Misplaced Pages

#698301

87-781: Assomption station is a Montreal Metro station situated in the Mercier–Hochelaga-Maisonneuve borough of Montreal , Quebec. Managed by the Société de transport de Montréal (STM), it facilitates commuters along the Green Line and resides within the Hochelaga-Maisonneuve district. The station opened some time after 6 June 1976, as part of the extension of the Green Line to Honoré-Beaugrand . Designed by Duplessis and Labelle, Assomption station features

174-410: A 337-foot (103 m) tunnel. Motormen on this route were specially trained and strict safety procedures were used. The streetcars used on this route were equipped with an auxiliary braking system and powerful handbrakes in addition to their regular equipment. Both the 93-Remembrance and 11-Mountain routes were summer-only services. There were a number of other unique cars on the system especially in

261-446: A breezy ride during the hot and humid summers of Montreal. The cars operated on a 10-mile (16 km) counter-clockwise circuit around the three peaks of Mount Royal via Bleury, Park, Laurier, Côte Ste. Catherine, Bellingham, Maplewood, Decelles, Queen Mary, a private right-of-way between Queen Mary and Côte Saint Luc, Girouard, Sherbrooke, Atwater, St. Luke, Closse, Sainte Catherine, then back to Bleury. A second Golden Chariot route

348-424: A computerized visual recognition system. On station platforms, emergency points are available with a telephone connected to the command centre, an emergency power supply cut-off switch and a fire extinguisher. The power supply system is segmented into short sections that can be independently powered, so that following an incident a single train can be stopped while the others reach the nearest station. In tunnels,

435-482: A conventional side platform layout constructed primarily from concrete and partially situated within a tunnel . Access to the station is facilitated through a deep open cut that leads to a single entrance. Notably, the station's entrance building and the hallways leading to the stairwell have murals painted by Guy Montpetit . In 2022, the STM's Universal Accessibility Report noted that preliminary design work to make

522-611: A moratorium May 19, 1976, to the all-out expansion desired by Mayor Jean Drapeau . Tenders were frozen, including those of Line 2 (Orange Line) after the Snowdon station and those of Line 5 (Blue Line) whose works were yet already underway. A struggle then ensued between the MUC and the Government of Quebec as any extension could not be done without the agreement of both parties. The Montreal Transportation Office might have tried to put

609-614: A new government in Quebec rejected the project, replacing the Metro lines by commuter train lines in its own 1988 transport plan. Yet the provincial elections of 1989 approaching, the Line 7 (White Line) project reappeared and the extensions of Line 5 (Blue Line) to Anjou ( Pie-IX , Viau , Lacordaire , Langelier and Galeries d'Anjou ) and Line 2 (Orange Line) northward ( Deguire / Poirier , Bois-Franc and Salaberry ) were announced. At

696-579: A publicly owned transportation authority. In 1950, legislation was passed to create the city-owned Montreal Transportation Commission, which would be charged with taking over the assets of the Montreal Tramways Company, which it officially did in June 1951. The Commission decided to convert all streetcar lines to buses within 10 years. To relieve traffic congestion, the newly established Montreal Transportation Commission decided to convert

783-413: A raised path at trains level facilitates evacuation and allows people movement without walking on the tracks. Every 15 meters, directions are indicated by illuminated green signs. Every 150 meters, emergency stations with telephones, power switches and fire hoses can be found. At the ventilation shafts locations in the old tunnels or every 750 meters in recent tunnels sections (Laval), emergency exits reach

870-628: A reader. Since 2015, customers have been able to purchase an Opus card reader to recharge their personal card online from a computer. As of April 2024, the ARTM added an option to recharge an Opus card directly from the Chrono mobile app. In 2016, the STM is developing a smart phone application featuring NFC technology, which could replace the Opus card. Metro stations are equipped with MétroVision information screens displaying advertising, news headlines from

957-508: A single subway line reusing the 1944 plans and extending it all the way to Boulevard Crémazie , right by the D'Youville maintenance shops . By this point, construction was already well underway on Canada's first subway line in Toronto under Yonge Street , which would open in 1954. Still, Montreal councillors remained cautious and no work was initiated. For some of them, including Jean Drapeau during his first municipal term, public transit

