Bonaventure station - Large image

Ligne 2 orange BONAVENTURE

Ligne 2 orange  Côte-Vertu

Left arrow Lucien-L'Allier

Architect

Architect

Victor Prus

Artist

Artist

None

Start of service

Start of service

February 13, 1967

Ligne 2 orange  Mont­morency

Square-Victoria–OACI Right arrow

Art & Architecture

Panorama view of the western transverse vault, linking to the Place du Canada building and Château Champlain (right) and to the Peel entrance (left). The station's central vault contains a walkway leading to the central core housing the ticket hall, and to the underground city accesses beyond.

This is possibly the most elegant station of the original network. The station’s layout is notable for its symmetry, and consists of a grid arrangement of parallel and transverse vaults. Their intersections form bays, topped by impressive domes, that house and separate the station’s facilities, such as its accesses, gatelines, and stairwells.

Plan and cross-section of the station, showing its symmetrical layout with parallel and transverse vaults and domes at the crossings.

(Source1)

A view looking west from the centre of the mezzanine level along the central walkway, emphasizing the symmetrical layout of the station vaults. The western transverse vault gives access to the Place du Canada building and the Château Champlain (left) and to the lengthy corridor and stairway toward the Peel entrance, Windsor Station, the Bell Centre, and 1250 René-Lévesque (right). The walkways on the mezzanine level are lined with benches along their full lengths, and overlook the platforms below. An impressive domed vault towers over the centre of the mezzanine level. The transverse vault at the eastern end of the mezzanine level, connecting the access to 1000 De La Gauchetière, Place Bonaventure, and the Gare Centrale (behind the viewer) with the south and central platforms of the Terminus Centre-Ville bus terminal (background left) and the De la Cathédrale exit (background centre). The intersection between the two vaults is topped with a high dome. The walkway to the turnstiles is at right; at left is an overlook onto the platforms.

Since this station serves as a traffic hub between many parts of the Underground City and many means of transit, it was built cut-and-cover to free large volumes for the various levels. It is in fact the deepest station largely built cut-and-cover. A mezzanine, consisting of a walkway running through the length of the volume, connects the station’s accesses at either end of the volume with the ticket hall at the centre of the station. The mezzanine offers impressive views of the volume and platforms on all sides, with an additional large overlook at the centre.

The station's ticket hall, at the centre of its mezzanine and its vault structure. In the background is the gateline giving access to the Côte-Vertu platform; in the foreground, an overlook onto the platforms and tracks. The vaults extending east and west contain walkways leading to the station's accesses. The bays at the crossings of the vaults are topped by impressive domes. A wide opening at the centre of the mezzanine overlooks the platforms and tracks. The transverse passages at either end of the mezzanine offer impressive views of the stairwells to the platforms below. At right, the landing of the staircase leads to one of the crossovers to the other platform.

The gatelines stand on either side of the central passage. The ticket booths each stand against the rear wall, with the gatelines extending out diagonally from them, so that each gateline leads to one flight of stairs to one of the platforms. However, the stairs down to the platforms are joined with crossovers running underneath the mezzanine, allowing crossing between the platforms within the fare-paid zone.

The gatelines on the Côte-Vertu side of the ticket hall, at the centre of the mezzanine, occupy a domed bay in the station's north vault. The ticket booth stands at centre against the rear wall, with gatelines projecting out diagonally. The arrangement of the gatelines means that elevator users must be careful to choose both the correct side of the station for the desired platform as well as the correct gateline (the left one here) for access to the elevator. One of the two gatelines leading to the Montmorency platform, with the elevator and head of the stairs and escalators.
Overhead view of one of the crossovers between the two platforms, connecting with the stairs down to the Montmorency platform. One of the two crossovers between the staircases to the platforms, passing underneath the mezzanine level, allowing platform-to-platform transfer within the fare-paid zone.

The station is clad in warm brown brick and exposed concrete. At platform level, the brick surfaces curve to form integrated benches. The system of bays is emphasized with massive piers and broad arches supporting the mezzanine, with the latter repeated by arch-shaped decorative recesses sunken into the concrete walls. The large, square lamps hung from the ceiling with integrated directional signage are a signature feature, though the pyramidal tops were a later addition.

