QUARTIER BONAVENTURE THE NEW MONTREAL

Transcription

1 QUARTIER BONAVENTURE THE NEW MONTREAL Transformation of the Bonaventure Expressway, Phase 1 Summary of the Detailed Pre-project Design Studies, March 2009

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3 QUARTIER BONAVENTURE THE NEW MONTREAL Transformation of the Bonaventure Expressway, Phase 1 Summary of the Detailed Pre-project Design Studies, March 2009

4 A city gateway to be redefined. Quartier Bonaventure

5 A neighbourhood steeped in history, focused on the future The logo and signature represent drive and ambition by a moving line pointing towards the sky. The intersecting lines demonstrate a determination to mend the east and west axes in order to create a true living environment in the heart of a historic site that will live once again. The colours represent the overriding presence of the St. Lawrence River and the need for the project to reflect sustainable development. Finally, the contrast between dark blue and electric blue shows the balance between the strength of a structuring project for Montreal and the will to redefine this area in an imaginative and inspiring way, from both architectural and urban planning perspectives.

6 Quartier Bonaventure CONTENTS PREFACE The Quartier Bonaventure: redefine Montreal of the future in an imaginative and inspiring way 1 The mission of the Société du Havre de Montréal : Bring the City to the St. Lawrence River 2 A project that has developed over time 3 SECTION 1 BACKGROUND A district at the centre of Montreal history 6 An urban reconstruction project inspired by the magic of its historic site 7 Creating Quartier Bonaventure 8 SECTION 2 QUARTIER BONAVENTURE : THE DEVELOPMENT PLAN Development policy Quartier Bonaventure 10 The project s five major components 12 The creation of a prestigious city gateway 13 Development of the public domain and public spaces 14 Architectural concept 20 SECTION 3 CREATION OF A NEW URBAN ARTERIAL ROAD FAVOURING PUBLIC TRANSPORTATION Project components 28 The impact of the project on traffic 35 The phases of work 39 SECTION 4 CONSTRUCTION COSTS, REAL ESTATE DEVELOPMENT POTENTIAL AND ECONOMIC AND FISCAL IMPACT Public investment required 42 Montreal real estate market trends 43 Real estate development potential and programming 44 Economic analysis and value creation 47 SECTION 5 RESULTS OF THE TECHNICAL STUDIES Environmental aspect 50 Archaeological aspect 52 Underground infrastructure aspect 53 Wellington snow chute aspect 54 SECTION 6 A PROCESS CENTRED ON WORKING TOGETHER An approach to development based on partnership and concerted action 56

7 Summary of the Detailed Pre-project Design Studies MESSAGE FROM THE CHAIR OF THE BOARD OF DIRECTORS AND THE PRESIDENT AND CHIEF EXECUTIVE OFFICER Chair of the Board of Directors President and Chief Executive Officer The Quartier Bonaventure: redefine Montreal of the future in an imaginative and inspiring way One of the most widely held consensus on a major project in Montreal Isabelle Hudon Gaëtan Rainville OTHER MEMBERS OF THE BOARD OF DIRECTORS After years of rigorous studies and continuous dialogue with Montrealers interested in developing the harbourfront, we are finally at a crucial stage; the tabling of our final recommendations before the start of work on the transformation of the Bonaventure Expressway. Already, with intense excitement, we are counting the days to the first sod turning that will mark the start of implementation of what is undeniably one of the most bold, ambitious and prestigious projects that Montreal has ever known. Our main challenge was to propose a project that was solid and structuring for Montreal, while at the same time, designing an imaginative and inspiring city gateway, both from architectural and urban planning perspectives. Today, we are honoured to present a project that flows from our goal of creating a real living environment, the Quartier Bonaventure. We propose to invoke the magic of the site to bring history back to life in what was once the heart of the City, by mending the links between Griffintown and the Faubourg des Récollets while emphasizing the many aspects of their heritage. We are determined to design an urban development project focused on the Montreal of tomorrow. The creation of a new and modern city gateway as well as the design of buildings of outstanding architectural quality will be the signature components of the new Montreal. Similarly, public art is at the heart of the Quartier Bonaventure so as to strengthen the international reputation of our city as a cultural and design metropolis and because culture is one of the best ways to directly touch peoples memory and emotions. We want this project to be a model of sustainable development and we have assembled all the elements of success to achieve it. While the Quartier Bonaventure will be green in every aspect, it is also envisioned and designed to integrate and optimize the active transportation mode. As well, the implementation of a corridor dedicated to public transportation will be a first in Montreal, and of this we are very proud! As for its leverage effect on sustainable economic development, it is beyond doubt that in addition to being a factor of development, the Quartier Bonaventure is the essence of a catalyzing project; it will create more than 2,300 jobs, generate more $100 million in tax revenue for the city and more than one (1) billion dollars of private investment over the next twenty years. The Quartier Bonaventure therefore represents an essential project for Montreal, as much for its contribution to the collective wealth, as for its being a first step in bringing Montrealers closer to their St. Lawrence River. Moreover, Quartier Bonaventure is the result of a strong and committed partnership of hundreds of professionals in the different municipal administrations as well as levels of government, on the Montreal, Quebec and Canadian scenes. The Société du Havre de Montréal has always favoured an approach based on dialogue and cooperation; its vision of the project is therefore also shared by the adjacent boroughs, interest groups, academics and the Montreal business community. Quartier Bonaventure is the very expression of one of the most widely held consensus in Montreal on a major project. This support, more than ever, gives added momentum in favour of the project s implementation. It is now up to all of us to make the Quartier Bonaventure a living environment that is inclusive, dynamic and inspiring and a city gateway that will propel Montreal into the 21st century. The Société du Havre de Montréal and its partners are ready to take on the challenges of the next phase with enthusiasm! 1 Charles-Mathieu Brunelle Gérald Tremblay Laurent Benarrous Céline Topp Isabelle Hudon Gaëtan Rainville

8 Quartier Bonaventure 2 Panoramic view of the harbourfront from the Levis tower on île Sainte-Hélène. PRINCIPLES GUIDING THE DEVELOPMENT PROCESS Five principles guide the development process undertaken by the Société du Havre de Montréal 1. The project s contribution to the accomplishment of agreed community goals Improving the quality of life; The creation of wealth. 2. The project s economic and social benefits Economic benefits flowing to the project area s adjacent neighbourhoods; Contribution to social development, participation of the area s residents in the resultant economic activity. 3. The project s contribution to sustainable development Integration and optimization of public transportation; Respect for environmental factors; Outstanding example of quality and durability; Built to last, meeting current and future needs. 4. The project s urban planning benefits Contribution to site reclamation and identity value ; Improvement in the quality of public spaces; Demonstration of Montreal s positioning as a cultural and design metropolis; Heritage development. 5. The quality of the project s development process Mobilization of stakeholders, both locally and throughout the metropolitan area; Quality of access to information. THE MISSION OF THE SOCIÉTÉ DU HAVRE DE MONTRÉAL: BRING THE CITY TO THE ST. LAWRENCE RIVER The Montreal harbourfront is an exceptional area which offers great potential for urban, economic, social and recreational development. The transformation of Vieux-Montréal, the redevelopment of its faubourgs, the redesign of the Old Port and Parc Jean-Drapeau, the rehabilitation of the Lachine Canal, the creation of the Cité Multimédia and the Quartier international and the expansion of the Palais des Congrès are all projects that have contributed to the reclamation of the Harbourfront and its surrounding areas. Moreover, the area s transformation over the years allowed consideration of coordinated and harmonious development of this unique area, where the city meets the St. Lawrence River. Founded at the Montreal Summit of 2002, the Société du Havre de Montréal reflects, in concrete form, the determination, expressed at the summit, to continue the ongoing redevelopment of this area. Its mission is to propose, for the harbourfront and its neighbouring urban spaces, a coordinated action plan, with an implementation and funding strategy. It must design, today for tomorrow, a vision of the development of Montreal s harbourfront that is worthy of its significant past. This vision must define, in particular, the future relationship between the St. Lawrence and the city with a view to reclaiming this waterfront area for Montrealers. Transformation of the Bonaventure Expressway: cornerstone of the Montreal Harbourfront s vision of the future During its first mandate, the Société du Havre de Montréal developed an Assessment of the Situation, identifying the main development challenges of the harbourfront. Then, building on citizen participation and consultation, it brought together key stakeholders from business, institutions, associations and community around a common vision of development that it unveiled in Vision 2025, tabled in The cornerstone of this vision is the transformation of the Bonaventure Expressway whose implementation will allow a concrete reclamation of the urban and neighbouring spaces of the harbourfront, two strategic thrusts towards the goal of restoring the St. Lawrence to Montrealers. Goals of the Société du Havre de Montréal in all projects: Make the Montreal harbourfront a leading model of urban planning and sustainable development; Develop and consolidate the harbourfront as a high quality urban habitat; Create a world class pivot of recreation and tourism; Promote economic growth and job creation; Develop rundown areas; Improve access to the St. Lawrence, its banks and the centres of recreation and tourism. The Montreal Harbourfront area The Montreal Harbourfront covers an area of 10 square km, including Sainte Hélène and Notre Dame islands. Its perimeter is 31 km long. It is bounded in the west by Champlain Bridge and in the east by a north-south line drawn just beyond Jacques- Cartier Bridge. Its northern boundary, runs along Notre- Dame Street, then along Viger Street and extends to the Saint Gabriel locks on the Lachine Canal, to then run along Highway 15 and the Champlain Bridge access. The territory s southern boundary follows a line between Champlain Bridge and the western tip of Île Notre-Dame and then extends along the island s southern shore to the territory s eastern boundary.

9 Summary of the Detailed Pre-project Design Studies The Montreal Harbourfront: An exceptional area Opportunity study 2005 Pre-feasibility study Feasibility Study A PROJECT THAT HAS DEVELOPED OVER TIME This section summarizes the analyses and studies on the transformation of the Bonaventure Expressway, commissioned by the Société du Havre de Montréal in pursuing its mission of creating a vision for the harbourfront s development. 1 In addition to the Société du Havre de Montréal, Transport Canada, Canada Economic Development, le ministère des Transports du Québec, the City of Montreal, la Société d habitation et de développement de Montréal, and the Ville-Marie and Sud-Ouest boroughs have all supported this effort. Evaluation of options In 2003, the Société du Havre de Montréal set up the Bonaventure Corridor Technical Committee, made up of representatives of the City and the two levels of government. The mandate of this committee was to assess briefly the feasibility and technical aspects of a transformation of the Bonaventure Expressway into an urban arterial road between Champlain Bridge and Notre Dame Street. In particular, the Committee made a preliminary analysis of the impact of the addition of five new intersections to the Bonaventure corridor. It also developed a scenario for relocating the expressway, examined various options for crossing Peel Basin and determined the future studies that were required to assist in decision-making related to the project. One of the main conclusions of this opportunity study was that the transformation of the Bonaventure Expressway between Clement Bridge and downtown would be a concrete, and perhaps essential, measure to achieving the goal of reconnecting Montrealers with the St. Lawrence River. However, the project presents a significant financial challenge given the budgetary constraints which the partners faced. It was therefore concluded that more intensive studies in the pre-feasibility design phase would be appropriate Overall evaluation of the Bonaventure Expressway Transformation Project In 2005, following a joint request from the Société du Havre de Montréal, Transport Canada, the City of Montreal and the Ministère des Transports du Quebec, the Jacques Cartier and Champlain Bridges Incorporated (JCCBI) Corporation agreed to sponsor the pre-feasibility study which had been recommended by the Bonaventure Corridor Technical Committee. In addition, the Société du Havre de Montréal set up a management committee comprising all stakeholders to ensure follow-up 1. In February 2005, following a call for proposals, SNC-Lavalin was awarded the mandate to conduct a pre-feasibility study that would document the project s technical problems, describe the implementation challenge and estimate the direct costs. In April, GENIVAR was awarded the mandate to conduct an economic impact study that would measure the structuring and multiplier effects of the project, taking into account real estate market trends, development potential in the sector and the creation of wealth that would be generated by the infrastructure investments. The two pre-feasibility studies concluded that the transformation of the Bonaventure Expressway could be self-financed through the economic and fiscal benefits that would flow from the real estate development that it would generate. However, it was recommended that in order to achieve its objectives, the project should be divided into three distinct and independent phases as follows: Phase 1 Urban section - Brennan / Saint-Jacques streets Phase 2 Riverside section - Victoria and Champlain bridges Phase 3 Peel Basin section - Victoria Bridge Street / Brennan Street Assessing the feasibility of Phase 1 of the Bonaventure Expressway transformation project In June 2006, the federal and provincial governments and the City of Montreal, endorsed the work plan presented by the Société du Havre de Montréal which proposed to continue the study of the Bonaventure Expressway transformation project, specifically a feasibility study of Phase 1 of the project (section Brennan / Saint-Jacques). In close cooperation with Transport Canada, le ministère des Transports du Québec, the City of Montreal and the Société d habitation et de développement de Montréal, the Société du Havre de Montréal mandated teams of experts to carry out feasibility studies to: confirm the building potential as well as the economic and fiscal benefits that would flow from the development of the land owned by the City of Montreal; propose a concept of development; carry out complementary analyses of transportation and traffic so as to optimize certain of the results obtained in the pre-feasibility study; propose solutions to increase the efficiency of public transportation by bus between Champlain Bridge and the Downtown Terminus (TCV); analyze the project s environmental aspects (characterization of soils, air quality, noise) and develop a timetable for the relevant and necessary approvals to implement the project. The study reports demonstrated that it would be much more beneficial, both from an economic as well as from environmental and urban planning perspectives, to transform the Bonaventure Expressway into a large urban arterial road than to attempt to repair it. The feasibility studies also confirmed that such redevelopment would be a unique opportunity for Montreal not only to create a prestigious city gateway, but also to implement one of the largest urban redevelopment projects in the city over the past decades. 3 2 Its main conclusions were made public in the document The Bonaventure Expressway Vision 2025 Summary of the project feasibility studies published in October 2005.

10 Quartier Bonaventure Study areas (red) Project areas (yellow) Detailed pre-project design Refining development issues and creating new opportunities In , the project went on to the detailed pre-project design stage. The aim of this phase is to complete all the specific analyses relating to construction costs, demolition, the improvement and creation of the public domain, traffic and transportation scenarios, mitigation measures to envisage during construction, as well as ways to optimize public transportation. This phase also allows initial preparatory work to be carried out, including archaeological inventories as well as tests and test-boring required to determine soil quality. Finally, the results of all these studies allow the area development plan to be detailed and finalized so that it clearly lays out the action needed to create this important new city gateway and living environment. In terms of urban planning and architecture the preliminary studies led to the creation of a development concept revolving around the central city blocks of the proposed new urban arterial boulevard, the Canadian National (CN) rail viaduct and the frontage of the Recollects faubourg. These studies had thus confirmed: Expansion of the study area and the project area The expansion of the study area and the project area allowed the design of two significant new components of the Bonaventure project: a corridor reserved exclusively for public transportation, the Dalhousie Corridor and the redevelopment of the De la Commune city block as the threshold of the city s gateway. These, however, require additional construction work, in terms of configuration, environmental and archaeological measures and underground infrastructure. Moreover, as important as is the creation of the Dalhousie corridor and the De la Commune city block, a Public Art Development Plan and a lighting concept are assets on which to build to ensure the desired significant economic impact. The new study area and project area of the Bonaventure Expressway transformation project in 2008 The study area covers 28 hectares. It is delimited by Dalhousie Street in the west, Saint Jacques Street to the north, Queen, Saint Henri and Gauvin streets to the east and De la Commune Street to the south. The lots situated under the elevated structure of the Bonaventure Expressway, between Duke and Nazareth streets, belong to the City of Montreal. STUDY AREAS , m2 Hectares Différence % , % PROJECT AREAS , , % Bonaventure Corridor , ,396 8 Dalhousie Corridor ,056 3 De la Commune ,127 2 City Block the building potential of the central city blocks; the definition of a differentiated public domain including the notion of an entrance and exit from the city having a distinct character; mending the urban fabric of the Récollets faubourg with central city blocks and a sequence of entering the city, articulated by green spaces; integration of the railway viaduct into the reurbanisation of the site. Since then, several other major elements have been added to the initial project that had been defined in the previous phase (feasibility).these elements not only improve the project, but also strengthen its innovative character, focused on sustainable development and the design of a prestigious city gateway. The project area is bounded to the east by Duke street, on the west by Dalhousie Street, on the north by Saint Jacques Street and to the south by De la Commune Street, including the land housing the Ville Marie Borough roads department shops The three project zones that now make up the Quartier Bonaventure are: Bonaventure corridor; Dalhousie corridor; De la Commune city block.

11 Summary of the Detailed Pre-project Design Studies SECTION 1 BACKGROUND

12 Quartier Bonaventure Source : Ville de Montréal Aerial view of the Bonaventure Expressway construction, the ramps onto the Ville Marie Expressway and Place Bonaventure in 1966 Source : Canadian Airways Limited, 1941 CN s rail viaduct, built between 1938 and 1943, splits Griffintown and the Récollets faubourg into two parts. 6 A DISTRICT AT THE CENTRE OF MONTREAL S HISTORY In the early nineteenth century, two thirds of the Montreal population (about people) were concentrated in the suburbs when it was decided to demolish the city s fortifications. The work, designed to facilitate the free movement of goods and people, was carried out between 1801 and Following the demolition of the walls, the Commissioners Plan was implemented, in order to repair the fractures left by the removal of the fortifications, beautify the city, cleanup the streams that surrounded the city and build infrastructure and canalization to prevent flooding. Reaching out to the suburbs Subsequently, Montreal opened up to its faubourgs or suburbs that were gradually integrated into the central urban core, while also expanding significantly along certain main corridors: Saint-Laurent Road to the north, the Chemin du Roy (King s Road now Notre Dame) to the east and west as well as along the lower Lachine road (Wellington) along the banks of the St. Lawrence. The east-west road corridors predominated in the old suburbs; but the consolidation of McGill Street, after the demolition of the fortifications, shows the emergence of complementary north-south road links. The opening of Lachine Canal As trade in timber and wheat gradually supplanted the fur trade the Lachine Canal became an imperative for Montreal s British merchants whose ambition was to make their city the main gateway to the interior of the continent. Built between 1821 and 1825, the banks of the canal would become home to more than 600 companies over the decades. The workers of these companies settled in Griffintown in the Récollets faubourg and in the new Sainte-Anne District. While the industrial vocation of the Lachine Canal area was confirmed, the commercial role intensified in the northern part of Récollets faubourg which, at the turn of the twentieth century, had become the preferred location of wholesalers and merchants. During the following decades, numerous construction projects transformed the face of the Port of Montreal, while the muddy beach at the foot Commissioners Street (now De la Commune Street) was turned into a complex of docks and piers that extended up to the mouth of the canal. Main urban links between the neighbourhoods In the mid-nineteenth century, a significant proportion of proposed development in the Commissioners Plan had been carried out. The suburbs road network had been completed. The main streets (Wellington, William, Saint-Paul, Notre Dame, etc.) showed the importance of the east / west links between the old city, the suburbs and the various sites of the Lachine Canal infrastructure (basins and locks). At the turn of the twentieth century, the densification of the working-class neighbourhoods marked the change of vocation of the old suburbs. Residential construction became increasingly rare, giving way to large industrial complexes that occupied complete city blocks. CN rail viaduct: first rip in the urban fabric of the faubourgs In the late 1920s, Canadian National undertook the construction of a railway viaduct linking Victoria Bridge to the former marshalling yard of the Grand Trunk Railway in Point-Saint-Charles. This construction required the demolition of all buildings between Nazareth and Dalhousie streets. Since then, the elevated rail access structure has divided Griffintown and the former suburb of Récollets without, however, completely destroying the continuity of the urban fabric. Bonaventure Expressway: grand gateway to the Expo 67 site For the 1967 Universal Exhibition, Expo 67, the federal government banked up land fill along the river s edge between Victoria and Champlain bridges to accommodate a highway linking both these bridges, as well as the Décarie Expressway, to the downtown area. The construction of the Bonaventure Expressway led to the demolition of 200 buildings in Griffintown and the Récollets faubourg; the latter subsequently refers to the area situated east of the expressway between Saint Jacques Street to the north, McGill in the east and De la Commune to the south. Four decades later, it is clear that the construction of the Bonaventure Expressway has radically transformed the urban landscape along the river and at the downtown gateway. The erection of this expressway has also accentuated the negative impact of the CN viaduct, making it difficult to pursue any normal urban activity in this area of Montreal. Origin of the Bonaventure name The Bonaventure name was given in memory of Bonaventure de Bagnorea, theologian, philosopher, mystic and cofounder of the Franciscan Recollects. In 1875 a street in Montreal was named Bonaventure for the first time, located on a portion of the current Saint Jacques Street. With the opening of the métro in 1966, Bonaventure station found itself situated in the heart of Montreal s new Underground City. It was named after Bonaventure Station, built in 1847 and destroyed by fire in The shopping and hotel complex in which the station was located, completed in 1967, the same year that the Bonaventure Expressway was inaugurated, was named Place Bonaventure.

