Henri-Bourassa station - Large image

Ligne 2 orange HENRI-BOURASSA

Ligne 2 orange  Côte-Vertu

Left arrow Sauvé

Architect

Architects

Janusz Warunkiewicz (City of Montreal)
Berri headhouse (1980): André Léonard (BTM)
Henri-Bourassa Nord headhouse (1983): Claude Leclerc1
Henri-Bourassa Sud bus terminal (1993): (Unknown)
Montmorency platform (2007): Richard Fortin

Artist
Start of service

Start of service

October 14, 1966
Montmorency platform: April 28, 2007

Ligne 2 orange  Mont­morency

Cartier Right arrow

Ligne 2 orange  Henri-Bourassa

Terminus ⦸

Art & Architecture

Panorama of the original trainroom from the Côte-Vertu platform. The trainroom vault, built in tunnel, is intersected (left) by the enclosed crossover and, on either side of it, the rectangular hallways to the stairwells, each pair forming a box intersecting the vault.
This rangy station complex has been significantly modified over the years. The initial part of the station was the main trainroom, three accesses including two in the bus terminal south of Boulevard Henri-Bourassa, the ticket hall serving these accesses, and the tunnel connecting it with the platforms. Since then, additions have included the reconstruction of all three original accesses, the addition of a separate access and ticket hall, the integration and subsequent closure of a second bus terminal, and above all, the excavation of an entire new trainroom for a third platform serving the Laval extension.
View of the original trainroom, looking north from the terminus platform. The platform walls are clad in terra cotta blocks, with recesses containing brown fibreglass seats. The floors are paved in brown marbled quartzite slabs. View of the original trainroom, looking south from the terminus platform. The crossover between the platforms is enclosed, and appears as a flat section of ceiling interrupting the trainroom vault (upper left and centre). In the foreground, the camera looks from one of the stairwells leading up to the crossover to its counterpart on the opposite platform, showing that they both occupy a narrow rectangular volume that also cuts the trainroom vault. The same is visible with the other pair of stairwells, in the background beyond the crossover.

The original trainroom, unlike in most stations, is built without an open transept; the crossover joining the two platforms does not overlook them. This is a pity, since the visual clarity of an open transept would have gone some distance to mitigating the somewhat claustrophobic confusion of the station’s warren of long corridors.

Panorama of the enclosed crossover (right), which continues on to the long tunnel to the Rue Lajeunesse ticket hall and entrances. At centre-right, the staircase to the Côte-Vertu platform; at centre-left, the elevator to the same platform. The stairwell up to the Rue Berri entrance is at left.

The stairs down from the crossover to the platforms turn at right angles to lead to hallways toward the platforms. These hallways, mirroring each other across the tracks, take the form of rectangular boxes that cut through the trainroom vault.

The north stairwell to the Côte-Vertu platform. Each of the four stairwells to the original trainroom turns a 90-degree corner as it leads to the platforms. The two northern stairwells descend all the way to platform level before turning the corner. The hallway from the foot of the stairs to the platform faces its counterpart on the other side, forming a box intersecting the tunnel vault. The upper part of the opening is now screened with a metal grille, presumably for fire safety. The elevator to the crossover level is at right. Interior of the hallway between the south stairwell and the Côte-Vertu platform. For unknown reasons, the south stairwells, unlike the north ones, do not reach platform level before turning the corner, and go down another four stairs just before reaching the platform. On the opposite platform, the counterpart stairwell also leads to the passage to the Montmorency platform.

The crossover is connected to the original ticket hall, located some 130 metres to the east under Rue Lajeunesse, via a lengthy, rather inconvenient tunnel and an immense staircase. (Unfortunately, the monumental aspect of the stairwell has been to some extent spoiled by the insertion of a technical facility in its overhead volume.)