SECTION 10

#1732781114699

1044-529: A way to provide work for the jobless masses. World War II and the war effort in Montreal resurrected the idea of a metro. In 1944, the MTC proposed a two-line network, with one line running underneath Saint Catherine Street and the other under Saint Denis , Notre-Dame and Saint Jacques Streets. In 1953, the newly formed public Montreal Transportation Commission replaced streetcars with buses and proposed

1131-551: Is Georges-Vanier , with 773,078 entries in 2011. The network operations funding (maintenance, equipment purchase and salaries) is provided by the STM. Tickets and subscriptions cover only 40% of the actual operational costs, with the shortfall offset by the urban agglomeration of Montreal (28%), the Montreal Metropolitan Community (5%) and the Government of Quebec (23%). The STM does not keep separate accounts for Metro and buses services, therefore

1218-404: Is a rubber-tired underground rapid transit system serving Greater Montreal , Quebec, Canada. The metro, operated by the Société de transport de Montréal (STM), was inaugurated on October 14, 1966, during the tenure of Mayor Jean Drapeau . It has expanded since its opening from 22 stations on two lines to 68 stations on four lines totalling 69.2 kilometres (43.0 mi) in length, serving

1305-493: Is covered by the federal government. Small investments to maintain the network in working order remain entirely the responsibility of the STM. Montreal Metro facilities are patrolled daily by 155 STM inspectors and 115 agents of the Montreal Police Service (SPVM) assigned to the subway. They are in contact with the command centre of the Metro which has 2,000 cameras distributed on the network, coupled with

1392-486: Is not uncommon for travellers in these sections to let several trains pass before being able to board. Conditions at these stations worsen in summer because of the lack of air conditioning and heat generated by the trains. In 2014, the five most popular stations (in millions of inbound travellers) were Berri–UQAM (12.8), McGill (11.1), Bonaventure (8.1), Guy–Concordia (8.1) and Côte-Vertu (7.6); all of these but Côte-Vertu are located downtown. The least busy station

1479-565: Is scheduled to be completed in 2030. Initial construction work began in August 2022. In 2017, Valérie Plante proposed the Pink Line as part of her campaign for the office of Mayor of Montreal. The new route would have 29 stations and would primarily northeastern Montreal with the downtown areas, as well as the western end of NDG and Lachine. The project has since been added to Quebec's 10-year infrastructure plan, and feasibility studies for

1566-713: The Autorité régionale de transport métropolitain (ARTM), mandated to manage and integrate road transport and public transportation in Greater Montreal; and the Réseau de transport métropolitain (RTM, publicly known as exo), which took over all operations from the former Agence métropolitaine de transport. RTM now operates Montreal's commuter rail and metropolitan bus services, and is the second busiest such system in Canada after Toronto 's GO Transit . Announced in 1998 by

1653-552: The De Maisonneuve Boulevard . It would extend between the English-speaking west at Atwater station and French-speaking east at Frontenac . Line 2 ( Orange Line ) was to run from north of the downtown, from Crémazie station through various residential neighbourhoods to the business district at Place-d'Armes station . Construction of the first two lines began May 23, 1962, under the supervision of

1740-570: The Island of Montreal . After being awarded, in May 1970, the 1976 Summer Olympics , a loan of $ 430 million ($ 2.7 billion in 2016) was approved by the MUC on February 12, 1971, to fund the extensions of Line 1 (Green Line) and Line 2 (Orange Line) and the construction of a transverse line: Line 5 (Blue Line) . The Government of Quebec agreed to bear 60% of the costs. The work on the extensions started October 14, 1971, with Line 1 (Green Line) towards

1827-581: The New York City Subway and Mexico City Metro . In 2023, 303,969,500 trips on the Metro were completed. With the Metro and the newer driverless, steel-wheeled Réseau express métropolitain , Montreal has one of North America's largest urban rapid transit systems, attracting the second-highest ridership per capita behind New York City . Urban transit began in Montreal in 1861 when a line of horse-drawn cars started to operate on Craig (now St-Antoine ) and Notre-Dame streets. Eventually, as

SECTION 20

#1732781114699

1914-681: The North Shore at Deux-Montagnes , was completely renovated in the early 1990s and effectively replaced the planned third line. The next line would thus be numbered 5 (Blue Line) . Subsequently, elements of the line, particularly the Deux-Montagnes commuter train, became the first line of the Réseau Express Métropolitain . The Montreal municipal administration asked municipalities of the South Shore of