Panorama of the station's platform level, seen from the centre of the Montmorency platform. Massive pillars support the station's vaults as well as the mezzanine level overhead, which forms a coffered ceiling for the platforms. Above, an overlook from the mezzanine gives a view of the vaults overhead.
The foot of the stairs to the ticket hall from the Côte-Vertu platform occupies a bay in the station's north side vault. The volume over the platforms, seen from one of the crossovers. The platforms are lit by the station's characteristic pyramid-shaped light fixtures. The centre of the station's trainroom, seen from the Montmorency platform.
View across the tracks underneath one of the crossovers, looking from the Côte-Vertu platform toward the Montmorency platform. To the left, a side bay hosts the foot of the stairs and escalators to the mezzanine. Terra cotta brickwork lines the platform walls and their integrated benches. One of the platform benches, integrated into the contour of the wall.

With the station itself being so spare and graceful, it is surprising how labyrinthine the connections around it are. In fact, this station was originally planned almost entirely as an underground city link, with access to Place Bonaventure and the then-Windsor Station via two long tunnels, as well as to the Hôtel Château Champlain and the Place du Canada complex by elevator.

Bonaventure station is above all a hub for the southern portion of the underground city. Here on the mezzanine level, a walkway through the centre of the station volume connects the ticket hall with the various accesses: here, on the eastern end, Central Station, Place Bonaventure, 1000 De La Gauchetière, and the Terminus Centre-Ville bus terminal, as well as the De la Cathédrale exit. Directional panels and overhead signage direct foot traffic. Panorama of the eastern transverse vault, linking to Place Bonaventure, Central Station, and 1000 De La Gauchetière (left) and to the De la Cathédrale exit and the centre and south platforms of the Centre-Ville bus terminal (right).
A broad curve connects the station's mezzanine to the foot of the long stairwell toward the Peel entrance and the former Windsor Station. The southwest bay of the mezzanine level leads to the elevator access to the Place du Canada building and the Château Champlain.
Interior of the access to Place du Canada and Château Champlain, via stairs leading up to an elevator. Unusually, the underground city connection between the station and the Place du Canada complex and Château Champlain hotel is by elevator only. This elevator was installed years before elevators began to be installed in the metro for accessibility purposes. Unfortunately, this existing elevator could not be incorporated into accessibility work because it is connected to the ticket hall level by a staircase. Accordingly, despite its presence, the elevators installed in 2009 between the platforms and the ticket hall had to wait another decade before an accessible connection to the surface was added.

The original tunnel to Place Bonaventure, apparently conceived as the station’s principal access, is noteworthy for its considerable length and its slope. It leads to a long stairwell connecting with the lower level of the complex. It was long underused because of both a general decline in the importance of Place Bonaventure and the addition of a second access to it (discussed below). However, it has recently gained a new purpose as a more direct connection to the Gare Centrale station of the REM.

The northeast bay of the mezzanine, with access to the long tunnel to Place Bonaventure (right) and the stairwell to the newer underground city link to Central Station, Place Bonaventure, 1000 De La Gauchetière, and the north platform of the Terminus Centre-Ville (left). The lengthy, sloped hallway between the station and Place Bonaventure. Part of the original construction of the station, it was to some extent superseded by the adjacent link to Central Station and 1000 De La Gauchetière, which also connects to Place Bonaventure. However, it has found a new use as a more direct connection to the REM Gare Centrale station.
The long, low-ceilinged flight of stairs and escalators at the end of the tunnel to Place Bonaventure and now to the REM station. The stairwell from the long hallway (far end) leads up to this section of the basement of Place Bonaventure. When the REM was opened, the rather tortuous underground city connection between the metro and Central Station proved inconvenient for the traffic generated by the new transit system. However, since the long hallway opened onto an area near the secondary entrance to the REM station (formerly a one-way exit from the Central Station platforms into Place Bonaventure), it was possible to reuse it as a more direct connection to the REM. This area was partitioned off to connect the stairs to the secondary entrance.

Originally, the station’s only external entrance was on Rue De La Gauchetière (today Avenue des Canadiens-de-Montréal) in front of Windsor Station: a simple open staircase located under the station’s front portico, one of the only open-air entrances in the metro (with Square-Victoria–OACI and, formerly, Place-Saint-Henri). This access leads into a rather grim, bare basement level, which connects to the underground city accesses to Windsor Station and, after a door to the interior of the station, the 1250 René-Lévesque tower. This is at the top of a very tall flight of escalators from the western end of the mezzanine.

The Peel entrance, an open stairway, is framed by the impressive Romanesque Revival architecture of the historic Windsor Station building. The Peel entrance is an open-air stairway located under the portico of the former Windsor Station, on Avenue des Canadiens-de-Montréal. The rather grim lower level of the Peel access, an open-air entrance adjacent to the Windsor Station building.
The lower level of the Peel entrance. At centre, the stairs to the open-air station entrance. At right, the corridor to the station. At left, access to the historic Windsor Station building, the Bell Centre, and onwards. Lengthy flights of stairs connect the station to the Peel exit.
The top of the lengthy stairwell between the station's ticket hall level and the Peel exit.

