View source for Montreal Metro

{{short description|Metro system in Montreal, Quebec}}
{{about|the subway system}}
{{Use Canadian English|date=October 2016}}
{{Use mdy dates|date=June 2024}}
{{Infobox public transit
| name = Montreal Metro
| image = Montreal public transit icons - Métro.svg
| imagesize = 100px
| alt = 
| caption = 
| image2 = MontrealMetroMosaic.jpg
| imagesize2 = 300px
| caption2 = Left to right, from top: [[Hector Guimard]]'s [[Paris Métro]] entrance at {{stms|Square-Victoria–OACI}}; interior of the new [[MPM-10]] ("Azur") trains;<ref>{{cite news|title=Bombardier to lay off 145 workers in La Pocatière over Metro car production stall|url=http://www.cbc.ca/news/canada/montreal/bombardier-to-lay-off-145-workers-in-la-pocati%C3%A8re-over-metro-car-production-stall-1.2929926|access-date=April 4, 2015|work=CBC News|date=January 23, 2015}}</ref> MR-73 train at {{stms|Montmorency}} station; two MR-73 trains at {{stms|Plamondon}} station; ceramic mural at {{stms|Crémazie}} station
| native_name = {{native name|fr|Métro de Montréal}}
| owner = 
| area served = 
| locale = [[Montreal]], Quebec, Canada
| transit_type = [[Rapid transit]]
| lines = 4
| line_number = 
| start = 
| end = 
| stations = 68 (5 under construction)
| ridership = {{American transit ridership|QC Montreal HR daily}} ({{American transit ridership|dailydate}}){{American transit ridership|dailycitation}}
| annual_ridership = {{American transit ridership|QC Montreal HR annual}} ({{American transit ridership|annualdate}}){{American transit ridership|annualcitation}}
| chief_executive = 
| website = 
| began_operation = {{Start date and age|1966|10|14}}
| operator = [[Société de transport de Montréal]]
| character = Fully underground
| vehicles = 909<ref>{{Cite web |date=October 29, 2019 |title=Programme des immobilisations 2020-2029 |url=http://www.stm.info/sites/default/files/pdf/fr/pi_20-29.pdf#page71 |access-date=June 20, 2022 |website=Société de transport de Montréal |page=71 |language=fr}}</ref>
| train_length = 
| headway = 
| system_length = {{convert|69.2|km|mi|abbr=on}}<ref name="urbanrail">[http://www.urbanrail.net/am/monr/montreal.htm Montreal Metro] at urbanrail.net</ref><ref name="metrobits">[http://mic-ro.com/metro/metrocity.html?city=Montreal Montreal Metro] at metrobits.org</ref>
| track_gauge = {{Track gauge|sg|lk=on}} with [[running pad]]s for the [[Rubber-tyred metro|rubber tired wheels]] outside of the [[Rail profile|steel rails]]
| el = {{750 V DC|conductor=guide bar}}
| top_speed = {{convert|72.4|km/h|mph|abbr=on}}
| map = {{Montreal Metro|inline=y}}
| map_state = collapsed
}}

The '''Montreal Metro''' ({{langx|fr|Métro de Montréal}}) is a [[Rubber-tyred metro|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 {{convert|69.2|km|mi}} in length,<ref name="urbanrail"/><ref name="metrobits"/> serving the north, east and centre of the [[Island of Montreal]] with connections to [[Longueuil]], via the [[Yellow Line (Montreal Metro)|Yellow Line]], and [[Laval, Quebec|Laval]], via the [[Orange Line (Montreal Metro)|Orange Line]].

The Montreal Metro is Canada's busiest rapid transit system in terms of daily ridership, delivering an average of {{American transit ridership|QC Montreal HR daily}} daily unlinked passenger trips per weekday as of {{American transit ridership|dailydateasof}}.<ref name="APTA-2022">{{cite web |url=https://www.apta.com/wp-content/uploads/2022-Q4-Ridership-APTA.pdf |title=APTA Q4 2022 Ridership Report |publisher=American Public Transportation Association |pages=39 |date=March 1, 2023|archive-url=https://web.archive.org/web/20190508212304/https://www.apta.com/wp-content/uploads/2022-Q4-Ridership-APTA.pdf |archive-date=May 8, 2019 |url-status=live }}</ref> It is [[List of North American rapid transit systems by ridership|North America's third busiest]] rapid transit system, behind the [[New York City Subway]] and [[Mexico City Metro]]. In {{American transit ridership|annualdate}}, {{American transit ridership|QC Montreal HR annual}} trips on the Metro were completed.<ref name="APTA-2022"/> 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]].<ref>{{cite web|author=Yonah Freemark |url=http://www.thetransportpolitic.com/2009/09/18/montreal-and-quebec-leaders-announce-irreversible-decision-to-expand-metro/ |title=Montréal and Québec Leaders Announce "Irreversible" Decision to Expand Métro – The Transport Politic |publisher=Thetransportpolitic.com |date=September 18, 2009 |access-date=March 10, 2011}}</ref>

== History ==
[[File:St.JamesSt.-Montreal -1910.jpg|thumb|St. James/Saint-Jacques St. Streetcars in 1910]]
Urban transit began in [[Montreal]] in 1861 when a line of [[Horsecar|horse-drawn cars]] started to operate on Craig (now [[Saint Antoine Street|St-Antoine]]) and [[Notre-Dame Street|Notre-Dame]] streets. Eventually, as the city grew, a comprehensive network of [[Streetcars in Montreal|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.<ref name="Clairoux2001_p112">{{harvsp|Clairoux|2001|p=11}}.</ref>

=== Fifty years of projects ===
In 1902, as European and American cities were inaugurating their first [[Rapid transit|subway systems]], the [[Government of Canada|Canadian federal government]] created the Montreal Subway Company to promote 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.<ref name="Clairoux2001_p112"/> A year later, the Comptoir Financier Franco-Canadien and the Montreal Tunnel Company proposed tunnels under the city centre and the [[Saint Lawrence River|Saint-Lawrence River]] to link the emerging [[South Shore (Montreal)|South Shore]] neighbourhoods but faced the opposition of railway companies.<ref>{{Cite web|url=http://www.genealogieplanete.com/user/blogs/view/name_lisejolin/id_2861/title_Le-M-tro-de-Montr-al-les-projets-1902-1953/|title=Le Metro de Montreal : les projets 1902–1953|website=www.genealogieplanete.com|language=fr|access-date=October 24, 2016}}</ref> The [[Montreal Tramways Company]] (MTC) was the first to receive the approval of the provincial government in 1913 and four years to start construction.<ref>{{Cite news|url=http://www.stm.info/en/about/discover_the_stm_its_history/history/company-timeline|title=Company timeline|newspaper=Société de transport de Montréal|access-date=October 24, 2016}}</ref> The reluctance of elected city officials to advance funds foiled this first attempt.

The issue of a subway remained present in 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]].<ref name="Clairoux2001_p112" /> 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 a way to provide work for the jobless masses.<ref name=":0">{{Cite news|url=http://thecanadianencyclopedia.ca/en/article/montreal-metro/|title=Montréal Metro|last=Gilbert|first=Dale|newspaper=The Canadian Encyclopedia|access-date=October 24, 2016}}</ref>

<gallery mode="packed" heights="200">
File:1910-MetroMontreal.png|1910 project under [[Park Avenue (Montreal)|Park Avenue]]
File:1944-MetroMontreal.png|1944 project
File:1953-MetroMontreal.png|1953 project
</gallery>

[[World War II]] and the [[Home front during World War II#Canada|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 Street|Saint Denis]], [[Notre-Dame Street|Notre-Dame]] and [[Saint Jacques Street|Saint Jacques]] Streets.<ref>{{harvsp|Clairoux|2001|p=13}}.</ref> In 1953, the newly formed public Montreal Transportation Commission replaced streetcars with buses and proposed a single subway line reusing the 1944 plans and extending it all the way to [[Quebec Autoroute 40|Boulevard Crémazie]], right by the [[#Plateau d'Youville|D'Youville maintenance shops]].<ref name=":1">{{Cite news|url=http://www.stm.info/en/about/discover_the_stm_its_history/history/50-years-metro-history|title=Métro history|newspaper=Société de transport de Montréal|access-date=October 25, 2016}}</ref> By this point, construction was already well underway on [[Toronto subway and RT|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 was a thing of the past.<ref name=":0" />

In 1959, a private company, the Société d'expansion métropolitaine, offered to build a [[rubber-tyred metro|rubber-tired metro]] but the Transportation Commission wanted its own network and rejected the offer.<ref>{{harvsp|Clairoux|2001|p=21}}.</ref> 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 [[1960 in Canada|1960s]], 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 {{convert|16|km}} in length.<ref name=":1" />

=== Construction ===
The 1961 plan reused several previous studies and planned three lines carved into 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]].<ref>{{Cite news |date=February 9, 1982 |title=LES PROJETS DE LA SOFRETU |language=fr |work=Le Monde.fr |url=https://www.lemonde.fr/archives/article/1982/02/09/les-projets-de-la-sofretu_2886786_1819218.html |access-date=August 21, 2023}}</ref> The French influence is clearly seen in the station design and rolling stock of the Metro.<ref>{{Cite web |url=http://www.virgin-vacations.com/11-top-underground-transit-systems-in-the-world.aspx |title=Top 11 Underground Transit Systems Throughout the World |access-date=February 16, 2010 |archive-url=https://web.archive.org/web/20100213134525/http://www.virgin-vacations.com/11-top-underground-transit-systems-in-the-world.aspx |archive-date=February 13, 2010 |url-status=dead }}</ref> [[Rubber-tyred metro|Rubber tires]] were chosen instead of steel ones, following the Parisian influence - as the rubber tired trains could use steeper grades and accelerate faster.<ref name=":8">{{Cite news |last=Magder |first=Jason |date=October 13, 2016 |title=The métro at 50: Building the network |work=[[Montreal Gazette]] |url=https://montrealgazette.com/news/local-news/the-metro-at-50-building-the-network}}</ref> 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.<ref name=":8" />

=== The first two lines ===
[[File:Plaque commemorative, station Berri-UQAM.JPG|thumb|left|[[Berri–UQAM station]] tablet]]
The main line, or Line 1 ([[Green Line (Montreal Metro)|Green Line]]) was to pass between the two most important arteries, [[Saint Catherine Street|Saint Catherine]] and [[Sherbrooke Street|Sherbrooke]] streets, more or less under the [[De Maisonneuve Boulevard]]. It would extend between the English-speaking west at [[Atwater station]] and French-speaking east at {{stms|Frontenac}}. Line 2 ([[Orange Line (Montreal Metro)|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,<ref>{{Cite web |title=The métro at 50: A métro by Montrealers, for Montrealers |url=https://montrealgazette.com/news/local-news/montreals-rubber-tired-metro-turns-50 |access-date=May 6, 2022 |website=montrealgazette |language=en-CA}}</ref> under the supervision of 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 (Montreal Metro)|(Orange Line)]] was extended by two stations at each end and the new termini became the {{stms|Henri-Bourassa}} and {{stms|Bonaventure}} stations.<ref name=":8" /> 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 was opened gradually between October 1966 and April 1967 as the stations were completed.