2001-611: The RDI , and MétéoMédia weather information, as well as STM-specific information regarding service changes, service delays and other information about using the system. By the end of 2014, the STM had installed screens in all 68 stations. Berri–UQAM station was the first station to have these screens installed. Montreal Metro ridership has more than doubled since it opened: the number of passengers increased from 136 million in 1967 to 357 million in 2014. Montreal has one of North America's busiest public transportation systems with, after New York,

2088-574: The Saint Lawrence River which one would be interested in the Metro and Longueuil got the link. Line 4 (Yellow Line) would therefore pass under the river, from Berri-de-Montigny station , junction of Line 1 (Green Line) and Line 2 (Orange Line) , to Longueuil . A stop was added in between to access the site of Expo 67, built on two islands of the Hochelaga Archipelago in the river. Saint Helen's Island , on which

2175-570: The Snowdon) station in 1988. Because it was not crowded, the STCUM at first operated Line 5 (Blue Line) weekdays only from 5:30 am to 7:30 pm and was circulating only three-car trains instead of the nine car trains in use along the other lines. Students from the University of Montreal , the main source of customers, obtained extension of the closing time to 11:10 pm and then 0:15 am in 2002. In

2262-576: The Western world experienced an economic boom and Quebec underwent its Quiet Revolution . From August 1, 1960, many municipal services reviewed the project and on November 3, 1961, the Montreal City Council voted appropriations amounting to $ 132 million ($ 1.06 billion in 2016) to construct and equip an initial network 16 kilometres (9.9 mi) in length. The 1961 plan reused several previous studies and planned three lines carved into

2349-603: The réseau express métropolitain (REM), scheduled to open in the second quarter of 2023. The fares for Exo, the REM and the Metro for zone A are only valid on the island of Montreal. In order to take the Exo, REM or Metro trains from Montreal to Laval (zone B), you must have the corresponding fares for that zone; for example, an all modes AB fare. Fare payment is via a barrier system accepting magnetic tickets and RFID -like contactless cards. A rechargeable contactless smart card called Opus

2436-426: The $ 292 million operating costs, before electricity costs (9%). Heavy investment (network extensions) is entirely funded by the provincial government. Renovations and service improvements are subsidized up to 100% by the Government of Canada, the province and the urban agglomeration. For example, 74% of the rolling stock replacement cost is paid for by Quebec while 33% of the bill for upgrades to ventilation structures

2523-523: The Camillien Houde Parkway meet. The 93-Remembrance route was one of the shortest in the city, being only about three-quarters-mile (1.2 km) long from its western terminus at Remembrance and Côte des Neiges Roads. While the 93-Remembrance route was a relatively straight line to Summit Loop, the 11-Mountain route was far more challenging. The route up the east side of the mountain featured sharp curves, grades as steep as 10 percent and

2610-526: The Director of Public Works, Lucien L'Allier. On June 11, 1963, the construction costs for tunnels being lower than expected, Line 2 (Orange Line) was extended by two stations at each end and the new termini became the Henri-Bourassa and Bonaventure stations. The project, which employed more than 5,000 workers at its height, and cost the lives of 12 of them, ended on October 14, 1966. The service

2697-627: The Government of Quebec created a supra-municipal agency, the Agence métropolitaine de transport (AMT), whose mandate is to coordinate the development of transport throughout the Greater Montreal area. The AMT was responsible, among others, for the development of the Metro and suburban trains. On June 1, 2017, the AMT was disbanded and replaced by two distinct agencies by the Loi 76 (English: Law 76),

Assomption station - Misplaced Pages Continue

2784-578: The Montreal Park & Island Railway and the Montreal Terminal Railway. The Montreal Tramways Company would own and operate the transportation system until the system was taken over by the city-owned Montreal Transportation Commission in 1951. Through the war years (1939 to 1945), Montreal's streetcar system carried huge passenger loads with workers commuting to busy factories supplying the war effort. Every available streetcar