Panorama of the enclosed transept, facing the head of the south staircase from the terminus platform. The stairs up to the Berri headhouse are visible at the end of the crossover (right). At left, the crossover leads to the long tunnel toward the original ticket hall. The eastern end of the crossover above the original trainroom, where it intersects with the stairwells from the terminus platform (left and right), leads into the long tunnel to the original ticket hall.
The long tunnel between the trainrooms and the original ticket hall, renovated in the slate-grey ceramic of the new trainroom. The monumental stairwell from long tunnel to the trainrooms up to the original ticket hall, seen from the bottom. The foot of the elevator to the ticket hall is at left. The main stairwell between the original ticket hall and the long tunnel, seen from above. The white structure taking up its upper part, added during the construction of elevators in 2010, holds a technical facility.
Alongside the large stairwell, a corridor leads to an elevator connecting the eastern ticket hall to the long tunnel toward the trainrooms. The gateline of the original ticket hall, looking toward the large stairwell.

The original ticket hall is a long, relatively narrow room arranged perpendicularly to the stairwell and the long corridor, with the single, fairly short gateline located in its southwest corner. The station’s three original entrances – the two bus terminal buildings and the Henri-Bourassa Nord entrance – converge on it: the stairs from the south bus terminal building open onto the southern end in front of the gateline, and the hallways from the two others connect to the northern end. This hall is rather cramped for its passenger volumes, as are the connections to the three accesses.

The south end of the original ticket hall contains the gateline (right), facing the stairs to the south building of the Henri-Bourassa Sud bus terminal (left).
Panorama of the original, eastern ticket hall, serving the entrances along Rue Lajeunesse. From left to right: the tunnel to the Henri-Bourassa Nord entrance; the hallway to the north building of the Henri-Bourassa Sud bus terminal; the mural Les enfants dans la ville; the hallway to the south building of the bus terminal; a concession; and the ticket agent's booth and turnstiles.

The eastern wall of the ticket hall concourse is decorated with a large composite mural made up of 330 concrete blocks, moulded from individual clay reliefs created by Montreal children. This unique work, entitled Les enfants dans la ville (“Children in the city”), depicts its young artists’ impressions of living, playing, and getting around in the city.

The mural Les enfants dans la ville, located in the original ticket hall, made up of 330 concrete mouldings of reliefs created by Montreal children.
Detail of the mural Les enfants dans la ville, featuring a street scene with a bus, two houses, and a park scene. Detail of the mural Les enfants dans la ville. Detail of the mural Les enfants dans la ville, featuring a bird in the sunshine.

The station’s Henri-Bourassa Sud access consists of the two buildings of the STM bus terminal, south of Boulevard Henri-Bourassa. The postmodernist concrete, steel, and glass terminal buildings with curved roofs, exposed beams, and projecting awnings were added when the bus terminal was reconstructed in 1993.

Overview of the Henri-Bourassa Sud bus terminal, seen from Boulevard Henri-Bourassa. The north terminal building is at left, the south one at right.
The southern building takes the form of a long, enclosed jetty, protecting waiting passengers from the weather. Note that the staircase down to the ticket hall is located in the westernmost section of the building, which is separated from most of the length of the jetty by a brief open (though roofed) section. The reason for this is unknown.
Overview of the lengthy south building of the Henri-Bourassa Sud bus terminal. The glass, concrete, and steel building extends along the south side of the bus loop. The north building is at right.
Crowds await buses outside the south building of the Henri-Bourassa Sud bus terminal, seen from outside the north building. The right-hand portion of the building contains the entrance to the station; it is separated from the enclosed jetty to the east by a short section that is roofed but open in front. Interior of the south building of the bus terminal. Both the front and back walls of the concrete building are almost entirely glazed, with exposed framework and conduits on the ceiling. The stairwell down to the ticket hall from the south building of the bus terminal.

The northern entrance chiefly serves disembarking passengers, reducing the need for an enclosed waiting area, and instead provides a marquee between the unloading area and the station entrance. This building also houses the station’s street-level elevator access.