13 Summary of the Detailed Pre-project Design Studies UE SAINT-ANTOINE AN URBAN RECONSTRUCTION PROJECT INSPIRED BY THE MAGIC OF ITS HISTORIC SITE The transformation of the Bonaventure Expressway is a unique urban reconstruction project in Quebec. It redefines the downtown gateway. It allows the reclamation of the territory and the identity value of a whole neighbourhood; it improves, in concrete terms, the quality of public spaces. It mends the east-west and north-south links. From a civil engineering perspective, it is also a first since it is rare for an expressway to be radically transformed into an urban arterial road on a human scale, as well as into a new inhabited neighbourhood. Source : 3 plans, Christian Thiffault Architecte, 2008 RUE DE LA MONTAGNE RUE WILLIAM RUE OTTAWA RUE WELLINGTON RUE NOTRE-DAME BASSIN PEEL RUE PEEL RUE SAINT-JACQUES View of the SHM 3D model east-west links. RUE BRENNAN RUE NAZARETH RUE DUKE RUE SAINT-MAURICE RUE SAINT-PAUL RUE DE LA COMMUNE RUE MCGILL RUE DE LA MONTAGNE RUE WILLIAM RUE OTTAWA RUE WELLINGTON RUE NOTRE-DAME BASSIN PEEL RUE SAINT-JACQUES View of the SHM 3D model north-south corridor. RUE PEEL UE SAINT-ANTOINE RUE SAINT-MAURICE RUE SAINT-PAUL RUE DE LA COMMUNE RUE MCGILL RUE DE LA MONTAGNE RUE WILLIAM RUE OTTAWA RUE WELLINGTON RUE NOTRE-DAME BASSIN PEEL RUE PEEL RUE SAINT-JACQUES View of the SHM 3D model new intersections. UE SAINT-ANTOINE RUE SAINT-MAURICE RUE SAINT-PAUL RUE DE LA COMMUNE RUE MCGILL The transformation of the Bonaventure Expressway is, therefore, an urban reconstruction project that is inspired largely by the magic of its location, restored to its former glory by re-establishing the links between the historic suburbs of the past and laying down the milestones for an architectural project turned resolutely towards the future. A destructured, rundown area to relive once again Between Wellington Street and Place Bonaventure, Canadian National s rail viaduct and the Bonaventure Expressway jointly occupy a right-of-way about 150 metres wide and 750 metres long, essentially dedicated to regional transportation. During morning and evening rush hours, cars, buses and trains are jammed into this corridor, carrying thousands of people to and from downtown. To meet the needs of workers, visitors and other travellers, both sides of this corridor are dotted with large, open air parking lots located in the heart of the faubourgs. Despite this hostile environment, the expressway area is heavily used by public transportation passengers from the South Shore who get off immediately under the expressway, at the William Street stop. They must then continue on foot in an unsafe, unlit and unattractive environment. Thus, the portion of the highway at the downtown gateway, between De la Commune and Saint Jacques streets is now a no man s land with an area equivalent to more than twenty football fields at the district limits of the Récollets faubourg, the Cité Multimédia and Griffintown Restore transversal links and recreate a new living environment The Bonaventure Expressway is an unavoidable barrier between the Ville-Marie and Sud-Ouest boroughs, specifically between Griffintown and the Récollets faubourg. In addition, Canadian National Railway s viaduct, whose original fenestrations have been fully blocked, is a massive visual barrier that contributes largely to the sense of insecurity felt by pedestrians. The removal of the barrier created by the existing road infrastructure and the construction of central city blocks will allow the built environment to be extended, creating once again a living environment where the faubourgs meet. Running the length of this new district, the railway viaduct can be renovated and inhabited. The east-west links will be improved and inserted into a hierarchy: arterial cross streets (Wellington, Ottawa, and William streets), pedestrian walkways (Saint Maurice) and visual corridors (rue Saint-Paul). Along these routes, the consolidation of the built environment, the animation and the quality of facilities will encourage pedestrian movement and allow the linkage of Récollets faubourg, Griffintown and Vieux- Montréal. Recreating the longitudinal links and distinguishing the city s gateway The Bonaventure Expressway, that encourages only automobile travel, breaks the links between the different districts that it crosses from north to south. As well, from the Victoria and Champlain bridges, the superb sequence of entering the city is abruptly interrupted and nowhere can there be found a city gateway, worthy of the name. The improvement of the quality and safety of pedestrian traffic in a north-south direction will flow from rebuilding the public domain, the consolidation of the built environment and the reclamation of the railway viaduct. The new configuration of the urban arterial boulevard will create a clear link between downtown and Peel Basin, along two broad avenues that link the Quartier International, the northern part of the Récollets faubourg, the Cité Multimédia, the Old Port and Lachine Canal. The new route will allow the creation, near Lachine Canal, of a new distinguishing and inviting gateway into the New Montreal, transforming the site that is currently occupied by the roads department workshops. Making the area secure with new intersections and creating a convivial environment The area around the Bonaventure Expressway is not convivial; it is both unsafe and inhospitable. Along its narrow sidewalks, there is a dearth of street furniture, trees and flower beds, while in the streets there is an impressive number of cars, particularly during rush hours. In the proposed transformation of the Bonaventure corridor, the expressway is lowered to the ground and transformed into an urban arterial road, which allows the creation of intersections and better traffic management. By building on balanced pedestrian and vehicular cohabitation, the creation of the new intersections is designed to promote the quality and safety of pedestrian and bicycle travel, while maintaining traffic fluidity. Among the planned measures are the placement of wide sidewalks, the siting of safe pedestrian crossings, the animation of the public domain (business activities, transparency of the ground floors, etc.) as well as the distribution of high quality street furniture.

14 Quartier Bonaventure A project that is a model in terms of sustainable development The project to create the Quartier Bonaventure as a prestigious city gateway and a new living environment reflects a firm perspective of sustainable development, and this, in more ways than one. The project aims to effectively meet both the social and environmental criteria as well as the economic ones. The optimization of public transportation and the promotion of active transportation as well as the prominence given to the greening of the site and to all ecological development measures, are major elements of the project for the new district. The recommended transformation approach, based on the principles of sustainable ecological development more and more favoured in North America, seeks the LEED ND certification. A project that places culture at the heart of the new district s identity 8 CREATING QUARTIER BONAVENTURE Quartier Bonaventure transportation objectives: The preparation of a public art development plan has proven to be a valuable tool for refining the design concept, for identifying the key elements of the new city gateway and for ensuring the unique development of the new living environment. The proposed transformation of the Bonaventure Expressway is certainly a sustainable development project that gets all its meaning from reliving once again the history and magic of the area s past, while turning towards the New Montreal. The urban planning and transportation aspects are designed side by side and are harmonized with each other, allowing the creation of a new living environment, the Quartier Bonaventure. Quartier Bonaventure development objectives: Develop a prestigious, distinctive and creative city gateway that will provide a clear link between downtown and Peel Basin; Mend the urban fabric of the area; Improve the quality and safety of pedestrian traffic; Provide high-quality public spaces, safe and convivial for users; Promote strong, ecologically oriented, real estate development. Maximize the number of trips (people) in the corridor so as to ensure the efficiency of current and future service of the downtown and adjacent areas (Récollets faubourg and Griffintown); Promote public transportation as the preferred mode of moving people by giving it precedence over road traffic; Reduce the traffic passing through the region between the Ville-Marie Expressway (A-720) and Champlain Bridge; Reduce automobile use downtown and in its surrounding areas; Ensure the functionality and safety of the expanded local network and its proper connection to the expressway; Promote active transportation modes by proposing a street and sidewalk geometry and the management of network operations that will ensure the safety of cyclists and pedestrians. Culture is thus at the heart of the new Quartier Bonaventure, all the architectural elements appealing directly to the senses, memory and emotions of its viewers. A project that respects all municipal policies and programmes. Quartier Bonaventure respects the following policies and programmes: Strategic Plan for Sustainable Development; Strategy for the Inclusion of Affordable Housing; City of Montreal Transportation Plan; City of Montreal Master Plan; Economic Development Strategy success@montreal; Tree Policy; Corporate Action Plan for Climate Protection; Policy for a Peaceful and Safe Environment; Montreal Family Policy; Cultural development policy of the City of Montreal : Montréal, métropole culturelle; STM Corporate Business Plan ( ); AMT Strategic Plan (2003); Protection and Enhancement Plan for Mount Royal (2008); Heritage Policy.

15 Summary of the Detailed Pre-project Design Studies SECTION 2 QUARTIER BONAVENTURE : THE DEVELOPMENT PLAN

16 Quartier Bonaventure Night view of Peel Basin and Bonaventure Expressway from the Cereal Foods Canada silo in Source : Banque d images Pierre Malo, THE ELEMENTS OF SUCCESS FROM A DEVELOPMENT PERSPECTIVE Quartier Bonaventure will provide a prestigious city gateway, its majestic character flowing from the uniformity of its cityscape and the scale of its greenery. It will allow the completion of the area s revitalization started by the Cité Multimédia and the Quartier International de Montréal (QIM) projects. Quartier Bonaventure will transform Montreal s main gateway into an inhabited and vibrant neighbourhood, given renewed life in this extension of the downtown area. The transformation of the Bonaventure Expressway will favour public and active modes of transportation for access to the area. Major components of the project include two existing Métro stations, the construction of a surface and underground pedestrian network, the proximity of Central Station, the harbourfront tramway project and the presence of the metropolitan public transportation corridor. Due to their flexible configuration, the central city blocks can easily accommodate residential, commercial, hotel and office use. The Brennan Street threshold signals a more convivial vehicular and pedestrian cohabitation that will encourage a reduction in speed. The gateway will reflect the image and vitality of downtown. Close to Peel Basin, the De la Commune city block marks the city s gateway and highlights the transition from an expressway into an urban milieu. The Public Art Development Plan is an excellent signature tool for both places and routes. DEVELOPMENT POLICY QUARTIER BONAVENTURE The mandate entrusted to the Groupe Cardinal Hardy called for the preparation of a development plan, specifying in particular the organization of the public domain and public spaces. The mandate has been achieved: working continuously with the transportation, traffic and road engineering planners; in close cooperation with representatives of the Société du Havre de Montréal and several City of Montreal departments. A living environment turned towards the future The development of the public domain, along with the transformation of the Bonaventure Expressway, intensifies the impact of active and public transportation, the conviviality of the area and the feeling of safety amongst users. The construction of a public place in the heart of the project enhances the unique experience of arriving in the city. The areas bordering the project reflect a continuum with the recent development of the Quartier international de Montréal (QIM) and the Cité Multimédia. This allows the project to be firmly rooted within the adjacent neighbourhoods. exclusively for public transportation, the Dalhousie corridor, will play a key role in mending the urban fabric of the faubourgs to the east and west. The project proposes, among other things, to unblock the building s original openings and renovate the passageways through the viaduct, using lighting and targeted artistic work. The end, or the beginning, of the expressway, between De la Commune and Brennan streets, runs along the De la Commune city block, now occupied by the Ville Marie Borough roads department shops. The redevelopment of this area contributes to the creation of a formal link between downtown and Peel Basin. In pursuing the reurbanisation initiated by the Quartier international de Montréal and the Cité Multimédia, the Récollets faubourg has impressive development potential. The creation of the Quartier Bonaventure seeks the consolidation of a mixed neighbourhood, with homes, retail stores and places of employment, continuing the urban consolidation efforts that have been underway in the area for over ten years. The concept of urban lighting will allow for animation at night, from the illumination, as well as during the day, from the unique lamp posts. The redesign of the Ville Marie Expressway on and off ramps will minimize their visual impact. Lighting, signage and public art, having been the subject of studies, are essential dimensions to the design of this distinctive city gateway. The creation of a lush and generous landscape at the entrance to the city indicates the project s ecological character for which a LEED ND certification is sought. The central city blocks, in a single file, highlight the uniqueness of the city s gateway, while also linking the project to the architectural template of the built area. In symbiosis with the public domain, their architecture helps create an environment that is convivial, animated and distinctive. The transformation of the Bonaventure Expressway into a wide urban arterial boulevard also offers a new interface between the neighbourhoods on both sides of the CN rail viaduct. The commercial or public use of the viaduct s ground floor is proposed. The focal point created by this transportation pole, thanks in particular to the creation of a road reserved

17 The public Place looking north from Ottawa Street. Summary of the Detailed Pre-project Design Studies Source : Groupe Cardinal Hardy

18 Quartier Bonaventure Présentation des cinq principales composantes du projet. THE PROJECT S FIVE MAJOR COMPONENTS 3. Renewed use of the Canadian National rail viaduct The Quartier Bonaventure has five major components. To the existing components (feasibility phase) have been added new elements giving the city s gateway a prestigious and unique character. As well, the new living environment, boasts conditions favouring sustainable development in all its forms (economic, social and environmental). Components of Quartier Bonaventure 1 Development of the central city blocks; It goes without saying that it is the prerogative of CN, the owner, to decide on the future of this structure. However, the Société du Havre de Montréal proposes to reinsert the rail viaduct into the urban fabric of the faubourgs, by reopening its fenestration, reclaim the ground-level floor space for commercial use, particularly along the east-west cross streets. This will increase the feeing of safety and comfort of pedestrians using these passageways. That part of the rail viaduct between Ottawa and William streets, facing the public place, could house, in particular, the necessary facilities for the users of public transportation Transformation and development of the De la Commune city block; 3 Renewed use of the Canadian National rail viaduct and the development of adjacent lots; 4 Establishment of a dedicated public transportation corridor, Dalhousie corridor; 5 Consolidation of Des Récollets faubourg 1. Concept and development of the central city blocks The development and architectural concept of the central city blocks was designed to create a more panoramic setting for the entry into the city. The development of the public domain will allow observation points over the city, while also creating a convivial and safe environment. Moreover, the volume of the central city blocks is different from the adjacent districts so as to enhance the impact of their unique form. A public place will be created in the heart of the line of central city blocks, becoming the centre of the new living environment. 4. Establishment of a dedicated public transportation corridor: Dalhousie corridor So as to meet the objective of maximizing the use of public transportation, Dalhousie Street will be dedicated exclusively to public transportation. The development of this street, adjacent to the rail viaduct and with a new bus station, will be convivial and safe. 5. Consolidation of Des Récollets faubourg The buildings along the east side of Duke Street mark the edge of the Récollets faubourg. Their cohabitation with the new buildings, particularly the central city blocks, will replicate the dynamic environment created in the Cité Multimédia. The domino effect, created by the establishment of a new living environment, should lead to residences, commercial users and offices being attracted here. Source : Alain Laforest TOHU is a model of LEED NC accreditation. Obtention de la certification LEED NC (New Construction) The Quartier Bonaventure is reaching for the highest standards in terms of sustainable development. To give substance to these objectives, the LEED NC is a useful design tool and a certification that gives a disciplined framework to construction quality. The prerequisites and the credits are organized into six (6) main LEED categories : Sustainable sites; Water efficiency; Energy and atmosphere; Materials and resources; Indoor environmental quality; Innovation and design process. 2. Transformation and development of the De la Commune city block The De la Commune city block s architecture also sends a message about the new identity of the city s gateway. It can accentuate the connection between the different districts and Peel Basin. The development of this block will capture the imagination of all who pass by, whether passengers in public transportation, pedestrians or automobile users, giving them a distinctive landmark at the city gate. The ecological performance requirements should be prescribed as improvements to the architectural concepts rather than as a list of technical constraints.

19 Summary of the Detailed Pre-project Design Studies Source : Stéphane Najman, photographe Photos of the sequence of entering the city. THE CREATION OF A PRESTIGIOUS CITY GATEWAY The current panoramic sequence This photographic exercise demonstrates the visual experience starting at Champlain Bridge, presenting the large urban landscapes and the architectural icons that punctuate the entry route into the city. The major landmarks of the city are on display. From Champlain Bridge, one can grasp the geography of the city (1 +2), situated between the St. Lawrence and the mountain. Then, from the threshold that is Victoria Bridge (3), different landscape units along the Bonaventure Expressway are met : industrial port (4); panorama of the downtown area (5); visual opening toward the Old Port and Lachine Canal; façade of the Cité Multimédia (6); New Montreal entry The lowering to ground level of the Bonaventure Expressway begins with a descent from the expressway deck between De la Commune and Brennan streets. From Brennan Street, the urban arterial road is divided into two roadways that distribute the traffic to both sides of the central city blocks, going north on Duke Street and going south on Nazareth. The siting of the new buildings adds breath-taking moments to this drive. The short sequence between the climb on the bridge over the Lachine Canal and the subsequent dive into the city creates a dramatic contrast. The sequence from Brennan Street, at the end of the expressway environment, thrusts users of both cars and public transportation into an urban corridor framed on one side by the dense frontage of the Cité Multimédia, and on the other by the singular expression of the central city blocks. This string of city blocks, dotted with openings, marks a significant contrast, signalling the identity of the city gateway. 13 axis of the Place Ville-Marie (7); hill up University Street (8). Leaving the city, the view coming down University Street extends into the landscape of the port. The grain elevators are the main built benchmarks on the horizon, announcing the river s edge. The CN rail viaduct along the west side is, in its present form, an opaque and dull barrier with parking in front. The reopening of its windows, upgrading the surroundings of the viaduct and east-west passageways will greatly improve the sequence of leaving the city.