2871-619: The Montreal Street Railway Co to allow MP&IR cars to run through to terminals in Montreal. The company was formed on 1893-12-27 and was eventually consolidated with other companies to form the Montreal Tramways Company in 1911 In 1911 a new corporate entity, the Montreal Tramways Company was formed consolidating the city streetcar routes of the Montreal Street Railway and the suburban routes of

2958-447: The Montreal Street Railway constructed two open-topped sightseeing streetcars locally known as Golden Chariots. Seating was arranged in an ascending configuration (like a theatre's tiered seats) toward the rear to provide a commanding view of the sights. Two more vehicles were constructed in the 1920s. All cars are currently preserved in museums. Ostensibly for tourists, they were probably always more popular with Montrealers looking for

3045-587: The Parisian influence - as the rubber tired trains could use steeper grades and accelerate faster. 80% of the tunnels were built through rock, as opposed to the traditional cut-and-cover method used for the construction of the Yonge Subway in Toronto. The main line, or Line 1 ( Green Line ) was to pass between the two most important arteries, Saint Catherine and Sherbrooke streets, more or less under

3132-612: The STCUM, the project to extend Line 2 (Orange) past the Henri-Bourassa terminus to the city of Laval , passing under the Rivière des Prairies , was launched March 18, 2002. The extension was decided and funded by the Government of Quebec. The AMT received the mandate of its implementation but the ownership and operation of the line stayed with the Société de transport de Montréal (STCUM successor). The work completed, opening to

3219-590: The Yellow Line, which continues to Longueuil . Metro service starts at 05:30, and the last trains start their run between 00:30 and 01:00 on weekdays and Sunday, and between 01:00 and 01:30 on Saturday. During rush hour, there are two to four minutes between trains on the Orange and Green Lines . The frequency decreases to 12 minutes during late nights. The Société de transport de Montréal (STM) operates Metro and bus services in Montreal, and transfers between

3306-403: The beginning of the 1990s, there was a significant deficit in public finances across Canada, especially in Quebec, and an economic recession. Metro ridership decreased and the Government of Quebec removed subsidies for the operation of urban public transport. Faced with this situation, the extensions projects were put on hold and the MUC prioritized the renovation of its infrastructures. In 1996,

3393-496: The city centre and the Saint-Lawrence River to link the emerging South Shore neighbourhoods but faced the opposition of railway companies. The Montreal Tramways Company (MTC) was the first to receive the approval of the provincial government in 1913 and four years to start construction. The reluctance of elected city officials to advance funds foiled this first attempt. The issue of a subway remained present in

3480-531: The city grew, a comprehensive network of streetcar lines provided service in most of the city. But urban congestion started to take its toll on streetcar punctuality, so the idea of an underground system was soon considered. In 1902, as European and American cities were inaugurating their first subway systems , the Canadian federal government created the Montreal Subway Company to promote

3567-614: The company only used the Golden Chariots on the spectacular mountain right-of-way for occasional charter trips. The Mount Royal streetcar private right-of-way would later become the Camillien Houde Parkway for automobiles. Service was normally provided by the regular cars of the 11-Mountain route from the east, and the 93-Remembrance route from the west. Both routes met at Summit Loop near today's Beaver Lake ( Lac des Castors ) Pavilion where Remembrance Road and

Assomption station - Misplaced Pages Continue

3654-552: The curb instead of stopping traffic in the middle of the street. They were still dependent on overhead trolley wires. Their passenger capacity was also less than the larger streetcars. Although all streetcar lines had been converted to buses by 1959, traffic congestion had not improved as hoped. City traffic engineers came up with a plan to turn many major streets into one-way thoroughfares, which would affect several trolley bus routes. Trolley buses by this time had fallen out of favour with transit companies, and new North American equipment

3741-457: The development of new neighborhoods further from the city centre and not served by the company's streetcars. Traffic congestion was becoming a bigger problem, especially in the narrower streets of the older parts of downtown Montreal. The company's 30-year contract with the city was also coming to an end in 1948. For all of these reasons, the company was reluctant to spend money on expansion and modernization. Instead they would sell their assets to

3828-445: The earlier years. The Montreal Street Railway, and later the Montreal Tramways Company, operated a smaller two-axle vehicle used as a rolling stage for the company's employee band. A prison car with no side windows was used to take miscreants between the downtown courthouse and the outlying Bordeaux Prison before roads were improved. The streetcar fleet also included two funeral cars, the second and larger of which saw heavy use during

