Jean-Drapeau station - Large image

Ligne 4 jaune JEAN-DRAPEAU

Ligne 4 jaune  Berri-UQAM

Left arrow Berri-UQAM

Architect

Architect

Jean Dumontier (City of Montreal)

Artist
Inaugurated

Start of service

April 28, 1967

Ligne 4 jaune  Longueuil–UdS

Longueuil–Université-de-Sherbrooke Right arrow

Art & Architecture

Panorama of the trainroom, seen from the Berri-UQAM platform. The platform walls are in textured concrete with yellow painted stripes in the interstices; the new walls at the back of the waiting rooms are finished in red-brown tiles. At centre is the unique waiting room, with one of the benches set perpendicular to the platform. The waiting room is flanked by the wall reliefs representing Atlas, created by station architect Jean Dumontier, and further along on either side, the staircases to the surface, divided into four lanes each.

As the primary station serving the fairgrounds of Expo 67, which spurred the construction of the yellow line, this station had to deal with massive numbers of visitors. It was therefore built with many structural features permitting the efficient and fluid accommodation of huge crowds of people at once. Although it is one of the least-used stations overall, these features are still quite useful for dealing with the intense surge loads that accompany the festivals and other events held in Parc Jean-Drapeau.

The station's large single headhouse, seen from the southwest. At centre, a broad concrete awning extends out over the entrance doors, creating a large portico. The headhouse at dusk, seen from the east. The slope of the headhouse's overall trapezoidal shape is inverted in the lines of the porticos at either end.
The wide gatelines help to handle heavy surge loads before and after events in the park. The ticket booth is set back from the gateline to make more room for turnstiles. The spacious, column-free ticket hall occupies the headhouse. For many years, only the southwestern entrance had turnstiles and the northeastern access served as an emergency exit only. Now both accesses are open to the public, although at times passengers have been encouraged to enter or exit one way only. The emergency exits have been replaced with new ones in the side walls.

The shallow station was built cut-and-cover on two levels. The ticket hall is located at street level within the large, broad headhouse. Long ranks of doors on the northeast and southwest sides admit passengers, while broad windows on the other two sides, following the slanted roofline, admit plenty of natural light.

The headhouse, seen here from the south, stands in a large plaza at the heart of Parc Jean-Drapeau, in front of the Biosphère de Montréal. The broad portico above the doors on one side of the headhouse. The southeast side wall of the headhouse is lined with windows, following the line of the roof, that bathe the ticket hall with light.

The headhouse is square in plan, taking the shape of an inverted trapezoidal prism sandwiched between two right-side-up ones. The sloping faces of the outer trapezoids are located above the stairwells to the platforms, and so the slanted angles follow the angle of the stairwells. The ends of the central inverted trapezoid form large, deep canopies protecting the entrances on either side of the headhouse. Both of these slanting forms also suggest funnels, producing a visual effect of efficiency and accommodation.

Panorama of the ticket hall from the northeast gateline. The stairwells to the platforms are located at the four corners of the headhouse, under the slanted parts of the roof. One of the broad stairwells to the Berri-UQAM platform, divided into four lanes with thick concrete barriers repeated by the ceiling beams overhead.

The interior of the headhouse is built without columns, producing a wide, uninterrupted space for the ticket hall. Broad, short staircases at the four corners of the headhouse connect the hall to the platforms. Low concrete barriers divide each of the staircases into four lanes to streamline traffic flow.

The foot of one of the stairwells to the platforms, seen from the outermost lane. The foot of one of the stairwells to the platforms, seen from across the tracks.

Likewise to accommodate large passenger volumes, the station was also built with broad, deep waiting rooms at platform level, the only station so constructed. However, in the 2010s, the rear of each waiting room was walled off to house technical installations.

