Montreal’s Bus Network: Solving the Identity Crisis
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September 5, 2024
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Cole Dev
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One of the greatest (and underrated) improvements lately in Montreal's public transit system is it's new integrated fare chart. This brought the new metropolitan bus pass, which allows citizens to travel on most buses in the region on one ticket. However, at first glance, the bus system does not seem as integrated as the fare system. Each operator has their own wayfinding, visual design and identity. All of these separate identities causes people to question whether the buses work in tandem for one system, or are they all many smaller systems. Therefore, I propose to unify the wayfinding, by creating one singular standard for all the operators to follow.
Updated.
Updated the standards document to add the new core transit network diagram.
Added a handful of additional examples.
Fixed a couple of broken links, and added a feature to enlarge pictures.
Updated January 19th 2025.
Updated.
Removed a doublet of paragraphs.
Added an addendum about the upcoming service changes for the STM 439 in January 2024.
Updated September 6th 2023.
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Uniquement disponible en français.
Explore the comprehensive 200+ page document that outlines a thoroughly crafted standard for bus network information design. This extensive guide offers an in-depth look at the proposed wayfinding system, including detailed elements for physical infrastructure, vehicle signage, and detour instructions.
I always wanted to make a wayfinding standard document, and then there are so many ways that the wayfinding, especially for buses, could be improved for Montreal. Therefore, I had decided to tackle both the challenge of coming up with a design standard that took in account the individual needs of every operator in the region, and the challenge of working many months on a singular project to produce a complete document, before I started university. Initially I wanted to do a complete document, with all the measurements for all the signage pieces, but I did not have the time, since I was working full-time, and sometimes taking overtime (once even working six weeks non-stop). This means I was only able to produce complete measurements for the bus stop sign proposal portion of the document, and just provided the basic elements of the signage for the other portions. All of that considered, it was a huge challenge to develop this documents despite the numerous constraints.
Why create an entire standard for signage?
The origin of the identity crisis.
As explained in the introduction, ARTM's fare reform, which commenced it's day view in 2021, introduced a unified fare schedule for the entire Greater Montreal region, by splitting the region up in 4 zones (ARTM). In 2022, with the introduction of a bus fare with the ability to travel in most of the region on a single ticket. However, despite many public outreach programs and advertisements of the fare reform, many users still do not grasp what this fare reform meant and the start of unifying the entire transportation system in the Greater Montreal Area.
Case in point, shortly after the introduction of the new zones, residents in Laval (the island to the north of Montreal), complained that their fares would more than double (La Presse). Before, to access the Métro to Montreal, residents in Laval had to pay for the bus and the Métro, which was 3.50$ each, amounting to a total of 7$. After the introduction of new fares, residents now only had to buy a singular fare both for the bus and the Métro, which was 5.25$. However, many people did not understand this, and thought that they still had to buy a bus fare for 3.50$ on top of the 5.25$ fare, mainly because the only fare offered on buses was the bus fare for 3.50$. This is because citizens didn't identify both systems as being unified, and still thought them to be separate, and by extension believed that they had to buy two separate fares.
If this was an isolated experience, and if it was just adjustment, it would be alright; however, everyday there are new users in the public transit system and many of them do not come with the knowledge to be able to anticipate their fare purchase, and end up still paying two separate fares, two years after the introduction of the new fare system. The ARTM could deploy all the tools possible to make it easier to purchase the correct fare in advance, tell people to plan ahead, etc. However, if all the different systems, including the bus network, do not feel alike, swaths of people are still going to do the same mistake, and be outraged for paying twice or even three times than they are supposed to be, thus by extension believing that public transport is more expensive than driving and abandon using public transit.
It is not normal that after two years, even residents who lived in the Greater Montreal Area for a handful of years, still have basic questions like :
- Are STM and EXO buses the same ? Can I use the same fare for both ?
- Can I use the same fare for both the Métro and an RTL bus ?
- Does the train network and the Métro use the same fare system ?
Lastly, the ARTM is looking to integrate all the operator's bus services together (Radio-Canada CBC). This starts by allowing all operators in the Montreal region to be able to pick up and drop off passengers on each other's territory. Eventually, the plan could be expanded to allowing operators to share charging equipment, bus terminals, and maybe even buses. It is clear that this will allow to significant increase service without the need to invest significant amount of money.
However, one part missing in the equation, is the unified signage. Again, without the unified signage and bus stop signs, the plan will not be as successful as it could be. It is very key in this plan to let the rider know that the services from different operators are now integrated into one, to communicate to the rider that they can use either service. That starts with a unified signage standard, and is the largest reason why making a single standard for bus stop signs and wayfinding makes sense for the bus network.