20 Quartier Bonaventure Source : Groupe Cardinal Hardy Development of Duke street, facing the public place Development criteria for the public domain of the central city blocks The layout of semi-private spaces in the central city blocks (court yards, gardens, access areas to buildings, etc.) is considered to be a natural extension of public space. This condition must be respected in practice as well as in theory. A resolutely contemporary urban space, the programming of the place and the civic uses it supports are in full harmony with the efforts to provide Montreal with convivial urban spaces, implemented with the highest quality standards. Design criteria for the public place include: The southern tip of the single file of central city blocks will be reserved for a majestic work of art marking the city s new gateway. The landscaping and the work of art will be selected following a multidisciplinary international competition. Planning criteria excluding central city blocks 14 DEVELOPMENT OF THE PUBLIC DOMAIN AND PUBLIC SPACES The development of the public domain associated with the Quartier Bonaventure promotes both active and public transportation, a convivial atmosphere in the area and a sense of security amongst users. The design of the central city blocks and the provision of a public square or place in the heart of the project enhance the unique experience of entering the city. The areas bordering the project are in continuity with the recent development of the Quartier international de Montréal and the Cité Multimédia. They allow the project to be rooted within the neighbouring areas. Lighting, signage and public art, all the subject of specific studies, are dimensions essential to the design of this distinctive city gateway. A significant layer of trees enhances the landscape and provides a setting for the public domain. The creation of a voluminous landscape of greenery at the entrance to the city indicates the ecological character of the project which aims to be awarded a LEED ND. Certification. Central city blocks Each city block has a unique dimension, flowing from the geometry imposed by the traffic flow. The courtyards and gardens of the private domain participate in the animation of the public domain. Moreover, the transparency and permeability of the ground floor of the buildings accentuate the animation of the site. Design a distinctive ground pattern for the public domain of the central city blocks which is different from the typically plain paving stones of the QIM and its surrounding area, with the exception of a granite border of 300 mm; Design the ground pattern of semi-public spaces (court yards. lobbies) in continuity with the pattern and materials of the adjacent public domain; Place lines of trees or shrubs only vis-à-vis the building s yard in order to create a sequence of landscaped pockets; incorporate into the city blocks directly south and north of the public place a particular component from that public place to create continuity (lighting integrated into the ground for example); create a corridor for walking, free of any obstacles at least two meters wide, along all sidewalks. setting back the ground floor of buildings a minimum of three meters in the central city blocks will provide even more space; minimize sidewalk congestion in the central city blocks; public benches are mainly located in the public place; Lines of plants are limited in the spaces created by setbacks and cleared access areas of buildings in the central city blocks; Creation of a convivial and animated public place The new public place is located in the heart of the single line of central city blocks. As a new public place, it will mark the Montreal of tomorrow while playing its role in the mending of the former faubourgs. It symbolizes the transformation of an expressway no man s land into an urban environment at the core of the city s identity. design of the ground level; fluidity of a site that is in the heart of intense urban movement ; contribution of a visual landmark as a signature of the place; major landscape components that qualify and enhance the experience of the site. To reflect the desired spirit, the design of the site includes a strongly landscaped framework and a simple, but more than adequate, movement plan. The main theme in the development of the place (spatial composition, furniture, lighting) explores the notion associated with the experience of a site filled with movement and public transportation. Eminently contemporary in its language, this design component of the place is also a nod to the 1960s and 1970s. Bonaventure Expressway, inaugurated in 1967 for the Universal Exhibition, dates back to the futuristic imaginary euphoria of that era dominated by new modes of transportation and communication. Peripheral gardens and the southern point The specific configuration of the central city blocks and the restructuring of the roadways will leave peripheral, triangular-shaped lots to the north and south of the urban arterial road. They will be designed as small urban parks to serve the future local population. To the southeast, the land adjacent to the Louis Charland building located at 801 Brennan Street, will receive a specific design. A lane for vehicles, between the park and the buildings provides access to the loading docks of the buildings on this block. However, this lane will be restricted to authorized vehicles and pedestrians will have priority. The design of its pavement will be similar to the sidewalk along the east side of Duke Street. Develop a set of street furniture in continuity with that of the QIM: design the border of the sidewalks in 300 mm granite and the paving of the sidewalks in concrete; minimize the number of columns, combining several uses in each (lighting, traffic lights, name plaques, signs, etc.); locate trees, fences and furniture so as to facilitate snow removal while minimizing the risk of damage. Organize the overall distribution of street furniture in accordance with a simple, rigorous and well-ordered plan: build wide sidewalks; In general, identify a pedestrian corridor free of obstacles at least 3 metres wide throughout the length of the sidewalks; align, regularly spaced along an axis, the trees, benches, parking posts, bicycle stands, street lamp and/or traffic light posts, so as to minimize the sense of congestion; set back the axis of roadside plants a minimum 1.5 m so as to give them better protection. Promote on-street parking: Apart from the periphery of the public place, encourage and allow on-street parking in off-peak periods on both sides of the road. In accordance with the landscaping concept: design the distribution of trees in a dense framework, at inter-axial distances of 7.5 m from each other; design the wooded framework with slender trees having a wide deployment, for example, elm, maple or chicot d Amérique, (Gymnocladus dioicus).

21 Summary of the Detailed Pre-project Design Studies City blocks Construction Offices Retail Hotel Residential No. Units Required parking Proposed parking Number of levels (sm) (sm) (sm) (sm) (sm) Min (1) Max (2) proposed CENTRAL CITY 3-C15 19,395 19,395 (3) BLOCKS 3-C16 52,412 13,606 1,672 37, C C18 61,435 30,280 1,133 30, Victoria Square: an example of reclamation of an area by its neighbouring residents. sudtotal 133,242 43,886 2,805 19,395 67,156 (3) 1, , DE LA 3-C3, 3-C4 31,141 1,155 29, COMMUNE CITY BLOCK sudtotal 31,141 1,155 29, TOTAL 164,383 43,886 3,960 19,395 97,142 (3) 1, ,081 1,003 Parking and access to buildings The roadways running by the central city blocks will have heavy traffic, especially during rush hours. Therefore, vehicle access to these blocks should be judiciously planned so as to ensure the maximum safety for future users. This condition will be particularly critical for the blocks located north of the public place, because of the on ramps leading to the Ville Marie Expressway. As for the southern central city block, its situation will be improved in off-peak periods since the adjacent traffic lanes will become available for on-street parking and delivery. So as to offset the difficulties of accessibility inherent in the implementation of the central city blocks, the following is recommended: reserve space on the cross streets for delivery zones, waiting areas, taxi stands, and loading/unloading; provide vehicle access driveways within the city blocks, through open passageways and other open areas. (See plan opposite). Underground parking development strategy The selected scenario suggests a total of 1003 parking spots. This number is a realistic planning possibility. Given the significant availability of public transportation in the area, the physical constraints of the site and the potential requirements generated by the project, the following are recommended: lean towards the construction of the minimum number required by regulation, particularly for office and commercial spaces. As for residential spaces, the proposed average ratio is 0.8 spots per household; provide for some public parking, in view of the reduced number of parking spots available in the surrounding streets; encourage developers to make use of the regulation reducing by 50% the number of spaces required for other than residential buildings when it is less than 150 metres from the Métro access; Source : Groupe Cardinal Hardy Access to buildings and parking SORTIE DU STATIONNEMENT LOCALISÉ SOUS LA PLACE Water, an essential component of the development. 15 These built-in driveways within the city blocks will facilitate the accessibility of indoor parking and provide waiting areas for service vehicles and delivery. For the hotel, as an example, a driveway running across the block can serve functions related to arriving and departing guests. offset the shortfall of parking spaces of the northern city blocks by building parking under the public place. ACCÈS DU STATIONNEMENT LOCALISÉ SOUS LA PLACE LA PLACE PUBLIQUE Given the narrowness of the central city blocks, it will be difficult and constraining to plan for all the required loading areas without radically impacting the quality of the ground floor design. This constraint is amplified by the restriction on vehicles to forward movement only, in the loading areas. It is clear that, in this context, exceptions must be allowed in order to permit the development of the central city blocks. ACCÈS / SORTIE AUX STATIONNEMENTS AIRES DE LIVRAISON ET DÉBARCADÈRES SUR RUE

22 Quartier Bonaventure Source : Groupe Cardinal Hardy, 2008 Photo montage of the De la Commune city block (Roads Department shops). Source : Groupe Cardinal Hardy, 2008 Plan illustrating the roofs of the De la Commune city block. 16 Extract from the 3D model illustrating the real estate potential. The transformation of the De la Commune city block This city block highlights the transition between the expressway and the urban milieu. Located at the project s gateway, the proposed building marks the entrance to the city while remaining discreet in the face of the signal characteristics of the central city blocks. The triangular Municipal property inspired a particular architecture. The building will be on the edge of the city block that runs along De la Commune and Nazareth streets, leaving a large opening for the green space vis-à-vis the expressway s descent to ground level and the pedestrian corridor built parallel to it. Both ends of the block, each finishing in a point, will mark the transition between expressway and city with subtlety. The building will have two main elements. The first, which faces the canal and will serve as a steeple at the expressway entrance, reflects the scale of the big city with a height of 80 metres or 26 floors. The second is more on the scale of the faubourg and the built environment alongside the existing expressway, with a maximum height of 44 metres or 14 floors. These two sections of the same building are joined by a volume of three floors. This three-story template is in harmony with the buildings of De la Commune Street to the west of Prince Street. This low height also makes it possible to obtain a north-south view between the canal and the city, along the axis of Nazareth Street (exiting from the city). On De la Commune Street, a porte cochère or carriage gateway permits access to the interior of the city block. This open space, along the axis of Dalhousie Street, allows the development of private green spaces and public passageways. To avoid the impact of this plan on residential units positioned at the city s gateway, the location of buildings is organized in accordance with a policy that residential units will be only on the side of the canal and the faubourgs. All vertical and horizontal movements related to the operation of buildings would thus be on the side of the expressway. The decision on whether to retain existing trees will be taken at the time that the city block is actually developed. The planned implementation takes into account this parameter, which justifies a large setback of the building from Nazareth and De la Commune streets. Development criteria for the De la Commune city block Give precedence to the location of the building on Nazareth and De la Commune streets; prescribe a maximum height of 80 metres along De la Commune Street and 40 metres on Nazareth Street; promote the conservation of existing plant coverage; prescribe a maximum ground coverage ratio of 50%; Place residential façades on the opposite side of the building from the highway and the Bonaventure arterial road and encourage the location of common corridors and other common functional elements on this side. promote the construction of a very thin building in the visual corridor of the city s gateway; promote the construction of logements traversants (extending across the building with access to two frontages); encourage the maintenance of a north-south visual corridor along the axis of the Bonaventure arterial road; require the permeability of the site between De la Commune and Brennan streets through the creation of an extension of Dalhousie Street. Landscaping the De la Commune city block The end of the expressway, between De la Commune and Brennan streets, will be built on a landscaped embankment. A walkway leading from Brennan Street to De la Commune will parallel this embankment. It will consist of a row of trees, framing the walkers as far as Peel Basin. A public right of way sufficiently wide and with continuous illumination will promote a convivial and safe linkage. Directly at the intersection of De la Commune, the space under the new expressway viaduct can be animated by a special layout along with public use. A window of illumination will add conviviality to this area under the expressway that will remain. A tower could be erected at the edge of the expressway like a lighthouse marking the transition to the city gateway. Public access to the tower would allow visitors to use a terrace overlooking Peel Basin, Lachine Canal, the Cité Multimédia the port sector. Landscaping criteria for the De la Commune city block provide for the creation of a public easement, with double rows of trees, street furniture and lighting, with a minimal width of 9.0 m, across the block along the axis of Dalhousie Street; create a public pedestrian link with a minimum of 9.0 m in width, on the axis leading to the Peel Basin, following the edge of the embankment used by the expressway to descend to ground level. provide street furniture, lighting and a double row of trees; promote the designation of part of the viaduct under the expressway for public use in connection with Lachine Canal and Peel Basin activities; assess the appropriateness of retaining the trees currently present on the site.

23 Summary of the Detailed Pre-project Design Studies Food Emporium, Queenboro Bridge, New York. Source : Groupe Cardinal Hardy, 2008 Rail bridge Berlin Source : Groupe Cardinal Hardy, 2008 View of the future Dalhousie St. right-of-way Reuse of the Canadian National rail viaduct Built by Canadian National between 1938 and 1943, the railway viaduct links Victoria Bridge to Montreal s Central Station in the heart of the downtown area. This infrastructure created a first barrier between the Récollects faubourg and Griffintown, which at the time, stretched as one continuous neighbourhood from the old city walls. In fact, it was more of a building with a rail line on top than a simple viaduct. During the years following its construction, CN administrative staff and its Department of Archives had offices there, using the series of open archways to allow light to enter under the tracks. Today, the rail viaduct is used exclusively for storage. The openings were sealed during the 1970s. The result is a long blank wall running the length of the route out of the city to the east and all along Dalhousie Street in the west. The redevelopment of the CN rail viaduct will be partly dependent on the success of the transformation of the Bonaventure Expressway. A series of measures should be undertaken in order to help implement the reclamation of the building. opening a bus station in the heart of the Bonaventure project, vis-à-vis the new public place; Unblocking the original openings and beautifying the facades; Improving the public domain and making safe the passageways under the viaduct; reclaiming the interior spaces for commercial and public activities; searching for uses that lean towards the public domain; installation of marquees in certain places, on both sides of the CN rail viaduct; integration of public art into the passageways under the railway; It is proposed to redevelop the ground-floor spaces of the CN rail viaduct located between Ottawa and William streets, by using it in association with the bus terminal. Following the example of the shop windows of the railway bridge in Berlin and the entries into the base of the Queensboro Bridge in New York, this specific structure can accommodate unique public or commercial spaces. The opening of the bays and the creation of a forecourt on the façade will improve conviviality, transparency and safety. The focal point created by this public transportation pole will play a key role in mending the faubourgs, between the Sud-Ouest and Ville Marie boroughs. So as to improve the visual environment and the well being of pedestrians walking under the CN rail viaduct, a mandate to create a special decoration scheme along the walls of the passageway could be opened up for competition amongst artists or multidisciplinary teams. (See the Public Art Development Plan on page 18). Establishment of the Dalhousie Corridor The roadway of Dalhousie Street will be dedicated exclusively to public transportation. Adjacent to the CN rail viaduct, its establishment will help create a convivial site for waiting and arriving passengers. Eventually, the reclamation of the viaduct s ground floor by different commercial or public activities could animate Dalhousie Street and make it more convivial for pedestrians, while at the same time improving east-west links. The insertion of a bus terminal will mark the crossroads between the Quartier Bonaventure, the Cité Multimédia and the Griffintown project. Seen as a large urban landmark from the perspective of pedestrians, this terminal is made up of a marquee, on each side of the CN rail viaduct, that protects the users of public transportation. The proposed plan is compatible with the intended route of the future Light Rail Transit (LRT) system envisaged by the Agence métropolitain de transport (AMT). Source : Groupe Cardinal Hardy, 2008 Street cross section CN rail viaduct 17

24 Quartier Bonaventure 18 Greenery and Culture: signs of the city s gateway A green quartier The landscaping of the Quartier Bonaventure is a determining element in its development plan. The alignment of plants will, at times, be interrupted by street furniture (benches, lighting, bus shelters, waste bins, bicycle stands, Morris columns for advertisements, parking stations, etc). Three (3) levels of greenery are superimposed: The first, associated with the public domain, has large lines of large-crowned, leafy trees. This level is on an urban landscaping scale that is comparable to the infrastructure that it accompanies and helps provide a frame or background for the public roads. Source : Claude Cormier, 2008 Arborescent framework illustrating the greenery of the Quartier Bonaventure Constant presence of public art in the Quartier Bonaventure. The production of a public art development plan will be a valuable tool for enhancing the Quartier Bonaventure. The presence of public art in the Bonaventure project will be particularly noticeable. The end of the expressway and start of the urban arterial road will be signalled by a majestic work of art. The plan also calls for a distribution of different artistic works in various indoor sites, inside the Quartier. The targeted spaces include not only the public domain and spaces, but also the private domain and semi-public spaces. The plan includes the following art activity: 1. majestic signalling work at the southern threshold of the project; View of the proposed Public Art Development Plan. The second, on the central city blocks, has trees with lighter leaves, lining the cross streets. In the public place, a framework of trees provides a large landscaping punctuation mark to the sequence of central city blocks. Finally, the yards and gardens of the buildings also contribute to this green plan. This local vegetation in the private domain is rein forced by the aligned plants in the public domain, if and where opportunities are provided by variations in the siting of buildings. 2. signalling work at the northern threshold of the project; 3. environmental work in the public place; 4. work on the private domain (semi-public access) 5. works integrated into the passages under the CN rail viaduct; 6. temporary works on the temporary fences surrounding the project s construction sites. The third applies to the terraced roofs. It consists of intensive gardens (horticultural vegetation: perennials, shrubs and trees) or extensive gardens (resistant vegetation, mosses, sebum, grasses and succulents). The Société du Havre de Montréal recommends that the boroughs of Ville Marie and Sud-Ouest work together to produce an urban forestry plan for the Quartier Bonaventure so as to ensure the availability, calibre and health of the desired vegetal species. The Société du Havre de Montréal recommends that the following elements be included in the Quartier Bonaventure s Public Art Development plan: the overall timetable and detailed schedule of art production; the detailed recommendations in regard to the production criteria of each of the works; the funding scenarios (production budgets) and a plan for media extensions (folders, web site, etc.) that will enable the plan to become known; the maintenance budget for each of the works.

25 Summary of the Detailed Pre-project Design Studies Source : Galerie publique de Naturerainforest Civilian War Memorial, Singapour. Source : Groupe Cardinal Hardy, 2008 French Consulate Garden, New York. Source : Pierre Bélanger, volume2 Highlighting the Frères-Charon Square. Next phase The Société du Havre de Montréal and the cultural development authorities of Montreal (Direction du développement culturel de la Ville de Montréal) will work together, during the next phase of this development plan s implementation, on: costs and funding (seeking, in particular, private partnerships); production of technical documents on the spaces that will present works of art; preparation of documents for the competition to select artists; coordination of competitions to select works of art; Urban lighting concept to enhance the project The proposed lighting concept for all of the Quartier Bonaventure ties it to the development of the neighbouring quartiers, while also sending a signal that the downtown gateway is unique. The lighting of the arterial urban road is in continuity with the public domain of the Quartier international de Montréal. The proposed lighting concept for the Quartier Bonaventure also seeks to develop and enhance the street furniture and the urban landscape so as to mark the city s gateway. The development plan also proposes to improve the lighting of the trees and other plants that punctuate the route, without however adding to the night-time pollution. Source : Denis Tremblay, 2004, Original lighting under the Notre-Dame Street viaduct. 19 management of the art projects (production and installation of the works of art); It is also recommended that: production of promotion and distribution material. On Dalhousie Street, the proposed lampposts will be in continuity with those in the Cité Multimédia, making the site more safe, convivial and welcoming; The lighting under the new viaduct above De la Commune Street, as well as under the CN rail viaduct will also contribute to the consolidation of the east-west links. The transition zone, from expressway to city environment, deserves particular attention in the area of the descent from the expressway, south of Brennan Street, in order to insert the lighting plan into the strategies for limiting speed at the city gateway.