The street side of the north building of the bus terminal. Doors on the main part of the building serve passengers arriving on foot or on non-terminating buses running on the street. At left, a partially enclosed marquee shelters passengers alighting from buses in the bus loop as they make their way toward the entrance. The north building of the bus terminal, seen from across the bus driveway.
The entrance to the north building of the bus terminal (left) gives access to the covered and partly enclosed marquee for alighting passengers.
Interior of the north building of the bus terminal. The stairs and elevator to the ticket hall level are at the far end. An entrance is located on the north side facing the street (centre), with the entrance from the bus loop located behind the viewer. Interior of the north building of the bus terminal. At right, the elevator from street level to the ticket hall. The hallway from the north building of the bus terminal (far end) to the ticket hall.
Another long corridor under Boulevard Henri-Bourassa connects the concourse to the Henri-Bourassa Nord entrance, rebuilt in 1983. This entrance is integrated into the brick and glass façade of a building on the north side of Boulevard Henri-Bourassa; it takes up half the width of the glazed façade, which is divided into two bays. The brick-clad interior of the entrance contains a monumental relief sculpture, cast in concrete, entitled Réveil de la conscience par la solitude (“Awakening of consciousness by solitude”). The six massive figures by Jacques Huet gradually emerge from the surface from left to right.
A lengthy hallway connects the ticket hall to the Henri-Bourassa Nord entrance. The end of the tunnel from the east ticket hall to the Henri-Bourassa Nord entrance. The foot of the stairs to the entrance is at left. At right is the closed-off tunnel to the former Laval bus terminal.
Interior of the Henri-Bourassa Nord entrance, with Jacques Huet's concrete relief Réveil de la conscience par la solitude. Jacques Huet's concrete relief Réveil de la conscience par la solitude, in the Henri-Bourassa Nord entrance. The exterior of the Henri-Bourassa Nord entrance, occupying half the façade of an office building.

To improve fire safety, reduce overcrowding in the other accesses, and make the station more accessible to users from the surrounding neighbourhood, a secondary access was constructed on Rue Berri immediately to the east of the trainroom, connecting to the crossover. It was opened on November 21, 1980.2 This entrance was built as a headhouse with a ticket hall just beneath. Most of the headhouse walls are glazed, and its ground floor forms a mezzanine supported on concrete beams. As a result, much of the building’s perimeter—especially along the west side—is open to the ticket hall below, admitting copious natural light. The heavy beams, meant to support the weight of a possible future building to be built on top of the headhouse, are textured to reduce their visual impact.3 On the outside, the headhouse’s two entrances are marked by deep, rectangular concrete porticos.

The northern façade of the Berri headhouse, facing Boulevard Henri-Bourassa, showing its almost entirely glazed walls and a rectangular concrete portico over the entrance. The mezzanine ground floor of the Berri entrance is supported by massive concrete beams, with the spaces along the angular contour of the floor allowing abundant sunlight from the almost entirely glazed walls to illuminate the ticket hall below.
Panorama of the interior of the Berri headhouse, whose exterior walls are almost entirely glazed. Entrances are at centre (Boulevard Henri-Bourassa) and right (Rue Berri). At left, the western edge of the building is largely open to the ticket hall below, admitting sunlight. Natural light also enters via the stairwell to the ticket hall, at centre-right.
Panorama of the Berri ticket hall, open to the street level above to admit natural light. The space is decorated by two reliefs by architect André Léonard, Le potager (left) and Les vents (over the downward stairwell, right).

For good measure, a circular form on the wall of the stairwell from the ticket hall to the ground floor also features a large opening, admitting yet more light. The circle is a favourite shape of the access’s architect, André Léonard, and is also found in his other stations Villa-Maria and Université-de-Montréal.3

A large circular form on the wall dividing the upward stairwell from the ticket hall. The circle's diameter and the diagonal line of the staircase form an opening to admit still more natural light. The ticket agent's booth and gateline in the Berri ticket hall, with André Léonard's relief Le potager behind. The stairwell from the Berri ticket hall down to transept level. André Léonard's relief Les vents is overhead.

This access includes two mural sculptures by André Léonard. One, entitled Le potager (“The vegetable garden”), is in the ticket hall just past the turnstiles. The other, entitled Les vents (“The winds”), is placed over the stairway to the trainroom. These highly textured murals are assembled from terra cotta blocks and tubes.