==== Cancellation of Line 3====
[[File:1961-MetroMontreal.png|right|thumb|1961 project, showing the third line]]
A third line was planned. It was to use [[Canadian National Railway]] (CN) tracks passing under the [[Mount Royal Tunnel|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]] was chosen in November 1962 to hold the [[World's fair|1967 Universal Exposition]] ([[Expo 67]]). Having to make a choice, the city decided that a number 4 line [[Yellow Line (Montreal Metro)|(Yellow Line)]] linking [[Montreal]] to the [[South Shore (Montreal)|South Shore]] suburbs following a plan similar to those proposed early in the 20th century was more necessary.<ref name=":2">{{Cite book|title=Le métro de Montréal|last=Bureau de transport métropolitain|publisher=Bureau de transport métropolitain|year=1983|isbn=2-920295-19-5|location=Bibliothèque nationale du Québec|language=fr}}</ref>

Line 3 was never built and the number was never used again. The railway, already used for a [[Deux-Montagnes line|commuter train]] to the [[North Shore (Montreal)|North Shore]] at [[Deux-Montagnes, Quebec|Deux-Montagnes]], was completely renovated in the early [[1990 in Canada|1990s]] and effectively replaced the planned third line. The next line would thus be numbered 5 [[Blue Line (Montreal Metro)|(Blue Line)]]. Subsequently, elements of the line, particularly the Deux-Montagnes commuter train, became the first line of the [[Réseau express métropolitain|Réseau Express Métropolitain]].

==== Expo 67 ====
The Montreal municipal administration asked municipalities of the [[South Shore (Montreal)|South Shore]] of the [[Saint Lawrence River]] which one would be interested in the Metro and [[Longueuil, Quebec|Longueuil]] got the link. Line 4 [[Yellow Line (Montreal Metro)|(Yellow Line)]] would therefore pass under the river, from [[Berri–UQAM station|Berri-de-Montigny station]], junction of Line 1 [[Green Line (Montreal Metro)|(Green Line)]] and Line 2 [[Orange Line (Montreal Metro)|(Orange Line)]], to [[Longueuil, Quebec|Longueuil]].<ref name=":8" /> 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 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 (Montreal Metro)|(Yellow Line)]] was completed on April 1, 1967, in time for the opening of the World's Fair.<ref name=":2" />

The first Metro network was completed with the public opening of Line 4 [[Yellow Line (Montreal Metro)|(Yellow Line)]] on April 28, 1967. The cities of [[Montreal]], [[Longueuil, Quebec|Longueuil]] and [[Westmount, Quebec|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 the time, and a 1967 study, "Horizon 2000",<ref>{{Cite web|url=http://archivesdemontreal.com/2011/10/07/le-film-horizon-2000-devoile-en-1967/|title=Le film Horizon 2000 dévoilé en 1967 !|website=archivesdemontreal.com|publisher=Archives de Montréal|language=fr|access-date=October 26, 2016}}</ref> imagined a network of {{convert|160|km}} of tunnels for the year 2000.<ref>{{Cite web|url=http://emdx.org/rail/metro/futur.php|title=Le futur n'était-il pas magnifique?|website=emdx.org|access-date=October 26, 2016}}</ref>

=== Extensions and unbuilt lines ===
[[File:Metro Montreal Evolution.gif|left|thumb|Network evolution, 1966–2007|upright=1.37]]
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 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.

==== Montreal Olympics ====
The success of the Metro increased the pressure to extend the network to other populated areas, including the suburbs on 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 (Montreal Metro)|(Green Line)]] and Line 2 [[Orange Line (Montreal Metro)|(Orange Line)]] and the construction of a transverse line: Line 5 [[Blue Line (Montreal Metro)|(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 (Montreal Metro)|(Green Line)]] towards the east to reach the site where the [[Olympic Stadium (Montreal)|Olympic Stadium]] was to be built and [[Quebec Autoroute 25|Autoroute 25]] ({{stms|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 (Montreal Metro)|(Green Line)]] was later extended to the southwest to reach the suburbs of [[Verdun, Quebec|Verdun]] and [[LaSalle, Quebec|LaSalle]] with the {{stms|Angrignon}} as the terminus station, named after the park and zoo. This segment opened at September 1978.
[[File:WTMTL T35 P1130349.JPG|thumb|{{stms|Radisson}} station on Line 1 [[Green Line (Montreal Metro)|(Green Line)]]]]
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 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 (Montreal Metro)|(Orange Line)]] after the {{stms|Snowdon}} station and those of Line 5 [[Blue Line (Montreal Metro)|(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 the government in front of a ''fait accompli'' by awarding large contracts to build the tunnel between {{stms|Namur}} station and the [[Bois-Franc (AMT)|Bois-Franc]] station just before the moratorium was in force.<ref>{{Cite web|url=http://esteemfoundation.org/emdx//rail/metro/expansion.php|title=Expansion du réseau|website=esteemfoundation.org|language=fr|access-date=October 27, 2016}}</ref>

==== Moratorium on expansion ====
[[File:Métro Acadie.jpg|thumb|{{stms|Acadie}} station on Line 5 [[Blue Line (Montreal Metro)|(Blue Line)]]]]
In 1977, the newly elected government partially lifted the moratorium on the extension of Line 2 [[Orange Line (Montreal Metro)|(Orange Line)]] and the construction of Line 5 [[Blue Line (Montreal Metro)|(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 (Montreal Metro)|(Orange Line)]] was gradually extended westward to {{stms|Place-Saint-Henri}} station in 1980 and to {{stms|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 (Montreal Metro)|(Orange Line)]] was to be tunnelled to [[Du Collège station]] and Line 5 [[Blue Line (Montreal Metro)|(Blue Line)]] from {{stms|Snowdon}} station to [[Anjou, Quebec|Anjou]] station. The plan proposed no other underground lines as 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 (Montreal Metro)|(Orange Line)]] that reached [[Du Collège station]] in 1984 and finally {{stms|Côte-Vertu}} station in 1986. This line took 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 (Montreal Metro)|(Blue Line)]], which runs through the centre of the [[island of Montreal]], crossed the east branch of Line 2 [[Orange Line (Montreal Metro)|(Orange Line)]] at the {{stms|Jean-Talon}} station in 1986 and its west branch at the [[Snowdon (Montreal Metro)|Snowdon)]] station in 1988. Because it was not crowded, the STCUM at first operated Line 5 [[Blue Line (Montreal Metro)|(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 [[Université de Montréal|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.<ref>{{Cite web|url=http://www.metrodemontreal.com/blue/index.html|title=Line 5 – Blue|website=www.metrodemontreal.com|access-date=October 27, 2016}}</ref>

==== Recession and unfinished projects ====
[[File:Metro montreal geographical map 1984.png|thumb|Metro lines and MUC proposed expansions in 1984]]
In 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 (Montreal Metro)|(White Line)]] ({{stms|Pie-IX}} station to [[Montréal-Nord]]) and several surface lines numbered [[Line 6 (Montreal Metro)|Line 6]] ([[Du Collège (Montreal Metro)|Du College]] station to [[Repentigny, Quebec|Repentigny]]), Line 8 ({{stms|Radisson}} station to [[Pointe-aux-Trembles]]), Line 10 ([[Vendôme (Montreal Metro)|Vendome]] station to [[Lachine, Quebec|Lachine]]) and Line 11 ({{stms|Angrignon}} terminus to [[LaSalle, Quebec|LaSalle]]). In 1985, 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 (Montreal Metro)|(White Line)]] project reappeared and the extensions of Line 5 [[Blue Line (Montreal Metro)|(Blue Line)]] to [[Anjou, Quebec|Anjou]] (''Pie-IX'', ''Viau'', ''Lacordaire'', ''Langelier'' and ''Galeries d'Anjou'') and Line 2 [[Orange Line (Montreal Metro)|(Orange Line)]] northward (''Deguire''/''Poirier'', ''Bois-Franc'' and ''Salaberry'') were announced.

At 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.<ref>{{Cite news|url=https://www.ledevoir.com/politique/montreal/339029/achalandage-record-pour-le-transport-en-commun|title=Achalandage record pour le transport en commun|newspaper=Le Devoir|language=fr|access-date=October 27, 2016}}</ref> Faced with this situation, the extensions projects were put on hold and the MUC prioritized the renovation of its infrastructures.

=== Creation of AMT, RTM, ARTM, and improvements ===
In 1996, 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), 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]].

==== Laval extension ====
[[File:Metro-DeLaConcorde.JPG|thumb|{{stms|De La Concorde}} station in [[Laval, Quebec|Laval]]]]
Announced in 1998 by the STCUM,<ref>{{Cite web|url=http://www.bv.transports.gouv.qc.ca/mono/1169443.pdf|title=Notes pour l'allocution du ministre des transports du Québec, Monsieur Jacques Brassard, lors de l'annonce des investissements pour le prolongement du métro a Laval.|date=October 8, 1998|website=bv.transports.gouv.qc.ca|language=fr}}</ref><ref>{{Cite web|url=http://agencequebecpresse.photoshelter.com/image/I0000zYGhX7tA6.g|title=Prolongement du metro vers Laval|website=agencequebecpresse.photoshelter.com|language=fr|access-date=October 27, 2016|archive-url=https://web.archive.org/web/20160309102638/http://agencequebecpresse.photoshelter.com/image/I0000zYGhX7tA6.g|archive-date=March 9, 2016|url-status=dead}}</ref> the project to extend Line 2 (Orange) past the Henri-Bourassa terminus to the [[Laval, Quebec|city of Laval]], passing under the [[Rivière des Prairies]], was launched March 18, 2002.<ref name=":1" /> 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 the public happened April 28, 2007. This extension added {{convert|5.2|km}} to the network and three stations in [[Laval, Quebec|Laval]] ({{stms|Cartier}}, [[De La Concorde station|De la Concorde]] and Montmorency). As of 2009, ridership increased by 60,000 a day with these new stations.<ref>{{cite web|url=http://www.radio-canada.ca/regions/Montreal/2009/04/27/001-metro-Laval-2-ans_n.shtml|title=Métro à Laval : Un succès sur toute la ligne|website=radio-canada.ca|language=fr|access-date=March 10, 2011|url-status=dead|archive-url=https://web.archive.org/web/20090924074400/http://www.radio-canada.ca/regions/Montreal/2009/04/27/001-metro-Laval-2-ans_n.shtml|archive-date=September 24, 2009}}</ref>

