require major interventions in terms of public transportation and road work. In keeping with its planning approach, the Plan supports the preservation and optimal use of existing transportation networks and consequently calls for more intensive and strategic land uses, with a greater emphasis on public transportation, in order to reduce greenhouse gas emissions. The City strongly supports public transportation and considers it to be Montréal’s transportation mode for the future. The Ville de Montréal emphasizes the importance of keeping existing transportation networks in good condition and improving their efficiency. Substantial investments both by the Government of Québec and the City will be required, either for their maintenance or development. The Ville de Montréal supports the proposal that a portion of the gas taxes collected by the federal government be reserved in a special fund earmarked for transit improvements in Canadian cities. Similarly, it would be appropriate for the Québec government to rethink its priorities and to use grants from the federal government’s Canadian Strategic Infrastructure Fund for public transportation instead of road building. In addition, by promoting more complete and diversified living environments, the Plan also encourages travel by foot and bicycle, in accordance with an urban planning approach that is sensitive to the requirements of a healthy environment. The Plan confirms Montréal’s role as a freight transportation hub. Accordingly, the City favours the consolidation of existing infrastructure.

The Master Plan proposes two objectives for the movement of passengers and freight:

3 Consolidate and develop Montréal’s territory in relation to existing and planned transportation networks.

4 Confirm the strategic function of freight transportation through the consolidation of existing infrastructure.

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MONTRÉAL’S KEY PLAYERS IN TRANSPORTATION Ministère des Transports du Québec (MTQ) The MTQ ensures the mobility of passengers and freight through efficient and safe transportation networks that contribute to the sustainable economic and social development of Québec. The MTQ plans, designs, constructs and finances transportation infrastructure and systems, particularly expressways and public transportation networks. The Plan de gestion des déplacements 2000 (Trip Management Plan 2000) portrayed a vision of transportation development in the Montréal metropolitan area and proposed orientations and solutions to meet the travel needs of passengers and freight.

Agence métropolitaine de transport (AMT) The AMT is a government agency whose mission is to improve the efficiency of the movement of people in the metropolitan area and to increase public transportation ridership. The AMT manages and funds the metropolitan commuter train network (consisting of 5 lines), park-and-ride centres, reserved bus lanes and bus terminals. It also looks after the planning, coordination, integration and promotion of public transportation services.

Société de transport de Montréal (STM) The STM organizes public transportation for people within Montréal’s boundaries. It manages the metro (consisting of 4 lines and 65 stations) and bus (consisting of 173 routes) networks while contributing to the development and promotion of public transportation. The STM has adopted a Plan stratégique de développement du transport collectif 2004-2013 (2004-13 Strategic Plan for Public Transportation Development) as well as a Plan d’affaires quinquennal 2004-2008 (2004-08 Five-Year Business Plan).

Its annual Strategic Plan details its priorities, objectives, actions and budget for the year ahead, together with performance indicators and a three-year capital expenditure program.

PRIORITIZING THE DEVELOPMENT OF PUBLIC TRANSPORTATION

In keeping with the principles set forth in the Master Plan’s planning approach chapter, namely sustainable development and adherence to the Kyoto Protocol, the Ville de Montréal resolutely supports public transportation. In this context, despite insufficient financial resources, the Ville de Montréal recognizes the importance of investing in the maintenance and development of public transportation networks and urges the higher levels of government to support this direction. The Ville de Montréal has a strong tradition of support for public transportation and intends to optimize the use of existing networks. By making public transportation a priority, the City chooses to serve the greatest possible number of residents and thereby endorses the principles of social equity and providing all Montrealers with access to the places they live, work, study and play. In so doing, it is confirming the function of public transportation networks in structuring the organization of its territory. The STM foresees significant investments to increase client satisfaction, particularly by increasing service levels in the bus and metro systems through the renovation of rolling stock, infrastructure and fixed assets. These improvements will help optimize the use of the existing public transit network. At a time when choices have to be made with respect to the development of public transportation networks, the Ville de Montréal is emphasizing projects that serve the most densely populated areas, aiming to provide service at the lowest possible cost per passenger. This is why the City will support further developments to the public transportation networks in areas already organized on this basis. Committed to the preservation of established areas, the Ville de Montréal wants to promote the development of public transportation modes that fit harmoniously into their surroundings and contribute to the consolidation and revitalization of living environments.

MONTRÉAL’S TRANSPORTATION PLAN The Ville de Montréal has undertaken the development of a Plan de transport (Transportation Plan), which it expects to approve in 2005. The Transportation Plan will support the Master Plan’s orientations, particularly in its emphasis on public transportation and the development of Montréal as a transportation hub. This Transportation Plan will include a Plan d’action vélo (Cycling Action Plan), a Plan de camionnage (Truck Route Plan) and a Politique de stationnement (Parking Policy), through which the Transportation Plan will set targets for reducing the number of parking spaces, particularly in the Centre. In concert with the STM, it will establish quantifiable goals for increasing the market share of public transit. It is important to note that a new financial framework must be defined in order to enable the investments necessary to precipitate these changes.

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Major trends

3 objective

Consolidate and develop Montréal’s territory in relation to existing and planned transportation networks

Travel within the Montréal Census Metropolitan Area (CMA) is on the rise. From 1982 to 1998, the number of daily trips within the CMA climbed from 6.2 to 8.9 million. During the same period, trips within Montréal itself rose from 4 to 5 million. By 2016, the MTQ projects that approximately two million more daily trips will be added to the 8.9 million observed in the CMA in 1998. However, although overall mobility has increased since 1982, the relative weight of daily trips in Montréal has dropped due to an even steeper rise in the number of trips in the suburbs. As the graphics below indicate, this travel increase is accompanied by a significant rise in automobile mode split and a corresponding sharp drop in public transportation mode split.

Between 1982 and 1998, the population of the Island of Montréal remained stable at approximately 1.8 million, while the number of households increased by approximately 9% from 709,500 to 772,000 due to a drop in the number of people per household. During that same period, the number of cars owned by Montrealers rose from 581,200 to 707,600 – a 22% increase – with the ratio of cars per household increasing from 0.8 to 0.9.

The MTQ estimates that automobile use will continue to rise unless action is taken to counter-balance this trend. Congestion on the expressway network in the central part of the Island is already spilling over into the local network, which in many areas is incapable of absorbing any additional traffic. Public transportation networks are also heavily used, especially in the peak direction (for example, towards the Centre in the morning), which causes a certain amount of discomfort for users. During the same period, some segments are not used at full capacity, particularly in the opposite direction of the peak.

Even though its modal share has declined, public transportation is heavily used in Montréal as compared with other large North American agglomerations. Montrealers average 222 trips by public transportation per year, compared to 210 in Toronto and an average of 63 in major American cities (New York, Boston, Chicago, Detroit, Denver, Houston, Los Angeles, Phoenix, Portland, San Diego, San Francisco, Washington DC, Sacramento).

GRAPHIC 2.2.1 — RELATIVE WEIGHT OF DAILY TRIPS MADE IN THE MONTRÉAL METROPOLITAN REGION (in %)

GRAPHIC 2.2.2 — TRENDS IN TRIPS ENDING IN MONTRÉAL (all motives, 24 hours, in %)

70 65

80 57

50 43

40 30

1993

1998

30 15

10 0

61 55

0 1982

1987

1993

1998

1982

Periphery

Automobile

Montréal

Public Transit Source: Origin-Destination Surveys of the STM and AMT.

Others

1987

Source: Origin-Destination Surveys of the STM and AMT

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Facilitate travel between different areas of the City by establishing new public transportation services

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The City favours the increasing use of public transportation in order to improve the quality of the environment and the quality of life for residents, particularly those without a motor vehicle. In this respect, the Plan proposes a series of actions directed at public transportation networks. These projects will contribute to providing adequate service for residential, employment and educational areas, as well as to many of the Detailed Planning Areas (see Chapter 4). Access to Montréal from Laval, Longueuil and the North and South Shores must also be centred on the use of public transportation. From this perspective, the Ville de Montréal favours optimizing the use of existing railway corridors, an initiative which will require modernizing signalling systems, acquiring new rolling stock and double-tracking rail lines in some places. For existing bridges, the City recommends measures that give preferential treatment to public and alternative transit vehicles. The proposed public transportation corridors must continue to fit harmoniously into their built surroundings and contribute to revitalizing activities in the areas they serve. In denser areas of the City, light rail and modern tramway systems are appropriate. The STM has identified Parc Avenue and René-Lévesque, Henri-Bourassa and Pie-IX Boulevards as transport corridors with potential for intermediate capacity modes such as articulated buses, modern tramways or light rail. In lower-density areas, minibuses and shared taxi programs should be considered to serve public transit users.

In an urban setting, public transportation accounts for only 3% of greenhouse gas emissions. Buses emit more pollutants than cars, but a bus can carry 65 passengers, so it produces 6 to 18 times less pollution per passenger than an automobile. Furthermore, one metro train can carry as many passengers as 15 buses, without directly emitting any pollutant gases.

The Ville de Montréal also supports universal access to public transportation networks, with facilities that make it easier for all transit users to get around (see Objective 14) and intends to make the public transportation network, particularly the metro, an enjoyable place to be through various efforts including artistic and cultural displays. The boarding areas of metro and commuter rail stations are designed to ensure a comfortable and safe environment that responds to the needs of riders (see Objective 14). The Plan recommends similar efforts for the transfer points of some of the bus system’s most heavily used routes.

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Implementation measures ALTERNATIVE TRANSPORT While fully committed to maximizing public transit use, the City also wishes to support alternative transport modes such as walking, cycling, carpooling and car sharing.

The following actions pertaining to public transportation networks, which will be confirmed by in-depth studies, are justified by urban planning considerations (see Map 2.2.1): Proposed interventions for the metro network

These modes complement public transit, require few additional investments, fit in well with the built form, contribute to the reduction of greenhouse gas emissions, lower energy consumption and help to improve the physical health of Montrealers. Self-serve bicycles A number of institutions and businesses in Montréal now offer their employees and students self-serve bicycles for use during business hours. The City encourages a wider use of this concept at other workplaces and educational institutions. Car share services These services permit their members to access automobiles when they need them through a timeshare system. The City recognizes the contribution of this mode of alternative transport. Similarly, the City encourages the use of electric-powered vehicles. Employer-based programs Employer-based programs cover a wide variety of different initiatives taken by employers to support the use of public transit by their employees in their journeys between home and work. The AMT is offering guidance and support to a number of different corporations seeking to begin such programs through its Allégo initiative. Carpooling, localized improvements to public transit service, shortened workweeks, telecommuting and bicycling incentive programs are all examples of employerbased initiatives worthy of consideration. Through these efforts, institutions and corporations can reduce the number of parking spaces they offer and put that space to better use. The City recommends the use of such measures.

Given the role that the metro plays in intensifying activities, the high density of the residential and employment areas to be served and the presence of areas with strong development potential that are subject to detailed planning (Galeries-d’Anjou / JeanTalon East, Havre de Montréal, Laurentien / Lachapelle), the City recommends the following interventions: ■

Extend Line 5 from the Saint-Michel station to the Borough of Anjou and construct a station at the corner of Galeries-d’Anjou Boulevard and Bélanger Street (under study by the AMT).

■

Extend Line 2 from the Côte-Vertu station to the Bois-Franc commuter train station.

■

Redesign the access to Old Montréal from the Champ-de-Mars metro station (project under study by the Ville de Montréal).

Proposed interventions for commuter train lines

In an effort to increase Montrealers’ use of commuter rail lines and taking into account the relative ease and low cost of their implementation, as well as the proximity of areas with a strong development and improvement potential that are also subject to detailed planning (L’Acadie / Chabanel, L’Anse-à-l’Orme, Décarie / Cavendish / Jean-Talon West), the City recommends the following interventions: ■

Build a new commuter rail line linking Repentigny with Montréal’s Centre, serving the boroughs of Rivière-des-Prairies–Pointe-aux-Trembles–Montréal-Est, Anjou, SaintLéonard, Montréal-Nord, Villeray–Saint-Michel–Parc-Extension, Ahuntsic-Cartierville and Saint-Laurent (project under study by the Agence métropolitaine de transport).

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Build new stations on the Blainville line: in the L’Acadie-Chabanel district of the Borough of Ahuntsic-Cartierville; at the corner of Côte-des-Neiges Road and Jean-Talon Street West as well as in the proximity of the Namur metro station in the Borough of Côte-desNeiges—Notre-Dame-de-Grâce; in the district of the Côte-Saint-Luc mall in the Borough of Côte-Saint-Luc—Hampstead—Montréal-West. Build a new station on the Deux-Montagnes line in the Rapides-du-Cheval-Blanc area of the Borough of Pierrefonds-Senneville. Redesign the access to the Baie d’Urfé station on the Rigaud line in the Borough of Beaconsfield-Baie d’Urfé. Redesign the Bois-de-Boulogne station on the Blainville line, in the Borough of Ahuntsic-Cartierville, taking into account the area’s potential for development. Move the LaSalle station on the Delson line approximately 500 metres north in the Borough of LaSalle, to a residential area with development potential. Proposed intervention between the Centre and Montréal – Pierre Elliott Trudeau International Airport

Considering the importance of a rapid, efficient public transportation connection between the Centre and Montréal – Pierre Elliott Trudeau International Airport and taking into account the development potential of the area surrounding the airport, as well as those that are subject to detailed planning (Airport surroundings, Central Business District), the City favours the following intervention: Establish a rail shuttle between the Centre and the airport departing from Central Station. Proposed interventions between the South Shore and the Centre

A LRT (Light Rail Transit) link between the Centre and the South Shore is presently under study by the Agence métropolitaine de transport. The City will evaluate the project once the study is completed. The Plan recognizes the necessity of ensuring the permanence of a structuring public transportation corridor between the South Shore and Montréal. To this end, the City has identified the following intervention: Improve public transportation from the South Shore by an additional commuter train line on the Victoria Bridge or a reserved bus lane on Champlain Bridge in the direction of peak traffic flow.

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Proposed interventions along Parc Avenue and René-Lévesque Boulevard

Given the density of residential and employment areas to be served, the development potential of the area, the revitalization of Parc Avenue, the demolition of the Parc/Pins interchange and its replacement by a level intersection and the presence of Detailed Planning Areas (Acadie / Chabanel, CP tracks surroundings, Quartier des spectacles, Central Business District), the Plan calls for the harmonious implementation of a LRT system along the following corridors: ■

From De La Montagne Street to Bleury Street on René-Lévesque Boulevard West and then on Parc Avenue to Jean-Talon Street West (project under study by the Agence métropolitaine de transport) with eventual extension to the Acadie / Chabanel area.

The City also recommends that complementary studies be undertaken with respect to implementing other effective public transportation modes along these arteries. Parc Avenue is a major public transportation corridor that handles 45,000 transit trips per day. Proposed interventions along road and railway corridors

In order to increase service to residential and employment areas, as well as to improve access to structuring public transportation networks such as the metro and commuter trains and given the presence of Detailed Planning Areas (Bourget / Forget, Louis-H.-La Fontaine Corridor, Décarie / Cavendish / Jean-Talon West, Anse-à-l’Orme, Notre-Dame East), the City recommends the following interventions: ■

Initiate preferential measures for public transportation such as reserved lanes that permit taxis as well, traffic signal priority and appropriate road markings along the length of the following corridors (see Map 2.2.1): ■ Highway 25 corridor (project under study by the Société de transport de Montréal); ■ Beaubien Street East (project under study by the Société de transport de Montréal); ■ Cavendish Boulevard; ■ Côte-Vertu Boulevard and Sauvé Street; ■ Pierrefonds Boulevard; ■ Sources Boulevard; ■ Doney Spur; ■ Henri-Bourassa Boulevard West; ■ Jacques-Bizard Boulevard and its extension; ■ Lacordaire Boulevard; ■ Maurice-Duplessis Boulevard;

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Notre-Dame Street East, from Papineau Avenue to Highway 25 via Souligny Avenue (project under study by the Ministère des Transports du Québec in association with the Ville de Montréal); Notre-Dame Street East, from Dickson Street to the eastern end of the Island; Papineau Avenue; Pie-IX Boulevard; Rodolphe-Forget Boulevard; Rosemont Boulevard (project under study by the Société de transport de Montréal); Saint-Charles Boulevard; Saint-Jean Boulevard; Saint-Michel Boulevard (project under study by the Société de transport de Montréal); Sherbrooke Street. Potential interventions

Given the high densities of the residential and employment areas to be served, the presence of Detailed Planning Areas with strong development potential (Bourget / Forget, Angrignon, Mount Royal, Havre de Montréal, Lachine Canal, East Lachine, Central Business District) and the potential for recreational/tourism development, the City has identified potential new public transportation corridors able to be served by metro, light rail or modern tramways. These are: From the future metro station at the corner of Galeries-d’Anjou Boulevard and Bélanger Street to the future Bourget Avenue; From the Angrignon metro station to the LaSalle commuter train station and then towards the Borough of Lachine; From the Old Port to the Borough of Lachine, along the Lachine Canal; From the Quartier des spectacles to the Old Port, Jean-Drapeau Park and Mount Royal. Further studies will help determine the appropriate route and transport mode in each case.

Montréal Master Plan

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3.2

Promote urban development that favours the use of public transportation

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In order to increase the use of public transportation and reduce automobile use, it is important to promote an appropriate form of urban development while improving the availability of public transit. There is a direct relationship between urban density and mixed uses on the one hand and the use of public transportation on the other. Dense, diversified neighbourhoods are home to a larger number of potential public transportation users and contribute to a reduction in the length of certain trips. Historically, several commuter train stations have contributed to the development of Montréal’s living environments. With the development of the metro network and the construction of new stations, the original structuring effect of stations was progressively eroded in favour of the purely functional role of providing access to networks or modal transfer. The City recommends increasing the intensity and diversity of urban activities, particularly in the vicinity of metro and commuter train stations and major public transportation corridors that offer potential for consolidation due to the presence of vacant or underused land (see Map 2.2.2). Vacant lots, shopping centre parking lots, park-and-ride centres and other underused lots within reasonable walking distance – approximately 500 metres – from train and metro stations are specifically targeted. However, guidelines must be developed for increasing the intensity and diversity of activities in order to maximize positive impacts, both on the surrounding urban environment and on the use of the public transportation network. The areas surrounding new metro and commuter train stations and new public transportation corridors must also meet the criteria for the intensification and diversification of activities presented in the implementation measures section below. To this end, in addition to an appropriate regulatory framework, the City intends to establish a financial aid program. The application of these criteria and the implementation of the program are intended to revitalize and improve certain areas of the City. They will contribute to optimizing the use of the public transportation infrastructure in various ways and will promote a more even distribution of network traffic.

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The design quality of public spaces in the vicinity of new metro and commuter train stations is also a priority for the City (see Objective 14). The detailed planning for the indoor pedestrian network will define development guidelines that will support the use of public transportation (see Chapter 4). Implementation measures ■

Employ appropriate regulatory tools to support an increased intensity and diversity of urban activities along public transportation corridors along the following criteria: ■ Mixed uses, including housing, that can take advantage of the proximity of public transportation; ■ Retail stores and services that meet the needs of public transportation users; ■ The proximity of trip generators, notably academic institutions, libraries, CLSCs and other public facilities; ■ High-quality urban design that reinforces the comfort and safety of pedestrians; ■ Buildings oriented towards the street and designed in a way that contributes to street life; ■ Maximized land use through the construction of underground parking.

■

Develop and implement a financial aid program to promote the intensification and the diversification of activities in the vicinity of metro and commuter train stations, as well as major public transportation corridors, identified in Map 2.2.2.

POINTE-AUX-TREMBLES

February 2012

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3.3

Strategically connect areas of the City by completing the road network

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The road network is a major component of the City that ensures the movement of passengers and freight. Efficient road links are an essential condition for the mobility of Montréal’s population and the growth of its production, distribution and service activities. They contribute to the consolidation and development of residential, mixed use and employment areas. Through the interventions proposed for the road network, the City seeks to improve access to the different areas of Montréal (see Map 2.2.3). The Ville de Montréal emphasizes the need to harmonize the proposed interventions with the existing built environment, while contributing to the revitalization of the areas served. This also applies to the implementation of preferential measures for public transportation and carpool lanes along the full length of existing and planned roads. In order to create a safe and pleasant environment for pedestrians and cyclists, the City also intends to carry out projects such as continuous sidewalks of sufficient width, landscaping, bikeways and appropriate street furniture (see Objectives 13 and 14). The Master Plan recognizes the importance of protecting and enhancing natural areas on its territory. Therefore, the Ville de Montréal will undertake discussions with the Ministère des Transports du Québec in relation with the possibility that the latter will permanently hand over to the former the Highway 440 right-of-way in L’Île-Bizard in order to consolidate Bois-de-l’île-Bizard nature park. Implementation measures The planned actions pertaining to the road networks, which are to be confirmed by in-depth studies, are justified on the basis of a series of urban planning considerations: Projected interventions on road links

Given its role in structuring Montréal’s economic activities, to improve access to the main employment areas, enhance the image of its corridor and harmoniously integrate it with the adjacent built form (especially the residential areas), the Plan identifies the following intervention: Proceed with the repair and optimization of the Métropolitaine Expressway while integrating preferential measures for transit (to be performed by the Ministère des Transports du Québec).

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Given the presence of areas with a strong development potential for residential and employment purposes, particularly the Notre-Dame East Detailed Planning Area as well as to improve access to the Port of Montréal, improve safety and to incorporate facilities that favour travel by public transportation, bicycle and foot, the City recommends the following intervention: Design and implement an urban boulevard along the Notre-Dame East corridor up to its intersection with Souligny Avenue, including the extension of Assomption Boulevard from Souligny to Notre-Dame Street East (intervention under study by the Ministère des Transports du Québec and the Ville de Montréal). In order to improve the image of one of the most important strategic gateways to Montréal, convert significant employment areas with development potential, especially those in the Airport surroundings Detailed Planning Area and to incorporate facilities suitable for public transportation, cyclists and pedestrians, the City favours the following intervention: Redesign the Dorval Circle (intervention under study by the Ministère des Transports du Québec, in association with the Ville de Montréal). In an effort to develop major employment areas with development potential, particularly those in the Glen and Turcot sites and Angrignon Detailed Planning Areas, the City recommends the following interventions: Redesign the Turcot interchange (intervention under study by the Ministère des Transports du Québec, in association with the Ville de Montréal). Redesign the Angrignon interchange (to be performed by the Ville de Montréal and the Ministère des Transports du Québec). In order to improve the development potential of certain sites, to incorporate facilities that favour travel by public transportation, bicycle and foot and to enhance the quality of the affected neighbourhoods through coherent street design, the City favours the following interventions: Demolish the Parc/Pins interchange and redesign it as a level intersection (to be performed by the Ville de Montréal). Demolish and redesign the Remembrance/Côte-des-Neiges intersection (to be performed by the Ville de Montréal).

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In order to improve the image of a City gateway, to improve the streetscape and to incorporate facilities that favour travel by public transportation, bicycle and foot, the City recommends the following intervention: Redesign Sherbrooke Street East from Georges V Avenue to Marien Avenue and 40th Avenue in the East End of the City (to be performed by the Ville de Montréal). In order to improve service, to develop employment areas with strong potential (see the L’Anse-à-l’Orme Detailed Planning Area) and to improve access to the Baie-d’Urfé station, the City favours the following interventions: Redesign the Highway 40/Morgan Boulevard interchange (to be performed by the Ministère des Transports du Québec). Redesign the Highway 20/Morgan Boulevard interchange (to be performed by the Ministère des Transports du Québec). Redesign the Highway 40 service roads in the West Island (to be performed by the Ministère des Transports du Québec). In order to improve and open up major employment sectors with development potential and to improve the accessibility of some residential areas, the City favours the following interventions: Complete Maurice-Duplessis Boulevard between Rivière des Prairies and Saint-Jean-Baptiste Boulevard (to be performed by the Ville de Montréal). Complete Marien Boulevard between Henri-Bourassa Boulevard East and Maurice-Duplessis Boulevard (to be performed by the Ville de Montréal). Complete Langelier Boulevard (to be performed by the Ville de Montréal). Connect Toupin Boulevard to Cavendish Boulevard (to be performed by the Ville de Montréal). Extend Jacques-Bizard Boulevard from Sommerset Road to Highway 40, including the construction of an interchange with Highway 40 (to be performed by the Ville de Montréal and the Ministère des Transports du Québec). Design an urban road link that integrates preferential measures for public transit in the Highway 440 right-of-way between Highway 40 and Gouin Boulevard West, including the construction of an interchange with Highway 40 (to be performed by the Ville de Montréal and the Ministère des Transports du Québec).

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In order to provide better access to residential areas and to improve an existing retail area, the City favours the following intervention: Redesign the Salaberry interchange by adding an access ramp to southbound Highway 15 (to be performed by the Ministère des Transports du Québec). In order to upgrade service and enhance an employment area with development potential that is subject to detailed planning (L’Acadie / Chabanel), the Plan identifies the following intervention: Build a service road on the east side of Highway 15 in the Jean-Pratt Street corridor (to be performed by the Ministère des Transports du Québec). In order to open up an area that may be transformed in the East Lachine Detailed Planning Area, the Plan has identified the following intervention: Extend Victoria Street eastward in the Borough of Lachine. In order to improve a section of the Havre de Montréal Detailed Planning Area, to incorporate facilities that support public transportation, to complete the perimeter bikeway and to upgrade a main City gateway, the Ville de Montréal favours the following intervention: Relocate the Bonaventure Expressway and convert it to an urban boulevard running at ground level in order to free the waterfront, improve access to nearby areas and improve development potential of the adjacent land (the Ville de Montréal is assessing the financial and urban planning advantages of lowering the section of the Bonaventure Expressway that it owns, while the federal government must be involved with the lowering and relocation of the section that it owns, from the Champlain Bridge to the Lachine Canal). To enhance the image of a City gateway, to improve an employment area with development potential that is subject to detailed planning (Côte-de-Liesse Road) and facilitate interchanges with 55th Avenue, Highway 13, Montée de Liesse and the Dorval and Décarie interchanges, the City intends to: Explore the possibility of converting Côte-de-Liesse Expressway, between the Décarie and Dorval interchanges, into an urban boulevard.

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Projected interventions (precise route to be defined)

In order to improve and open up major employment areas with development potential that are subject to detailed planning (Bourget / Forget, Décarie / Cavendish / Jean-Talon West and L’Anse-à-l’Orme) and to incorporate facilities that are conducive to travel by public transportation and bicycle, the City favours the following interventions: Create new links in the Cavendish Boulevard corridor in the Hippodrome and Cité scientifique area (to be performed by the Ville de Montréal and Ministère des Transports du Québec). Extend Rodolphe-Forget Boulevard from Henri-Bourassa Boulevard East to Notre-Dame Street East and redesign the interchange in the Highway 40 corridor (to be performed by the Ville de Montréal and Ministère des Transports du Québec). Extend Pierrefonds Boulevard to Morgan Boulevard in order to serve the Baie-d’Urfé commuter train station and determine, as a result of a detailed planning study, the optimal route of the road with respect to the natural environment (under study by the Ville de Montréal).

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Potential interventions under study

The MTQ is currently reviewing a scenario for completing Highway 25 towards Laval, which would include the construction of a bridge across Rivière des Prairies and a public transportation corridor. This intervention would be carried out under a private-public partnership agreement. The MTQ will have to conduct a number of studies before a decision is made concerning this intervention. Upon reviewing these studies, the Ville de Montréal expects that the findings justifying this project must include, among other elements: improved service to employment areas with development potential, improved accessibility to the east end of the Island, the integration of appropriate facilities for public transportation and cycling, a reduction in through traffic, especially in terms of trucks, along Henri-Bourassa and Pie-IX boulevards and protection and enhancement of the natural areas of the Coulée verte du ruisseau De Montigny ecoterritory. Other interventions may also be considered, including: ■

Build an urban boulevard in the axis of the Louis-H.-La Fontaine corridor (part of a Detailed Planning Area), including the construction of a toll bridge with a capacity similar to the Lachapelle and Ahuntsic Bridges. This intervention would integrate a public transportation corridor and a bikeway link, as well as a park-and-ride upstream from the congestion.

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3.4

Complete the City-wide bikeway network to provide access to activity areas and public transportation infrastructure

The Master Plan favours the use of bicycles and confirms Montréal’s position as the leading North American city for cyclists.

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Bicycles are a key component of sustainable travel in an urban environment and serve as an alternative to cars. The City is reaching out to cyclists by creating a favourable and safe setting and by providing traffic conditions to accomodate their everyday trips. In fact, the Plan considers bicycles to be a full-fledged mode of transportation for all kinds of trips, including work, school, shopping and recreation. To achieve this, the Plan supports urban development focused on denser and more diversified neighbourhoods that foster bicycle use by bringing cyclists closer to their destinations. This strategy includes a plan for a continuous, efficient bikeway network designed to improve access to the City’s main activity areas, particularly its schools and commercial and employment areas. Bikeways must be integrated safely and harmoniously with the areas they cross, particularly along the road and rail networks. Bikeways are not always appropriate in the urban environment. Where they are, however, the Plan recommends a number of bikeway design solutions that are harmonious with their surroundings, like designated routes and on-street bicycle lanes. Traffic calming measures should go hand-in-hand with this bikeway concept. The City also plans to establish adequate, safe parking facilities for bicycles, especially in workplaces and educational institutions, either inside buildings or in areas that are sheltered from the weather. Ideally, cyclists would also benefit from changing rooms and showers.

ACTIVE TRANSPORT AND HEALTH Exercising on a daily basis can have a positive effect on health. Walking and cycling are recognized as modes of active transport and have the advantage of consuming a large amount of energy while being relatively accessible to everyone.

The City favours the integration of the bicycle and public transportation networks, by facilitating modal transfer through quality facilities that are adapted to the needs of cyclists (see Action 14.2). In light of this, the metro and commuter train stations that are served by a bikeway will have priority in the development of bicycle parking areas. To encourage cycling and mode transfer, it is important that cyclists feel that their bicycles are safe from theft. Metro and commuter rail stations will receive priority consideration for lockers and secure enclosures for bicycles. To better support connectivity between cycling and public transit, certain transit authorities have already equipped their buses with bicycle racks. Montréal can take inspiration from their experiences. Certain taxicabs in Montréal also offer this possibility to cyclists.

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The Master Plan identifies existing and potential bikeways that have a City-wide reach: the perimeter bikeway, la Route verte, which links Québec’s regions, cross-river links and paths serving major activity areas and the public transit network (see Map 2.2.4). To complement this effort, the Plan supports the integration of Montréal’s local bike paths with the City-wide bikeway network. Implementation measures ■

Implement the Plan d’action vélo (Cycling Action Plan).

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Complete the City-wide bikeway network, as illustrated in Map 2.2.4.

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Build new bikeways, particularly to serve the Centre.

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Incorporate new bikeways in road links to be completed or redesigned.

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Implement appropriate measures that will encourage safe bicycle travel.

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Ensure the maintenance of bikeways, thereby extending their season of operation.

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Bring existing bikeways up to standard.

DESIGN OF BICYCLE PARKING AREAS

The criteria for designing bicycle parking areas are as follows: ■ ■ ■ ■

Locate parking areas in a sheltered area if outdoors, or inside a building; Locate parking areas near the entrance of buildings, metro stations or train boarding areas; Ensure visibility, adequate lighting and easy access without blocking pedestrian traffic; Install a sufficient number of racks adapted to a number of different bicycle types.

THE CYCLING ACTION PLAN The Ville de Montréal has undertaken the development of a Plan d’action vélo (Cycling Action Plan) to be integrated with the Transport Plan, with approval anticipated in 2005. The Cycling Action Plan will touch upon the maintenance, upgrading and development of cycling infrastructure in the City, among other things. It will support “cyclo-tourism” while promoting bicycles as a mode for everyday transportation. The Plan will also include measures to make the Centre more accessible to cyclists.

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3.5

Promote urban development and the use of public transportation and bicycles by taking action on the supply of parking The City favours urban development based on the optimal use of public transportation, especially in underused spaces. To this end, it aims to set appropriate guidelines for controlling the parking supply, especially in the Centre, where the majority of vacant lots are used as off-street, ground-level parking lots. Building on those lots would increase the City’s tax base, while fostering the Centre’s consolidation and increasing its appeal (see Objective 7). Parking conditions have an enormous influence on the choice of transportation mode, especially in the case of work-related trips. The Plan prefers, in this regard, to work to ensure intermodal connections between cycling and public transit. Implementation measures: ■

Within a 500-metre radius of metro stations, establish regulations restricting the number of parking spaces serving retail services, office buildings, public facilities, institutions and industrial buildings.

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Within a 500-metre radius of commuter stations where conditions permit the intensification of activities, as illustrated in Map 2.2.2, establish regulations restricting the number of parking spaces serving retail, services, office buildings, public facilities, institutions and industrial buildings.

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In the Ville-Marie Borough west of Amherst Street, locate all required parking spots inside buildings.

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Within a 500-metre radius of metro stations, encourage that required parking spots be located inside buildings (see Action 3.2).

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Plan for an adequate number of bike racks near metro stations, train stations, office buildings, public institutions and along commercial strips.

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Integrate bike parking in every newly-constructed indoor parking lot.

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Install on-street bike parking where appropriate.

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■

Expand the capacity of park-and-ride centres located upstream from congestion points by promoting underground garages incorporated into buildings.

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Work with owners of shopping centres and institutions to permit the use of their parking lots by public transit users or other targeted clients.

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Complete an exhaustive study of ways to decrease the quantity of the City’s parking supply.

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Develop and implement the City’s Politique de stationnement (Parking Policy).

PARKING POLICY The Ville de Montréal has undertaken the production of a Transport Plan, slated for adoption in 2005. One of its elements will be a Politique de stationnement (Parking Policy), which will contain the following actions: City-wide actions: ■ ■ ■ ■ ■

■

Strictly enforce existing by-laws, especially the obligation to keep a clear lane leading to each parking space. Require an annual operating permit and charge a fee for it. Adequately landscape off-street outdoor parking lots. Increase the rates of parking meters. Review the policy prohibiting on-street parking on certain streets during morning and afternoon rush hour. This change in policy would increase the availability of short-term, on-street parking in Montréal’s Centre. It would also enable residents of the Centre to park their cars close to their homes. Simplify on-street parking regulations in residential areas.

Actions favouring the consolidation of the Centre (see Objective 7): ■

Gradually eliminate commercial off-street outdoor parking lots, by implementing the following recommendations: ■ Stop issuing new permits for off-street outdoor parking lots; ■ Eliminate illegal parking lots; ■ Increase the surtax on commercial off-street outdoor parking lots.

Montréal Master Plan

4 objective

Confirm the strategic role of freight transportation through the consolidation of existing infrastructure A FEW FACTS ABOUT THE PORT OF MONTRÉAL: A unique geographic location on the North American continent. The leading container port on the East Coast for North Atlantic traffic. More than one million containers handled every year. One of the world’s most productive container terminals in relation to available space.

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The Ville de Montréal confirms the strategic role of freight transportation through the consolidation of existing infrastructure (see Map 2.2.5). In this respect, the Plan aims at increasing the accessibility and service to employment areas that are freight transportation generators. Intermodal transportation: One of Montréal’s key advantages

Montréal’s strategic role has evolved to the point where the City is a freight transportation hub, particularly for traffic between Europe and North America, as a result of the efficiency of its intermodal connections. This role provides Montréal with a major advantage in a global trade environment that fosters competition between cities. The accessibility and quality of international freight transportation services are factors that export-oriented manufacturing industries and the freight distribution sector consider when selecting a location. The Port of Montréal is the keystone of freight transportation in Montréal. In addition to the Port, the major trans-Canada railway networks, Montréal – Pierre Elliott Trudeau International Airport and the development of an expressway network connecting the City to all other points in North America contribute to upholding Montréal’s role as a freight transportation hub. Intermodal transportation, which is the key to modern freight movement logistics, is one of the factors that enable Montréal to maintain its international role. Through a series of processes, it can eliminate break bulks from one transportation mode to another. The fact that more than 100 kilometres of railway track in the Port of Montréal are located directly on the loading docks and in all container terminals, thus providing greater intermodal efficiency, gives Montréal a major advantage over its competitors. These tracks are connected directly to the continent-spanning railway networks of Canadian Pacific (CP) and Canadian National (CN), thereby consolidating Montréal’s position. Very few cities benefit from this level of integration.

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Over the past 20 years, the globalization of trade, free trade agreements, the new pace of production and the emergence of new delivery demands (just-in-time) have transformed the freight transportation industry. These changes have increased the flow of goods between regions and countries. This trend, which is in evidence in Montréal, is expected to continue for a number of years. Among other things, this means a large increase in the number of trucks using the municipal road network, which puts upward pressure on maintenance and repair costs. The transportation sector is responsible for a large part of the production of greenhouse gases and is one of the major generators of nuisances in living environments. From the perspective of reducing emissions and improving air quality, the City favours intermodal connectivity between different modes of freight transportation. The industry’s needs

The railway companies have all the space necessary for their operations. In light of this, the Plan confirms the future residential vocation of the Outremont railyard due to its development potential. Some rail corridors are used both for passenger and freight transportation. The surge in freight transportation activities along certain corridors restricts the possibility of increasing commuter train services. Montréal – Pierre Elliott Trudeau International Airport has a large amount of remaining space to meet its expansion needs. The Port of Montréal faces the opposite situation. Its expansion is limited and due to the increase in container traffic, which requires more space for storage, handling and transshipment, the Port is constantly on the lookout for new areas for its operations. This lack of space means that port, railway and road infrastructure must become more efficient. In addition, industry competition has led truckers to carry heavier loads and consequently, to increase the size of semi-trailers. One effect of this, particularly in older industrial areas, has been to force drivers to manoeuvre on public roads, which blocks traffic and jeopardizes the safety of other vehicles and pedestrians.

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4.1

Improve accessibility and service for major freight transportation generators

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Freight transportation is the key link in the business supply chain and in the distribution of consumer goods. The Plan aims to support Montréal’s competitiveness and attractiveness by providing conditions that are conducive to new investments. In light of this, the City recognizes the efficiency of transportation links in reinforcing economic activity through the consolidation of employment areas. The Métropolitaine Expressway, which has serious congestion problems, is the only east-west corridor that crosses the Island of Montréal. The other components of the expressway network are also heavily used. Any incident that disrupts the traffic flow causes major delays and affects the delivery of goods. Congestion along these corridors leads to heavier use of the local road network, inducing additional nuisances in some more sensitive areas. This problem is also amplified by the discontinuity of the municipal road network in certain places. The City recommends actions pertaining to both the municipal and Québec road network in order to consolidate employment areas and regenerate large underused sites, especially in the Detailed Planning Areas (see Chapter 4). Implementation measures Support the main actions proposed for freight transportation (see Map 2.2.3): Repair and optimize the Métropolitaine Expressway. Design an urban boulevard in the Notre-Dame Street East corridor. Redesign the Dorval and Turcot interchanges. Redesign the service roads along Highway 40 and the Highway 40/Morgan Boulevard interchange. Convert Côte-de-Liesse Road between the Dorval and Décarie interchanges into an urban boulevard. Complete Marien Avenue and Maurice-Duplessis Boulevard. Add a service road along Highway 15 in the Jean-Pratt Street corridor. Extend Cavendish Boulevard (precise route to be determined). Extend Rodolphe-Forget Boulevard (precise route to be determined). Extend Highway 25 or develop an urban boulevard in the Louis-H.-La Fontaine corridor (currently under study).

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Study the possibility of installing preferential measures for truck traffic along certain highway corridors. Require a traffic study in order to identify the impacts of and solutions for maintaining the quality of access to employment areas when developing new areas that generate heavy automobile and truck traffic. Improve the accessibility and service for the main freight transportation generators by developing a Plan de camionnage (Truck Route Plan), which will be part of the Cityâ&#x20AC;&#x2122;s Transportation Plan. Avoid the obstruction of traffic and ensure the safety of road users by defining new standards for truck manoeuvring areas that provide sufficient clearance for off-street movements, which will apply to future industrial sectors. Study the long-term possibility of establishing intermodal cargo centres, such as railyards, off the Island of MontrĂŠal and the redevelopment of the vacated sites for other purposes. Favour intermodal connectivity between different modes of freight transportation.