Access to the station was expanded with the construction of the 1000 De La Gauchetière office tower directly above it. The building’s podium contains the Exo Terminus Centre-Ville for buses serving the South Shore. The terminus has two sets of platforms which are accessible from two accesses located on either side of the eastern end of the mezzanine; the northern access serves the north platform while the southern serves the south and central platforms. The elevator link between the station and street level, added in 2019, passes through the central platform of the bus terminal and exits into the lobby of 1000 De La Gauchetière.

The entrance to the elevator in the lobby of Le 1000 De La Gauchetière leading to the centre and south platforms of the Rive-Sud bus terminal and thence to the ticket hall level of the metro station. The clarity of the signage indicating the accessible entrance to the station leaves something to be desired. The central platform of the Terminus Centre-Ville, in the basement of the 1000 De La Gauchetière office tower. Elevator access between the station's mezzanine and the surface passes through here; the elevator down to the station is visible in the background centre-left. The stairs at centre-right also go down to the station. Foot of the stairs and elevator between the station mezzanine and the central and south platforms of the Terminus Centre-Ville.

In addition to the bus terminal platform, the northern access also includes an additional underground city link to Place Bonaventure, Central Station and the main lobby of the office tower itself.

A hallway connects the mezzanine (right, through the revolving doors) with the underground city links to 1000 De La Gauchetière, the north platform of the Centre-Ville bus terminal, Central Station, and Place Bonaventure. The north platform of the Centre-Ville bus terminal.

The tower also has a second, independent exterior access to the station on its western side, on Rue de la Cathédrale. Unfortunately, like the one in front of Windsor Station, this access is surprisingly cramped, dark, and shabby.

View from above of the De la Cathédrale entrance, in the podium of Le 1000 De La Gauchetière. The cramped, forbidding De la Cathédrale entrance to the station.
A landing in the twisting concrete stairwell leading to the De la Cathédrale exit.

The beautiful and harmonious modernist symmetry of the station itself is let down by its inexplicably limited and sadly unprepossessing accesses.

Matt’s Rating

***

Accessibility

This station is equipped with elevators for wheelchair accessibility. The street-level elevator entrance to the station is located in the lobby of the 1000 De La Gauchetière office tower; there is currently insufficient signage pointing it out. From there, the elevator descends to the central platform of the bus terminal, and a second elevator descends from that level to the mezzanine ticket hall level of the metro station. Two more elevators connect the mezzanine to the platforms.

Because of the layout of the mezzanine, passengers requiring the elevators must be sure to choose the correct side of the ticket hall for their platform, as the elevators do not serve the bridges connecting the platforms. They must also make sure to head to the correct side of their ticket booth, since only one of the two gatelines on each side leads to the elevator.

In late 2009 this station became the third in the network to have elevators installed, besides the Laval stations, which had been built with elevators. However, the station remained inaccessible for nearly ten years, because the elevators only ran from the mezzanine to the platforms. Connections to the Exo bus terminal and the surface, whose construction was the responsibility of Exo (originally the AMT), were finally opened on September 27, 2019.

Note that there is no accessible indoor connection between the metro and the REM and commuter trains in Central Station. Those requiring an accessible connection must exit the metro via 1000 De La Gauchetière and head for Central Station via the street.2

A pre-existing elevator links the station to the Château Champlain hotel and Place du Canada complex, but frustratingly, it is up a flight of sixteen stairs from the station’s mezzanine level.

History & Trivia

Traffic

Ridership

6,325,899 entrances in 2025

5th busiest station

Platform depth

Interstation distances

Interstation Distances

To Lucien-L’Allier: 381.60 metres
To Square-Victoria–OACI: 392.60 metres

Origin of the Name

The Place Bonaventure building. Saint Bonaventure, born Giovanni di Fidanza (1221-1274), was an Italian Franciscan monk, bishop, cardinal, theologian, philosopher, and mystic, who was given the title Doctor of the Church in 1588.

Rue Saint-Bonaventure or Bonaventure Street originally designated the length of today’s Rue Saint-Jacques between Rue McGill and Place Saint-Henri; part of the street existed under this name as early as 1805.3 It was absorbed into Rue Saint-Jacques around 1883.4 A short street named Rue Bonaventure, formerly an alley running parallel to the original one, may still be found between Rue Lusignan and Rue Lucien-L’Allier.