==== Major renovations ====
Since 2004, most of the [[Société de transport de Montréal|STM's]] investments have been directed to rolling stock and infrastructure renovation programs.<ref>{{Cite news|url=http://www.stm.info/fr/a-propos/informations-entreprise-et-financieres/priorisation-des-projets-dinvestissements-2011-2020|title=Priorisation des Projets d'investissements 2011–2020 de 11,5 G$|newspaper=Société de transport de Montréal|language=fr|access-date=October 27, 2016}}</ref> New trains ([[MPM-10]]) have been delivered, replacing the older [[MR-63]] trains. Tunnels are being repaired and several stations, including {{stms|Berri–UQAM}}, have been several years in rehabilitation. Many electrical<ref>{{Cite news|url=http://www.stm.info/en/info/service-updates/stm-works/guizot-rectifier-station|title=Guizot rectifier station|newspaper=Société de transport de Montréal|access-date=October 27, 2016}}</ref> and ventilation structures<ref>{{Cite news|url=http://www.stm.info/en/info/service-updates/stm-works/saint-timothee-mechanical-ventilation-station|title=Saint-Timothée mechanical ventilation station|newspaper=Société de transport de Montréal|access-date=October 27, 2016}}</ref><ref>{{Cite news|url=http://www.stm.info/en/info/service-updates/stm-works/saint-dominique-mechanical-ventilation-station|title=Saint-Dominique mechanical ventilation station|newspaper=Société de transport de Montréal|access-date=October 27, 2016}}</ref> on the surface are in 2016 completely rebuilt to modern standards. In 2020, work to install [[cellular coverage]] in the Metro was completed.<ref>{{Cite web |last=Magder |first=Jason |date=December 3, 2020 |title=Cellular coverage now extended throughout Montreal métro network |url=https://montrealgazette.com/news/local-news/cellular-coverage-now-extended-throughout-montreal-metro-network |access-date=August 29, 2023 |website=Montreal Gazette}}</ref> Station accessibility has also been improved, with over 26 of the 68 stations having elevators installed since 2007.<ref name=":12">{{Cite web |date=April 3, 2023 |title=McGill station becomes 26th accessible station in the métro network |url=https://www.stm.info/en/press/press-releases/2023/mcgill-station-becomes-26th-accessible-station-in-the-metro-network |access-date=April 4, 2023 |website=Société de transport de Montréal |language=en}}</ref>

==== Réseau express métropolitain ====
In August 2023, the first phase of the [[Réseau express métropolitain]] (REM) opened between [[Montreal Central Station|Gare Centrale]] and [[Brossard station|Brossard]].<ref name="July31">{{cite news |date=July 7, 2023 |title=Le REM ouvert au public le 31 juillet |newspaper=La Presse |url=https://www.lapresse.ca/actualites/grand-montreal/2023-07-07/le-rem-ouvert-au-public-le-31-juillet.php |access-date=July 7, 2023 |lang=fr}}</ref> 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.<ref>{{Cite web |date=October 10, 2019 |title=Réseau express métropolitain |url=https://www.cdpqinfra.com/en/projects/rem |access-date=August 22, 2023 |website=CDPQ Infra {{!}} Un modèle novateur pour les projets d’infrastructures |language=en}}</ref>

=== Future growth ===

==== Blue line extension to Anjou ====
{{Main|Blue_Line_(Montreal_Metro)#Eastern_extension_to_Anjou|l1 = Blue line extension to Anjou}}
Following the opening of Line 5 ([[Blue Line (Montreal Metro)|Blue]]) in the 1980s, various governments have proposed extending the line east to [[Anjou, Quebec|Anjou]]. In 2013, a proposal to extend the line to Anjou was announced by the STM and the Quebec government.<ref>{{cite web |title=Green light for Montreal métro's Blue Line extension |url=https://montrealgazette.com/a9tro+Blue+Line+extension/8938031/story.html |url-status=dead |archive-url=https://web.archive.org/web/20130921210814/http://www.montrealgazette.com/a9tro%2BBlue%2BLine%2Bextension/8938031/story.html |archive-date=September 21, 2013 |access-date=September 21, 2013}}</ref> 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.<ref name=":32">{{Cite web |last=Bruemmer |first=René |date=April 9, 2018 |title=Montreal métro: Green light for Blue Line extension |url=https://montrealgazette.com/news/local-news/montreal-metro-green-light-for-blue-line-extension |access-date=January 23, 2023 |website=Montreal Gazette |language=en-CA}}</ref> In March 2022, it 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.<ref>{{Cite web |date=July 4, 2019 |title=New investments to extend the Montréal Metro's Blue line |url=https://pm.gc.ca/en/news/news-releases/2019/07/04/new-investments-extend-montreal-metros-blue-line |access-date=January 23, 2023 |website=Prime Minister of Canada |language=en}}</ref>
The {{Convert|6|km|adj=on}} extension will include five new stations, two bus terminals, a pedestrian tunnel connecting to the [[Pie-IX BRT]] and a new park-and-ride.<ref name=":13">{{Cite web |title=Blue line extension |url=https://www.stm.info/en/about/major_projects/major-metro-projects/blue-line-extension |access-date=January 23, 2023 |website=Société de transport de Montréal |language=en}}</ref><ref>{{Cite web |date=March 18, 2022 |title=Montreal Metro's Blue line extension finally a go, but province says it's behind schedule |url=https://www.cbc.ca/news/canada/montreal/blue-line-metro-stm-government-funding-1.6389902 |access-date=January 23, 2023 |website=CBC News}}</ref> Overall, the project is estimated to cost around $5.8 to $6.4 billion and is scheduled to be completed in 2030.<ref>{{Cite web |date=March 18, 2022 |title=Montreal to get its metro blue line extension in the east end by 2029 |url=https://montreal.citynews.ca/2022/03/18/montreal-metro-blue-line-extension/ |access-date=January 23, 2023 |website=montreal.citynews.ca}}</ref><ref>{{cite web | url=https://montreal.ctvnews.ca/blue-line-metro-extension-stalled-again-due-to-complexity-of-project-1.6578778 | title=Blue line Metro extension stalled again due to complexity of project | date=September 26, 2023 }}</ref> Initial construction work began in August 2022.<ref>{{Cite web |date=August 29, 2022 |title=Aujourd'hui, c'est le jour 1 des travaux du prolongement de la ligne bleue! 🤩🔵 |url=https://www.facebook.com/photo.php?fbid=614717083376075&set=a.410626200451832&type=3 |access-date=January 23, 2023 |website=Facebook |publisher=[[Projet Montréal]] |language=fr |quote=Aujourd’hui, c’est le jour 1 des travaux du prolongement de la ligne bleue! 🤩🔵 C’est une étape importante pour le développement du transport collectif dans notre métropole. Le nouveau tronçon de la ligne bleue permettra de relier au reste du réseau des quartiers historiquement mal desservis par le métro.}}</ref>

==== Pink Line ====
In 2017, [[Valérie Plante]] proposed the [[Pink Line (Montreal Metro)|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.<ref>{{Cite news|url=http://www.cbc.ca/news/canada/montreal/new-metro-line-with-29-stations-would-cost-less-than-6b-projet-montréal-says-1.4348035|title=New Metro line with 29 stations would cost less than $6B, Projet Montréal says |date=October 10, 2017|newspaper=CBC}}</ref> The project has since been added to Quebec's 10-year infrastructure plan, and feasibility studies for the line's western section began in June 2021.<ref>{{cite web | last=Henriquez | first=Gloria | title=Pink line a key campaign promise once again for Projet Montréal - Montreal | website=Global News |date=September 16, 2021 | url=https://globalnews.ca/news/8197453/pink-line-campaign-promise-projet-montreal/ | access-date=November 15, 2022}}</ref>

== Network ==
{{See also|List of Montreal Metro stations}}
The Montreal Metro consists of four lines,<ref name="map">{{cite web|url=http://www.stm.info/en/info/networks/metro|title=Useful info > Networks > Métro [map]|publisher=Société de transport de Montréal (STM)|access-date=July 24, 2014}}</ref> which are usually identified by their colour or terminus station. The terminus station in the direction of travel is used to differentiate between directions.

{{wide image|Lionel-groulx-montreal-metro.jpg|500px|Lionel-Groulx Metro station, connecting [[Green Line (Montreal Metro)|Green]] and [[Orange Line (Montreal Metro)|Orange Line]]s|align-cap=center}}

=== Lines and operation ===
The [[Yellow Line (Montreal Metro)|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 the Yellow Line, which continues to [[Longueuil, Quebec|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 Line (Montreal Metro)|Orange]] and [[Green Line (Montreal Metro)|Green Lines]]. The frequency decreases to 12 minutes during late nights.

{| class="wikitable"
! rowspan="2" |Line #
! rowspan="2" |Colour
! rowspan="2" |From
! rowspan="2" |To
! rowspan="2" |Year first opened
! rowspan="2" |Year last extended
! rowspan="2" |Length
! rowspan="2" |Stations
! colspan="3" |Frequency
|-
! Rush hour !! Off-peak !! Weekend
|-
| {{rint|montreal|metro|1}} || [[Green Line (Montreal Metro)|Green]]|| {{stms|Angrignon}} || {{stms|Honoré-Beaugrand}} || 1966 || 1978 || {{convert|22.1|km|abbr=on}} || 27 || 3–4 minutes || 4–10 minutes || 6–12 minutes
|-
| {{rint|montreal|metro|2}} || [[Orange Line (Montreal Metro)|Orange]]|| {{stms|Côte-Vertu}} || {{stms|Montmorency}}
 || 1966 || 2007 || {{convert|30.0|km|abbr=on}} || 31 || 2–4 minutes || 4–10 minutes || 6–12 minutes
|-
| {{rint|montreal|metro|4}} || [[Yellow Line (Montreal Metro)|Yellow]]|| {{stms|Berri–UQAM}} || {{stms|Longueuil–Université-de-Sherbrooke}} || 1967 || 1967 || {{convert|3.82|km|abbr=on}} || 3 || 3–5 minutes || 5–10 minutes || 5–10 minutes
|-
| {{rint|montreal|metro|5}} || [[Blue Line (Montreal Metro)|Blue]]|| {{stms|Snowdon}} || {{stms|Saint-Michel}} || 1986 || 1988 || {{convert|9.53|km|abbr=on}} || 12 || 3–5 minutes || 5–10 minutes || 8–11 minutes
|}

===Fares===
{{Main|Opus card}}
{{More citations needed section|date=November 2022}}
[[File:Turnstiles with OPUS reader at Bonaventure Metro Station in Montreal.jpg|thumb|left|Opus card reader at {{stms|Bonaventure}} station]]
The ''[[Société de transport de Montréal]]'' (STM) operates Metro and bus services in Montreal, and transfers between the two are free inside a 120-minute time frame after the first validation.<ref>{{Cite news|url=http://www.stm.info/en/info/fares/transit-fares/1-trip|title=1 trip|newspaper=Société de transport de Montréal|access-date=October 27, 2016}}</ref>

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 (public transit)|Exo commuter rail]] system, which links the metropolitan area to the outer suburbs via six interchange stations ({{stms|Bonaventure}}, {{stms|Lucien-L'Allier}}, {{stms|Vendôme}}, [[De La Concorde station|De la Concorde]], {{stms|Sauvé}}, and [[Park Avenue station (Montreal)|Parc]]) and 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 [[Radio-frequency identification|RFID]]-like contactless cards. A rechargeable [[contactless smart card]] called [[Opus card|Opus]] 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.<ref>{{Cite news|url=http://www.stm.info/en/info/fares/opus-cards-and-other-fare-media|title=Opus cards and other fare media|newspaper=Société de transport de Montréal|access-date=October 27, 2016}}</ref> Moreover, unlike the [[magnetic stripe card]]s, 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 a reader.