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2.3 A prestigious, convivial and inhabited Centre

Montréal’s Centre is that well-known part of the City that includes its historic heart, the old faubourgs and the adjacent neighbourhoods. It is home to most of the important metropolitan functions on which the public transportation, rail and road networks converge. Despite its vast renown, the Centre’s relatively small territory can easily be toured on foot (see Map 2.3.1). The Centre is the primary employment pole of the metropolis and the principal place of business activity in Québec. It houses over sixty prestigious international organizations that contribute to Montréal’s international profile, including the International Civil Aviation Organization, the International Air Transport Association, the World Anti-Doping Agency, the Secretariat of the Convention on Biological Diversity, etc. With its universities, cégeps and hospitals, the Centre hosts a major concentration of academic and research activity. It is the setting for most of Québec’s major cultural and media events and is among the City’s main tourist destinations. Many public and private cultural production and distribution companies are located there, including those housed at the Cité des ondes. Vibrant and lively, the Centre’s various neighbourhoods each have their own personality, which makes for a stimulating visitor experience. Most of these areas are also well established living environments, which keeps them active even after offices and stores close. Mount Royal and the St. Lawrence River are the natural boundaries of the Centre to the north and south, forming an exceptional backdrop that is inseparable from the City’s image. The Havre area, which extends from the Champlain Bridge to the Jacques-Cartier Bridge and encompasses Île Sainte-Hélène and Île Notre-Dame as well as the Old Port, is the Centre’s window on the river. This area, along with Mount Royal, will be subject to a detailed planning process whose guidelines are described in Chapter 4. The detailed planning process for the Havre area will be in keeping with the work carried out by the Société du Havre.

Montréal’s Centre benefits from such valuable advantages as its prestige, its liveability and its conviviality. The Plan bases the Centre’s development on three objectives, which emphasize and reinforce these specific features:

5 Enhance the Centre’s metropolitan, national and international vocation.

6 Increase the Centre’s residential vitality.

7 Strengthen the Centre’s coherence and overall urban character.

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The dense and varied built environment of the Centre evokes the rich history of the City and its identity and generally reflects the conviviality that is typical of Montréal society. Consolidating the built environment and highlighting features that convey heritage and identity will help strengthen the Centre’s coherence and overall urban character as well as enhance its attractiveness. The development of the Centre is among the most critical issues facing Montréal and its region in the new millennium. The consolidation of activities in this area must be guided by a vision of sustainable development and a more efficient use of existing infrastructure. The City’s economic vitality depends on its ability to bolster the Centre’s assets in order to reinforce its international stature and attract new jobs. With a view to increasing the number of households in Montréal, the City must fulfill the Centre’s strong residential development potential and provide these households with a pleasant living environment that incorporates all of the necessary amenities.

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5 objective

Enhance the Centre’s metropolitan, national and international vocation

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The Centre’s prestige is a result of its metropolitan functions, institutions and international organizations. It is also reflected in the quality and range of its retail and cultural activities, which are supported by an efficient infrastructure network, particularly in public transportation and by facilities designed to meet the needs of a large metropolis. The Centre’s attractiveness relies greatly on its lively atmosphere, the result of a great variety and intensity of functions and uses. The proximity of offices, stores, hotels and major cultural, institutional and recreational facilities make for an uncommonly dynamic environment compared to most cities of similar size. As its performance in the areas of corporate services, high-tech and arts and media eloquently attests, Montréal has successfully made the shift to an increasingly knowledge-based economy. The Centre’s vitality has greatly contributed to its success and improved the appearance of some areas. For example, the Cité Multimédia, which is located in Faubourg des Récollets, has done much to revitalize the western section of Old Montréal. Similarly, the development of the Quartier international de Montréal (QIM) reestablished the connection between the Central Business District and the former financial district on Saint-Jacques Street. The strength of a large city’s institutions, particularly those devoted to research, is a key determinant of a region’s attractiveness along with the quality of its living environments. The Centre’s exceptional natural setting, its built heritage, its conviviality and most importantly its rich and unique cultural life, make it a major tourist destination that contributes to the international renown of Montréal and Québec. As a result, Montréal enjoys a status that is enviable in many respects. However, some of the Centre’s activities remain to be consolidated, while others will evolve considerably in the years to come. The Plan specifically targets the maintenance and harmonious development of five major categories of activities that contribute to the Centre’s vitality: ■ Business; ■ Retail; ■ Institutional; ■ Tourist; ■ Cultural.

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5.1

Consolidate the Central Business District (CBD)

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The Central Business District (CBD) embodies Montréal’s status as an economic metropolis. It encompasses the majority of the region’s financial, insurance, corporate services and telecommunications activities. More importantly, it includes many activities in the expanding service sector, which makes it a place where important decisions are made. Head offices, international organizations and administrative centres are among the activities found in this area. The CBD is also the site from which Montréal asserts itself internationally. Located in the southeast section of the Centre, the Quartier international alone accounts for approximately 80% of the jobs provided by the 67 international organizations established in Montréal. The Plan specifies the limits of the CBD, where the City’s highest buildings and densest construction are permitted, in order to protect neighbouring areas from undue development pressure (see Illustration 2.3.1). It is estimated that existing vacant lots in the CBD could accommodate more than 900,000 m2 of new office space, which is enough to meet expected growth for the coming construction cycles. Furthermore, a significant portion of the future demand for office space could be met in existing buildings. Implementation measures ■

Precisely delineate the limits of the CBD and confirm it as the area in which permitted building densities and heights are the highest in Montréal.

■

Support development on vacant lots (see Objective 7).

■

Support residential development in those parts of the CBD that are least suitable for business activity.

■

Redesign some large public spaces and their surroundings.

The CBD will be subject to a detailed planning process (see Section 4.10).

ILLUSTRATION 2.3.1

THE CENTRAL BUSINESS DISTRICT

The CBD (opposite) is the area in which the Master Plan provides for the highest construction density. Its perimeter is defined by the City’s Charter. The Quartier International de Montréal (in pale blue) is located in the southeast section of the CBD. It includes 80% of the jobs provided by the international organizations established in Montréal.

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5.2

Strengthen the Centre’s retail vitality

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The Centre’s retail activity revolves around Sainte-Catherine Street, one of the busiest commercial streets in North America. Old Montréal, the Quartier du Musée, the Bishop-Crescent area, the Quartier chinois and the Quartier latin contribute to this activity with their sizeable clienteles. The diversity of goods and services offered and the availability of highly specialized products are distinctive features of the Centre’s retail presence. This activity takes the form of department stores and malls along Sainte-Catherine Street, along with hundreds of smaller stores and businesses on adjacent streets. It is embedded in other urban functions and closely linked to the street, both benefiting from and contributing to the lively atmosphere. Access to these stores by public transportation is easy. In fact, many of them are connected to Montréal’s public transportation system through the indoor pedestrian network. The Plan stresses the importance of maintaining the features which support the Centre’s special retail function. It also seeks to consolidate the structure of its main commercial streets and ensure that businesses are laid out in a way that maximizes their interaction with the street. Implementation measures

ILLUSTRATION 2.3.2

COMMERCIAL STREETS TO BE CONSOLIDATED

To reinforce the retail vitality of the Centre, any building fronting on commercial streets designated for consolidation will be required to maintain ground-level retail continuity, by including stores with direct street access.

■

Ensure adherence to the principles governing the design of commercial streets, aimed at increasing the interaction between stores, public spaces and other activities (see Objective 13).

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Consolidate the Centre’s main commercial streets (see Illustration 2.3.2 below), on which: ■ All buildings must ensure street-level retail continuity through the integration of businesses with direct access at street level; ■ Malls must provide retail spaces that fit into the street’s existing retail fabric.

■

When calculating the total permitted building density, exclude the floor area occupied by businesses that are individually and directly accessible at street level on Sainte-Catherine Street between Atwater and Papineau Avenues.

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5.3

Ensure and promote the presence of major academic and health care institutions in the Centre

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Academic and health care institutions make an exceptional contribution to the economic and social development of Montréal, notably by stimulating the knowledge economy. Their concentration within the Centre fosters synergy among research, teaching and service delivery activities and serves to attract a broad range of related services. For example, the presence of major hospitals attracts medical laboratories, research centres and specialized clinics. Access to these institutions is greatly facilitated by the quality of public transportation, giving the Centre a distinct locational advantage over outlying areas, which are not as well served by infrastructure and are largely residential. The presence of institutional complexes in the vicinity of residential neighbourhoods can generate many inconveniences. The City is firmly committed to the harmonious development of major institutions. Though their growth is eminently desirable, their integration into the surrounding environment is often a challenge. Generally of large size, institutions are also major trip generators and may have undesirable impacts on neighbouring living environments.

MAJOR ACADEMIC AND HEALTH CARE INSTITUTIONS IN THE CENTRE: ■

■

Université du Québec à Montréal; Concordia University; McGill University; École de technologie supérieure; McGill University Health Centre, including Royal Victoria Hospital, Montréal General Hospital, Montréal Children’s Hospital, Montréal Neurological Institute and Montréal Chest Institute; Centre hospitalier de l’Université de Montréal, including Hôtel-Dieu, Hôpital Notre-Dame and Hôpital Saint-Luc; Institut de recherches cliniques de Montréal.

Several institutional properties in the Centre, especially those located on the slopes of Mount Royal, are located in valuable heritage settings. Their growth should include not only architectural and functional considerations, but also attest to a concern for natural, built and landscape heritage. The City favours the preservation and expansion of the Centre’s major institutions. To this end it recommends an approach that allows these institutions to anticipate, in collaboration with the Ville de Montréal, their future needs in order to avoid, for example, hasty recourse to their expropriatory powers. In the specific context of the planned construction of the McGill University Health Centre (MUHC) on a part of the Glen site, the City prefers that buildings changing vocation in Montréal’s Centre be put to institutional or public uses. Implementation measures ■

Confirm the Centre as a preferred location for metropolitan or international institutions.

■

Launch concerted planning efforts with the City’s institutional partners (see Objective 10).

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Favour the consolidation or expansion of university hospitals and their affiliated research centres in the Centre. In the case of buildings no longer used by university hospitals, the City favours their reuse for institutional or public purposes.

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5.4

Develop the Centre’s tourism potential

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The Centre is the main tourist destination in Montréal, which enjoys a well-deserved reputation as a festive, convivial and safe city. The CBD, Old Montréal, the Old Port, Île Notre-Dame, Île Sainte-Hélène, Mount Royal and the Village are among the areas that draw the most tourists to Québec. The concentration of large-scale cultural and recreational facilities, such as museums, concert halls and large metropolitan parks, combined with the quality of major annual events taking place in the Centre (Jazz Festival, Just For Laughs Festival, World Film Festival, Francofolies, Montréal Highlights Festival, etc.) greatly enhances Montréal’s fame as a tourist attraction. The City’s French-speaking character, combined with the importance of its Englishspeaking and other cultural communities, make for a unique environment that appeals to visitors and attests to Montréal’s openness to the world. The exceptional built heritage and geographical setting of the Centre adds to its appeal as a tourist destination. The Havre, which encompasses Île Notre-Dame, Île Sainte-Hélène, the Old Port and the entrance to the Lachine Canal (now open to pleasure boating) is a major recreational and tourist destination. Jean-Drapeau Park is a majestic green space, a point of contact with the river and an exceptional asset which the City must preserve. Working from this perspective, the City intends to enhance its recreational and tourist attractions while preserving its character as a green open space and respecting the principle of universal accessibility.

Montréal is the leading tourist destination in Québec. In 2003 it welcomed 13.2 million visitors, more than 1.3 million of which were in town for business or convention purposes. Montréal’s tourism industry provides more than 75,000 jobs.

These distinctive features of Montréal are the foundations for its tourism development. For this reason, the Plan provides for their consolidation and enhancement. Generally speaking, the Centre is the preferred location for new tourist facilities with metropolitan, national or international outreach. Nodes of activity outside the Centre, such as the Olympic Complex, with its several large scientific facilities (Biodome, Insectarium, Botanical Garden), could be consolidated in order to accommodate additional facilities that reinforce their vocation.

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Implementation measures ■

■

Improve access to tourist sites: ■ Improve the design of certain streets and boulevards in order to strengthen the links between various areas of interest (see Objective 7). ■ Support the implementation of a rail shuttle between Montréal – Pierre Elliott Trudeau International Airport and the Centre (see Objective 3). ■ Encourage the development of a public transportation service such as a modern tramway system linking the Quartier des spectacles, Old Montréal, the Havre, Jean-Drapeau Park and Mount Royal (see Objective 3 and Section 4.15). Improve the Centre’s major tourism areas: ■ Protect and enhance the Historic District of Old Montréal (see Objective 15). ■ Complete the development of the Old Port and enhance the banks of Île Notre-Dame and Île Sainte-Hélène. Support the construction of a trade and exhibition centre in the Centre or its immediate vicinity, with the capacity to accommodate events of international stature.

Mount Royal and the Havre each require a detailed planning process, whose guidelines are presented in Chapter 4. A similar approach will apply to the Quartier des spectacles and the CBD, in order to increase their tourist appeal.

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5.5

Increase the Centre’s cultural outreach

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The Centre is home to nearly 80% of Montréal’s cultural activity. The abundance and variety of its cultural facilities make it the primary launch point for the development and dissemination of Québec culture and a point of contact with many foreign productions. It sets the stage for the development of Québec’s cultural potential. Above and beyond their considerable economic contribution and the tourism they generate, Montréal’s cultural institutions, particularly its museums, play a fundamental educational role that contributes to the development of a sense of civic pride. Reminders of the past and places of culture, museums enable Montrealers of all backgrounds to encounter other cultures. The Ville de Montréal acknowledges their role and advocates the creation of large cultural facilities along with the consolidation of existing ones in the Centre. This reflects its commitment to making major cultural events accessible to the public. Superior public transportation services and high visitor volume make the Centre the ideal location for events of a metropolitan or international stature. Quartier des spectacles

Montréal’s cultural sector provides 90,000 direct and indirect jobs, generating 5 billion dollars in annual spin-offs. Montréal hosts more than 150 major cultural events, including some 40 of international stature.

A number of concert halls, theatres, studios, art galleries and exhibition spaces are located in the vicinity of Place des Arts, along Bleury Street, Sainte-Catherine Street, Saint-Denis Street and Saint-Laurent Boulevard. The area harbouring this concentration of cultural activity is known as the Quartier des spectacles. Despite the popularity of the events that are held periodically in the Quartier des spectacles, its image or recognition does not correspond to its vocation. As one of the key sites targeted by the Master Plan for increasing the Centre’s cultural outreach, it will be subject to a detailed planning process in order to increase its cohesiveness and appeal (see Section 4.22). Artists and artisans

The cultural life of the Centre is generated in part by the presence of numerous artists and artisans that create, produce and exhibit a wide range of works. City by-laws currently allow the creation of workshops in most areas where the dominant land use is commercial or industrial. In the framework of its Cultural Development Policy, the City will implement tools and a plan of action to consolidate and develop artists’ studios and live-work spaces.

THE CULTURAL DEVELOPMENT POLICY

The Ville de Montréal has undertaken the creation of a Politique de développement culturel (Cultural Development Policy) slated for adoption in 2005. This policy emerges from a consensus reached at the Montréal Summit and states the City’s principal objectives regarding cultural matters. The City will facilitate public access to the arts and culture, give the arts and artists more support and ensure the continuity of Montréal’s great cultural institutions and events. The Cultural Development Policy takes stock of a number of the City’s commitments to the artistic and cultural communities, including the creation of a comprehensive cultural signage program, the implementation of different measures to support artists and the design of the Quartier des spectacles.

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Implementation measures ■

■

■ ■ ■

■

Consolidate the built environment and retail activity along Sainte-Catherine Street in Faubourg Saint-Laurent. Improve the design of the main connections between the Quartier des spectacles and adjacent areas. Convert some vacant lots into new public spaces. Facilitate proximity of cultural creation, production and exhibition facilities. Continue and intensify the integration of works of art into the public realm, particularly when designing new public spaces and promote this practice on private property. Heighten the visibility of cultural facilities (e.g.: with special signage or distinctive public space design). Develop and implement the Politique de développement culturel (Cultural Development Policy). Exempt appropriate cultural facilities being built in the Centre from construction density regulations.

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6 objective

Increase the Centre’s residential vitality

DIVERSITY OF THE CENTRE’S RESIDENTIAL STOCK The Centre’s residential stock, including housing in recycled buildings, is exceptionally diverse and reflects the different periods of the City’s development. The Centre’s housing typology is varied, meeting the needs of a wide range of households. It includes single-family and row housing, “plex” housing, lofts, apartment buildings, high-rises, etc. Property agreements include single ownership, co-ownership, rental, subsidized housing and cooperatives.

The Centre’s great vitality stems in part from its large resident population, combined with hotel guests and students living in residence. This also applies to the CBD, where residential uses are authorized (see Map 2.3.2). The Centre still has untapped real estate development potential in lots that are either vacant, underused or occupied by parking facilities. These lots could accommodate approximately 15,000 housing units (see Objective 2). With all the necessary public infrastructure already in place, residential consolidation in the Centre will contribute to Montréal’s sustainable development. Many buildings in the Centre have great potential for recycling into housing. With the evolution of certain economic sectors, some firms no longer need large amounts of space. As a result, a number of industrial and office buildings require a new vocation. Over the years, new construction and renovation of old buildings for residential purposes has breathed new vitality into certain parts of the Centre. Old Montréal and Faubourg des Récollets have gradually been transformed into diversified, inhabited, better designed and consequently, more pleasant living environments. The City will facilitate and support increased residential use of the Centre by ensuring that projects help to create attractive living environments. In this context, the Plan includes three actions to increase the Centre’s residential vitality.

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action

6.1

Ensure the quality of established living environments

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There are more than 43,000 households established in the various living environments of the Centre. These households have settled in a dynamic part of the City, but they must deal with certain constraints stemming from its particular character, such as automobile traffic, night-time activity, the relative absence of private green spaces and certain social realities. With regard to automobile traffic, the Plan has adopted an overall strategy favouring increased public transit usage. Moreover, boroughs will be able to apply traffic calming measures where they are most needed after appropriate study is completed (see Section 2.2). The scarcity of private green spaces makes access to the City’s large metropolitan parks all the more important to households living in the Centre. With this in mind, the City intends to improve links between Mount Royal Park and neighbouring areas (see Section 4.20). It also confirms the continued vocation of the existing park in the Cité du Havre. The Plan restricts the insertion of new activities such as bars, discotheques and restaurants in the Centre’s established living environments, as they have the potential to disturb the peace of a neighbourhood. In particular, the Plan projects the addition of activities complementary to residences, such as local stores, public facilities as well as personal and community services. Far more than other living environments, the Centre is faced with social realities such as prostitution and homelessness. In order to respond to the needs of all those who live in or frequently come to the Centre, the Ville de Montréal favours a global approach including the implementation of a Stratégie de revitalisation urbaine intégrée (Integrated Urban Revitalization Strategy). Along these lines, the City’s housing policy subscribes to the principle of social inclusion and favours a housing supply that ensures social diversity (see Section 2.1). Zoning by-laws specify the distribution of different land uses throughout the City. The Ville de Montréal will identify any additional interventions or specific actions needed to improve the quality of its living environments. For example, the southern part of the Lincoln-Tupper district will be subject to a local detailed planning effort aimed at reinforcing the commercial structure of Sainte-Catherine Street, among other goals. Implementation measures ■

Minimize the impact of automobile traffic and potential nuisances.

■

Improve access to the City’s large metropolitan parks.

■

Take action to enforce the criteria stated in the City’s Charte des milieux de vie résidentiels (Residential Living Environments Charter) when necessary (see Objective 1).

■

Implement the Stratégie de revitalisation urbaine intégrée (Integrated Urban Revitalization Strategy, see Objective 1).

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ESTABLISHED LIVING ENVIRONMENTS OF THE CENTRE Lincoln-Tupper Lincoln-Tupper is one of the most densely populated neighbourhoods in Montréal. The great diversity of its residents also makes it a prime example of social mix. The strong presence of institutions has long been the hallmark of this area, which includes (among others) Concordia University, Dawson College, the Canadian Centre for Architecture, the Grand Séminaire de Montréal, the Maison-Mère of the Soeurs Grises and the monastery of the Pères Franciscains. Lincoln-Tupper is home to a considerable number of students, many of whom come from abroad. The rich built heritage of the area is composed not only of institutional buildings, but also of many residential buildings. The future of the neighbourhood’s many institutional sites and the enhancement of their heritage value are, along with the revitalization of Sainte-Catherine Street, the most important issues tied to the development of Lincoln-Tupper. Quartier Latin Quartier Latin is closely associated with the presence of the Université du Québec à Montréal (UQAM) and the Cégep du Vieux-Montréal, which count some 40,000 students in total. This is especially visible on Saint-Denis Street, with its numerous restaurants, bistros and cafés. Le Quartier Latin is also a hub for cultural activities with its many performance venues, including the Théâtre Saint-Denis, built in 1900. The redesign of Berri Street, where the Bibliothèque Nationale is currently being erected, is an important part of the area’s future. The Village The Village is located in one of Montréal’s oldest blue-collar neighbourhoods and is home to many households and families. The vitality of commercial activity along Sainte-Catherine Street as well as its animated nightlife are proof of the dynamism of the City’s gay community. The Village is nonetheless an area in need of revitalization. The redevelopment of the Radio-Canada site, the reduction of the impact of automobile traffic and the cohabitation of residential functions with leisure activities are all important to its continued vitality. Old Montréal Old Montréal’s historic district, a heritage treasure recognized by the Government of Québec, is, along with the Old Port, the most visited tourist attraction in the City. Over the course of the past decade, it has become more and more popular as a residential area due to the realization of numerous new developments, but especially the renovation and re-use of older buildings. The households who live in the area wish to seek a balance between its residential, recreational and tourist activities. Additionally, the links between Old Montréal and the Faubourg Saint-Laurent, cut off by the Ville-Marie Expressway, should be re-established. Milton-Parc Milton-Parc boasts a desirable location between the CBD and Mount Royal. It is populated in large part by McGill University students. Milton-Parc stretches along Parc Avenue, on which most of its local retail services are located. Some of the buildings that border it are showing signs of deterioration, however. The enhancement of Parc Avenue is a key issue not only for this neighbourhood but for the entire Centre. This issue will be concretized most notably by the redesign of the Parc/Pins interchange which will offer pedestrians a far more pleasant environment. The Flanc-Sud of Mount Royal So great is the attractiveness of Mount Royal that Montréal’s bourgeoisie called its south side home starting in the middle of the 19th century. The formidable concentration of wealth in this area earned it the name “The Golden Square Mile” around 1900. A number of institutions are clustered around the Mountain’s edge, including McGill University, The Royal Victoria Hospital and the Montréal General Hospital. The Flanc-Sud still evokes a prestigious character – significantly, it is host to many foreign consulates – and carries an important natural and historic heritage that must be preserved. The growth and evolution of these institutions, the affirmation of its residential character and the improvement of the quality of its links with the Mountain are some of the issues that concern the Flanc-Sud area. La Petite Bourgogne La Petite Bourgogne was known as Sainte-Cunégonde until 1905. Inhabited primarily by factory workers and their families in its early days, the area was hit hard by the decline of industrial production in the middle of the 20th century. Towards the end of the 1960’s, urban renewal projects resulted in the radical transformation of the area as well as its considerable decline in population. However, the renovation of old buildings, the revitalization of the Atwater Market and numerous new housing developments have breathed new life into La Petite Bourgogne. Nonetheless, the neighbourhood remains a living environment in need of a particularly strong revitalization effort.

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action

6.2

Consolidate the residential function in the Centre

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To complement various real estate development incentive programs (see Objective 2), the Ville de Montréal will step up its efforts in some mixed-use or residential areas with a view to consolidating the urban fabric. Some of these are large vacant sites that are well-suited to residential construction, or areas whose high potential for residential development has been slow to materialize under current conditions. The division of land among several owners often constrains residential development. The nature and intensity of surrounding activities is also a major deterrent to the development of the residential function in some of the Centre’s areas. This is particularly visible in Faubourg Saint-Laurent and Old Montréal, which are especially busy in summer. Faubourg Québec

Upon completion, Faubourg Québec will count over 1,000 households consisting of 2,500 to 3,000 residents, which is sufficient to make neighbourhood services viable. The Plan confirms the development of the Belvédère De La Commune, which will complement Dalhousie Place. It also confirms the creation of a walkway extending the axis of Amherst Street over the train tracks, enabling pedestrian access to the Clocktower Basin from De La Commune Street. The Plan also calls for the redesign of Viger Square, next to the Faubourg, in order to improve links between the Faubourg and the living environments north of the Ville-Marie Expressway (see Section 4.4). Faubourg Saint-Laurent

Faubourg Saint-Laurent contains many vacant lots that could accommodate new buildings, some of which could be residential. However, the desire to increase the residential function should be weighed against the strong presence of leisure and institutional activities within and around the Faubourg. Habitations Jeanne-Mance also includes a large underused area, whose density could be increased. The Ville de Montréal supports new residential construction on this site by a redesign process that would reconnect the area with the rest of the Faubourg. The whole of Faubourg Saint-Laurent will be subject to a detailed planning process by the Borough of Ville-Marie. Faubourg des Récollets

Faubourg des Récollets has undergone a significant positive transformation with the impetus given by the development of the Cité Multimédia. There are still numerous parking lots, vacant lots and underused buildings that require further revitalization. Its northern section, adjacent to the Quartier international de Montréal, is markedly destructured.

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The Borough of Ville-Marie will conduct a detailed planning process for the northern section of Faubourg des Récollets and will identify potential public space improvements to encourage private investment. This planning process will have the further objective of creating a smoother transition between the Quartier international and the Cité Multimédia. Cité du Havre

The Cité du Havre is a residential area whose vacant western section could accommodate up to 900 new housing units. The park located to the east of Habitat ’67, however, is protected by the Plan. The residents of the Cité du Havre currently experience nuisances caused by heavy motor vehicle traffic generated primarily by the Casino de Montréal, which is located in nearby Jean-Drapeau Park. This issue, as well as improving public transportation access to the Cité du Havre, will be considered as part of a detailed planning process (see Section 4.15). Maison de Radio-Canada parking lots

The parking lot on the west side of the Maison du Radio-Canada occupies a large area between René-Lévesque Boulevard East and Viger Avenue. These two major roadways lead to the Centre and their importance calls for an improvement of the buildings that frame them. The City strongly favours the recycling of a large portion of this site for residential construction adjacent to the established living environments. In fact, two initial residential projects are already under construction in the northern part of this area. The Ville de Montréal intends to designate the parking lot on the east side of the Maison du Radio-Canada for mixed uses, which is more suited to the available development options. Building housing on a portion of this parking lot will be among the options considered as part of the detailed planning process for Notre-Dame Street East (see Section 4.21). Implementation measures ■

Include specific provisions in the urban planning by-laws for protecting the peace and quiet of residents in mixed-use or high-traffic areas, particularly: ■ By establishing strict construction standards with respect to soundproofing; ■ By including appropriate criteria in Site Planning and Architectural Integration Programs (SPAIP).

■

Implement traffic calming measures when required (see Objective 18).

■

Design new public spaces.

■

Purchase and consolidate strategic properties through the Société de développement de Montréal (SDM).

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action

6.3

Foster the fulfillment of the Centre’s residential function

CITÉ UNIVERSITAIRE INTERNATIONALE A joint project of Montréal’s universities, the Cité will comprise 3,200 dwelling units, destined mainly for foreign students. A main complex that would offer more than 2,200 units is planned, plus satellite facilities for certain institutions. These facilities would offer a wide range of student services (reception, restaurants, meeting places, study rooms, conference rooms, games rooms, fitness centres, etc.) and some would also be open to local residents. The number of units currently available in Montréal’s university residences is slightly over 3,800. The four Montréal universities estimate that more than 7,000 units are required in order to meet their needs.

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The Master Plan provides for the possibility of building residential projects in Griffintown, which until now has been largely devoted to other activities. It also reiterates the City’s support for locating the Cité universitaire internationale in the Centre. Located near the CBD, Griffintown was one of the cradles of industrial activity in North America. Its decline was precipitated by the opening of the St. Lawrence Seaway in 1959 and it gradually became a destructured area in search of a new vocation. The recent arrival of the École de technologie supérieure and student housing along Peel Street and Notre-Dame Street West augurs well for the desired renewal of Griffintown. The rehabilitation of the Lachine Canal, which is now open to pleasure boating, should also be beneficial. In this context, the Plan favours mixed uses, including housing, as being conducive to its revitalization. In view of Griffintown’s heterogeneous built environment, its rich industrial heritage and the presence of major road and rail infrastructure along its eastern boundary, this area will require detailed planning (see Section 4.8.1). Implementation measures ■

Favour the construction of housing in certain parts of Griffintown, particularly: ■ east of De La Montagne Street; ■ on the site currently occupied by Canada Post.

■

Encourage the relocation of some activities incompatible with residential use.

■

Maintain institutional and economic activities along Peel Street and Notre-Dame Street West and in the western part of Griffintown.

■

Redesign Peel Street between the CBD and the Lachine Canal.

■

Preserve buildings with heritage or architectural value.

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7 objective

Strengthen the Centre’s coherence and overall urban character

Montréal’s visual identity relies mainly on the perception of its Centre, which is, in some respects, its showcase. The image of the Centre is, in turn, shaped by the quality of its architecture, streets and public places, which should reflect and enhance its liveability. In this context, each new building in the Centre must make a positive contribution to the City’s image. High-quality design of public spaces should provide a model for public and private projects elsewhere. The quality of projects that affect the built environment is especially important, as it will shape the experience of visitors and residents over the long term. Some areas that are not otherwise devoid of interest have been rendered bland and uninspiring by earlier actions. Similarly, the presence of vacant lots and surface parking lots degrades the environment of some busy Centre streets, even in areas as prestigious as the CBD. The Ville-Marie and Bonaventure Expressways divide major areas of activity that should be better connected. The first impression that many people get of the Centre is what they see while commuting to work along these expressways: unimpressive and unstructured spaces. Private real estate development and public actions must be coordinated so that the Centre’s built environment gains cohesiveness and asserts its overall character. The Plan identifies four actions to steer the Centre’s development in that direction.

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action

7.1

Ensure high-quality architecture and design in the Centre

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Architectural quality is still perceived as a constraint rather than an asset. Despite their great intrinsic value, some projects lack sensitivity and diminish the cohesion of their surroundings. The built environment of the Centre, with its variety of building types and wealth of significant features, makes the mere application of standards insufficient to effectively oversee the architecture and integration of new buildings. Thus, the review of projects in the Centre must be based on qualitative criteria. Implementation measures ■

Refer major public and private projects to the Comité d’architecture et d’urbanisme (Architectural and Planning Advisory Committee) for review.

■

Adopt City-wide mechanisms that are conducive to high-quality architecture, including architectural competitions, urban design guidelines, etc.

■

Control the insertion of new buildings through appropriate standards and criteria.

■

Improve the design quality of the public realm.

Objective 12 of the Plan sets forth general principles that projects must follow in order to ensure the harmonious consolidation of the built environment. In addition, Objective 13 presents the implementation measures set forth for improving the design quality of the public realm.

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action

7.2

Develop the Centre’s unbuilt lots

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More than 200 unbuilt lots, covering approximately 60 hectares (an area twice as large as LaFontaine Park), dot the Centre of Montréal. Their development would consolidate the built environment and increase the Centre’s vitality, by accommodating new activities and households. The great majority of the Centre’s unbuilt lots are operated as street-level parking lots. This use depreciates the Centre’s environment in various ways and its profitability jeopardizes prospects for consolidating the urban fabric. The City favours reducing the demand for long-term parking, by supporting a form of urbanization that encourages the use of public transportation for work trips. Objective 3 of the Plan lists actions for reducing off-street outdoor parking. The Plan requires that buildings located in the Ville-Marie Borough west of Amherst Street locate all required parking spots inside buildings. A maximum number of parking spots will be set for buildings located in the vicinity of metro or train stations (see Action 3.5). More broadly, the City will take steps to stimulate real estate development on vacant lots and off-street outdoor parking lots. Implementation measures ■

Implement a strategy for developing the Centre’s unbuilt lots that provides for: ■ Strict application of parking by-laws; ■ New standards for the layout of parking lots; ■ Acquisition and parcelling of lots by the City; ■ Development of new public spaces that will help shape new real estate projects; ■ Financial support or tax breaks for development of unbuilt lots.

The conversion of some parking areas into public spaces is already underway. Place Eugène-Lapierre and Jardin du Gesù are to be developed by the City beginning in 2005.

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action

7.3

Guide the development of the indoor pedestrian network

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Montréal is one of many cities (Toronto, Calgary, Chicago, Minneapolis, Sydney) whose Centre is served by an indoor pedestrian network. Beginning in 1962 with the construction of a protected concourse between Central Station and the new shopping mall in Place Ville-Marie, Montréal’s network has grown through the addition of various real estate developments in a unique spirit of public-private cooperation. The indoor network connects many large public, institutional, cultural, recreational and commercial buildings with metro and commuter train stations. Some sections also connect to complementary facilities, especially in the Quartier international de Montréal (hotels, international organizations, the World Trade Centre, Palais des Congrès). Pedestrians can walk through the Centre without worrying about extreme weather conditions or motor vehicle traffic. Montréal’s indoor pedestrian network generally runs below street level and has little negative impact on the built environment. This is a definite advantage over networks composed of numerous skywalks. However, it poses other difficulties. For instance, it can be disorienting to people who are unfamiliar with the City. Safety perceptions also vary according to the quality of the facilities (visibility, lighting, maintenance) and pedestrian volume. Given the City’s commitment to enhancing street life, considering its effect on urban revitalization, the expansion of the indoor pedestrian network must follow certain guidelines in order to control its impact on outdoor pedestrian traffic, retail activity or the development of unbuilt street-level lots. In light of this, the indoor pedestrian network requires a detailed planning process (see Section 4.23). Implementation measures ■

Set guidelines for the development of the indoor pedestrian network.

■

Harmonize design and business hours across the various sections of the network.

■

Ensure the universal accessibility of the network.

■

Install uniform “RESO” signage throughout the network in order to facilitate wayfinding (see Section 4.23).

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action

7.4

Reinforce or improve the character of some key roadways in the Centre

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The Centre is accessed via a limited number of roadways that play a major role in how Montréal is perceived. These roadways offer striking views of Montréal’s major features — the river, the skyline, Mount Royal — which are revealed gradually, as one approaches. The design of streets and boulevards in the Centre, particularly through tree planting and the construction of wide sidewalks, can increase people’s sense of comfort. These must be harmonized with the character of local activities and environments and offer pleasant and accessible rest areas that give people the opportunity to momentarily escape the bustle of the Centre’s activity. These streets must also offer pedestrians and cyclists routes that are direct, safe and pleasant. While many of the Centre’s activity nodes are quite close to one another, they remain relatively isolated due to the lack of such links. Vibrant streets

Vibrant streets offer pedestrians a comfortable, pleasant and stimulating experience, as they are given the most important place on the street. These characteristics are, more concretely, the result of conditions that vary from one street to another in terms of street animation, number of pedestrians, street design, traffic conditions, etc. Vibrant streets draw much of their appeal from the liveliness produced by retail businesses. Sometimes this attractiveness also results from the way buildings frame the street; the grand sweep of heritage buildings that form an architectural unit on the northern side of De La Commune Street offers a good example. The Ville de Montréal intends to preserve and accentuate those qualities that draw pedestrians to vibrant streets. All of the Centre’s commercial streets, shown in Illustration 2.3.2, come under this category. The City will prioritize intervention on these streets to increase their conviviality for pedestrians and further improve the way that buildings frame them. Saint-Laurent Boulevard

The dividing line between east and west end Montréal since 1792, Saint-Laurent Boulevard was a commercial street that gradually became home to entertainment and cultural production facilities. A point of entry for successive waves of immigrants, Saint-Laurent Boulevard typifies Montréal’s cosmopolitanism like no other place in the City. Its heterogeneous morphology and varied environments are an integral part of its lively ambiance, which makes for an urban experience appreciated by Montrealers and tourists alike. In 1996, the historical and cultural importance of Saint-Laurent Boulevard was affirmed when it was designated a national historic site by the Historic Sites and Monuments Board of Canada. Strategic links to be improved

The strategic links to be improved serve as connections between significant places, like the Mountain and the river. Their routes are generally punctuated by the presence of other important points of interest and often cross through areas which will soon undergo significant transformation. The southern part of Peel Street, for example, crosses the institutional node that surrounds the École de technologie supérieure (ETS) and Griffintown, whose vocation is in the midst of being transformed. Each of these streets has a particular character along its various segments. Therefore, their improvement must employ approaches that are appropriate to each of their components. Through these variations, each street can be made a coherent and interesting thoroughfare, particularly for pedestrians.

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The Centre’s main axes

The Centre is structured by its main axes. The architecture of the buildings and the prestige of the activities found along them, as well as the importance of the places they link, help make these axes distinctive. They are lined with large hotels as well as imposing office and government buildings. The image of these main axes is directly linked to that of the Centre. Unfortunately, the design and layout of many of them is hardly adequate given their prominent role. The City therefore intends to correct this situation, by proceeding with an appropriate redesign of the public domain and then supporting appropriate development on the adjacent properties. Access to the Centre

Most of the roadways leading into the Centre were designed with traffic considerations in mind. Their planning generally failed to consider the surrounding landscapes and environments. The City intends to implement various measures to improve the integration of important access routes with their surroundings. Significant redesign projects along these lines are foreseen for many roadways. The project completed at the landing of the Jacques-Cartier Bridge provides a good source of inspiration, as it permitted the creation of a new green space. Implementation measures The City intends to take every opportunity to improve the road network. To this end, it will focus its efforts on the roadways illustrated in Map 2.3.3. In addition, the City will: ■

Ensure the consolidation of the Centre’s commercial streets (see Objective 5).

■

Place high priority on pedestrian and cycling facilities when redesigning the public realm, in accordance with the principles set out in Objective 13.

■

Enhance Saint-Laurent Boulevard in cooperation with multiple partners, including residents’ and merchants’ associations.

■

Build a bikeway through the Centre (see Objective 3).

■

Redesign the Parc/Pins interchange, as well as the Remembrance/Côte-des-Neiges intersection.

■

Maximize the covering of the Ville-Marie Expressway between Saint-Urbain and Sanguinet Streets (see Section 4.4).

■

Favour the renewal and redevelopment of sites along Notre-Dame Street East.

■

Complete the redevelopment of the Jacques-Cartier Bridge landing.

■

Adopt regulatory measures to protect views of significant landscape features (see Objective 11).

■

Regulate the built form along the Centre’s access routes in accordance with Objective 14.

■

Relocate the Bonaventure Expressway and convert it into a ground-level urban boulevard in order to free up the waterfront, improve access to nearby areas and develop adjacent lots.

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2.4 Dynamic, accessible and diversified employment areas

The City is taking the necessary measures and acquiring the appropriate means to support the adaptation of its economy and therefore increase the competitiveness of the metropolis. After losing many jobs in the traditional manufacturing industries over the past decades, Montréal is making major gains in several sectors of the knowledge economy, notably in business services, medium- and high-tech manufacturing as well as in arts and media. The preparation of a Stratégie de développement économique (Economic Development Strategy) seeks to support the development and diversification of the economy in order to increase the collective wealth and improve Montrealers’ quality of life. In accordance with this Strategy, the Master Plan recognizes the increasing role that the quality of the urban setting plays in retaining and attracting businesses. In this respect, Montréal’s main assets are the Central Business District’s prestige as a place of meeting and exchange, the dynamism of its institutions, particularly in the field of research and the quality and diversity of the industrial and residential areas of the City. Whether by improving the living environment or developing the Centre’s assets, the Master Plan provides for various actions that will contribute to Montréal’s economic development.

The Plan sets forth three objectives that relate more specifically to the development of employment areas:

8 Consolidate employment areas by attracting dynamic firms and improving transportation links.

9 Diversify and reinforce activities at the Centre’s periphery in order to support the more intensive use of existing infrastructure.