André Léonard's terra cotta relief Le potager, in the Berri ticket hall. André Léonard's terra cotta relief Les vents, over the stairwell down from the Berri ticket hall.

Terra cotta blocks are used throughout the new ticket hall, and indeed, during major renovations a few years after the new access was built, the whole station was redecorated in terra cotta to match.4 The areas leading to the elevators are clad in contrasting off-white tiles.

A niche containing seating in the original trainroom. The seats are in brown fibreglass. The walls are clad in terra cotta blocks, with edges and accents in rectangular ones and larger surfaces in square ones. A fan-like design in terra cotta occupies one of the walls beside the tunnel mouths in the original trainroom.

The most recent addition, and the most significant addition to any existing station since the construction of the blue line platforms at Jean-Talon station in 1986, was the construction of a new trainroom containing a third platform, as part of the extension of the metro into Laval in 2007. The platform serves a side track that bypasses the spur between the station’s tail track and the Saint-Charles garage, avoiding interference between through trains continuing to Laval and those heading for the garage.

As a result, the new platform serves trains going on to Laval, while trains terminating at Henri-Bourassa use the existing terminus platform and can switch on the former tail track. At rush hours, trains alternate between terminating at Henri-Bourassa and continuing to Laval, to reduce overcrowding.

Panorama of the new trainroom, hosting the Montmorency platform. The walls are clad in slate-grey panels; the wall above the tracks hosts a strip of bright orange lights.

The new platform was built east of the old trainroom, at an oblique angle to it. The architects chose to use a completely different decorating scheme of slate-grey tiles and stainless steel, to accentuate the newness of the Laval extension. The most striking feature of the platform is the strip of bright orange lights just above the bottom of the trains’ windows, drawing passengers’ attention and emphasizing their arrival. The lights also reflect on the opposite wall and can be seen through the corridors to the other platform.

The Montmorency platform. The bright orange lights over the tracks reflect off the platform wall. One of the stainless steel benches along the Montmorency platform, against the grey panels and stainless steel seams of the wall of the platform wall. The reflections from the orange lights above the tracks are also seen.

Two tunnels directly connect the new platform and the old terminal platform, easing transfers for passengers whose trains terminate here but who wish to continue to Laval. The longer of the two tunnels is connected by a stairwell and elevator with the corridor to the east ticket hall. Most of that corridor was redecorated to match the new platform.

The entrance to the main tunnel leading from the terminus platform to the Montmorency platform, closer to the head of both platforms. It connects to one of the stairwells leading from the terminus platform up to the crossover. The entrance to the terminus platform from the tunnel connecting it to the Montmorency platform. A sign warns that there is no boarding on this platform.
Panorama of the main tunnel connecting the Montmorency platform with the terminal platform in the original trainroom. From left to right: one of the sections of Axel Morgenthaler's light installation .98; the hallway to the original trainroom; stairs leading up to the long tunnel to the east ticket hall; the elevator leading to that tunnel; and the entrance to the Montmorency platform.
The corridor connecting the terminus platform, centre, with the Montmorency platform, behind the viewer. One of the sections of Axel Morgenthaler's light installation .98 is at left; at right, stairs lead up to the tunnel to the east ticket hall. The elevator up from the Montmorency platform exits into the long tunnel to the east ticket hall.
The second, shorter tunnel connecting the terminal and Montmorency platforms, near the tail of both platforms.

At the top and bottom of the staircase are found the two parts of the station’s latest artwork, a light sculpture by Axel Morgenthaler entitled .98. Each mural is composed of 98 computer-controlled LED light fixtures, each capable of displaying millions of different colours. They present constantly shifting patterns of light and colour based on images of nature, as though each mural were a computer monitor of just 98 pixels. These pieces serve as beacons and direction signs as well as eye-catching aesthetic experiences.

One of the two sections of Axel Morgenthaler's light installation .98, featuring a diamond-shaped array of 98 LED light fixtures displaying constantly shifting coloured motifs. A panoramic view of the staircase linking the tunnel between the terminal and Montmorency platforms and the tunnel to the east ticket hall. The two sections of Axel Morgenthaler's light installation .98 are seen facing the top and bottom of the stairs.
The multiple interesting artworks and handsome finishes (especially in the Berri exit), set against the disorienting and annoyingly far-flung layout and cramped spaces, leave this station something of a mixed bag.