Since 2015, customers have been able to purchase an Opus card reader to recharge their personal card online from a computer.<ref>{{Cite news|url=http://www.lapresse.ca/actualites/montreal/201507/09/01-4884277-la-carte-opus-pourra-etre-rechargee-en-ligne.php|title=La carte OPUS pourra être rechargée en ligne|newspaper=La Presse|language=fr|access-date=October 27, 2016}}</ref> As of April 2024, the ARTM added an option to recharge an Opus card directly from the Chrono mobile app.<ref>{{Cite web |title=Recharge d’une carte OPUS avec un téléphone intelligent |url=https://www.artm.quebec/grands-projets/projet-concerto/recharge-opus/ |access-date=2024-08-10 |website=Autorité régionale de transport métropolitain {{!}} ARTM |language=fr-FR}}</ref> In 2016, the STM is developing a smart phone application featuring NFC technology, which could replace the Opus card.<ref>{{Cite news|url=http://www.cbc.ca/news/canada/montreal/stm-mobile-payments-montreal-metro-android-1.3382059|title=STM developing mobile payment system for Android phones|newspaper=CBC News|access-date=October 27, 2016}}</ref>

===MétroVision===
[[File:STM-Metrovision.jpg|thumb|A MétroVision screen at {{stms|Place-des-Arts}} station]]
Metro stations are equipped with MétroVision information screens displaying advertising, news headlines from the [[Réseau de l'information|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.<ref>{{Cite news|url=http://www.stm.info/fr/node/792|title=More Screens Added to the Subway System: Another Initiative to Better Inform the Clientele|newspaper=Société de transport de Montréal|access-date=October 27, 2016}}</ref>

=== Ridership ===
[[File:McGillMetro-RushHour.JPG|thumb|A train at {{stms|McGill}} station during rush hour]]
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, 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 is not uncommon for travellers in these sections to let several trains pass before being able to board.<ref>{{Cite web|url=http://ici.radio-canada.ca/regions/montreal/2016/02/18/002-stm-autobus-metro-achalandage-sardines-usagers-chauffeurs.shtml|title=Autobus, métro : " On est entassés comme des bêtes "|website=Radio-Canada.ca|publisher=ICI.Radio-Canada.ca|language=fr|access-date=October 27, 2016}}</ref> 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 {{stms|Berri–UQAM}} (12.8), {{stms|McGill}} (11.1), {{stms|Bonaventure}} (8.1), {{stms|Guy–Concordia}} (8.1) and {{stms|Côte-Vertu}} (7.6);<ref>{{Cite book|url=http://www.myvirtualpaper.com/doc/stm/rapport-annuel-stm-2014/2015060801/#12|title=Rapport annuel STM 2014|publisher=myvirtualpaper.com|access-date=October 28, 2016|archive-url=https://web.archive.org/web/20170711063719/http://www.myvirtualpaper.com/doc/stm/rapport-annuel-stm-2014/2015060801/#12|archive-date=July 11, 2017|url-status=dead}}</ref> all of these but Côte-Vertu are located downtown. The least busy station is {{stms|Georges-Vanier}}, with 773,078 entries in 2011.<ref>{{Cite news|url=http://journalmetro.com/dossiers/la-liste-du-lundi/120111/palmares-des-stations-de-metro-les-plus-et-les-moins-frequentees/|title=Palmarès des stations de métro les plus et les moins fréquentées|date=July 8, 2012|newspaper=Métro|language=fr|access-date=October 28, 2016}}</ref>

=== Funding ===
[[File:Place Bonaventure 01.jpg|left|thumb|[[Société de transport de Montréal|STM]] headquarters [[Place Bonaventure]]]]
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%).<ref name=":4">{{Cite web|url=http://www.stm.info/sites/default/files/pdf/fr/budget2016.pdf|title=Budget 2016|date=November 17, 2015|website=stm.info|language=fr}}</ref>

The STM does not keep separate accounts for Metro and buses services, therefore 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 the $292 million operating costs, before electricity costs (9%).<ref name=":4" />

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 is covered by the federal government. Small investments to maintain the network in working order remain entirely the responsibility of the STM.<ref>{{Cite news|url=https://www.stm.info/en/press/press-releases/2015/stm-s-2016-2018-three-year-capital-expenditures-program--$2.8b-to-improve-the-customer-experience|title=STM's 2016–2018 Three-Year Capital Expenditures Program: $2.8B to improve the customer experience|newspaper=Société de transport de Montréal|access-date=October 31, 2016}}</ref>

=== Security ===
[[File:Point assistance metro Montreal.jpg|thumb|Emergency station on a platform]]
Montreal Metro facilities are patrolled daily by 155 STM inspectors and 115 agents of the [[Service de police de la Ville de Montréal|Montreal Police Service]] (SPVM) assigned to the subway.<ref>{{Cite web|url=http://ici.radio-canada.ca/regions/montreal/2015/04/17/007-criminalite-metro-securite-stm.shtml|title=Quelle station de métro connaît le plus de crimes et de délits ?|website=Radio-Canada.ca|date=April 17, 2015 |language=fr|access-date=October 30, 2016}}</ref> They are in contact with the [[Command center|command centre]] of the Metro which has 2,000 cameras distributed on the network, coupled with a computerized visual recognition system.<ref>{{Cite web|url=http://www.tvanouvelles.ca/2012/10/17/visite-du-centre-de-surveillance-de-la-stm|title=Visite du centre de surveillance de la STM|website=TVA Nouvelles|date=October 17, 2012 |language=fr|access-date=October 30, 2016}}</ref>

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.<ref>{{Cite news|url=http://www.stm.info/fr/infos/reglements/voyager-en-securite/metro|title=Sécurité dans le métro|newspaper=Société de transport de Montréal|access-date=October 30, 2016}}</ref> 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, 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 hose]]s can be found. At the ventilation shafts locations in the old tunnels or every 750 meters in recent tunnels sections (Laval), emergency exits reach the surface.

On the surface, blue fire hydrants in the streets are [[dry riser]]s connected to the Metro fire control system. If a fire breaks out in tunnels, firefighters connect the red fire hydrant with the blue terminals to power the subway system. This decoupling prevents accidental flooding.<ref>{{Cite web|url=http://ville.montreal.qc.ca/portal/page?_pageid=6497,54397571&_dad=portal&_schema=PORTAL#jean_rmarcotte|title=Ville de Montréal – L'eau de Montréal – Saviez-vous que...|website=ville.montreal.qc.ca|access-date=October 30, 2016}}</ref>

== Station design ==
[[File:WTMTL T32 IMG 8262.JPG|left|thumb|{{stms|Préfontaine}} station entrance building]]
The design of the Metro was heavily influenced by Montreal's winter conditions. Unlike other cities' subways, nearly all station entrances in Montreal are set back from the sidewalk and completely enclosed; usually in small, separate buildings or within building facades. They are equipped with swivelling "butterfly" doors meant to mitigate the wind caused by [[Piston effect|train movements]] that can make doors difficult to open.<ref>{{Cite web|url=http://www.stm.info/sites/default/files/pdf/fr/stminfo/160311-infostm.pdf|title=L'effet piston|website=stm.info|language=fr|access-date=October 29, 2016|archive-date=October 19, 2021|archive-url=https://web.archive.org/web/20211019094401/https://www.stm.info/sites/default/files/pdf/fr/stminfo/160311-infostm.pdf|url-status=dead}}</ref> The entire system runs underground and some stations are directly connected to buildings, making the Metro an integral part of Montreal's [[Underground City, Montreal|Underground City]].

The network has 68 stations, four of which have connections between Metro lines, and five connect to the commuter train network. They are mostly named after streets adjacent to them.<ref name=":3">{{Cite web|url=http://www.metrodemontreal.com/faq/index.html|title=Frequently Asked Questions - metrodemontreal.com|website=www.metrodemontreal.com|access-date=October 29, 2016}}</ref>
[[File:Portes papillon station namur metro de montreal.jpg|thumb|{{stms|Namur}} swivelling doors]]
The average distance between stations is {{convert|950|m|yd}}, with a minimum in the city centre between {{stms|Peel}} and {{stms|McGill}} stations {{convert|296|m|yd}} and a maximum between {{stms|Berri–UQAM}} and {{stms|Jean-Drapeau}} stations of {{convert|2.36|km|mi}}.<ref name=":3" /> Average station depth is {{convert|15|m}}. The deepest station of the network, {{stn|Charlevoix||Montreal}}, has its {{stms|Honoré-Beaugrand}} bound platform located {{convert|29.6|m}} underground. The shallowest stations are {{stms|Angrignon}} and [[Longueuil–Université-de-Sherbrooke (Montreal Metro)|Longueuil-Université-de-Sherbrooke]] terminus, {{convert|4.3|m}} below surface.{{Citation needed|date=May 2011}}

Platforms, {{convert|152.4|m}} long and at least {{convert|3.8|m}} wide, are positioned on either sides of the tracks except in the {{stms|Lionel-Groulx}}, {{stms|Snowdon}} and {{stms|Jean-Talon}} stations, where they are superimposed to facilitate transfers between lines in certain directions. {{stn|Charlevoix||Montreal}} and [[De L'Église (Montreal Metro)|De l'Eglise]] stations are designed with bunk platforms for engineering reasons, the basement rock in their area ([[shale]]s) being too brittle for a station with more footprint. The terminus stations of future extensions could be equipped with central platforms to accommodate a [[Balloon loop|turning loop]].<ref>{{Cite news|url=http://www.lapresse.ca/actualites/montreal/201305/29/01-4655818-metro-de-montreal-une-refonte-majeure-du-reseau.php|title=Métro de Montréal: une refonte majeure du réseau|last=Bisson|first=Bruno|newspaper=La Presse|language=fr|access-date=October 29, 2016}}</ref>

=== Architectural design and public art ===
[[File:Metrosquarevic.jpg|thumb|One of the entrances to the [[Square-Victoria–OACI station]] looks like a [[Paris Métro]] station. This original [[Hector Guimard]] gate was a gift from the city of Paris.]]

The Montreal Metro is renowned for its architecture and public art. Under the direction of Drapeau, a competition among Canadian architects was held to decide the design of each station, ensuring that every station was built in a different style by a different architect. Several stations, such as {{stms|Berri–UQAM}}, are important examples of [[modernism|modernist]] architecture, and various system-wide design choices were informed by the [[International style (architecture)|International Style]]. However, numerous interventions, such as the installation of public telephones and loudspeakers, with visible wiring, have had a significant impact on the elegance of many stations.

Along with the [[Stockholm metro]], Montreal pioneered the installation of public art in the Metro among capitalist countries,{{Citation needed|date=October 2016}} a practice that beforehand was mostly found in socialist and communist nations (the [[Moscow Metro]] being a case in point). More than fifty stations are decorated with over one hundred works of public art, such as sculpture, stained glass, and murals by noted Quebec artists, including members of the famous art movement, the ''[[les Automatistes|Automatistes]]''.