10 Promote the development of major institutional employment areas while ensuring their integration with the urban fabric.

Actions aimed at developing the Central Business District and Montréal’s Centre more generally, which form the main employment node of the City, are covered in Objective 5.

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THE ECONOMIC DEVELOPMENT STRATEGY The City has undertaken the development of a Stratégie de développement économique (Economic Development Strategy), slated for adoption before the end of 2004. This project follows a consensus reached at the June 2002 Montréal Summit, where it was identified as a priority. The City would like to assume a new role, larger and more dynamic, required by the evolution of its environment. Creating a competitive business market and supporting the transformation of the economic structure and the development of companies are objectives for every metropolis in North America working to keep pace with market forces. The strategy identifies interventions to be pursued by the Ville de Montréal which will offer concrete support to specific enterprises and the wider business community, pursue the support of other levels of government, reinforce its many partnerships and help it fully and actively participate in the economic development organizations of which it is a member. A vision of Montréal’s economic position ■ Montréal, an international metropolis, a city of knowledge and innovation, oriented towards technology, a metropolis of culture and a festive city where people want to live and do business. Main strategies: ■ Reinforce Montréal as a metropolis of knowledge and innovation, the only way to maintain a dynamic, wealth-creating economy. ■

Support the development of strategic sectors of the economy, particularly those working in new technologies.

■

Encourage productivity growth in companies.

■

Reinforce Montréal’s outreach as a city of culture, supporting the creators and industries of culture and entertainment.

■

Maintain a high level of quality and safety throughout the Centre and the City’s boroughs.

■

Make Montréal a city that is open for business.

Main objectives: ■ Improve the standard of living: Be among North America’s leading cities in this matter by 2025. ■

Accelerate the growth and improve the quality of life by establishing partnerships with other governments to: ■

Invest in infrastructure to accelerate the pace of economic growth;

■

Share the revenues created by growth;

■

Ensure continued growth with continual reinvestment.

Main intervention priorities: The City’s action plan is centered on five priorities, each of which lead to a set of measures to be implemented over a three-year timespan: ■

1 – Montréal, a city open for business

■

2 – An accelerated enhancement of assets

■

3 – A business support network

■

4 – Support for strategic sectors

■

5 – Promotion of Montréal’s advantages

Jobs by employment sector, Montréal 2001 CMA

Manufacturing Wholesale commerce, transportation and warehousing Consumer services Finance, insurance and real estate Business services Public services, education and health care Information technology and culture Other sectors* Total, all sectors * Including primary industry and construction Source: Statistics Canada Census 2001, Custom Product - Workplaces

City

number of jobs

percentage

number of jobs

percentage

283,350 189,320 385,890 107,490 190,910 376,215 39,105 50,450 1,622,710

17.5% 11.7% 23.8% 6.6% 11.8% 23.2% 2.4% 3.1% 100.0%

194,485 132,145 237,310 83,235 151,205 256,960 35,450 22,000 1,112,820

17.5% 11.9% 21.3% 7.5% 13.6% 23.1% 3.2% 2.0% 100.0%

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EMPLOYMENT AREAS MAP

The areas shown on the Employment Areas Map (Map 2.4.1) are essentially devoted to employment activities. Home to industrial activities and linked to major road, rail and port facilities, the employment areas are generally not appropriate for housing development. Therefore, the Master Plan allows mixed uses only in the Central Business District and in business and retail areas that present potential for residential development. A number of other areas include both employment and housing uses, such as commercial arteries, former industrial areas undergoing conversion and sites that are well served by public transportation and for which the Plan favours intensification and a greater employment and housing mix. Map 2.4.1 identifies seven types of employment areas based on their function and built form: The Central Business District:

As the economic heart of the region, this district has the greatest concentration of jobs in the metropolitan area, including many activities in the expanding service sector. This area is characterized by high building density, ease of access by public transportation and an attractive urban environment composed of high-quality public places and buildings. Objective 5 of the Master Plan deals more specifically with the Central Business District. Business and retail areas:

Located near major highway intersections, these areas are composed of shopping centres, large- and medium-sized stores and office buildings. Consisting mainly of onestorey commercial buildings and large parking lots, they have major redevelopment and densification potential, particularly through the insertion of office buildings. Some of these areas also display residential development potential, based on existing or projected public transportation infrastructure.

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Institutional employment areas:

These areas house large metropolitan institutions that provide a substantial number of jobs in such fields as health care, higher education, sports or culture. These ensembles encompass institutions on their own contiguous sites or those spread out over several blocks, with both types designated as Major Institutional Facilities on Map 3.1.1. Many of these institutions include buildings of heritage interest, green spaces or land with development potential. Corporate areas:

These offer a prestigious environment aimed at attracting industries and leading-edge services, including research activities and high-tech production. These areas, generally composed of multi-storey office buildings, include quality private and public facilities and could be densified in order to increase employment. Diversified employment areas:

These are composed of various combinations of industrial, commercial or office activities. Some of the areas surrounding the Centre include multi-storied buildings with multiple occupancy potential. Other areas, such as those along major thoroughfares, are composed of single-use buildings of various sizes. Many of these areas have potential for increased employment and building density. Industrial areas:

These encompass a variety of manufacturing firms, distribution activities, complementary businesses and business services. The areas surrounding the Centre are characterized by a rather high building density, with a number of multi-storey buildings. With a lower employment intensity, the industrial areas in the western and eastern portions of the Island have a lower density and the buildings are laid out in such a way as to allow exterior facilities: landscaped front yards, parking areas, storage, etc. They also generally have good road access. Extensive industrial areas:

These areas of low-intensity employment are home to businesses that occupy large pieces of land, often because their processes involve exterior activities or outdoor warehousing. They require spatial segregation from residential areas and are directly connected to the highway network.

Employment Areas Map 2.4.1 Central Business District Business and Retail Area Institutional Employment Area Corporate Area Diversified Employment Area Industrial Area Extensive Industrial Area Borough Limit

Master Plan January 2012

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objective

Consolidate employment areas by attracting dynamic firms and improving transportation links

Concentrating at first around the port and the Lachine Canal, then next to the rail network, employment areas now tend to locate along the major highways that cross Montréal. Given their varying forms and specialities, they attract a variety of businesses. The eastern and western employment areas of the City consist mainly of industrial areas presenting a substantial number of vacant lots, while other areas have a conversion potential that could allow them to renew their economic activities. By defining the configurations and roles of City areas that are reserved for employment purposes and by clarifying development objectives, particularly for areas to be built or transformed, the Plan is creating favourable conditions for investment and reinvestment in Montréal. In the interest of consolidating Montréal’s territory with respect to its existing and projected transportation network, the Plan favours the redevelopment and the densification of business and retail areas. As major service nodes distributed throughout the City, they have potential for intensified service and office activities. To varying degrees, there are opportunities in these areas for reorganizing parking areas and for transforming the built form in order to improve the quality of the urban landscape. The Master Plan prescribes changes to the road network that will improve the accessibility of employment areas, especially industrial ones. These improvements will open up new sites for development within underused or destructured areas. To bolster the transformation of the City’s economy, the Master Plan supports the revitalization and redevelopment of sites previously occupied by heavy industry or railyards. The rehabilitation of these sites will contribute to the renewal of the City as well as create added value for its economy.

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8.1

The Master Plan aims to improve the architectural and urban quality of Montréal’s employment areas in order to support the competitiveness of the City both regionally and internationally.

Support the development of quality employment areas

In accordance with a comprehensive vision for the new City, the Employment Areas Map identifies the areas reserved for economic activities by clarifying the desired uses and built form (see Map 2.4.1).

action

Implementation measure ■

Based on the Employment Areas Map, urban planning by-laws will identify the types of activities allowed, in accordance with the nature of the surroundings. They will also prescribe development standards and criteria, ensuring: ■

That activities are compatible and complementary, by segregating nuisance-producing uses;

■

An increased building density in areas with employment intensification potential, especially near certain metro and commuter train stations;

■

Quality architecture in harmony with local environments and respecting the general principles of consolidating and improving the built environment (see Objective 12).

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9 objective

Diversify and reinforce activities at the Centreâ&#x20AC;&#x2122;s periphery in order to support the more intensive use of existing infrastructure The diversity of the businesses established in the employment areas surrounding the Centre contributes to the vitality of these urban environments. Whether the structures involved are industrial, office or retail buildings, these areas encompass a wide variety of employment sectors. The Master Plan proposes to reinforce employment activities in the areas surrounding the Centre, in particular in order to reduce the distance between homes and workplaces. In accordance with the principles of sustainable development, the City wants to increase the cost-effectiveness of its infrastructure by promoting the consolidation of employment areas already served with infrastructure. The challenge is to realize the full development potential of these employment areas in order to maintain and increase employment near densely populated neighbourhoods that can be reached by public transportation. Public and private reinvestment in these already-developed economic areas will contribute to covering the cost of rehabilitating their older infrastructure. From an urban redevelopment perspective, the Plan also provides for the conversion of some portions of these areas to new economic forms and functions, in some cases in combination with housing.

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9.1

Support the transformation of the employment structure within the existing industrial fabric

2.4 Dynamic, accessible and diversified employment areas

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The decline in traditional manufacturing activity has led to the loss of a number of industries in the employment areas surrounding the Centre. The disappearance of certain types of industrial establishments, particularly those near housing, has helped improve the residential environment (see Objective 18). However, many dynamic industrial firms now established within the diversified employment areas of the Centre’s periphery are key components of the local economy. The Plan proposes to recognize, in the zoning by-laws, these industrial activities that are well integrated into the urban fabric. The disappearance of some industrial activities has left numerous vacant lots and underused buildings. A number of these underused areas have potential for a diversification of their economic activities, with a view to sustaining employment vitality and diversity near densely populated neighbourhoods. In light of this, the Plan supports the adaptation of these under-performing areas by broadening the range of permitted economic activities and promoting the densification of employment areas surrounding the Centre. Implementation measures ■

Maintain the dynamic industrial activities established in the areas surrounding the Centre in accordance with the following principles: ■

■

Protect industrial sites from the unplanned insertion of housing projects that could undermine their functional character and productive value for the economy. Provide an appropriate interface between industrial activities and housing areas, notably by containing operations and odours within industrial areas and improving their relationship with the street as well as the exterior quality of the buildings. Promote the relocation, to appropriate employment areas, of activities that generate major nuisances in residential areas. Maintain sites reserved for public infrastructure: public works yards, municipal vehicle maintenance centres, electric power stations, etc.

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■

Promote the consolidation of established employment areas by broadening the range of authorized economic activities: light industry, offices, services and certain types of shops.

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Support the redevelopment of buildings that could accommodate new activities, such as the loft-type buildings on Chabanel Street or those in the vicinity of the Canadian Pacific tracks.

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Support the conversion of areas with employment diversification and intensification potential, notably those in proximity to metro stations, by consolidating underused sites occupied by obsolete industrial and commercial buildings, such as: ■ ■

■

The Namur and De La Savane metro stations area; The Canadian Pacific tracks area in the boroughs of Rosemont–La Petite-Patrie and Villeray–Saint-Michel–Parc-Extension; The area bordering Jarry Street and the Métropolitaine Expressway south of the former Francon quarry in the Borough of Villeray–Saint-Michel–Parc-Extension.

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9.2

Convert, to a mixed-use function, changing industrial sites that could be integrated into the residential fabric

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The Master Plan proposes the conversion of rundown and poorly accessible industrial sites whose consolidation potential is greatly reduced by their problematic interfaces with the residential environment. It also supports the conversion to mixed uses of several sites that were originally exclusively employment-oriented, but that now have residential development potential due to the shortage of vacant lots in the residential areas surrounding the Centre. In addition, with the added value generated by targeted interventions and strategic investments, former industrial areas such as those along the Lachine Canal could also be considered for mixed-use development. These areas of potential conversion surrounding the Centre present opportunities for the City to rebuild itself in accordance with the principles of sustainable development. To this end, the City plans to direct future site rehabilitation funds to these areas to be transformed (see Objective 17). Implementation measure In a detailed planning process (see Chapter 4), define the measures required to redevelop the areas that could be converted to mixed-use activities. These areas are: Griffintown, located south of the Central Business District and along the Lachine Canal; The Saint-Viateur / De Gaspé area and a portion of the Marconi / Alexandra area located in the vicinity of the CP tracks; The Hippodrome site as well as the vicinity of the De La Savane metro station in the Décarie / Cavendish / Jean-Talon West area.

ILLUSTRATION 2.4.4 AREAS SUITED FOR TRANSFORMATION TO MIXED-USE ACTIVITIES

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10 objective

Promote the development of major institutional employment areas while ensuring their integration with the urban fabric Montréal benefits from a wide range of institutions that generate a large number of jobs (see Map 2.4.1) in health care, higher education, culture and sports. The Employment Areas Map identifies the major institutional areas that house these large complexes. The City supports the maintenance and expansion of large institutions in their established environments, notably in Montréal’s Centre (see Objective 5). Their development helps to reinforce employment activities and supports a more intensive use of existing infrastructure, notably public transportation. Recognizing the dynamism of these institutional activities and their contribution to Montréal’s influence, the City intends to promote their development and to support the establishment of institutions that are well integrated with the urban fabric.

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action

Ensure the harmonious integration of institutions into the urban environment

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Changing clienteles and services in large institutions require the adaptation of facilities, which raises major architectural and planning challenges. Development projects entail expansion, conversion or relocation, which often have a major impact on the urban environment, particularly the urban landscape, the built and natural heritage and passenger transportation networks. Many of these large institutions are located in highly urbanized or particularly sensitive areas, including Montréal’s Centre and the periphery of Mount Royal. The City intends to support these institutions as they prepare their growth and expansion plans, so that issues and stakeholders, as well as appropriate planning guidelines, are properly identified well before actions are taken. These comprehensive site planning efforts will also enable the City to develop an effective regulatory framework for real estate development and concurrently improve accessibility and circulation patterns for pedestrians, cyclists and motorists. Similarly, the City will gain a head start in thinking about ways to intervene in the public domain, or even to negotiate the shared use of buildings or outdoor facilities. Various institutions, including McGill University, Université de Montréal and Collège Jean-de-Brébeuf have already established a planning framework in concert with the City, to determine by-law modifications and agreements to enhance their sites and surroundings. The City intends to extend such invitations to other large institutions in accordance with the Plan’s orientations and objectives. Implementation measures ■

Confirm the vocation of large institutions with a land use designation of “Major Institutional Facility” on Map 3.1.1, thereby supporting their development and preserving their public character.

■

Establish, in cooperation with institutional partners, collaborative planning efforts that define comprehensive site guidelines with respect to architecture and urban planning. This approach ensures the consideration of numerous elements, such as: ■

Sites with development potential;

■

Acquisition, construction, demolition or reconfiguration projects;

■

Projects relating to pedestrian, vehicular and bicycle traffic, as well as to parking availability;

■

Buildings, green spaces and views that should be protected and enhanced;

■

Appropriate redesign of public space.

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2.5 High-quality architecture and urban landscapes

Montréal’s unique urban landscape stems not only from Mount Royal and the St. Lawrence River but also from elements related to architecture and urban design. The quality of its architecture, both old and new, the design of its streets and other public spaces and even the various street patterns are all enduring witnesses to the City’s history and cultural vitality. Montréal nurtures a special art of living in the city, expressed in the serendipity of its architecture, gardens and public spaces. The City’s character is also shaped by the seasons, which colour in different hues the various ways of occupying the urban environment. A primary goal of the Master Plan is a high-quality urban environment. Apart from enhancing the City’s overall image, quality urban design and architecture generally transcends passing styles and proves more durable, attractive and economical in the long term. Thus the Plan’s orientations reflect the Ville de Montréal’s focus on developing a culture of quality, excellence and creativity in urban design and architecture. In this regard, Montréal’s urban landscape has definite qualities. Choices, however, must still be identified in the Master Plan to enhance the quality of living environments and contribute to the City’s economic development. This culture of quality must also show respect for the characteristics of Montréal’s urban fabric, by reinforcing each borough’s identity and continuously improving the urban landscape. Accordingly, each opportunity provided by the improvement of a street or public space or the construction of a building or component of transportation infrastructure must be considered as a means to enrich the cityscape.

The Ville de Montréal has identified the following four objectives to ensure the quality of the City’s architecture and urban landscapes:

11 Enhance Mount Royal, the island character and other major features of the City’s identity.

12 Promote quality architecture and consolidate the built environment in harmony with the surrounding character.

13 Upgrade the public realm through coherent design of streets and other public spaces.

14 Ensure the positive contribution of large transportation infrastructure to the urban landscape.

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11 objective

Enhance Mount Royal, the island character and other major features of the City’s identity

MOUNT ROYAL HISTORIC AND NATURAL DISTRICT Mount Royal’s dual status as a historic and natural district marks a first in Québec. This legal status confirms the Mountain’s symbolic and historic importance in the collective memory of not only Montréal, but also Québec. Moreover, it acknowledges the conservation and improvement efforts made by Montrealers over several decades and leads to renewed protection of Mount Royal’s historic, scenic and natural heritage. Some parts of Mount Royal have been developed into parks and are public property, while others are occupied by cemeteries, high-level institutions (universities, hospitals and a pilgrimage site) and residential areas. Under the provisions of the Québec Loi sur les biens culturels (Cultural Property Act), any subdivision or parcelling of the land, any changes to the design, layout, purpose or use of a building, any alterations to its outer appearance or its partial or total demolition, as well as any signs or new construction require authorization from the Ministère de la Culture et Communications du Québec.

The predominance of Mount Royal and the Central Business District’s (CBD) skyline are important symbols of Montréal. The territory’s island character and the visual presence of the St. Lawrence and other rivers, canals and lakes surrounding the City also rank among the key features shaping its identity. From the earliest days of European settlement, the City’s island location generated a series of thoroughfares that follow a virtually uninterrupted course along the riverbanks. Today, this waterside roadway is not only scenic, but also historical, recreational, residential and rural, while encompassing the port and industrial activities. In addition to Mount Royal’s central position, Montréal’s urban landscape is characterized by an extensive green network consisting of tree-lined streets, parks and green spaces. Even today the urban landscape and general layout of Montréal’s street pattern remain closely tied to the original pattern of côtes and montées established in the 17th and 18th centuries, as well as to the natural physical features of the landscape. The City’s gateways, including the bridges and their approaches, also provide unique opportunities for Montréal to assert its identity. Montréal’s urban landscape also reveals itself at night. The different uses of light – for utility, advertising or atmosphere – represent various ways of enriching the urban landscape and developing Montréal’s nocturnal signature.

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action

Preserve the character of Mount Royal and its predominance in the urban landscape

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The lush greenness of Mount Royal, the emblematic figure of Montréal, lies at the heart of the City’s history, territory and personality. Even beyond the boundaries of the Mount Royal historic and natural district, the Mountain includes heritage elements that require preservation and enhancement, such as its diverse geomorphological characteristics, its three-summit cluster located in the boroughs of Westmount, Outremont and Ville-Marie, the many institutions that are found at its perimeter and its adjacent areas. Together with the CBD’s skyscrapers, the Mountain is Montréal’s dominant landmark. Towering over the City, it permits exceptional views of the surrounding urban environment and the St. Lawrence River beyond. The Mountain itself can be seen in broad vistas or framed views from locations all over the City, many of them busy public places (parks, belvederes, public plazas and commercial streets). Mount Royal also functions as a green space whose scenic, ecological, recreational and tourism value are immeasurable to Montréal. A special place to make contact with nature, the Mountain is unfortunately hard to access for pedestrians and cyclists, despite its proximity to the Centre and many of the City’s residential neighbourhoods. The visual and physical relationships between the Mountain, the CBD, the surrounding urban area and the waterways all contribute to Montréal’s rich and unique urban experience. Implementation measures ■

Limit construction on the slopes of Mount Royal and impose height restrictions to maintain the Mountain’s pre-eminence in Montréal’s skyline.

■

Set appropriate height restrictions on the Mountain’s south slope and concentrate the tallest buildings in the CBD in order to maintain the distinction between Mount Royal and the core of skyscrapers in the Centre. In keeping with established practice, no building may exceed the height of the Mountain’s summit (232.5 metres above sea level).

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■

Protect and enhance the broad vistas and framed views towards and from the Mountain, especially those identified in the illustration entitled Broad Vistas and Framed Views of Interest. This will help to maintain the visual relationship between the Mountain, the river, other waterways and the adjacent urban environment.

■

Enhance the broad vistas and framed views of interest through high-quality design of public spaces like the belvedere or the staircases giving access to the Mountain.

■

Manage all interventions made on and around the Mountain taking into consideration the particularly rich heritage of this area’s built form, topography, vegetation and archaeology (see Objective 15).

■

Improve pedestrian and cyclist accessibility to Mount Royal through the design and maintenance of public access points, especially on its southern side and through the redesign of road infrastructure circling or crossing the Mountain.

■

Update Mount Royal’s Enhancement Plan in an integrated and concerted planning approach (see Chapter 4).

THE PREDOMINANCE OF MOUNT ROYAL

The importance of Mount Royal’s silhouette and the distinctive skyline formed by the Mountain and downtown core of skyscrapers are fundamental characteristics of Montréal’s urban landscape. They are protected by appropriate restrictions on height, particularly on the Mountain’s south slope, as well as by concentrating the tallest buildings within the boundaries of the CBD.

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BROAD VISTAS AND FRAMED VIEWS OF INTEREST

BROAD VISTAS : A. B. C. D. E. F. G. H. I. J.

Lookout at the Mount Royal Chalet Pins Avenue, corner of Peel Street Docteur-Penfield Avenue, corner of De La Montagne Street Summit Park belvedere southward Roslyn belvedere St. Joseph's Oratory Summit Park belvedere northward Vincent-D'Indy corridor Camillien-Houde Road northward Camillien-Houde belvedere

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BROAD VISTAS AND FRAMED VIEWS OF INTEREST

BROAD VISTAS : A. B. C. D. E. F. G.

Jacques-Cartier Bridge Île Sainte-Hélène (Island Belvedere) The Clocktower Vauquelin Place Belvedere at the tip of Cité-du-Havre Park Peel Basin Lachine Canal (Des Seigneurs Street)

FRAMED VIEWS :

VUES ENCADRÉES :

1. University Street 2. McGill College Avenue 3. Mansfield Street 4. Metcalfe Street 5. McTavish Street 6. Peel Street 7. Stanley Street 8. Drummond Street 9. De la Montagne Street 10. Musée Avenue 11. Redpath Street 12. Simpson Street 13. Guy Street 14. Atwater Avenue 15. Greene Avenue 16. Monkland Avenue 17. Somerled Avenue 18. Queen-Mary Road

19. 20. 21. 22. 23. 24. 25. 26. 27. 28.

Côte-des-Neiges Road Rockland Road Dollard Boulevard Outremont Avenue Fairmount Street Laurier Avenue Saint-Joseph Boulevard Villeneuve Street Mont-Royal Avenue Mont-Royal Avenue (Borough of Rosemont–La Petite-Patrie) 29. Marie-Anne Street 30. Rachel Street 31. Duluth Avenue Not shown : Sherbrooke Street East (Borough of Mercier–Hochelaga-Maisonneuve)

page 119

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action

Assert Montréal’s island character and enhance its waterside roadway

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The rivers and hundred-odd islands, islets and shallows composing the territory are another fundamental component of Montréal’s urban landscape. The 270 kilometres of riverbanks give Montréal’s quality of life a unique dimension that the City intends to preserve and enhance. Thus, the City recognizes the historical value of the waterside roadway around the Island of Montréal and Île Bizard. It favours protecting and enhancing the following heritage and scenic components that contribute to its varied character: ■

Old Montréal, old villages and buildings of heritage value as well as their associated archaeological vestiges (see Objective 15);

■

Views of waterfronts, rivers and islands;

■

Parks, woods and areas with a rural or agricultural character;

■

Other significant features of the waterside roadway such as port and refinery operations, the industrial heritage of the Lachine Canal, the aqueduct canal, as well as some contemporary residential areas.

Extending to Île des Soeurs and Jean-Drapeau Park, the waterside roadway also forms a major recreational route connecting many of the natural and historic elements that are characteristic of Montréal’s identity. The roadway is therefore an integral component of Montréal’s Blue Network and of the riverbank and waterway enhancements described in Objective 16. Implementation measures ■

Control the siting and height of buildings along the waterside roadway with appropriate regulatory instruments that emphasize the following standards: ■ Respecting the architectural and landscape character of the different segments; ■ Maintaining visual access to the water from the waterside roadway, as well as from perpendicular thoroughfares that provide scenic views of the water.

■

Improve the general image of the waterside roadway by: ■ Installing street furniture adapted to the specific character of the different segments, especially in terms of lighting; ■ Harmonizing road signage; ■ Burying overhead wires in areas of historical or scenic value in accordance with the Plan directeur d’élimination des fils et des poteaux (Wire and Pole Elimination Plan – see Objective 13).

MONTRÉAL’S BLUE NETWORK To enhance Montréal’s island character and enable residents to enjoy the presence of water, the City, in association with all its partners, particularly the Canadian and Québec governments, as well as the Communauté métropolitaine de Montréal, intends to continue developing the Blue Network encompassing the entire Montréal archipelago. In particular, the project aims to improve the ease of use and protection of the riverbanks around Montréal as well as provide Montrealers with better access and a variety of activities. The project also involves improving the waterway network and the connections between existing waterside routes (bicycle, pedestrian and boating).

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Complete the waterside roadway connecting the Borough of Verdun to Old Montréal by designing a public waterfront corridor, following the relocation of the Bonaventure Expressway and its conversion to an urban boulevard (see Objective 3 and Chapter 4). Develop interpretive tools for the various components of the waterside roadway, such as observation sites and signs for features of interest such as the Lachine Rapids or certain old villages. Complete the bikeway network including the Montréal Island perimeter bikeway, and extend it to Île des Soeurs and Île Bizard (see Objective 3). Ensure the harmonious integration of design elements, facilities and enhancement activities of the waterside roadway with the neighbouring residential environments. Maximize physical and visual contact with water by designing public riverbanks accordingly and initiating a program for acquiring private waterfront properties for conversion into parks or naturalization. Protect and enhance waterfront parks and green spaces. Continue developing the Blue Network in cooperation with various partners, particularly the federal and Québec governments and the Communauté métropolitaine de Montréal. Favour the protection and enhancement of the numerous islands, islets and shallows of the Montréal archipelago by integrating them into the Blue Network and participating in regional initiatives in collaboration with municipalities, regional county municipalities and concerned organizations. Design public waterfronts in order to make them accessible for swimming when water quality permits and install nautical facilities in areas that do not yet have them (docks and boat ramps).

ILLUSTRATION 2.5.1

THE WATERSIDE ROADWAY

Physical and visual access to the St. Lawrence River, Rivière des Prairies and other waterways is, more than ever, a major unifying feature of Montréal. By identifying the waterside roadway, the City seeks to protect and enhance all its components, such as old villages, views, natural environments, waterfront green spaces and the bikeway network, as well as other elements that contribute to the character of the roadway.

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11.3

action

Preserve and improve Montréal’s green network

The trees planted on streets and private properties, along with the approximately 900 parks covering almost 47 km2, constitute a true network within the City (see Map 2.5.1). Trees are the dominant natural feature of public and private spaces and have major environmental and social value. Still, Montréal’s urban forest, consisting mainly of the trees on public property, presently faces a variety of challenges affecting its renewal, survival and development. These threaten the quality and future of Montréal’s forest heritage. The species of trees on City territory are not very diverse, making them more vulnerable to disease. In some areas, most of the trees are mature, putting their survival at risk. Thus, it is important for the City to pay closer attention to the species used, their growing conditions and their visual impact. The Plan reinforces the importance of parks and green spaces as special places enabling relaxation, leisure and contact with nature. It also underlines the major contributions of nature parks, metropolitan parks and large urban parks to the quality of Montréal’s living environments through the projet de Réseau des grands parcs (Major Parks Network project).

THE MAJOR PARKS NETWORK The projet de Réseau des grands parcs (Major Parks Network project), resulting from the Montréal Summit, aims to create physical connections between the large parks using bikeways, public transportation routes and directional road signs. However, the project is more extensive and also seeks to: ■

■

Define the main vocation of each large park and its different components; Assess the natural areas located within parks and green spaces and designate the most significant ones as protected areas subject to environmental management, in keeping with the Politique de protection et de mise en valeur des milieux naturels (Policy respecting the Protection and Enhancement of the Natural Environment); Develop an integrated management approach applicable to all of the City’s large parks that takes environmental sensitivity and fragility into consideration;

■

Improve accessibility so that residents can benefit from existing infrastructure;

■

Ensure a better integration of the network into the urban fabric.

Montréal Master Plan September 2005

MONTRÉAL’S ALLEYS While originally designed for functionality alone, Montréal’s alleys now act as dynamic open spaces able to ensure the presence and development of tree growth in dense urban environments. Traditionally places of social interaction, alleys, whether public or privatized, have undergone a transformation as of late. Innovative programs designed around citizen participation have led to the creation and maintenance of green alleys, which the City will continue to support.

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The Master Plan also recognizes the importance of protecting private green spaces for their exceptional contribution to the ensemble of Montréal’s green network. In addition to large public green spaces, Map 2.5.1 identifies some of Montréal’s largest cemeteries, whose scenic, historic or heritage character must be preserved. It also earmarks certain golf courses for preservation, due either to their contribution to the overall character of an area, their heritage value, or to the fact that they represent the only type of land use possible due to specific restrictions, as is the case for the Club de golf de l’Île de Montréal. The continuity of these green spaces is ensured by the land use designations presented in Section 3.1. Trees planted in front or back yards or along alleys, as well as gardens planted on the grounds of institutions, all contribute significantly to the greening of the City’s living environments. The Ville de Montréal intends to protect trees, particularly those planted in front yards or aligned in rows. The City also favours the greening of its residential areas and will give special importance to tree planting when considering the design of public spaces. Implementation measures ■

Protect and improve the parks and green spaces shown in Map 2.5.1.

■

Develop and implement the Tree Policy and the Major Parks Network project.

■

Ensure the greening of living environments through: ■

■

An increase in the planting of trees on public and private land, particularly in areas lacking in this regard and those that are extensively paved; Regulatory measures favouring green spaces and the planting of trees as part of new real estate developments, in front yards, backyards, courtyards, rooftops, etc.; Support for green alley initiatives.

Montréal Master Plan September 2005

Trees are environmental purifiers. They help reduce atmospheric carbon levels and retain rainwater. A city tree captures an average of 100 kg of dust a year. By emitting water vapour, trees also help freshen the air, while their shade helps relieve the heat. Well-located trees and shrubs can even serve as windbreaks and reduce heating and air-conditioning costs by 20% to 25%.

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■

Develop partnerships between the City and Montréal’s school boards to facilitate the greening of schoolyards and the creation of new school-parks.

■

Develop agreements with Montréal’s large institutions and cemeteries ensuring that they preserve the landscape elements of their sites and enable public access to their green spaces.

■

Consolidate and harmonize tree protection and tree planting measures, specifically so as to: ■ Regulate tree cutting; ■ Ensure maximum conservation of existing trees in the layout of new buildings; ■ Protect trees and their roots during street and building work.

THE TREE POLICY The Ville de Montréal has started developing its Politique de l’arbre (Tree Policy), which it plans to adopt in 2005. The Policy aims to facilitate decision-making on trees and their care throughout the territory, while taking into consideration their social and environmental value. The Policy also recommends that boroughs and municipal departments coordinate their work methods and compliance with the laws and regulations governing the presence of trees, while increasing citizen participation. Under the Policy, decisions and actions related to Montréal’s forest heritage must seek to: ■

Ensure the development and survival of trees and Montréal’s urban forest;

■

Develop a borough-based greening plan covering Montréal’s entire territory;

■

Foster coordination among all public- and private-sector players whose decisions have an impact on urban trees;

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Optimize use of the human and financial resources assigned to urban forest management from the standpoint of sustainable development.

The following are the main objectives of the Tree Policy: ■

Encourage Montrealers to better appreciate and adopt their City’s trees and urban forests;

■

Increase the number and diversify the species of trees located in the City’s public domain;

■

Promote and foster the conservation of existing trees through alternative urban development planning, control of tree-cutting and adequate protection for street-side trees exposed to damage;

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Protect woodlots of interest (rare, mature, over one hundred years old or of local interest);

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Catalogue and preserve remarkable trees throughout the Montréal territory;

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In accordance with the greening plan, favour the replacement of trees that have been cut down.

Parks and Green Spaces Map 2.5.1 Park Golf Course Major Cemetery Limit of the Permanent Agricultural Zone Borough Limit

Master Plan August 2011

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action

Preserve and enhance rural character and agricultural activities in certain areas of the West Island

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Montréal still has some agricultural land, the last holdovers of farming on the Island. These farmlands give the western section of the Borough of Pierrefonds-Senneville and certain areas of the Borough of L’Île-Bizard–Sainte-Geneviève–Sainte-Anne-de-Bellevue a rural character. The permanent agricultural zone decreed by the Québec government covers some 2,000 hectares, or 4% of the total area of Montréal. The Ville de Montréal intends to maintain this permanent agricultural zone within its current boundaries. A substantial portion of the agricultural zone is occupied by Bois-de-la-Roche agricultural park, the Morgan Arboretum, the St. Lawrence Valley Ecomuseum, the experimental farm on McGill University’s MacDonald Campus, part of the L’Anse-à-l’Orme nature park, as well as golf courses. These sites represent an important centre of ecological, agricultural and recreational tourism. Agricultural operations, however, remain marginal due to the farm community’s lack of vitality: fields for rent, a lack of succession, lack of investment, etc. The City therefore plans to create an environment conducive to the development of farm activities and operations and favour organic agriculture while controlling non-agricultural uses in accordance with the policies of the Québec government concerning agricultural land and activities. Implementation measures ■

Maintain the current boundaries of the permanent agricultural zone within Montréal’s territory as shown in Map 2.5.1.

■

Plan the residential areas to be constructed that abut the City’s permanent agricultural zone (see Map 1.1) in such a way that their uses do not come into conflict.

■

Conduct a study of the agricultural zone within Montréal’s territory to determine its character and potential.

■

Improve the tourist appeal of agricultural areas, notably by creating conditions conducive to the discovery of rural scenery and supporting local initiatives to raise awareness of, enhance and interpret the agricultural heritage.

■

Develop the Bois-de-la-Roche agricultural park.

■

Prepare a strategic plan for improving agricultural activities in cooperation with the agricultural advisory committee, the Communauté métropolitaine de Montréal and the Ministère de l’Agriculture, des Pêcheries et de l’Alimentation du Québec.

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action

Preserve the specific features of Montréal’s urban framework

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The routes of early European settlement and natural features of the territory were the first components of Montréal’s urban framework. Over the years, these routes have been transformed, accommodating the buildings that make up Montréal’s current urban fabric. The Master Plan recognizes the importance of preserving the significant features of Montréal’s urban fabric, such as the orthogonal grid and alleys of the central boroughs or unique street patterns like those found in the Borough of Mont-Royal. Certain characteristics that help maintain the coherence of the City’s built environment with respect to its different street grids must also be maintained. For example, many of Montréal’s central boroughs are characterized by a streetscape showing consistent building height, alignment and site coverage. These characteristics must be respected by new construction projects in these areas. While respect for these characteristics is of great importance, urban sustainability and energy efficiency are also major urban planning concerns. In the areas to be constructed, the Master Plan favours planning street grids and siting buildings with an orientation that provides maximum sunlight and protection against the prevailing winds. These can both contribute considerably to energy efficiency in the winter months. Implementation measure When assessing the design of public spaces and building construction projects, ensure that the unique features of Montréal’s urban fabric, such as the orientation and structure of streets, the shape of blocks and the characteristics of buildings, are respected. These actions should also follow the Plan’s policies on pedestrian travel, public transit use and the optimal use of resources (see Objectives 3, 13 and 17).

ILLUSTRATION 2.5.2

THE SETTLEMENT ROUTES

The côtes and montées established in the 17th and 18th centuries were the first thoroughfares in Montréal. Some street grids and other significant features of Montréal’s urban fabric represent the continued existence of these settlement routes and warrant special attention. Accordingly, the areas of heritage value identified in Objective 15 specifically include buildings and settings that contribute to the historic nature of certain segments of the settlement routes.

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Highlight the gateways to Montréal’s territory

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Montréal’s territory is accessed by fifteen road bridges and six railway bridges. The need to cross waterways provides an opportunity to express the City’s personality through appropriate treatment of its gateways. Moreover, the Master Plan recognizes the importance of designing all of the City’s gateways in a distinctive manner while giving consideration to the following: Ensuring the quality of buildings located near the City gateways and the integration of commercial signage; Maintaining views from the bridges and integrating billboards into the urban landscape; Enhancing the vegetation and riverbanks; Lighting of bridges and other structures; Integrating road signs and infrastructure into the urban setting. In addition to bridges, the other City gateways that handle a large share of Montréal’s foreign visitors also require special attention: Montréal – Pierre Elliott Trudeau International Airport, Central Station and the port. Some City gateways with specific redevelopment or improvement issues will be the focus of detailed planning whose guidelines are described in Chapter 4. Implementation measures Ensure special care of the City gateways in the course of public works projects. Implement appropriate regulatory guidelines to give the City’s gateways an overall image of quality in keeping with the above considerations. Design and implement a project to improve the City’s gateways in association with the Ministère des Transports du Québec and the Federal Bridge Corporation.

ILLUSTRATION 2.5.3

THE CITY’S GATEWAYS

The Master Plan recognizes the importance of ensuring a distinctive design and treatment of the City’s gateways.

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Highlight Montréal’s nightscape

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Montréal’s nocturnal urban landscape hides many treasures worth enhancing and many areas where the lighting should be reviewed because of deficient or excess lighting. The expression of Montréal’s identity is also achieved through numerous different lighting schemes, whether it be for the utilitarian lighting of the road network and various urban activities, advertisements that glow at night, the lighting of monuments and buildings or ambiance lighting. The uncontrolled increase in urban lighting has generated a growing problem of light pollution. This recently-recognized source of pollution entails wasteful and costly overconsumption of energy and an unwanted intrusion of light in living environments. Moreover, it effectively veils the night sky, which makes astronomy and stargazing very difficult even well beyond the metropolitan region. Integrated planning is therefore required to harmonize the functional, safety and aesthetic concerns associated with urban lighting, while ensuring the quality of living environments and reducing power consumption. Better use of light will also help the City and its boroughs express an evocative night signature, both unifying and distinctive, which will ensure: ■ The enhancement of buildings and sites of architectural, historical, or natural interest; ■ The highlighting of important buildings and facilities; ■ The creation of distinctive atmosphere in keeping with the local surroundings; ■ The safety of the public realm through adequate lighting; ■ Better guidance for users of the road network and public spaces: drivers or pedestrians, residents or tourists. In this regard, the recent implementation of the Plan lumière du Vieux-Montréal (Old Montréal Lighting Plan) is an eloquent example of architectural highlighting and of a functional street lighting review that can be extended to other areas of the City. Implementation measures ■

Develop and implement the Plan lumière de Montréal (Montréal Lighting Plan) by defining the overall lighting concept and goals as well as pilot lighting projects on public property or in partnership with the private sector.

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Ensure an appropriate regulatory framework for exterior lighting, targeting lighting levels, lighting devices, light dispersion and the time periods of lighting, particularly in commercial, industrial and institutional activity areas.

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Develop an urban lighting guide that sets general principles, design criteria and lighting standards aimed at reducing light pollution, harmonizing certain lighting practices and facilitating interventions in public lighting with respect to the individual character of the City’s boroughs.

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12 objective

Promote quality architecture and consolidate the built environment in harmony with the surrounding character

MontrĂŠal is characterized by a rich variety of built environments. The quality of their architectural and urban characteristics, such as building style and shape, building siting and materials, must be preserved and enhanced. Some buildings and settings also have heritage value (see Objective 15). However, the harmony of the built environment can be undermined by vacant or underused land. Some areas are attracting a growing number of medium- and large-sized stores whose design raises issues of architectural and urban integration. The design and development of these sites must promote higher-quality architecture and ensure that new buildings reinforce the cohesiveness of their surroundings. Architectural quality also guarantees the human scale of the City, since the character of streets and other public spaces is closely tied to the buildings that frame them. Thus architectural quality must be achieved through buildings whose style, scale and relationship with the street contribute to the comfort of pedestrians and the atmosphere of public spaces. Finally, the notion of architectural quality must also extend to techniques for constructing, operating and maintaining innovative buildings that are healthier for their users and more respectful of the environment.