Matt’s Rating

***

Accessibility

This station is equipped with elevators for wheelchair accessibility. Access to the station is from the northern building of the Henri-Bourassa Sud bus loop, the one opening onto Boulevard Henri-Bourassa. This elevator provides access to the eastern ticket hall. From there, another elevator leads to the hallway to the trainrooms. Two more elevators provide access to the Côte-Vertu and Montmorency platforms.

Although this station was heavily modified during the construction of the Laval metro, it had to wait another three years—until April 26, 2010—for its elevators to open.

Frustratingly, although an elevator connects the transept level to the corridor linking the Montmorency and terminal platforms, there are a few steps separating it from the terminal platform, with four steps from the platform to the raised area and three steps back down to the level of the elevator. As a result, passengers requiring step-free access from the terminal platform must proceed down the platform to the other connecting tunnel (at the tail of the train, whereas passengers in wheelchairs are asked to ride at the head), and come all the way back along the Montmorency platform to get to the elevator. It is unclear why these stairs were not supplemented by a ramp.

History & Trivia

Traffic

Ridership

4,431,173 entrances in 2025

17th busiest station

Platform depth

Interstation distances

Interstation Distances

To Sauvé: 771.60 metres
To Cartier: 1101.60 metres

Origin of the Name

Boulevard Henri-Bourassa. The journalist and politician Henri Bourassa (1868-1952) was known for his fervent advocacy of French-Canadian nationalism and conservative Catholicism. The son of painter and architect Napoléon Bourassa and grandson of Louis-Joseph Papineau, he was elected mayor of Montebello at 22 years of age. He was later elected to both provincial and federal governments. He is best known, however, for founding the newspaper Le Devoir in 1910; he served as its editor-in-chief until 1932.

Boulevard Henri-Bourassa was opened in stages, incorporating some existing streets and tramway right-of-way, along with new sections through expropriated properties and open areas. The newly opened street was so named on December 5, 1952, three months after Bourassa’s death.5 Now one of Montreal’s longest streets, it runs 29 km between Autoroute 40 in Saint-Laurent and Rue Sherbrooke in Pointe-aux-Trembles.

Henri Bourassa

Henri Bourassa
(Source6)

Trivia

  • The station’s architect Janusz Warunkiewicz originally designed a large permanent headhouse at the end of the long tunnel between the platforms and Rue Lajeunesse, but this was never built.
  • The Bureau du métro at one point considered installing moving sidewalks in the long tunnel between the crossover and the stairs to the ticket hall. However, as those at Beaudry had proven much more expensive than anticipated, the plan was cancelled.7
Architectural sketch of the platforms and corridor leading to the stairs.

Architectural sketch of the platforms and corridor leading to the stairs
(Source8)

Architectural plan of the station's transept and access tunnel, showing the planned headhouse at the end.

Architectural plan of the station’s transept and access tunnel, showing the planned headhouse at the end
(Source9)

Architectural sketch of the planned headhouse.

Architectural sketch of the planned headhouse
(Source10)

  • 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 four murals and a sculpture “in memory of Henri Bourassa, the journalist, the public speaker, and the man,” possibly by Suzanne Guité. 11, 12
  • Upon its inauguration, the station had three entrances: two small temporary headhouses in the bus terminus south of Boulevard Henri-Bourassa, and a third on the north side of the street. By 1972, this latter entrance was integrated into the ground floor of a modest two-storey commercial building.13 While many metro entrances have been incorporated into various building projects over the years, this building appears to have been by far the smallest to do so.
Map showing the original three accesses on Boulevard Henri-Bourassa east of Rue Lajeunesse.

Map showing the original three accesses on Boulevard Henri-Bourassa east of Rue Lajeunesse
(Source14)

Aerial view of the station's original accesses; at top is the original Laval terminus in the centre of Boulevard Henri-Bourassa.