Some of the most important works in the Metro include the stained-glass window at {{stms|Champ-de-Mars}} station, the masterpiece of major Quebec artist [[Marcelle Ferron]]; and the [[Hector Guimard|Guimard]] entrance at Square-Victoria-OACI station, largely consisting of parts from the [[Paris Métro entrances by Hector Guimard|famous entrances]] designed for the [[Paris Métro]], on permanent loan<ref name="loan">Interview Pierre Bourgeau by SRC oct 2006</ref> since 1966 by the [[Régie Autonome des Transports Parisiens|RATP]] to commemorate its cooperation in constructing the Metro. Installed in 1967 (the 100th anniversary of Hector Guimard's birth), this is the only authentic Guimard entrance in use outside Paris.{{efn|Although reproductions using original molds were given to Mexico City ([[Bellas Artes metro station (Mexico City)|Bellas Artes station]] on [[Mexico City Metro Line 8|Line 8]]), Chicago ([[Van Buren Street station]] on the [[Metra]] network), Lisbon ([[Picoas (Lisbon Metro)|Picoas]] station on the [[Yellow Line (Lisbon Metro)|Yellow Line]]) and Moscow ([[Kiyevskaya (Arbatsko-Pokrovskaya line)|Kiyevskaya]] station on the [[Arbatsko-Pokrovskaya line]]).}}

===Accessibility===
[[File:Station Rosemont 67.JPG|left|thumb|{{stms|Rosemont}} station elevator under construction, 2016]]
The Montreal Metro was a late adopter of accessibility compared to many metro systems (including those older than the Metro), much to the dismay and criticism of accessibility advocates in Montreal.<ref>{{cite web |last=Sutherland |first=Anne |url=https://montrealgazette.com/opinion/M%C3%A9tro+elevator+plans+stall/3984059/story.html |title=Métro elevator plans stall |publisher=Montrealgazette.com |date=December 15, 2010 |access-date=March 10, 2011 }}{{Dead link|date=May 2024 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> The first accessible stations on the system were the three stations in Laval, {{stms|Cartier}}, [[De La Concorde (Montreal Metro)|De la Concorde]] and {{stms|Montmorency}}, which opened in 2007 as part of the Orange Line extension. Four existing stations{{snd}}{{stms|Lionel-Groulx}}, {{stms|Berri–UQAM}}, {{stms|Henri-Bourassa}}, and {{stms|Côte-Vertu}}{{snd}}were made accessible between 2009 and 2010.<ref>{{cite web |url=http://www.journalmetro.com/linfo/article/310223--les-ascenseurs-des-stations-lionel-groulx-et-berri-uqam-maintenant-en-service |title="Les ascenseurs des stations Lionel-Groulx et Berri-UQAM maintenant en service." ''Métro'' (Montreal). September 14, 2009. Retrieved September 20, 2009 |publisher=Journalmetro.com |date=December 21, 2010 |access-date=March 10, 2011 |url-status=dead |archive-url=https://web.archive.org/web/20110727075321/http://www.journalmetro.com/linfo/article/310223--les-ascenseurs-des-stations-lionel-groulx-et-berri-uqam-maintenant-en-service |archive-date=July 27, 2011}}</ref>

{{As of|2024|January}}, there were 27 <!-- When updating accessible station number, don't forget to update with latest reference -->accessible stations on the system,<ref name=":7">{{cite web |title=Elevator access to the métro |url=https://www.stm.info/en/access/elevator-access-metro |access-date=August 4, 2020 |website=Société de transport de Montréal}}</ref><ref>{{Cite web |date=January 29, 2024 |title=D'Iberville becomes métro network's 27th accessible station |url=https://www.stm.info/en/press/press-releases/2024/d-iberville-becomes-metro-network-s-27th-accessible-station |access-date=January 29, 2024 |website=[[Société de transport de Montréal]]}}</ref> most of which are on the Orange Line. All interchange stations between subway lines are accessible, but {{stms|Berri–UQAM}} is currently only accessible for the Orange and Green lines.<ref name="auto">{{cite web |title=Work underway at Berri-UQAM station |url=http://www.stm.info/en/info/service-updates/stm-works/berri-uqam |access-date=August 4, 2020 |website=Société de transport de Montréal}}</ref> From May 2022, work is underway at Berri–UQAM to make the station fully accessible.<ref name="auto"/>

In 2015, the new [[McGill University Health Centre]] mega-hospital opened adjacent to {{stms|Vendôme}} station, with a new underground pedestrian tunnel to link the hospital to the station.<ref>{{cite news |last1=Shaffer |first1=Marie-Ève |date=December 18, 2015 |title=Un deuxième édicule construit à la station Vendôme |work=Métro |url=http://journalmetro.com/actualites/montreal/893247/un-deuxieme-edicule-construit-a-la-station-vendome/ |access-date=July 24, 2017}}</ref> However, the STM was criticized as many visitors to the hospital have reduced mobility and the station was not accessible.<ref>{{Cite web |last=Sargeant |first=Tim |date=June 18, 2015 |title=Access an issue as new Vendôme-MUHC tunnel opens |url=https://globalnews.ca/news/2063013/new-vendome-muhc-tunnel-open/ |access-date=January 11, 2023 |website=Global News |language=en-US |quote=Many Montrealers said they can’t understand why a tunnel with full access for those with disabilities wasn’t already planned and delivered}}</ref> Work began in 2017 to make the station accessible; it was completed in 2021.<ref>{{Cite web |date=May 27, 2021 |title=Long-awaited Vendôme tunnel will finally open Monday |url=https://globalnews.ca/news/7899049/vendome-tunnel-open-monday/ |access-date=December 12, 2022 |website=Global News |language=en-US}}</ref><ref>{{Cite web |date=May 27, 2021 |title=Le nouvel édicule du pôle multimodal Vendôme ouvre ses portes le 31 mai |url=https://www.stm.info/fr/presse/communiques/2021/le-nouvel-edicule-du-pole-multimodal-vendome-ouvre-ses-portes-le-31-mai |access-date=January 11, 2023 |website=Société de transport de Montréal |language=fr}}</ref>

The Montreal Metro aims to have over 30 accessible stations by 2025,<ref>{{cite web |title=Universal Accessibility |url=http://www.stm.info/en/about/major_projects/major-metro-projects/universal-accessibility |access-date=December 12, 2022 |website=Société de transport de Montréal |quote=with the goal of having 30 accessible métro stations by 2025}}</ref> 41 stations by 2030,<ref>{{Cite web |date=January 29, 2024 |title=D'Iberville becomes métro network's 27th accessible station |url=https://www.stm.info/en/press/press-releases/2024/d-iberville-becomes-metro-network-s-27th-accessible-station |access-date=January 29, 2024 |website=[[Société de transport de Montréal]] |quote=The STM wants to continue the work and aims to make 41 stations accessible by 2030, if funding allows.}}</ref> and expects all subway stations to be accessible by 2038.<ref>{{Cite web |last=Carpenter |first=Lorraine |date=December 1, 2020 |title=The STM plans to have 41 wheelchair accessible metro stations by 2025 |url=https://cultmtl.com/2020/12/montreal-stm-plans-to-have-41-wheelchair-accessible-metro-stations-by-2025/ |access-date=September 20, 2022 |website=Cult MTL |language=en-US}}</ref><ref>{{cite web|url=https://www.cbc.ca/news/canada/montreal/stm-metro-accessibility-plan-will-mean-more-elevators-ramps-1.4013361 |title=STM Metro accessibility plan will mean more elevators, ramps |publisher=Canadian Broadcasting Corporation |date=March 7, 2017 |access-date=August 4, 2020}}</ref> In comparison, the [[Toronto subway]] (first opened in 1954) will be [[Toronto Transit Commission accessibility|fully accessible by 2025]], and all [[SkyTrain (Vancouver)|Vancouver SkyTrain]] stations have been accessible from that system's opening in 1985, save for [[Granville station (SkyTrain)|Granville station]], which became accessible in 2006.

==Rolling stock==
The Montreal Metro's car fleet uses [[Rubber-tyred metro|rubber tires]] instead of steel wheels. As the Metro runs entirely underground, the cars and the electrical system are not weatherproof. The trains are {{convert|2.5|m|ftin|frac=8}} wide, narrower than the trains used by most other North American subway systems. This narrow width allowed the use of single tunnels (for both tracks) in construction of the Metro lines.<ref>{{cite web|url=http://www.metrodemontreal.com/faq/index.html|title=Frequently Asked Questions|publisher=metrodemontreal.com|access-date=March 10, 2011}}</ref>

The first generation of rolling stock in Montreal went beyond just adopting the [[MP 59]] car from the [[Paris Métro]]. North American cities building metro systems in the 1960s and 1970s ([[Washington Metro|Washington, D.C.]], [[Bay Area Rapid Transit|San Francisco]] and [[Metropolitan Atlanta Rapid Transit Authority|Atlanta]]) were in search of modern rolling stock that not only best fit their needs but also encompassed a change in industrial design that focused on the aesthetics and performances. Until June 2018, some of the Montreal trains were among the oldest North American subway trains in service – the [[Canadian Vickers]] [[MR-63]] dating back to the system's opening in 1966 – but extended longevity is expected of rolling stock operated under fully sheltered conditions.

Unlike the subway cars of most metro systems in North America, but like those in most of Europe, Montreal's cars do not have air conditioning.<ref>{{cite web|url=http://ruefrontenac.com/nouvelles-generales/92-transport/27088-stm-metro-nouvelles|title=Métro et autobus: chaud débat sur la climatisation|date=January 27, 2009|publisher=Ruefrontenac.com|language=fr|access-date=March 10, 2011}}</ref> In summer, the lack of cooled air can make trips uncomfortable for passengers.<ref>{{cite web|url=http://montreal.about.com/b/2010/09/21/montreals-car-free-day-week.htm|title=Montreal's Car-Free Day Week: The Target Market, The Image, the Underground Heat|date=September 21, 2010|publisher=Montreal.about.com|access-date=March 10, 2011|archive-date=July 7, 2011|archive-url=https://web.archive.org/web/20110707075101/http://montreal.about.com/b/2010/09/21/montreals-car-free-day-week.htm|url-status=dead}}</ref> The claim, stated by the STM, is that with the Metro being built entirely underground, air conditioning would heat the tunnels to temperatures that would be too hot to operate the trains.