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action

Promote quality architecture that is ecologically sound and respectful of Montréal’s character

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Architectural quality lies in an ability to reflect the City’s culture and character. It also results from emphasizing excellence and creativity, not only at the design stage but throughout project implementation. From the standpoint of sustainable development, architectural quality also means innovative construction methods that favour environmentally friendly materials and the optimal use of resources. The Ville de Montréal intends to play a leading role in architectural quality, both through the example of its real estate assets and the review of private projects. In response to Montréal’s changing commercial framework and to strike a better balance of commercial components and shapes, the City also intends to provide architectural and urban guidelines for the insertion of medium- and large-sized commercial projects. In keeping with the architectural and urban variety of the boroughs and complementing the preservation of heritage buildings described in Objective 15, the Master Plan identifies principles for the built environment that aim to: ■ Preserve the City’s human scale; ■ Preserve Montréal’s unique built form (see Objective 11) and avoid projects that do not respect the dominant typology of the neighbourhood; ■ Enrich the urban landscape by paying special attention to the treatment of buildings that stand out or serve as a landmark because of their location or height relative to the surrounding built form.

TOWARDS A MORE ENVIRONMENTALLY-SENSITIVE ARCHITECTURE Practiced for decades in Europe, ecological architecture continues to grow in popularity in North America. In conjunction with its goals of sustainable urban development and optimal resource management, the Master Plan recognizes the importance of environmentally-sensitive architectural practices as effective methods of supporting a healthier urban environment. A more environmentally-sensitive architecture relies on consideration of the environment during the conception of the project, when certain strategic decisions are made. Six elements are particularly crucial in improving a project’s environmental performance: ■

Site choice;

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Design process and innovation;

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Choice of materials and resources used;

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Energy consumption and external air quality;

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Interior air quality;

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Efficient water management.

For each of these elements, a number of choices can be made. For example, improving energy efficiency can be achieved through the use of low-consumption appliances; solar, wind or geothermal energy, a green roof or simply through better insulation. With so many options, it is important that the solutions chosen do not negatively affect other planning considerations, such as the integrity of heritage buildings or areas. The practice of ecological architecture is governed by certain norms, performance standards which set different goals for different types of buildings. For instance, NovoClimat deals with residential buildings, while C-2000 applies to non-residential structures. Financial incentives for the use of environmentally-sensitive standards are also available from the Canadian government. The LEED Standard (Leadership in Energy and Environmental Design), developed by the United States Green Building Council, has set the most stringent requirements to date for measuring buildings in terms of their ecological soundness and energy efficiency. The Canada Green Building Council has recently adapted it for use with Canadian and Québec building codes.

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Implementation Measures BUILDING GREEN ROOFS Green roofs have been used for centuries worldwide to help insulate buildings against the elements. As part of the emergence of a culture more sympathetic to environmental protection, green roofs have grown in popularity due to their numerous advantages: ■

■

Support the work of planning advisory committees and call upon the Comité d’architecture et d’urbanisme (Architectural and Planning Advisory Committee) to review projects likely to have a significant effect on Montréal’s urban landscape, such as major public and private projects, especially those in the Centre (see Objective 7).

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Provide the City with mechanisms for ensuring architectural quality, particularly for municipal construction projects: urban design guidelines, an architectural competition policy, awards for excellence, etc.

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Ensure that all municipal buildings and all development projects constructed in partnership with the City meet performance standards for environmental sensitivity and energy efficiency during their construction, operation and maintenance.

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Develop and implement incentives to encourage the integration of energy-efficient methods and environmentally-sensitive architectural innovations, such as green roofs, in new construction or renovation projects.

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Apply regulatory controls to review medium- and large-sized commercial projects in order to control their architectural quality and urban integration.

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Oversee the insertion of new buildings in established areas with appropriate regulatory instruments that will take into consideration the dominant characteristics of the existing built environment, for example: ■ Building alignment, setting and lateral setbacks; ■ Typology and level of building entrances; ■ Proportions and location of openings (doors and windows); ■ Typical architectonic or volumetric elements such as cladding materials, balconies, cornices, stairs, the shape of roofs and the modulation of facades.

Improved energy efficiency of buildings linked to more effective insulation; Reduction of the heat island effect (see Objective 17); Increased soundproofing; Rainwater retention and the reduction of flows to drainage networks; Filtration of air and rainwater by plants and the substrate; Possible use as green spaces for relaxation or urban agriculture.

Green roofs consist of layers of substrate, on which vegetation grows. Extensive green roofs are characterized by their relative lightness, a thin layer of substrate and good durability. Intensive green roofs make use of a drainage and irrigation system and involve a thick layer of substrate. They can support a larger variety of plants, shrubs and trees and can withstand frequent use by the building’s inhabitants. While green roofs are an effective innovation that is well adapted to the needs of Québec’s climate, there are certain constraints to their installation on existing residential buildings, most notably the load-bearing capacity of their structures. It is also important that the integrity of heritage buildings not be compromised.

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■

Submit buildings that stand out in the urban landscape to an architectural evaluation process. For example, this would include tall buildings, those located at intersections or those terminating a street view.

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Establish building densities and layout rules that adhere to the character of established areas and favour a densification of the areas to be transformed, especially those located near public transportation corridors.

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Control building heights in accordance with the following criteria: ■ Harmonization of heights along each segment of a street, on both sides of the same street, around public spaces and at the four corners of an intersection; ■ Taller buildings along main thoroughfares; ■ Compliance with prevailing heights in areas of historical interest and along the waterside roadway (see Objectives 11 and 15).

■

Control the installation of signs, billboards, antennas and mechanical equipment so as to limit their visual impact.

TALL BUILDINGS

Coupled with Mount Royal, tall buildings help define Montréal’s unique silhouette. Taken individually, these buildings, whose heights distinguish them from their surroundings, are landmarks in the City and testimony to its economic and cultural dynamism. While tall buildings are traditionally associated with the CBD, they have now spread to many of the City’s boroughs. Because these buildings have a major impact on the urban landscape overall as well as in their immediate surroundings, the City intends to pay special attention to their impact on the urban fabric. The architecture of these buildings must be of the highest possible quality, from the materials used on their facades to their roofs and visible mechanical systems. Similarly, tall buildings must have a shape and volume that optimizes their integration with their surroundings and respects Montréal’s urban silhouette. Finally, the framed vistas and broad views of Mount Royal, as well as those enjoyed from it, must not be compromised by new structures. To ensure pedestrian comfort, particularly in public areas, the height, bulk and massing of buildings must be properly designed to prevent adverse microclimatic effects related to sunlight and wind. In terms of urban integration, tall buildings must respect and reinforce the character of the neighbourhood in which they stand, particularly in areas of significant heritage value, along the waterside roadway and in proximity to natural areas. They must also respond well to neighbouring living environments, the street and nearby public spaces.

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THE TREATMENT OF COMMERCIAL STREETS

Commercial streets, as well as shopping areas of medium- and large-sized stores, are essential components of Montréal’s living environments. New buildings and landscaping, both public and private, must serve to create a convivial environment for all users in compliance with the following principles: ■

Improve the urban landscape and the street wall presented by shops, shopping malls and superstores by encouraging building construction along public thoroughfares, setting building heights according to street size and limiting the number and size of driveways.

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Ensure the harmonious insertion of new buildings, particularly on traditional shopping streets, to reinforce the following characteristics: ■ Building continuity and alignment; ■ Rhythm of street-level openings and type of entrances; ■ Prevailing facade materials.

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Promote the liveliness of commercial streets by maximizing the interaction of buildings with the street, notably by multiplying openings and direct access from the sidewalk, avoiding the construction of blank walls at street level and providing uses that generate liveliness at street level, while ensuring harmonious coexistence with residential functions.

■

Control commercial advertising and billboards to limit their negative effects on the built environment and the streetscape.

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THE TREATMENT OF INTERSECTIONS

The proper treatment of buildings at intersections contributes to wayfinding and allows for a harmonious transition to adjacent buildings along each street. The proper treatment of buildings should also provide openings on both street facades where the setting allows.

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13 objective

Upgrade the public realm through coherent design of streets and other public spaces

UNIVERSAL ACCESSIBILITY The Montréal Summit gave the Ville de Montréal an opportunity to reiterate and renew its longstanding commitment to the concept of universal accessibility. Since 1974, the City has been working to ensure that the public realm is accessible to persons with functional limitations. Its continued work in this domain led to the production in 2000 of a handbook entitled “La Ville de Montréal et les personnes handicapées et les personnes à mobilité réduite” (The Ville de Montréal and persons with handicaps and reduced mobility). Universal accessibility is a guiding principle in the conception and layout of urban spaces and architecture. Its primary objective is to permit equal and safe access to all users of the City’s buildings, public spaces and urban infrastructure. Limitations can be permanent or temporary, linked either to age or physical or intellectual disabilities. It is therefore important to plan urban development and design buildings in such a way that persons experiencing these limitations can go about their daily lives in the public realm free of obstacles or barriers.

Public spaces convey the collective sense of belonging to the City. Since, by definition, a City is a gathering place, all sites accessible to the public – parks, plazas and streets – represent its most valuable asset. Coherent design of the public realm means that streets, sidewalks, parks, plazas and squares must be designed to be comfortable, safe and pleasant areas to visit in every season, especially for pedestrians. Some areas of Montréal still reflect a lack of care for public spaces and therefore project a tarnished image. In some cases, these areas represent an environment that has little regard for the comfort and safety of pedestrians, especially those with limited mobility. In order to ensure that public spaces contribute to the definition of Montréal’s urban landscape, the City intends to enhance the quality of the public realm. It also emphasizes the importance of pedestrians in the City and intends to encourage pedestrian travel through better design of public spaces.

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13.1

action

Enhance the quality of the public realm

The design quality of the public realm is a cornerstone of the City’s image and plays a decisive role in the comfort and safety of users. The quality of public spaces, like that of architecture, lies in its ability to reflect the City’s culture and character. This quality lies not only in design, but also in the choice of materials, execution of work and maintenance of facilities. In this regard, the Ville de Montréal has to show leadership through exemplary projects on public property and encourage other stakeholders to act accordingly. For many years Montréal has endeavoured to make winter life more pleasant by organizing outdoor activities in public places for residents and visitors. The design and maintenance of public spaces must also take winter into account, so that Montréal can be an enjoyable City to visit in any season. THE QUARTIER INTERNATIONAL DE MONTRÉAL The development of the Quartier International de Montréal (QIM) constitutes the single largest urban project to mark Montréal’s Centre at the turn of the 21st century. Aimed at revitalizing a destructured area in the Ville-Marie Expressway corridor between the CBD and Old Montréal, the QIM project put an emphasis on the design of the public realm as a catalyst for the creation of a new image, fit to attract large-scale private investment. Bringing quality design together with local materials and expertise, all of the elements of the project (sidewalks, street furniture, lighting, public spaces and landscaping ) were conceived with pedestrian safety and comfort in mind. The reconfiguration of Victoria Square and the creation of Place Jean-Paul-Riopelle also stimulated new real estate development, making the QIM the most vibrant arena for private investment in Montréal.

Since Montréal is also a cultural metropolis, public art must contribute to the quality of its streets and other public places. The design of the public realm must therefore include different forms of artwork, both temporary and permanent.

THE POLICY ON LARGE COMMERCIAL ADVERTISING AND BILLBOARDS The Ville de Montréal intends to develop a Politique sur l’affichage commercial de grandes dimensions et les panneaux-réclames (Policy on Large Commercial Advertising and Billboards) by 2005 to ensure the general improvement of the urban landscape and road safety. The Policy will provide for better control over the use of large commercial advertising and billboards, particularly along thoroughfares. It will also clarify the scope of the provisions of the Charter of the Ville de Montréal that authorize the removal of noncompliant billboards and signs. These provisions currently complement the Act to prohibit commercial advertising along certain thoroughfares. Historical areas that are recognized or classified under the Cultural Property Act are also subject to protective measures with regard to advertising signs and billboards. The Policy could designate other areas where specific control measures should be applied: City gateways, riverbanks, the broad vistas and framed views of Mount Royal and other places that have historical or symbolic value for Montréal. The Policy will also aim to develop innovative control instruments and encourage excellence and creativity in commercial advertising.

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Implementation measures ■

Provide the City with adequate control mechanisms for the design and layout of the public realm, including the establishment of urban design guidelines as well as a policy on urban design and public art competitions.

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Increase the quantity and quality of Montréal’s public spaces by preparing and implementing a program for the creation and improvement of public spaces.

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Ensure that winter is given more consideration in design, event organizing and maintenance of public spaces.

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Ensure the coordination of municipal actions with regard to the design of the public realm, thus ensuring a smooth transition at borough limits.

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Integrate works of art with the public realm, particularly when designing new public spaces while encouraging the private sector to do the same on both private and public property.

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Develop and implement the Politique sur l’affichage commercial de grandes dimensions et les panneaux-réclames (Policy on Large Commercial Advertising and Billboards).

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Regulate commercial advertising and billboards so as to limit their visual impact on public spaces and the urban landscape in general.

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Support the development and implementation of the Plan directeur d’élimination des fils et des poteaux (Wire and Pole Elimination Plan) by setting priorities as well as developing a by-law aimed at making the burial of power lines and other cables mandatory in newly urbanized areas.

THE WIRE AND POLE ELIMINATION PLAN The mission of the Commission des services électriques de la Ville de Montréal (CSEVM) is to plan, construct, maintain and manage buried conduits for power lines and telecommunications cables on Montréal’s territory. The CSEVM is responsible for developing the Wire and Pole Elimination Plan, whose program is based on the following criteria: ■

Fire hazards;

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Problems associated with the accessibility and importance of urban activities;

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The existence of average-density urban areas with concentrations of buildings over six storeys high;

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The presence of heritage, cultural or tourist sites.

The CSEVM is in favour of burying wires, since an underground power grid is safer and impervious to weather conditions. Its existing program covers the nine boroughs in the former Ville de Montréal and will soon be extended to the entire territory of Montréal. Under that program, the plan calls for the burial of 65.2 kilometres of existing overhead wires.

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MONTRÉAL, A WINTER CITY

Winter adds a special dimension to the Montréal landscape. Snow puts buildings and vegetation in a new light and makes the City feel cozier. Due to the unavoidable issues of safety and accessibility, however, these positive aspects of winter are quickly overshadowed by snow-removal practices. The Master Plan emphasizes the necessity of improving the City’s adaptation to the realities of winter and ensuring that the design and maintenance of the public realm fosters the City’s liveability, regardless of the season. The City intends on promoting winter-conscious design by taking the following measures: ■

Plan and upgrade public spaces in terms of their use in winter, particularly for leisure and cultural purposes;

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Identify public spaces that require improvements in order to increase their accessibility and to attract more people during the winter;

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Take into account the needs of the mobility-impaired in designing the public realm;

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Design street furniture components suitable for winter conditions;

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Enhance the winter dimension of Montréal’s nightscape within the context of the Plan lumière (Lighting Plan).

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action

Promote pedestrian travel through improved public space design

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The City recognizes the importance of pedestrians and the need to design public spaces accordingly. Every day Montrealers enjoy the benefits of walking, help make the City livelier and minimize the emission of pollutants by doing much of their travel on foot. Moreover, travelling by car, public transportation or bicycle all includes some walking. Montréal already offers a friendly urban environment that generally allows for the safe and healthy coexistence of pedestrian and vehicle traffic. While the underground pedestrian network provides an alternative to the Centre’s sidewalks, particularly appreciated in winter, the City places a priority on the quality of pedestrian routes and the liveliness of the public realm no matter the season. The construction of pedestrian skywalks over public spaces is therefore incompatible with the enhancement of the public realm, apart from the negative consequences they would have on Montréal’s urban landscape and architectural heritage. Many areas of Montréal that are designed on a human scale have exemplary characteristics that make walking safe, comfortable, efficient and stimulating. In contrast, certain areas that are designed to facilitate automobile traffic are unappealing and often hazardous for pedestrians. These areas usually have the following characteristics: ■ Lack or excess of street furniture; ■ Lack of vegetation; ■ Sidewalks that are too narrow, in poor condition or nonexistent; ■ Excessively wide roadways; ■ Pedestrian routes that cross areas designed for cars (overpasses, interchanges, large parking lots, etc.). Certain practices, such as permitting right turns on red lights (currently illegal throughout the City), can aggravate the pedestrian’s feeling of discomfort and lack of safety. Implementation measures ■

Design public spaces in accordance with the stated design principles (see Design Principles for the Public Realm).

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Prepare a design guide for public roads that identifies parameters for traffic and facilities with a view to harmonizing or redesigning the geometry of certain streets and intersections.

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Harmonize the dimensions of streets with excessively wide roadways, particularly when doing road repairs, so as to improve pedestrian safety and comfort: wider sidewalks, tree planting and better lighting.

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Study the potential of pedestrianizing, permanently or temporarily, certain road segments after an analysis of the potential impacts on the balance of other urban activities and the quality of life of those living nearby.

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Establish coordination among major occupants of public property (STM, Bell, Canada Post, etc.) and the various municipal departments concerned with a view to a more rational use of sidewalks and roadways.

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DESIGN PRINCIPLES FOR THE PUBLIC REALM

The following basic principles reflect the importance that should be accorded to pedestrians in the design and layout of the public realm: ■

In areas with heavy pedestrian traffic, especially commercial streets, ensure the proper design of the public realm by: ■ Providing sidewalks whose width is uniform and sufficient to allow for comfortable and safe pedestrian traffic; ■ Ensuring signage and traffic signals to protect pedestrian movement and design intersections so as to favour pedestrian traffic; ■ Providing simple, lasting street furniture suitable to street’s character, as well as functional, safe and aesthetic lighting; ■ Encouraging the integration of works of art; ■ Maximizing the planting of trees where the setting allows while guaranteeing the conditions and underground space necessary for their healthy growth; ■ Favouring the placement of street furniture and facilities such as bus shelters, mailboxes and telephone booths so as to facilitate pedestrian traffic and sidewalk maintenance.

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In residential areas, ensure the creation of a safe and friendly urban environment that favours pedestrian travel. The following characteristics should be pursued in this regard: ■ A structured, permeable street grid in continuity with existing streets; ■ Smaller blocks to encourage walking; ■ Narrower roadways to allow for on-street parking and to slow down traffic; ■ Sidewalks along streets; ■ Adequate lighting on streets and walkways.

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Ensure the comfort and safety of public plaza, square and park users by controlling the height of the surrounding buildings and integrating special landscaping criteria into their design particularly with regard to lighting, visibility and accessibility as well as wind and sun conditions.

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14 objective

Ensure the positive contribution of large transportation infrastructure to the urban landscape The Master Plan recognizes the role of public and road transportation networks in structuring Montréal’s territory. Yet road planning is often done without sufficient consideration of potential impacts on the quality of life, architectural character and landscape of the areas crossed. In addition to their functional role, thoroughfares are important showcases that should reflect the economic, social and cultural vitality of the areas they cross. Furthermore, the Master Plan considers public transportation as Montréal’s transportation mode for the future and supports urbanization that fosters an increase in its use. The City wishes to take advantage of the potential for increasing the intensity of urban activities near certain metro and commuter train stations. This intensification, however, must be directed so as to maximize its positive effects both on the surrounding urban environment and on the use of the public transportation system (see Objective 3). The presence of existing and planned public transportation infrastructure raises important urban integration issues.

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14.1

action

Improve the image of Montréal’s main thoroughfares

Work done within and along main thoroughfares helps to shape the territory’s image as well as user perceptions. Through raising the quality of design and construction, the City hopes to improve the image of expressway corridors and main thoroughfares, as well as provide road network users with quality landscaping. In this regard, the planned design of an urban boulevard in the Notre-Dame Street East corridor as well as the reconstruction of the Métropolitaine Expressway and the Dorval and Turcot interchanges represents a unique opportunity to ensure coherent planning of road infrastructure, which takes into account its integration into the surrounding urban setting (see Objective 3). Implementation measures ■

Ensure, in cooperation with stakeholders, the integrated planning of road infrastructure projects, taking into account their impact on the surrounding urban environment and endeavouring to optimize urban integration of the infrastructure.

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Control construction along the main thoroughfares illustrated below and the planned roadways identified in Map 2.2.3 so as to address the following concerns: ■ The architectural quality of buildings and their contribution to the overall character of road segments; ■ Building designs and heights that provide a better framework for thoroughfares and increase density; ■ The integration of commercial signs with adjacent buildings; ■ Reduction of the visual impact of parking and manoeuvring, outdoor storage and handling areas; ■ Framing and improving the broad vistas and scenic views towards Mount Royal, the CBD or other significant features of the landscape.

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Regulate commercial advertising and the installation of billboards so as to limit their visual impact on thoroughfares (see Objective 13). Preserve and improve the vegetation and other natural features, such as the Saint-Jacques escarpment, that contribute to the greenery along certain sections of the network. Plant more trees along thoroughfares, especially where the built environment is destructured.

ILLUSTRATION 2.5.4

MAIN THOROUGHFARES

By improving the quality of design and construction work, the City hopes to improve the image of the following expressway corridors and main thoroughfares so as to ensure the quality of the landscapes seen by road network users. 1 2 3 4 5 6 7 8

Highway 40 Saint-Charles Boulevard Saint-Jean Boulevard Sources Boulevard Highway 13 Marcel-Laurin Boulevard Highway 15 Lajeunesse Street

9 10 11 12 13 14 15

Papineau Avenue Pie-IX Boulevard Henri-Bourassa Boulevard East Louis-H.-La Fontaine Boulevard Jean-Talon Street East Sherbrooke Street East Souligny Avenue / Dickson Street / Notre-Dame Street East

16 17 18 19 20 21 22

Ville-Marie Expressway Bonaventure Expressway Décarie Boulevard Newman Boulevard Highway 138 Côte-de-Liesse Road Highway 20

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14.2

action

Improve the integration of public transportation infrastructure into the urban landscape

Public transportation corridors play a role in structuring the City, both through their physical presence and ability to attract activity as well as the urban liveliness generated by their use. The integration of existing and planned public transportation infrastructure with the urban fabric is a major concern for the City, particularly in areas that are already urbanized, of heritage value or with important development potential. The creation of a light rail transit system (LRT) under study for Parc Avenue and René-Lévesque Boulevard West (see Objective 3) is part of this focus. The Plan also aims to enhance the perception and image of public transportation in order to encourage its use. Thus the public spaces around metro, commuter train and intermodal stations, particularly the waiting areas, warrant special attention to facilitate access and create a safe and pleasant environment that meets the needs of every type of user. Implementation measures ■

Ensure, in cooperation with stakeholders, the integrated planning of public transportation infrastructure projects while taking into account their impact on the surrounding urban environment and their contribution to the character and vitality of the areas they cross.

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Design the public spaces around metro, commuter train and intermodal stations in keeping with the stated development principles.

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DESIGN PRINCIPLES IN THE VICINITY OF PUBLIC TRANSPORTATION ACCESS POINTS

Public space design in the vicinity of public transportation infrastructure must take into account the following work to improve the comfort and safety of users accessing the network by foot, bicycle or bus: ■

Continuous sidewalks of sufficient width;

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Landscaping;

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Appropriate lighting and street furniture;

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Bicycle parking.

As important places where people meet or pass through, the surroundings of metro and train stations should function as true public places for their surrounding neighbourhoods and be as pleasant as possible. Similarly, public spaces should be designed to reduce potential conflict between pedestrian, cyclist and public transit vehicle traffic. To be completely safe, crosswalks over road corridors need to be designed carefully (with lighting, pavement markings and traffic lights) to give pedestrians greater visibility and warn drivers of areas with heavy pedestrian traffic. Crosswalks must also be adapted to pedestrian needs, either by reducing the width of streets or by installing safety median strips at the busiest intersections. Planning in the vicinity of metro and commuter train stations also requires the design of bus drop-off areas to facilitate connections. Park and ride arrangements should also be made safe, pleasant and practical for public transportation users and be equipped with sidewalks, proper lighting, landscaping, surveillance, etc. Short and direct pedestrian routes that reduce walking distances between residential areas and public transportation infrastructure must also be given as much consideration as possible in planning street grids. In some cases, the development of safe crosswalks might be necessary to encourage the use of public transportation. Finally, buildings facing the street and designed so as to stimulate pedestrian activity along the sidewalks are especially desirable in the vicinity of metro and other stations.

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Montréal’s rich heritage reflects the City’s different periods of urbanization and the various ways of building that characterized them. The widespread recognition of this heritage is largely the accomplishment of the citizens who, for many decades, have been playing an active role in heritage preservation. This role is primarily a collective effort achieved through the vigilance of conservation, information and public awareness groups concerned with the fate of old buildings and properties. It has also been carried out through the individual efforts of residents who care about their property and neighbourhood. The Ville de Montréal recognizes the value of its heritage. Not only does it reflect the City’s history and culture, it also contributes to cultivating a stronger sense of belonging among Montrealers. This heritage also contributes to the City’s tourist appeal and to real estate investments. These investments concern mainly the recycling of buildings of interest, the revitalization of older neighbourhoods and the consolidation of sites with heritage or landscape value. The City views its heritage from a broader and more integrated perspective. Thus the Master Plan recognizes the following dimensions of Montréal’s heritage: Built heritage, both old and more recent; Archaeological heritage; Commemorative heritage; Natural, landscape and scenic heritage. Heritage conservation and enhancement must also be integrated into all urban development efforts, both private and public, beyond concerns of a strictly regulatory nature. To complement the goals and objectives pertaining to the urban landscape and architectural quality described in Section 2.5, the City intends to encourage the expression of each borough’s identity through intensified efforts in heritage preservation and enhancement as well as by exemplary action.

Accordingly, the Master Plan sets the following two objectives:

15 Preserve and enhance the built and archaeological heritage.

16 Preserve and enhance the natural heritage.

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Preserve and enhance the built and archaeological heritage

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Today the value, richness and diversity of Montréal’s heritage are widely recognized and the conservation of its components can rely on solid foundations. A large number of properties and areas are protected or recognized by the Québec or Canadian governments. In addition to the historic district of Old Montréal and the Mount Royal historic and natural district, Montréal has designated seven heritage sites. In the realm of heritage preservation and enhancement, the historic district of Old Montréal already serves as a model, both for the measures taken to control its development and the quality of the efforts made in renovating old buildings, integrating modern structures and designing public spaces. The Master Plan supports the value of these various heritage components, as well as the protective measures associated with them. Montréal’s heritage is not limited to historical elements of exceptional value or of a monumental nature. It also includes more recent buildings and areas of interest from the modern or industrial eras, which reflect a borough’s character and specific history, as well as individual elements such as works of art on public or private property. The Ville de Montréal intends to ensure the conservation of all these heritage elements in order to preserve their integrity while ensuring the harmonious integration of new building, renovation and urban design work in heritage areas. Moreover, the Master Plan confirms the City’s desire to continue public awareness efforts to highlight the richness and potential of Montréal’s heritage. Increased awareness on the part of stakeholders – be they municipal officials, property owners, real estate developers or construction experts – helps ensure that actions will be more sensitive to heritage. Similarly, a better knowledge of the history of the City, its boroughs and its buildings leads to a greater appreciation of its heritage and strengthens Montrealers’ sense of belonging. It is equally important to note that the protection and enhancement measures included in the Master Plan will be supported by the Politique du patrimoine (Heritage Policy) and the work of the Conseil du patrimoine (Heritage Committee). The roles of planning advisory committees and the Comité d’architecture et d’urbanisme (Architectural and Planning Advisory Committee) in overseeing the architectural quality of projects, particularly in areas with heritage value, should also be emphasized.

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HERITAGE SITES

Under Québec’s Loi sur les biens culturels (Cultural Property Act), the establishment of a heritage site is a specific protective measure to ensure the preservation and enhancement of an architectural landscape of aesthetic or historical value. So far the City has created seven heritage sites and intends to undertake studies in order to determine the relevance of creating new ones, particularly regarding the potential sites listed below.

EXISTING HERITAGE SITES:

POTENTIAL HERITAGE SITES:

A. Pères de Sainte-Croix Monastery

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19.

B. Old village of Sault-au-Récollet C. Old village of Rivière-des-Prairies D. Saint-Esprit de Rosemont Church E. Saint-Jean-Baptiste Church F. Mount Royal G. Côte Saint-Paul

Old village of Sainte-Anne-de-Bellevue The Grove in Beaconsfield Old village of Pointe-Claire Institutional core of Old Lachine Lachine Canal Georges-Étienne-Cartier Square Saint-Henri Square St. Gabriel’s and Saint-Charles churches Dorchester Square and Place du Canada Phillips Square Île Sainte-Hélène Saint-Louis Square Saint-Enfant-Jésus-du-Mile-End area LaFontaine Park Maisonneuve Market Botanical Garden Old Pointe-aux-Trembles Institutional campus of Old Saint-Laurent Senneville Village

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Protect areas of heritage value

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The value of heritage areas is related to their period of construction, their architecture and the characteristics of their built environment, as well as to the quality of the relationship between the landscape and the surrounding buildings. In identifying the heritage areas shown in Map 2.6.1, the Master Plan aims for consistent recognition of all of the City’s heritage areas while respecting each borough’s specific character. Based on their historical value, as well as the consistency and quality with which their architectural and urban characteristics have been preserved, these areas will be subject to measures designed to oversee any new construction, renovation or landscaping. These measures are also aimed at optimizing the integration of new buildings. They favour creativity and architectural innovation rather than mimicry of the existing form. Detailed studies may also be conducted on some heritage areas to determine the relevance of creating new heritage sites.

ILLUSTRATION 2.6.1

INDUSTRIAL HERITAGE

The Master Plan acknowledges the historical value of Montréal’s industrial heritage, consisting mainly of buildings and engineering works (structures, machines and other installations). The main industrial complexes of interest are shown below. Some buildings located within these complexes are also identified in the heritage building lists and will be subject to the protective measures described in Action 15.2. Documenting or enhancing this heritage will however require a better knowledge of the sites and production activities that have heritage value, before well-informed and innovative actions can be taken to make Montréal’s industrial heritage a more valued part of contemporary urban life.

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Implementation measures Designate new heritage sites. Protect the heritage areas of exceptional value shown on Map 2.6.1 by tightly controlling construction, renovation and demolition work. Depending on the area’s characteristics, by-laws on Site Planning and Architectural Integration Programs (SPAIP) will prescribe, for example: Parcelling; Building bulk and volume; Treatment of facades that can be seen from public thoroughfares; Landscaping. Depending on the context, some characteristics of these areas could be governed by standards rather than evaluation criteria. Protect the heritage areas of significant value shown on Map 2.6.1 by applying, depending on local conditions, standards on parcelling, building volume, landscaping and relevant architectural elements (for example, the shape and size of openings, projections and facade compositions). Foster public awareness of the heritage value of significant urban settings indicated in Map 2.6.1. Promote consideration of industrial heritage by documenting industrial complexes of interest in order to assess their preservation or improvement potential. Undertake detailed planning for Mount Royal aimed at conserving and enhancing its built, institutional, natural, landscape and archaeological heritage (see Chapter 4).

CONSTRUCTION AND RENOVATION IN AREAS OF HERITAGE VALUE

Recognition of an area’s heritage value must not be considered an obstacle to construction and architectural innovation. Nonetheless, appropriate regulatory measures must control the insertion of new buildings into heritage areas to ensure they contribute to the area’s improvement and respect its overall character. Similarly, these measures must seek to conserve characteristic architectural elements when work is done on existing buildings. Depending on the area’s characteristics, regulatory measures must primarily ensure preservation of the following characteristics:

Building layout and siting; Cladding materials; Type and location of building entrances; Proportions of the openings (doors and windows);

Typical architectonic or volumetric elements such as balconies, stairs, cornices, roof shapes and modulation of facades; Trees, shrubs and other vegetation that contributes to the overall landscape.

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15.2

action

Protect heritage buildings

Part II of the Master Plan identifies heritage buildings that should be conserved in each borough. These buildings will be subject to appropriate regulatory measures designed to oversee actions and alterations that could damage their architectural integrity, as well as to prevent their deterioration or demolition. In addition, some buildings may be granted official recognition by either the Ville de MontrĂŠal or the QuĂŠbec government. Implementation measures Proceed with further designation of heritage buildings. Evaluate the possibility of giving every borough regulatory control over demolitions and pay special attention to proposals affecting buildings of architectural or heritage value through the establishment of a demolition committee. Ensure the conservation and enhancement of City properties of heritage interest. By means of appropriate regulatory instruments, particularly by-laws on Site Planning and Architectural Integration Programs (SPAIP), ensure the conservation of the heritage buildings listed in Part II of the Plan. Confirm the institutional vocation of large sites of institutional character and places of worship of heritage interest through an appropriate land use designation (see Table and Map 3.1.1). Analyze the large sites of institutional character shown in Map 2.6.1, as well as the places of worship identified in the lists of buildings of architectural or heritage interest in Part II, in order to ensure a regulatory framework adapted to their characteristics, such as by-laws for Special Planning Programs (SPP). In addition, analyze their current state and their potential to be recycled or transformed. Ensure the protection of the large sites of institutional character shown in Map 2.6.1, as well as the places of worship identified in the lists of buildings of architectural or heritage interest in Part II, by using appropriate control measures such as SPAIP by-laws.

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MONTRÉAL’S MODERN HERITAGE For more than twenty years, the heritage value of modern urban design and architecture has been gaining recognition by experts around the world as an emerging heritage category. Montréal has a particularly rich modern built heritage. The construction of its “new” downtown in the 1950’s and 1960’s permitted the creation of several excellent examples, such as Place Ville-Marie, the CIBC Tower, La Tour de la Bourse, the Château Champlain, Westmount Square and Place Bonaventure. During this period, all of these new buildings contributed to make Montréal a great modern city. Montréal’s modern heritage can also be found in a number of its boroughs, where many residential neighbourhoods still bear witness to the City’s economic and demographic growth in the post-war period. This heritage includes several churches, schools and public facilities which sometimes boast daring designs. The Master Plan recognizes numerous elements of modern heritage and highlights the importance of deepening the understanding of these less-recognized components of Montréal’s urban landscape. This work will enable the City to adapt its heritage preservation measures to the particular requirements of modern heritage elements as well as to increase public sensitivity to their significance.

Establish a partnership between the City, religious orders, the boroughs, the Ministère de la Culture et des Communications du Québec and other partners to define a common vision and an action plan for the preservation and enhancement of the City’s religious heritage properties. Favour the emergence of projects for places of worship that have been or are likely to be abandoned. The City intends to accomplish this by studying the establishment of fiscal incentives and examining ways to connect the supply of available buildings with the demands of the property market. To favour the maintenance of community or institutional uses in these buildings, the City is also proposing measures facilitating their restoration, renovation and adaptation. Promote the preservation and integration of works of art, especially those located on private property, while respecting artistic intentions and the evolving nature of some creations.

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LARGE SITES OF INSTITUTIONAL CHARACTER AND PLACES OF WORSHIP OF HERITAGE INTEREST The evolution of large sites of institutional character, often hospitals, universities or other educational institutions and convent complexes, is of concern to the City, as is the preservation of places of worship of heritage interest. Throughout Montréal’s history, these large institutions and religious orders have made major contributions to the City’s social evolution and living environments. Places of worship and large sites of institutional character mark the urban landscape and count among Montréal’s most significant architectural and heritage monuments. Some 80 large sites of institutional character and more than 400 places of worship, presenting differing degrees of heritage significance, can be found in Montréal. First-rate architecture and exceptional green spaces on those properties are assets to be preserved and enhanced. The City intends to pay close attention to potential land use changes on these properties, by confirming their institutional vocation (see Table and Map 3.1.1). The City will also ensure that the institutional sites shown in Map 2.6.1 and the places of worship identified in the lists of buildings of architectural and heritage interest in Part II retain the integrity of their heritage elements and their character as ensembles. Any project involving transformation, construction or subdivision on these properties will be evaluated along criteria that aim to: Ensure the monumental character and siting of these buildings; Ensure the harmonious integration of any new construction with the existing campus; Consider the characteristics of the surrounding urban fabric (height, density and typology) and the compatibility of proposed uses; Protect broad and narrow views of buildings or other elements that contribute to the character of the ensemble, especially those visible from streets and public places; Favour the protection of scenic or landscape characteristics, such as landscaping patterns, tree alignments or clusters, gardens or basins; Protect and enhance woods, streams or other natural environments of interest on the properties; Ensure public access to green spaces and natural environments. The City recognizes that the diminished use of many places of worship and the aging of the members of religious orders will have an inevitable impact on Montréal’s religious heritage buildings. The effects of these trends are already being felt: parish mergers, church closures, the reuse of church buildings for purposes more or less compatible with their architectural envelope and the sale, subdivision and transformation of convent complexes. Because religious heritage is a primary concern of the Politique du patrimoine (the Heritage Policy), the City intends to move actively and preventively to address these changes, as they seriously compromise the historic and heritage value of these buildings and sites as well as their public vocation.

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Protect and enhance Montréal’s archaeological heritage

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Like its built heritage, Montréal’s archaeological heritage reflects the history of the City and constitutes a collective asset worth documenting, preserving and enhancing. A number of boroughs have major archaeological potential, having been occupied successively from the time of the First Nations to the earliest stages of Montréal’s urbanization and industrialization. The protection and enhancement of Montréal’s archaeological heritage can already count on practices and accomplishments that are exemplary in many respects. Thus the work done to date has made it possible to document the archaeological potential of numerous sites through inventories and searches. Given their importance, some archaeological remains have also been enhanced in urban development projects or through the creation of museums. At present, the territory of Montréal counts 191 sites listed in Québec’s inventory of archaeological sites. A number of archaeological properties and sites are also classified under Québec’s Loi sur les biens culturels (Cultural Property Act). Similarly, many archaeological sites are located in Montréal’s various national historic sites, historic or natural districts and heritage sites.

PROTECTING ARCHAEOLOGICAL HERITAGE The Ville de Montréal, like most large urban centres around the world, has acknowledged the importance of preserving its heritage. For over 20 years, the City has been planning and intensifying its actions to protect, manage and enhance the archaeological heritage on its territory. The protection of archaeological heritage, however, remains a mandatory government requirement established primarily by Québec’s Loi sur les biens culturels (Cultural Property Act). Thus, under the Act: “Whoever, during excavation or construction work undertaken for other than archaeological purposes, discovers an archaeological property or site must inform the Minister of it without delay. The latter may, to permit the examination of the place by experts, order the suspension, for a period not exceeding fifteen days, of any excavation or construction that might compromise the integrity of the property or site discovered.” (s. 41). Over the years, the application of this provision to accidental archaeological discoveries during construction projects has resulted in work stoppages, lost time during archaeological appraisals as well as delays and costs associated with managing these unexpected events. To minimize these adverse effects and in the interest of both archaeological heritage conservation and urban development, the Master Plan recommends the development of administrative information and coordination mechanisms to enable: Prior identification of areas likely to harbour archaeological remains (see Map 2.6.2); Sharing, with the developers and owners of the sites concerned, the costs associated with any characterization studies that may be required under the existing subsidy programs.

The City recognizes the importance of these assets and supports the protection given to these archaeological resources. The City also intends to inform and educate public stakeholders and Montrealers about their archaeological heritage. Thus the Master Plan emphasizes the importance of assessing archaeological potential and protecting the archaeological remains of interest found in the areas shown in Map 2.6.2. Implementation measures Take the required measures to assess archaeological potential and, if appropriate, to protect archaeological remains during public and private excavation work done in the following areas, shown in Map 2.6.2: Large properties under protection and cultural properties; Listed archaeological sites; Areas of strong potential archaeological interest. In the areas of archaeological interest shown in Map 2.6.2, inform those responsible for excavation work of the possible presence of archaeological remains and the measures to take in the event of a discovery. Promote consideration of remains of high archaeological value in designing and undertaking construction projects, notably by adapting the project or incorporating the remains. Provide funding for archaeological searches in Montréal by expanding the territory eligible for the Programme de soutien financier aux fouilles archéologiques (Archaeological Search Financial Aid Program).