3915-640: The early days, the Montreal City Passenger Railway used horse-drawn sleighs in the winter and horsecars in the summer. In the muddy seasons in between, omnibuses were used. With the coming of electric cars in 1892, the Montreal Street Railway and later the Montreal Tramways Co began to buy a variety of electric car types: In the 1930s, as streetcar lines were being converted to buses, some lines were converted to electric trolley buses. And order for seven AEC 664Ts

4002-546: The east to reach the site where the Olympic Stadium was to be built and Autoroute 25 ( Honoré-Beaugrand station) that could serve as a transfer point for visitors arriving from outside. The extensions were an opportunity to make improvements to the network, such as new trains, larger stations and even semi-automatic control. The first extension was completed in June 1976 just before the Olympics. Line 1 (Green Line)

4089-442: The end of the war. There was much rehabilitation work that had to be done to the track, the overhead trolley wires and the streetcars themselves. There was also much more competition. Manufacturing of automobiles for the civilian market started up again and after the deprivations of the war, many people began to buy one, including former streetcar passengers. Streetcar passenger numbers were starting to fall. The automobile encouraged

4176-519: The event. Many of the outlying routes, especially those running on private rights-of-way , lasted the longest. The city's last streetcars operated on August 30, 1959, after which Montreal was served solely by buses until the Metro opened in October 1966. A parade similar to the one in 1956 was held to mark the occasion. A four-route network of electric trolley buses continued operating until 1966 at which point they were converted to Diesel. In 1905,

4263-450: The first phase of the Réseau express métropolitain (REM) opened between Gare Centrale and Brossard . The system is independent of, but connects to and hence complements, the Metro. Built by CDPQ Infra , part of the Quebec pension fund Caisse de dépôt et placement du Québec , the line will eventually run north-south across Montreal, with interchanges with the Metro at Gare Centrale (Bonaventure), McGill and Édouard-Montpetit. Following

4350-426: The following figures include both activities. In 2016, direct operating revenue planned by the STM totalled $ 667 million. To compensate for the reduced rates, the city will pay $ 513 million plus $ 351 million from Quebec. For a budget of $ 1.53 billion, salaries account for 57% of expenditures, followed in importance by financial expenses (22%) resulting from a 2.85 billion debt. For the Metro only, wages represented 75% of

4437-630: The government in front of a fait accompli by awarding large contracts to build the tunnel between Namur station and the Bois-Franc station just before the moratorium was in force. In 1977, the newly elected government partially lifted the moratorium on the extension of Line 2 (Orange Line) and the construction of Line 5 (Blue Line) . In 1978, the STCUM proposed a map which includes a western extension of Line 5 (Blue Line) that includes stations in N.D.G., Montreal West, Ville St. Pierre, Lachine, LaSalle, and potentially beyond. Line 2 (Orange Line)

SECTION 50

#1732781114699

4524-456: The government preferred the option of converting existing railway lines to overground Metro ones. The mayors of the MUC, initially reluctant, accepted this plan when Quebec promised in February 1981 to finance future extensions fully. The moratorium was then modestly lifted on Line 2 (Orange Line) that reached Du Collège station in 1984 and finally Côte-Vertu station in 1986. This line took

4611-812: The idea in Canada. Starting in 1910, many proposals were tabled but the Montreal Metro would prove to be an elusive goal. The Montreal Street Railway Company , the Montreal Central Terminal Company and the Montreal Underground and Elevated Railway Company all undertook fruitless negotiations with the city. A year later, the Comptoir Financier Franco-Canadien and the Montreal Tunnel Company proposed tunnels under

4698-414: The influenza epidemic of 1918. They were used to carry caskets to the outlying Hawthorndale Cemetery, which was beyond the reach of good roads at the time. The funeral cars only carried caskets with the mourners having to take regular streetcars. Montreal also used trolleybuses . Introduced in 1937, they were seen as having some advantages over streetcars. Unlike streetcars, they could load and unload at

4785-417: The inner city routes first. Many of Montreal's streetcar routes included running on a portion of Sainte Catherine Street (Rue Sainte-Catherine) downtown. On some downtown sections of this street, there was a headway of 10 seconds or less between streetcars but by the end of August 1956, streetcar service on the street had come to an end. A parade of streetcars and historical equipment was held to commemorate