===Models===
====Current====
[[File:MPM-10 Azur leaving station.jpg|thumb|An [[MPM-10]] train<!-- the headlight is white --> next to an [[MR-73]]]]
* [[Bombardier Transportation]] [[MR-73]], introduced in 1976. Once used in majority on the Orange Line, they were migrated to the Green Line as MR-63 were being retired. They are now the sole rolling stock on the Blue and Yellow Lines, and run alongside the MPM-10 on the Green Line during weekday rush hours.
* Bombardier-[[Alstom]] [[MPM-10]], named "Azur" by the public in 2012,<ref>{{Cite news|url=http://www.stm.info/fr/presse/communiques/2012/la-stm-devoile-le-nom-des-nouvelles-voitures-de-metro|title=La STM dévoile le nom des nouvelles voitures de métro|newspaper=Société de transport de Montréal|publication-date=May 16, 2012|language=fr|access-date=December 20, 2016}}</ref> entered service in 2016. The order completely replaced the outgoing MR-63 model. They use an open gangway design that allows passengers to walk from one end of the train to the other. They are currently the sole [[rolling stock]] running on the Orange line, and run in mixed service with the MR-73 on the Green Line during weekday rush hours. On weekends, only Azur trains are used on the Green Line.<ref>{{Cite news|url=http://www.stm.info/en/about/major_projects/azur-metro|title=New AZUR métro cars|newspaper=Société de transport de Montréal|access-date=December 20, 2016}}</ref>

====Retired====
* [[Canadian Vickers]] [[MR-63]], were in service from the metro's opening in October 1966 until June 2018. Of the original 369 cars built, 33 were destroyed in two separate accidents. On June 21, 2018, the last of the MR-63 trains was completely retired after 52 years of service.<ref name=":5">{{Cite news|url=http://www.stm.info/en/about/major_projects/sustainable-reclamation-plan-mr-63-cars|title=A Sustainable Reclamation Plan for MR-63 cars|newspaper=Société de transport de Montréal|access-date=December 20, 2016}}</ref>

{| class="wikitable"
! Name
! Delivered
! Withdrawn
! Lines<ref>{{Cite news|url=http://www.lapresse.ca/actualites/montreal/200903/01/01-832210-277-millions-pour-le-metro.php|title=277 millions pour le métro|last=Bisson|first=Bruno|date=March 1, 2009|newspaper=La Presse|language=fr|access-date=December 20, 2016}}</ref>
! Number of cars<ref>{{Cite news|url=https://www.stm.info/en/press/news/2021/stm-commissions-final-azur-train|title=STM commissions final AZUR train|work=STM|date=December 13, 2021|language=en|access-date=February 12, 2023}}</ref>
! Notes
|-
| ''[[MR-63]]''
| style="text-align:center;" | 1965–1967<ref name=":5" />
| style="text-align:center;" | 2016–2018<ref>{{Cite news|url=https://globalnews.ca/news/4288855/after-52-years-montreal-metros-mr-63-cars-go-on-final-ride/|title=After 52 years, Montreal Metro's MR-63 cars go on final ride|work=Global News|access-date=June 21, 2018|language=en}}</ref>
| Formerly [[Orange Line (Montreal Metro)|Orange]], [[Green Line (Montreal Metro)|Green]], [[Blue Line (Montreal Metro)|Blue]], [[Yellow Line (Montreal Metro)|Yellow]]
| Formerly 336
| Renovated between 1990 and 1996. Seating arrangement modified in the early 2010s.<ref name=":5" />
|-
| [[MR-73]]
| style="text-align: center;" | 1976–1980<ref>{{Cite news|url=http://www.stm.info/en/press/press-releases/2014/when-should-the-mr-73-metro-cars-be-replaced--the-stm-responds|title=When should the MR-73 métro cars be replaced? The STM responds|newspaper=Société de transport de Montréal|publication-date=October 29, 2014|access-date=December 20, 2016}}</ref>
| rowspan="2" {{n/a}}
| [[Green Line (Montreal Metro)|Green]], [[Blue Line (Montreal Metro)|Blue]], [[Yellow Line (Montreal Metro)|Yellow]]<br />
Formerly [[Orange Line (Montreal Metro)|Orange]]
| 360<br />
Formerly 423<ref>{{Cite news|url=https://www.stm.info/fr/presse/nouvelles/2021/une-voiture-de-metro-mr-73-retourne-chez-alstom|title=Une voiture de métro MR-73 retourne chez Alstom|work=STM|date=June 4, 2021|language=fr|access-date=February 12, 2023}}</ref>
| Passenger information displays installed in 1992. Interior renovated between 2005 and 2008.<ref>{{Cite news|url=http://www.stm.info/en/press/press-releases/2005/renovated-metro-cars------a-major-investment-for-increased-confort------and-passenger-capacity&nbsp-|title=Renovated metro cars. A major investment for increased comfort and passenger capacity|newspaper=Société de transport de Montréal|publication-date=November 18, 2005|access-date=December 20, 2016}}</ref>
|-
| [[MPM-10]] "Azur"
| style="text-align: center;" | 2015–2021<ref>{{Cite web |title=Programme des immobilisations: 2020-2029 |url=https://www.stm.info/sites/default/files/pdf/fr/pi_20-29.pdf#page77 |website=www.stm.info}}</ref>
| [[Orange Line (Montreal Metro)|Orange]], [[Green Line (Montreal Metro)|Green]]<ref name="Azur">{{cite web|url=http://www.stm.info/en/about/major_projects/azur-metro |title=New AZUR métro cars|year=2017|publisher=[[Société de transport de Montréal]]|access-date=November 2, 2017}}</ref>
|639
(71 trainsets)
| In service since February 2016 on the Orange line<ref>{{Cite news|url=http://www.stm.info/en/press/press-releases/2016/azur-makes-history-as-it-welcomes-its-first-clients|title=AZUR makes history as it welcomes its first clients|date=February 7, 2016|newspaper=Société de transport de Montréal|access-date=December 20, 2016}}</ref> and since October 23, 2017, on the Green line.<ref name="Azur" />
|}

===Design===
{{unreferenced section|date=October 2013}}
[[File:QC-STM GarageBeaugrand 20040706-134131 AiguillageRaccordement.jpg|thumb|right|[[Railroad switch|Switches]] use conventional points on the [[standard gauge]] track to guide trains. Rubber tires, rolling on [[Precast concrete|concrete]] [[Roll way|rollways]], keep supporting the full weight of the trains as they go through switches. [[Guide bar|Guideways]] are provided in order to ensure there are no gaps in the electrical power supply.]]Montreal's Metro trains are made of low-alloy high-tensile steel, painted blue with a thick white band running lengthwise. Trains are assembled in three-, six- or nine-car lengths. Each three-car segment element consists of two [[motor cab car]]s encompassing a trailer car (M-T-M). Each car is {{convert|2.5|m|ftin|frac=8}} wide and has three (MPM-10) or four (MR-63, MR-73) wide bi-parting leaf doors on each side for rapid passenger entry and egress. Design specifications called for station dwell times of typically 8 to 15 seconds. In response to overcrowding on the Orange Line, a redesign of the MR-73 cars removed some seats to provide more standing room. The newest Bombardier [[MPM-10]] trains are [[open-gangway]], allowing passengers to move between cars once on board such that the passenger load is more evenly distributed.

Each car has two sets of [[bogie]]s (trucks), each with four sets of support tires, guide tires and backup conventional steel wheels. The motor cars' bogies each have two direct-current traction motors coupled to reduction gears and differentials. Montreal's Metro trains use [[electromagnetic brake]]s, generated by the train's [[kinetic energy]] until it has slowed down to about {{convert|10|km/h|mph|1}}. The train then uses composite [[Brake shoe#Railway tread brake|brake blocks]] made of [[yellow birch]] injected with [[peanut oil]] to bring it to a complete stop. Two sets are applied against the treads of the steel wheels for friction braking. Hard braking produces a characteristic burnt popcorn scent. Wooden [[brake shoe]]s perform well, but if subjected to numerous high-speed applications they develop a carbon film that diminishes brake performance.{{Citation needed|date=May 2011}} The rationale for using wooden brake shoes soaked in peanut oil was health concerns{{Snd}}the use of wooden brake shoes avoids releasing metal dust into the air upon braking.<ref>{{cite web|url=https://montrealgazette.com/news/local-news/the-metro-at-50-building-the-network|title=The métro at 50: Building the network|work=montrealgazette.com|first=Jason|last=Magder|date=November 8, 2018|access-date=December 15, 2019}}</ref> It also reduces screeching noise when braking and prolongs the life of steel wheels.<ref>{{cite web|url=https://www.youtube.com/watch?v=MdvQLYC5hGc| archive-url=https://ghostarchive.org/varchive/youtube/20211118/MdvQLYC5hGc| archive-date=November 18, 2021 | url-status=live|title=Wooden brake shoes|author=STM – Mouvement collectif|work=YouTube|date=July 24, 2012|access-date=December 15, 2019}}{{cbignore}}</ref>

Rubber tires on the Montreal Metro transmit minimal vibration and help the cars go uphill more easily and negotiate turns at high speeds. However, the advantages of rubber tires are offset by noise levels generated by traction motors which are noisier than the typical North American subway car{{According to whom|date=October 2021}}, although the concrete trackbed favoured over stone ballasting much amplifies the noisiness itself. Trains can climb [[Grade (slope)|grades]] of up to 6.5% and economise the most energy when following a humped-station profile (track profiles that descend to accelerate at leaving a station and ascend upon entering the station). Steel-wheel train technology has undergone significant advances and can better round tight curves, and climb and descend similar grades and slopes but despite these advances, steel-wheel trains still cannot operate at high speeds ({{convert|45|mph|km/h|0|abbr=on|disp=or|order=flip}}) on the same steep or tightly curved track profiles as a train equipped with rubber tires.{{Citation needed|date=October 2021}}

The release of the MR-73 generation of Metro cars introduced three audible tones heard when departing, generated by [[Chopper (electronics)|chopper]] circuitry. The chopper circuitry incrementally increases the traction power fed to the trains' traction motors when accelerating from a stop, allowing trains to start smoothly and avoid overloads. The final tone is present throughout the train ride on MR-73s but is not heard at higher speeds because of ambient noise.<ref>{{Cite web |title=Le « dou-dou-dou » du métro Le hacheur de courant |url=https://www.stcum.qc.ca/info/infostm/2003/031216.pdf |archive-url=https://web.archive.org/web/20050327095722/https://www.stcum.qc.ca/info/infostm/2003/031216.pdf |archive-date=March 27, 2005 |website=Société de transport de Montréal}}</ref> Equipment on the newest generation of Metro cars does not produce the audible tones when accelerating, though a recording of similar tones is played as an auditory signal in advance of door closure, referred to as the "dou-dou-dou" door closing signal in a 2010 STM advertising campaign.<ref>{{cite web |url=https://www.youtube.com/watch?v=Hu_1JM_UiuA |title=Dou dou dou...the Montréal métro's signature sound.mp4 - YouTube  |website=[[YouTube]] |archive-url=https://web.archive.org/web/20160412233305/https://www.youtube.com/watch?v=Hu_1JM_UiuA |archive-date=April 12, 2016 |url-status=dead}}</ref> The three tones are essentially the same as the iconic first three trumpet notes from Aaron Copland's musical piece "[[Fanfare for the Common Man]]".<ref>{{cite web |url=http://observatory.designobserver.com/entry.html?entry=7487 |title=Fanfare for the Common Commuter: Observatory: Design Observer  |archive-url=https://web.archive.org/web/20090823173621/http://observatory.designobserver.com/entry.html?entry=7487 |archive-date=August 23, 2009 |url-status=dead}}</ref> 

Announcements for the Montreal Metro are pre-recorded and voiced by actress [[Michèle Deslauriers]].<ref>{{cite news |last1=Stevenson |first1=Verity |title='Attention': The voice of the STM emerges from behind the microphone |language=English |work=CBC.ca |publisher=CBC/Radio-Canada |location=Montreal |url=https://www.cbc.ca/news/canada/montreal/voice-of-the-stm-1.4932192 |access-date=April 19, 2023}}</ref>

===Train operation===
{{unreferenced section|date=October 2013}}[[File:Montrealmetro.JPG|right|thumb|Markings on the floor indicate where the doors will open.]]
The MR-73 and the former MR-63 trains are equipped with a manual train control system, and the MPM-10 is equipped with [[automatic train control]]. On MR-73 trains, the train operator opens and closes the doors and controls the [[Traction control system|traction/brake control system]]. On MPM-10 trains, the operator can operate the doors manually or they can be operated automatically, and then pushes the {{langnf|fr|Départ automatique|automatic departure}} button, and then the train drives itself. The train operator can also drive the MPM-10 train manually at their discretion. Signalling is effected through coded pulses sent through the rails. Coded speed orders and station stop positions transmitted through track beacons are captured by beacon readers mounted under the driver cabs. The information sent to the train's electronic modules conveys speed information, and it is up to the train automatic control system computer to conform to the imposed speed. Additionally, the train computer can receive energy-saving instructions from track beacons, providing the train with four different economical coasting modes, plus one mode for maximum performance. In case of manual control, track speed is displayed on the cab speedometer indicating the maximum permissible speed. The wayside signals consist of point (switch/turnout) position indicators in proximity to switches and inter-station signalling placed at each station stop. Trains often reach their maximum permitted speed of {{convert|72.4|km/h|mph|1|abbr=on}} within 16 seconds depending on [[Grade (slope)|grade]] and load.