The latest signage design of all the operators in the Greater Montreal Area.
Why is not the Métro and REM affected by this crisis too?
Now you may notice that I did not mention any transfers between the REM and the Métro. This is because in 2019, the ARTM developed the unified metropolitan signage system (ARTM), based off the existing signage system of the Métro, which was reimagined in 2016 (STM). The new standard unifies pictograms, typefaces, arrows, colors and the metropolitan plan. Roughly half of the Métro and the entire REM system contains elements of the new standardized signage. However, the vast majority of the infrastructure for the train and bus networks has or partially has the new signage standard. Only four of the 52 train stations and less than ten bus terminals have the new signage in the entire region. The majority of the infrastructure still has signage that dates back to 2016 and before. Much of this signage is outdated-looking best and misleading at worse.
The lack of the presence of the unified signage is not the only issue. Over the years, the signage standard had evolved which is understandable, especially since it is a new standard, and there would always be teething issues. However, if it was a new standard, the signage should have been designed for it to be easily changed and updated. For example, Vaudreuil train station was the first place that the new standard appeared, and the signage was changed by gluing large polyurethane and plastic blocks on top of the existing metal signage with the updated signage printed on these blocks. Other elements at Vaudreuil, had not been updated to the newest standard, and still used some of the existing symbols from the previous signage standard.
BEFORE
Vaudreuil train station was the first location to have the brand new signage, as such the standards have changed a lot. Photo: (james_amend, Agora Montréal)
AFTER
Signage was updated to newer standards by gluing on a printed plastic block with the updated information.
CURRENT
Not all signage was updated to a newer standard. This one, again from Vaudreuil, has a different typeface from both the previous standard and the current one.
STANDARD
This is how an equivalent sign should look according to the latest standard. Picture was taken at Saint-Martin Park-and-Ride.
However, despite having the pass for an evolving standard, many of the elements are inconsistent and do not reflect the best practices in signage, such as text that is too small or the orientation of arrows. Plus, I listed below some of the considerations that I do not believe to be the best choices.
COULD BE BETTER...
At the Park-and-Ride de Mortagne, since the RTL does not use cardinal directions and instead uses the destination/last stop to denote the direction of the bus, the signage decided to show the destination in very small text
COULD BE BETTER...
At the Park-and-Ride A20/de Touraine, the arrows in regard to the content is not placed correctly. It is not recommended for arrows to "push" into objects, and instead should "pull" objects, and all the other signs of the new signage standard respects this philosophy, except this one.
COULD BE BETTER...
Is the symbol for Park-and-Ride's a parking symbol or a bus terminal symbol?
COULD BE BETTER...
I never liked the way that they show buses with green bus pictogram. This pictogram is supposed to denote a bus terminal. Contrary to other operators (see above, like RTL), just mention the operator acronym and color. EXO could make the symbol white and black like the text. On top of that, the example to the right, points to a on-street stop, not a bus terminal. Maybe it could mean for many operators in that case? I just find it confusing.
COULD BE BETTER...
The identification for bus platforms has varied a lot over the last handful of years, with the far right seeming to be the standard settled on. However, the REM recently opened with platform identifiers without the white box (as seen in the central portion of the picture).
COULD BE BETTER...
At Mirabel train station, I don't think every direction needs to remind the user to walk. Other than that, I have no idea what the white symbol beside every arrow means, especially since there is no crosswalk to cross.
COULD BE BETTER...
At Repentigny bus station, the arrow to communicated to the user to go straight should not be an arrow pointing down, and instead should be standardized as pointing up, such as explained in the ISO standard 80416-2:2001.
A plethora of identities and families of bus lines.
Table of the different bus families and their pictograms, as well as my proposed pictograms.
Every operator in the Greater Area of Montreal has their own conventions, families and wayfinding for their bus network. That is why first and foremost, my goal was to standardize all of them, with pictograms that are intuitive and recognizable. I've made tweaks, such as the frequent pictogram inspiring from the current marketing language the STM uses for frequent buses (but no pictogram on bus stops sadly!) (STM). The express pictogram to put more emphasis on the fast part of the language. The reserved lanes or BRT logo, instead of using a inconspicuous diamond pictogram, puts emphasis on that buses have their own lane. The on-demand, taxi-bus, reservation services, puts an emphasis on the fact that the user needs to reserve in advance, and not the type of vehicle that they are travelling on. The train-bus pictogram, just adds the bus part in the pictogram. The regional services pictogram puts emphasis on two major points, with many little towns or municipalities travelling through in the middle. The shuttle pictogram puts emphasis on the short back and forth trips the shuttle bus makes. Special services pictogram, like for schools and airports, just adds their respective pictogram to the bus.