Aerial view of the station’s original accesses; at top is the original Laval terminus in the centre of Boulevard Henri-Bourassa.
(Source15)

The temporary Henri-Bourassa Nord headhouse, a very rudimentary structure made of concrete blocks.

The temporary Henri-Bourassa Nord headhouse, a very rudimentary structure made of concrete blocks
(Source16)

The original Henri-Bourassa Nord entrance, built into the façade of an existing building.

The Henri-Bourassa Nord entrance following its integration into a modest commercial building
(Source15)

The north bus terminal headhouse.

The north bus terminal headhouse
(Source15)

Passengers board a bus on Boulevard Henri-Bourassa alongside the north bus terminal entrance.

Passengers board a bus on Boulevard Henri-Bourassa alongside the north bus terminal entrance.
(Source17)

The south bus terminal headhouse.

The south bus terminal headhouse
(Source15)

Passengers wait beside the south bus terminal entrance; the north one is also seen at left.

Passengers wait beside the south bus terminal entrance; the north one is also seen at left.
(Source18)

Historian Anne Bourassa, centre front, Henri Bourassa's daughter, was chosen to be the first passenger at the station on the metro's inauguration day, October 14, 1966.

Historian Anne Bourassa (centre front), Henri Bourassa’s daughter, was chosen to be the first passenger at the station on the metro’s inauguration day, October 14, 1966.
(Source15)

Original decor of the long hallway between the platforms and the original ticket hall. Original decor of the long hallway between the platforms and the original ticket hall. Original decor of the platforms.

The station’s original decor prior to the renovation that accompanied the construction of the Berri headhouse in 1980
(Source15)

  • This station was the scene of a devastating fire on December 9, 1971. The fire started when two trains collided in the station’s tail track. Firefighters trying to reach the blaze were hampered because the only access was via the station’s small entrances and the lengthy tunnel connecting them to the platforms. Multiple firefighters were sickened by the intense heat and toxic smoke. Eventually, the only solution was to flood the tunnel via ventilation shafts. The fire ultimately burned for some 24 hours.
  • In the end, metro operator Gérard Maccarone lost his life, 24 MR-63 train cars were destroyed, and Henri-Bourassa and Sauvé stations suffered heavy damage from heat intense enough to melt concrete. More than $6 million in damages were caused (about $45 million in 2023 dollars).3, 19, 20 The entire line was closed for two days, and Henri-Bourassa and Sauvé stations were closed for more than three weeks, reopening on January 1, 1972.21
  • Following the disaster and another fire in 1974 (see Rosemont), numerous safety measures were taken. It was decided that terminus stations should be shallow and in less densely populated areas to allow for rapid evacuations and emergency interventions.22 This led to the addition of Angrignon to the plans for the green line, although the orange and blue lines were ultimately not extended as planned beyond Côte-Vertu and Snowdon. The Saint-Charles garage was built to avoid parking trains in the tail tracks and the Rue Berri entrance was built to improve access to the station (see below). Finally, a firefighting water system was installed throughout the network, and a specialized centre was installed in the far end of the tunnel where firefighters could train to fight metro fires; one of the burned cars was installed in the centre as a test environment. This facility was moved to the Saint-Charles garage during the construction of the Laval metro extension.
A burned metro car following the fire on December 9, 1971.

A burned metro car following the fire on December 9, 1971
(Source23)