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15.4

action

Maintain and intensify heritage education and enhancement efforts

The City intends to maintain and intensify efforts aimed at enhancing Montréal’s heritage and raising awareness of its richness and potential. In this regard, activities such as the Opération patrimoine architectural de Montréal (Montréal Architectural Heritage Campaign), the launching of the Montréal Heritage Internet site and the discovery tour of Old Montréal’s archaeological sites are eloquent examples of the reach and popularity of existing measures. Implementation measures Develop and implement the Politique du patrimoine (Heritage Policy) governing all municipal efforts to preserve and enhance heritage resources and to increase public awareness. Evaluate incentives to protect and enhance the built heritage. Incorporate heritage concerns in municipal subsidy programs that do not specifically target built heritage. Increase educational efforts, particularly by developing and distributing technical guides, holding educational workshops, presenting awards to single out conservation and enhancement efforts and organizing media events such as the Montréal Architectural Heritage Campaign. Support local efforts aimed at enhancing, interpreting and raising awareness of the built, archaeological and natural heritage. Enhance the heritage elements through the Plan lumière de Montréal (Montréal’s Lighting Plan) by lighting exceptional heritage elements in the urban landscape (see Objective 11).

HERITAGE POLICY The Ville de Montréal has begun developing a Politique du patrimoine (Heritage Policy), which it will submit to public consultation at the end of 2004, thereby fulfilling one of its commitments from the Montréal Summit in June of 2002. As the notion of heritage continues to expand to encompass different dimensions, heritage preservation and enhancement will require a comprehensive vision. By establishing a Heritage Policy, the City intends to provide exemplary leadership, favouring development based on collective vision and shared responsibility. The City also intends to use its heritage to drive cultural, social and economic development and, in doing so, to contribute to the quality of its living environments. The Policy proposes that all municipal action be centred around two efforts: The establishment of a system to organize action founded on a partnership and the sharing of responsibilities between the City and different actors; The concrete application of this organizational model so that the City acts as an exemplary property owner and manager. The Master Plan and the by-laws based on it will be the primary policy instruments for the implementation of the Heritage Policy.

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objective

Preserve and enhance the natural heritage

BIOLOGICAL DIVERSITY Biological diversity, or biodiversity, refers to the variety of species living on Earth. The concept of biodiversity encompasses three levels that influence each other: Genetic diversity within species; Diversity of species; Diversity of ecosystems. Biodiversity is known to play a vital ecological role in the production of biomass, the regulation of water, the maintenance of ecosystem balance, etc. The diversity of species and ecosystems contributes to the planet’s biological equilibrium.

Natural heritage and the scenic and landscape value it brings are essential elements of Montrealers’ quality of life. Shaped in part by human actions, this heritage has even greater value in a highly urbanized city such as Montréal. Natural heritage consists of natural areas of interest, namely woods, streams, riverbanks, wetlands and the numerous islets of the archipelago. Some of these natural settings are already protected and enhanced in Montréal’s nature parks. The City’s accomplishments in protecting, preserving and improving natural environments make it possible today for residents as well as visitors to enjoy nature, interesting scenery and places for relaxation and recreation. In addition to contributing to environmental quality, these natural settings play a significant role in the viability of ecosystems and the maintenance of biological diversity: they are habitats for fauna and flora as well as feeding, nesting and breeding grounds. Since Montréal is largely built up, the scarcity of sites available for development puts pressure on the preservation and improvement of existing natural environments and the survival of ecosystems. In this context, the City intends to preserve and improve natural environments of interest and foster their harmonious integration into urban development.

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Preserve and enhance natural environments by ensuring their harmonious integration into urban development

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The City recognizes that, apart from currently protected areas, there are natural, ecological and scenic assets worth preserving, such as woods, streams, riverbanks and wetlands. As viable ecosystems and habitats for a variety of fauna and flora, these natural environments help increase the biodiversity of Montréal’s territory. By contributing to Montrealers’ quality of life and enriching the urban landscape, these areas also play an active role in Montréal’s economic vitality, notably by making it more attractive as a place to live and play. The City therefore intends to attach more importance to natural environments in designing urban development projects. It will seek to reconcile the environmental, social and economic benefits stemming from their enhancement. Thus the Master Plan supports the Politique de protection et de mise en valeur des milieux naturels (Policy respecting the Protection and Enhancement of the Natural Environment). In this regard, it recognizes the ten ecoterritories identified in Map 2.6.3 as well as the associated conservation and development objectives (see Table 2.6.1). Four ecoterritories are also taken into account in the Detailed Planning Areas discussed in Chapter 4: L’Anse-à-l’Orme, the Saint-Jacques escarpment, Mount Royal and the Louis-H.La Fontaine corridor. Moreover, the City intends to pay special attention to ensuring the sound management of stormwater runoff on its territory and maintaining the integrity of the water regime of its streams. In recent years, water quality along riverbanks has greatly improved. Nonetheless, it remains affected by the condition of some storm and sanitary drainage infrastructure (see Objective 18). Also, the viability and quality of Montréal’s streams is greatly affected by the channelling and relocation of waterways, as well as by the uncontrolled increase in paved surfaces. Map 2.6.3 shows the main streams and wetlands within Montréal’s territory.

ILLUSTRATION 2.6.2

NATURE PARKS

Between the late 1970’s and 1992, the Communauté urbaine de Montréal (Montréal Urban Community) acquired large natural spaces in order to create a network of regional parks. The City’s network of nine nature parks benefits from ecosystem and landscape management:

1 Bois-de-la-Roche agricultural park 2 L’Anse-à-l’Orme nature park 3 Cap-Saint-Jacques nature park 4 Bois-de-l’Île-Bizard nature park 5 Bois-de-Liesse nature park 6 Bois-de-Saraguay nature park 7 Île-de-la-Visitation nature park 8 Bois-d’Anjou nature park 9 Pointe-aux-Prairies nature park

The mission of nature parks is to preserve, enhance and provide access to Montréal’s natural and cultural heritage. Most provide a variety of educational and recreational activities that foster contact with nature. Only the Bois-d’Anjou and Bois-de-Saraguay nature parks and the Bois-de-la-Roche agricultural park remain unopened to the public. Among other assets, Montréal’s nature parks comprise: 657 hectares of forest;

448 hectares of fields;

233 hectares of fallow land.

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Implementation measures Implement the Politique de protection et de mise en valeur des milieux naturels (Policy respecting the Protection and Enhancement of the Natural Environment). Encourage, using appropriate regulatory measures, the protection and enhancement of natural environments, especially those located within ecoterritories and woodlots identified in Map 2.6.3, in order to meet the conservation and development objectives described in Table 2.6.1. Create ecological and recreational corridors using existing natural environments. Open the Bois-de-Saraguay and Bois-d’Anjou nature parks as well as the Bois-de-laRoche agricultural park to the public. Determine the ecological value of the riverbanks, wetlands and aquatic environments on Montréal’s territory and develop adequate protective measures as part of the Policy respecting the Protection and Enhancement of the Natural Environment (see Objective 19). Maintain streams and watersheds within the territory by overseeing the design of development projects so as to: Build retaining ponds or other catch basins; Limit paved surfaces, particularly by reducing the size of parking lots and the width of roadways; Avoid channelling and redirecting streams. Implement a program aimed at restoring and replanting riverbanks to reduce erosion problems, clean up runoff water and restore ecosystem diversity and productivity. Protect and create views on rivers, streams and islands (see Objective 11). Protect and enhance the islands, islets and shallows of the Montréal archipelago, notably in collaboration with concerted regional initiatives with other cities, regional county municipalities and concerned organizations. Take appropriate corrective action on storm and sanitary sewer systems (see Objective 17). Maintain the natural areas of the ecoterritory of the corridor écoforestier de l’île Bizard and of the Bois-de-l’Île-Bizard nature park located in the present Highway 440 right-of-way which crosses the Bizard island.

POLICY RESPECTING THE PROTECTION AND ENHANCEMENT OF THE NATURAL ENVIRONMENT The City is developing a Politique de protection et de mise en valeur des milieux naturels (Policy respecting the Protection and Enhancement of the Natural Environment), which it expects to adopt during 2004. With a view to preserving and increasing Montréal’s biodiversity, the Policy will also help to improve the quality of living environments and increase the City’s appeal. It is based on an innovative approach designed to encourage initiatives and collaborations aimed at establishing the coordinated, integrated management of natural spaces with high ecological value. The Policy pursues the following three objectives:

The Policy involves six action items:

Maximize biodiversity and expand the area of protected natural environments; Ensure sustainability of the natural environment in City parks and promote the consolidation and viability of park ecosystems; Foster better integration of ecosystems and natural landscapes into the built environment.

Concerted action to sustain viable ecosystems; A regulatory framework, policies and municipal actions to support the protection of the natural environment; Ecological management of the natural environment in City parks; Strategic real estate interventions; Partnerships; Active citizen involvement.

A total of 36 million dollars is earmarked to implement the Policy by 2006.

table

2.6.1

Ecoterritory conservation and development objectives

General objective Protect natural environments of interest by taking them into account when planning development projects

ECOTERRITORY

CONSERVATION AND DEVELOPMENT OBJECTIVES

LA FORÊT DE SENNEVILLE

» Preserve the biodiversity and integrity of wooded landscapes. » Establish wildlife corridors between Lac des Deux Montagnes, Senneville Woods, the Ecomuseum and the Bois-de-la-Roche agricultural park without compromising the privacy of lakefront properties. » Preserve the ponds located north of the Ecomuseum, given their scarcity on the Island and potential as wildlife habitats.

LE CORRIDOR ÉCOFORESTIER DE LA RIVIÈRE À L’ORME

» » » »

Create a viable ecological corridor with extensive biodiversity along the only inland river on the Island of Montréal. Create a recreational corridor from Beaurepaire Station to the Cap-Saint-Jacques nature park and Bois-de-la-Roche agricultural park. Maintain Rivière à l’Orme’s watershed and improve its water quality. Consolidate the boundaries of the L’Anse-à-l’Orme nature park and the Bois-de-la-Roche agricultural park through the conservation of natural environments with high ecological value along their edges.

LE CORRIDOR ÉCOFORESTIER

» » » »

Preserve viable and diversified ecosystems around wetlands and woodlots of very high ecological value and those located in areas under development. Consolidate the boundaries of Cap-Saint-Jacques and Bois-de-l’Île-Bizard nature parks through the conservation of natural environments with intrinsic ecological value or playing an important role as wildlife habitats. Create an ecological and recreational corridor between Pointe Théorêt (an extension of the Cap-Saint-Jacques nature park), Lac des Deux Montagnes and the Bois-de-l’Île-Bizard nature park. Conserve an important portion of the natural environment north of the Bois-de-l’Île-Bizard nature park for wildlife habitat (especially birds of prey and white-tailed deer).

DE L’ÎLE BIZARD

LES RAPIDES DU CHEVAL BLANC

» Preserve a viable ecosystem around a unique scenic site overlooking Rivière des Prairies that has the potential to be a regional park. » Preserve the extensive wildlife and plant biodiversity in the area while maximizing access to riverbanks. » Maintain a link between the conservation areas and the three existing riverside parks (Île Roxboro, Cheval Blanc and Des Arbres).

LA COULÉE VERTE DU RUISSEAU BERTRAND

» » » » »

Control Bertrand Stream water quality and quantity. Redirect water runoff from the Technoparc in the borough of Saint-Laurent to Bertrand Stream. Develop and enhance the natural environments to restore an ecosystem along the portion of the stream between the airport and the Bois-de-Liesse nature park. Consolidate the boundaries of the Bois-de-Liesse nature park by including the woodlots of ecological value south of the park. Establish a green corridor between Lac Saint-Louis and the Bois-de-Liesse nature park.

LES SOMMETS ET LES FLANCS DU MONT ROYAL

» » » » » » »

Update Mount Royal’s Enhancement Plan by incorporating objectives related to ecological management as currently practised in nature parks. Preserve the emblematic value of the mountain’s summits and green slopes. Protect the forested areas consisting of three layers of vegetation (herbaceous, shrubbery and trees) on the summits and slopes as feeding and nesting grounds for a wide variety of birds. Take special care to preserve the exceptional forest stands on the mountain’s north slope, which are rare vestiges of Mount Royal’s original forest cover. Maximize views and opportunities for contact with nature on all sides of the mountain. Foster green links between the natural areas on the three summits both within and outside the existing parks. Preserve the wooded corridor bordering Camillien-Houde Road.

LA COULÉE VERTE DU RUISSEAU DE MONTIGNY

» » » »

Maintain a viable ecosystem along this exceptional stream, located in a highly urbanized area with a shortage of natural space. Preserve the extensive biodiversity of Boutin, Rochon, Lapierre and Gagné islands by permitting recreational activities compatible with the protection of their natural surroundings. Ensure an adequate supply of good-quality water for De Montigny Stream. Create a linear park linking the area extending from Rivière des Prairies to the retention pond in Anjou.

LA TRAME VERTE DE L’EST

» » » » » »

Remedy the shortage of natural spaces in the east end of the Island of Montréal. Preserve biodiversity by protecting the few remaining natural areas of ecological value. Maximize the natural areas’ connections and accessibility for both residents and wildlife. Consolidate the boundaries of Pointe-aux-Prairies nature park. Ensure an adequate water supply for Pinel Creek, Grou Basin and headwater marshes. Conserve the woodlots along Highway 40 as a noise barrier and a feature with visual appeal in a heavily industrialized area which serves as a gateway to Montréal.

LES RAPIDES DE LACHINE

» Maintain ecosystem integrity. » Preserve cultural heritage. » Develop the recreational and tourism potential.

10. LA FALAISE SAINT-JACQUES

» Prepare a plan for the protection and enhancement of this area, in collaboration with the boroughs concerned. » Identify the interventions required to curb the erosion of the escarpment.

Natural Heritage Map 2.6.3 Ă&#x2030;coterritory Woodland Nature Park Shoreline Wetland Wet Woodland (arborescent swamp) Identify exclusively by the borough of Saint-Laurent

Inland Waterways Borough Limit

Master Plan April 2008

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2.7 A healthy environment

The Master Plan demonstrates the Ville de Montréal’s desire to adopt a planning approach that is sensitive to the requirements of a healthy environment. It establishes a close relationship between urban form, land use, green spaces, transportation and the quality of the urban environment. It also introduces a set of development criteria related to environmental quality, including the optimum management of resources. The Ville de Montréal has also undertaken the development of a Plan stratégique de développement durable (Strategic Plan for Sustainable Development), which is reflected in the Master Plan.

THE STRATEGIC PLAN FOR SUSTAINABLE DEVELOPMENT The Ville de Montréal has undertaken the development of a Plan stratégique de développement durable (Strategic Plan for Sustainable Development), to be adopted at the beginning of 2005. It will be implemented over a five-year span. This plan is based on the Déclaration de principe de la collectivité montréalaise en matière de développement durable (Montreal Declaration of Principles Relating to Sustainable Development), which was adopted by City Council on September 22, 2003 and signed by more than 80 representatives from various organizations. The development and implementation of the plan is based on a partnership between the City and organizations such as the Conférence régionale des élus de Montréal, the Conseil régional de l’environnement de Montréal and numerous partners from the private sector, the academic community and various community associations. The plan is based on a knowledge of the state of the environment and prioritizes action in several areas related to sustainable development.

The Master Plan has three objectives relating to the environment:

17 Ensure the optimal management of resources in an urban context.

18 Mitigate the nuisances caused by urban activities.

19 Control development in areas with environmental constraints.

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17 objective

Ensure the optimal management of resources in an urban context

From the standpoint of sustainable development, the management of resources such as air, water and land is particularly challenging in a metropolitan area like Montréal. In this regard, the Master Plan supports measures to ensure healthier urban development by reducing paved areas and decreasing the impact of heat islands. By endorsing the Kyoto Protocol, the City has made a firm commitment to reduce greenhouse gases. It supports transportation alternatives to the automobile. The City is also committed to upgrading its water and wastewater infrastructure as well as its water and sewage treatment plants. Waste management represents one of this society’s most pressing challenges for the coming years. Significant efforts in recovering and recycling materials must lead to a substantial reduction in the volume of waste that ends up in landfill sites. Moreover, with government aid, the Ville de Montréal is prepared to continue rehabilitating contaminated sites. This will contribute to the consolidation of the urban fabric and help maximize existing infrastructure, especially given the Plan’s proposals to rebuild in certain areas and to change the vocation of other areas.

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17.1

Support healthier urban development

HEAT ISLANDS The term “heat island” designates an urban area where the temperature of the air and the ground surface is higher than that in rural areas or neighbouring natural areas. In some cities, this difference in temperature can exceed 5°C. The formation of heat islands is due to a higher concentration of concrete and masonry in cities (buildings, roads, parking lots), a lower concentration of natural elements and vegetation as well as the heat created by vehicles, industry and air conditioning systems. The intensity of heat islands also depends on the climate and the temperature of the urban region, its topography and the presence or absence of water bodies. The primary measures to counter the heat island effect are the planting of trees and vegetation, the installation of green roofs and the use of construction materials or road surfaces with high solar reflectance, which reduces the amount of heat they capture.

Several objectives and implementation measures in this Plan aim to ensure a healthier environment in Montréal. The planning approach described in Chapter 1 supports the densification of built form to maximize the use of existing infrastructure and offer services close to residential areas. The City seeks to both increase the use of public transportation and reduce the use of automobiles (see Objective 3). In addition, the Plan aims to protect and enhance natural elements (see Objective 16) and implement the Politique de l’arbre (Tree Policy, see Objective 11). Other measures support urban form and building design that promote greater energy efficiency, along with high-quality architecture that is ecologically sound (see Objectives 11 and 12). Current practices give a great deal of space to paved areas such as parking lots, some very wide roadways or tarred roofs. The concentration of these paved surfaces increases the ambient temperature and creates what are known as heat islands. During heat waves, the combined effects of smog and heat islands create health risks for children and those with cardiovascular diseases or respiratory problems. Significantly large impermeable asphalt-covered surfaces increase the volume of runoff flowing to the sewer network, which in turn increases the quantity of water to be treated. This runoff picks up dust, de-icing salt and oil residue found on the surface of parking lots and roads. Consequently, the Ville de Montréal will encourage a reduction in the total area of paved surfaces and take action to counter the effects of heat islands, which are found in greater concentrations in industrial and commercial areas. Various measures may be considered, such as tree planting and partially or completely “greening” the roofs of commercial, industrial and public buildings. Embellishing the City with rich vegetation benefits the urban environment while beautifying it. Other advantages include the absorption of pollutants, the capture of dust and the absorption and retention of rainwater, which reduces the quantity of rain in storm sewers. Green roofs absorb heat, helping to reduce the temperature of the urban environment during the summer and contribute to energy efficiency by reducing the use of air conditioners.

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Implementation measures ■

Make tree planting a priority in residential areas lacking in this regard, in accordance with the Tree Policy (see Action 11.3).

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Reduce the area of off-street parking lots, while applying landscape design and adding green areas.

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Encourage rooftop greening for commercial, industrial, institutional and municipal buildings.

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Develop partnerships between the City and school boards to facilitate the greening of school yards and the development of new school-parks (see Action 11.3).

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As part of road rebuilding projects, reduce the width of roads and include landscaping and the planting of trees (see Actions 13.2 and 14.1).

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In large areas to be transformed, favour the use of street grids and building orientations that allow maximum sunlight and protection from prevailing winds in order to optimize energy efficiency (see Action 11.5).

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Develop and implement incentives to implement energy efficiency standards and apply innovative techniques such as green roofs for new construction and existing buildings (see Action 12.1).

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17.2

Reduce air pollutants and greenhouse gas emissions

GREENHOUSE GASES AND GLOBAL WARMING The accumulation of greenhouse gases in the atmosphere contributes to global warming. This phenomenon could cause a series of major weather disturbances, such as floods, tornadoes, ice storms, etc. A foreseeable drop in the water level of the Great Lakes, as a result of a higher rate of evaporation, may reduce the flow in the St. Lawrence River and thereby create problems for Port of Montréal operations and the water supply. Adverse ecological impacts on aquatic environments and wetlands are also possible in the short and medium terms. A decrease in flow hinders the self-cleaning capacity of the St. Lawrence River and other waterways. Consequently, the productivity of treatment plants may have to be increased and the discharge of contaminants into the sewer system further reduced. Global warming increases the frequency and intensity of heat waves. The impact of high heat on the health of the population can be considerable. In addition, higher temperatures are likely to increase the demand for air conditioning in buildings.

Over the past 30 years, Montréal’s air quality has improved noticeably. This is partly due to a reduction in atmospheric emissions from industrial sources, which have been regulated since 1970 and the introduction of emission-control devices in automobiles. Nonetheless, air quality is still adversely affected by a number of pollutants, especially ozone and fine airborne particles. Up to 70% of these contaminants come from southern Ontario and the United States, especially in summer and depending on wind conditions. Programs involving the various national, regional and local governments throughout North America are required in order to correct this situation. By endorsing the Kyoto Protocol, the Ville de Montréal has made a firm commitment to help reduce greenhouse gases. Two major sources of atmospheric pollutants contribute to the formation of ozone and greenhouse gases: motor vehicles and certain types of industries. Therefore, the City intends to reduce automobile use on its territory and to advocate that industry be required to comply with the most stringent clean-air standards. With a view to improving air quality in Montréal, the City takes a firm stand in favour of public transportation. In order to reduce automobile use, it intends to support land development that facilitates the use of transportation modes other than automobiles (see Objectives 3 and 14). The City supports other measures, such as carpooling and the creation of parking areas for bicycles. It encourages the use of active forms of transportation such as cycling, walking and in-line skating as well as the implementation of a self-service bicycle system for institutions and companies (see Objective 3).

Montréal Master Plan November 2004

URBAN SMOG The main components of urban smog are ozone and fine airborne particles. Ground-level ozone is mainly formed by photochemical reactions on hot sunny days. Emissions from vehicles and factories are the leading sources of ozone formation. Many studies have indicated that these pollutants can have a harmful effect on human health, especially in the case of children, seniors and those with cardiopulmonary diseases or respiratory problems. These pollutants also slow the growth of plants and trees and cause various materials, such as concrete and masonry, to deteriorate. In recent years, Montréal has experienced episodes of smog during the summer. Occasionally, smog has even occurred in the winter.

Several events, organized by various organizations, aim to heighten public awareness and to encourage citizens to take part in efforts to reduce greenhouse gases. These include, notably, Pure Air Day, Earth Day, Car-Free Day and Operation Bike-to-Work.

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The City also encourages the use of electric, hybrid and fuel-efficient vehicles. It intends to favour the purchase of those types of vehicles when renewing its fleet. In addition, the City offers municipal employees a training program that aims to decrease fuel consumption. The Société de transport de Montréal (STM) also supports the research and development of alternative sources of energy by participating in the Biobus project, which is experimenting with the use of biodiesel as an alternative, less polluting fuel. The STM is also considering the use of vehicles powered by electrical or hybrid systems. Implementation measures ■

Favour a more compact urban form and encourage mixed uses.

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Establish new public transportation routes in order to facilitate trips between different areas of the City (see Action 3.1).

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Increase building density around targeted public transportation stations (see Action 3.2).

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Reduce the supply of parking spaces, especially in the Centre (see Actions 3.5 and 7.2).

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Develop new bikeways to serve major activity areas, as well as parking areas for bicycles (see Action 3.4).

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Design comfortable and safe on- and off-street pedestrian networks, especially around metro or train stations and bus stops (see Action 14.2).

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Establish measures to ease traffic flow, such as reducing speed limits, widening sidewalks and designating crosswalks (see Action 18.1).

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For industries and vehicle owners, strictly apply the clean air regulations established by the Communauté métropolitaine de Montréal and managed by the Ville de Montréal.

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Upon renewal of the municipal vehicle fleet, favour the purchase of electric, hybrid or fuel-efficient vehicles.

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17.3

Ensure efficient management of the water and wastewater infrastructure From the standpoint of sustainable development, the Master Plan favours the consolidation of existing urbanized areas that are already served by water and sewer systems. However, the current condition of these networks requires major restoration work. More specifically, in many places, the deterioration of the water infrastructure has led to leaks and breaks in the network. As a result, water must be treated in quantities much greater than the actual demand. In 2003, the City released its Politique de gestion de l’eau (Water Management Policy), whose main measures aim to restore the water infrastructure and reorganize water systems and their financing. Among other efforts, the policy calls for bringing water treatment plants up to specific standards and, by 2022, upgrading roughly 3,000 kilometres of the City’s 5,000-kilometre network. Wastewater interception and treatment, which began 30 years ago, has substantially improved water quality in Montréal. In Lac Saint-Louis, Bassin de La Prairie, the Port of Montréal and more recently Rivière des Prairies, the improvement is so great that recreational uses are possible once again. However, problems of a more technical nature will require substantial investments by the City in the years ahead. These are partly related to the current condition of the storm and sanitary sewer systems, including: ■

Collector sewers overflowing during heavy rain;

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Sanitary sewers connected to the storm sewer collector in some buildings;

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The absence of connections between sanitary sewers and the treatment plant in some areas;

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Discharges of industrial contaminants that cannot be treated by the City’s wastewater treatment plant;

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The absence of wastewater disinfection.

THE WATER MANAGEMENT POLICY Montréal’s Politique de gestion de l’eau (Water Management Policy) establishes a series of measures aimed at improving the infrastructure network, namely: ■

Creating a program for upgrading infrastructure and reorganizing water services;

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Introducing a phased approach to consolidating water budgets and rebalancing rates to include all water-related costs;

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Establishing meter-based rates for industrial, commercial and institutional buildings;

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Introducing management systems and tools for structuring all aspects of water services.

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A number of major projects for upgrading and renovating water infrastructure are required. In addition, work on the storm and sanitary sewer systems will also be necessary in order to solve technical problems. Various measures will ensure a longer life for underground pipes, such as the regular emptying of catch basins and the reduced use of salt and other de-icing compounds. Implementation measures ■

Bring water treatment plants up to standard and upgrade the wastewater treatment plant.

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Upgrade approximately 3,000 kilometres of the water infrastructure by 2022, in keeping with the Water Management Policy.

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Take the following corrective actions with respect to the storm and sanitary sewer systems: ■

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Fix improper (or crossed) connections of sanitary sewer pipes;

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Complete the few missing connections of sanitary sewers to interceptors;

■

ILLUSTRATION 2.7.1

Construct retention basins in areas where collector sewers overflow during heavy rains;

Reduce the discharges of problematic industrial contaminants into the sewers at their source; Disinfect wastewater at the treatment plant.

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Plan the maintenance and regular emptying of catch basins in streets, alleys and parks so as to improve the stormwater network.

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Reduce the use of salt and other de-icing compounds given their impact on water quality, the durability of underground pipes and the growth of vegetation.

THE QUALITY OF LAKE AND RIVER WATER

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17.4

Ensure the recovery and re-use of waste

THE OBJECTIVES REGARDING RECOVERY AND REUSE OUTLINED IN THE QUEBEC WASTE MANAGEMENT POLICY 1998-2008 The Politique québécoise sur la gestion des matières résiduelles 1998-2008 (Québec Waste Management Policy 1998-2008) has established a general objective to reuse 67% of the 7.1 million tonnes of recoverable waste generated each year across Québec. This Policy determines more specific objectives regarding waste recovery and reuse according to the materials involved and the organizations responsible for managing them.

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In accordance with the Loi sur la qualité de l’environnement (Law respecting the Quality of the Environment), in June 2004, the Communauté métropolitaine de Montréal (CMM) adopted a Plan métropolitain de gestion des matières résiduelles (Metropolitan Waste Management Plan or PMGMR). This plan must be approved by the Government of Québec before it is implemented by the CMM and the municipalities. Subsequently, the Ville de Montréal will develop a Plan municipal de gestion des matières résiduelles (Municipal Waste Management Plan). The PMGMR is in line with the direction and objectives of the Politique québécoise sur la gestion des matières résiduelles 1998-2008 (Québec Waste Management Policy 1998-2008) and adheres to the hierarchy of principles outlined in that Policy, which include reduction at the source, recovery, reuse and disposal, along with increased responsibility for producers and citizen participation. It aims to recover and reuse 60% of the waste managed by the municipalities. In order to reach that overall objective, it proposes a series of measures that must be implemented by the CMM and the municipalities by 2008. Even with the implementation of various measures to increase waste reuse, close to half of the waste produced in the Montréal metropolitan area requires disposal. According to the PMGMR, each of the five geographical areas of the CMM (the cities of Montréal, Longueuil and Laval and the North and South Shores) must evaluate the establishment of new waste disposal infrastructure within their boundaries.

Thus municipalities, which are responsible for waste management in residential areas and for small businesses, have an overall objective of a 60% recovery rate, which varies depending on the type of materials involved.

The Plan municipal de gestion des matières résiduelles will determine the location of waste elimination facilities. In addition, the plan will locate éco-centres, recovery centres, composting centres and waste transfer stations. All of this infrastructure will be established in industrial employment areas.

Industry, large-scale businesses and institutions, whose waste removal is contracted out to specialized private companies, have an overall recovery objective of 80%. They already recover two-thirds of their potentially reusable waste each year.

Implementation measures

The recovery of construction, renovation and demolition wastes represents an even greater challenge, as a significant quantity of potentially renewable material is eliminated. The policy determines an overall recovery objective of 60% of the waste. Similarly, new regulations will no longer allow the establishment or expansion of non-putrescible waste disposal sites.

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Develop and implement the Plan municipal de gestion des matières résiduelles, according to the principles and objectives outlined in the Politique québécoise sur la gestion des matières résiduelles and the Plan métropolitain de gestion des matières résiduelles developed by the CMM.

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Locate, in industrial employment areas, all waste management infrastructure including éco-centres, recovery centres, composting centres, waste transfer stations and disposal sites.

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THE MUNICIPAL WASTE MANAGEMENT PLAN The Ville de Montréal has undertaken the development of a Plan municipal de gestion des matières résiduelles (Municipal Waste Management Plan). The City adheres to the principles, objectives and measures outlined in the Politique québécoise de gestion des matières résiduelles (Québec Waste Management Policy). Many of the planned measures have been already implemented in Montréal over the past several years, including selective collection, the recovery of hazardous household waste and the reuse and recovery of materials. The City owns and operates a landfill site, the Saint-Michel Environmental Complex, which receives non-putrescible waste. At the site, the City also manages a composting centre for organic matter. A recovery centre, owned by the City and operated by a private company, is located at the same site. The residual sludge from the Montréal wastewater treatment plant is incinerated and the ashes are buried in the former Demix quarry, which is also owned by the City. In view of the objectives outlined in the PMGMR, the Municipal Waste Management Plan will implement the following measures: ■

Ensure the selective collection of recyclable material for all housing units in Montréal by the end of 2005;

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Ensure the collection of putrescible matter for buildings containing 8 or fewer housing units by the end of 2007;

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Implement pilot projects for the collection of putrescible matter for buildings containing more than 9 housing units;

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Develop eight more éco-centres by 2010 in order to recover and reuse hazardous household waste;

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Continue existing measures for the reuse and recovery of textiles and bulky waste (furniture, electrical appliances, computer equipment, etc.); Conduct studies to find uses for the sludge produced by the wastewater treatment plant; Develop and implement a plan regarding the recovery of waste related to activities conducted by the municipal administration, such as paper and construction materials and develop and implement a selective collection plan for Montréal parks.

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17.5

Pursue the rehabilitation of contaminated sites with government funding

The impacts of soil contamination in Montréal are primarily economic and financial. The high cost of decontamination hinders reconstruction and favours the development of land with little or no contamination, which is mostly located outside of Montréal. Soil contamination is a major challenge in light of the City’s desire to consolidate the urbanized territory by building on vacant lots and rehabilitating certain sites. Many of these lots are located in former industrial areas and are subject to varying degrees of contamination, which increases reconstruction costs. Rehabilitation costs are even higher for former industrial sites to be converted to residential use, as the Plan calls for in certain areas. Information concerning soil contamination in Montréal is still incomplete. The City intends to create a database of contaminated or possibly contaminated sites. The funding provided by the Québec government through its Revi-Sols program has been essential. Under the program, approximately half of the rehabilitation costs borne by private developers and the Ville de Montréal in the course of their real-estate projects were reimbursed. The City considers government funding to be essential for rehabilitating contaminated sites in order to consolidate the urban fabric.

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Implementation measures THE CONTAMINATED LAND REHABILITATION PROGRAM (REVI-SOLS) The Revi-Sols program was initiated by the Québec government in 1998. The Ville de Montréal administers the program on its territory on behalf of Québec’s Ministère de l’Environnement. From 1998 to 2003, Revi-Sols funded 132 projects in Montréal. A total of 60 million dollars in subsidies were used to rehabilitate 206 hectares of contaminated land. The affected real estate projects had a total value of approximately 1.9 billion dollars and included the construction of 5,600 housing units. The program has been extended to March 2005, with the injection of an additional 15 million dollars.

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Create a database listing contaminated or possibly contaminated sites.

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Develop new funding mechanisms to promote the rehabilitation of contaminated sites.

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Facilitate the use of a risk-analysis approach for managing contaminated soil and consider adjusting regulations, especially in the case of high-density projects and the rehabilitation of certain industrial sites.

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Establish a program to support research on and the use of innovative techniques for managing contaminated soils, particularly to substantially reduce the volume of contaminated material to be removed from a site: ■

■

Make greater use of lightly contaminated soils as landfill or for building noiseabatement berms; Consider establishing a disposal and redistribution centre in Montréal for excavated soils that are not heavily contaminated; Promote the reuse of excavated materials such as construction lumber, concrete and asphalt, in order to keep them out of landfill sites.

Foster the development of affordable and efficient biological and physiochemical treatment technologies for contaminated soil.

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17.6

Give priority to rehabilitating contaminated sites in the vicinity of certain metro and commuter train stations, as well as in areas to be transformed

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Urban consolidation and the increased use of public transportation are among the Master Plan’s fundamental objectives. In light of this, the City is putting forward certain measures to encourage the construction of housing and the rehabilitation of employment areas on vacant lots (see Objectives 2 and 8). The City also supports increased construction near certain metro and commuter train stations (see Objective 3). Some of the lots and areas targeted by these measures are likely to have a degree of contamination. The Master Plan suggests the creation of assistance programs for implementing these proposals and rehabilitating the contaminated sites concerned. The City recommends that priority funding for rehabilitating contaminated land be provided to areas near metro and commuter train stations where the Plan recommends the diversification and intensification of activities as well as in areas to be transformed (see Maps 1.1 and 2.2.2). Implementation measures ■

Provide additional assistance in the case of contaminated land, as part of a program that promotes the intensification of urban activities in the vicinity of certain metro or commuter train stations.

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Establish a program to support the rehabilitation of contaminated sites in areas to be transformed for residential or employment purposes.

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18 objective

Mitigate the nuisances caused by urban activities

Residential areas can be disturbed by various types of nuisance, such as noise, odours, dust, smoke or heavy traffic. The City intends to minimize the negative impact of these nuisances on the public and to avoid creating new conflicts.

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Control the impact of nuisances

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Many residential areas are located near transportation infrastructure (expressways, railyards, the airport), exposing inhabitants to significant levels of noise. Some situations are getting worse, especially along existing road corridors, due to increased automobile use and heavy truck traffic. Highways 15, 20, 25 and 40 are among the most noisepolluting corridors in Montréal. The congestion on the main expressways and thoroughfares can also result in heavier use of the local road network, which creates nuisances in some residential areas. In other cases, trucking operations at landfill sites and during snow removal generate noise and dust nuisances for some residential areas. Some industrial enterprises generate odour nuisances. Many firms have already brought their facilities into line with the environmental standards set by the Communauté métropolitaine de Montréal’s (CMM) by-law, which is enforced by the Ville de Montréal. The CMM gives priority to assisting non-compliant firms that generate air emissions. This aims to speed the adaptation of their manufacturing processes in order to reduce and even eliminate these sources of industrial pollution. In some cases, the City may consider moving a firm whose operations seriously affect the quality of neighbouring residential areas. The Ville de Montréal will also develop a Plan municipal de gestion des matières résiduelles (Municipal Plan for Waste Management, see action 17.4). This plan will determine the new waste management infrastructure required for its application, notably landfill sites and waste transfer stations. These will be located in industrial areas, so as not to create nuisances for residential areas. Power transformer stations can also be a source of nuisances. The size and operation of some of these stations, as well as maintenance vehicle traffic, can cause aesthetic and noise pollution.

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Implementation measures ■

Develop and implement the Politique d’atténuation du bruit en milieu urbain (Noise Mitigation Policy for Urban Environments).

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Set up a coordinating committee with the Ministère des Transports du Québec and the various organizations and firms involved in freight transportation, including Canadian Pacific, Canadian National, the Port of Montréal and Montréal – Pierre Elliott Trudeau International Airport, in order to limit noise pollution in residential areas.

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Mitigate noise along expressways and rail corridors in residential areas, in partnership with the Ministère des Transports and railway companies.

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Mitigate nuisances related to noise, odours and dust around waste management infrastructure and around snow disposal chutes and sites.

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Concentrate traffic on main arteries and establish measures to reduce traffic in residential areas.

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Require developers who undertake residential projects adjacent to known nuisances to take appropriate mitigating measures at their own expense, in accordance with the nature and intensity of the nuisance.

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Locate waste management and snow disposal sites, along with businesses that are likely to generate environmental nuisances, in industrial employment areas.

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Establish a program that encourages firms whose operations produce odour nuisances to modify their manufacturing processes in order to bring their air emissions into compliance with existing environmental standards.

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Establish a program that provides relocation assistance to firms whose operations create serious nuisances for living environments.

THE IMPLEMENTATION OF TRAFFIC CALMING MEASURES

The increased use of local streets and high speeds by some drivers jeopardize security, well-being and peacefulness in residential areas. Traffic calming measures will limit these detrimental effects. Their implementation is the responsibility of each borough. Directing traffic from side streets to the main arteries will reduce the volume of vehicles on residential streets. In addition, traffic calming measures include: ■

Installing appropriate signage;

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Reducing road widths and widening sidewalks;

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Landscaping roads or sidewalks;

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Modifying road surfaces;

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Eliminating certain one-way streets; and

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Modifying the direction of traffic on certain streets in order to break up continuous traffic flow.

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THE NOISE MITIGATION POLICY FOR URBAN ENVIRONMENTS In urban areas, noise contributes to reducing the quality of life. Noise represents a considerable nuisance that can have negative effects on the health of the population, disturbing sleep and increasing stress. Two major categories of constant or intermittent noise require attention: mobile noise (street and air traffic) and stationary noise (from industrial, commercial or residential sources). The City plans to define appropriate measures as part of a noise mitigation policy, particularly in densely populated areas and close to schools and hospitals. Some frequently-applied measures are: ■

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Employing adequate insulation and window design; Favouring the reduction of speed limits with suitable signage, reduce road width, implement high-quality landscaping and modified road surfaces;

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Creating a buffer zone (trees or noise-abatement berms);

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Setting up noise screens or noise-abatement walls;

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Incorporating noise-absorbing screens into the retaining walls of thoroughfares or expressways built below ground level;

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Determining proper building orientation and room layout in relation to sources of noise.

The City plans to develop this policy in cooperation with the Ministère des Transports du Québec and various freight transportation companies, including Canadian Pacific, Canadian National, the Port of Montréal and Montréal – Pierre Elliott Trudeau International Airport.

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19 objective

Control development in areas with environmental constraints

The Master Plan takes into account certain environmental constraints on land use. Some stem from natural phenomena, such as flood-prone areas, or morphological characteristics, such as the Saint-Jacques escarpment. Other restrictions are related to intense urban activities that are often incompatible with housing, as in the case of airports, quarries and overhead power lines. The Master Plan calls for action to control construction in light of these constraints.