More importantly, these pictograms and standardized families have a goal to share the same definition for all the operators, and to reinforce the unified identity of the bus network in Montreal. It is one of the main issues that causes the perception of the bus network to be disjointed and just not feel unified overall.
Outdated, damaged and erroneous signage.
It also does not help the image of the overall bus network, that swaths of the signage is outdated, damaged and flat out misleading. This is probably one of the worst parts, because it does not create a welcoming environment (or the good experience to want to take it again) especially for new users of public transport, and users taking a new path for the first time. Below, I show a few examples of outdated, damaged and erroneous signage.
At Radisson station, stickers are so old that they are faded.
At Sainte-Julie bus station, four bus lines on the sign do not exist anymore.
At Sainte-Julie bus terminal, the line 30 does not exist anymore.
Châteauguay bus terminal signage points that buses stop in the parking lot.
At Radisson, most EXO, all STL and all MRC de Joliette bus lines are absent.
These examples may seem like minor errors, but it's often the smallest of details that render wayfinding confusing and not intuitive. There are many cases where transit users questions are because the signage is poor. For example, at Bonaventure station, one of the common questions is for the bus that goes to Saint-Jean-sur-Richelieu, the 96. Unsurprisingly, at this station, there was no signage for this bus line, but signage for every other line and operator in the station. Therefore, the smallest of details matter on signage and wayfinding. Mess up the smallest of details, for example an arrow pointing in the wrong direction or leaving out on one bus line, and transit users will be lost.
Harmonizing the digital age
Speaking of user experience and signage, many transit customers (and especially new ones) use digital tools to visualize and plan their trips. However, again there, digital information is at best messy and at worse misleading. Believe it or not, a question that would pop up a few times is people asking where is the bus line 2 or bus line number 13. In Montreal, there is no bus line number 2, and the reference to the bus line 13, was not actually a bus line. Instead, these were Métro and regional train lines respectively. This is because on Google Maps, the app that is more commonly used by people to plan their trip, displays all modes very closely, and people can be easily confused between all the major modes.
Comparison between the displaying of different modes on Google Maps (train, left; bus, center; Métro, right)
The biggest issue with this is that it is not easily fixable. Google Maps is not controlled by the ARTM or any public transport body in Montreal, other than giving Google their open data. This means, they cannot replace it with the official symbols or make the user interface match better with what is in the physical world. This is the notable disadvantage of using someone else's product without having control over it, because the agency cannot fine tune the look and feel of the app to match with the identity that is present in the real world. This is why it is a good thing that the ARTM had and continues to develop a mobile app of their own, Chrono. Of course, the biggest challenge is to not only inform users but to convince users to download the mobile application. This is why I believe it is good that the ARTM is making Chrono into not only an app that plans trips, but also has added additional functionality, like reloading a user's fare card or the ability to reserve a bike of a bike-sharing service or a car from a car-sharing service, directly in one app.
Chrono can be further improved (along with GTFS as a whole).
The Chrono app, is not the best though. This is because Chrono uses Google Maps to find itineraries. Therefore, everything I mentioned earlier of developing their own application to not depend on someone else, is completely thrown out of the door. The ARTM again has no control over how Google decides to label directions of individual bus lines. This means it does not match to what is written on signage. For example, many examples below display the direction as solely the final stop or final destination, without the cardinal direction; however, the signage displays the direction of STM buses uniquely with the cardinal direction. Therefore, the last three examples below, the user would be lost because the information does not match what would be presented in real life.
Comparison between the method of display the direction of various STM (City of Montreal bus network) bus lines on Chrono, highlighted in yellow.
The best application therefore, that matches what is written in real life, is the Transit App. Despite Transit being a third-party application, they display all directions of bus lines in Montreal consistently and what matches signage. This is because Transit built from ground-up their own itinerary functionality and has a group of people to check and verify GTFS feeds to make sure they are accurate.
Wayfinding should alleviate the digital vs. physical information gap.
The lack of control over the data is the reason why wayfinding should also take into account what is presented online on Google Maps and other various applications. It is difficult to change data that a third-party agency or company has control of. This caused one of the guiding principles for my bus stop sign, to include both the cardinal direction or destination (depending on the operator), and the final destination stop.
It should also be noted that there should be standards for GTFS file creation as well. So when these third parties upload the data, the data is already correct and consistent. These inconsistencies are likely created because of the differences of the data provided to Google. ARTM's app, Chrono should also better match the feel of the metropolitan signage guidelines too. Perhaps using the Transit typeface, the same pictograms, and the same information presentation guidelines. Again, this is to make transit feel like an integrated experience, one that feels the same no matter the operator. I also consulted other transit agencies mobile apps, such as RATP's from Paris or BVG from Berlin, and those applications share the same visual identity as their respective agency.