The old Rue Saint-Bonaventure gave its name to Bonaventure Station, opened in 1847, which was situated at the corner of Saint-Bonaventure and Windsor (now Saint-Jacques and Peel) and operated by the Grand Trunk Railway. The station was for decades a major hub for the transport of goods and passengers, until an explosion and fire in 1948 forced all passenger traffic to be rerouted to Central Station. What was left of Bonaventure Station was demolished in 1952.

The memory of this station gave its name in turn to the Place Bonaventure complex. Designed in the Brutalist style by architects Raymond T. Affleck and Eva Vecsei, Place Bonaventure was developed as an international trade centre with retail, wholesale, exhibition, office, and hotel facilities. Built between 1964 and 1967, when opened it was the second-largest commercial building in the world, with some 280,000 m² of floor space.5 Over time its use has shifted to primarily house office space, including the headquarters of the STM.

Thus, from the street to the train station to the complex to the metro station, St. Bonaventure’s name was perpetuated to the present day.

Names proposed during planning phase: Square Dominion,6 Windsor.7

The Prayer of St. Bonaventure about the Selection of the New Pope, by Francisco de Zurbarán

The Prayer of St. Bonaventure about the Selection of the New Pope, by Francisco de Zurbarán
(Source8)

Bonaventure railway station

Bonaventure railway station
(Source9)

Place Bonaventure

Place Bonaventure
(Source10)

Trivia

  • This station served as the western terminus of the orange line, as part of the original metro system, for 13 years from its inauguration until the line’s extension to Place-Saint-Henri.
  • Although this station was part of the original metro network, it was a late addition to the plans. The orange line was originally planned to terminate at Place-d’Armes,11 but the project was extended by two stations while construction was underway. As a result,12 Bonaventure station was only inaugurated four months after the rest of the original network. The extension was decided on together with the plan to build the yellow line and the plan to extend the other end of the orange line two stations from Crémazie to Henri-Bourassa.13
  • Because of his work on this station, architect Victor Prus was a finalist for the 1967 Massey Medals. 14
  • An additional street-level entrance was originally planned15 in Place du Canada, at the corner of Rue Peel and Rue De La Gauchetière.
  • The never-completed program of works of art on historical subjects proposed by the metro’s first art director, Robert LaPalme, anticipated that this station would feature an artwork by Charles Daudelin, a sculptural grille representing the coats of arms of the provinces of Canada. This work was intended to be sponsored by the federal government.16 (Charles Daudelin produced works for two other stations by architect Victor Prus, namely Mont-Royal and Langelier stations.) Other concepts included an artwork representing the national anthem “O Canada” above a staircase, and an invitation to each province to contribute a mural to be installed near the station in Place du Canada.17
  • In addition to offering intermodal connection to commuter trains at Central Station, Bonaventure also connected to commuter train service at Windsor Station until service there was discontinued on October 12, 1993. It was replaced by Gare Lucien-L’Allier.
Architectural sketch of the platforms

Architectural sketch of the platforms
(Source18)

Aerial view of the open-air construction of the station in August 1965, as well as the Château Champlain (background) and Place Bonaventure (foreground).

Aerial view of the open-air construction of the station in August 1965, as well as the Château Champlain (background) and Place Bonaventure (foreground)
(Source19)

View inside the open-air station excavation during construction.

View inside the open-air station excavation during construction
(Source20)

Finishing work on a platform soon before the station opened. A train being tested runs past the platform.

Finishing work on a platform soon before the station opened. A train being tested runs past the platform.
(Source21)

A metro sign on the façade of Place Bonaventure indicates an access to the station via the complex.

A metro sign on the façade of Place Bonaventure indicates an access to the station via the complex
(Source22)

Former arrangement of the station's gatelines, passing straight between the columns framing them, rather than V-shaped with the booth against the back wall. Note also the former appearance of the lamps, before the pyramid-shaped tops were added.

Former arrangement of the station’s gatelines, passing straight between the columns framing them, rather than V-shaped with the booth against the back wall. Note also the former appearance of the lamps, before the pyramid-shaped tops were added.
(Source23)

An earlier version of the Peel open-air entrance in front of Gare Windsor.