  • In the 1970s, as part of the fire safety efforts mentioned above, the CUM studied a proposal to build a station beyond Henri-Bourassa on the Montreal side of the river, at Avenue Saint-Charles and Avenue du Parc-Stanley to the northeast, to provide a shallower terminus at this end of the line. Extending the line one station into Laval was also considered. Both ideas were abandoned, due to local opposition and a refusal by the Laval city council respectively.24
  • Instead of the new station, an underground metro garage was built at that location, and a plan was announced to add an additional exit to Henri-Bourassa station at Rue Lajeunesse and Rue Prieur.24 This would have featured a new bus terminal, since the station’s existing Commission de transport de Laval (CTL, now STL) terminal, located in the median of Boulevard Henri-Bourassa east of the station, had proven both inconvenient and highly unsafe for transit users.25 Ultimately, though, this new entrance and bus terminal were never built; instead, the Rue Berri entrance was added in 1980, and a new STL bus terminal was built to the north of the station in 1982 (see below).
  • From 1982 to 2015, the tunnel to the Henri-Bourassa Nord entrance continued on to a busy STL bus terminal on the north side of the building, in the block bounded by Rue Lajeunesse, Rue Basile-Routhier, Boulevard Henri-Bourassa, and Boulevard Gouin, at the foot of the Pont Viau. This facility was opened in 1982 to replace the terminal at the centre of Boulevard Henri-Bourassa, discussed above, and received bus lines from throughout Laval to provide transfer to the metro. Naturally, the opening of the Laval metro extension in 2007 made the STL terminal largely redundant, as the great majority of bus routes were redirected to the stations in Laval. In August 2015, the few remaining bus stops were moved onto the street and the terminal was closed, along with the metro access. The terminal was later demolished and replaced with a residential development. Even though the metro access itself still physically exists and is reachable by pedestrians, it remains one of the few metro accesses ever to be permanently closed.
  • This station was closed from May 15 through August 22, 2004 to allow construction in preparation for the Laval metro extension.
The Laval terminus with its station entrance, seen in 2003. The Laval terminus, seen in 2003. The tunnel leading to the Henri-Bourassa Nord entrance (left) and the Laval terminus (centre), seen in 2003.

The Laval bus terminus and its access from the station, seen in 2003

The excavation for the new platform, seen on an August 2004 tour immediately after the station reopened.

The excavation for the new platform, seen on an August 2004 tour immediately after the station reopened

The new platform to Laval under construction, c. 2007.

The new Montmorency platform under construction, c. 2007
(Source15)

The main stairwell between the east ticket hall and the long corridor in 2007, showing its great height before a technical facility was installed overhead.

The main stairwell between the east ticket hall and the long corridor in 2007, showing its great height before a technical facility was installed overhead

The closed former access to the Laval bus terminal, seen in 2023.

The closed former access to the Laval bus terminal, seen in 2023

  • Scenes from Micheline Lanctôt’s film Sonatine (1984) were filmed in this station.
Scene from Sonatine (1984) Pascale Bussières and Marcia Pilote in Sonatine (1984)
Scene from Sonatine (1984) Scene from Sonatine (1984)

Pascale Bussières and Marcia Pilote in Sonatine (1984)
(Source26)

Commemorative plaque located on the north building of the bus terminal

Commemorative plaque located on the north building of the bus terminal:

The Henri-Bourassa terminal was inaugurated on May 20, 1993, in the presence of Mr. Robert Perreault, chairman of the board of the STCUM, and Mr. Pierre Lachapelle, city councillor for Fleury.

General Information

Platform diagram

Most convenient metro cars to use when travelling to this station

Platform diagram - Henri-Bourassa station

Station surroundings

Henri-Bourassa - Station surroundings

Station address

Borough of Ahuntsic-Cartierville

Berri entrance: 10670 Rue Berri, at Boulevard Henri-Bourassa
Henri-Bourassa Nord entrance: 575 Boulevard Henri-Bourassa Est, at Rue Lajeunesse
Henri-Bourassa Sud entrance (north building of bus terminal): 590 Boulevard Henri-Bourassa Est, at Rue Lajeunesse
Henri-Bourassa Sud entrance (south building of bus terminal): Rue Lajeunesse, just south of Boulevard Henri-Bourassa