Using data to decide which bus stops to fit with additional wayfinding.
Another topic that I thought was to be of pertinence, was how bus stops were decided to be added bus stop schedules and shelters. For this, I was able to get my hands on the lists of bus stops that have schedules and shelters, as well as the number of daily boardings of every bus stop for the STM (Filyx20, Agora Montréal). I wanted to get an idea of where the STM placed in particularly it's bus stop schedule holders, but also the shelters. Although, shelters followed less linearly with regards to ridership, this is understandable, since shelters are placed more depending on the space available rather than importance of the placement of itself. On top of that, shelters are expensive to move, since they are anchored down with a concrete foundation, and are composed of many large parts and assemblies.
However, for bus stop schedules, they can be placed easily at any stop, and for a relatively low cost. Therefore, they should more closely follow ridership demands, and this is true to an extent. However, about 2% of the total fleet of bus stop schedule holders are placed at stops which see less than 6 riders on average per weekday, which represent roughly .03% of the total daily ridership of the STM.
Thus, by redistributing these bus stop schedules to bus stops with higher ridership numbers, it would increase the percentage of bus customers that have access to schedule information at boarding from 3 riders in 4 to 8 or 9 riders in 10, which is roughly 70,000 to 100,000 additional bus customers per day that access to better information. However, solely going off ridership is not enough. It is important to look at who depends mostly or who benefits the most from having posted schedules, and additional information at their bus stop. Examples of traits that could point to the target audience are those who areas in which smartphone ownership is lower, areas that have larger populations of seniors, areas that the average salary is lower, stops that are closer to points of interest, etc.
I did not have the time to compute every possible trait, but one trait I did focus on calculating was stops that were located in areas that had more senior citizens. Therefore, in QGIS, census data is used and is compared with the dissemination area data provided by the Government of Canada. From this, dissemination areas are found, which are the smallest area possible that census data is available for, that have the greatest populations of seniors.
Map of the dissemination areas that have 100 or more residents aged 65 or more (Darker = greater number of seniors).
From that, I was able to extract that currently only 35% of stops that are located in highly populated areas with seniors have schedule holders. Thus, to increase this percentage, while following the philosophy of putting information with ridership, any stop with 100 boardings or more per day should have a bus stop schedule, and any stop that has 25 boardings or more and is located in an area with a high number of senior residents also has a bus stop schedule.
This not only increased by 70,000 transit users, the access to a bus stop schedule when boarding, but also increased the percentage of stops that are located in highly populated areas by seniors by 36%. It also increased the number of stops that have bus stop schedules in the far east and west portions of the island, where buses tend to run less frequently.
This can be pushed even further, by using additional data to decide where to place bus stops, but also additional pieces of wayfinding too. For example, stops with lots of users leaving the bus could be fitted with neighborhood maps to show what is around the bus stop.
Improved bus stops.
Another angle to improve bus service would be to place improved bus stops that have large amounts of boardings. This could not only improve the user experience but also increase the efficiency of the bus network as a whole. These improvements shall be targeted, where they are of the greatest benefit.
For example, dwell times for a typical bus can range from 9 to 26% of the total running time. Therefore, reducing the amount of time spent at stops could not only allow buses to operate quicker and run cycles quicker, but also by extension reducing the cost to operate the route, or improve headways. The service also becomes more attractive when the total running time is reduced, by speeding up trips.
To further speed up bus service, these stops could be fitted with pre-payment. Since these stops are likely to receive large amounts of ridership, ensuring prepayment would allow for faster boarding while reducing dwell time.
Another way that these enhanced bus stops could help, is in adding more sales points that are open all the time, in areas that there are no Métro or train station nearby. In fact, some bus stops even have more ridership than some Métro stations too, which should justify such an expense. Of course, these stops should also contain some modern amenities such as real time bus stop screens and enhanced wayfinding.
Example of a possible design for an enhanced bus stop.
Over the years, the STM has been removing maps and replacing them with invitations to check on a mobile app or their website to know when the next bus departure is going to be or even where the bus is heading. This is on top of existing bus stop amenities being fickle at best. This means that while all bus stop have a sign, some do not even have a bus schedule, let alone a bus shelter and only some shelters have system maps.