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19.1

Control construction in areas with environmental constraints

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Montréal – Pierre Elliott Trudeau International Airport

Montréal – Pierre Elliott Trudeau International Airport is the primary international port of entry to Montréal and is one of the fundamental components of the freight transportation network. In June 2003, Aéroports de Montréal (ADM) tabled its 2003-2023 MontréalDorval International Airport Plan, which presents the overall vision for the development of the airport.

THE PERCEIVED NOISE LEVEL AND ITS MEASUREMENT (NEF CONTOURS)

The Master Plan also considers the environmental constraints on urban development produced by an airport of this size, particularly in terms of land use and the management of nuisances, such as noise.

Transport Canada uses a method known as the “Noise Exposure Forecast” (NEF) which determines noise contours according to the level of use of air corridors, take-off and landing procedures, types of aircraft, direction of the runways, weather conditions and period of use (day or night).

The airport is subject to the various rules established by Transport Canada, particularly those presented in the federal zoning by-law for Montréal – Pierre Elliott Trudeau International Airport. The by-law sets restrictions on building heights in specific air corridors. The zoning territory appears in Illustration 2.7.2. This by-law is scheduled for an update in 2006.

The louder the perceived noise, the higher the NEF. A level of 40 indicates a very high noise area and is normally located in the immediate vicinity of the airport. A level of 25 indicates an area where aircraft-generated noise is generally perceived as being not as loud. In addition, Transport Canada considers areas that have a NEF greater than 30 as less compatible with residential uses.

Similarly, Transport Canada has established Noise Exposure Forecasts (NEF), which are measured as contours from 25 to 40 and which also appear in Illustration 2.7.2. Consequently, the City has planned to implement the following measures: ■

Prohibit residential and institutional land use in areas where the NEF is greater than 35;

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Require soundproofing for residential and institutional construction in areas where the NEF is greater than 30.

According to the 2003-2023 Montréal-Dorval International Airport Plan a gradual decrease in noise levels has been recorded since the beginning of the 1980s despite an increase in air traffic density, which can be explained by the implementation of specific operational measures by the airport and by the technological improvements made to aircraft. Sources: Transport Canada and Aéroports de Montréal

ILLUSTRATION 2.7.2

LAND USE CONSTRAINTS RELATED TO THE AIRPORT

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Flood-prone areas and streams

In 1996, the Government of Québec revised its Politique de protection des rives, du littoral et des plaines inondables (Policy on Lakeshores, Riverbanks, Littoral Zones and Floodplains), by virtue of the conditions outlined in the Loi sur la qualité de l’environnement (Law governing the Quality of the Environment). The policy focuses, among other things, on maintaining and improving the quality of lakes and waterways by granting baseline protection for shorelines and littoral zones and ensuring the security of people and property by establishing restrictions on construction and other work carried out in flood-prone areas and on riverbanks. The measures and standards included in Québec’s policy may be integrated into the Communauté métropolitaine de Montréal’s (CMM) Metropolitan Land Use Planning and Development Plan. As a result, borough planning by-laws will be brought into conformity with these standards. In the meantime, the protective measures appearing in the complementary document of the Development Plan drawn up by the former Communauté urbaine de Montréal (Montréal Urban Community) remain in effect across Montréal. In addition, the City’s Politique de protection et de mise en valeur des milieux naturels (Policy respecting the Protection and Enhancement of the Natural Environment) will also determine the ecological value of all wetlands and aquatic environments within Montréal’s territory (see Objective 16). The City will then determine various protection and enhancement measures, along with implementation priorities.

ILLUSTRATION 2.7.3

FLOOD-PRONE AREAS

According to mapping done by the federal and Québec governments, parts of six of Montréal’s boroughs are subject to flood risks. Sources: Governments of Canada and Québec, 1978 and 1995.

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Quarries THE SAINT-MICHEL ENVIRONMENTAL COMPLEX The former Miron quarry was used as a landfill site for almost 30 years and was then considered to be the second largest of its kind in North America. The Ville de Montréal terminated landfill operations at the quarry in 1994 and created the Saint-Michel Environmental Complex which is organized around three major purposes: the headquarters of the Cirque du Soleil and facilities and the big top for the Cité des arts du cirque, the development of an applied environmental rehabilitation research laboratory and the establishment of a large urban park. To this end, the City has invested nearly $8.5 million since 1995 for the establishment of the large 192hectare park. The City is currently continuing environmental rehabilitation work at the site in order to create spaces for recreational activities.

Out of a total of six quarries in Montréal’s territory, the Lafarge quarry is the only one remaining in operation. The quarry and its surroundings have been subjected to a number of plans and measures to mitigate nuisances. The other five quarries are now used for other purposes. The former Meloche quarry in the Borough of Pierrefonds-Senneville is used as a waste disposal site. The quarry in the Borough of Kirkland is currently split between a western half used for industrial purposes and an eastern half used as a recreational site. The Ville de Montréal owns the Saint-Michel Environmental Complex, where certain nonputrescible landfill operations still take place. This site, whose edges are already a park, is being developed as a metropolitan park. The Ville de Montréal also owns the former Francon and Demix quarries. The former, located in the Borough of Villeray – Saint-Michel – Parc-Extension serves as a snow disposal site. The latter, located in the Borough of Rivière-des-Prairies – Pointe-auxTrembles – Montréal-Est, is used to bury ashes produced by sludge incineration at the City’s wastewater treatment plant. Areas in and around these former quarries present significant land-use restrictions. Once filled, they may cave in or experience other geotechnical problems.

ILLUSTRATION 2.7.4

THE LAFARGE QUARRY AND THE FORMER QUARRIES

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In keeping with the regulations of Québec’s Ministère de l’Environnement and the Communauté métropolitaine de Montréal, whether these quarries are in operation or used for other purposes, they are all subject to nuisance mitigation and environmental management measures. In the case of the two former quarries that served as landfill sites, these measures include biogas collection and recovery, as well as wastewater and leachate treatment (at the former Meloche quarry in the Borough of Kirkland and the Saint-Michel Environmental Complex).

Saint-Jacques Escarpment

Located near the boundary between the boroughs of Côte-des-Neiges – Notre-Damede-Grâce and Le Sud-Ouest, the Saint-Jacques Escarpment is a steep slope, where no construction or other work is permitted. In an effort to curb erosion of the escarpment, the City will provide maintenance of the existing plant cover. The Saint-Jacques Escarpment is one of the ten ecoterritories established under the City’s Policy respecting the Protection and Enhancement of the Natural Environment (see Objective 16).

ILLUSTRATION 2.7.5

SAINT-JACQUES ESCARPMENT

Montréal Master Plan November 2004

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Overhead power lines

Overhead power lines are a constraint on land use. The construction of buildings or swimming pools is prohibited in all power line rights-of-way. As a general rule, the rightsof-way for lines carrying a current of 735 kV or less can be used for gardening and horticulture. Some recreational uses, notably the construction of a bicycle or pedestrian path, can be considered, with Hydro-Québec’s approval. However, no parking lots can be developed in the right-of-way of a power line carrying a current of 735 kV. In addition, in association with Hydro-Québec, the City will evaluate the possibility of burying some of these power lines for aesthetic and practical reasons, as has been done with certain lines in the central part of the Island. This measure will be favoured particularly in more densely built areas and in areas to be densified.

ILLUSTRATION 2.7.6

OVERHEAD POWER LINES

3 Part I â&#x20AC;&#x201D; Chapter 3: Implementation of the Master Plan

Implementation of the Master Plan

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The Master Plan will be implemented through the application of by-laws, through public investments, many of which will be shared with the governments of Québec or Canada and with the cooperation of various partners. The City will also table an Annual Assessment Report on the Master Plan for public review by a City Council committee. This chapter consists of three sections, dealing with: ■

The parameters of the urban planning by-laws to be enacted by the boroughs, particularly those related to land use designation and building density;

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The municipal capital and program investment strategy;

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The partners in the implementation of the Master Plan.

MONITORING THE IMPLEMENTATION OF THE MASTER PLAN

The implementation of the Plan will be subject to systematic and transparent monitoring. The City will also match the municipal capital projects set out in the Master Plan with the annual funding provided by the Triennial Capital Expenditures Program (TCEP). The City will table an Annual Assessment Report on the Master Plan each spring for public review by a City Council committee. The committee will report no later than June, in time for its recommendations to be taken into account in the annual budget decision-making process. Among other items, the committee’s recommendations will deal with implementation priorities, particularly with respect to capital investment and programs and any elements of the Plan that may require amendment. In addition, the Annual Assessment Report will lay the groundwork for the five-year revision of the Master Plan, which will ensure that the Plan is kept up to date with changing socioeconomic trends and urban development. The Annual Assessment Report on the Master Plan, which will be produced jointly by the boroughs and the relevant municipal departments, will include the following items: a) Implementation: ■

The degree to which the Master Plan’s objectives have been achieved;

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The enactment of concordance by-laws by boroughs;

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The implementation of capital investments announced by the Plan and the City’s requests to the governments of Québec and Canada in this regard;

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The implementation of planned programs and results obtained;

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The implementation of municipal policies and their relationship to the Master Plan;

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The implementation of projects developed in partnership.

b) Subsequent planning and furtherance of the Master Plan: ■

The progress made in the detailed planning processes;

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A synthesis of previous year’s amendments to the Master Plan;

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Changing socioeconomic trends and their effect on the Plan’s objectives and implementation measures.

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3.1 Parameters related to land use designation and building density

The land use and building density parameters will be reflected in the boroughs’ urban planning by-laws, as will the goals and objectives of the Master Plan that affect the by-laws. Zoning is the main type of by-law used for implementing the Master Plan. It sets the various zones within the City in order to control the use of land and buildings in each, as well as the layout, form and appearance of buildings. Other urban planning by-laws grant discretionary power to adapt the insertion of projects in light of the special character of the environment or a particular context. These are Site Planning and Architectural and Integration Programs (SPAIP), Comprehensive Development Programs (CDP), conditional uses and specific projects. This allows a management approach that can adapt to circumstances while still conforming to the Master Plan. In contrast to a strictly normative approach, the Master Plan prescribes a regulatory framework that does not require a major revision of borough zoning by-laws. Since most of the City’s land is already built up, the Plan prescribes relatively broad land use designation and building density parameters for established areas whose character is to be preserved. These parameters are more detailed in areas to be built or transformed, as well as in areas in which the Plan prescribes an intensification of activities. In accordance with the Charte de la Ville de Montréal, boroughs must enact concordance by-laws to conform to the regulatory parameters of the Master Plan within twelve months of its adoption. The following principles derive from the planning approach of the Master Plan and apply to the formulation of land use designations and building density parameters: ■

Maintain the built form and uses of established areas and integrate the prescriptions of the Plan for the areas to be built or transformed;

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Maintain the City’s human scale, by ensuring that changes to the built environment take into account the general character of the neighbourhood;

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Support the diversity of the Central Business District’s activities and concentrate the City’s highest-density construction within its limits;

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Intensify development near specific metro and commuter train stations in order to promote the increased use of public transportation;

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Ensure adequate building density on sites to be built for residential purposes in areas designated for increased housing;

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Favour a more intensive land use in employment areas by supporting the intensification and diversification of employment activities.

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The Master Plan’s complementary document, presented in Part III, assures coherence in the City’s development by translating its objectives and development parameters into rules and criteria to which the boroughs’ urban planning by-laws will conform.

3.1.1

Based on the Plan’s goals and objectives, Map 3.1.1 shows the desired designation for areas to be built or transformed and confirms the designation of established areas. Excerpts of this map, for each borough, are presented in Part II of the Master Plan.

Land use designation

Land use designations reflect the general nature of the environments and, as such, are a departure from an overly normative designation approach that would excessively divide the City’s territory. These inclusive designations favour mixed use and encompass a variety of activities that may take place within a single designation, in accordance with complementarity or compatibility rules that will be defined in the boroughs’ urban planning by-laws. Based more on rationale than on detailed restrictions, this approach allows for the adapted management of urban development and simplifies administrative procedures. Thus, the Master Plan’s amending procedure will apply only in cases with significant implications for the future of the City. Similarly, this more inclusive approach will obviate the need for numerous concordance by-laws, except where the Plan lays out a new vision of urban development. Chart 3.1.1 presents and defines the nine different land use designations. The first four are inclusive in nature and correspond to distinct urban environments. The remaining five are essentially exclusive in nature and apply to areas that are reserved for specific activities.

CONSISTENCY OF DEVELOPMENT AT BOROUGH LIMITS

The Ville de Montréal would like to see Québec legislation adapted in order to ensure that an amendment to an urban planning by-law affecting an area abutting a neighbouring borough is governed by a special procedure. This recommendation would allow for all potentially concerned citizens to be consulted, even if the zoning amendment affects a localized area on the other side of their borough’s boundary. From the standpoint of development coherence, this adapted process would also take into account the urban planning and architectural impacts that may be generated outside of a borough’s boundaries, for instance in the case of buildings that are far taller than the surrounding structures or in that of a residential neighbourhood bordering an industrial area. The complementary document defines appropriate regulation to ensure that the urban planning by-laws of different boroughs are compatible and that the impact of projects on their surroundings is adequately considered. Such a measure supports a management approach that favours balance, complementarity and cooperation among boroughs.

table

3.1.1 > Land use designations

Montréal Master Plan

Land use designations Designation and description Residential area

Essentially residential areas including mixed activities, especially mixed retail/residential streets

Diversified areas comprising a variety of activities and housing. A number of these areas encompass sub-areas that are designated for increased housing and employment density.

Employment area

Economic activity areas comprising essentially industrial and/or retail activities. Housing is excluded in these areas.

Rural area

Areas of a rural nature, comprising housing and agricultural activity.

Major institutional facility

Areas comprising facilities and land reserved for institutional activities that play an important service role in the Montréal community.

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Land use designations Components Housing Retail Public or institutional facilities

Notes

Designation and description

The by-laws will divide the predominantly residential areas, retail zones and public or institutional facility areas into separate zones.

Convent, monastery, or place of worship

By-laws will determine land use according to the nature of environments and boroughs. By means of land use management mechanisms (as-of-right uses, conditional uses, floor area limits, retail continuity obligations, restriction of certain uses, etc.), they will ensure a smooth interface between residential and non-residential activities. To safeguard both the coherence of living environments and a healthy mix of uses, by-laws may recognize certain industrial uses present at the moment of the Master Plan’s adoption.

Mixed-use area

Housing Retail Office buildings Commercial buildings Buildings housing light industry Public or institutional facilities

Industrial buildings Office buildings Commercial buildings Public or institutional facilities

Housing Agriculture and complementary industrial activities Public or institutional facilities

Major institutional facilities (education, health care, sports, culture) Public or institutional facilities Complementary retail and housing

Areas comprising structures and sites reserved for convents, monasteries, or other religious establishments.

Major green space or waterside park

Areas reserved for green or natural spaces of City-wide importance or located on a riverbank, as well as major cemeteries.

The by-laws will define the zones and determine authorized uses in accordance with the nature of the environments in order to ensure a smooth interface between essentially residential areas and more intensive activity areas.

Major transportation corridor

The by-laws will ensure that the uses presented in the Employment Areas Map (see Section 2.4) are reflected. The by-laws will define the zones and determine authorized uses in accordance with the nature of the environments, particularly to limit major nuisance-generating uses to industrial employment areas.

Areas reserved for transportation, specifically the main passenger and freight transportation infrastructure.

Public utilities

Areas comprising structures and sites reserved for public utilities.

Components

Notes

Buildings devoted to religious orders, including residences Places of worship Public or institutional facilities Complementary retail and housing

Even if they are not identified on Map 3.1.1, areas subject to this land use category are included on the lists of heritage buildings in Part II.

Major and metropolitan parks Nature parks Public areas Nature reserves Public riverbanks and islands Major cemeteries Golf courses Casino, business and complementary services public facilities

The riverbanks and islands in question, along with the summits of Mount Royal, are publicly owned spaces, primarily local parks.

The parts of the road network under the jurisdiction of the federal and Québec governments Port, rail and airport infrastructure Complementary uses and infrastructure

The by-laws will divide the railyards as well as the port and airport areas into separate zones. This obligation does not apply to the road network and the rail corridors.

This designation recognizes the presence of residential enclaves in some nature parks at the time the Master Plan is adopted. The by-laws do not allow Casino, business and complementary services public facilities except on lots 2 988 178, 2 988 179 and 2 988 180 of the Québec Land Register, where this land use is permitted without restriction to floor area.

Electrical substations, water or wastewater treatment plants, public works yards, etc.

General notes: Part II of the Plan includes one map for each borough, which identifies local parks whose designation is confirmed by the Master Plan. The conversion of any park or any part thereof for purposes other than a complementary use or local public facility requires an amendment to the Master Plan. Parks, cemeteries, golf courses, transformer stations and public works yards are authorized in all designations. On the accompanying maps, the limits of land use designation areas should be interpreted as corresponding with street, lane and cadastral boundaries.

Land Use Designation Map 3.1.1 Residential Area Mixed-Use Area Employment Area Rural Area Major Institutional Facility Convent, Monastery or Place of Worship Major Green Space or Riverside Park Major Transportation Corridor Public Utilities Borough Limit

February 2012

-ONTRÏAL -ASTER 0LAN

"UILDING DENSITY

)MPLEMENTATION OF THE -ASTER 0LAN

PAGE

4HE BUILDING DENSITY PARAMETERS GUIDE ARCHITECTURAL DESIGN BY DETERMINING THE SCALE OF THE BUILT FORM AND THE INTENSITY OF ACTIVITIES IN DIFFERENT AREAS OF THE TERRITORY 4HE APPROACH TO DETERMINING DENSITY IS FLEXIBLE AND GIVES BOROUGHS THE NECESSARY LATITUDE TO EFFICIENTLY CARRY OUT DAY TO DAY MANAGEMENT OF PROJECTS 4HE PARAMETERS FOR EACH AREA TO BE BUILT OR TRANSFORMED REFLECT THE CHARACTER SOUGHT BY THE 0LAN )N ESTABLISHED AREAS THE PARAMETERS CORRESPOND TO THE GENERAL CHARACTER OF THE EXISTING BUILT ENVIRONMENT WHICH THE 0LAN SEEKS TO MAINTAIN -AP SHOWS THE BUILDING DENSITY FOR THE ENTIRE #ITY IN A COLOUR SCHEME THAT REFLECTS THE VARIOUS DENSITY PARAMETERS 4HE MAP EXCERPTS INCLUDED IN 0ART )) OF THE 0LAN COME WITH A DESCRIPTION OF THE PARAMETERS THAT APPLY TO EACH AREA 4HESE PARAMETERS DESCRIBE THE EXISTING OR DESIRED GENERAL CHARACTER OF AN AREA BASED ON ONE OR MORE OF THE FOLLOWING 4HE NUMBER OF ABOVEGROUND STOREYS EXCLUDING MEZZANINES 4HE TYPE OF CONFIGURATION DETACHED SEMI DETACHED OR ROW 4HE BUILDING SITE COVERAGE RATIO 4HE FLOOR AREA RATIO & ! 2 ESPECIALLY IN AREAS TO BE BUILT OR TRANSFORMED 4HE PRINCIPLES BY WHICH THE DIFFERENT BUILDING DENSITY PARAMETERS WILL BE APPLIED ARE AS FOLLOWS 4HE PRECISE BOUNDARIES OF THE AREAS PRESENTED ON THE "UILDING $ENSITY -AP PRESENTED IN 0ART )) OF THE -ASTER 0LAN MUST BE INTERPRETED IN LIGHT OF STREETS AND ALLEYS AS WELL AS THE CADASTRAL LIMITS APPLICABLE AT THE MOMENT OF THE 0LAN S ADOPTION 4HE DIFFERENT CONSTRUCTION DENSITY ZONES AND THEIR ASSOCIATED REGULATIONS ARE SPECIFIED IN THE ZONING BY LAWS AS A FUNCTION OF THE TYPOLOGY OF THE BUILT FORM AND THE CHARACTERISTICS OF THEIR SURROUNDINGS 4HESE ARE FORMULATED WITH PARTICULAR ATTENTION TO THE HOMOGENOUS BUILT FORM OF STREET SEGMENTS OR A GROUP OF BLOCKS OR EVEN THE PREDOMINANT CHARACTER OF CERTAIN MAJOR AXES 4HE ZONING BY LAW DEFINES HEIGHT LIMITS BY NUMBER OF STOREYS METERS OR BOTH ACCORDING TO THE VOCATION AND CHARACTER OF THE AREA 4HE ZONING BY LAW MAY DEFINE A MINIMUM HEIGHT IN METERS EQUIVALENT TO THE HEIGHT PRESCRIBED IN STOREYS WHERE THE LAND USE IS h%MPLOYMENT !REA v h-IXED 5SE !REA v h,ARGE )NSTITUTIONAL &ACILITY v OR h#ONVENT -ONASTERY OR 0LACE OF 7ORSHIPv 4HE PERMISSIBLE CONSTRUCTION DENSITY IS EXPRESSED IN TERMS OF FLOOR AREA RATIO & ! 2 THE RATIO BETWEEN THE TOTAL FLOOR AREA OF A BUILDING AND THE TOTAL SURFACE AREA OF ITS LOT 4HE FOLLOWING ELEMENTS ARE EXCLUDED WHEN CALCULATING THE BUILDING DENSITY OF A NEW PROJECT 3PACE USED FOR MECHANICAL SYSTEMS AND UNDERGROUND STORAGE &LOOR SPACE USED FOR UNDERGROUND PARKING LOTS &LOOR SPACE USED BY STREET LEVEL RETAIL BUSINESSES THAT ARE DIRECTLY ACCESSIBLE FROM 3AINTE #ATHERINE 3TREET BETWEEN !TWATER AND 0APINEAU !VENUES &LOOR SPACE USED BY FEATURES INTENDED TO INCREASE USER COMFORT IN AN ALREADY CONSTRUCTED BUILDING ANALYZED ON A CASE BY CASE BASIS ! CULTURAL FACILITY UNDER CERTAIN CONDITIONS IN PARTICULAR THOSE PERTAINING TO THE TYPE OF facility AND ITS DURABILITY IN THE 1UARTIER DES SPECTACLES 4HE STRUCTURAL TRANSFER STOREY OF A CONSTRUCTION PROJECT SPANNING A STRUCTURE OF THE -ETRO OR OF A BELOW GRADE FREEWAY IN THE 6ILLE -ARIE "OROUGH

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Detail of the building density map Part II of the Master Plan presents, for each borough, a detail of Map 3.1.2. This detail shows the various density areas and refers to parameters described on the accompanying sheet.

Building Density Map 3.1.2 Density High

Low Not Applicable

Major Green Space or Riverside Park Borough Limit

February 2012

Montréal Master Plan

3.2 Capital and program investments strategy

3.2.1 Matching capital projects with municipal fiscal tools

TRIENNIAL CAPITAL EXPENDITURES PROGRAM (TCEP) The TCEP sets out municipal investments in road, sewer and water infrastructure, parks and green spaces as well as municipal buildings. It allocates these funds over a three-year period, but is reviewed annually and adopted by the City council at the end of the calendar year.

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The implementation of the Master Plan will require many actions within Montréal’s territory. To match these interventions with the financial means to execute them, the Ville de Montréal is implementing a municipal investment strategy to address the allocation of funding to capital projects and program spending. In the spirit of sustainable development on which the entire Master Plan is based, priorities will be determined according to two criteria: ■

The maintenance of existing infrastructure;

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The consolidation of the built-up area and its positive impacts on the City’s tax base.

Chapter 2 describes the capital projects that are advocated by the Master Plan. Some of these, such as city streets and park development, are within the exclusive jurisdiction of the Ville de Montréal while others, such as the public transportation and highway infrastructure, are under the exclusive jurisdiction of the Government of Québec, while still others, including the airport, the port and the Bonaventure Expressway, come under the jurisdiction of the Government of Canada. Joint funding involving the City and the governments of Québec and Canada will also be required for some of the capital projects announced in the Master Plan. The City will ensure correspondence between the municipal capital projects set out in the Master Plan and the annual funding provided by the Triennial Capital Expenditures Program (TCEP). Among the capital projects proposed by the Master Plan, the importance of the transportation infrastructure must be noted. The Master Plan reiterates the City’s firm commitment to public transportation and supports the optimal use of the existing networks. A number of the transportation-related capital projects fall under the jurisdiction of the Government of Québec. The Ville de Montréal intends to use the priorities outlined in the Master Plan to direct its cooperation with the Government of Québec.

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■

For example, in the area of public transportation, the investments required for replacing the fixed infrastructure and metro cars and for renewing the bus fleet of the Société de transport de Montréal are part of this priority. In addition, the extension of metro lines 2 and 5, to the Bois-Franc station and the Borough of Anjou respectively, clearly have a determinant role to play in supporting development, intensifying urban activities and increasing the use of public transportation.

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With respect to the road network, the primary aim of the projects announced by the Plan is to consolidate the existing employment and residential areas, while providing efficient roads for passenger and freight transportation. Some of these projects should be singled out, such as the design and construction of an urban boulevard in the Notre-Dame Street East corridor, including the extension of Assomption Boulevard, which is aimed at improving access to the port and industrial areas of East End Montréal and at revitalizing the areas along this major corridor. In addition, new links to be built in the Cavendish Boulevard corridor, in the areas of the Hippodrome and the Cité scientifique, would connect these areas and provide an efficient (and currently non-existent) link in this central part of the Island. New links in the western part of the island will also connect the employment areas and improve access to the main transportation infrastructure from the residential areas. The projects in question are the extension of Pierrefonds Boulevard to Morgan Boulevard and the construction of an urban road link in the Highway 440 corridor (between Gouin Boulevard West and Highway 40).

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The highway infrastructure projects also play an important role in consolidating access to the main employment areas. This is the case for the Métropolitaine Expressway, whose reconditioning and optimization are essential to the economic development of Montréal. The redevelopment of the Dorval interchange and the conversion of the Bonaventure Expressway to an urban boulevard will make it possible to redevelop these sites and to enhance the image of two major City gateways.

Finally, other structuring capital projects, such as the protection and enhancement of the ten ecoterritories, are designed to improve the urban environment and the quality of life of Montrealers. These projects aim to conserve and improve the existing natural areas in Montréal, which is already largely urbanized. The favoured approach relies on integrating natural elements into development projects, in collaboration with stakeholders.

Montréal Master Plan

3.2.2 Municipal programs

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Under certain municipal programs, the City has the power to offer financial assistance for the implementation of economic, social, housing and environmental development strategies and objectives. Existing municipal programs primarily relate to housing and several are the result of cooperation with the governments of Québec and Canada (see Section 2.1). In order to achieve some of the Plan’s objectives, new programs are needed to complement existing ones. Their application will be adapted to the individual characteristics of the boroughs, which may also choose to create their own programs in order to meet their specific needs. Obviously, such programs should generate more taxes over the longer term than the assistance granted, because of their effect on the City’s tax base. Chapter 2 discusses all of the new programs advocated. For example, there is a financial assistance program to promote the intensification of urban activities in the vicinity of certain metro and commuter train stations (Objectives 2, 3, 8 and 9). This program reflects the City’s intention to support a type of urbanization that favours the use of public transportation in both residential and employment areas. Needless to say, this type of assistance will also generate greater tax returns than the assistance granted. Another important program is for the rehabilitation of contaminated sites in areas designated for conversion to residential or employment purposes (Objectives 2, 8, 9 and 17). As emphasized in Chapter 1, a major development and consolidation challenge is to support the City’s renewal in built-up areas. Specifically, the City supports radical changes in both activities and built form in the areas to be transformed. A number of these are likely to exhibit a certain level of contamination. Priority for allocating funds for rehabilitating contaminated sites should be given first to the areas to be transformed and to the sites designated for an intensification of urban activities in the vicinity of some metro and commuter train stations.

Montréal Master Plan

3.3 The Plan’s implementation partners

COLLABORATIVE PLANNING WITH INSTITUTIONS The City is committed to supporting the development of its major institutions (see Objective 10). Their growth is very desirable, but their integration into the surrounding urban fabric is often a challenge. Generally of imposing height and bulk, institutional buildings are also major traffic generators. Many of these institutions are located on sites that have significant built and natural heritage value. In order to meet the expansion needs of these institutions, the City favours a concerted planning approach that will enable both partners to properly identify planning issues and stakeholders relative to development. These efforts may result in the adoption of regulatory measures (zoning by-laws, by-laws pursuant to article 89 of the City Charter, a specific project procedure) and, if appropriate, a development agreement respecting the nonregulatory aspects that are brought to light during the discussions (development principles and strategies, studies, joint projects, various commitments, etc.).

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The success of the June 2002 Montréal Summit resulted from the sustained cooperation of many of the City’s partners. In keeping with the commitments made on that occasion, the City will take the lead in implementing the Master Plan, in close cooperation with various public, private and community partners, as well as with the participation of all residents. Public and parapublic partners The governments and their agencies are major stakeholders in urban development. They are responsible for major infrastructure projects such as metro line extensions, hospitals, cultural facilities, the port, the airport and others. The City intends to pursue its long-standing cooperation with the Government of Québec in terms of implementing capital projects and programs. It will also continue to cooperate with the Government of Canada on capital projects that fall under the latter’s exclusive jurisdiction. Various public partnerships could be forged in order to carry out the projects identified in the Master Plan. For example, the development of the Quartier international de Montréal and the reopening of the Lachine Canal bear witness to a successful collaboration. The City will also cooperate with other public partners, such as the Agence métropolitaine de transport (AMT), in carrying out public transportation projects. This also applies to the Communauté métropolitaine de Montréal (CMM) for the development and implementation of the Schéma métropolitain d’aménagement et de développement (Metropolitan Land Use Planning and Development Plan) and the Plan métropolitain de gestion des matières résiduelles (Metropolitan Waste Management Plan). Education and health care institutions, especially the universities and hospitals, also rank among the City’s partners. The City has already embarked upon collaborative planning efforts with some of these institutions for their development. An agreement was also reached with the universities to give the City the benefit of their expertise and their capacity for innovation in the fields of architecture, urban planning and landscape architecture.

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The private sector Real estate corporations and developers, building contractors and other private sector stakeholders play a decisive role in the City’s development and the implementation of the Plan. They help to create new areas of the City and to rehabilitate existing ones and often demonstrate their ability to innovate as they meet the needs of various clienteles. Whether they are initiated by the City or by the private sector, rehabilitation and construction projects are often the result of a coordinated effort. For example, privatesector stakeholders are also called upon to participate in the implementation of municipal housing or economic development programs. Community associations and groups Montréal has some very active associations in the areas of business, housing, heritage, environment, culture and social development. By taking part in the development of municipal policies or the implementation of programs, associations and community groups play an essential role in the construction of Montréal. In recent years, the City has collaborated with organizations such as community and economic development corporations, business development corporations, urban planning roundtables, environmental groups and social and community housing groups, to name but a few. The City gives priority to maintaining this close partnership with Montréal’s community associations and groups.

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Public participation PRINCIPLES FOR PUBLIC PARTICIPATION IN MONTRÉAL: ■

■

The right of residents to be informed and consulted and to influence decisions that may have an impact on their living environment; The effectiveness and efficiency of participation in reaching fair and timely decisions; Transparency and fairness toward all stakeholders; The accountability of all stakeholders, including elected officials, managers, developers and activists; The application of recognized rules and ethics in matters of public participation.

According to the principles of sustainable development, residents must be kept informed and must be able to influence urban planning and development decisions. The City’s Charter designates the Office de consultation publique de Montréal (OCPM) as being responsible for public consultations with respect to the Master Plan. The Act respecting Land Use Planning and Development requires the borough councils to hold public information and discussion sessions in connection with certain amendments to the Master Plan and the zoning by-laws. In the latter case, residents have the ability to initiate a referendum procedure. The Ville de Montréal supports the establishment of additional mechanisms with a view to diversifying and improving public participation in urban planning and development. These could operate in the preliminary stages of projects, when all options are still under study. Various forms of participation could be used, depending on the purpose and scope of the projects in question. In addition to the public hearing process, the City intends to examine procedures based on mediation, consensus building, information, cooperation or conflict resolution. These various methods will be based on acknowledged principles of public participation. Some examples of partnerships Many of the projects supported by the City will require ongoing cooperation among a number of public, private and community stakeholders. Given the success of several partnerships in recent years, a variety of different arrangements can be considered, tailored to the needs of the projects and stakeholders involved. The redevelopment of the Quartier international de Montréal gave rise to a non-profit organization bringing together the Government of Québec, the Government of Canada, the Caisse de Dépôt et Placement du Québec, the Ville de Montréal and the private landowners. The success of this process can serve as an example and as a model for many other large projects. For instance, it led to the expansion of the Palais des Congrès, the construction of the Caisse de Dépôt et Placement’s business office, the development of prestigious public spaces (Square Victoria, Place Jean-Paul-Riopelle) and the redevelopment of major thoroughfares (University, Saint-Antoine, Viger, McGill).

MONTRÉAL CHARTER OF RIGHTS AND RESPONSIBILITIES A proposal for a Montréal Charter of Rights and Responsibilities was released on December 10th 2003, the 55th anniversary of the Universal Declaration of Human Rights. This proposal is the product of discussions that took place at the Montréal Summit. The draft charter, which was submitted to a public consultation process in early 2004, appoints an ombudsperson to enforce it. The City undertakes to promote public participation and to guarantee its credibility, transparency and effectiveness (art. 13), improve housing conditions (art. 15), safeguard and protect the architectural and natural heritage (art.17) and promote sustainable development (art. 19).

Montréal Master Plan

Implementation of the Master Plan

page 212

Similarly, the present exercise that is being led by the Société du Havre de Montréal, involving the governments of Canada and Québec, the Montréal Port Corporation, the Old Port of Montréal Corporation, Canadian National, the Ville de Montréal and several private landowners, demonstrates the value of bringing together all stakeholders in urban projects. The Société du Havre is playing a strategic role in the rehabilitation and improvement of this area, which is crucial for Montréal’s development. Another project that is worthy of note is the Quartier des spectacles in Montréal’s Centre, which involves the Government of Québec, the Ville de Montréal, the main arts and entertainment stakeholders in the area and the major property owners. This project will guide the development of cultural facilities and the resdesign of public spaces, such as those on Bleury and Jeanne-Mance streets. Other projects that are being developed or that will result from the detailed planning process described in Chapter 4 will require the ongoing cooperation of several stakeholders. These include the development of the Jacques-Cartier Bridge approaches, Shevchenko and Bishop-Power boulevards, the Saint-Michel Environmental Complex, the northern tip of Île des Sœurs and Sherbrooke Street East.

4 partie I — chapitre 4 : la planification détaillée

la planification détaillée

Plan d’urbanisme de Montréal 4 La planification détaillée Novembre 2004

page 213

La planification détaillée Certaines portions du territoire de la ville présentent une problématique urbanistique complexe qui ne pouvait être traitée à fond avant l’adoption du Plan d’urbanisme. Pour l’ensemble de ces secteurs, la Ville entend mener à terme une planification détaillée dans les trois années suivant l’adoption du Plan d’urbanisme, selon une approche intégrée adaptée à la spécificité de chaque cas. Le bilan annuel de la mise en œuvre du Plan fera état de l’avancement de ces travaux. Les secteurs de planification détaillée de portée pan-montréalaise sont identifiés à l’illustration 4.1. Ils présentent des enjeux qui touchent l’ensemble de la ville ou qui concernent directement plus d’un arrondissement. Il s’agit dans plusieurs cas de secteurs à transformer ou à construire. D’autres, au contraire, comme le mont Royal, doivent faire l’objet de mesures qui viseront essentiellement leur conservation et leur mise en valeur. Par ailleurs, les chapitres spécifiques à chaque arrondissement qui seront intégrés à la partie II du Plan pourront prévoir la planification détaillée d’autres secteurs présentant essentiellement des enjeux locaux. Les démarches de planification détaillée miseront sur la participation des citoyens et sur celle de l’ensemble des intervenants concernés : les arrondissements, les services municipaux, les ministères ainsi que les organismes privés, publics et associatifs.

Plan d’urbanisme de Montréal 4 La planification détaillée Avril 2004

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Selon les besoins, la planification détaillée pourra mener à : LE PROGRAMME PARTICULIER D’URBANISME (PPU) Le Programme particulier d’urbanisme (PPU) est une composante du Plan d’urbanisme qui permet d’apporter plus de précision à la planification de certains secteurs. L’adoption d’un PPU par le conseil municipal constitue une modification au Plan et est précédée d’un processus de consultation publique. Un PPU porte sur une partie spécifique du territoire de la municipalité et peut comprendre : ■

l’affectation détaillée du sol et la densité de son occupation;

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le tracé projeté et le type des voies de circulation;

■

les équipements communautaires projetés;

■

les règles de zonage, de lotissement et de construction; l’identification des travaux prévus et, le cas échéant, des propriétés à acquérir par la Ville; la séquence de construction et la durée approximative des travaux; les programmes particuliers de réaménagement, de restauration et de démolition.

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l’adoption d’un programme particulier d’urbanisme (PPU);

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l’adoption par le conseil municipal ou par un conseil d’arrondissement d’un plan de mise en valeur ou d’un plan d’action;

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la modification de la réglementation d’urbanisme par les arrondissements concernés;

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la mise en place de programmes appropriés;

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la réalisation d’immobilisations par la Ville, ou en collaboration avec les gouvernements du Québec ou du Canada;

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la réalisation d’un projet en partenariat avec un ou plusieurs organismes privés, publics ou associatifs.

Afin de lancer et d’encadrer le processus de planification détaillée qui sera réalisé à la suite de l’adoption du Plan, les pages qui suivent présentent pour chacun des secteurs de planification détaillée : ■

des orientations générales;

■

un court énoncé de problématique;

■

des balises d’aménagement.

Plan d’urbanisme de Montréal 4 La planification détaillée Novembre 2004

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LES SECTEURS DE PLANIFICATION DÉTAILLÉE

4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.8.1 4.8.2 4.9 4.10 4.11

Abords de l’aéroport Abords des voies du CP Angrignon Autoroute Ville-Marie Boulevard Crémazie Boulevard Pie-IX Bourget-Forget Canal de Lachine Griffintown Lachine Est Chemin De La Côte-de-Liesse Centre des affaires Complexe et Village olympiques

4.12 4.13 4.14 4.15 4.16 4.17 4.18 4.19 4.20 4.21 4.22 4.23 4.24

Corridor Louis-H.-La Fontaine Décarie – Cavendish – Jean-Talon Ouest Galeries-d’Anjou – Jean-Talon Est Havre de Montréal L’Acadie – Chabanel L’Anse-à-l’Orme Laurentien – Lachapelle Meadowbrook Mont Royal Notre-Dame Est Quartier des spectacles Réseau piéton intérieur Sites Glen et Turcot

4.21 Notre-Dame Est

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4.1

General goals ■

Make the airport surroundings the prestigious international gateway to Montréal

Airport surroundings

■

Intensify employment activities in the area

■

Improve the overall accessibility of the area

7 Aéroport international Pierre-Elliott-Trudeau de Montréal

3 20

3 3

Côte-de-Liesse autoroute De La Dorval

aven ue O rly

ave nue Dor val

au tor ou te

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Planning issues Montréal – Pierre Elliott Trudeau International Airport is the main gateway to the City from the rest of the world. However, the surrounding area is destructured in many ways: poorly organized roads, a proliferation of huge parking lots, undesirable uses and buildings of poor architectural quality. This area should be transformed to become a prestigious gateway to Montréal. The expansion and reorganization of airport operations will play a strategic role in revitalizing the area’s employment structure by attracting businesses associated with the aeronautical industry and related services. The airport has already initiated the wave of changes described in its Development Plan, beginning with the expansion and reorganization of the passenger terminals. Areas designated for redevelopment are located on either side of Côte-de-Liesse Road (Highway 520). The largest of these is bounded by Highways 20 and 520 and Orly Avenue. The availability of these large spaces and the proximity of major road and rail infrastructure constitute valuable assets. The area surrounding Côte-de-Liesse Road will also be subject to detailed planning (see Section 4.9). Development of the area requires taking traffic and accessibility into consideration. The saturated road network, the high number of accidents, problems of spatial orientation and poor public transportation connections between the airport and Montréal’s Centre constitute a complex set of problems that call for integrated solutions. The Ministère des Transports du Québec (MTQ), in collaboration with the Ville de Montréal, is studying a redesign of the Dorval interchange, including the traffic circle. Because of its architectural quality and heritage value, the airport terminal building warrants special attention in terms of protection and improvement.