4872-408: The largest number of users compared to its population. However, this growth was not continuous: in the late 1960s and early 1990s, ridership declined during some periods. From 1996 to 2015, the number of passengers grew. Today, portions of the busiest lines, such as Line 1 between Berri–UQAM and McGill stations and Line 2 between Jean-Talon and Champ-de-Mars, experience overcrowding during peak hours. It

4959-561: The late 1950s. The designs of those sightseeing cars were sold to transit companies in Quebec City, Calgary and Vancouver, who all built their own versions of the car. The Montreal Park and Island Railway was incorporated by the Legislature of Quebec in 1885 to run railway service in the suburbs of Montreal. They built lines to Lachine , St Laurent and Cartierville , and to Sault-au-Récollet . The company had an agreement with

5046-509: The late 1980s, the original network length had nearly quadrupled in twenty years and exceeded that of Toronto, but the plans did not stop there. In its 1983–1984 scenario, the MUC planned a new underground Metro Line 7 (White Line) ( Pie-IX station to Montréal-Nord ) and several surface lines numbered Line 6 ( Du College station to Repentigny ), Line 8 ( Radisson station to Pointe-aux-Trembles ), Line 10 ( Vendome station to Lachine ) and Line 11 ( Angrignon terminus to LaSalle ). In 1985,

5133-492: The line's western section began in June 2021. The Montreal Metro consists of four lines, which are usually identified by their colour or terminus station. The terminus station in the direction of travel is used to differentiate between directions. The Yellow Line is the shortest line, with three stations, built for Expo 67 . Metro lines that leave the Île de Montréal are the Orange Line, which continues to Laval, and

5220-465: The newspapers but World War I and the following recession prevented any execution. The gradual return to financial health during the 1920s brought the MTC project back and attracted support from the premier of Quebec . This new attempt was stalled by the Great Depression , which saw the city's streetcar ridership atrophy. A subway proposal was next made by Mayor Camillien Houde in 1939 as

5307-534: The north, east and centre of the Island of Montreal with connections to Longueuil , via the Yellow Line , and Laval , via the Orange Line . The Montreal Metro is Canada's busiest rapid transit system in terms of daily ridership, delivering an average of 1,009,600 daily unlinked passenger trips per weekday as of the third quarter of 2024. It is North America's third busiest rapid transit system, behind

SECTION 60

#1732781114699

5394-464: The older MR-63 trains. Tunnels are being repaired and several stations, including Berri–UQAM , have been several years in rehabilitation. Many electrical and ventilation structures on the surface are in 2016 completely rebuilt to modern standards. In 2020, work to install cellular coverage in the Metro was completed. Station accessibility has also been improved, with over 26 of the 68 stations having elevators installed since 2007. In August 2023,

5481-475: The opening of Line 5 ( Blue ) in the 1980s, various governments have proposed extending the line east to Anjou . In 2013, a proposal to extend the line to Anjou was announced by the STM and the Quebec government. On April 9, 2018, premier of Quebec Philippe Couillard and Prime Minister Justin Trudeau announced their commitment to fund and complete the extension, then planned to open in 2026. In March 2022, it

5568-526: The public happened April 28, 2007. This extension added 5.2 kilometres (3.2 mi) to the network and three stations in Laval ( Cartier , De la Concorde and Montmorency). As of 2009, ridership increased by 60,000 a day with these new stations. Since 2004, most of the STM's investments have been directed to rolling stock and infrastructure renovation programs. New trains ( MPM-10 ) have been delivered, replacing

5655-489: The rock under the city centre to the most populated areas of the city. The City of Montreal (and its chief engineer Lucien L'Allier ) were assisted in the detailed design and engineering of the Metro by French consultant SOFRETU , owned by the operator of the Paris Métro . The French influence is clearly seen in the station design and rolling stock of the Metro. Rubber tires were chosen instead of steel ones, following

5742-505: The shape of an "U" linking the north of the island to the city centre and serving two very populous axes. The various moratoriums and technical difficulties encountered during the construction of the fourth line stretched the project over fourteen years. Line 5 (Blue Line) , which runs through the centre of the island of Montreal , crossed the east branch of Line 2 (Orange Line) at the Jean-Talon station in 1986 and its west branch at