26 Quartier Bonaventure Source : Groupe Cardinal Hardy, 2008 Main components of the architectural concept. Source : Groupe Cardinal Hardy, 2008 Small courtyard ambiance of a central city block 5 20 ARCHITECTURAL CONCEPT Central city blocks The central city blocks and the architecture of the signature buildings will enhance the unique experience of entering the city. The architectural concept developed for the central city blocks ensures the unique character of the Quartier Bonaventure while at the same time defining the convivial scale desired at street level. Five distinct architectural components are superimposed and arranged so as to provide harmony for the drive into the city. The different volumes are arranged in the following order. The transparent ground floor has, above it, a basilar level covered with green roofs, intermediate elongated volumes, and then the towers, reflecting a downtown look. The central city blocks are in visual continuity with the adjacent neighbourhoods. The Quartier will be harmonized with the multiple scales found in the area, including those of the Cité Multimédia, of the faubourg des Récollets and of course, those in the downtown area. Each of the three central city blocks is made up of the five superimposed architectural components, thereby ensuring overall architectural homogeneity, despite their unique configuration required by the shape of the ground. 1 Ground floors; 2 Basilar structures; 3 Green Plan (green roofs on the 3 large basilar surfaces); Ground floor The ground floor of the buildings will be transparent, permeable, allowing visual contact not only with the interior of the building, but also over the multiple exterior spaces, the blocks of greenery, the small court yards, etc. So as to enhance the walking experience, it will be recommended that works of art be included in the residual spaces of both the public and private domains, indoors as well as outdoors. The ground floor will be devoted essentially to semipublic or commercial functions. It will contain neighbourhood shops, private lobbies of residential buildings, public lobbies of offices, pedestrian and vehicle traffic as well as access to vertical movement (elevators and stairways). The floor of the lobbies will be at the same level as the exterior pavement. The exterior ground covering can be used indoors to create a visual and physical fluidity throughout the central city blocks. Several transversal outdoor openings will allow the creation of vehicle access driveways and loading docks while also maintaining an optimal level of permeability of the city blocks for pedestrians. In these openings, the setback of the basilar structure will allow the creation of distinctive landscaped areas that add harmony to the new arterial road passing by while also allowing direct natural light into the ground floor level. Critères architecturaux du rez-de-chaussée Objective: allow permeability and transparency of the ground floor and provide adequate space for pedestrians to walk at ease in the central city blocks. Prescribe a maximum ground coverage ratio of 60%; Require a minimal ground floor setback of 3.0 m from the line of the overhead basilar structure so as to enable the resultant overhang to protect pedestrians. This requirement should apply to 80% of the periphery of buildings on the central city blocks. Prescribe a minimal height of 5.0 m for the ground floor of the building. This minimal height should be respected for all basilar structures of the central city blocks so as to ensure a homogenous framing of the streets, while also allowing in specific cases certain adjustments to this rule. Design the public and private lobbies so that they cross, on an east-west axis, so as to facilitate transparency and fluidity of the pedestrian walkways. Provide several entries, on the periphery of the buildings, to ground floor commercial spaces so as to participate in the animation of the public domain and augment the permeability of the central city blocks. 4 Architectural bars (intermediate volumes in terms of height and 4 in elongated form); 5 Towers.

27 Summary of the Detailed Pre-project Design Studies Source : Groupe Cardinal Hardy, 2008 treet cross section between Notre Dame and William streets View of model showing planned basilar structures Source : Banque d images Pierre Malo, 2008 Interior courtyard of the Cité Multimédia Phase 4. Source : Example of green roof, Beijin Source : Example of green roof, The Meadows at City Hall, Chicago. Basilar Structure The basilar structure is a key component of the architectural concept. This three-story volume overhanging the ground floor is ideal for variable-area office spaces, but can also fulfil a variety of uses such as common areas for residential towers or for a hotel. The height of the basilar structure corresponds to the scale of the built area found in the Récollet faubourg, i.e. 4 to 6 stories. Topped with a green roof available to the users of the building, the interior spaces have generous openings that allow daylight to penetrate into the heart of the building, thereby creating extraordinary effects. Basilar structure architectural criteria Plan the placement of the basilar structures along the property line of the central city blocks. This replicates the scale of the built area of the faubourgs. Certain variations in the alignment of the basilar structure can be authorized on a case-by-case basis so as to allow openings onto the public domain or to allow a view of the public place; Vary the placement of the basilar structures so as to create setbacks with small courtyards allowing plants or works of art while allowing natural daylight to impact the public domain; Plan a homogeneous approach to the architecture of the basilar structures on all the central city blocks so as to ensure the continuity of these blocks; Require openings in the roof of the basilar structures on one or more levels so as to maximize the exposure of the lower floors, and at times the ground, to natural lighting. Green plan The green plan is an accessible semi-public place, set above the basilar structure. Workers, residents and visitors will benefit from a preferred space perched on the fifth floor of the buildings. The main elements of this unique site s programme are the green roof, the terraces, the spaces for relaxation and the community spaces. This could apply to residential buildings or a hotel. More than a roof, the green plan is a platform for the towers and the intermediate volumes that are built on them. It consists of designing a public space above the basilar structure. From René Lévesque Boulevard, the elevation allows a view of this green space, unique in Montreal. Identifying the city s entry and exit route, the green plan contributes to the signature of the central city blocks. The plants provide a green view that mitigates the presence of vehicle traffic and allows a significant reduction in the urban heat islands. The charm of these facilities enhances the well-known advantages of green or white roofs. Amongst these advantages are energy efficiency, air purification, acoustic insulation and the reduction in the effect of urban heat islands. Green plan development criteria The programming and development of the green plan should allow the various users to take ownership of the site and provide a high-quality landscape. Promote landscaping and planting in the public and private zones in a ratio of 40% of the unbuilt surface of the green plan. Plan that the floors having access to the green plan will be occupied by public or community functions, so as to maximize the use of the exterior space. Plan structures that minimize the impact of wind around the perimeter of the towers. 21

28 Quartier Bonaventure Source : Interlope Multimédia, 2008 View of volumes proposed in the Quartier Bonaventure Source : Groupe Cardinal Hardy, 2008 Comparative scale of Montreal skyscrapers (Skyscraper source media) Le 1000 rue de la Gauchetière Stock Exchange Tower Place Ville-Marie Tour de la Banque Royale InterContinental Montreall Quartier Bonaventure 22 Bars Above the green plan, elongated intermediate volumes, placed length-wise on the basilar structures, rise six stories tall. The height of these residential buildings, eleven stories tall including the basilar structure and the ground floor, are on a scale comparable to the Cité Multimédia. To avoid the corridor effect on the immediate surroundings of the new arterial road, the two bars are installed in a staggered alignment above the green plan. The floors of both the bars and the towers, giving access to the green plan, will be arranged in an overhang format. This configuration replicates to a certain extent the volumetric relationship between the basilar structure and the ground floor. Architectural criteria for the bars Require a maximum coverage of 60% on the roof of the basilar structures. Require, as the maximum number of floors, six levels plus one, above the green plan (the first floor being considered as a ground floor from the perspective of the green plan), So as to correspond to the height of the buildings that are situated alongside the urban arterial road. Encourage narrowness of the bars so as to follow the linear morphology of the central city blocks and respect the green plan s presence. The bars should be aligned with one of the external faces of the basilar structure so as to leave maximum clearance for the green plan. The positioning of the bars should be staggered on each of the city blocks so as to avoid the corridor effect that installation on only one side would create. Towers While the basilar structure and the bars are on the same scale as the surrounding neighbourhood, three slender, streamlined towers identify more strongly the entry into the Quartier Bonaventure. The height and the dimensions of these towers correspond to the scale of the skyscrapers of Vieux-Montréal. The architecture of the towers, like that of the bars, is distinctive but remains similar in form and in treatment. The narrowness and the transparency of the facades allow a maximum opening of views of the downtown area. The new towers will be identifying or signalling elements in the Montreal landscape. Their streamlined profile and their special architectural language will reinforce the form of the city s gateway, melding all of these elements into one whole. The towers, sited in a staggered row, will rise above the green plan and will have a diversity of functions. The first tower, situated on the southern city block, can house offices and residential units distributed over 32 floors above the basilar structure. In the centre, a residential tower of 26 stories, also located above the basilar structure, rises above the new public place. The city block on the northern point of the project will be able to house a hotel as tall as the previous tower. The hotel function could possibly occupy the complete building including the space on the ground floor and the basilar structure. Architectural criteria for the towers Require the placement of the towers according to the same alignment principles as applied to the bars, specifically, clearances for the green plan and staggered siting. Encourage a narrow and streamlined morphology for the towers so as to favour maximum openings for views of the downtown area and the mountain. Ensure a certain homogeneity in the contemporary architectural expression of the towers so as to reinforce the impact of the single line of central city blocks without, however, prescribing a uniform architectural treatment.

29 Summary of the Detailed Pre-project Design Studies Source : Éric Millette, Contexture, 2008 The Cadieux Forge: witness of a by-gone age Source : Éric Millette, Contexture, 2008 The Cadieux Forge: a craftsman s workshop that has conserved the original equipment and tools. Source : Groupe Cardinal Hardy, 2008 Boundary of the Sud-Ouest and Ville Marie boroughs Analysis of the assets of the built heritage Main conclusions 23 La Société du Havre de Montréal commissioned the firm CON_TEXT_URE to identify and analyse possible heritage interests affecting the built environment of the properties alongside the Bonaventure Expressway. More precisely, the firm prepared a portrait of the neighbouring area s built heritage assets and formulated recommendations regarding the development of the following properties: Forge Cadieux, Saint Paul Street Westt Massey Manufacturing Building, 375 Saint Paul Street Andrew Frederick Gault Company Building, 351 Duke Street Duke Investments, 297 Duke Street Canadian National Rail Viaduct, 882 Saint Jacques Street, 890 Notre-Dame Street, 892 Saint Paul Street and 890 William Street. Drummond McCall Company Limited Building 930 Smith Street The majority of the buildings examined are of a common type in this area and therefore have only documentary value. The old manufacturing sites, with very regular shape, such as the Massey Manufacturing Building and the Andrew Frederick Gault Company Building, could be conserved and integrated into a large project. These buildings reflect a dimensional template typical of buildings of this type in the region; this template could also serve as a model in a project to revitalize the immediate environment. As for the Forge Cadieux, it has special interest because of its size, configuration, location and function. The Forge Cadieux building is the subject of very little documentation. It would merit a heritage study being conducted in accordance with the terms of reference of the City of Montreal. This study should also have an annex that would include the list, the documentation and the analysis of the value of its equipment. Thus, it would be possible to integrate the results of this more special expertise into the study of its heritage value. REGULATORY APPROACH Some of the planned central city blocks, currently on the right-of-way of the Bonaventure Expressway, are astride the boundary between the Sud-Ouest and Ville Marie boroughs. The regulatory framework of the two boroughs is not uniform. In the face of this situation, the Sociéte du Havre de Montréal recommends that the City of Montreal bring its urban planning regulations into line so as to ensure that the future development of the Quartier Bonaventure respects the approved plan.

30 Quartier Bonaventure

31 Summary of the Detailed Pre-project Design Studies

32 The new Montreal Quartier Bonaventure Source : Groupe Cardinal Hardy

33 Summary of the Detailed Pre-project Design Studies SECTION 3 CREATION OF A NEW URBAN ARTERIAL ROAD FAVOURING PUBLIC TRANSPORTATION

34 Quartier Bonaventure 28 TRANSPORTATION PROJECT S ELEMENTS OF SUCCESS Maintain the right number of continuous lanes and reduce traffic conflicts to the minimum. Integrate the on and off ramps of the Ville Marie Expressway. Ensure the supply and demand equilibrium of moves by increasing the supply of public transportation in the road corridor to compensate for the loss of road capacity. Identify the optimal routes for public transportation and ensure the compatibility and coexistence of regional and local bus networks. Plan preferential measures to give precedence to public transportation between Champlain Bridge and Brennan Street. Accentuate the urban nature of the roadway by providing wide sidewalks and safe pedestrian crosswalks. Aerial view of the section to be redeveloped, Phase 1 MANDATE The Dessau/Group SM Consortium was awarded a mandate for part of the detailed pre-project design relating to the transformation of the Bonaventure Expressway into an urban arterial road between Saint Jacques and Brennan streets. Its mandate was to evaluate the transportation, traffic and road engineering components This mandate included the development of a solution allowing the rapid movement of buses from the South Shore to the downtown terminus and of those from l Île-des-Soeurs to the northern tip of the area. The mandate included the analysis of solutions for the maintenance of traffic flow during the construction period as well as the development of mitigation measures to ensure that the expected modal transfer will be maintained when work ends. The mandate was carried out: working continuously with the development planners; Source : Banque d images Annie Laurin, 2005 End of the Bonaventure Expressway in the downtown area Moreover, to maintain the right number of continuous lanes and to reduce traffic problems to a minimum, the integration of the Ville Marie Expressway s on and off ramps requires the development of sections of road three lanes wide between Notre Dame and Saint Jacques streets. in close cooperation with the representatives of the Société du Havre de Montréal and the involved partners (AMT, MTQ, STM, RTL, JCCBI and several departments of the City of Montreal); in cooperation with the City of Montreal s modeling teams as well as the MTQ s modeling department that carried out the majority of the required simulations for the analysis and the optimization of the project. Transportation criteria All of the streets, as well as the section being examined for rebuilding, are designed with a basic speed of 60 KMH for an indicated speed of 50 KMH. The width of lanes used in this road design are as follows: Bonaventure Expressway : 3,4 m / 3,7 m Expressway ramp : 5,0 m with very short lead time, requiring a fast track approach and rapid coordination of effort. Urban street : 3,4 m / 3,9 m Parking ramp : 4,0 m PROJECT COMPONENTS Passenger drop-off lane : 3,0 m Proposed geometry Transformation of Duke and Nazareth streets Width of shoulder used is as follows: In the light of the analyses carried out for previous studies and the thought undertaken in the development studies, it was rapidly decided that the urban arterial road would have four lanes in each direction. For special needs, the creation of a fifth lane could be envisaged particularly at the Wellington/Duke intersection so as to allow a left turn for buses. Subsequently, the dimensions of each vehicle lane and sidewalk were established by finding the best compromise between the different development and transportation objectives. Bonaventure Expressway : 0,5 m Ville Marie ramp left : 0,5 m right : 1,0 m Ramp reserved lane left : 0,5 m right : 1,0 m Duke and Nazareth streets: reduced to : 0,3 m* Other streets : 0,5 m *The width of the shoulders on Duke and Nazareth streets was reduced to 0.3m to maximize the width of the central city block, required for the construction of future buildings.

35 Summary of the Detailed Pre-project Design Studies The exit from the Ville Marie tunnel towards Nazareth Street should be reduced to one lane. Junction with Bonaventure Expressway The pre-feasibility and feasibility studies proposed that the Bonaventure Expressway end at Wellington, thereby leaving the current structure over De la Commune and Brennan streets. Source : GENIVAR, 2008 Following several analyses and intense discussions, the selected criteria weighed in favour of an extension of the project towards the south, with a first intersection at Brennan Street after a descent started immediately north of the crossing over the Lachine Canal. The reasons for selecting this option are: highway safety on the transition segment between the expressway infrastructure and the urban arterial road; efficiency of the metropolitan corridor and of the local service provided by public transportation; reduction in traffic flow at the Duke/Wellington intersection; Maximization of the space for creating the central city blocks and cross streets; Location of the urban arterial road The precise location of the east and west roadways of the new urban arterial road in the approximate axis of Duke and Nazareth streets was the subject of continued adjustment. This work took into consideration the role of the sidewalks on both sides of these streets and of their desired width, including the landscaped spaces, the problems of linking the Bonaventure and Ville Marie expressways and other constraints such as temporary access to the Wellington snow chute, manholes for public utilities or the right-of-way of the future LRT station between William and Ottawa streets. Safety audit The preliminary concept of the pre-project design (version August 2008) was subjected to a proper safety audit by external experts. CIMA was awarded the mandate to carry out the audit of the pre-project design for the whole of the transformation of the Bonaventure Expressway project, including the Metropolitan public transportation corridor. In particular, the auditor s analysis sought to identify those elements of the agreed concept that could possibly create road safety problems. The weaknesses identified by the auditor were addressed by the design team and adjustments to the initial concept were made in the final detailed pre-project design. Junction with Ville Marie Expressway The project to transform the Bonaventure Expressway into an urban arterial road must retain the on and off ramps of the Ville Marie Expressway between Notre Dame and Saint Paul streets. However, the preceding studies had brought to light a safety problem related to the backup of traffic in the Ville Marie tunnel, on the off ramp leading to the Bonaventure Expressway, because of the reduction of the absorption capacity of the new urban arterial road. Complementary studies of this problem (Tecsult, 2007) were carried out in parallel to the project by the MTQ with a view to helping make a decision on the number of lanes required for this off ramp. The option of providing two lanes, instead of only one, would complicate the management of the first intersection (William) and would also reduce its security (crisscrossing traffic). The second lane would provide additional holding capacity for too short a distance to diminish significantly the risks of traffic backup in the tunnel. As well, it should be noted that a second lane on the ramp would compromise the possibility of future development of the central city block. Following concerted efforts with the MTQ and the City of Montreal, it was agreed to install an intelligent transportation system in the Ville Marie tunnel and also along Duke and Nazareth streets. This system, the first in Montreal, will allow the dynamic management of traffic when there are line ups in the tunnel, incidents or closures of the access to the Ville Marie Expressway. Transition Expressway-City On completing the security audit, the transition between the expressway and the area to be transformed appeared to be an an important element requiring effective planning. Multiple measures to promote the deceleration of traffic have been analyzed and the more compatible with the environment of the project were selected so as to take into account the seasonally variable conditions, visual environments that are different between day and night and the proposed urban setting. Measures of urban development: change the profile of the expressway section marking the approach of the urban arterial road, giving it a more convivial character; change the height of the lampposts, the colour of the beams and other lighting characteristics before arriving at the start of the urban arterial road; develop the central median strips to strengthen the transition zone; add trees and shrubs to the central median strips, on the embankments and on the parallel service roads in order to reduce the visual field; Indicate or signal, by special development, (street furniture, landscaping, banners, works of art) the approach to the gateway, specifically, the first intersection marking the change in status and conditions of the road. Marking measures on the ground: apply a marking chevron (colours, transversal bars) creating the illusion of higher speed; introduce optical bars on the ground that indicate a change of environment. These bars are visible even in winter; colour the shoulder in order to reduce the apparent surface area of the roadway. Proposed signage measures: install warning signs advance warning end of expressway located prior to arrival at the first intersection; put signs showing the reduction in the speed limit when approaching the end of the expressway so as to make the speed compatible with that of the urban arterial road; install variable message boards informing the user of his speed on entering the urban arterial road; show a restriction on left turns at the intersection. 29