The trainroom seen from the Berri-UQAM platform; at right, the waiting room of the Longueuil–Université-de-Sherbrooke platform. View across the tracks to the opposite waiting room. The waiting room of the Longueuil–Université-de-Sherbrooke platform, with the elevator to the surface at its centre.
As for decoration, most of the station is in bare concrete, an unusual choice for the original network; architect Jean Dumontier’s work here, as well as at Longueuil–Université-de-Sherbrooke and a few years later the eastern entrance at Sherbrooke, anticipated the Brutalist style of the 1970s extensions. At platform level, the concrete walls are ridged and decorated with irregular vertical stripes encrusted into the concrete and painted yellow. A stainless steel railing runs the length of each platform. The recent dividing walls enclosing the rear of the waiting rooms are somewhat incongruously clad in small red-orange glazed tiles.
The trainroom, looking toward the head of the Berri-UQAM platform. The platform walls are unbroken expanses of ridged concrete with yellow stripes and a stainless steel railing, and are notably free of advertisements. The ridged concrete, yellow stripes, and stainless steel railing along the platform walls. The station's artwork, four abstract figures representing Atlas holding up the sky, was created by the station's architect Jean Dumontier. The bas-relief figures, painted yellow, are located on the platform walls between the staircases and waiting rooms.

The station’s artwork consists of four bas-reliefs on the platform walls, also painted yellow and representing human figures posed like the mythological figure of Atlas, the Titan condemned to bear the vault of the sky on his shoulders; here they support the ceiling of the platform. Created by the architect (here again anticipating future practices by creating his own artworks for his station), this classical imagery suggests the humanist theme of Expo 67.

Matt’s Rating

**

Accessibility

This station is supplied with elevators; each platform has an elevator connecting it with the fare-paid zone in the headhouse. The elevators were opened on November 22, 2019.

However, the station cannot be said to be wheelchair-accessible currently, as neither of the other stations on the yellow line is currently accessible, so a passenger requiring elevators would be unable to disembark anywhere else. Accordingly, it is not indicated as wheelchair-accessible on STM maps. Currently, elevators to the yellow line are under construction at Berri-UQAM (see that station for details).

History & Trivia

Traffic

Ridership

1,663,278 entrances in 2025

55th busiest station

Platform depth

Interstation distances

Interstation Distances

To Berri-UQAM: 2362.10 metres
Longest interstation distance in the network
To Longueuil–Université-de-Sherbrooke: 1572.10 metres

Origin of the Name

Parc Jean-Drapeau. Jean Drapeau (1916-1999), mayor of Montreal 1954-7 and 1960-86, oversaw many pivotal events in Montreal’s 20th century history, including the inauguration of Place des Arts; Expo 67 and the 1976 Olympics; the annexation of Rivière-des-Prairies, Saraguay, Ville Saint-Michel, and Pointe-aux-Trembles; and not least the construction of the metro. His service was marred by accusations of flagrant overspending on Expo and the Olympics, as well as autocracy in the destruction of public art projects and the expulsion by force of the gay village from downtown Montreal prior to the Olympics, but he was certainly one of Montreal’s most important mayors. Following his death, Parc des Îles, the site of Expo 67, was renamed Parc Jean-Drapeau in his honour in 2000, and the metro station was renamed accordingly.

Jean Drapeau

Jean Drapeau
(Source1)

Formerly called: Île-Sainte-Hélène (until May 10, 2001). Île Sainte-Hélène (also called St. Helen’s Island) was named in 1611 by Samuel de Champlain in honour of his wife Hélène de Champlain, née Boullé. The Le Moyne family of Longueuil owned the island from 1665 to 1818, when they sold it to the British government. The government used the island to host a fort and other military installations following the War of 1812 with the Americans. After the Canadian government acquired it in 1870, it was made into a public park in 1874, and became the property of the City of Montreal in 1908. In preparation for Expo 67, the island was more than doubled in size (in part using rock from the excavation of the metro), swallowing some neighbouring islands, and its neighbour Île Notre-Dame was built almost entirely from scratch.

Île Sainte-Hélène (top) and Île Notre-Dame (bottom) during Expo 67.

Île Sainte-Hélène (top) and Île Notre-Dame (bottom) during Expo 67
(Source2)

The station’s old and new name displayed soon after the name change.

