As most humans on this planet, the common Montrealer wakes up in the morning and goes through a few things that can potentially get fvking annoying. Montreal has a pretty wide range of struggles which can affect us on a daily basis.
Let's go through five together and see if it fits you:
"Is it -20 degrees or -35?"
"Am I going to end up like that squirrel in Ice Age if I don't wear a hoodie?"
"Will I go through my day dying in my own sweat if I wear a coat today?"
As a montrealer, you pretty much can never be sure how it's going to look and feel outside. One morning it can be amazingly hot, t-shirt weather type, then next morning it's 2 degrees in the middle of July.
"How long am I going to wait for the bus?"
"How many thousands of people will be waiting at the station?"
"Will I be 20 minutes late or 40 minutes late to work/school?"
Those 3 very common questions will pop in your mind every morning if you commute to work or school. No escape possible, you either estimate and calm yourself down or wait in denial until you can actually find out.
"If I wake up 5 minutes earlier, I might be able to eat a toast"
"I got this 5$, maybe I can wait until I'm close to work and pass by Tims"
The regular morning struggle between having 10 minutes to prepare for school for work and the constant need to eat. Lets be real, you probably end up not eating breakfast in the morning 90% of the time. By the way, that's quite an unhealthy habit to have!
"What the hell am i going to wear today"?
"Is this going to fit the weather or am I going to be sweating more than the 400lb guy playing baby-foot last night at the bar?"
Man, what a struggle to know what I'm going to wear the whole day. Our city is full of beautiful people and there's always this little feeling of accomplishment when wearing a nice outfit. It's nice to keep that up on a daily basis, but it's also time consuming to dress up properly for everyone every single day.
"What do I have to do today to push or accomplish the following objectives for this particular project"
"When & how can I get this done"
Our city is full of people with beautiful projects. Whatever project you have, whatever project you are working on, if you are passionate about them, they will be on your mind in the morning. Especially when a project counts a lot to you, your morning thoughts always head towards your personal goals. This is 2015 you know, narcissim and all that shizzles.
Oh, to dream about what could have been. A memo sent to Mayor Jean Drapeau in 1966 includes a Montreal metro map showing how planners initially imagined future line extensions.
The network map looks totally different from the map we know today.
In the memo, then-assistant chief engineer for the Bureau du métro Gérard Gascon describes the design and service challenges he envisioned as the metro system grew.
"I think that it is useful to start thinking about a network configuration serving the whole of Montreal Island," Gascon wrote.
He called the plan in the memo a "preliminary project that will undergo numerous modifications," but explained that its purpose was to "raise numerous problems that must be considered when we proceed with a study" on extensions.
The city finished the first phase of the metro in 1967. It had three lines: Line 1 (green line) from Frontenac to Atwater; Line 2 (orange) from Henri-Bourassa to Bonaventure, and Line 4 (yellow) from Longueuil to what was then called Berri-de-Montigny station — initially the only transfer station in the network.
Gascon told Drapeau in the memo it was "vital" to create another transfer between Lines 1 and 2 west of downtown. Today, that's at Lionel-Groulx station.
But Gascon imagined a transfer station further west, at Saint-Henri's Place Sir Georges Étienne Cartier. To get there, Line 2 would have turned south after Bonaventure instead of continuing west.
Line 1 would have had another stop in Westmount after Atwater before itself turning south.
From Place Sir Georges Étienne Cartier, Line 2 would have turned north like it does today, running through Côte-des-Neiges–Notre-Dame-de-Grâce and Saint-Laurent.
Line 1, meanwhile, would have continued southwest along the Canal de l'Aqueduc to serve more of what's now the Sud-Ouest and Verdun. The green line still serves these areas today but actually heads east out of Lionel-Groulx before snaking through Pointe-Saint-Charles, Verdun and Ville-Émard on its way to the terminus at Angrignon.
Where we now have the blue line, Gascon imagined an extension of Line 4, today's yellow line. His plan shows the line continuing north from Berri through the Plateau and veering west in Outremont.
What's perhaps most interesting are the ideas for lines that never ended up happening.