36 Quartier Bonaventure Metropolitan corridor from South Shore to Montreal 30 Development of a dedicated public transportation corridor The Bonaventure Expressway plays an essential role in public transportation to or from the South Shore with the AMT s Champlain-Bonaventure Metropolitan Corridor and the Île-des-Soeurs service by the STM. Currently, at morning and afternoon peak periods, the Bonaventure Expressway is the route with the highest public transportation modal share with over 60% of moves being made by bus. It is therefore essential that all aspects of the project to transform the Bonaventure Expressway reflect this reality. Previous studies had suggested solutions to improve or maintain the quality of the supply of public transportation following the transformation of the Bonaventure Expressway. They did not, however, analyse in detail the planning needs of both supply and demand as well as the operating conditions. Working with the AMT, the Réseau de transport de Longueuil (RTL), the municipalities and the inter-municipal councils of the Couronne Sud (CIT), all aspects of a coordinated integration of public transportation, in the final version of the project, were analyzed in order to produce an effective and sustainable solution where public transportation really gains an advantage over the automobile. The Bonaventure corridor: a strategic public transportation route THE METROPOLITAN CORRIDOR The public transportation services currently using the Bonaventure corridor are the buses of the Agence métropolitaine de transport (AMT), the Réseau de transport de Longueuil (RTL) and the municipalities and inter-municipal councils of the Couronne Sud (CIT). Among the Metropolitan corridor s operational characteristics, that helps us to better understand its importance and that must be considered in developing a lasting solution, note that : the AMT, RTL and CIT carry 42,000 people per day or 11 million passengers per year into down town Montreal. Of the 19,000 people arriving in the morning, about 56% are from the RTL network, 10% from the AMT network and 34% from the CIT and municipalities in the Couronne Sud. this ridership, between the Champlain Bridge and the downtown terminus, results in approximately 1,300 bus movements per day with 95% using the Bonaventure Expressway. On a daily basis, there are nearly 650 departures and arrivals, of which twothirds are during morning and afternoon peak periods. there is only one stop between the Champlain Bridge and the downtown terminus (TCV). The William/Nazareth stop can only accommodate a few bus routes given the limited space to take on and let off passengers. More than 1,600 people currently use this bus stop on a daily basis, i.e. 10% of the ridership of buses that can stop there. ridership on the AMT and RTL buses in the morning peak period ranges from 60% in the early morning to 90-95% in the busiest rush hour. There remains very little additional capacity in reserve on the buses; 60% of users walk to their destination from the downtown terminus (TCV) and 40% transfer to the Métro s line 2 (orange). travel time during peak periods between the Champlain Bridge s old toll bridge booth and the downtown terminus (TCV) is about 10.5 minutes in the morning peak period and 8.5 minutes in the afternoon peak period. In the morning, the section on Mansfield Street between Saint Jacques Street and the entrance to the terminus is the most congested: buses are lined up on Mansfield Street due to the limited entry capacity of the terminus. Metropolitan corridor in numbers... DAILY RIDERSHIP BY OPERATOR AT THE DOWNTOWN TERMINUS (TCV) TYPICAL DAY OCTOBER 2008 TCV Arrêt William/de Nazareth PEAK AM PEAK PM DAY PEAK AM PEAK PM DAY AMT 1,901 1,802 4, RTL 10,838 10,589 23, ,078 CIT et Municipalités 6,631 6,212 14, TOTAL 19,370 18,603 41,770 1, ,340 (Source : Le transport collectif métropolitain, Axe de l autoroute Bonaventure, AMT, Mai 2008) SUPPLY OF SERVICE DOWNTOWN TERM. PERIOD NUMBERS BUS ARRIVALS / DEPARTURES DOWNTOWN (TCV) AMT & RTL CIT Total 6 h 30 7 h h 30 8 h h 30 9 h Total AM - Arrivals h h h h h h Total PM - Departures (Source : AMT, 2007)

37 Source : Groupe Cardinal Hardy, 2008 Current public transportation network in the Study Area. Summary of the Detailed Pre-project Design Studies Dalhousie corridor: a complementary project, indispensable to the Quartier Bonaventure. Route section between Peel Basin and the downtown terminus (TCV De La Gauchetière) South Shore buses, going north, currently use the Wellington exit from the Expressway at Peel Basin and continue their route on Duke Street to William Street. From there, they pass under the expressway to Inspector Street where they have preferred access up to the downtown terminus. As part of the pre-project design, a comparative analysis of options for bringing the Metropolitan corridor through the downtown gateway was conducted. The aim was to assess objectively the different possibilities in terms of their capacity to adequately meet the operational needs of the AMT for regional transportation, and of the STM for local transportation. A feasibility analysis was conducted for the three accepted options. After a multi-criteria analysis, Option 3 - Dalhousie corridor, was selected as the preferred route for the detailed pre-project design. This route, although more complex to build and requiring significant investment, stood out in regard to its ability to meet current and future bus movement needs and to fit in with the surrounding urban framework. A Technical Committee optimization exercise was conducted with the partners (AMT, RLT, City of Montreal) in order to propose a functional and safe geometry for all types of buses, but also for pedestrians walking along or crossing the corridor. Dalhousie Corridor: Development and operating concepts Itinerary 31 Local transport network of the STM The STM operates six bus routes in the Study Area, including two routes using the Duke and Nazareth corridors and the Bonaventure Expressway, in order to serve Nun s Island (Route 168 and the new Route 480). Both routes have a high frequency during peak periods. The ridership of route 168 is approximately 1,200 passengers during peak periods. The projected traffic on the new route 480, serving the Bell Campus and the northern tip of Nun s Island, is 1,000 passengers morning and afternoon. These two routes generate approximately 40 bus movements on Bonaventure Expressway in the direction of the peak traffic flow, morning and afternoon, which is about one bus every four minutes. The other routes, with a local role, serve the southwest of Montreal. These lines all have a low frequency in the morning peak period (2 to 3 buses per hour). Between Peel Basin and Saint Jacques Street, routes 74 (Bridge) and 75 (De la Commune) use the Bonaventure corridor for only part of its length. Routes 61 (Wellington) and 515 (Vieux-Montréal/ Old Port) cross the Bonaventure Expressway. In total, seven route options were identified between Peel and McGill streets: 1. Peel Street route; 2. Ann Street route; 3. Dalhousie Street route; 4. SLR right-of-way route; 5. Bonaventure route (Duke and Nazareth streets); 6. Queen and Prince streets route; 7. McGill Street route; The preliminary analysis of options revealed three routes that are preferred, specifically 2 (Ann), 3 (Dalhousie) and 5 (Bonaventure). The other options were rejected because of incompatibility with the planned route for the Harbourfront tramway (option 1 and options 6 and 7 in part), and the unacceptable impact of excessive bus travel distances (routes 1, 6 and 7). Route 4 (SLR right-of-way) was rejected because its use by buses would pose an implementation problem the day the SLR is built and because of the complexity of the geometry at the end of the route in the vicinity of Central Station. Heading downtown, the route starts at the end of the reserved lane on the Bonaventure Expressway at the Brennan street intersection. At this intersection, buses turn left onto Brennan Street then immediately right onto Dalhousie Street. Between Wellington and Ottawa streets, the buses use a new tunnel built under the CN rail structure. Then the buses go up Dalhousie Street to Saint Maurice Street, where they make a left turn onto that street and then turn right onto De l Inspecteur Street where they use the rightof-way already reserved on this street and continue on Mansfield Street to enter the terminus. On the return trip, the buses use Cathedral Street make a left turn on Notre Dame Street, turn onto Saint Maurice to arrive on the reserved right-of-way on Dalhousie Street, which is followed to Brennan Street. From there, they go straight onto the ramp to the Bonaventure Expressway. Between Brennan and Notre-Dame streets, the route has more than 600 metres of lanes reserved for public transportation.

38 Quartier Bonaventure Geometry road test of Dalhousie corridor. Nov 1, 2008 Design criteria Dalhousie corridor Roadways Minimum width of lanes : 4.5 m Bus stop William/de Nazareth. Users get off in a non convivial milieu underneath the expressway structure. Intersection radius With turn : in accordance with turning gauge of Nova Bus LFS Artic Without turn : radius of 3 m Sidewalks Minimum width of sidewalks : 3.5 m Reduced width in tunnel : 2.0 m Bus stop zone Dalhousie Widening of roadway : 3.0 m Width of sidewalks : 3.9 m / 6.0 m Minimal length of bay : 15.0 m Length of entry taper : 25.0 m Length of exit taper : 15.0 m Central traffic island : 1.2 m 32 Source : Groupe Cardinal Hardy, 2008 Cross section of Dalhousie corridor. Dalhousie bus stop zone For the buses of the AMT, RTL and the CITs, a bus stop zone is planned between William and Ottawa streets, close to the future SLR Multimedia Station. Thus, bus stopping bays, each up to a maximum length of 80 metres, are placed on both sides of Dalhousie Street. The stopping bays allow buses who do not need to stop to continue on their way. The maximum number of bus routes allowed to use the stops has not yet been determined, but it is certain that this bus stop zone will allow more bus routes to be served in a much more convivial and safe way for both the buses and bus users, than at the current William / Nazareth stop. Required facilities Currently, Dalhousie Street only consists of a segment between William and Ottawa streets. It arrives at a dead end south of Ottawa Street, at the CN rail viaduct. Land acquisition all along the corridor and much civil engineering work will be required to create this new right-of-way, reserved exclusively, in both directions, for buses. Traffic lights will be installed at all intersections in the Dalhousie corridor between Brennan and Notre Dame streets. These traffic lights will ensure the safety of most intersections along the CN rail viaduct where visibility is deficient. The main facilities to be built are : construction of the roadway and sidewalks of the bus right-of-way between Brennan and Saint Maurice streets, including the rebuilding of the current underground infrastructure; construction of a tunnel under the CN rail viaduct; installation of traffic lights at the intersections of Brennan, Wellington, Ottawa, and Notre Dame streets; rebuilding the on ramp for accessing the Bonaventure Expressway; installation of bus stop bays and bus shelters; the closure to traffic of Saint Maurice Street between Dalhousie and Nazareth. Finally, it must be noted that the pre-project design schedule of the Dalhousie corridor is continuing in parallel to the Bonaventure corridor redevelopment project and that the studies will be completed during the year of However, the feasibility and functionality of the new Metropolitan corridor has been demonstrated, particularly by conducting manoeuvre road tests of the proposed geometry.

39 Proposed design of the Dalhousie bus Summary of the Detailed Pre-project Design stop zonestudies Source : Groupe Cardinal Hardy, 2008

40 Quartier Bonaventure Source : Multiconcept graphisme inc. Tramway right-of-way in the De la Commune Street corridor remains protected Current reserved bus lane to enter the downtown terminus is at full capacity. 34 On the South Shore, the Champlain-Bonaventure Metropolitan corridor already has a dedicated rightof-way. Reserved bus lane between Champlain Bridge and Wellington Street The 2005 pre-feasibility study recommended the creation of a reserved bus lane in each direction as part of the proposed transformation of the Bonaventure Expressway between Wellington Street (Peel Basin) and the Champlain Bridge. The need to postpone, until after 2015, the Phase 3 transformation of the expressway between Victoria Bridge and Peel Basin might have delayed unduly this beneficial measure for public transportation. In the transportation studies carried out within the 2007 feasibility study, Tecsult had also proposed to install a reserved bus lane between Champlain Bridge and Wellington Street. It also proposed a parallel redevelopment of the former toll booth area on Champlain Bridge so as to allow buses to run in a reserved lane on the Bonaventure Expressway, using the Clement Bridge into the downtown area. Harbourfront Tramway The project for a tramway linking the Berri and Peel métro stations, passing through the Old Port, was amongst the considerations, even if the choice of route is not yet finalised by the City of Montreal. The establishment of this tramway in the De la Commune Street corridor remains protected in the proposed project to transform the Bonaventure Expressway. Downtown Terminus (TCV) Moving north, past Notre-Dame Street, buses use the current reserved lane to enter the Downtown Terminus. Since this lane as well as the terminus are already used to full capacity, the AMT is studying ways to increase capacity near the current terminus. For this reason, the development of the Dalhousie corridor does not conflict with the selection of a location for a downtown satellite terminal. This latter measure was not accepted in the pre-project design because of its technical complexity. However, the idea of creating a reserved bus lane on the expressway between Clement Bridge and Brennan Street, in the downtown direction, was accepted in the detailed pre-project design. Traffic studies have shown the relevance of such a lane that would allow buses to save precious minutes in the morning rush hours. Integration with the other public transportation projects The Light Rail System (SLR) South Shore Modal shift to public transportation As the Montreal Transportation Plan recognizes, new road projects in Montreal must contribute to a modal shift towards public transportation, so as to reduce the number of one-occupant cars downtown. It is important to remember that the policy adopted for the pre-project design sought to illustrate the worst case traffic conditions after motorists had been motivated to make a modal shift, due to the loss of road capacity, the increase in road congestion and the longer automobile trip time The expected modal shift will allow a change of travel habits in the Bonaventure corridor The South Shore SLR project (generally known in the industry in English as the Light Rail Transit (LRT) system), was fully considered to the extent that the Société du Havre de Montréal s proposed transformation plan is fully consistent with the planned SLR route as proposed in the pre-project design study, commissioned by the AMT. The right-of-way required for the establishment of Multimedia Station is also protected in its entirety and the location of the Dalhousie corridor bus stop zone is situated at the same height as the planned SLR station. The proposed uses for the bottom portion of the CN structure will be just as compatible and beneficial when the SLR is implemented. The effectiveness of public transportation is also an essential condition for achieving the goal of a significant modal shift. In concrete terms, the development of a bus lane between Clement Bridge and Brennan Street, the rebuilding of Dalhousie Street as an exclusive bus centre and the addition of measures giving precedence to buses on the SMT routes are among the required prerequisites of the project s success. The mitigation measures that must be implemented during construction may also change user habits. Overall, a modal shift of about 3,800 motorists is sought by the project. Achieving this objective will allow an increase in the number of moves in the Bonaventure corridor, while reducing by approximately 20%, the flow of automobiles.

41 Summary of the Detailed Pre-project Design Studies With Duke and Nazareth streets, the Bonaventure corridor has 12 traffic lanes, largely underused other than during peak periods. A first in Montreal: traffic simulations took into account all the bus routes. THE IMPACT OF THE PROJECT ON TRAFFIC Movement management Tecsult had already assessed, in the feasibility studies and pre-feasibility studies, the main traffic impact of a complete transformation of the Bonaventure Expressway between the Champlain Bridge and downtown, and more specifically, the impact of Phase 1 for the section north of Peel Basin. As part of the detailed pre-project design, the modeling team (MODYM) of the City of Montreal had the responsibility of conducting the majority of the studies of movement and traffic in cooperation with the MTQ (Service de modélisation) and the Dessau / SM Group Consortium. Because it addresses specifically the first phase of the transformation project, at the downtown gateway, this mandate called for the analysis of the Bonaventure corridor between Brennan and Saint-Jacques streets, including the intersection with Wellington, Ottawa, William, Saint Paul, Saint Maurice and Notre-Dame streets. The main objectives of the study included: updating status of current traffic conditions; the proposed road geometry for the corridor as input for the pre-project design and to update the real estate potential; quantification of the impact of this geometry on traffic and the identification of mitigation measures to attenuate its effect; optimization of the effectiveness of public transportation both for the Metropolitan corridor, between the Downtown Terminus and the Champlain Bridge, and for the local network of the STM. The main challenges to be faced in the first phase of the Bonaventure Expressway transformation include the balancing, at an appropriate level, of the supply and demand for movement in the corridor, maintaining the links with Ville Marie Expressway, identification of optimal routes for public transportation and freeing up appropriate space for real estate development in the redesigned corridor. So as to ensure that this project contributes to a real requalification of the area, it was necessary to redesign the road network, converting it to an urban scale, in the spirit of the urban planning concept s principles. Future demand and development projects Unlike most traditional road building projects, the Bonaventure project reflects the particularity of deliberately decreasing road capacity from 12 to 8 lanes. Moreover, this route connects two expressways, (A-10 and A-720), and provides traffic for the downtown area. Thus, the simulation of current demand, using the proposed new road network, almost reaches the theoretical maximum road capacity in terms of vehicles able to use the new arterial road during rush hours. The future situation was thus established by adding new traffic to this current level of demand; that new traffic was based on the development potential of the known projects in the area. 35