The station’s old and new name displayed soon after the name change

Trivia

  • The original plans called for water features at the four outside corners of the headhouse, each of which would contain one of the four floral charges on the coat of arms of Montreal at the time.3, 4 A mobile was also planned for the ticket hall, and a statue was planned for each platform.5 It is not certain why none of these elements was ultimately completed.
  • The deepest point in the metro network is located between Jean-Drapeau and Berri-UQAM stations in the yellow line tunnel. Under Rue Bonsecours, the tracks are 55 metres below ground level.6
  • The Expo 67 fairgrounds were originally supposed to be served by an additional station called Île-Notre-Dame, located on the island of that name. Besides its use during Expo, this station was considered important for post-Expo residential developments planned for the island.7 However, the station was abandoned for technical reasons, namely the need for the metro tunnel to redescend steeply to pass under the Saint Lawrence Seaway, and also because the residential plans became untenable when the island was built with a series of canals.3, 8
  • Although the yellow line was opened to the public on April 1, 1967, this station was only opened on the same day as Expo itself, April 28, 1967.
Plan of a proposed alternative route for the metro tunnel, shown in orange, with the final alignment in blue. Both alignments show the sites for both Île-Sainte-Hélène and Île-Notre-Dame stations, with the proposed route featuring an alternative site for Île-Sainte-Hélène station further to the southwest.

Plan of a proposed alternative route for the metro tunnel, shown in orange, with the final alignment in blue. Both alignments show the sites for both Île-Sainte-Hélène and Île-Notre-Dame stations, with the proposed route featuring an alternative site for Île-Sainte-Hélène station further to the southwest.
(Source9)

Architectural maquette of the station headhouse, showing the original intent to install water features with sculptures at the four corners of the building.

Architectural maquette of the station headhouse, showing the original intent to install water features with sculptures at the four corners of the building.
(Source10)

Construction of the station and the adjacent tunnel in open cut, traversing the islands—themselves being built at the same time—and the channel between them.

Construction of the station and the adjacent tunnel in open cut, traversing the islands—themselves being built at the same time—and the channel between them.
(Source10)

The interior of the headhouse under construction in January 1967.

The interior of the headhouse under construction in January 1967
(Source11)

The platforms under construction in January 1967.

The platforms under construction in January 1967
(Source12)

The headhouse under construction in October 1966, with the American pavilion (the future Biosphère) also under construction behind it.

The headhouse under construction in October 1966, with the American pavilion (the future Biosphère) also under construction behind it
(Source13)

  • This station was at the heart of the transit network providing access to Expo 67. In addition to connecting the islands to downtown Montreal, it also gave access to motorists parking at huge parking lots surrounding Longueuil metro station. The station provided adjacent transfer to the yellow and blue lines of the Minirail light monorail, as well as La Balade trailer train/bus.
  • The other main transit facility for Expo was the Expo-Express, a five-station automated metro system, the first in North America. This linked the islands to Place d’Accueil adjacent to the Bonaventure Expressway, and had a total of five stations: Place d’Accueil, Habitat 67 (soon closed), Île Sainte-Hélène (Place des Nations), Île Notre-Dame, and La Ronde. The nearest Expo-Express station to the metro, Île Sainte-Hélène station near Place des Nations, was about 470 metres away; the two stations were connected by the dedicated yellow line of the Minirail.
  • Despite the large scale of this infrastructure, it ultimately only served until 1972. Various ideas to sell or reuse it were mooted, including a sale to the city of Laval for use as an elevated metro; but these all came to nothing, and the system was demolished and its trains sent for scrap. The last traces of Expo-Express consist of an abandoned bridge over Chenal Le Moyne between Île Sainte-Hélène and the northern tip of Île Notre-Dame, just north of the Jacques Cartier Bridge; and the La Ronde station, which still stands as the entrance gates to the La Ronde amusement park.14
  • To accommodate the large passenger flows at Expo 67, this station originally featured washrooms and water fountains at platform level, the only station so constructed.5 After their closure, no other station would have public washrooms until the renovation of Snowdon station in the mid-2010s.
  • Because of the non-commercial nature of the World’s Fair, this was the only station that was planned without any advertising spaces. Advertising has since been added, although the main platform walls are still free of it.5
A plan of the rail transit systems serving the Expo 67 site: the metro, Expo-Express, and Minirail.