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 16, 2026

References
  1. Martins-Manteiga, John. (2011). Métro: Design in Motion/Le design en mouvement. Montreal: Dominion Modern. P. 354. ↩
  2. Commission de transport de la Communauté urbaine de Montréal (CTCUM). (1981). Rapport annuel 1980. Montreal: author. P. 12.  ↩
  3. Senosier Roberge, Véronique (producer). (2022, October 10). "Station Henri-Bourassa" [TV series episode]. Le métro voyage dans le temps. MAtv Montréal. ↩ ↩ ↩
  4. “Métro station getting $805,000 facelift.” (1985, August 2). The Gazette, p. A6. ↩
  5. Ville de Montréal. “Boulevard Henri-Bourassa Est.” Répertoire historique de toponymes. ↩
  6. Anonymous. (1917, July). Photograph of Henri Bourassa. Library and Archives Canada, C-009092. Source: Wikimedia Commons. ↩
  7. Info-STM. (2002, July 4). “Un lieu mythique du métro de Montréal: Les tapis roulants de la station Beaudry.” Métro. ↩
  8. Source: Archives de la Ville de Montréal, VM94-M058-044. Used under the Creative Commons BY-NC-SA 2.5 CA License. ↩
  9. Source: Archives de la Ville de Montréal, VM94-M030-024. Used under the Creative Commons BY-NC-SA 2.5 CA License. ↩
  10. Source: Archives de la Ville de Montréal, VM94-M058-019. Used under the Creative Commons BY-NC-SA 2.5 CA License. ↩
  11. Gagnon, Lysiane. (1967, March 25.) "On va décorer notre métro." La Presse, supplement 1, pp. 4-9. Source: Bibliothèque et Archives nationales du Québec. ↩
  12. "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. ↩
  13. Lovell’s Montreal Directory 1972-73. (1973). Montreal: John Lovell & Son. Bibliothèque et Archives nationales du Québec, 0005993752. See p. 251 (“Montreal Street Directory,” s.v. “Henri Bourassa Blvd. E.”), where the building incorporating the metro entrance first appears. ↩
  14. Adapted from: Ville de Montréal, service d’habitation et de l’urbanisme. (1969-71). Land use map, 1:1200 scale. Plates 229-37 and 229-39. Montreal: author. Bibliothèque et Archives nationales du Québec, 0004552432.  ↩
  15. © STM archives. ↩ ↩ ↩ ↩ ↩ ↩ ↩
  16. Source: Archives de la Ville de Montréal, VM097-Y-02-D005A-013-01. Used under the Creative Commons BY-NC-SA 2.5 CA License. ↩
  17. Source: Rémillard, H. (1970). “Photos de la circulation et autobus à Montréal.” Image no. 9. Fonds Ministère de la Culture et des Communications. Bibliothèque et Archives nationales du Québec, E6,S7,SS1,D700512-009. Used under the Creative Commons BY-NC-ND 4.0 License. ↩
  18. Source: Rémillard, H. (1970). “Photos de la circulation dans le métro de Montréal.” Image no. 15. Fonds Ministère de la Culture et des Communications. Bibliothèque et Archives nationales du Québec, E6,S7,SS1,D700466-015. Used under the Creative Commons BY-NC-ND 4.0 License. ↩
  19. Clairoux, Benoît. (2001). Le métro de Montréal: 35 ans déjà. Montreal: Hurtubise HMH. ↩
  20. “L’incendie du métro: Une collision qu’un ordinateur avait pour mission d’empêcher.” (1971, December 11). Le Devoir. P. 1. ↩
  21. “Le métro rouvre.” (1971, December 30). Le Devoir. P. 2. ↩
  22. Beauvais, André. (1973, August 10.) “Les plans du métro sont modifiés: Coût: $190 millions.” Montréal-Matin. Source: Archives de la Ville de Montréal, CA M001 VM166-1-1-D5270, p. 5. ↩
  23. Source: Gosselin, C. (1972). “Enquête sur l’accident du métro de Montréal.” Image no. 20. Fonds Ministère de la Culture et des Communications. Bibliothèque et Archives nationales du Québec, E6,S7,SS1,D720042. Used under the Creative Commons BY-NC-ND 4.0 License. ↩
  24. See Archives de la Ville de Montréal, CA M001 VM166-1-1-D5291, for a press file on the proposed Saint-Charles station with several newspaper reports on the issue 1973-1974. ↩ ↩
  25. Girard, Michel. (1979, July 13). “Pour mettre fin aux accidents près de la station Henri-Bourassa: Nouveau terminus de la CTL d’ici le printemps.” La Presse, p. D6. ↩
  26. Images © 1996 Malofilm Vidéo. ↩