42 Quartier Bonaventure 36 Current situation Morning rush hour Simulations of the current situation from 8 am to 9 am show that the Bonaventure Expressway is performing very well in terms of handling traffic. In its current configuration a total of 4,867 vehicles per hour enter the network, using the Bonaventure Expressway. Where the expressway ends, at the intersection of Notre Dame / University, the level of service is fair or passable (D) on the approach from the south. It should be noted that traffic is backed up from 8:45 am. The maximum queue length is 350 m (from Notre Dame-up to Ottawa Street). With regard to speeds, they are observed to be very low on the Bonaventure Expressway, south of Notre Dame. In a northerly directlon on the expressway, the whole section between Brennan and Notre Dame streets is slow with speeds generally below 30 KMH. On the local network, bus handling in a northerly direction at the Duke / William intersection is more difficult. Although reflecting a D level of service, several buses are frequently queued, waiting to make a left turn towards the bus stops on William Street, under the Bonaventure Expressway. Afternoon rush hour In the afternoon rush hour (4:30 pm 5:30 pm), the capacity of the Bonaventure Expressway allows an exit rate of nearly 5,000 vehicles per hour from downtown. Simulations of the current afternoon situation show that the most problematic area is north of the Bonaventure / Notre Dame intersection. Service levels in a southerly direction on University Street show that progress is difficult. In fact, movement in a straight line going south, on the northern approaches to Saint Jacques and Saint- Antoine streets are measured, respectively, D and E, more difficult than in the area where the expressway is being transformed into an urban arterial road. Future situation: Impact of project on traffic Capacity of the corridor The first findings of the Dynameq simulations show that capacity reductions are reflected, within the simulation, by the maintenance of vehicle volumes on the road network and by changes in routes. Origin and Destination analysis of users shows that the route changes are regional and that they do not affect significantly an alternative corridor. The addition of development projects to the Bonaventure area has a minor impact on the traffic entering the city, for the volumes do not vary much from the status quo. In order to obtain results using the most realistic volumes possible, based on the new network, the Dynameq simulation results were exported to VISSIM. A more sensitive analysis with VISSIM allowed an adjustment in the phasing of traffic lights in order to deduce the flow that the network is able to carry. In the morning peak period, about 3,300 vehicles per hour use the downtown gateway, while in the afternoon, it is possible that 3,800 vehicles / h will leave. In both cases, the reduction compared to the current situation is about 1,000 to 1,400 vehicles / h. This reduction is seen mainly throughout the afternoon peak period, while in the morning, it is only evident in the last hour (8 am-9 am). The work of the modeling team confirmed that it is possible to configure new spaces (offices and residences) in the southern downtown area, aligned on the current Bonaventure Expressway corridor. This would be done without challenging the reasonable accessibility of the downtown area by automobiles and commercial vehicles, while giving priority to public transportation as recommended in the 7th chantier or project of the Plan de transport de Montréal. Remaining to be resolved, however, is the problem of the Downtown Terminus (TCV) being at full capacity; the short term solution is the establishment of a satellite terminal by the AMT. Source : Consortium Dessau Groupe SM, 2008 Maximum queue length of backed up morning traffic Traffic queues and speed Morning rush hours The VISSIM simulation of the preferred scenario at the morning peak period shows that much automobile congestion is created at the southern approach of the Bonaventure / Brennan intersection. Indeed, the level of service of this approach is critical F for automobiles. The average queue length is 700 metres. It forms throughout the peak period, as well as between 8:30 am and 9 am to reach a maximum length of about 1,559 metres (from Brennan up to the Victoria Bridge). The southern approach to Duke / Wellington shows service levels of F for traffic making a left turn and E for other traffic in the approach. The speeds during peak hour are well below the legal limit of 50 KMH. Movement in a northerly direction is difficult on Duke Street between the Intersections of Duke / Wellington and Bonaventure / Brennan (speed less than 20 KMH). Between the intersections of Duke / Wellington and Duke / William, the speed used in the left lane is less than the speed used in the other lanes because of the large number of vehicles (1,142 vehicles / h) accessing the ramp to the Ville Marie Expressway (720 east). Afternoon rush hour The simulations show that the delays and queues, in a southerly direction on University and Nazareth streets, are spread over several intersections between Saint Antoine and Brennan streets. Although all traffic lanes between these two intersections are used at full capacity, service remains rated at between good C and fair D (passable) over an average hour. Since congestion is expected in a southerly direction on Nazareth street, between Notre-Dame and Brennan streets, traffic conditions inside this ramp area to the Bonaventure area, from Highway 720 (west) must be identified. Despite the congestion, the performance of this ramp remains good, the service level is good C and the maximum queue length is 230 metres. Although this goes against the forecasts, it should be remembered that some users will avoid this area due to the reduced road capacity. Some will find other routes (studied with Dynameq at a mesoscopic level), while others will make a modal shift. As during morning rush hours, speeds within the Study Territory in a southerly direction on Nazareth Street are very slow. All approaches to intersections between Notre Dame and Brennan streets recorded speeds ranging from 0 to 30 KMH. Travel Time From the calibrated simulations of the current situation, simulations of the future were then developed in order to quantify the impact of the transformation of the expressway on automobile and bus traffic in the Bonaventure Expressway corridor. The travel time was measured for these modes between the P11 parking facility (just north of Victoria Bridge) and the downtown gateway (at the Saint Antoine cross street) for the peak hours in both directions.

43 Summary of the Detailed Pre-project Design Studies Source : Groupe MODYM, Ville de Montréal, 2008 Simulated morning traffic conditions Simulated afternoon traffic conditions Source : Groupe MODYM, Ville de Montréal, 2008 Source : Groupe MODYM, Ville de Montréal, 2008 Morning rush hour With regard to South Shore bus travel times, a significant decrease was observed at the beginning of the rush hour. It is also during this period that there is the largest number of buses in the network. In addition, travel times remain constant throughout the rush hour because the buses use first a reserved lane and then a dedicated right-of-way. In the case of STM buses, the travel times increase by an average of 3 minutes. This increase is attributable to the fact that the bus route is lengthened compared to the current situation (detour via Dalhousie Street). The travel time of private vehicles increases significantly, on average of 2 to 6 minutes. Between 8:30 am and 8:45 am, the travel time is multiplied by three. Although the routes are not the same, the arrival point of automobiles and buses from the South Shore is close to Saint Antoine Street (on University Street for cars and on Mansfield for South Shore buses.) It is therefore possible, to some extent, to compare automobile and bus travel times. By comparing these results, it appears that the auto mode is faster at the beginning of rush hour, since the queue on the expressway at the southern approach of the intersection with Brennan Street has not yet formed. However, as the peak period progresses, the bus travel time becomes more advantageous. Afternoon rush hour During the afternoon rush hour, the travel times are stable and very similar to the current situation. Modern modeling tools support the Bonaventure project Movement modeling tools have become essential in transportation planning, whether to validate current problem situations or to project future movements. The modeling tool EMME / 2, belonging to the Service de modélisation des systèmes de transport (SMST) of the MTQ has so far been the main tool for evaluating large projects for the Montreal region. The regional model, very useful to predict the flow of the main corridors of the higher-echelon network, has limitations in the more operational study of geographically smaller projects such as the modernization of Notre Dame Street or the Bonaventure project. In fact, it is not possible to simulate the dynamic effects of congestion, particularly gridlock and queues, on the secondary network, which itself is not very detailed. In a major redevelopment, several design choices may be considered, and consequently the necessary tools to make an enlightened comparison among the various options are required. The City of Montreal acquired the Dynameq software that facilitates the impact analysis of regional moves on the local network. This new expertise puts the City of Montreal at the forefront, in this area, at the international level. In addition, in the past months the micro simulator VISSIM was acquired. It integrates, as a recent innovation, public transportation in a detailed and reliable manner. With these three advanced modeling techniques, it is now possible for the City of Montreal to participate actively, and with credibility, in impact assessment in regard to its network, and this in turn is of great benefit to the major projects. 37

44 Quartier Bonaventure Active transportation modes Underground pedestrian network (RESO) 38 The Plan de transport de Montréal seeks to reduce dependence on the automobile by building on increased use of public transportation and active transportation. The Quartier Bonaventure pursues this goal and hopes to provide an urban environment that fosters modes of transportation that constitute an alternative to single-occupant automobiles. The well-being and feeling of safety of pedestrians and cyclists are directly dependent on the quality of the proposed new public domain. Property development proposed in the project and the desire to restore the local east-west linkages between neighbourhoods to the west and east of Bonaventure Expressway justify the effort that must be made for the well-being that will be generated by the development of the public domain in an area which is at the confluence of multiple modes of transportation. The strengthening of the public transportation function also requires new facilities for users including a new bus terminal on Dalhousie Street, near the CN railway viaduct, between Ottawa and William streets, where hundreds of users will move through on foot each day. Source : Groupe Cardinal Hardy, 2008 On the northern threshold of the new urban arterial road, the planned construction of a commercial building will establish a link with Montreal s underground pedestrian network (RESO). The scale of the building projects and the bus terminal proposed for this area justify the extension of the underground corridors. The connection to this network can be made on the north side, coming from Victoria Square metro station, by the existing extensions westward and then extending southward as the real estate projects are completed. These routes will give access to many destinations sought by workers and visitors to downtown Montreal. Proposed extension of the Montreal underground pedestrian network. Development criteria fostering active modes of transportation PEDESTRIANS Increase pedestrian safety by: pedestrian crosswalks provided with increased space and visibility for users; reducing the length of pedestrian crosswalks by providing traffic islands when the distance is too long to cover in one move ; a phasing of traffic lights which allocates adequate time for pedestrians to cross; Wide sidewalks reflecting the size of the adjacent automobile lanes; openness and public use of the ground floors of buildings to animate the streets; transparency of facades at the ground floor of buildings and illumination of the shop or office windows; proper lighting of roadways and crosswalks, both on the streets and under the CN rail viaduct structure; Increase the comfort and well-being of pedestrians by: setback a number of buildings in the overall alignment of facades to avoid the tunnel effect of channelled wind; the implementation of permeable central islands to reduce walking distances; configurations that facilitate snow removal from sidewalks and from the access areas for public transportation; development of barrier-free pathways for people with reduced mobility (Universal Access); benches and rest areas in the vicinity of public paths and streets; high quality street furniture and facilities to encourage walkers to visit the area. BICYCLE Significantly increase the number of bicycle parking spaces by: BIXI stations, especially near the public transportation stops on Dalhousie Street and the future public place; street furniture which incorporates secure, functional and sufficiently numerous bicycle stands, particularly around the shops and workplaces; bicycle stands, both indoors and out, for each of the buildings; the provision of change rooms with showers and lockers in commercial and office buildings.

45 Summary of the Detailed Pre-project Design Studies PHASES OF WORK The phasing of the transformation work on the Bonaventure Expressway is very complex because the project is located in a dense urban environment and must deal with many underground utilities. In addition, it must ensure the effectiveness of routes for cars passing through the sector as well as the buses of the Metropolitan corridor and the STM. As well, local travel must be accommodated. The fact that the expressway is currently an elevated structure allows work to be concentrated initially on the local network, along the existing Duke and Nazareth streets. In the first phase, this work includes the replacement and updating of underground infrastructure as well as some temporary installations. The phasing is planned in such a way that the first four phases allow the elevated expressway to continue in service. The demolition of the expressway structure will be carried out in three phases, which will facilitate traffic management. First, additional pillars will be installed to allow the demolition of part of the roadway on the west side (South Shore direction ). This will allow the final reconstruction of Nazareth Street between Wellington and De la Commune, including the connection to the existing expressway. This makes up the 5th phase of construction. The 6th phase will involve the demolition of the east side, the reconstruction of Duke Street and the connection to the expressway. The 7th phase will be the shortest, but the most spectacular, consisting of the demolition of the remaining elevated roadway between Wellington Street and the access ramps of the Ville Marie Expressway. Finally, Phase 8 will carry out a series of individual tasks related to the configuration of intersections and cross streets. The final phase will correct any remaining problems. As for the Dalhousie corridor, it is the building of the passage under the CN tracks that will determine the timeframe in which the construction of the new rightof-way can be carried out. Since the technical studies by CN will continue in 2009, the insertion into the project phasing will be done later. It should be noted that it is highly probable that the entire Dalhousie corridor will not be available to help mitigate the disruption of transforming the Bonaventure corridor. This situation reflects the challenges facing CN during the building of the passage under its rail lines and in particular, the maintenance of passenger train service during this construction work. Linking the Bonaventure project to the other major metropolitan expressway projects The next five to ten years will see the implementation and execution of major road-building projects. Considering the projects already announced, the sequence of work and coordination of projects is essential so as not to strangle downtown Montreal with unbearable road congestion. The reconstruction of the Turcot interchange, the redevelopment of Notre Dame street and, to a lesser extent, the reconfiguration of the Dorval interchange are projects that require coordination with the phasing of the Bonaventure Expressway s transformation work. The completion of the Bonaventure project at an accelerated pace is the best strategy to minimize the overlapping of road building projects encircling Montreal s downtown area. Plan: major metropolitan roadwork projects 39

46 Quartier Bonaventure Source : GENIVAR, 2005 Mitigation measure: increase in commuter trains. The signage for Champlain Bridge should be changed to reduce through traffic in the Quartier Bonaventure. Maintenance of traffic flow during the transformation work Mitigation measures during construction work: the construction effect 40 The Bonaventure Expressway has the functions of handling pass through traffic as well as the role of moving workers and students, mainly from the South Shore and Nun s Island, into the downtown area in the morning. The expressway currently has a daily flow of about 45,000 vehicles, and during peak periods, twice as many person/trips are made in public transportation as by car. The management of this traffic during the rebuilding work on the expressway must therefore be specially planned. It must be rigorous during all phases of work because of its complexity and proximity to downtown. The phases and strategies for completing the work were developed from very precise management criteria determined according to the sector and the objectives of the project. Certain objectives related to the project s transportation function are thus considered from the very beginning of the scenario planning for maintaining traffic flow. The criteria for developing the scenario for maintaining traffic flow are the following : limit impact on public transportation so as to make it more attractive and promote its use; reduce automobile use in the work area by restricting access to the area through the strategic street closings, particularly access from the A-720 Expressway, while fostering public transportation by giving an advantage to modal shifts. minimize the inconvenience caused to users of the local network, cyclists, pedestrians, and workers as well as to the citizens and activities in the work area. Specifically, the scenario for maintaining traffic flow, developed for all phases of construction, promotes access and exit by buses on a priority basis with the assurance of a dedicated lane in the direction of the peak traffic flow. As well, the Société du Havre de Montréal advocates the development of a reserved lane on the expressway between Clement Bridge and the Lachine Canal (direction downtown) for the duration of the work. Several major projects recently completed downtown, particularly in the QIM, have shown that when construction sites have a major impact on traffic, motorists are more likely to consider a modal shift. The efficiency of public transportation then becomes crucial for the future because a significant number of users that change their routine during the construction period keep these new habits once the project is completed. The best example of such behaviour is the Montreal / Blainville train. This train was put into service as a mitigation measure during the repair of the Marius Dufresne Bridge on Route 117. The pilot project was so successful that the train was kept in service after the end of the construction period and now carries 2 million passengers annually. The planned increase in the network capacity of commuter trains from the South Shore as well as the number of buses in the Bonaventure corridor should have a beneficial impact on public transportation that should continue even after the completion of the construction work. Several mitigation measures are planned for the entire Bonaventure Expressway transformation project to reduce the impact on users. However, these mitigation measures will be developed in detail in a later stage and will vary according to the phases of work and the work methods of the contractor. Examples of recommended mitigation measures Establish and maintain good liaison between the different partners (City of Montreal, AMT, STM, RTL, MTQ, emergency services) as well as the residents and commercial entrepreneurs affected by the work; Obtain maximum media exposure for the project so as to encourage road users to use public transportation or alternative routes; Develop different tools and communication activities on a continuing basis, such as having traffic reporters (radio and TV) speak of the work under way;. Provide an optional route on the Bonaventure Expressway, going downtown, using the bridge at Mill Street; Change the signage of the Ville Marie Expressway, in a westerly direction (A-720) to the Champlain Bridge so as to redirect motorists to the Turcot interchange; Change the signage on the A-15 Expressway, heading north towards downtown to direct users to the Turcot interchange; Provide detours for current delivery and freight transportation routes; Where appropriate, provide for coordination with neighbouring roadwork and construction sites; Develop schedules of road restrictions and closings; Require the contractor to perform certain work simultaneously so as to reduce the duration of work and the number of closures; Provide that certain work which requires special closures (e.g. dynamiting of the Bonaventure Expressway) be carried out during periods when traffic is reduced (e.g. the two week construction holiday); Restrict the number of complete closures or other closures that would be constraining for road users; Reduce speed in work areas; Use variable message boards (e.g. Congestion Bonaventure Expressway ); Provide special panels showing routes to businesses in the work area; Install concrete barriers or glissières for the protection of workers; In the morning, use mobile barriers to keep open three lanes of traffic to Montreal and one lane for traffic towards the South Shore; reverse the priority in the evening; Impose special restrictions as needed to carry out the work using optimal methods; Plan for extended hours of work

47 Summary of the Detailed Pre-project Design Studies SECTION 4 CONSTRUCTION COSTS, REAL ESTATE DEVELOPMENT POTENTIAL AND ECONOMIC AND FICAL IMPACT

48 Quartier Bonaventure 42 PUBLIC INVESTMENT REQUIRED Background The transformation concept of the Bonaventure Expressway has evolved considerably between the stages of prefeasibility, feasibility and the detailed pre-project design. A functional concept meeting all development and transportation objectives was prepared in close cooperation with different departments and boroughs of the City of Montreal and partners in the sectors affected by the work. Discounting the costs of the concept At the time of the pre-feasibility study, SNC-Lavalin had estimated the costs of the road transformation work in Phase 1 to be almost $90 million without adding a factor to reflect the constant rise in construction costs. This amount, in 2008 current dollars, would be in the order of 101 M$. These amounts exclude the activities and classes of costs that were difficult to quantify at the time and that could be required or not, depending on the final concept that was retained. With the completion of the pre-project design, it was possible to confirm the relevance of these works and their costs. Among the elements not quantified (in the $90 million), during the previous work and that have been analysed within the detailed pre-project design, are the following : connection to the street level at Brennan Street rather than Wellington Street (demolition of 83 additional metres of expressway structure); relocation of Wellington snow chute; management of contaminated soil in the Duke and Nazareth corridors where no information on the type of soil was available from preliminary studies; improvement of facilities within the public domain and green spaces to reflect the status of a city gateway by selecting a quality of development comparable to that of the QIM. renovations of the on and off ramps to the Ville Marie Expressway. Cost of the Status Quo Built for Expo 67, the Bonaventure Expressway has suffered the ravages of time and traffic fatigue. In recent years, the City has had to undertake repairs on several occasions. During the pre-feasibility and feasibility phases, the Société du Havre de Montréal referred to a study by the firm Roche 1 in which it was estimated that it would cost $60 M (in 2003 dollars) to extend the useful life of the infrastructure over a period of 35 years. During the detailed pre-project design, the City of Montreal asked that all the reports of soundings of the superstructure and the different studies on the maintenance scenarios (partial or complete) be consolidated and that the costs be indexed in 2008 dollars. The objective of this approach was to determine the scope of the maintenance and reconstruction work required over the next ten years if the structure of the expressway was to be maintained in its current form. The validation of existing information and the economic analysis of the value of the different scenarios showed that a complete rebuilding was not necessary in the short term. However, if the structure were to be maintained for at least 20 more years, the City would need to undertake major work (replacement of the slab, and repair of the beams and associated structures (chevêtres) at a cost of $55 million (in 2008 dollars) for the full portion of the Bonaventure Expressway structure belonging to the City. Given that the transformation into an urban arterial road allowed the elimination of 82% of this elevated structure, its demolition thus allows the City to economize more than $45 M in reconstruction work which, it must be remembered, would bring no urban benefit. Complete reconstruction (more than $100 M) would nevertheless have to be envisaged after this life extension of 20 years. 1 ROCHE, «réfection ou réaménagement de l autoroute Bonaventure étude des scénarios de réfection/reconstruction ou du démantèlement», rapport d étape, juin Costs of the Bonaventure corridor as presented by the Detailed pre-project design 2008 Scope of work The work included in the assessment of construction costs in the pre-project study include : site preparation including the demolition of the structures, of roadway surfacing, of sidewalks and curbs and removing traffic signals, lighting and traffic signage; management of contaminated soils; demolition of the existing municipal infrastructure (water lines and sewers combined) and the construction of new water line and sewer infrastructure; relocation of public utilities (CSEM, Hydro- Quebec, Bell and Gaz Métropolitain); demolition and construction of the roadways; the construction of sidewalks and curbs of the same quality as the work done at the QIM; lighting of the vehicle lanes and pedestrian paths to the same quality standard as the work done at the QIM; new traffic signage including oversized signs or supersignalisation for fast lanes and reserved lanes. pavement markings; the establishment of new traffic signals; landscaping of public areas, including public art and street furniture; works of art, including in particular the span and abutment of the Bonaventure Expressway crossing over De la Commune Street, the on and off ramps of the Ville Marie Expressway and the pedestrian tunnel under Duke Street. civil engineering works including the relocation of the City of Montreal snow chute and the installation of marquees along the rail viaduct. acquisitions of land by agreement or by expropriation The costs pertaining to traffic management, archaeology, construction contingencies, professional fees as well as project management are also included in this evaluation of construction costs. Details of costs The evaluation of the construction costs of the transformation of the Bonaventure Expressway between Brennan and Saint Jacques streets is $141.7 M, all taxes included ($125.6 M before taxes). The summary of costs by type of work is presented in the table below. The amounts are in 2008 dollars. All the cost figures in this table are from the pre-project design studies of February Any subsequent information, as well as any change or addition to the concept or to the preliminary plans will necessarily impact on the project costs. The real costs of the work per se will only be precisely established when the contractors bids are opened. ACTIVITIES COSTS (2008 DOLLARS) Preparation of the site $ Contaminated soil $ Water lines $ Sewers $ Public utilities $ Roads Department work $ Sidewalks and curbs $ Lighting $ Traffic signs $ Road marking $ Traffic lights $ Landscaping $ Street furniture $ Works of art $ Civil works $ COST OF WORKS $ Acquisition of land $ Traffic management $ Work site organisation (10%) $ Construction contingencies $ Professional fees and project management (15%) $ TOTAL BEFORE TAXES $ TPS 5 % $ TVQ 7,5 % $ TOTAL COST $ If it is true that it is important to highlight that the quality of information obtained during the pre-project studies, combined with the enlargement of the Project Territory and the discounting of the costs caused the project cost, with taxes, to go from $90 M to $141.7 M, it is also true that the financial cost effectiveness and the economic benefits of the project also increased, as shown in the data on page 47.