A plan of the rail transit systems serving the Expo 67 site: the metro, Expo-Express, and Minirail

The station's headhouse amid the pavilions of Expo 67. To its left is the Métro station on the Minirail network.

The station’s headhouse amid the pavilions of Expo 67. To its left is the Métro station on the Minirail network.
(Source10)

Aerial view showing part of the Expo-Express track. At centre, with the yellow roof, is the Île Notre-Dame station; in the background, across Chenal Le Moyne, is the Île Sainte-Hélène (Place des Nations) station.

Aerial view showing part of the Expo-Express track. At centre, with the yellow roof, is the Île Notre-Dame station; in the background, across Chenal Le Moyne, is the Île Sainte-Hélène (Place des Nations) station.
(Source15)

An Expo-Express train crosses the Pont des Îles between the two islands.

An Expo-Express train crosses the Pont des Îles between the two islands.
(Source16)

The Minirail light monorail system snakes its way among the pavilions on Île Notre-Dame. The Canada station (in yellow) is at centre-right; to the left of the station, the track passes into the Ontario pavilion, reemerging at left to run along the edge of the basin surrounding the Quebec pavilion, then rising up to run past the French pavilion. Two Minirail trains are seen in the foreground.

The Minirail light monorail system snakes its way among the pavilions on Île Notre-Dame. The Canada station (in yellow) is at centre-right; to the left of the station, the track passes into the Ontario pavilion, reemerging at left to run along the edge of the basin surrounding the Quebec pavilion, then rising up to run past the French pavilion. Two Minirail trains are seen in the foreground.
(Source17)

  • The wooden structure adjacent to the station’s bus loop is in fact the Korean pavilion from Expo 67. It was used for some time as a bus shelter, but fell into disrepair during that time and is now disused.18
  • In 1997, the Metropolitano de Lisboa (Lisbon metro system) donated a sculpture by Portuguese artist João Charters de Almeida, entitled La ville imaginaire, to the Montreal metro, in honour of the city’s historic Portuguese community. Since the sculpture was much too big to install in any metro station, the STCUM donated it to the City of Montreal, which installed it on Île Sainte-Hélène near the landing of the ferry to the Old Port, about 400 metres’ walk from this station.
The former Expo 67 Korean pavilion stands alongside the station's bus loop.

The former Expo 67 Korean pavilion stands alongside the station’s bus loop.

La Ville imaginaire by João Charters de Almeida, located about 380 metres' walk west of the station.

La Ville imaginaire by João Charters de Almeida, located about 400 metres’ walk west of the station.

Interior of the headhouse, before renovation work added elevators, inserted emergency exits on the side walls, and added a gateline to return the rear entrance (left) to service.

Interior of the headhouse, before renovation work inserted emergency exits on the side walls and added a gateline to return the rear entrance (left) to service (2016), and elevators were constructed (2019).

One of the platform waiting rooms at its full depth, before the rear section was walled off to install technical facilities. Also, the Atlas reliefs and wall stripes, here dark ochre in colour, have since been repainted a brighter yellow.

One of the platform waiting rooms at its full depth, before the rear section was walled off to install technical facilities. Also, the Atlas reliefs and wall stripes, here dark ochre in colour, have since been repainted a brighter yellow.