Planning guidelines 1

Design a prestigious City gateway by improving the quality of its architecture and landscape as well as the configuration of roads.

Redesign the Dorval interchange and the traffic circle to improve traffic flow and ease spatial orientation while minimizing spillover onto local streets.

Support redevelopment of the employment area bounded by Highways 20 and 520 and Orly Avenue, by taking advantage of the planned reconfiguration of the Dorval Circle and particularly by redesigning certain blocks in order to favour new business activities.

Create a rail shuttle linking the airport with Central Station.

Control the impact of air cargo operations, especially those involving trucking.

Protect and improve the architectural quality of the main airport terminal building.

Develop underused sites, particularly parking lots, by intensifying activities and erecting buildings of high architectural quality, whose density will be in line with the area’s intended role.

Montréal Master Plan November 2004

4.2

4 Detailed Planning Areas

page 218

General goals

CP tracks surroundings

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Consolidate and diversify employment activities and explore the possibility of conversion to residential use in certain locations.

■

Maintain railway operations on the Canadian Pacific tracks while improving accessibility to different parts of the area.

■

Intensify and diversify activities around metro stations.

10 De Castelnau Parc

rent -Lau aint rd S leva bou

est Ou n o l -Ta ean J rue nt umo a e B Acadie nue ave 10

Est ique t o Z tSain rue

Est bien u a e B rue

t mon Rose d r a ev boul

corridor ferroviaire

nis t-De Sain en rue -Juli enri ue H aven

e orn an H V e nu ave

Outremont

erly Wav rc rue e u Pa anc ue D ne-M aven Jean rue

Rosemont

uire Mag e u r

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Planning issues The surroundings of the CP corridor are extremely diverse. Over the past 20 years, industrial activities in the area have declined and some sections of the area have been gradually converted to residential, commercial and institutional uses. In addition to generating nuisances, railroad activities and tracks limit the area’s visibility and accessibility. However, it has high reuse and improvement potential, especially in light of its central location and the ready availability of land and buildings. An eloquent example is the Outremont railyard, which offers excellent potential for reuse as residential space. The entire area is marked by the difficult cohabitation of certain industrial activities and neighbouring residential areas. The area’s loading docks, storage areas and outdoor parking lots, along with a lack of landscaping, reduce visual appeal and constitute permanent irritants. Furthermore, the varied sizes of lots as well as the wide variety of building types and bulks make the redevelopment of the area more complicated. The presence of the railway tracks impedes local trips across this transportation corridor. Not only is it an unfriendly environment for pedestrians and cyclists, its many tunnels and overpasses contribute to the spillover of automobile and heavy vehicle traffic onto certain arteries and local streets. Moreover, the Route verte, which runs along the rail line, stops abruptly in the area when it could be extended all the way to the Rivière des Prairies. Fortunately, the area is served by several metro stations. Their surroundings should be redeveloped as part of a broader exercise to change the vocation of certain parts of the area. The Mont-Royal Borough bus terminal could be moved next to the L’Acadie metro station, where the Plan calls for the intensification and diversification of activities. In addition, the potential development of a light rail transit system for the Parc Avenue corridor would support a change in vocation for this part of the area.

Planning guidelines 1 2 3

4 5

Redevelop the immediate surroundings of the railway corridor with appropriate activites.

8 Redesign public facilities (streets, sidewalks, lighting) in order

Encourage the preservation of old industrial buildings that offer potential for reuse.

9 Reinforce the use of the railway corridor as a bicycle travel

to adequately meet the needs of the various proposed uses. route, notably by completing the Route verte bikeway.

Favour residential construction in certain parts of the area, especially on the site of the Outremont railyard, in continuity with the already built-up area and accompanied by an adequate buffer zone along the railway corridor.

10 Favour, with the use of appropriate regulatory tools, the

Review the street grid and the design of certain parts of the area in light of the planned uses.

11 Study the possibility of relocating the bus terminal from the

Minimize the nuisances generated by railway operations in adjacent living environments by applying appropriate mitigation measures.

Examine the relocation of businesses that cause major nuisances in living environments, especially in cases where mitigation is insufficient.

Develop an accessibility and traffic plan in order to better connect various parts of the area and, in particular, to favour north-south pedestrian travel.

intensification and diversification of activities in the surroundings of the following metro stations: Outremont, L’Acadie, Rosemont, Parc and De Castelnau. centre of Mont-Royal Borough to the vicinity of the L’Acadie metro station. 12 Plan redevelopment of the Parc Avenue corridor while

considering the construction of a light rail transit system.

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4.3

General goals ■

Intensify and diversify activities in the area

Angrignon

■

Improve overall accessibility of the area

■

Improve the area’s general image and allow for a more pedestrian- and cyclistfriendly environment

bou leva rd A ngr igno n

Centre commercial Carrefour Angrignon

an boulevard Newm

Angrignon

parc Angrignon

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Planning issues The Angrignon area is one of the main activity centres in southwest Montréal, thanks to the presence of commercial, industrial and residential activities. However, the abundance of vacant or underused lots coupled with the presence of the park and the metro station give it strong potential for the intensification and diversification of activities. In order to improve public transit service, which currently consists of the metro and the reserved bus lane on Newman Boulevard, the City is considering the creation of a new public transportation corridor from the Angrignon metro station to the LaSalle commuter train station and then towards the Borough of Lachine. The potential addition of this component to the public transportation network calls for more intense urban development. Angrignon Boulevard is one of the area’s primary access routes. However the continued increase in activity and the eventual redevelopment of the Turcot site will likely cause serious traffic problems, particularly at the Angrignon overpass. The Ville de Montréal, in collaboration with the Ministère des Transports du Québec, plans to redesign the Angrignon interchange in order to facilitate access to the area. Despite the presence of the Angrignon metro station, the public and private domain and the setting of buildings all remain automobileoriented. The width of Newman and Angrignon boulevard and the scarcity of vegetation create an environment that is neither pedestrian- nor bicycle-friendly. The area’s commercial buildings open onto parking lots rather than the street, which also serves to discourage pedestrian activity. Angrignon Park, a major green space in the area, is presently cut off by parking lots, the bus terminal and the Angrignon metro station’s terminal facilities. The proximity of this large urban park is nonetheless one of the area’s major assets.

Planning guidelines 1

Develop vacant or underused lots, while giving preference to the construction of indoor parking lots.

Ensure the urban integration of the eventual public transportation corridor from the Angrignon metro station to the LaSalle commuter train station and towards the Borough of Lachine.

Improve automobile access to the area via the Angrignon overpass, keeping in mind the projected redevelopment of the Turcot site.

Improve the image of the area by favouring quality architecture, a better streetscape and well-designed parking areas.

Redesign the public spaces, especially along Newman Boulevard and around Carrefour Angrignon, in order to encourage pedestrian and bicycle traffic.

Increase the accessibility and visibility of Angrignon Park.

Montréal Master Plan November 2004

4.4

4 Detailed Planning Areas

page 222

General goals

Ville-Marie Expressway

Optimize the development of the area in order to restore links between Old Montréal and Faubourg Saint-Laurent

■

Improve the image of the area and allow for a more pedestrian- and cyclist-friendly environment

dré t-An Sain rue

t r Es square Viger ige V nue ave Est ine Champ-de-Mars o t n t-A ain S 3 rue

bert t-Hu Sain rue

i Berr rue

nis t-De Sain rue

lle e-Vi tel-d l’Hô

ion Bull

ie Mar llei V te rou auto

et guin San rue

e ue D aven

De rue ique min t-Do Sain rue rent -Lau aint rd S leva bou

bain t-Ur Sain rue Place-d’Armes

■

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Planning issues The Ville-Marie Expressway, built in the 1970’s to provide fast and efficient access to Montréal’s Centre, cuts across a very strategic area bounded by the Quartier international, the Old Montréal historic district, Faubourg Saint-Laurent and Faubourg Québec. The entrenched segment of the Expressway creates a major break in the urban fabric and in a number of north-south streets between Saint-Urbain and Sanguinet streets. In this context, the development of the Quartier international, which has led to improvements in one of Centre’s most destructured areas, provides an eloquent example of the benefits of building above the Expressway. Viger Square allows for a certain continuity of the urban fabric, but its inward-looking layout often makes it appear unsafe. In addition, the fact that it is adjacent to Viger Avenue and Saint-Antoine Street, which function as service roads with heavy traffic, makes access difficult and reduces its appeal. As a result, this area presents a relatively unfriendly environment containing more than six hectares of vacant lots, whose development is vital for the image and cohesiveness of the Centre. In this environment, pedestrians are often forced to walk in uncomfortable conditions: the unattractive tunnel that connects the Champ-de-Mars metro station to Saint-Antoine Street East is a good example. The two-way bicycle lane on the western sidewalk of Berri Street further adds to the discomfort.

Planning guidelines 1

Cover the Ville-Marie Expressway between Saint-Urbain and Sanguinet streets and develop the covered area and the adjacent sites.

Reconfigure Viger Avenue and Saint-Antoine Street in order to increase pedestrian comfort (streetscape, public facilities, safety).

Restore the continuity of certain north-south streets between Viger Avenue and Saint-Antoine Street.

Eliminate the pedestrian tunnel between the Champ-de-Mars metro station and Saint-Antoine Street.

Maintain enhancement activities in the Quartier international, the Cité administrative, Faubourg Saint-Laurent and Faubourg Québec.

Redesign the Berri Street bike path in order to make it safer for users.

Redesign Viger Square in order to improve its relationship with the surrounding area and to increase its visibility from adjacent streets.

Montréal Master Plan November 2004

4.5 Crémazie Boulevard

4 Detailed Planning Areas

page 224

General goals ■

Mitigate the nuisances generated by the Métropolitaine Expressway and Crémazie Boulevard to improve the quality of life in neighbouring living environments

■

Intensify and diversify employment activities

■

Improve the area’s image and allow for a more pedestrian- and cyclist-friendly environment

Planning issues Crémazie Boulevard functions mainly as a service road for the Métropolitaine Expressway. The imposing structure of the Expressway divides the areas south and north of the boulevard. Still, the quality of the adjacent living environments does not seem to have been affected since the Expressway’s construction a half-century ago. However, it is essential to protect these areas and to mitigate the noise nuisances associated with heavy traffic. The Ministère des Transports du Québec, in collaboration with the Ville de Montréal, will repair and optimize the Métropolitaine Expressway, to permit a better integration of the roadway with its environment. Certain sections of Crémazie Boulevard are well suited for the intensification and diversification of employment activities. A notable example is the intersection of Crémazie and Saint-Laurent boulevards, where the existing building density and uses fail to take full advantage of their location within walking distance of the Crémazie metro station. The design of the public realm in the area is clearly automobile-oriented. The ambient noise, narrow sidewalks and scant vegetation make the area unpleasant for pedestrians, cyclists or public transportation users. The Expressway’s height and bulk are overwhelming and the continuous north-south streets would benefit from clearer identification. Spaces below the Expressway structure are poorly-lit and underused, making them unwelcoming for pedestrians and cyclists.

Sauvé

boulevard Crémazie Est Crémazie

rd va ule bo nt ure -La int Sa

ute oro t u a

ine lita o p tro Mé

Montréal Master Plan November 2004

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Planning guidelines 1

Maintain established residential areas, particularly by limiting building density and height.

Reduce the nuisances generated in residential areas by the Métropolitaine Expressway and Crémazie Boulevard.

Favour business activities on sites that are appropriate for intensification by ensuring sufficient building bulk.

Improve public spaces in order to meet the needs of pedestrians and cyclists, by taking such actions as planting trees, widening sidewalks, installing street furniture and eliminating billboards.

Assess possible uses of the space under the Expressway structure.

X ie-I rd P leva bou

autoroute Métropolitaine

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4.6

General goals ■

Improve the quality of Pie-IX Boulevard as a City gateway

Pie-IX Boulevard

■

Improve the quality of residential living environments

■

Intensify and diversify activities on underused sites

■

Make the boulevard more pedestrian- and cyclist-friendly

■

Improve public transportation service

Est ssa a r u i-Bo enr H d r leva bou

t Gouin Es boulevard

boulevard Pie-IX

rue Monselet

rue Forest

N uC ée d r r e f voie

rd leva bou

s irie -Pra s e nd Gra Des

Montréal Master Plan November 2004

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Planning issues Pie-IX Boulevard is a major gateway to the City, connecting Montréal to Laval and the North Shore. The heavy traffic and high speeds on this artery have a substantial impact on the adjacent areas. The construction of a bridge in the Highway 25 corridor could help to reduce through traffic on Pie-IX Boulevard. The boulevard is bordered by commercial and residential areas that are largely underused and poorly integrated with regards to the scale of the roadway. North of Monselet Street, two- and three-storey residential buildings face the boulevard directly, with very little setback. To the south, the presence of huge off-street parking lots, architectural discontinuity, lack of trees and poorly designed public spaces give this City gateway a poor image. In addition to optimizing land use, the intensification and diversification of activities along Pie-IX Boulevard would improve the streetscape of this major transportation corridor. The boulevard’s current design is inappropriate and sometimes dangerous for pedestrians and cyclists. The interchange with HenriBourassa Boulevard East confirms the dominance of automobile traffic and occupies a site with substantial potential for mediumdensity construction. Public transportation service on Pie-IX Boulevard should also be increased, due to the high population density in the area and lack of rapid links to the other parts of the City. In addition to the potential creation of a commuter train station, the Société de transport de Montréal has identified Pie-IX Boulevard as a transport corridor with potential for an intermediate capacity mode such as articulated bus service, a modern tramway or a light rail system. Bordering the north end of the area, Gouin Boulevard is a segment of Montréal’s waterside roadway. Its most characteristic elements deserve to be enhanced, including heritage buildings and the many vistas of Rivière des Prairies.

Planning guidelines 1

Improve the quality of life in the residential areas bordering Pie-IX Boulevard, by reducing the nuisances caused by fast and heavy traffic and by industrial activities situated between Forest Street and Grandes Prairies Boulevard.

Increase the density of construction in the residential area between Monselet Street and Henri-Bourassa Boulevard East.

Favour intensification and diversification of activities south of Monselet Street.

Control the addition of new buildings on Pie-IX Boulevard and ensure quality architecture.

Improve the design quality of the public spaces along Pie-IX Boulevard, particularly by favouring tree planting, the construction of retail buildings close to the street and the installation of quality street furniture at appropriate locations.

Regulate commercial signage and the installation of billboards in order to limit their visual impact on Pie-IX Boulevard.

Make the Pie-IX/Henri-Bourassa intersection safer and more welcoming to pedestrians.

Confirm Pie-IX Boulevard as a key public transit axis and study the possibility of constructing an intermediate-capacity transportation system on it.

Protect and enhance elements of the waterside roadway.

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4.7

General goals ■

Develop vacant or underused lots for residential and employment purposes

Bourget / Forget

■

Improve the area’s accessibility for freight transportation as well as for motorists, public transportation users, pedestrians and cyclists

rassa Est Henri-Bou boulevard

tr No rue

t Es me a e-D

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Planning issues This area, located on the boundaries of the boroughs of Anjou, Mercier – HochelagaMaisonneuve and Rivière-des-Prairies – Pointe-aux-Trembles – Montréal-Est, is characterized by huge vacant lots that are intended primarily for industrial use. These cover some 180 hectares, excluding the site of the still-operational Lafarge quarry. Considering the previous uses of this land, contamination risks may constrain the development of certain portions. Furthermore, the compatibility of the site’s use with the neighbouring living environment must be ensured. The area’s development will require improving its north-south connections. In this regard, the extension of Rodolphe-Forget Boulevard between Henri-Bourassa Boulevard East and Notre-Dame Street East, including the redesign of its interchange with Highway 40, would improve the accessibility of the area for passengers and freight. Studies determining the precise route of the extension have yet to be completed. Public transportation service in the area is presently limited by low-density land uses and the discontinuity of the road network. In this respect, the City is considering creating an east-west public transportation corridor, linking the projected metro station at the corner of Galeries d’Anjou Boulevard and Bélanger Street with the future Bourget Avenue. A north-south public transportation corridor running along Rodolphe-Forget Boulevard, which would strengthen the network and improve service in East End Montréal, is also under consideration. The nature park between the Anjou Golf Course and Henri-Bourassa Boulevard East presents substantial potential for the enhancement of the natural environment. Presently closed to the public, it could eventually be used for a wide range of activities.

Planning guidelines 1

Consolidate residential development in the southwestern section of the area with appropriate mitigation measures.

Plan preferential measures for public transportation as well as street design that ensures the safety of cyclists and pedestrians.

Ensure more intensive land occupancy and uses that are compatible with the adjacent residential area.

Improve the accessibility of the lots to be developed between Notre-Dame Street East and Henri-Bourassa Boulevard East through adequate infrastructure, while limiting through traffic in existing and proposed living environments.

Open the Anjou nature park for public use and a wide range of activities: ensure the accessibility of the park, especially to cyclists and public transit users.

Montréal Master Plan November 2004

4.8 Lachine Canal

4 Detailed Planning Areas

page 230

The Lachine Canal is of major strategic importance to Montréal’s urban development due to its structuring effect, its undeniable potential as a recreational and tourism site and its special industrial heritage. The continued involvement of the federal government and the Québec government’s support are essential in order to ensure appropriate improvement of the area. The design and implementation of interventions must be completed in cooperation with the numerous stakeholders involved, including partners in the private and community sectors as well as residents. The development potential at the eastern and western ends of the Canal will require specific planning for Griffintown (4.8.1) and East Lachine (4.8.2).

General goals ■

Make the Lachine Canal and its surroundings a place of superior quality by intensifying and diversifying activities and reinforcing the overall character

■

Improve the area’s accessibility, specifically between the Canal and its adjacent sites

■

Improve the quality of the adjacent living environments

■

Reinforce the area’s recreational and tourism vocation and protect its built and archaeological heritage

falaise Saint-Jacques

autoroute 20 po nt CP -Ro ck fie ld

Lachine Est

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Planning issues Cradle of Canadian industrialization, the Lachine Canal connects the Old Port with Lac Saint-Louis. Inaugurated in 1825, it contributed greatly to the industrial development of the southwestern part of the City, where a number of working-class neighbourhoods grew. After the Canal was closed in 1970, extensive work was done to improve the area. In 1978, Parks Canada designated the Lachine Canal a National Historic Site and proceeded with the creation of a linear park along its banks. Between 1997 and 2002, more than 100 million dollars were invested by the federal government and the City. As a result each of the Canal’s locks was restored, the Peel Basin was rebuilt, new bridges were built, new paths have been laid out and many new green spaces and public spaces were designed. In 2002, the Canal reopened to pleasure boating. The private sector has also invested in the area. A growing number of new economy firms are moving into the area and several residential projects have been completed. However, an in-depth review in conjunction with the numerous stakeholders is required in order to continue the enhancement of an area deeply rooted in Montréal’s identity. Numerous lots and buildings located along or near the canal remain vacant or underused. In the area east of Highway 15 and in East Lachine a high vacancy rate in industrial buildings points to an excellent opportunity for conversion to mixed-use development. The Canada Post site, occupying almost 500 metres of Canal frontage near the Saint-Gabriel locks, is an example of this potential. The area also contains vacant lots with economic potential, most located between the CP-Rockfield bridge and Highway 15. Many of these lots will require susbstantial rehabilitation efforts for which the support of the federal and Québec governments will be essential.

bassin Peel échangeur Turcot

aut oro ute secteur Cabot 15

Montréal Master Plan November 2004

4.8 Lachine Canal (continued)

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As part of Montréal’s waterside roadway, the Lachine Canal will require interventions to reinforce the coherence of its urban landscape and architecture while respecting the diversity of the adjacent areas. Work is also needed to improve views of and access to the water. The railway and expressway corridors that run parallel to the Canal impede access to certain sites, especially north of Highway 20. Encouraging the development of these sites will require improving their accessibility. The redesign of the Turcot interchange by the Ministère des Transports du Québec will be an opportunity to conduct a wider study of nearby infrastructure. While several residential projects have been built in the area, an integrated approach, developed in cooperation with different stakeholders, is desirable in order to improve living conditions for residents. Actions are also required to reduce nuisances, generated primarily by industrial activities, the expressway and rail networks. Important work remains to complete the enhancement of the Lachine Canal and its surroundings and the reinforcement of its vocation as a recreational and tourism attraction. Interventions will also be necessary in order to ensure that the various users of the Lachine Canal recreational path (pedestrians, cyclists, etc.) can share it safely and harmoniously. Finally, the Lachine Canal and its surroundings are sites of great built and archaeological heritage value. The preservation of the numerous industrial buildings and engineering works found there, such as the LaSalle-Coke crane, is essential to the area’s enhancement.

falaise Saint-Jacques

autoroute 20 po nt CP -Ro ck fie ld

Lachine Est

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Planning guidelines 1

Favour the conversion to mixed uses (including housing, offices and retail stores) of the vacant or underused sites in certain parts of the area, for example in the East Lachine Detailed Planning Area and east of Highway 15.

Undertake intensive and integrated action in living environments to be revitalized, particularly by improving the quality of housing and the interface between heavy industry and the expressway network.

Encourage the maintenance and consolidation of economic activity in certain parts of the area, especially the Cabot district and between the CP-Rockfield railway bridge and Highway 15.

Evaluate the relocation of certain enterprises that are incompatible with their surroundings.

In partnership with Parks Canada, complete the improvement of the Lachine Canal (parks, public spaces, pedestrian trails and bikeways), while giving special attention to public access to the Canal and the enhancement of the basins.

Support the rehabilitation of contaminated sites in order to allow their development.

Respect the character of the built environment that is representative of each part of the area, by favouring quality architecture and urban design that is adapted to its environment.

Improve access to isolated sites and reinforce links between the neighbourhoods located on either side of the Canal.

Consider developing a public transportation link along the Canal between the Old Port and the Borough of Lachine.

10 Design the public realm along the Canal in order to facilitate

pedestrian, bicycle, public transportation and automobile travel. 11 Foster the preservation of buildings and equipment of heritage

value and take the archaeological potential of the area into account when carrying out excavation work to ensure the preservation or documentation of archaeological finds.

bassin Peel ĂŠchangeur Turcot

aut oro secteur Cabot ute 15

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4.8.1

General goals ■

Preserve the character and scale associated with the area’s industrial past

Griffintown

■

Intensify and diversify the area’s activities by fostering the cohabitation of economic and residential activities

■

Reinforce recreational and tourism uses in the Peel Basin area as well as the nautical vocation of the Lachine Canal, by taking advantage of the proximity of Old Montréal, the Old Port and the Central Business District

rue

canal de Lachine

n gto llin e W

bassin Peel

auto rout e Bo nave ntur e

l Pee rue

e gn ta on aM eL eD ru

st Oue e m a re-D Not e u r

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Planning issues Griffintown has been an industrial area since the 19th century. At its peak, it was home to factories, metal workshops, breweries, printing plants, shipping companies and other industries. Its industrial decline began in the first half of the 20th century and was hastened by the complete closure of the Lachine Canal in 1970. This decline spurred the loss of a large number of jobs and the demolition of many buildings. As a result, the area now has high development potential, especially since many industrial buildings of heritage interest have been spared from demolition. Each part of the area has its own character and scale, making revitalization all the more interesting. However, the process must contend with heavy vehicle traffic and industries that generate nuisances, such as noise, pollutants emissions, dust and vibrations. Over the past 20 years or so, a number of areas adjacent to Griffintown have undergone transformation. The revitalization of Petite Bourgogne along with the enhancement of the Stelco lands, the area around the Seigneurs locks and the Cité Multimédia all serve to increase Griffintown’s potential. In addition, the establishment of the École de technologie supérieure, along with its student residences, is helping to revive the area by bringing residents and workers. Griffintown could benefit from a more formal connection to the Central Business District. In this regard, Peel Street, connected to De La Commune Street, is the preferred corridor, despite its lack of streetscape design and retail continuity. The redevelopment of the area along the Lachine Canal and its opening to pleasure craft also favour a rise in recreational and tourist activities south of Wellington Street. However, the combined presence of the elevated portion of the Bonaventure Expressway and the railway bridge is a major barrier between Griffintown on one side and the Cité Multimédia and Old Montréal on the other, not to mention the major visual impact that this has on the Peel Basin area.

Planning guidelines 1

Preserve and enhance buildings of heritage value.

Maintain the character of the built environment in each part of Griffintown, by favouring appropriate design and architectural vocabulary.

Facilitate the development of recreational and tourism facilities between Wellington Street and the Lachine Canal.

Improve Peel Street’s design in order to facilitate movement, especially on foot, between the Central Business District, the Lachine Canal and the Old Port.

Study the possibility of establishing a public transportation service, such as a modern tramway, light rail system or shuttle bus, connecting the Quartier des spectacles, the Old Port, Jean-Drapeau Park and Mount Royal.

Relocate the Bonaventure Expressway corridor, converted to a ground-level urban boulevard, in order to free up the waterfront and improve access to the adjacent sites.

4 5

Favour housing construction where appropriate, particularly east of De La Montagne Street and on the site now occupied by Canada Post and ensure the harmonious coexistence of residential development with economic activities. Maintain institutional and economic activities on Peel and Notre-Dame streets and west of De La Montagne Street. Evaluate the relocation of certain enterprises that are incompatible with residential uses.

Montréal Master Plan November 2004

4 Detailed Planning Areas

4.8.2

General goals ■

Optimize development of the area

East Lachine

■

Mitigate nuisances that are likely to affect the quality of the environment

■

Improve overall accessibility

■

Enhance the waterside roadway and industrial heritage elements

page 236

rue Victo ria rue No tre -Da me

Sa int -Jo sep h

chem Du M in usée

bo ule var d

7 7 canal de Lachine

Montréal Master Plan November 2004

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Planning issues Following a long period of intense industrial activity, the East Lachine area is in serious decline. Some companies have shut down, while others have dramatically cut back their operations, so that the area now offers major potential for urban redevelopment. The redevelopment of a few dozen hectares of land whose uses are to be determined should benefit from the presence of the Lachine Canal, Notre-Dame Street, Old Lachine and the expressway network. The rehabilitation of contaminated sites will probably be one of the biggest challenges in redeveloping the area. Studies are required in order to determine the nature of the contamination and the extent of the work required. It is very likely that special funding will be required for this purpose. The nearby expressway and rail networks make this area easily accessible. However, these very structures also isolate the area. The redevelopment of the area is an opportunity to break this isolation by extending Victoria Street eastward and creating openings to the Lachine Canal. Moreover, a detailed study will be necessary to mitigate the congestion problem at the intersection of Musée Road, Saint-Joseph Boulevard and Sixth Avenue. The area is also characterized by the junction, at the end of the Lachine Canal, of sections of the waterside roadway that run along the river and the Canal’s south bank. This junction should be reconfigured while completing the bikeway network on the north bank of the Canal. Finally, action is needed to enhance the area’s industrial heritage, composed of an array of different buildings and engineering works.

Planning guidelines 1

Develop the area in part for employment purposes and create a new medium-density residential environment along the Lachine Canal.

Define a new vocation for Saint-Joseph Boulevard compatible with the projected character of the area.

Enhance the railway right-of-way on Victoria Street and consider connecting the Canal bikeway to that on De Maisonneuve Boulevard.

Study the possibility of extending Victoria Street eastward.

Integrate the projected street grid with the existing urban form.

Improve traffic flow along Musée Road.

Study the possibility of establishing a public transportation service, such as a modern tramway, light rail system or shuttle bus, running along the Canal from the Old Port to Lachine.

Complete the waterside roadway and bikeway network on either side of the Lachine Canal.

Enhance the area’s industrial heritage.

Montréal Master Plan November 2004

4.9 Côte-de-Liesse Road

4 Detailed Planning Areas

page 238

General goals ■

Improve access to the various parts of the area, by reviewing the role of Côte-deLiesse Road

■

Optimize development in the area, by taking advantage of the proximity of Montréal – Pierre Elliott Trudeau International Airport and of Highways 13, 20 and 40

■

Improve the image of the Côte-de-Liesse Road corridor in accordance with the role of the airport as the main gateway to Montréal

Planning issues The Côte-de-Liesse Expressway serves both as a major access route to Montréal – Pierre Elliott Trudeau International Airport and as a link between Highways 20 and 40. It is bordered by industrial and retail areas that support numerous jobs. Businesses benefit from the expressway network, which enhances their visibility and facilitates freight and passenger transportation. This link between Highways 20 and 40 is not as functional as it should be, however. The problems are located at its junctions with the Décarie interchange and the Dorval Circle, where the present configuration of lanes is complex and impedes traffic flow. Local traffic is also a problem, as the Expressway constitutes a barrier between the employment zones on its two sides. Sites are therefore isolated between the Expressway and the airport on the north or between the Expressway and the railway tracks on the south. In addition, the limited number of entrances and exits along the Côte-de-Liesse Expressway further complicates access routes. The solution to these problems depends largely on decisions by the Ministère des Transports du Québec, which is responsible for this transportation corridor. Up to the end of 2001, planning for the area along the Expressway came under four different municipalities, which did not necessarily share the same goals. This resulted in the absence of a design and development strategy for the area. However, it should be noted that this corridor has a heavy concentration of industrial and commercial firms that are active in fields that complement airport operations, a tendency that may be reflected in a development strategy.

Aéroport international Pierre-Elliott-Trudeau de Montréal

sse -de-Lie a Côte L e D chemin ute et autoro ute autoro

55 e Aven ue

autoroute 20

Montréal Master Plan November 2004

4 Detailed Planning Areas

page 239

Furthermore, several sites are currently used below their potential: parking lots are huge and outdoor storage is a widespread practice. Buildings are frequently low-slung and have reduced lot coverage. The resulting strong impression of a destructured built form is accentuated by huge billboards and the lack of tree lines or vegetation. These factors, combined with the poor architectural quality of the buildings and the presence of the Expressway and overhead telephone and power lines, convey a substandard image for a City gateway.

Planning guidelines 1

Consider converting the Côte-de-Liesse Expressway and its service roads into an urban boulevard in order to improve access to the various parts of the area, to provide adequate public transportation, to facilitate bicycle and pedestrian travel and to improve the area’s image. Review the configuration of the junctions of Côte-de-Liesse Road with 55th Avenue, Highway 13, Montée de Liesse, the Décarie interchange and the Dorval Circle. Improve road signage in order to facilitate travel within the area.

h vendis ard Ca boulev

iesse e De L monté

Encourage retail and industrial enterprises to move into the area, including those whose activities complement airport operations.

Require quality architecture and landscaping for every project and harmonize the regulations regarding authorized uses to give the corridor a coherent appearance.

Improve the streetscape by reducing setbacks, favouring the construction of larger buildings and designing betterlandscaped and better-integrated parking lots.

ute 40 autoro

Montréal Master Plan November 2004

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page 240

4.10

General goals ■

Develop vacant lots

Central Business District

■

Increase residential development

■

Improve the design quality of public spaces and main thoroughfares

Saint-Laurent Place-des-Arts

est e Ou v u e nn aiso De M d r McGill eva boul square Phillips

Peel

uest ine O r e h at te-C Sain e u r square Dorchester

est e Ou u q s e -Lév René d r a ev boul

Lucien-L’Allier

Square-Victoria

l Hal ereav u-B e-d Côt

ty ersi Univ Rue Bonaventure

Place-d’Armes

7 Gill Mc rue

l Pee Rue

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Planning issues The heart of Montréal’s economy, the Central Business District’s bustle and buildings make it an exceptional place. The Central Business District reflects Montréal’s vitality and contributes to its renown by providing a generally attractive, friendly and safe environment. Numerous vacant lots dot the Central Business District, accounting for approximately 20 of its 177 hectares. The heavy concentration of vacant lots in the southwest section is mainly due to the Ville-Marie Expressway’s access ramps and the rail infrastructure that both contribute to the area’s destructured character. Development of this vacant land would consolidate the built environment, make the streets livelier and improve the urban environment. Residential activities currently play a marginal role in the Central Business District. Their development is desirable in order to revitalize sections that are less suitable for retail or office space, including Paper Hill north of the Quartier international and the Chaboillez area. An influx of new residents would also help to consolidate the retail activity along Sainte-Catherine Street, which varies considerably among its different segments. Some large public spaces in the Central Business District are in need of a facelift, notably Dorchester and Phillips Squares. Several important thoroughfares and their surroundings (McGill Street / Beaver Hall Hill, Peel and University streets, René-Lévesque and De Maisonneuve boulevards) should be carefully redesigned so that they project an image that is in keeping with the role of the Central Business District. The comfort and security of pedestrians and cyclists is of particular concern in the Central Business District. In this sense, any redesign of the public realm should increase the amount of space for pedestrians and encourage the use of bicycles.

Planning guidelines 1

Support the development of vacant lots through appropriate measures, such as a rigorous application of parking regulations, the development of new standards in parking lot design, or the acquisition and assembly of lots.

Support development of residential activities in the Paper Hill and Chaboillez areas.

Improve certain main thoroughfares and large public spaces and their surroundings.

Create new bikeway links and increase the number of secure bicycle parking areas.

Prioritize the needs and comfort of pedestrians when redesigning the public realm.

Install bicycle parking areas in appropriate locations.

Study different scenarios for the redesign of the southwestern section of the Central Business District.

Montréal Master Plan November 2004

4.11 Olympic Complex and Village

4 Detailed Planning Areas

page 242

General goals ■

Intensify and diversify activities in the area, particularly in terms of recreation and tourism, while ensuring their integration into the surrounding urban fabric and landscape

■

Improve the overall image of the area and allow for a more pedestrian- and cyclistfriendly environment.

■

Protect and enhance the built and landscape heritage elements of the area

Village olympique parc Maisonneuve

Jardin botanique u Via rue Viau

Stade olympique

ard lev bou

nue ave

-IX Pie Pie-IX

in ert oub C -De rre Pie

Montréal Master Plan November 2004

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Planning issues Designed as an architectural ensemble devoted to sports, the Olympic Complex forms an important recreational and tourist destination in the City together with the Botanical Garden and Maisonneuve Park. Its unique architecture and heritage value, wellknown to Montrealers, give it international renown. The numerous views of the Olympic Stadium and Village from different points in the City also contribute to their importance. The uses of the Olympic Complex have evolved in recent years, as the demand for professional sports facilities has declined. Thus, the former Velodrome was converted into the Biodome in 1992 and a movie theatre opened at the site in 2000. The Stadium tower has also been refitted to create office space. However, consideration must still be given to improving the other underused parts of the planning area, such as the 4,719 parking spaces of the Olympic Complex. This should be carried out while respecting the landscapes of the Botanical Garden and Maisonneuve Park, which require interventions to add new wooded areas. The surroundings of the Olympic Village also offer strong potential for residential development. However, the monumentality of the pyramids, the visual clearance between the buildings and the adjacent golf course and the presence of woods (a grove of red oaks, rare in Montréal) are all features well worth preserving. The Olympic Complex, meant to accommodate tens of thousands of people, includes large, empty grass and concrete spaces. These are located near metro stations and require enhancement in order to increase activity in the area and to make the Complex safer, more attractive and more welcoming. The accessibility of the Olympic Complex must be reviewed, as there are no clearly defined access routes to the centre of the site for vehicles or pedestrians. Intervention is also required for the interface between the Complex and adjacent environments. The heavy road traffic and design of the streets around the site undermine the safety of pedestrians and cyclists. The lack of diversified activities on these arteries reduces pedestrian activity and affects the image of the Olympic Complex. The detailed planning effort must take into account the need to improve the links between the Botanical Garden, Maisonneuve Park, the adjacent living environments and the Olympic Complex. It is also important that modern heritage, such as the Stadium and the Olympic Village, be preserved and enhanced.

Planning guidelines 1

Consolidate the area’s recreational and tourism vocation with complementary activities.

Redesign Pie-IX Boulevard, Pierre-De Coubertin Avenue and Viau Street in order to make them safer and more pleasant.

Evaluate the possibility of diversifying uses and enhancing underused sites, such as the large concrete and grass areas and the Stadium itself.

Favour projects aimed at improving the site’s integration into the surrounding urban environment, particularly by planning for buildings of appropriate bulk and architecture.

Increase reforestation efforts in certain areas of Maisonneuve Park.

Control development of the area around the Olympic Village, by favouring architecture that is compatible with the scale and character of the existing buildings, while preserving the woods and visual clearance between the golf course and the pyramids.

Improve pedestrian and bicycle links between the Olympic Complex, the Botanical Garden, Maisonneuve Park and the surrounding areas.

Make the area safer, more attractive and more comfortable for pedestrians and cyclists, particularly by developing quality public spaces and designing appropriate landscapes. Highlight the main entrances to the Olympic Complex.

10 Protect and improve the heritage, natural and landscape

features of the Olympic Complex and Village, the Botanical Garden and Maisonneuve Park. 11 Protect and enhance certain views of the Olympic Stadium

and Village.

Montréal Master Plan November 2004

Louis-H.-La Fontaine Corridor

page 244

General goals ■

Improve road access and public transportation service to Montréal’s East End while reducing through traffic in living environments

■

Protect and enhance the natural environments of the Coulée verte du ruisseau De Montigny ecoterritory as well as the components of the waterside roadway

■

Develop underused sites

île Rochon

rivière des Prairies île Boutin

île Lapierre

boulevard Gouin Est

Perras boulevard

7 boulevard Louis-H.-La Fontaine

4 boulevard Maurice-Duplessis

6 3

ruis sea uD eM ont ign y

4.12

4 Detailed Planning Areas

t ssa Es Boura ir n e vard H boule

Montréal Master Plan November 2004

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Planning issues Accessibility and transit service in the eastern part of Montréal reqire improvement through the addition of new travel links incorporating preferential measures for public transportation. Numerous possibilities are to be considered, including the extension of Rodolphe-Forget Boulevard (see Section 4.7). This planning area comprises the Louis-H.-La Fontaine Boulevard corridor north of Henri-Bourassa Boulevard East. The Ministère des Transports du Québec (MTQ) is currently reviewing a scenario for completing Highway 25 to Laval, which would include the construction of a bridge across Rivière des Prairies and a public transportation corridor under a public-private partnership agreement. The Ville de Montréal is waiting for the conclusion of these studies before taking a position on the project. Upon reviewing these studies, the Ville de Montréal expects that the findings justifying this project must include, among other elements: improved service to employment areas with development potential, improved accessibility to the east end of the Island, the integration of appropriate facilities for public transportation and cycling and a reduction in through traffic, especially in terms of trucks, along HenriBourassa and Pie-IX boulevards. Other interventions may also be considered, including an urban boulevard in the Louis-H.-La Fontaine corridor including the construction of a toll bridge with a capacity similar to the Lachapelle and Ahuntsic bridges. This intervention would integrate a public transportation corridor and a bikeway link, as well as a park-and-ride upstream from the congestion. Regardless of the solution chosen, any road construction project must respect the character of the area, especially the natural environments of the ecoterritory and waterside roadway, while supporting the development of the adjacent land. Enhancement of the Coulée verte du ruisseau De Montigny ecoterritory is already underway and a multipurpose trail is currently being built along the stream. This path will connect to the Gouin Boulevard East bikeway and eventually to that in the Borough of Anjou. In light of their great biodiversity, Rochon, Boutin, Lapierre and Gagné islands must also be protected. Gouin Boulevard East is part of the waterside roadway. The Plan calls for enhancing its heritage and landscape components: views of Rivière des Prairies, heritage features and areas of rural character. Marie-Victorin Cégep and Rivière-des-Prairies Hospital may have surplus land as a result of a partial reallocation or reorganization of activities on their respective sites. Development of these areas must take into account the presence of the stream and the final route of the road project. Depending on the road project chosen, unused portions of the right-of-way owned by the MTQ could also be used for development purposes, while taking into consideration the presence of the power transmission line.

Planning guidelines 1

Study a potential intervention in the road network that will meet passenger and freight transportation needs and respect the character of the area.

Limit the impact of the potential road on features of the waterside roadway: views of Rivière des Prairies, heritage and scenic sites.