Trains are programmed to stop at certain station positions with a precise [[odometer]] (accurate to plus or minus five centimetres, 2"). They receive their braking program and station stop positions orders (one-third, two-thirds, or end of station) from track beacons prior to entering the station, with additional beacons in the station for ensuring stop precision. The last beacon is positioned at precisely 12 turns of wheels from the end of the platform, which help improve the overall precision of the system.{{Citation needed|date=October 2012}}

Trains draw current from two sets of 750-[[volt]] [[direct current]] [[guide bar]]/[[third rail]]s on either side of each motor car. Nine-car trains draw large currents of up to 6,000 [[ampere]]s,{{Citation needed|date=July 2008}} requiring that all models of rolling stock have calibrated traction motor control systems to prevent power surges, arcing and breaker tripping. Both models have electrical braking (using motors) to assist primary friction braking, reducing the need to replace the brake pads.

The trains are equipped with double coverage broadband radio systems, provided by [[Thales Group]].<ref>{{cite press release|title=Thales Awarded Communications System Contract for Montreal Metro|url=https://www.thalesgroup.com/en/content/thales-awarded-communications-system-contract-montreal-metro|access-date=June 10, 2015|publisher=Thales|date=November 30, 2011|url-status=dead|archive-url=https://web.archive.org/web/20150610132027/https://www.thalesgroup.com/en/content/thales-awarded-communications-system-contract-montreal-metro|archive-date=June 10, 2015}}</ref>

==Rolling stock maintenance==

=== Garages ===
[[File:QC-STM GarageBeaugrand 20040706-135814 Atelier.jpg|thumb|An older generation [[MR-63]] train in the Beaugrand Garage. A [[Railway turntable|turntable]] used to change tracks is in the foreground.]]Idle trains are stored in five garages: Angrignon, Beaugrand, Cote-Vertu, Saint-Charles and Montmorency. Except Angrignon, they are all underground and can accommodate around 46% of the rolling stock. Remaining trains are parked in terminus tail tracks.
* Angrignon garage, west of {{stms|Angrignon}} Line 1 terminus, is a surface building next to [[Angrignon Park]] housing six tracks accepting two nine-car trains each.
* Beaugrand garage is located east of Line 1 terminus {{stms|Honoré-Beaugrand}}. It is entirely under the Chénier-Beaugrand Park, and its main access point is through the Honoré-Beaugrand station. It has seven tracks and accommodates light maintenance on MR-63 cars with two test tracks.<ref>{{cite web|url=http://emdx.org/rail/metro/beaugrand.php|title=Visite du garage Honoré-Beaugrand|publisher=Marc Dufour|access-date=April 10, 2013}}</ref>
* Saint-Charles garage, north of {{stms|Henri-Bourassa}} terminus, is located under Gouin Park. With eight tracks, allowing 20 trains to be parked, it is the main garage of Line 2.<ref>{{Citation|last=NAINPORTEKI|title=Métro de Montréal – Arrière-gare & Garage Angrignon – ligne 1 verte|date=May 2, 2011|url=https://www.youtube.com/watch?v=cPjYsFBctE8| archive-url=https://ghostarchive.org/varchive/youtube/20211118/cPjYsFBctE8| archive-date=November 18, 2021 | url-status=live|access-date=December 29, 2016}}{{cbignore}}</ref> Also, under Jeanne-Sauvé Park, a training facility used by the firefighters contains one of the burnt MR-63 cars from 1973 and an obsolete picking train.
* Montmorency garage is built perpendicular to its terminal station to allow an easier potential expansion of the Line 2 deeper in [[Laval, Quebec|Laval]] territory.<ref>{{Citation|last=NAINPORTEKI|title=Métro de Montréal – Garage Montmorency – ligne 2 orange|date=April 6, 2014|url=https://www.youtube.com/watch?v=ff9tRW_twlw| archive-url=https://ghostarchive.org/varchive/youtube/20211118/ff9tRW_twlw| archive-date=November 18, 2021 | url-status=live|access-date=December 28, 2016}}{{cbignore}}</ref>
* Cote-Vertu garage was constructed underground at the end of Thimens boulevard to accommodate additional MPM-10 trains on Line 2.<ref>{{Cite web|url=http://www.tvanouvelles.ca/2016/01/22/la-stm-acquiert-des-terrains-1|title=La STM acquiert des terrains|last=Pineda|first=Ameli|date=January 22, 2016|website=TVA Nouvelles|language=fr|access-date=December 28, 2016}}</ref> Accessible via a {{convert|600|m|yd|adj=on}} tunnel, it will house a small maintenance facility and two long tracks for a total of twelve parking places. Two more tracks could be added later with the line extension.<ref>{{Cite news|url=http://www.stm.info/en/about/major_projects/construction-cote-vertu-garage|title=Construction of the Côte-Vertu garage|newspaper=Société de transport de Montréal|access-date=December 28, 2016}}</ref>

=== Maintenance and repair facilities ===
[[File:QC-STM-Duplex82-703 20040530-170434.jpg|thumb|right|Heavy work trains are hauled with sizeable [[Rail car mover|tractors]] such as this 1966 "Duplex". Traction is effected through the rubber-tired wheels, and guidance through the retractable flanged wheel. This [[Road-rail vehicle|tractor]] can also operate on the road.]]
Rolling stock maintenance is effected in four facilities in three locations. Two small tracks are located at Montmorency and Beaugrand garages, and two large are at the Plateau d'Youville facility. A fifth facility is under construction at the Cote-Vertu garage.

The only repair facility for the Montreal Metro is the Atelier Plateau d'Youville, located at the intersection of Crémazie (part of [[Trans-Canada Highway]]) and Saint-Laurent Boulevards. Built alongside the first segment and opened in October 1966 on the site of a former streetcar depot,<ref>{{cite web | url=https://www.stm.info/en/info/service-updates/stm-works/youville-track-maintenance-workshop#id_troisieme | title=Youville track maintenance workshop }}</ref> it is a large above-ground facility that provides major repairs to Metro cars and is the main base for the track assembly workshops (where track sections are pre-assembled prior to installation).<ref>{{Cite web|url=http://www.metrodemontreal.com/installations/youville/index.html|title=Youville Shops|website=www.metrodemontreal.com|access-date=December 28, 2016}}</ref> The two-way service tunnel connecting the network to the Youville portal gate is found between Crémazie and Sauvé stations. Formerly, the Atelier Plateau d'Youville was connected to the Canadian national rail network with a connecting track to the CN St Laurent Subdivision, which was mainly used for delivery of MR-63 trains.<ref>{{cite web | url=https://cartometro.com/metro-montreal/ | title=Cartes détaillées - Plan du métro de Montréal }}</ref>

=== Tail tracks and connecting tracks ===
[[File:QC-STM GarageBeaugrand 20040706-132759 VoieEssai.jpg|thumb|left|View of a track from a [[Catch points#Sand drag|sandpile]] [[bumper post]] showing the cross-section of [[guide bar]]s, [[Precast concrete|concrete]] [[Roll way|rollways]] and [[Track (rail transport)|conventional track]]]]
* Centre d'attachement Duvernay is a garage and base for maintenance of way equipment. It accesses the network through the Line 1/Line 2 interchange southeast of {{stms|Lionel-Groulx}}. The access building is located at the corner of Duvernay and Vinet streets in [[Little Burgundy|Sainte-Cunégonde]].
* Centre d'attachement Viau is a garage and base for maintenance of way equipment. It accesses the network immediately west of the {{stms|Viau}} station (Line 1). The access building is within the Viau station building; facilities are visible from trains going west of the station.
* Berri–UQAM link is connecting Lines 1 and 4 south of Berri–UQAM station.
* Snowdon link and tail is an interchange track between Lines 2 and 5 south/west of {{stms|Snowdon}} station used for the storage of maintenance of way equipment. There are no surface facilities. The tail tracks west of Snowdon station extend about {{convert|790|m|yd}} west of the station, reaching the border of the city of Hampstead. The end of the track is marked by an emergency exit on the corner of [[Queen Mary Road (Montreal)|Queen Mary]] and Dufferin Roads.<ref>{{Cite web|url=http://www.metrodemontreal.com/installations/snowdon/index.html|title=Snowdon Tail Track and Connecting Track|website=www.metrodemontreal.com|access-date=December 28, 2016}}</ref>
* Cote-Vertu tail track extends {{convert|900|m|yd}} after the terminus station towards the intersection of Grenet and Deguire streets.<ref>{{Cite web|url=http://www.metrodemontreal.com/forum/viewtopic.php?t=6655|title=Le mausolée du tunnel fantôme (reprise)|website=www.metrodemontreal.com|language=fr |access-date=December 28, 2016}}</ref>

== Future projects==

===City of Montreal===
[[File:Metro Montreal map projects.png|thumb|Projected extensions of the Metro network in Montreal]]
On June 12, 2008, the City of Montreal released its overall transportation plan for the immediate future. On April 9, 2018, construction on the Blue Line's five new stations was announced and began in 2021.<ref>{{Cite web|url=http://servicesenligne.ville.montreal.qc.ca/sel/publications/htdocs/porteaccespublication_Fr/porteaccespublication.jsp?systemName=68235660|title=Plan de transport 2008|website=servicesenligne.ville.montreal.qc.ca|access-date=December 20, 2016}}</ref> The following projects were given priority status in the overall transportation scheme:
* The [[Blue Line (Montreal Metro)|Blue Line]] extension from {{stms|Saint-Michel}} station up to the boroughs of [[St. Leonard, Quebec|Saint-Leonard]] and [[Anjou, Quebec|Anjou]], committing to the line's original design. It would consist of five new stations: Pie-IX, Viau, Lacordaire, Langelier and Anjou.
* The [[Orange Line (Montreal Metro)|Orange Line]] extension northwest from [[Côte-Vertu station]], up to the existing [[Bois-Franc station|Bois-Franc]] rail station, with an intermediate station at Rue Poirier. The station at Bois-Franc would be [[Intermodal passenger transport|intermodal]] with the [[Réseau express métropolitain]] (part of the [[Deux-Montagnes line|Deux-Montagnes]] [[Commuter rail in North America|commuter rail line]] at the time of the report).