5829-536: The station accessible was underway. This station, formerly known as L'Assomption, (a name that can still be observed on the station's nameplates), derives its name from Assomption boulevard . The boulevard was named as such in 1951, commemorating Pope Pius XII 's affirmation of the dogma of the Assumption of Mary in his 1950 apostolic constitution , Munificentissimus Deus . Montreal Metro The Montreal Metro ( French : Métro de Montréal )

5916-454: The station of the same name was built, was massively enlarged and consolidated with several nearby islands (including Ronde Island) using backfill excavated during the construction of the Metro. Notre Dame Island , adjacent, was created from scratch with the same material. Line 4 (Yellow Line) was completed on April 1, 1967, in time for the opening of the World's Fair. The first Metro network

6003-408: The streetcar track network had shrunk even further. Contrary to popular belief, the Golden Chariots never operated in regular service over Mount Royal, the small 764-foot-high (233 m) mountain that is the city's namesake. It was found that if passengers stood in some areas of the upper tiers of the Golden Chariots, there was not enough of a safety clearance in the tunnel on that line. Therefore,

6090-467: The surface. Montreal Street Railway Company The City Passenger Railway became the Montreal Street Railway in 1886. The decision to use electricity instead of horses for propulsion was made in 1892. On September 21 of that same year, " The Rocket ," Montreal's first electric streetcar made its maiden voyage. By 1894, the remaining horsecar lines had all been converted to accommodate the new electrically powered streetcars. The Montreal Street Railway

6177-582: The time, and a 1967 study, "Horizon 2000", imagined a network of 160 kilometres (99 mi) of tunnels for the year 2000. In 1970, the Montreal Urban Community (MUC) was created. This group was made of municipalities that occupy the Island of Montreal and the city of Montreal was the biggest participant. MUC's mission was to provide standardized services at a regional level, one of them being transportation. The MUC Transportation Commission

6264-622: The two are free inside a 120-minute time frame after the first validation. On July 1, 2022, the ARTM reorganized its fare system into 4 zones: A, B, C, and D. The island of Montreal was placed in zone A and fares for zones B, C and D can be bought separately or together. The Metro fares are fully integrated with the Exo commuter rail system, which links the metropolitan area to the outer suburbs via six interchange stations ( Bonaventure , Lucien-L'Allier , Vendôme , De la Concorde , Sauvé , and Parc ) and

6351-541: Was a thing of the past. In 1959, a private company, the Société d'expansion métropolitaine, offered to build a rubber-tired metro but the Transportation Commission wanted its own network and rejected the offer. This would be the last missed opportunity, for the re-election of Jean Drapeau as mayor and the arrival of his right-hand man, Lucien Saulnier , would prove decisive. In the early 1960s ,

6438-459: Was announced that the federal government had agreed to provide $ 1.3 billion to the extension, with further costs to be covered by the provincial government. The 6-kilometre (3.7 mi) extension will include five new stations, two bus terminals, a pedestrian tunnel connecting to the Pie-IX BRT and a new park-and-ride. Overall, the project is estimated to cost around $ 5.8 to $ 6.4 billion and

6525-467: Was chosen in November 1962 to hold the 1967 Universal Exposition ( Expo 67 ). Having to make a choice, the city decided that a number 4 line (Yellow Line) linking Montreal to the South Shore suburbs following a plan similar to those proposed early in the 20th century was more necessary. Line 3 was never built and the number was never used again. The railway, already used for a commuter train to

6612-467: Was completed with the public opening of Line 4 (Yellow Line) on April 28, 1967. The cities of Montreal , Longueuil and Westmount had assumed the entire cost of construction and equipment of $ 213.7 million ($ 1.6 billion in 2016). Montreal became the seventh city in North America to operate a subway. The 1960s being very optimistic years, Metro planning did not escape the general exuberance of

6699-472: Was established in the late 1940s. That followed a counter-clockwise route along Ste. Catherine, Delorimier, Mount Royal Avenue, Park, Laurier, Côte Ste. Catherine, Bellingham, Maplewood, Decelles, Queen Mary, Côte des Neiges, and back to Ste. Catherine. This second route lasted only a few years being discontinued when streetcar service ended on Côte des Neiges in 1955. By 1956, the original and remaining Golden Chariot route had to be adjusted as streetcar trackage