For the east end, Gascon called for a "bell-shaped" Line 5, which would swoop down through Montréal-Nord, Villeray and Rosemont to meet Line 1 at a station that would "serve a stadium" (sound familiar?). It would then turn north again into Saint-Léonard.
Finally, a teeny, 3-mile Line 6 would zig-zag through NDG and link up with Line 2.
Montrealers are still waiting for some of these projects.
Like their counterparts at Ensemble Montréal, Valérie Plante and Project Montréal are also planning to cover a portion of the infamous Décarie Expressway should she win re-election.
But unlike their political opponents, those in the Project Montréal camp vowed to cover a much smaller portion of the highway as part of their plan to revitalize the Namur-Hippodrome sector.
At a Tuesday press conference, the mayor said her party would aim for a "decongestion in all aspects" in the area and include dedicated space for cars, public transit and bikes.
"As for mobility links towards Namur metro, we're talking about the partial coverage between rue Jockeys and Jean-Talon in order to have a huge place for pedestrians and cyclists that are going towards the station."
The Expressway, which cuts through Ville Saint-Laurent and Côte-des-Neiges–Notre-Dame-de-Grâce, has been a point of contention during the mayoral election.
Plante's rival, Denis Coderre, announced his party's own plans to cover the Expressway with green space between chemins Queen-Mary and Côte-Saint-Luc — a much larger and more daunting proposition than Plante's.
Coderre also wants to cover a large portion of the Ville-Marie Expressway between rue Sanguinet and boulevard Saint-Laurent.
Plante says her plan would earmark $95 million to cover the portion between Jockeys and Jean-Talon whereas Coderre said his plan would cost $700 million.
This article’s right-hand cover image was used for illustrative purposes only.
The government is in the process of filling a Service Canada job bank and it's advertising salaries of between $61,152 and $65,887.
On an online recruitment page, the Employment and Social Development Canada (ESDC) office says it needs to fill 45 benefits officer and program officer positions in Quebec and encourages qualified individuals to apply.
The only education requirement is a high school diploma.
While benefits officers review and process employment insurance applications, the government describes a wide range of duties for program officers, including coordination with local stakeholders regarding services from the ESDC.
Service Canada says it has EI processing centres and "program branches" in Montreal, Laval, Boucherville, Drummondville, Thetford Mines, Shawinigan, Quebec City and Saguenay, but that it may assign alternative workplaces to applicants who don't live in these areas.
In addition to a high school diploma, Service Canada is looking for applicants who have experience totalling six months "in delivering services or programs to the general public" or "interpreting and applying legislation or policies."
The language requirement is either French-only or French and English, depending on the position, according to the recruitment page.
Complete details about the positions available and the application process are online.
Montreal pro tip: don't do your hair until after you're off the metro. Montrealers know the struggle of using all their body weight to force open their metro station's doors only to get smacked in the face by a blinding gust of wind that smells like the city's stale, dusty bowels.
So why does entering an STM metro station feel like an amusement park ride? The transit company took to Instagram to share the answer in an eye-opening explainer video on its ventilation system and methods.
The wind, the STM says, is due to what's called "the piston effect."
"In the public areas of metro stations, there's no ventilation system in the buildings, themselves," STM engineer Annie Mcken explains in the video.
"Instead, the circulation of the trains ensures more-than-adequate ventilation and sufficient air change in the stations."
When trains move through stations, Mcken continues, they displace air, which then pushes its way outside or in — this is the piston effect.
This, plus what the STM says are more than 150 ventilation shafts and 90 mechanical ventilation stations, are enough for the network, Mcken concludes.
The piston effect in the Montreal metro is, of course, well-documented and has been widely reported.
It also explains why the STM has those unique "butterfly" doors.
In an online document, the company says the famous doors on a fixed central axis facilitate airflow in and out of stations, reducing resistance and making it easier for riders to enter or exit.
The STM's Instagram video on ventilation also explains how metro trains, buses and adapted transport vehicles are designed to refresh the air.
This article’s cover image was used for illustrative purposes only.