By adding consistent signage in these super-stops, along with route maps, bus schedules and a better bus stop sign, it will enable people to take transit without the need to do research. This is because if the user has to download an app anyways to take transit, then why not download UBER at this point and just a hail a ride. As outlined in the recent Paige Saunders video, transit is often complicated to use and difficult to understand which makes it frustrating to a point that the potential rider just hails a ride. Therefore, to gain riders and maintain riders, transit should be simpler than using the ride-hailing apps, and the very advantage that transit has, which is physical infrastructure, is exactly what transit authorities should be leveraging.
Survey of bus stop sign improvements.
Another way I conducted to ensure that the design I had created was actually better than what is out there right now, was by conducting a survey. This survey allowed me to confirm what I already suspected, had a couple surprises, and gave me feedback to further improve the bus stop sign. The survey was filled out by 31 people and 80 percent of people have already used Montreal's STM bus network and felt that they understood the bus service at an average score of 9 out of 10.
What surprised me the most was the order that people felt what information was important to them at a bus stop. The single most important piece of information at a bus stop is the individual bus line numbers, followed by the upcoming major interchange points on the route. However, people placed the destination or last stop as more important than the cardinal direction. This could mean that people associate the direction more with the last stop than the cardinal direction in of itself. Finally, the least important piece of information was the stop ID or stop code, and how to use it. This perhaps shows that people either do not find it useful, or that people do not know how to use the stop code.
On top of that, I compared 11 different with comparison between the current and my proposed signage. In some cases, a Chrono or Google Maps screenshot was provided to display the itinerary and other had various contexts. Respondents had to answer the same way as they did in real life and answer if they had to check another planning tool, such as the Transit App or the respective organization's website. In almost all cases, my new signage had better comprehension compared to the current signage and even in some cases, won by a landslide.
Respondents could also answer what they liked and least liked about the current bus stop signs. Those that were voted the best was the STM bus stop sign which was clear, but did not have an appealing design and the EXO bus stop sign which had a great design, but had a lack of color. The worst one was the STL bus stop sign, which respondents felt that they did not know anymore where to look.
They could also answer questions regarding features of my proposed bus stop sign. The elements that respondents understood the most was the frequent bus pictogram
Graphic application.
This section outlines various elements of the application for the new signage system. Not all elements, nor the basic rules are explained. This can be found in the document that can be downloaded below.
Uniquement disponible en français.
Explore the comprehensive 200+ page document that outlines a thoroughly crafted standard for bus network information design. This extensive guide offers an in-depth look at the proposed wayfinding system, including detailed elements for physical infrastructure, vehicle signage, and detour instructions.
Updated January 19th 2025.
PIL-A
Bus lines identification sign – Stop
The new bus stop sign is colored by the color of the operator. The biggest newest feature is the simplified line diagram which offers transit users, at a glance, to know the next major connection points and the last stop of the bus line. This line diagram is very important, since it communicates to users not only that it is a bus line, but also in a clear and logical manner, the order of the upcoming major connection points. It also allows to display different variations of the bus line; if it terminates at more than a single location. This also helps, because in my survey, people associate the destination with the direction rather than the cardinal point itself. Current signs and future EXO bus stop signage, will show the cardinal point, and as I discovered, transit users do not navigate this way.
Another large feature, is what is called the Flex area. Different flexible rectangles (small or large) can display information such as the type of bus service, the service hours of the bus line, alternative routings and when they operate, etc. This also allows the operator to display custom information as needed on the sign.
Gallery of all the Flex containers conceived for the Flex area.
The sign was also designed for those who do not necessarily master the French language in mind. For example, the compass was added so that even if people do not understand the cardinal points in French, well they have a pictogram that allows them to understand.
Another large feature of all the signage applications is the new accessible pictogram. The current accessible pictogram employed is an ISO standard, but it is a stationary pictogram. Meanwhile, many pictograms of able-bodied persons are of persons in movement. Therefore, to display that people with disabilities are still able to move and function like everyone else, the new pictogram was conceived to picture a person in a wheelchair in movement. This idea was inspired from a movement to display a more active accessibility symbol, which is becoming increasingly common (The Accessible Icon Project).
Finally, the information structure was revised to display what is the most important as more prominent. For example, since the stop code was not considered that important to users, it was made smaller, and the information structure more clear, to display the different ways to obtain real-time schedules and information.
On top of that, the bus stop sign is designed with automation in mind. With the application of this bus stop sign and automation software, it will allow the operator to enter a bus stop ID code and be able to generate all the data based off of GTFS and Open Street Map data. The greatness of sharing one standard, is that one automation software can be shared for all the operators in the region. This allows to save time and money, especially that currently operators tend to contract out the design and construction of bus stop signs.