Implement preferential measures for public transportation while ensuring that nuisances in residential areas created by traffic in this corridor are kept to a minimum.

Protect and enhance a viable ecoterritory in the area around the De Montigny stream, particularly by developing a buffer zone along the woods and stream, by creating a linear park and by selecting a corridor for the potential road link that preserves the natural environments and islands.

Assess the development potential of institutional sites in the event of the partial reallocation or reorganization of activities, by planning for uses that are compatible with the existing functions and the projected road link.

Plan an appropriate use for the unused portions of the MTQ right-of-way.

Take the presence of the power transmission line into account when improving the ecoterritory.

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page 246

4.13

General goals ■

Intensify and diversify activity in the area

Décarie / Cavendish / Jean-Talon West

■

Improve road access and public transportation to the various parts of the area

■

Improve the image of the main thoroughfares and allow for a more pedestrianand cyclist-friendly environment.

■

Mitigate environmental nuisances

chemin De La Cô te-de-Liesse De La Savane

An do ve r

t moun Royal e u n ave

rue De La

Sav ane

av en ue

ndish rd Cave bouleva

aut oro ute 40

est n Ou o l a T eanrue J

Cité scientifique

Namur

rie éca rd D leva bou

dish Caven vard boule

t te e rou auto

Hippodrome

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Planning issues This economic area, served by the Namur and De La Savane metro stations, is underused and characterized by a destructured urban fabric, varied site coverage and building bulk, disparate urban functions and numerous parking lots. The areas around the metro stations, Jean-Talon Street West and Décarie Boulevard, as well as the Hippodrome site and its retail area, offer substantial potential for redevelopment and an intensification of employment activities. Certain sites, just west of the train tracks and belonging to Canadian Pacific, also have potential for residential and economic activities. However, development of the section west of Décarie Boulevard is problematic. The railway infrastructure, the expressway corridors and the discontinuity of the road network, particularly Cavendish Boulevard, limit access to many parts of the area. The Cité scientifique, the Borough of Mont-Royal’s industrial park, the Hippodrome site and the residential area of the Borough of Côte-Saint-Luc – Hampstead – Montréal-Ouest along Cavendish Boulevard are not easily accessible. In addition, the City will have to provide sufficient water and sewer infrastructure to enable construction on the Hippodrome and Cité scientifique sites. As part of the proposals regarding the commuter train network, the City calls for a new station near the Namur metro station, which would facilitate intermodal connections. The area also experiences environmental nuisances generated by heavy traffic on the Décarie Expressway. Retail stores, businesses, the snow disposal site and other urban activities generate substantial movements of workers, customers and freight that generate automobile and truck traffic. Thus, the area is not pedestrian- or cyclist-friendly. The poor organization of public space, along with architectural and urban integration problems along the main thoroughfares, contribute to a negative image.

Planning guidelines 1

Support, by means of appropriate regulatory tools, the intensification and diversification of activities in the areas surrounding the metro stations, the new commuter rail station, Jean-Talon Street West and Décarie Boulevard.

Improve access to the area by building new road links especially in the Cavendish Boulevard corridor and incorporating appropriate facilities for public transportation, bicycle and pedestrian travel.

Plan for a new vocation for the Hippodrome site, favouring the diversification and intensification of activities and, where applicable, make improvements to the activity patterns on the land occupied by stores and the Namur park-and-ride.

Improve the urban landscape along the area’s main thoroughfares, including Décarie Expressway, Jean-Talon Street West, Royalmount/De La Savane Avenue and Côtede-Liesse Road, with high-quality design and architecture.

Limit the number of parking spaces in new non-residential construction projects near metro stations.

Favour the expansion and development of the Cité scientifique

Mitigate noise from the Décarie Expressway through appropriate means such as noise-absorbing screens on the Expressway’s walls.

Plan for new residential development on the west side of the tracks, with appropriate mitigation measures.

Provide appropriate water and sewage infrastructure, including retention basins if necessary.

10 Mitigate the environmental nuisances generated by the snow

disposal site. 11 Improve the visibility of the Cité scientifique and the area’s

industrial parks through adequate signage. 12 Reconfigure road intersections, improve the safety of

pedestrian links to metro stations and widen the Décarie Expressway overpasses.

Montréal Master Plan November 2004

4.14

4 Detailed Planning Areas

page 248

General goals

Galeries d’Anjou / Jean-Talon East

■

Intensify and diversify activity in the area in order to reinforce its urban character and multifunctional role

■

Improve the area’s image and allow for a more pedestrian- and cyclist-friendly environment

■

Improve public transportation services, especially by extending the metro to Galeries d’Anjou Boulevard

e 40 rout auto

10 ard lev bou jou ’An s-d erie Gal Des

st on E l a T Jean rue

d var ule bo

rue

er ang Bél

r lie ge Lan

Montréal Master Plan November 2004

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Planning issues The area is currently undergoing consolidation, especially in terms of retail and residential activities. Its location at the junction of Highways 25 and 40 makes it highly visible and easily accessible from the rest of the region. As a result, it offers excellent potential for densification and development, especially for mixed-use projects, near the proposed metro stations where the Plan recommends an intensification and diversification of activities. However, some of the area’s features present important development problems, preventing it from reaching its full potential. Its built form lacks structure and coherence as a result of the heterogeneity of building settings and volumes. The power transmission line towering overhead also impedes the enhancement of part of the area. Despite these constraints, the huge lots surrounding the most important shopping area in Montréal’s East End present significant development potential. The abundant outdoor parking lots and the poor quality of landscaping on both public and private spaces certainly do not contribute to the area’s visual appeal. The decidedly automobile-oriented layout of the area creates major barriers to pedestrian movement. In addition, the absence of public or civic facilities keeps the area from playing its full economic and strategic role in East End Montréal. Furthermore, the topography of the area and the presence of major expressways do not facilitate local trips, as evidenced by the frequent congestion on Jean-Talon Street East and Galeries d’Anjou Boulevard. The eventual construction of two new metro stations in the area could exacerbate these problems, especially on Bélanger Street, with an increased number of vehicles and buses converging on the future transit terminal. The area is also not very cyclist-friendly.

Planning guidelines 1

Encourage consolidation of the area by intensifying and diversifying activities near the future metro stations and along Galeries d’Anjou Boulevard and Jean-Talon Street East in order to create a lively, active environment that would include recreational, cultural and hotel activities. Favour the establishment of public and institutional facilities as well as new office buildings to complete the range of services offered in the area and review the list of authorized retail activities in order to avoid uses that are incompatible with the area’s desired vocation.

Continue high-density residential construction in certain parts of the area.

Favour the replacement of outdoor parking lots by underground parking garages as a way to free land for development.

Harmonize the design and architecture of new buildings and encourage quality landscaping.

6 Plan the surroundings of the future metro stations, reduce

available parking and develop the road network to meet future needs. 7 Apply appropriate public space design guidelines to areas with

heavy pedestrian traffic. 8 Review entrances and exits to the various commercial sites. 9 Review and harmonize signage regulations regarding retail

establishments, billboards and expressway access signs. 10 Study the possibility of burying the power transmission line

along Galeries d’Anjou Boulevard in order to maximize construction potential.

Montréal Master Plan November 2004

4.15 Havre de Montréal

4 Detailed Planning Areas

page 250

The Société du Havre de Montréal, created at the initiative of the Ville de Montréal and the Canadian and Québec governments in the wake of the 2002 Summit, is responsible for the preparation of the integrated development scheme for the Havre de Montréal, as well as an implementation and funding strategy. Given the complexity of the issues and the numerous stakeholders, only this type of organization can bring together the main institutional and economic actors to develop a shared vision. Thus, detailed planning for the Havre de Montréal area is very much underway.

General goals ■

■

■ ■

Make the Havre de Montréal a model of urban design and sustainable development, realizing its full potential in terms of recreational, tourism, residential, industrial and port activities Improve the Havre’s image as the major gateway to the Central Business District and give it a prestigious character Restore Montrealers’ access to the St. Lawrence River and its banks by substantially improving the accessibility of the area Protect and enhance the built, natural and archaeological heritage Mitigate environmental nuisances

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Planning issues The Havre de Montréal has witnessed numerous phases of Montréal’s development. The port, railway and industrial environments are now undergoing radical change, resulting in the consolidation or withdrawal of various economic activities. The uncertain future of the Canadian National railyard in Pointe-Saint-Charles illustrates this situation. The Havre’s renaissance over the past 40 years is due to major international recreational, tourism, cultural and sports events, such as the creation of Jean-Drapeau Park and the opening of the Casino, the redevelopment of the Old Port and, more recently, the renewal of Old Montréal as a residential neighbourhood along with the reopening of the Lachine Canal and the emergence of the Cité Multimédia and the Quartier international. This evolution has resulted in the sometimes difficult cohabitation of multiple uses and the availability of many lots for development purposes. The area has a number of undeniable assets. Among them are its exceptional viewscapes and the presence of the St. Lawrence River, which combine to make the Havre de Montréal a place of unequalled prestige. The Old Port opened the first window onto the river, but development of the waterfronts and wharves throughout the area needs to be completed and their accessibility improved in order to achieve more contact with the river and take full advantage of its presence. The location of the Bonaventure Expressway currently prevents any access to the river or its banks. The imposing profile of its elevated section has a major visual impact. The Expressway also creates another restriction: even though it facilitates access to the Central Business District from the South Shore, it does not adequately serve the employment areas along its length. The Expressway is also used by a large number of buses coming from the South Shore via the reserved bus lane on the Champlain Bridge. This lane, which operates in the direction of oncoming traffic, raises safety issues. Poor public transportation in the Havre area is a major impediment to the harmonious development of its functions and an obstacle to optimizing its recreational and tourism facilities. It leads many visitors to drive to the Old Port, Jean-Drapeau Park and the Casino. This traffic causes major nuisances for residents of Old Montréal and the Cité du Havre. In addition, automobile traffic and the presence of large parking lots on the islands are at odds with their vocation as parks. A large part of the area has significant heritage value. The conservation of these heritage elements must be carefully analyzed, however. For instance, the renovation of Grain Elevator No. 5 must be incorporated into the reorganization of the adjoining industrial and port space, even though the size and nature of the structure make this a complicated undertaking. Île Sainte-Hélène and Île Notre-Dame contain sites of military heritage (the fort, tower and cemetery) and major modern heritage dating from Expo 67. The Jacques-Cartier Bridge and the woods on Île Sainte-Hélène also have significant heritage value.

Montréal Master Plan November 2004

4 Detailed Planning Areas

page 252

ier art -C es qu Jac nt po

Centre des affaires Vieux-Montréal

île Sainte-Hélène

Vieux-Port

pont De La Concorde

île Notre-Dame bassin Peel

Cité-du-Havre parc Jean-Drapeau

pont Victoria au to ro ut eB on av en tu re

canal de Lachine

po nt Ch am pla in

Montréal Master Plan November 2004

4.15 Havre de Montréal (continued)

4 Detailed Planning Areas

page 253

On the other hand, certain sections of the area pose serious environmental problems. The land along the Bonaventure Expressway is a former landfill site whose soil is both unstable and contaminated by toxic industrial waste. The lands currently used for industrial, railway and port purposes may also be contaminated. In summary, various stakeholders with different interests are transforming the area. In order to ensure its harmonious development, new uses and the sequence of their implementation must be determined strategically.

Planning guidelines 1

Foster the development of mixed uses while ensuring their harmonious cohabitation.

Complete the waterside roadway between Verdun and Old Montréal by developing a public waterfront corridor.

Improve the Havre’s image as the main gateway to the Central Business District, through high-quality architecture and landscaping and the eventual decorative lighting of the bridges.

Study the link crossing the Peel Basin of the Lachine Canal (in a tunnel or on a new bridge).

Relocate the Bonaventure Expressway corridor, converted to a ground-level urban boulevard, in order to free up the waterfront and improve access to the adjacent area.

Serve South Shore residents by developing public transportation modes such as the LRT currently considered by the AMT, an additional commuter train line across the Victoria Bridge or a reserved peak-direction bus lane on the Champlain Bridge.

Promote partnerships between the public and private sectors to ensure heritage preservation and enhancement: industrial heritage (Elevator No. 5, Wellington Basin, Lachine Canal), military heritage (the fort, tower and cemetery), modern heritage (Expo 67) and natural heritage (the woods on Île Sainte-Hélène).

Rehabilitate contaminated sites in order to support their development.

Favour the creation of a public transportation corridor, such as a modern tramway or shuttle connecting Jean-Drapeau Park, Old Montréal, the Havre, the Quartier des spectacles and Mount Royal.

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4.16

General goals ■

Intensify and diversify employment activities

L’Acadie / Chabanel

■

Improve access to and traffic flow within the area, for freight transportation as well as for passengers traveling by automobile, public transportation, foot or bicycle

■

Improve the image of the area through increased design quality in the public realm

■

Mitigate the nuisances generated by industrial activities on adjacent living environments

t ues éO v u Sa rue

ent

CP du ie vo

15 ute oro aut

ral ent éc rch Ma ie Du cad rue L’A De

ard lev bou

t rat n-P Jea rue

a3 e r -a Sub

rc Pa Du nue ave

a2 e r -a Sub

r Lau ntSai

rea a Sub

ard lev bou

est Ou l e an hab C 1 rue

ine lita o p tro Mé e t u oro aut

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Planning issues The L’Acadie / Chabanel area, currently being redeveloped, includes more than 1,500 businesses and 22,700 jobs in three different sub-areas. Sub-area 1 is located between Saint-Laurent Boulevard and the railway and includes many businesses in the fashion industry as well as a residential area to the south. Many premises are unoccupied or underused. Sub-area 2, the former site of the Central Market, is under development with the construction of large- and medium-sized retail outlets. Sub-area 3 is situated between Highway 15 and L’Acadie Boulevard and includes a concentration of clothing and food processing factories. The vacant lots in that sub-area cover a total of almost 14 hectares. Access to and traffic flow within the area is difficult, especially for freight transportation. The addition of a service road on the east side of Highway 15 in the Jean-Pratt Street corridor would help increase its accessibility. In an effort to improve public transportation, a light rail transit system is being considered in the Parc Avenue corridor to Jean-Talon Street West and eventually to the L’Acadie / Chabanel area. Another option under study involves the construction of a commuter train station on the Montréal-Blainville line at Chabanel Street. In addition, the extension of the Route verte bikeway in the Canadian Pacific right-of-way is projected. The narrow sidewalks, scant vegetation and poor street furniture in the area make pedestrian and bicycle travel less appealing. In addition, the interface between the residential and industrial areas is difficult. No buffer zone mitigates nuisances, including the through traffic, dust and noise generated by some industrial activities. Similarly, the interface between the L’Acadie / Chabanel area and the expressways should be improved in order to increase visibility of businesses and enhance the area’s image.

Planning guidelines 1

Foster diversification of businesses in sub-areas 1 and 3 and evaluate the possibility of reusing some or all of the buildings occupied by the fashion industry in order to accommodate other types of businesses.

7 Build a segment of the Route verte bikeway in the Canadian

Pacific right-of-way. 8 Foster quality architecture, especially at sites adjacent to

Highway 15 and the Métropolitaine Expressway.

Intensify and diversify the activities in sub-area 2.

Improve road access to the area, especially from Highway 15, for both freight and passenger transportation.

Build a service road for Highway 15 in the Jean-Pratt Street corridor.

10 Mitigate, in residential areas, the nuisances generated by the

Define necessary measures for improving freight transportation within the area.

11 Improve the interface between the area and the expressways,

5 6

Construct a light rail transit system in the railway corridor from Jean-Talon Street East, including a commuter train station on the Montréal-Blainville line at the corner of Chabanel Street.

9 Redesign the public realm to encourage pedestrian and bicycle

travel, for instance by planting more vegetation, creating public spaces and widening sidewalks, especially on Chabanel Street. industrial activities east of the railway tracks. for instance by planting trees.

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4.17

General goals ■

Protect and enhance the natural environments of the Rivière à l’Orme ecoterritory

L’Anse-à-l’Orme

■

Foster the harmonious integration of urban development and road projects with natural environments of ecological value

■

Improve road access to the area in order to support the development ot certain parts of the area

■

Support urbanization that encourages public transportation and bicycle use

boulevard Gouin Ouest

emprise de l’aut oroute

440

ch em in De L’A ns e-à -l’O rm e

ère rivi

chemin Sainte-Marie

e Orm à l’

autoroute 40 rivière à l’Orme

6 gare Baie-d’Urfé

bois Angell

auto rout e 20

gare Beaurepaire

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Planning issues The L’Anse-à-l’Orme area is characterized by rich rural landscapes within the Borough of Pierrefonds – Senneville and by large natural areas of high ecological value: Rivière à l’Orme (the only river on the Island that is bordered by floodplains), wetlands and forests of interest, especially Angell Woods. These natural environments make up the Rivière à l’Orme ecoforest corridor, where development control will be exercised by the City in order to preserve its character and enhance its natural assets. The area is characterized by nearly 600 hectares of vacant land designated for urban development but not yet serviced by either roads or utilities (water and sewers). The discontinuity of the road network, combined with the railway and expressway infrastructure, limits access to the industrial areas of Baie d’Urfé and Sainte-Anne-de-Bellevue and to public transportation service at the Baie-d’Urfé and Beaurepaire commuter train stations. In fact, only Saint-Charles Boulevard provides a continuous north-south link in this part of the Island. The Highway 440 right-ofway, located between Gouin Boulevard West and Highway 40 and owned by the Ministère des Transports du Québec, limits accessibility of the residential areas in the boroughs of Kirkland and Pierrefonds-Senneville. Urban development and the required extensions to transportation and other infrastructure could jeopardize the integrity of the area’s ecosystems and the sustainability of its landscapes. In light of this, planning objectives must support a built environment that respects natural heritage while favouring the use of public transportation and bicycles.

Planning guidelines 1

Preserve a viable and biologically diverse ecological corridor around the Rivière à l’Orme and ensure the integrity of its watershed.

Create a recreational corridor from Beaurepaire commuter train station to the Cap-Saint-Jacques nature park and the Bois-de-la-Roche agricultural park passing through Angell Woods and the L’Anse-à-l’Orme nature park.

Maintain the current limits of the agricultural zone and open the Bois-de-la-Roche Agricultural Park to the public.

Support the construction of residential, industrial and commercial projects that optimize land use, incorporate mixed uses and have adequate lot coverage.

Consolidate the employment areas along Highways 20 and 40 and Sainte-Marie Road, by attracting high-tech firms.

Favour transit-oriented residential and economic development in the vicinity of the Baie-d’Urfé and Beaurepaire commuter train stations.

Determine and implement innovative planning, design and architectural standards to enhance the site’s natural environments and character: integrate existing large green spaces, limit tree-cutting and paved surfaces, install retention basins, favour the use of environmentally-friendly materials and maximize sunlight through appropriate street patterns and building orientations.

Improve the accessibility of commuter train stations, particularly by extending Pierrefonds Boulevard to Morgan Boulevard and by designing a new urban roadway in the Highway 440 right-of-way.

Integrate facilities for public transportation users, pedestrians and cyclists when building new road links.

MontrĂŠal Master Plan June 2005

4.18 Laurentien / Lachapelle / Marcel-Laurin

4 Detailed Planning Areas

page 258

General goals Enhance Laurentien Boulevard as a City gateway Optimize development in the area by favouring the construction of residential projects along Laurentien Boulevard and by intensifying and diversifying activity near the Bois-Franc commuter train station Improve the quality of architecture and the design of public spaces Improve the quality of the adjacent residential environments Protect and enhance elements of the waterside roadway pont Lachapelle

est

Ou ouin rd G

eva boul

e chapell rue La

en enti aur rd L leva bou

3 4

gare Bois-Franc

ourassa Ouest boulevard Henri-B

Montréal Master Plan June 2005

4 Detailed Planning Areas

page 259

Planning issues Laurentien Boulevard is an important City gateway. Its surroundings present a destructured and underutilized urban fabric but offer great potential for development, particularly for residential use. The projected extension of metro Line 2 of the metro from Côte-Vertu to the Bois-Franc commuter train station helps to justify the intensification and diversification of activity around the station. The development of this area is constrained by a number of factors including an overhead power line, a Hydro-Québec transformer substation and a public works equipment yard. Action is also required to improve the image of the area. Architectural discontinuity, a glut of outdoor parking lots and the variation in setbacks all contribute to its destructured character. The poor design quality of public spaces, which often lack appropriate street furniture and sidewalks of sufficient width, discourages pedestrian or bicycle travel. The absence of trees along most of the boulevard and the lack of control over signage on Laurentien Boulevard and Gouin Boulevard West give a negative image to the former site of the historic village of Cartierville. In addition, the primacy of automobile traffic diminishes the quality of life for residents. Indeed, the area handles a high volume of through traffic from Laval and several Montréal and Laval bus routes. These difficulties have resulted in the appreciable deterioration of area buildings and the steady decline of commercial activity along Laurentien Boulevard and Gouin Boulevard West. Identified as a component of the waterside roadway, Gouin Boulevard West hosts many heritage buildings and offers several views of Rivière des Prairies that are worth enhancing.

Planning guidelines 1

2 3

Develop the underused sites on Laurentien Boulevard, favouring housing as well as complementary retail and community facilities.

7 Control commercial signage and billboards in order to limit

Support medium-density mixed-use development near the Bois-Franc commuter train station.

8 Take concerted and integrated action on the area to be

Favour reorganizing certain blocks on Laurentien Boulevard to facilitate their development and to improve the image of this City gateway. Consider relocating the Hydro-Québec substation and overhead power line located immediately east of the area in order to support its development. Control new construction on Laurentien Boulevard to ensure better architectural quality and reduce off-street parking in front of buildings. Improve the quality of public spaces on Laurentien Boulevard in order to make it safer and more pleasant, notably by favouring tree planting, the creation of green spaces, sufficiently wide sidewalks and quality street furniture.

their visual impact on Laurentien Boulevard and Gouin Boulevard West. revitalized in order to improve the quality of housing as well as the interface between residential areas, the railway and Laurentien Boulevard. 9 Consolidate retail activities near Gouin Boulevard West. 10 Reconvert Lachapelle Street to a local thoroughfare. 11 Add bikeways to the area in order to improve links to the rest

of Montréal’s bikeway network. 12 Enhance features of the waterside roadway, including the

heritage buildings on Gouin Boulevard West and the views of Rivière des Prairies.

Montréal Master Plan November 2004

4.19

4 Detailed Planning Areas

page 260

General goals

Meadowbrook

■

Optimize use of the area, especially in relation to existing transportation and rail networks

■

Improve the accessibility of the area

■

Reduce the nuisances caused by rail activities

in chem

au tor ou te

rue No rm an 20

c nt-Lu e-Sai t ô C De La

Montréal Master Plan November 2004

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Planning issues The Meadowbrook area covers 57 hectares in the Borough of Côte-Saint-Luc – Hampstead – Montréal-Ouest (31 hectares) and in the Borough of Lachine (26 hectares). Presently occupied by the Meadowbrook Golf Club, the area has been owned by Canadian Pacific and its subsidiaries since 1917. Originally designed as a recreational facility for CP employees, the site was converted into a golf course in the 1930’s. Residential development of the area has been considered for the past few decades. The future of the Meadowbrook area is not yet determined. Various options or a combination of options may be considered: preserving the golf course, creating a park or allowing low- or medium-density residential development. Regardless of the decision, improvement of the area must follow a sustainable development approach and be consistent with the site’s assets and constraints. As of now, access to the area is a major constraint. The site is bounded by a railway to the south, single-family houses to the east and Canadian Pacific railyards to the north and west. Côte-Saint-Luc Road provides the only street access. Norman Street offers the possibility of creating a road link and improving accessibility. Any development in the area will have to consider the presence of railway operations, which generate a significant amount of noise. The type of freight being carried through the yards and on the tracks may also raise public safety concerns. The positive fiscal impact of any development project will have to be assessed by taking into account, among other things, the current capacity of water and sewer infrastructure. Some characteristics of the area make it very attractive, particularly its mature and diverse vegetation and its location at the centre of the Island. Though road access to the site is problematic, its isolation could easily be corrected by building a commuter train station. In fact, trains from Rigaud already use the CP tracks on the south side of the golf course to reach the Central Business District.

Planning guidelines 1

Establish a coordination mechanism to bring together all concerned stakeholders.

Mitigate nuisances caused by railway operations in adjacent living environments.

Consider accessibility and traffic issues in order to better connect the area, particularly Norman Street.

Take into consideration the current capacity of the water and sewer infrastructure.

Consider the construction of a commuter train station should the real estate development option be chosen.

Enhance the site’s landscape features and preserve trees of interest.

Montréal Master Plan November 2004

4.20

4 Detailed Planning Areas

page 262

General goals

Mount Royal

■

Preserve Mount Royal’s symbolic value, public access, natural environment and landscapes

■

Protect and enhance the area’s built, natural and archaeological heritage

■

Improve connections between Mount Royal and adjacent areas

che min De La Côt e-S ain teCat her ine

u ue D aven

Mary eenu Q in chem

nce mbra e m in Re chem parc Summit

che min De La Côt e-d esNei ges

parc du Mont-Royal

est s Ou n i P es ue D aven uest ke O o o r b Sher rue

Parc

cimetière Notre-Dame-des-Neiges

cimetière Mont-Royal

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Planning issues The Montréal skyline is dominated by Mount Royal. The City’s urban configuration stems, in large part, from the presence of the Mountain with its three summits. Mount Royal is both a landmark and a symbol of the City, deeply rooted in the history and the consciousness of the Montréal community. Considered a place of prestige, the slopes of Mount Royal were gradually urbanized, starting in the 19th century. Mount Royal Park, which was officially created in 1876, turned the Mountain into a destination to be enjoyed not only by residents, but also by tourists: a place to rest and relax, to practice recreational activities, to observe plants and animals and to take in the panoramic views of the City and the river. This major green space also includes the Notre-Dame-des-Neiges and Mount Royal cemeteries. The enhancement of this unique area must take into account the diversity of its features and the components of its landscape: memorial, heritage, natural and archaeological sites, public and funeral art, woods and bird sanctuaries such as Summit Park. In 1988, the Ville de Montréal created the Mount Royal heritage site. To preserve the park, projects respecting the spirit that guided its creation and design by Frederick Law Olmsted have been carried out and still more are to come. A considerable amount of work has been done since the adoption of the Plan de mise en valeur du mont Royal (Mount Royal Enhancement Plan) in 1992. However, the Plan needs to be updated to include new concerns, for instance the protection of heritage landscapes. Innovative protective measures and the introduction of environmental management methods are also required, especially since this is an ecoterritory with specific conservation and development objectives. Furthermore, the potential expansion of major institutions, convents, schools and hospitals or their conversion to other uses, as well as changes to the landscape, should be taken into account, as should the necessity of preserving views of Mount Royal from various parts of the City. In addition, work to mitigate the impact of visitors is necessary in certain fragile areas. The physical connections between Mount Royal and the City warrant an in-depth review. Although the Mountain is encircled by major thoroughfares, pedestrian and bicycle access lacks legibility and comfort. Some redevelopment projects are planned, including the dismantling and redesign of the Parc/Pins and Remembrance/Côte-des-Neiges interchanges. Access by public transit and for tourists should be considered as well as the Mountain’s parking issues. Finally, its status as a historic and natural district, conferred by the Government of Québec, overlaps the administrative boundaries of the boroughs and adds another dimension to the planning and management of this exceptional site. Its planning approach must be integrated and undertaken in cooperation with all stakeholders: citizens, conservation groups, major institutions and the Québec government.

Planning guidelines 1

Refine protection and enhancement measures based on the specific characteristics of the area, especially with respect to the natural environment.

Maintain control of new construction and landscaping on both public and private property (buildings, mausoleums, telecommunications equipment, etc.) in order to ensure their harmonious integration.

Protect the forested areas on the Mountain’s summits and slopes (areas made up of three different strata: grass, shrubs and trees).

Protect and enhance broad vistas and certain views towards and from Mount Royal (see Objective 11).

Improve pedestrian and bicycle access and restore links between the Mountain and its adjacent areas, especially through the redesign of the Parc/Pins and Rememberance/ Côte-des-Neiges interchanges.

Improve public transportation and access for tourists, for example by studying the possibility of establishing a new public transportation route to the Quartier des spectacles, the Old Port and Jean-Drapeau Park.

Montréal Master Plan November 2004

4.21 Notre-Dame East

4 Detailed Planning Areas

page 264

General goals ■

Meet passenger and freight transportation needs while mitigating the impact of traffic on living environments

■

Make Notre-Dame Street East more pedestrian- and cyclist-friendly

■

Develop vacant or underused sites

■

Protect and enhance the significant features of the waterside roadway and the built heritage

Planning issues Notre-Dame Street East is the main passenger and freight transportation route from the City’s East End to the Centre. The quality of life of residents is significantly affected by the traffic on Notre-Dame Street East and its spillover onto other streets, especially SainteCatherine and Hochelaga streets. The adjacent areas also present some deficiencies in terms of accessibility, the quality of public places and the condition of buildings. Public transportation service warrants an in-depth review within an integrated planning approach, as does the safety of pedestrians, cyclists and motorists. Many obsolete or vacant industrial sites could be developed for economic purposes while taking into account soil contamination levels, for instance around the proposed Assomption Boulevard extension. In the vicinity of the Maison de Radio-Canada and the Jacques-Cartier Bridge, many vacant lots could accommodate mixed-use buildings whose architecture would enhance the image of the area. This area would also benefit from the reconfiguration of Papineau Square, which is currently reduced to a median on Papineau Avenue. Links between living environments and the river need to be improved, while maintaining the port operations that play a strategic economic role. Finally, the area contains significant built heritage elements, including some of an industrial nature, which deserve special attention in terms of preservation and enhancement.

rue Sainte-Catherine Est

Est rue Notre-Dame 9

pont Jacques-Cartier

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Planning guidelines 1

2 3

Design and construct an urban boulevard running in the Notre-Dame Street East corridor including its connection with Souligny Avenue and the Assomption Boulevard extension. Improve public transportation service, meeting the needs of both local residents and those in areas farther east.

purposes, particularly along the Assomption Boulevard extension and in areas surrounding the Maison de Radio-Canada and Jacques-Cartier bridge. 8 Create and enhance views of the river and port operations.

Limit through traffic in residential areas by eliminating certain access points.

9 Link Champêtre and Morgan Parks with one another and

integrate Bellerive Park with the living environments north of Notre-Dame Street East.

Mitigate nuisances generated by traffic.

Improve the streetscape of the Notre-Dame Street East corridor by rebuilding certain block ends and improving the design of public spaces, such as Papineau Square.

6 Design safe and convivial public spaces, giving priority

7 Develop vacant or underused land chiefly for economic

10 Preserve and enhance heritage sites and buildings. 11 Develop coordination mechanisms for planning issues

involving the City, the Port of Montréal, the Ministère des Transports du Québec and the railway companies.

avenue Souligny

rue Dickson

rue Hochelaga

boulevard De L’Assomption

to providing substantial greenery.

Montréal Master Plan November 2004

4.22

4 Detailed Planning Areas

page 266

General goals

Quartier des spectacles

■

Enhance and support venues that promote cultural production, creation and events in harmony with residential and commercial activities

■

Support real estate development

■

Consolidate residential activity in Faubourg Saint-Laurent

■

Support the retail vitality of Sainte-Catherine Street

■

Improve the design of public spaces

i Berr rue

Berri-UQAM

Saint-Laurent

Place-des-Arts

e anc ne-M Jean rue

rent -Lau aint rd S leva bou

place Eugène-Lapierre

Est rine e h t a te-C Sain e u r

place des Festivals Champ-de-Mars

stationnement du Gesù

Place-d’Armes

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Planning issues The Quartier des spectacles is home to many of Montréal’s venues for cultural creation, production and events. It is located in a diversified area that borders institutional, residential and retail uses. This concentration of cultural activity is a major asset for the vitality of the area and Montréal’s profile. However, this poses various constraints on residential development projects and the design of public spaces. The overall quality of the Quartier des spectacles is diminished by the presence of a number of vacant or parking lots. The development of these lots, especially those on Sainte-Catherine Street, would give the Quartier des spectacles a coherence that it currently lacks. However, this development must take into consideration the requirements of outdoor events and reserve open space for public purposes. In this respect, two new public spaces will be created over the next few years: Place des Festivals and Place Eugène-Lapierre. Also, the Gesù parking lot will be converted into a green space. Faubourg Saint-Laurent, at the heart of the Quartier des spectacles, is still closely identified with marginality. In many ways, it projects a destructured image and residential activity has had difficulty taking hold. Nevertheless, housing development would be the best way to revitalize the Faubourg. The influx of new residents would be beneficial to the retail activity on Sainte-Catherine Street, which connects the Quartier Latin to Place des Arts by making the street busier, safer and more pleasant to visit. The character of Saint-Laurent Boulevard is emblematic of Montréal, underlined by its designation as a National Historic Site by the Historic Sites and Monuments Board of Canada. Nonetheless, certain segments of Saint-Laurent Boulevard are somewhat destructured and its built form lacks coherence. The quality of public space design and the maintenance of buildings throughout the Quartier des spectacles both warrant improvement, which will contribute to an increased conviviality for pedestrians and transit users.

Planning guidelines 1

Increase the visibility of cultural venues.

Enhance the area around the Saint-Laurent metro station.

Develop mechanisms for retaining cultural venues and artists’ residences in the area.

Maintain regulations aimed at ensuring street-level commercial continuity along Sainte-Catherine Street.

Favour residential development in Faubourg Saint-Laurent.

Ensure the peace and quiet of living environments, notably by incorporating standards or criteria in applicable by-laws.

Enhance Saint-Laurent Boulevard while respecting its emblematic features.

Increase the residential density of the Habitations JeanneMance site and improve its integration with the surrounding urban fabric.

Improve the design quality of the area’s main thoroughfares, such as Berri Street, where interventions will be directed at increasing pedestrian comfort and safety.

10 Install appropriate signage in areas of interest: the Quartier

Latin, Old Montréal, the Quartier Chinois, the Quartier international, the Village and the Central Business District.

Montréal Master Plan November 2004

4.23 Indoor pedestrian network

4 Detailed Planning Areas

page 268

General goals ■

Ensure interaction and complementarity between the indoor pedestrian network and street activities

■

Improve the functionality of the indoor pedestrian network in terms of access, business hours, design, user safety and orientation

■

Structure development of the indoor pedestrian network to favour the use of public transportation

Planning issues The indoor pedestrian network started to take shape in 1962, with the construction of a corridor between Central Station and the shopping concourse in Place Ville-Marie. Over the years, the network has expanded, through successive real estate projects, in a unique spirit of public-private partnership. Connecting a variety of urban functions (offices, stores, housing, community and institutional facilities), the pedestrian network is structured around ten metro stations in the Centre and enables users to move about without venturing out into Montréal’s sometimes-extreme weather. The numerous shopping malls connected to the indoor pedestrian network contribute to the Centre’s importance in the City’s retail structure. Running almost entirely underground, the indoor pedestrian network is not visually intrusive, unlike overhead walkways found in other cities. However, it presents other difficulties, particularly with respect to street life. Many of the buildings connected to the indoor pedestrian network offer few entrances or direct access to stores from the sidewalk. In some segments, low traffic during some periods of the day can generate a feeling of insecurity. The lack of sustained and integrated planning has led to a network made up of a series of segments that do not compose a clearly defined whole. The variation in levels and the lack of adequate signage and outdoor views make orientation difficult, especially for mobility impaired persons. The lack of consistency in design also contributes to the heterogeneity of the network. The recent completion of the “RÉSO” signage system throughout the Quartier International de Montréal is an exemplary first step towards harmonizing and rationalizing signage in the indoor pedestrian network. While addressing the issues associated with this unique urban environment, detailed planning for the indoor pedestrian network must consider public and private stakeholder concerns, as well as the potential impact of development on the Centre’s urban activities. In addition, detailed planning for the indoor pedestrian network should be carried out in parallel with and with respect to the detailed planning of the Central Business District (see Section 4.10).

Planning guidelines 1

Ensure that buildings connected to the indoor pedestrian network maintain street interaction and maximize openings to and direct access from the sidewalk, while encouraging commerical uses that generate activity at street level.

Define and apply standards to harmonize the form (access, design, lighting, ventilation) and business hours of the network, as well as ensuring the maintenance and safety of public and private property.

Introduce the “RÉSO” signage system throughout the indoor pedestrian network in order to improve user orientation.

Aim to provide universal access for mobility impaired persons throughout the indoor pedestrian network.

Determine directions and development guidelines for the indoor pedestrian network in a way that encourages public transportation use.

Montréal Master Plan November 2004

4 Detailed Planning Areas

4.24

General goals ■

Favour quality architecture, given the high visibility of both sites

Glen and Turcot sites

■

Preserve and enhance the Saint-Jacques escarpment

Turcot : ■

This area consists of two separate subareas, requiring a comprehensive and integrated development approach, being directly affected by the Ministère des Transports du Québec’s plan to rebuild the Turcot interchange.

page 271

■

Favour the establishment of job-creating businesses and a relatively high building density Improve the site’s accessibility in order to optimize development

Glen : ■

■

Favour the establishment of the McGill University Health Centre (MUHC) on the western part of the site and residential development on the eastern side Improve road access to the site while minimizing through traffic in living environments Intensify and diversify activity in the vicinity of the Vendôme intermodal station

Montréal Master Plan November 2004

(continued)

page 272

Planning issues The area consists of two former railyards that have been dismantled. Apart from a few residual activities, these vacant sites benefit from excellent visibility and offer strong development potential. The very large amount of land available, the presence of major regional highways and the relative proximity to the Centre and to Montréal – Pierre Elliott Trudeau International Airport are prime assets. Due to this unmitigated locational advantage, the western part of the Glen site, in close proximity to the Vendôme intermodal station, has been chosen by the Québec government as the future site of the McGill University Health Centre. However, significant constraints hinder the potential of both sites. Significant physical barriers limit their road accessibility and some local intersections would have difficulty accommodating an increase in traffic. Both sites are affected by major noise nuisances generated by vehicular and rail traffic as well. The risk of soil contamination and the absence of connections to the water, stormwater or sanitary networks could also hamper the development of the two sites. In addition, infrastructure development of part of the Turcot site is likely to be postponed a few years, since the Ministère des Transports du Québec plans on using it temporarily while the Turcot interchange is rebuilt. Finally, the Saint-Jacques escarpment, a recognized ecoterritory, should be enhanced and thus contribute to the development of the sites. However, it is a significant natural barrier that limits access to the sites and its instability could affect development potential.

rue Sain t-Jacque s

falaise Saint-Jacques

boul. Angrignon

Glen and Turcot sites

4 Detailed Planning Areas

site Turcot

autoroute 20

rue Notre-Dame Ouest

canal de Lachine rue Sain t-Patrick Ir rue win

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4 Detailed Planning Areas

page 273

Planning guidelines Turcot :

Glen :

Define and implement an urban planning concept and a development strategy.

Evaluate soil conditions and estimate soil rehabilitation costs.

Analyze the possibility of relocating the existing railway and expressway closer to the escarpment in order to improve the site’s access to the existing road network and its development potential. Otherwise, reconfigure or modify the main intersections and consider extending Irwin Street to the site in order to provide access from Notre-Dame or Saint-Patrick streets.

Support the establishment of the McGill University Health Centre (MUHC) on the western part of the site and develop the eastern part of the site for residential use while respecting the character of the neighbouring areas.

Improve the site’s accessibility to improve public safety (study various road redevelopment options, including the possibility of moving a section of Saint-Jacques Street toward the base of the escarpment).

Ensure quality architecture and preserve certain views of Mount Royal and the river.

Ensure adequate public transportation service.

Favour a relatively dense built environment and the establishment of job-creating industrial firms.

Ensure an appropriate density and mix of uses in the vicinity of the Vendôme intermodal station.

Ensure quality architecture.

Integrate the urban fabric of residential development with neighbouring areas.

Develop and implement a plan to protect and enhance the Saint-Jacques escarpment, particularly with respect to erosion.

Favour the construction of new public spaces that take advantage of the different views from the escarpment.

e 15 rout auto

Vendôme

site Glen

échangeur Turcot

rue Sain t-Patrick