In the long term, a new extension of the [[Yellow Line (Montreal Metro)|Yellow Line]] from Berri–UQAM is being studied that would go to {{stms|McGill}} station to ease congestion on that part of the [[Green Line (Montreal Metro)|Green Line]].<ref name=":6">{{Cite news|url=http://www.lapresse.ca/actualites/montreal/201305/30/01-4655829-prolongement-du-metro-de-montreal-la-ligne-jaune-longueuil.php|title=Prolongement du métro de Montréal: la ligne jaune (Longueuil)|last=Bisson|first=Bruno|date=May 30, 2013|newspaper=La Presse|language=fr|access-date=December 20, 2016}}</ref>

In 2006 and 2007, Montreal's [[West Island]] newspapers discussed plans to extend the [[Blue Line (Montreal Metro)|Blue Line]] from {{stms|Snowdon}} into the [[Notre-Dame-de-Grâce]] area of Montreal, as depicted in its original design.<ref>Blue Line to get extended by five stops by 2026: Couillard. [https://montreal.ctvnews.ca/blue-line-to-get-extended-by-five-stops-by-2026-couillard-1.3877631 https://montreal.ctvnews.ca/blue-line-to-get-extended-by-five-stops-by-2026-couillard-1.38]</ref>

===City of Longueuil===
In 2001, the [[Réseau de transport de Longueuil]] (RTL) has considered an extension of the [[Yellow Line (Montreal Metro)|Yellow Line]] with four new stations (''Vieux-Longueuil'', ''Gentilly'', ''Curé-Poirier/Roland-Therrien'' and ''Jacques-Cartier/De Mortagne'') beyond {{stms|Longueuil–Université-de-Sherbrooke}}, under the city of Longueuil to [[Collège Édouard-Montpetit]] but their priority was switched to the construction of the proposed light rail project in the Champlain bridge corridor. In 2008, Longueuil Mayor [[Claude Gladu]] brought the proposal back to life.<ref name="24heures">{{cite news|title=Le maire de Longueuil réitère l'importance de prolonger le métro vers Edouard-Montpetit|last=Grenier|first=Jean-Claude|date=December 11, 2008|publisher=[[24 Hours (newspaper)|24 Heures]]|language=fr}}</ref>

A 2006 study rejected the possibility and cost of an extension from {{stms|Lionel-Groulx}} station to the [[Brossard|City of Brossard]] on the south shore of Montreal as an alternative to the proposed light rail project in the [[Champlain Bridge, Montreal|Champlain bridge]] corridor.

In 2012, the AMT study ''Vision 2020'',<ref>{{Cite book|url=https://www.amt.qc.ca/Media/Default/pdf/section8/amt-plan-strategique-court.pdf|title=Plan Strategique Vision 2020|publisher=Agence Metropolitaine de Transport|year=2011|language=fr|access-date=December 20, 2016|archive-date=March 22, 2016|archive-url=https://web.archive.org/web/20160322170831/https://www.amt.qc.ca/Media/Default/pdf/section8/amt-plan-strategique-court.pdf|url-status=dead}}</ref> proposed extending the Yellow Line under Longueuil with six new stations.<ref name=":6" />

===City of Laval===
On July 22, 2007, the mayor of [[Laval, Quebec|Laval]], [[Gilles Vaillancourt]], with the ridership success of the current Laval extension, announced his wish to loop the [[Orange Line (Montreal Metro)|Orange Line]] from {{stms|Montmorency}} to {{stms|Côte-Vertu}} stations with the addition of six (or possibly seven) new stations (three in Laval and another three in Montreal). He proposed that [[Transports Quebec]], the provincial transport department, set aside $100 million annually to fund the project, which is expected to cost upwards of $1.5 billion.<ref>{{cite web|url=http://www.courrierlaval.com/article-123701-Montreal-a-bien-dautres-priorites.html|title=Montréal a bien d'autres priorités|date=July 22, 2007|publisher=Courrierlaval.com|access-date=March 10, 2011|url-status=dead|archive-url=https://archive.today/20120527075138/http://www.courrierlaval.com/article-123701-Montreal-a-bien-dautres-priorites.html|archive-date=May 27, 2012}}</ref>

On May 26, 2011, Vaillancourt, after the successful opening of [[Olivier-Charbonneau Bridge|highway 25 toll bridge]] in the eastern part of Laval, proposed that Laval develop its remaining territories with a [[transit-oriented development]] (TOD) build around five new Metro stations: four on the west branch (''Gouin'', ''Lévesque'', ''Notre-Dame'' and ''Carrefour'') of the Orange Line and one more on the east branch (''De l'Agora''). The next-to-last station on the west branch would act as a corresponding station between the east and the west branches of the line.<ref>{{Cite news|url=http://www.courrierlaval.com/actualites/2011/5/26/metro-laval-reclame-cinq-nouvelles-stat-2538041.html|title=Métro: Laval réclame cinq nouvelles stations|last=Saint-Amour|first=Stephane|date=May 26, 2011|newspaper=Courrier Laval|language=fr|access-date=December 20, 2016|archive-date=December 21, 2016|archive-url=https://web.archive.org/web/20161221161802/http://www.courrierlaval.com/actualites/2011/5/26/metro-laval-reclame-cinq-nouvelles-stat-2538041.html|url-status=dead}}</ref><ref>{{Cite news|url=http://www.lapresse.ca/actualites/montreal/201305/30/01-4655828-prolongement-du-metro-la-ligne-orange-montreal-et-laval.php|title=Prolongement du métro: la ligne orange (Montréal et Laval)|last=Bisson|first=Bruno|date=May 30, 2013|newspaper=La Presse|language=fr|access-date=December 20, 2016}}</ref>

==Pioneer in tunnel advertising==
In the early years of the Montreal Metro's life, a unique mode of advertising was used. In some downtown tunnels, cartoons depicting an advertiser's product were mounted on the walls of the tunnel at the level of the cars' windows. A retail film processing outfit called Direct Film advertised on the north wall in the Westbound track of the Guy (now Guy–Concordia)-to-Atwater Station (Green Line) between 1967 and 1969. [[Strobe light]]s, aimed at the frames of the cartoon and triggered by the passing train, sequentially illuminated the images so that they appeared to the viewer (passenger) on the train as a [[Motion picture|movie]].<ref name="Gazette McGill">{{cite news|last1=Riga|first1=Andy|title=Rebuilding the McGill métro travertine walls (with a segue to subway tunnel animation)|url=https://montrealgazette.com/news/local-news/rebuilding-mcgill-metro-travertine-walls-with-a-segue-to-subway-tunnel-animation|access-date=November 10, 2017|work=Montreal Gazette|date=March 28, 2012}}</ref> Today known as "tunnel movies" or "tunnel advertising", they have been installed in many cities' subways around the world in recent years, for example in the [[Southgate tube station#Trivia|Southgate tube station]] in London and the [[Red Line (MBTA)#Advertising|MBTA Red Line]] in [[Boston]].<ref name="Boston Tunnel">{{cite news|title=Tunnel vision|url=http://archive.boston.com/news/globe/editorial_opinion/editorials/articles/2004/08/25/tunnel_vision/|access-date=November 10, 2017|work=Boston.com|publisher=Boston Globe|date=August 25, 2004}}</ref>

== Accidents and incidents ==
* On December 8, 1971, a speeding MR-63 train crashed into a parked MR-63 train near Henri-Bourassa station on the Orange Line, causing a 17-hour inferno that destroyed 24 MR-63 coaches parked at the Henri-Bourassa tail tracks. Operator Gerard Maccarone was the sole fatality in this accident, which was later revealed to be caused by a jammed throttle that prevented the train from braking in time. This was at that time the deadliest subway accident ever to have occurred in Canada until the [[1995 Russell Hill subway accident|Russell Hill subway accident]] on the [[Toronto subway]] in 1995.<ref>{{cite AV media | url = http://www.cbc.ca/archives/entry/fire-hits-the-montreal-metro |archive-url=https://web.archive.org/web/20160824211023/http://www.cbc.ca/archives/entry/fire-hits-the-montreal-metro |archive-date=August 24, 2016 |title=Fire hits the Montreal metro |work=[[CBC News]] |date=December 10, 1971 |first=David |last=Halton}}</ref>

==See also==
{{columns-list|colwidth=30em|
* [[List of rapid transit systems#North America|List of rapid transit systems]]
* [[List of North American rapid transit systems by ridership]]
* [[Metro systems by annual passenger rides]]
* [[Société de transport de Montréal]]
* [[Exo (public transit)]]
* [[Transportation in Canada]]
* [[Rapid transit in Canada]]
* [[Rubber-tyred metro|Rubber-tired metro]]
* [[List of bridges in Montreal#Spanning the Saint Lawrence River and Saint Lawrence Seaway|List of bridges spanning the Saint Lawrence River and Saint Lawrence Seaway]]
* [[List of bridges in Montreal#Spanning the Rivière des Prairies|List of bridges spanning the Rivière des Prairies]]
* [[List of crossings of the Rivière des Prairies]]
* [[Table of Montreal Metro stations]]
* [[List of Montreal bus routes]]
* [[Montreal Expo Express]] — demo mini-rapid transit line during [[Expo 67]]
* [[Underground City, Montreal]]
}}

==Notes and references==
===Notes===
{{notelist}}

===References===
{{Reflist}}

=== Further reading ===
*[https://web.archive.org/web/20051022003838/http://www.stm.info/English/en-bref/a-notrefierte.pdf ''The Montreal Métro, a source of pride''] ([[Adobe Acrobat|PDF]] document)
*P.Laprise, ed. (1983). ''The Montreal Metro''. Montreal: Metropolitan Transit Bureau. {{ISBN|2-920295-20-9}}
*Bombardier Transportation. (1974). ''MR-73: Fiche technique.''
*[https://web.archive.org/web/20060925045200/http://www.stm.info/en-bref/pti06-08.pdf ''Programme triennial d'immobilisations 2006-2007-2008''] ([[Adobe Acrobat|PDF]] document)
*[https://web.archive.org/web/20070705174030/http://www.stm.info/info/infostm/2005/051129.pdf ''Voitures de métro MR-73 rénovées''] ([[Adobe Acrobat|PDF]] document)
*[https://web.archive.org/web/20070705174024/http://www.stm.info/info/infostm/2005/051121.pdf ''Rénovation des voitures de métro MR-73''] ([[Adobe Acrobat|PDF]] document)
*[http://www.stm.info/info/infostm/2003/031216.pdf ''Le « dou-dou-dou » du métro – Le hacheur de courant''] {{Webarchive|url=https://web.archive.org/web/20130630061330/http://www.stm.info/info/infostm/2003/031216.pdf |date=June 30, 2013 }} ([[Adobe Acrobat|PDF]] document)

=== Bibliography ===
* {{cite book |first=Benoît |last=Clairoux |year=2001 |title=Le Métro de Montréal 35 ans déjà |publisher=Éditions Hurtubise HMH |isbn=978-2-89428-526-8|language=fr}}

==External links==
{{sister project auto}}
* [http://www.frontenac-ameriques.org/histoire-et-memoire/article/le-metro-de-montreal History of Metro station names in Montréal] {{in lang|fr}}
* [http://www.amt.qc.ca/grandsprojets/metrolaval/index.asp Agence métropolitaine de transport] {{Webarchive|url=https://web.archive.org/web/20050308121446/http://www.amt.qc.ca/grandsprojets/metrolaval/index.asp |date=March 8, 2005 }} — Information on extension to Laval {{in lang|fr}}

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[[Category:Modernist architecture in Canada]]
[[Category:750 V DC railway electrification]]
[[Category:Rubber-tyred metros]]
[[Category:Railway lines opened in 1966]]