One such public example of such application is available for San Francisco, so that transit users can print off their own signs on paper and post it themselves, since the public agency does not maintain their signage properly (Muni Sign, Safe Streets Rebel SF).
Iteration.
Changes were made between the initial final version and second iteration.
Followed by the survey and several comments, improvements were made to the initial final design to make it more legible and improve further information structure. One such improvement, was to remove the caption in the Flex for the bus line family (see example above for the frequent bus pictogram). This was made as feedback from it was that it was redundant and cluttered up the valuable space. The space was thus redistrubted to allow for larger text for the service span and different trajectory options.
Further iterations are available in the standards document.
PIL-Q
Bus lines identification sign – Bay
One of the big improvements for bay or platform signage at bus terminals is the added letter and color identifier for the identification of the bay. This allows multiple bays to be grouped together, into what are named wings or areas. This is an additional wayfinding tactic that will allow customers to be able to look on a map, and be able to identify which color area they need to head to, to get to the approximate location of their desired departure bay.
Aside from that, messages can also be added to the bay signs, that informs users about possible rules. This act of raising awareness, will reduce the number of infractions and increase the safety of the bus terminal. These infractions could be like walking in a reserved zone, where only buses are allowed to circulate.
The new bus stop signs also allow for two different operators at the same time to be displayed on a singular sign. This will further allow the mixing of different operators in the same portion of the bus terminal.
PINR
Replacement bus identification sign
The new format of the rail replacement shuttle sign is vertical, and the same height as the bus stop sign. This allows to support more content on the sign and larger pictograms. It also allows to set up a pair of signs together, to create a singular sign of identical width to the normal bus stop sign.
The header of the sign is now red, regardless of the line, so that it can be recognized easily when far away. This solves one common problem with the existing signs, is that they are too small to be noticed, and therefore if someone is looking for such a sign, it does not distinguish itself from the rest of the signs on the street.
Additionally, a replacement bus pictogram is added, so that those who do not understand the French language, can be able to understand the content placed on the signage. The sign also precises the minimum time before bus shuttle are added.
AHP-A
Schedule poster – Stop
The schedule posters have been completely reimagined from the ground up. The header, or the portion of the information has been reduced to give way for the accessible portion of the sign on the bottom. The most important feature is a scannable QR code that, ideally would allow to redirect the user to the operator's website to view all the departures in real-time of all the bus lines. It could also be integrated in Chrono, to offer the same functionality. Another interesting feature, is the ability to display general messages by the operator. This could be promotional material, service changes, etc.
The schedule poster also retains the same basic setup as today. It has a plastic backdrop, to house the information or header section of the bus stop sign. The schedules and route diagram are printed on paper and is replaced often. The accessible portion of the sign, is a plastic sign that is glued on top of the glass, and allows for embossed letters and braille, so that people with reduced vision can be able to independently identify the bus stop and the routes that stop there.
The actual bus line schedules is the biggest portion that is redesigned. No longer the times are displayed in a linear format. Instead, the times are displayed in a logically ordered table. This means that is conforms with the way that people naturally read a book. Firstly, the user selects the colored box that corresponds to the correct day of the week, which are not displayed in words, but instead in pictograms so that those who do not understand French, can also understand the layout. Then reading from left to right, the user selects the correct hour, and then from top to bottom the correct minutes for the departure. If you notice closely, this is the opposite from what the STM does today; top to bottom for the hour, and left to right for the minutes. Again, people read naturally first from left to right and then top to down, so the redesigned bus line schedule follows this logic.
Inspired from Szchecin, the new horizontal schedule format is much easier to read (ZDITM).
The new schedule format also allows the user to view at a glance, the service span, as well as the frequency. The deeper the table goes, the more frequent the bus is, and the longer the table is, the more hours that the bus line operates. This schedule format is also used by Île-de-France-Mobilités or IDFM (IDFM page 108).
Lastly, there is also a diagram of the major stop list of the bus route. This allows the user to confirm that they are going the correct direction. This part is very important because recently bus operators have been removing bus line maps from bus stops, and it is a key planning tool for riders to ensure that they are going in the correct direction or any service variations. This decision could be understandable from a costs point of view, but this is the reason why the linear diagram is better to produce, since it's production can be easily automated with the use of GTFS and Open Street Map data.
AMOD
Service modification poster
Service modification posters are inconsistent across the board. Many signs are handwritten currently, and placed into a plastic sleeve that themselves hung from the existing bus stop sign. However, this removes many of the important information from the bus stop sign. Therefore, both the sleeve and the signage was redesigned.