Ginette Reno and Samuel Landry in C't'à ton tour, Laura Cadieux (1998)

Ginette Reno and Samuel Landry in C’t’à ton tour, Laura Cadieux (1998)
(Source19)

Commemorative plaque located in the waiting room on the Berri-UQAM platform

Commemorative plaque located in the waiting room on the Berri-UQAM platform:

Homage to Jean Drapeau
In honour of Jean Drapeau, mayor of Montreal from 1954 to 1957 and 1960 to 1986, thanks to whom the metro was completed in 1966, and in commemoration of Expo 67, another of his major achievements, on May 10, 2000, the members of the Board of Directors changed the name of Île-Sainte-Hélène station to Jean-Drapeau.
Société de transport de Montréal

 

General Information

Platform diagram

Most convenient metro cars to use when travelling to this station

Platform diagram - Jean-Drapeau station

Station surroundings

Jean-Drapeau - Station surroundings

Station address

Borough of Ville-Marie

170 Chemin Macdonald, in Parc Jean-Drapeau, Île Sainte-Hélène

OpenStreetMap link
Google Maps link

STM neighbourhood map (PDF)

Nearby attractions

Official website

Service information, opening hours, frequency, bus routes

STM logo

Most recent update: October 15, 2026

References
  1. Source: Gaby (Gabriel Desmarais). (1954). Photo of Jean Drapeau. Fonds Gabriel Desmarais (Gaby). Bibliothèque et Archives nationales du Québec, P795,S1,D2858.  ↩
  2. Source: Archives de la Ville de Montréal, P67-Y_2. Used under the Creative Commons CC BY-NC-ND 2.5 CA Licence. ↩
  3. Senosier Roberge, Véronique (producer). (2022, September 19). "Station Jean-Drapeau" [TV series episode]. Le métro voyage dans le temps. MAtv Montréal. ↩ ↩
  4. "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. ↩
  5. Yorston, John. (1967, March 18). “St. Helen’s sets new trend.” The Montreal Star. Source: Archives de la Ville de Montréal, CA M001 VM166-1-1-D5292, p. 3. ↩ ↩ ↩
  6. Info-STM. (2003, January 28). “Le saviez-vous? (bis).” Métro. P. 7. (archive.org)  ↩
  7. La Roche, Roger. (2017). Histoire de l’Expo 67. Vol. 1: La genèse (1896-juin 1964). Pp. 53 and 105. ↩
  8. La Roche, Roger. (2024, February 20.) “2 stations de métro pour le site” [Facebook post in the group “Expo 67”]. ↩
  9. Originally from Library and Archives Canada, microfilm from the Canadian Corporation for the 1967 World Exhibition fonds. Source: La Roche, Roger. (2024, February 20.) “2 stations de métro pour le site” [Facebook post in the group “Expo 67”]. ↩
  10. © STM archives. ↩ ↩ ↩
  11. Photograph by Paul-Henri Talbot, La Presse, January 16, 1967. Fonds La Presse. Bibliothèque et Archives nationales du Québec, P833,S5,D1967-0018, no. 4. ↩
  12. Photograph by Paul-Henri Talbot, La Presse, January 16, 1967. Fonds La Presse. Bibliothèque et Archives nationales du Québec, P833,S5,D1967-0018, no. 5. ↩
  13. Image source: Montreal Metro Île Verte. October 1966. ID no. 4947726. Library and Archives Canada / Canadian Corporation for the 1967 World Exhibition / e011164300. Copyright: Government of Canada. ↩
  14. For more on Expo-Express and Minirail, see Roger La Roche (2015), Expo 67 Transport: Expo-Express, and Roger La Roche (2014), Expo 67 Transport: Minirail. ↩
  15. © City of Montreal. Image source: La Roche, Roger. (2015) Expo 67 Transport: Expo-Express. P. 24. ↩
  16. Source: Archives de la Ville de Montréal, VM94-EX267-272. Used under the Creative Commons BY-NC-SA 2.5 CA License. ↩
  17. Image source: Laurent Bélanger, Wikimedia Commons. Used under the Creative Commons BY-SA 3.0 License. ↩
  18. Les Amis du pavillon de la Corée de l’Expo 67. (2018, September 20). Le pavillon de la Corée: mémoire pour la consultation publique de l’avenir du parc Jean-Drapeau. (archive.org)  ↩
  19. Images © 1998 Cinémaginaire. ↩