49 Summary of the Detailed Pre-project Design Studies Source : Banque d images Pierre Malo, 2006 Source : Banque d images Pierre Malo, 2006 Source : Gault, Panoramic view of the Gault hotel lobby, opened in June The McGill Ouest project helps consolidate the residential function in the faubourg des Récollets Le Pasta Café, a neighbourhood shop well known to workers and residents of the Cité Multimédia in the faubourg des Récollets MONTREAL REAL ESTATE MARKET TRENDS The components of current and future supply and demand were analyzed for each of the real estate market segments: residential, offices, retail and hotel. This process is necessary to determine the conditions that will affect potential real estate projects in the study area. Following the revision of the development plan proposed this year, the market research that had been conducted in the winter of 2007 was updated. These studies aimed at confirming the capacity of the market to absorb the proposed development potential, looking at the evolution of the four market segments. The following firms, GVA Devencore, Langlais and Associates, Altus Géocom and Horwath HTL, carried out further studies taking into account new market parameters, other announced projects near the Project Territory and changes in the proposed uses, outlined in the pre-project design. The market research was conducted with a view to completing the planned development over one real estate cycle, or about 20 years, including the current period of economic slowdown Residential Market The anticipated pace of residential construction in the downtown area of Montreal varies between 800 to units per year, representing between 16,000 and 34,000 units over a period of 20 years. The construction and absorption for the Quartier Bonaventure are estimated at approximately 10% of the annual potential of the downtown area, or 100 to 170 dwellings per year, depending on current market conditions. According to the development proposal prepared for the Quartier Bonaventure, municipal land could accommodate around 1,000 residential units and the rest of the study area, another 1,800 units by The municipal land offers a strong residential, hotel and office potential. The current programming therefore remains flexible. Furthermore, the development of these lands will take into account the strategy for inclusion of affordable housing, which provides that 15% of new housing units be social housing and another 15% be affordable housing developed by private initiative. Because of the challenges of developing these lands, the application of the strategy of inclusion should be pursued in accordance with modalities to be agreed with the City of Montreal and the concerned stakeholders. Market for office space Currently, the supply of downtown office space added annually to the city is expanded by 56,000 m² which is 1,115,000 m² on a horizon of 20 years. It is expected that development projects after the transformation of the expressway will represent nearly 36% of the additional building space downtown out of a total annual increase of approximately 138,000 m². Retail market The projected residential growth will generate demand for neighbourhood commercial services. Between 6,800 and 8,500 m² of retail space are to be expected in order to meet the demand of new residents, workers and visitors to the Quartier Bonaventure. Hotel market The study area has the potential for one or more hotel developments in the medium and long term (i.e. five to ten years). The area, near Old Montreal, is becoming an ever more important and coveted concentration of hotels, in the heart of the metropolis. A hotel project of approximately 300 units, rated four stars by the Corporation de l industrie touristique du Quebec, might well establish itself, particularly in the northern part of the Quartier Bonaventure, linked to the RÉSO, the QIM and the Palais des Congrès de Montréal. 43

50 Quartier Bonaventure 44 Source : Banque d images Pierre Malo, 1999 REAL ESTATE ELEMENTS OF SUCCESS The strategic location of the Quartier Bonaventure at the downtown gateway and close to the QIM and the Cité Multimédia, reflects a strong and prestigious image for those companies that will occupy it in the future as well as great potential visibility; The market will present an interesting window for the delivery of the first residential projects; The eventual construction of more than 2,800 residential units will enable close to 5,000 new residents to be welcomed in the heart of Montreal; The high quality of the urban construction and landscaping will engender real estate development comparable to that of the surrounding areas (Cité Multimédia, QIM); Key stone of the Quartier Bonaventure revitalisation, the central public place reflects a modern planning approach that responds to the desire of moving back to the city ; The Quartier Bonaventure will generate, in its wake, more than 1.5 billion dollars of real estate investment for the whole study area. It will attract investors, both public and private, that recognize its significant business opportunities estimated at $954 M in the Récollets faubourg and at $567 M on the land owned by the City of Montreal. The Quartier Bonaventure will attract real estate investments of more than $1.53 billion REAL ESTATE DEVELOPMENT POTENTIAL AND PROGRAMMING The redevelopment of the Bonaventure Expressway will bring in its wake a revitalization of the adjacent sectors and neighbourhoods by attracting investors, both public and private. This interest was demonstrated in several meetings held with owners in neighbouring areas during the studies. The completion of the detailed pre-project design gave detailed substance to the nature of the real estate development that could occur in Phase 1. The proposed programming seeks to achieve the full potential of this vast urban requalification by The methodology used for this part of the study is based on the principle of best land use. Potential for development has been quantified on the basis of the areas of the central city blocks to be developed or revitalized following the transformation of the current expressway corridor. The final identification of potential comes from a balance between the local aspects, analysed as part of the pre-project design, trends in the real estate market, absorption capacity of the market and the synergy with other development projects from the Sud Ouest Borough and downtown Montreal. The desired programming is distributed in terms of the main project components, which are: 1 development of central city blocks that will be freed up by the demolition of the Bonaventure Expressway s elevated structure; 2 redevelopment of the De la Commune city block, made possible by the move of the roads department workshop, the lowering of the expressway and its connection to street level at Brennan Street; The transformation of the Bonaventure Expressway, and the opportunities for development of vacant land in the Récollets faubourg will make available for development an area of almost 110,600 m² of land for potential construction of nearly m². The programming consolidates the urban framework with a mix of functions. Commercial uses (hotel, shops and offices) and residential are in an extension of the downtown area and QIM. In addition, the CN rail viaduct has a ground area of 13,700 m² part of which (about m²) can be used for commercial or public purposes. Map of main components of the study area transformation and animation of the ground floor of the CN rail viaduct; 4 Development of vacant lots in the Récollets faubourg taking into account new projects, announced or proposed. 2

51 Summary of the Detailed Pre-project Design Studies Source : Groupe Cardinal Hardy, 2008 Real Estate development potential The table shows the development potential of the area under study according to the distribution of occupations proposed by the Société du Havre de Montréal up to the year Key Map - Quartier Bonaventure Source : Groupe Cardinal Hardy, 2008 City blocks Area No Floors Height Construction Offices Detail Hotel Residential No Units Roof-Garden Park Parking (mc) (m) (mc) (mc) (mc) (mc) (mc) (mc) (mc) (1) Min (2) Max CENTRAL CITY 3-C15 1, ,395 19, , BLOCKS 3-C16 5, ,987 13,181 1,672 37, C16 (rdc) 1 1, C16 (basi) 3 13, C16 (barre) , C16 (tour) 30 22, C17 3,800 3,800 3-C18 4, ,014 29,859 1,133 30, C18 (rdc) 1 1, C18 (Basi) 3 13, C18 (barre) 6+1 6, C18 (tour) ,809 22, C19 1,960 1,960 3-P6 3,750 3,750 3-C5 2,925 2,925 sub-total 23, ,396 43,040 2,805 19,395 67,156 (3) 712 2,654 12, ,671 DE LA 3-C3, 3-C4 6, ,141 31, COMMUNE CITY BLOCK 1,715 1,715 sub-total 8,458 31,141 31, , CN 3-P12 4,102 2 RAIL 3-P12A 2,070 VIADUCT 3-C C10 2, ,111 1,111 3-C9 2, ,180 1,180 3-C8 4, ,054 1, sub-total 13,679 3,735 3,735 2,070 FAUBOURG DES 3-P20/3-P21(6) 12, ,251 22,334 28, RÉCOLLETS 3-P22 13, P23/3-P24 14, ,934 18,000 48, P25A 4, ,920 10, P25B 9, ,282 34, , P26 6, ,468 27,500 23, P27 3, ,782 10,468 1,890 13, P ,517 6,472 4, sub-total 64, ,154 95,694 1, , ,109 1,177 3,348 TOTAL 110, , ,734 (4) 8,430 19, ,867 (3) 2,803 2,654 20,329 1,863 5,445 1 The minimal calculation is done on 1 place by 350 m2 by parking spot for office, 1 place by 350 m2 by parking spot for commerce, 1 parking spot by 2 housing units and 1 parking spot by 5 hotel rooms. 2 The maximum calculation is done on 1 place by 150 m2 by parking spot for office, 1 place by 100 m2 by parking spot for commerce, 1.5 parking spot by housing unit and 1 parking spot by hotel room. 3 The calculation only includes the total number of residential units (85m2/unit) and not the hotel rooms. 4 All the area of the viaduct is not included, maximum of 50% of the area used as development potential to take into consideration the technical spaces and the combined use of both floors for public and commercial functions. 5 For the rail viaduct, the calculation of area does not include the adjacent properties. 6 These properties are the subject of a project of over 100,000 m2 in office space.

52 Quartier Bonaventure Source : Banque d images Pierre Malo, 2000 Public investment in the Quartier Bonaventure will generate major fiscal benefits. ELEMENTS OF SUCCESS FOR LAND BELONGING TO THE CITY OF MONTREAL The proceeds of the sale of the central city blocks and the De la Commune block, owned by the City of Montreal, will be in the order of $51.5 million; The potential real estate investments on the properties owned by the City of Montreal would be $567 million; Eventually, the amount of property taxes potentially generated in accordance with the 2009 rates, in the particular case of the City of Montreal-owned properties that would be developed from currently untaxed lots, would be $13.2 million annually. 46 The fiscal benefits for the provincial and federal governments in sales taxes on real estate sales will be $29.8 M, i.e. $21.1 M for the provincial sales tax (PST) and $8.7 M for the federal goods and services tax (GST). The collection of primary and secondary duties on transfers of immovables is estimated to be $13.9 million. Source : Banque d images Pierre Malo, 2000 Work on the QIM in Example of the rebuilding of the municipal infrastructures in the Cité Multimédia in 2000.

53 Summary of the Detailed Pre-project Design Studies Source : Banque d images Pierre Malo, 2001 Enlarging the Palais des Congrès and the Caisse de dépôt et placement du Québec. Source : Banque d images Pierre Malo, 1983 Demolition of silos in the Old Port in In terms of recurring revenue, or revenue from property taxes, these will eventually reach $ 32 million. Finally, the City will take on recurrent costs related to maintenance and management that amount to a little more than $7 million annually. ECONOMIC ANALYSIS AND VALUE CREATION Generally, a project to rebuild obsolete highway infrastructure generates very little economic impact. However, the transformation of the Bonaventure Expressway opens the door to a vast undertaking of urban requalification and a tremendous potential for real estate development with significant benefits. In addition to many and varied economic impacts, the social and environmental impacts will improve the quality of life of Montrealers. Major public investments in infrastructure have a measurable impact, both direct and indirect. Indeed, the affected city blocks (in the expressway corridor or on the outskirts) will gain from this redevelopment, attracting investments of more than one billion dollars over 20 years. These investments will cause additional municipal expenses, but they will also generate additional recurring property tax revenues. PROJECTED PRIVATE REAL ESTATE INVESTMENT ($M) Results in terms of investment In the event that all projects arising from the transformation of the Bonaventure Expressway are realized they could generate private investment in the order of 1.53 billion dollars. Summary of economic benefits In considering the $227.7 million of public investment necessary to ensure the success of the urban redevelopment, with the simultaneous implementation of the transformation of the Bonaventure corridor ($141.7 million) and the Dalhousie public transportation corridor ($86 million), the ratio of private / public investment is of the order of 6,7. This result provides a real accumulation of wealth for Montrealers. A reassuring fact is that this result is similar to ratios observed for comparable projects in Canada and abroad such as those planned for the Toronto waterfront (ratio of 3), the revitalization of Vieux Montréal (ratio of 3) and the London Docklands (ratio of 4). RESIDENTIAL OFFICES AND HOTEL TOTAL COMMERCIAL Central city blocks $ $ 59.2 $ $ De la Commune city block 41.4 $ - $ - $ 41.4 $ Rail viaduct - $ 7.1 $ - $ 7.1 $ Faubourg des Récollets $ $ - $ $ Total $ $ 59.2 $ $ Economic Summary ( ) Investments Bonaventure corridor $141.7 M Dalhousie corridor $86 M Private development $1,528 M Ratio public/private 6.7 Avoided costs Expressway reconstruction $45 M Revenues City of Montreal Land sales $51.5 M Non recurring revenues $47.8 M Taxes annually, eventually $32 M Economic impact Value added $1,000 M Government revenues $339.7 M Job creation (pers.-yrs) : Since the various levels of government are called on to contribute to this large scale project, the latter must generate fiscal benefits that justify such development in preference to a simple renovation of the existing structure of the expressway. In terms of municipal revenues, the City of Montreal derives revenue, first of all, from the sale of the properties that will become the central city blocks. It also earns revenue from building permits and transfer duties. These revenues will amount to approximately $99.8 million of which nearly $52 million flows only from the sale of land. With respect to revenues expected by the governments of Quebec and Canada, from direct and indirect investment in residential and non residential construction, they are substantial. For Quebec, they will reach $224 million of which two thirds will be due to residential and non-residential real estate projects. The federal government, for its part, will receive $96 million. This means that the governments will benefit from the real estate developments that will result from the requalification of the territory, mainly in the vicinity of the Peel Basin. As for jobs, infrastructure construction and real estate projects will account for 23,000 person-years distributed at the same rhythm as the construction takes place. Moreover, if the commercial and office increases are realized at the predicted rate, it could lead to about 5,000 jobs that would accrue to the study area. Financial analysis of the project The financial analysis conducted by the City of Montreal confirmed that the proposed transformation of the Bonaventure Expressway combined with the expected real estate development constitutes a project that is effective and, indeed, profitable, according to the criteria of its investment fund. The net present value of the project analyzed over a period of 10 years ( ) exceeds $10 million and the payback period on the investment by the City is estimated to be 9 years. The financial analysis also showed that the project presents an acceptable risk. In fact, the threshold of the percentage of profitable private development is 65% for the real estate projects planned over the next 10 years.. 47

54 Quartier Bonaventure 48 Source : Banque d images Pierre Malo, 2001 Source : Jonathan Picard Victoria Square, a safe and convivial environment. QIM, example of a cooperative requalification approach. CONCLUSION Few expressway corridor redevelopment projects have had such a large impact on an area and a community. Main gateway to downtown Montreal, the Bonaventure Expressway passes through a rundown destructured neighbourhood whose development potential is limited by the expressway s presence. The urban planning effort made in the context of studying the economic impact demonstrates that a real potential for property development exists in the section north of the Lachine Canal. The winning conditions for this project begin with the implementation of infrastructure work that will pave the way for development. Beyond a simple comparison of direct costs and economic benefits, one must not underestimate the visual impact of the Quartier Bonaventure, and consequently the power of attraction of the site to be developed in the eyes of investors. All these assumptions are converging to bring us to the conclusion that the transformation of the Bonaventure Expressway is a unique opportunity to rebuild sites that have a very strong potential to stimulate real estate and economic development that would connect the downtown area to the Peel Basin and, later, to the St. Lawrence River. This project with its leverage effect on real estate investments planned over a 20 year timeline, continues the succession of achievements that have transformed Montreal over the last two decades. It is comparable to the revitalization of Vieux-Montréal and its suburbs and to the QIM that has become a benchmark for urban development. Transformation of the Bonaventure Expressway: the essence of a catalyzing project a project that will create jobs and generate economic benefits throughout its life: person-years in jobs; - More than $1 billion in value added to Quebec s GDP; a project with an incomparable domino effect on subsequent development: - More than $1.53 billion of private investment that will follow in the wake of redevelopment; a project that will give an excellent return on investment to Montrealers: - A payback period of 9 years for the investment made by the City; - Elimination of more than $45 million of expenses for maintaining the structure of the existing expressway required between now and

55 Summary of the Detailed Pre-project Design Studies SECTION 5 RESULTS OF THE TECHNICAL STUDIES ON ENVIRONMENT, ARCHAEOLOGY, UNDERGROUND INFRASTRUCTURE AND WELLINGTON SNOW CHUTE