There are now four different sleeve colors to communicate different states, such as closed stop, modified service, temporary stops and rider information. This is based on what was seen in use on the network, and seems to be the four categories of signs that the current sleeve is used for. The differently colored sleeves also allow for identification from far away by the user.
Another improvement is what is contained inside the sleeve itself. The sign now communicated that the stop is cancelled, and clearly points users in the correct direction so that they can head in the correct direction to the respective stop, instead of just mentioning the name of the intersection. Mentioning the intersection is near useless, because people do not have a mental map of the streets (or most of them do not). Therefore, most people would need to rely on their mobile phone to find the new temporary stop.
PC-G
Corporate identification sign – Large
CURRENT
The corporative identification sign has largely remained the same as the current version. However, some additional details were added, such as adjusting the way that the operator is present on the signage, so that it remains consistent with other wayfinding elements. It is also designed in such a way that prevents replacement, if ever the operator changes their own logo. The first-party sales point is also presented more prominently, to display the additional services that are present at the bus terminal.
The service icons are also presented in a more logical order, with transit-friendly services presented first, followed by more carbon intensive services, such as a parking lot, presented last, since transit agencies should be promoting more carbon friendly transportation options and not the inverse.
PA
Automobilist warning sign
CURRENT
The new warning sign for automobilists has been improved with a better information structure, and additional pictograms to increase comprehension. Rules has been grouped together into one section, along with the services provided in the parking lot.
Additionally, the header portion of the sign has been colored depending on the mode, instead of always remaining black, so that this sign stays consistent with the rest of the wayfinding elements.
PIAC
Fare paid warning sign
CURRENT
The signs that indicate the entrance to fare paid area have been redesigned to better communicate the rules for the fare paid area. Rules such as the obligation to keep a valid and validated ticket in the fare paid area. It also allows to communicate the rules, thanks to pictograms, to those who do not necessarily understand French.
SD
Directional sign
CURRENT
The directional signage has been greatly redesigned. Principals such as progressive disclosure, and containerization have been applied. Standardization colors for the internal and external destinations and elements have also been applied.
In order to make navigation easier for transit customers, not all signs will have all the buses listed. Instead, the list of bus routes will only be displayed at and after the first decision point.
Exits can now also be lettered, along with the mention of exit with a pictogram.
Near key decision points, a map of the terminal could be added, for people who do not know which section of the terminal to head to.
IS
Service identification sign
CURRENT
Service identifier signage have not changed that much. Only a couple more services should be identified, such as bike-sharing stations.
One notable improvement is the accessibility parking space indictor. Previously, it just had the pictogram of the wheelchair. Now, the mention of the "P" for parking and the word "Reserved" on the bottom.
List of possible service identifiers in metropolitan infrastructure.
DPS
Exit directory sign
CURRENT
The Métro exit directory sign is very similar to before, but has enhancements for other metropolitan infrastructure present around the station.
The largest improvement, is indicating with a dark background any metropolitan infrastructure, such as bus terminals, train stations or park-and-rides around the station.
These exit directory signs often have missing bus routes from other operators, so that has been rectified in this version. The new version also precises if they are in a bus terminal or located on the side of the road.
PQ
Neighborhood area map
CURRENT
The neighborhood area map has been completely reimagined. The main difference is the new colors. Inspired from Legible London and Translink wayfinding, the new colors facilitate the job of the user to find key locations on the map (Applied).
Since roads are black, it is intuitive to understand those are roads. Since commercial is typically identified in yellow, that is also easier to find, and same for the tourist attractions that are purple. Important buildings are a darker shade of blue with an identification marker. The colors were chosen to make the map more welcoming and easier to approach as well.
I made the map in QGIS, and it has some limitations. I would love to add the bus stops (only those closer the infrastructure), onto the map, with the numbers; however, I was unable to find a way to do that in the limited time I had.
Another change is the distance that the map covers. Locations that are in the central portion of Montreal, will feature a 5 minute walking radius, and those that further away will feature both a 5 and a 10 minute walking radius.
Some bus stops with a high level of debarkation, could also have miniature version of the neighborhood map too.
PT
Bus terminal map
CURRENT
The terminal map has also changed significantly. This time it is not colors, but rather the organization of the map.
Current maps require the user to scan the entire map to find their respective boarding bay and location. Instead, the user now looks in a numerically ordered table for their bus line number, which gives them their bay number which then they can locate in the map.
Boarding bays are also grouped together into colored areas that also facilitate the wayfinding to the bay for the user.