6786-420: Was gradually extended westward to Place-Saint-Henri station in 1980 and to Snowdon station in 1981. As the stations were completed, the service was extended. In December 1979 Quebec presented its "integrated transport plan" in which Line 2 (Orange Line) was to be tunnelled to Du Collège station and Line 5 (Blue Line) from Snowdon station to Anjou station. The plan proposed no other underground lines as

6873-561: Was harder to get. Montreal's Brill trolley buses were quickly approaching the end of their economic service lives. As a result of all of these factors, the Commission decided to end trolley bus service in 1966. Two of the four trolley bus routes were converted to diesel buses in April while the last two trolley bus routes were converted to diesel buses in June. Montreal's new subway, the Metro, would open just four months later in October. In

6960-531: Was known as one of the most innovative and progressive in North America. One of its innovations was the introduction of the "Pay As You Enter" (P.A.Y.E.) system of fare collection in 1905. Prior to that time, conductors would walk through the car collecting fares meaning many passengers probably rode for free on very crowded cars. The P.A.Y.E. system was adopted worldwide by many other transit companies. The company also designed and built two open sightseeing (another two were built later) cars that were in service until

7047-457: Was later extended to the southwest to reach the suburbs of Verdun and LaSalle with the Angrignon as the terminus station, named after the park and zoo. This segment opened at September 1978. In the process, further extensions were planned and in 1975 spending was expected to reach reached $ 1.6 billion ($ 7.3 billion in 2016). Faced with these soaring costs, the Government of Quebec declared

7134-528: Was opened gradually between October 1966 and April 1967 as the stations were completed. A third line was planned. It was to use Canadian National Railway (CN) tracks passing under the Mount Royal to reach the northwest suburb of Cartierville from the city centre. Unlike the previous two lines, trains were to be partly running above ground. Negotiations with the CN and municipalities were stalling as Montreal

7221-633: Was placed and, later, 80 of the model T-44 and 25 of the model T-44A were purchased from Canadian Car & Foundry . In February 2006, Montreal mayor Gérald Tremblay suggested the city look into a return of the streetcar into the heart of the city, following a visit to Paris , where new service started in 1992. In early 2012, the STM announced a plan to convert its entire fleet of buses over to all-electric by 2025. Beginning in 2012, all STM bus purchases will be either hybrids or electrics and, starting in 2011, Montreal will begin testing trolley buses (electric buses powered by overhead wires) on some of

7308-613: Was put into service. The company even bought several streetcars from U.S. systems that were converting to buses. Even private automobile owners were taking streetcars as rationing made gasoline and tires difficult to get. Most manufacturing of private automobiles was halted about halfway through the war years so assembly plants could concentrate on military vehicles. The Montreal Tramways Company had its own difficulties in getting material and some maintenance had to be deferred. The heavy wartime traffic and deferred maintenance took its toll. The Montreal Tramways Company faced major challenges at

7395-408: Was reduced. When streetcar service ended on Sherbrooke and Ste. Catherine at the end of August 1956, cars were rerouted. Instead of turning east from Girouard to Sherbrooke, they continued south on Girouard to Upper Lachine Road , then Saint-Antoine to Bleury and Park . They last ran in regular service in the summer of 1957 although they could still be chartered in the summer of 1958. By then, however,

7482-404: Was thus created at the same time to serve as prime contractor for the Metro extensions. It merged all island transport companies and became the Société de transport de la communauté urbaine de Montréal (STCUM) in 1985 and then the Société de transport de Montréal (STM) in 2002. The success of the Metro increased the pressure to extend the network to other populated areas, including the suburbs on

7569-513: Was unveiled on April 21, 2008; it provides seamless integration with other transit networks of neighbouring cities by being capable of holding multiple transport tickets: tickets, books or subscriptions, a subscription for Montreal only and commuter train tickets. Moreover, unlike the magnetic stripe cards , which had been sold alongside the new Opus cards up until May 2009, the contactless cards are not at risk of becoming demagnetized and rendered useless and do not require patrons to slide them through

#698301