56 Quartier Bonaventure The month of October 2007 was dedicated to Phase II environmental characterization work. Evening, October 26th, 2007, Duke Street was excavated to carry out two important testborings. 50 ENVIRONMENTAL ASPECT The Société du Havre de Montréal commissioned SNC-Lavalin Environment to carry out three environmental studies as part of the pre-project design of the transformation of the Bonaventure Expressway at the downtown gateway. These studies are: site characterization - Phase II; impact on air quality; impact on noise climate Site Characterization Study - Phase II The Phase II site characterization study followed the Phase I environmental characterization conducted previously by SNC-Lavalin Environment in , as part of the feasibility studies. The aim of the study was to assess soil quality and groundwater in the Project Territory. The study s task was also to allow an estimate of the magnitude of contamination, and thus the volume of contaminated soil. In total, 47 soundings were conducted, consisting of 29 environmental trenches, five archaeological trenches and 13 boreholes. Soundings were distributed in the areas where environmental issues had been previously identified by the first study (Phase I). The study covered an area of 79,200 m2, consisting of a corridor of approximately 880 m long and 90 m width, and was thus a sounding of 1,685 m2 of land. The site characterization approach followed the guidelines and directives of the ministère du Développement durable, de l Environnement et des Parcs (MDDEP), published in its Politique de protection des sols et de réhabilitation des terrains contaminés. First, it should be noted that the results of the soundings are representative of an area that had long been the site of industrial activity near the Lachine canal. The soils that had been tested were evaluated according to Criteria B (residential) and C (commercial or industrial use) of the MDDEP as well as according to the standards established in Annexes I and II of the Règlement sur la protection et la rehabilitation des terrains (RPRT) and within the limits established by Annex I of the Règlement sur l enfouissement des sols contaminés (RESC). The contaminated soils consist essentially of landfill and the depth of contamination varies mainly between 0.10 and 4.88 m. Generally, the high presence of residual material in the landfill s horizon appears to be associated with previous industrial activities rather than the presence of residual materials. The nature of the contaminants is organic, by the presence of petroleum hydrocarbons (C10-C50 HP), polycyclic aromatic hydrocarbons (PAHs) or phenolic compounds (PC), but also inorganic by the presence of metals such as arsenic, barium, copper, tin, lead and zinc. Sulphur is also found. Of the 47 soundings carried out, 30 of them reflect at least one sample where the higher measured concentrations are located at least in the range B-C of the MDDEP (above the Annex I of RPRT) i.e. in excess of the criteria for residential use. These concentrations cover all parameters. Also, in 18 soundings there was at least one sample with higher measured concentrations that were at least in the range C-D of the MDDEP (higher than Annex II of the RPRT) i.e. above the criteria applicable to industrial or commercial use. These concentrations also concern all parameters. Leaching tests were done on samples containing more than 50% of residual materials. Analysis indicated concentrations of copper, lead and zinc exceeding the solid waste standards, Règlement sur les déchets solides. The elevation and quality of the groundwater were measured in observation pits. Their level ranged from 4 to 10 m. Because of the urban nature of the sector under study, it was not possible to specify hydraulic gradients, nor the flow rates of the water. The hydro geological formation of the study sector is class III according to the Guide de classification des eaux souterraines du Québec. Because of the proximity to the Lachine Canal and the presence of sewer pipes, the groundwater quality is compared to the standards enacted by Regulation 87 of the Communauté métropolitaine de Montréal and user criteria for the Policy on resurgence in surface water or sewers, Politique concernant la résurgence dans les eaux de surface ou l infiltration dans les égouts (RESIE). Of the 8 water samples taken, 6 present at least one parameter where the concentration exceeds the applicable criteria or the criteria for surface water, in the case of ammonia nitrogen. Zinc is a common parameter in the 6 pits whose values exceed the applicable level. Other parameters are copper, cadmium, sulphate and ammonium nitrogen. Nevertheless, concentrations of zinc, copper, cadmium and sulphates meet the standards of sewage discharge in Regulation 87 of the Communauté métropolitaine de Montréal, with the exception of ammonia nitrogen in one of the pits. Also note that some of the alert thresholds established for groundwater, - i.e. a preventive limitation, or a concentration from which a loss of the use of the resource should be apprehended - have been exceeded, i.e. cadmium, copper and zinc, in some observation pits in the study area. The main receiver of the study sector s groundwater remains the Lachine Canal. Regulation 87 allows the disposal of a maximum of 1 mg / L of zinc in the storm sewer system or in a watercourse. As concentrations of zinc on the site are below this level, the migration of zinc away from the site is not a cause for concern. The same is true for the level of cadmium and copper concentrations.

57 Summary of the Detailed Pre-project Design Studies Archaeological excavation confirmed the precarious sanitary conditions of Griffintown at the end of the nineteenth century. Air quality According to the sectorial study on air quality carried out during the feasibility phase, the project to transform the Bonaventure Expressway, was likely to impact air quality for sensitive receptors in the study area. An inventory and an analysis of the major sources of pollution that could affect air quality in the study area were carried out. The analysis considered the sources inside or on the periphery of the study area, local meteorology and data from the Montreal Island air quality sampling network. Common air pollutants, such as carbon monoxide (CO), oxides of nitrogen (expressed as NO2), benzene and its fine particles (PM2.5) were analyzed. The latter two pollutants currently constitute an environmental issue throughout the Island of Montreal. The problem of tropospheric ozone has also been addressed, as well as the problem of climate change by greenhouse gas emissions (GHG). These issues have, however, been treated qualitatively and on a larger scale. The measured or estimated concentrations were evaluated according to the applicable standards and criteria of Regulation , Règlement de la CMM (Règlement 90), according to the provisional management criteria, the draft MDDEP regulation on air purification and Environment Canada s country-wide standards. The most sensitive zones in the study area are located at the corner of Wellington and Duke streets and at the corner of William and Duke streets. It should be mentioned as well that the Bonaventure Expressway transformation project envisages the construction of residential and commercial buildings between Duke and Nazareth streets. The inclusion of buildings on the edge of arterial roads with high traffic flow can be a problem in terms of noise and air quality and requires mitigation measures in this regard. Pollutant sources identified in the study area are mainly road traffic, railways and the heating and cooling systems of Chauffage et Climatisation urbain de Montréal (CCUM). It is also important to add the residential heating and air pollutants from sources outside the study area. The expected effects on air quality are mainly related to fluctuations in traffic volumes, the changes in the geometry of the traffic routing and the creation of a corridor reserved exclusively for buses. Modeling was carried out considering the pollutants generated by road traffic, consisting of CO, NO2, benzene and PM2.5. Emission rates were evaluated using a mathematical model. The current situation and an evaluation over a horizon of about ten years following the completion of the project were calculated. The input parameters included climate data, speed and distribution of vehicles and fuel properties. The fugitive emission of particulates and the dispersion of pollutants were considered in these models. The geometry, route profile, receivers, traffic flows, meteorological data, the hourly concentrations of NO, NO2 and O3, ambient concentrations of pollutants, the roughness of the soil, emission rates and concentrations at intersections were among the basic data sets used. The choice of inputs was carefully made so as to avoid underestimating the situation. According to this modeling, the redevelopment project would have positive impacts on the concentrations of CO, NO2 and benzene in the ambient air. The concentrations of these three pollutants would decrease throughout the study area once the project is completed in The structure of the CN tracks (9 metres high) as well as the future buildings planned in the central city blocks between Nazareth and Duke streets (up to 120 meters high), will act as partial screens for the lateral distribution of pollutants emitted by the reserved bus lane. In addition, the impacts on the concentrations of tropospheric ozone and greenhouse gases will not be significant at the level of the Island of Montreal and the Montreal region. Regarding the establishment of a program of supervision and environmental monitoring, emissions of particulate matter will be reduced during the construction period through a programme of reduction of particles and dust. It will require that trucks, in particular, be covered and that the soil that is temporarily stored also be covered. With the opening of the transformed roads, a sampling process will be established as well as regular maintenance of the lanes reserved for buses. HEPA filters in the fresh air intakes of buildings could also be proposed for new buildings. Sound climate The transformation of the Bonaventure Expressway could, according to the scenario proposed by the Société du Havre Montreal, result in some noise impact as well as vibration. The project involves the demolition of the current elevated section and the reconfiguration of Duke and Nazareth streets into urban arterial roadways. Subsequently, the project foresees the construction of residential and commercial buildings in the new central city blocks between Duke and Nazareth streets. It is also planned to create a public square on the city block between Ottawa and William streets. The study of sound climate focused mainly on the evolution of road noise in the sensitive areas following the reconfiguration of the roadways. Two sensitive zones were identified, namely the residential building located at 80 Prince Street, and a private nursery, located at 351 Duke Street. Thus, the terms and conditions established by the MTQ policy, Politique sur le bruit routier du Ministère des Transports du Québec were applied. The City of Montreal Règlement sur le bruit and the noise levels recommended by Canada Mortgage and Housing Corporation (CMHC) were also considered. The noise generated by passing trains on the elevated CN tracks as well as noise from the CCUM facility, were also included in the study. The characterization of the current sound environment, by ambient noise, shows that the sensitive areas are exposed to daily noise levels, corresponding to noise impacts going from average to strong. The simulations of sound propagation that have been performed show that in the projected situation, existing sensitive areas will remain subject to noise levels corresponding to levels of acoustic discomfort qualified as average to strong. The simulations indicated that the project would have a significant impact on noise in a very defined area, specifically on the lower floors of the residential project at 80 Prince Street. However, it is important to state that the subsequent phases of this project propose mixed use buildings, with commercial spaces on the ground and other low floors all along Duke Street, which will eliminate the impact on the lower floors. No additional impact was observed at the private daycare centre. As for the elevated CN tracks, the trains constitute a secondary source of noise for housing whose façade faces this structure. Mitigation measures are, for these reasons, recommended in the choice of construction materials to minimize the impact on the sound climate of the lower floors of the future residential projects. The reduction of noise emitted by the CCUM facility, optimization of traffic management and the construction of terraces and balconies on the unexposed facades of the new buildings are among the proposed measures. 51

58 Quartier Bonaventure The archaeological inventory was carried out in coordination with the environmental characterization study, Phase II. 52 ARCHAEOLOGICAL ASPECT The Société du Havre de Montréal commissioned SACL to establish an archaeological inventory of the land so as to list and characterize the archaeological resources on the site and to propose future archaeological activity. The main purpose of the mandate was to make an archaeological inventory of the Bonaventure project s Project Territory. This phase of archaeological inventory was conducted in coordination with the environmental characterization study, phase II. The process that was followed in conducting this mandate included the following steps: do the preparatory work; undertake the archaeological inventory of the terrain; analyse the archaeological data collected and produce the archaeological report in accordance with the Loi sur les biens culturels (L.R.Q., Chapter B-4). The environmental characterization of soil carried out by SNC-Lavalin Environment helped to identify areas that were disturbed during the major construction work undertaken to build the Bonaventure Expressway, the Ville Marie Expressway and the University interchange. They also allowed confirmation of the presence of occupancy levels (wood floors, accumulation of sawdust and wood chips) associated with the operation of the barrel-making firm of John Linton between 1865 and This artisan-based industry fronted on Nazareth Street, between Brennan and Wellington streets. No evidence of prehistoric occupation came to light during these excavations. However, all the data collected on the natural soil in the mapped grid of the sector under study, allows a summary description of the original topographic profile that existed during this period. The archaeological inventory trench located in the area of the sidewalk, west of Nazareth Street, at the corner of Saint Paul Street, allowed the team to search and sample the oldest layers of the archaeological fabric of this site. A segment of the old Sulpician canal dating from the end of the seventeenth century was updated. The level of occupancy of the Sulpicians College gardens was also identified in this trench. The archaeological inventory trenches were dug in the right-of-way of Duke Street between Wellington and Ottawa streets, in the reserved bus lane. These trenches, located so as to better understand the occupation of the Grange des Pauvres and an adjacent building dating from the end of the eighteenth century and early nineteenth century, however, did not give conclusive results. The first trench was crisscrossed with several vestiges and showed the presence of abandoned former public utilities, while the second trench showed no trace of archaeological fabric. The archaeological inventory trenches dug in the embankment on the east side of Nazareth Street, between Wellington and Ottawa streets were positioned at the location of old back yards from the nineteenth century that had never been built. Excavations revealed relatively undisturbed soil compared to the occupation of the area throughout the nineteenth century. This data confirms amongst other things, the level of occupation during the first half of the nineteenth century, and the precarious health conditions of Griffintown at the end of the nineteenth century. The results of this inventory guide, in the short-term, the continuation of the archaeological research in the study sector. From this point on, these results are driving the planning of a programme of excavations and archaeological supervision that must be linked to the different development projects to be implemented shortly as part of the transformation of the Bonaventure Expressway between the Saint Jacques and Brennan streets.

59 Summary of the Detailed Pre-project Design Studies Work to sound the water lines under Notre Dame Street West by the firm Aqua-Diag. Broken water main on Notre Dame Street West near the Bonaventure Expressway, November 7th, UNDERGOUND INFRASTRUCTURE ASPECT Despite the complexity of its underground environment, the Bonaventure project provides a unique opportunity to the City of Montreal and the various infrastructure owners to optimize their respective underground networks. Over months, close cooperation was established between different partners of the Société du Havre de Montréal (City of Montréal, CCUM, Gaz Metro, Commission des services électriques de Montréal (CSEM), Hydro-Québec/ Trans Energy Distribution and Bell) as well as a dozen telecommunications companies (through the CSEM) and allowed all to find optimal solutions to the various problems and opportunities created by the transformation of the Bonaventure Expressway. The first studies of the underground infrastructure aspect were carried out in close cooperation with the Direction de la gestion stratégique des réseaux d eau du SITE de la Ville de Montréal. They consisted of a diagnosis of the structural and functional plans of the water and sewer network serving the area that neighboured the sites targeted by the transformation of the Bonaventure Expressway. They were conducted with the help of available data on the state of the conduits and, as well, using hydraulic analyses. In the case of the detailed pre-project design, more than 10 km were sounded and the results analysed. Following these studies, the three branches of the SITE, (those responsible for the strategic management of water, for wastewater treatment, and for the production of drinking water) submitted their final recommendations on the state of the pipes, sewers and aqueducts. Throughout the work leading to the detailed pre-project design, technical committees comprising various stakeholders concerned with underground infrastructure worked to prepare an assessment of the situation, identify areas of conflict, plan and define future needs, identify optimal solutions and establish a phasing of the rehabilitation, replacement or relocation of infrastructure. These committees also had the task of identifying the opportunities generated by the transformation of the Bonaventure Expressway while proposing an optimal location for its infrastructure. Some options are currently envisaged such as: moving the conduit duct banks and access shafts; the implementation of new energy corridors; abandonment or dismantling of unused installations; the status quo. Next Steps undertake the process of obtaining certificates of authorization from the government, ministère du Développement durable, de l Environnement et des Parcs (MDDEP); preparation of the documents related to invitations to tender, plans, specifications and supervision in cooperation with the City of Montreal; launching of the first invitations to tender and adjudication of the contracts; preparation of final plans and specifications; start and monitoring of work in cooperation with the City of Montreal; continue the work of the technical committees and the coordination of work with partners. 53

60 Quartier Bonaventure The relocation site for the Wellington snow chute. Unloading operation at the Wellington snow chute on December 7th WELLINGTON SNOW CHUTE ASPECT The City of Montreal operates a snow chute over the collector sewer at the corner of Wellington and Duke streets. This facility serves part of downtown and receives approximately 250,000 m3 of snow per winter. The snow chute is used about 26 days per year. However, its impact on traffic and its inconsistency with the requalification of the sector to residential and commercial uses justified conducting a separate study with a view to its relocation. Moreover, the proposed geometry and development of a public space between Brennan and Wellington streets make it impossible to maintain the facility. The Société du Havre de Montréal commissioned the Group Séguin experts-conseils inc. to identify sites that would allow the relocation of the Wellington snow chute. The approach to this mandate included the following steps: Within this study, three potential sites for development of a new snow chute have been studied: Ogilvie site - located on Mill Street; Costco site - in the Costco parking lot on Bridge Street; CN site - in the CN marshalling yard. Ogilvie site The Ogilvie site has potential advantages in that it can accommodate two snow chutes and a waiting area. Some adjustments must be made to meet the requirements of the ADM Agri-Industries mill such as a waiting area for its trucks and parking for employees. The Ogilvie site is easily accessible and does not affect neighbouring intersections. The site is the only one that is accessible by an alternative route (Riverside Street) thereby avoiding congestion on Mill and Bridge streets. The site does not provide an adequate waiting area for snow trucks, unless use is made of a larger area of the existing parking lot. Site CN The site, located in the CN marshalling yard, has interesting potential, is easily accessible by local streets and is a facility that is integrated into the local existing milieu. The site is easily accessible through the local network of streets. The development of a route from Bridge Street would allow the configuration of a waiting area. On the other hand, the presence of the railway tracks may increase the complexity of the configuration of the site, requiring the installation of level crossings. These crossings could impede snow removal operations during the passage of a train. Furthermore, to enable the site development, negotiations with CN are required to create the right to cross or to acquire part of the property. Recommandation In light of this analysis, the Société du Havre de Montreal recommends that the Ogilvie site be selected. It is the best choice for a new snow chute for the following reasons: possible development of two snow chutes; development of a waiting area; accessibility of the site; alternative route available; low visual and noise impact; reasonable construction cost for two snow chutes. upgrade the 1997 study on the Ogilvie (ADM) snow chute located on Mill Street; search for alternative sites; evaluate sites in terms of suitability for the transport of snow; make a recommendation on the location of a new site for the disposal of snow; Costco Parking The site of the parking lot for the Costco store on Bridge Street has several disadvantages that makes it unattractive for the development of a snow chute site. These disadvantages are related to traffic, road safety and planning. This site is located at the intersection of Bridge and Mill streets, heavily congested during peak hours. Moreover, the site would require the relocation of the main access to the Costco store. This measure would increase the risks to road users, even outside snow periods.

61 Summary of the Detailed Pre-project Design Studies SECTION 6 A PROCESS CENTRED ON WORKING TOGETHER

62 Quartier Bonaventure 56 AN APPROACH TO DEVELOPMENT BASED ON PARTNERSHIP AND CONCERTED ACTION The development approach advocated by the Société du Havre de Montréal focuses on partnership and concerted action with all partners in its territory, with the City of Montreal, with the Sud-Ouest and Ville Marie boroughs, with different departments and agencies of both the Federal and Quebec governments, associated with the many aspects of the project. Since 2003, the Société du Havre de Montréal has met with over 350 groups and made over 500 presentations of the project at different moments in its development, allowing it to reach several thousand citizens and partners interested in the future of the project and of New Montreal. This strong and committed partnership has enabled the creation of a consensus that Montreal has rarely seen around a large project. This commitment by all of the stakeholders generates a momentum that will provide valuable support to the implementation process. In September 2008, the Société du Havre de Montréal initiated a process of consultation with representatives of the business community, Montreal universities, different interest groups and local organisations working in the Sud-Ouest and Ville Marie boroughs. The participants commented on various aspects of the Bonaventure Expressway transformation project. Their thoughts and conclusions are summarized here. The benefits and impacts in terms of traffic and transportation Participants felt that the place reserved for public transportation, the inclusion of green spaces in the urban fabric and the preservation or, indeed the highlighting of the views towards the downtown area along the route from Champlain Bridge, are elements that are essential to the success of the project. Public Transportation Participants warmly welcomed the approach seeking to promote public transportation rather than the singleoccupant car, as well as the creation of an exclusive bus lane. Accessibility to downtown during the construction work and close cooperation with other major road building projects Participants stressed the importance they attach to maintaining fluid movement (car, public transportation, active transportation) to and from downtown during the period of construction work. The residents of Montreal and the South Shore would like to be informed on an ongoing basis on all mitigation measures that will be taken during the work period. Fearing difficulties of access to downtown, they want very much to see efficient coordination among the major infrastructure projects that will be under construction simultaneously. Among the other wishes and expectations that were expressed, note the following: the importance of maintaining a perspective on downtown Montreal and Mount Royal from Champlain Bridge; the relevance of supporting further the mechanisms that will be implemented to reduce the speed of vehicles approaching the urban arterial road; the importance of using the construction situation to encourage a long-term modal shift and of developing and presenting users with choices of corridors to use to and from their destination; the relevance of examining the feasibility of reintroducing trolleybuses in addition to the planned tramway, or even in its place.