TB
Buses from here map and diagram
The buses from here map and diagram is a new map that did not exist before. Inspired from Translink's buses from here map (Translink), it only displays routes and directions that originate from the respective infrastructure. This will help transit customers plan alternative journeys. For example, if they just missed their bus to Lionel-Groulx or they missed their train, they can quickly find alternative bus lines that goes to that point. This is one way that mobile transit applications are bad at. They are good at finding a travel path, but horrible at showing the various options that exist, and it is tedious work to be able to find such options.
POTC
Regional transit organizations map
This map is also a new map that did not exist before. The target audience of this map are tourists and newcomers. This will allow them, at a glance, to view the different operators and fare zones in the region. It also allows them to associate different operators with the various fare zones. This type of map is aimed to be posted at major entry points in the region, such as airports and intercity train stations.
Vehicle signage
One main goal of this project was unified signage across operators. Therefore, one important element of the project was to make signage identical across all transit vehicles. This step would further unify the bus network, and ensure that the signage on-board matches what is present off-board as well.
The vehicle signage was based off of the existing STM vehicle signage and was further improved upon and adapted to be used by every single operator.
Examples.
Conclusion.
The main goal of this large project was to prove to myself that I could design an entire standards manual from scratch. Inspiring from the best examples out there, such as Vancouver and London, I was able to create an excellent guide on how to make signage, and as well some good tricks and techniques to adopt in good wayfinding.
One reason that motivated me to create a standard document, is the lack of standards that exist in the public domain for Montreal's transit system. This is in stark contrast to Toronto's Metrolinx and Toronto Transit Commission wayfinding standards, for which are available for public online. On top of that, I was able to do a request for information request for Vancouver's wayfinding standards, for which I obtained Translink's signage standards document a few days later. I have seen online a few conduct a public information request for STM's or ARTM's metropolitan wayfinding standards, but to no success, and have been refused categorically access to this document.
Montreal, a UNESCO city of design, should be proud of it's own transportation system, and display it's own standards with equal prowess of other great cities around the world. Countless other cities have their standards, open, public, for anyone to see. Examples such as Paris, London, Brisbane, Vancouver, San Francisco, Seattle, and the examples keep on going...
Therefore to suffice the appetite of seeing some document to the allure of a wayfinding standards document, but for Montreal, I decided to create this document, based on the public information that is available and recreating the signage (along with a few tweaks and suggestions to further improve the information system).
The need of new bus stop signs.
The STM originally planned by 2026 to have a brand-new bus stop sign design. However, recently a friend of mine inquired about this at one of the STM's bus network redesign open houses, and apparently this is no more. The STM will stay with the current design, that has not changed for more than 20 years.
Creating a design that is timeless is great; however, the needs of transit users have changed since then. There are more people using smartphones, and this forever altered the way that people navigate through cities. Therefore, the needs of transit users have forcibly evolved. Better complementary of our digital age is needed, without leaving behind the very big needs of physical wayfinding tools and tactics.
As explained on page 11 of my document :
"Bus stops are often the first point of contact for public transport users. They are essentially a form of free advertising. Better signage and improved digital information can work together rather than compete. For tight budgets, enhancing signage should be a priority. It is a cost-effective way to make the system more user-friendly and boost ridership."
Currently, many signage elements in the public realm is outdated, damaged and incorrect. It needs to be updated as soon as possible to bring it up with what transit customers expect. People will not complain that something does not work, because they will leave the transit system instead. If an experience becomes too frictional, they will open up the frictionless app named UBER and order one instead. Therefore, transit users wayfinding needs are immediate, and not a few clicks or maps away, the information needs to be presented right there and in front of them.
This is my goal with my new bus system signage; providing a frictionless experience by giving the information right there and now. On top of that, the improvement shows; my survey demonstrated that my new bus stop sign increased comprehension by three fold compared to the current situation.
I really believed that the bus network redesigns was the perfect time to introduce such a sign. With the introduction of the REM, Montreal's new 67km light metro project, every major operator in Greater Montreal Area is redesigning their bus networks to adapt to this once in a generation megaproject. There is still time, before this golden opportunity closes, to offer a unified experience to all bus users of Montreal, especially the swaths of new ones that will start using transit because of the REM.
Finally, I wanted to compare the result of this experiment of redesigning bus stop signs with my previous attempt. Back in 2023, I redesigned the bus stop sign, but I was not completely happy with the results, since it was too cluttered. I wanted to design it better and more realistic, since lettered bus lines are impossible to implement due to various amounts of constraints.
My new bus stop sign design versus the one I made about a year ago.
Discover how I redesigned the Montreal bus stop sign to contain more information and adapt it to the mobile age to better cohabitate with these devices.
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This is a personal blog. I do not represent nor affiliated with the ARTM, STM, STL, RTL, EXO or any other entity.
All content is © Cole Dev unless noted.
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