An earlier version of the Peel open-air entrance in front of Gare Windsor
(Source18)

General Information

Platform diagram

Most convenient metro cars to use when travelling to this station

Platform diagram - Bonaventure station

Station surroundings

Bonaventure - Station surroundings (east)
Bonaventure - Station surroundings (west)

Station address

Borough of Ville-Marie

ADe la Cathédrale entrance: 955 Rue de la Cathédrale, at Rue De La Gauchetière
BPeel entrance: 1166 Avenue des Canadiens-de-Montréal, at Rue Stanley
•Accessible entrance: via the lobby of 1000 Rue de la Gauchetière Ouest, at Rue de la Cathédrale

OpenStreetMap link
Google Maps link

STM neighbourhood map (PDF)

Underground city connections

Nearby attractions

Official websites

Service information, opening hours, frequency, bus routes

STM logo
exo logo
Bonaventure station - Underground city
Underground city diagram legend

Most recent update: October 14, 2026

References
  1. Image source: Adapted from Bureau de transport métropolitain. (1982). ‘Bonaventure’ [pamphlet]. ↩
  2. COPHAN. (2026, July 25). “Tunnel Gare Centrale – Bonaventure : un parcours semé d’embûches pour les personnes en fauteuil roulant.” COPHAN: ensemble pour l’inclusion. ↩
  3. Charland, Louis. (1805). Plan of the city of Montreal shewing the new projects of embellishing, drawn by order of the Honourable James McGill, Joseph de Longueuil & John Richardson esq. commissioners. [Map.] Bibliothèque et Archives nationales du Québec, E21,S555,SS1,SSS21,P22.  ↩
  4. The change is first reflected in Lovell’s Montreal Directory for 1883-1884; see pp. 28 and 151. Bibliothèque et Archives nationales du Québec, 0005993752.  ↩
  5. Viloria, James. (2007). “Place Bonaventure.” The Canadian Encyclopedia. ↩
  6. “Prolongement du métro.” (1963, September 12.) La Presse, p. 3. ↩
  7. Clairoux, Benoît. (2001). Le métro de Montréal: 35 ans déjà. Montreal: Hurtubise HMH. P. 110. ↩
  8. Francisco de Zurbarán. The Prayer of St. Bonaventure about the Selection of the New Pope. 1628-9. Oil on canvas. Gemäldegalerie Alte Meister, Dresden, Germany. Source: Wikimedia Commons. ↩
  9. Unidentified publisher. Montréal, Gare Bonaventure (Bonaventure Station). 1903-1916. Source: Fonds Pierre Monette, Bibliothèque et Archives nationales du Québec, 0005585625.  ↩
  10. Image source: Jeangagnon, Wikimedia Commons. Used under the Creative Commons BY-SA 3.0 Unported License. ↩
  11. Massé, Richard, Gendron, Claude, Tremblay, Albert. (1961, October 21). “C’est officiel !: métro de 21 milles en 1966.” La Presse. P. 1. ↩
  12. Tremblay, Albert. (1966, August 3). “Trois stations ne seront pas prêtes pour l’ouverture du métro en octobre.” La Presse, p. 1. ↩
  13. Tremblay, Albert. (1963, August 7). “Unanime, le conseil hausse de $46 millions le coût du métro.” La Presse, p. 3. ↩
  14. “1967 Massey Medal Finalists.” (1967, March). Architecture Canada, volume 44, no. 3, p. 8. ↩
  15. Clairoux, Benoît. (2002, November 6.) “Les secrets des stations de métro.” En Commun, vol. 12, no. 18, p. 3. ↩
  16. Gagnon, Lysiane. (1967, March 25.) "On va décorer notre métro." La Presse, supplement 1, pp. 4-9. Source: Bibliothèque et Archives nationales du Québec. ↩
  17. "Une fois décoré, le métro sera un livre d'images sur Montréal." (1968, February 25). Le Petit Journal, p. 7. Source: Bibliothèque et Archives nationales du Québec. ↩
  18. Image source: © STM archives. ↩ ↩
  19. Source: Archives de la Ville de Montréal, VM94-MD24-001. Used under the Creative Commons BY-NC-SA 2.5 CA License. ↩
  20. Source: Archives de la Ville de Montréal, VM097-Y-02-D005A-008-01. Used under the Creative Commons BY-NC-SA 2.5 CA License. ↩
  21. Photograph by Paul-Henri Talbot, La Presse, January 16, 1967. Fonds La Presse. Bibliothèque et Archives nationales du Québec, P833,S5,D1967-0018, no. 6. ↩
  22. Source: Archives de la Ville de Montréal, VM097-Y-02-D005A-008-07. Used under the Creative Commons BY-NC-SA 2.5 CA License. ↩
  23. Source: Archives de la Ville de Montréal, VM097-Y-02-D005A-008-02. Used under the Creative Commons BY-NC-SA 2.5 CA License. ↩