NOTE: I actually started writing this before the STO announced the Portage Bridge as their preferred alignment. It was intended for the Dream Transit System thread, but it now seems relevant here.
Procrastination has produced a modified Gatineau LRT concept. I've gotten thinking about how it could work with the NCC loop concept with the Alexandra and Portage bridges.
I wanted to use two bridges which allow both downtowns to be adequately served no matter which way you go around instead of forcing transfers, as would be the case with PoW. This way, you can route an equal number of lines in opposite directions, allowing for a more even distribution of trains and passenger loads. Instead of having all of Gatineau-bound passengers at rush hour waiting on the same platforms, you have half going in one direction, half in the other.
As a service concept, I'm thinking that this distribution of lines can allow trains to run through the loop, ensuring that trains aren't just leaving empty. To do this, some trains could change their lines after crossing one of the bridges. For example:
- a Plateau line (yellow) near the end of its line is crossing the Portage Bridge towards Ottawa.
- Before it gets to Victoria Island, the train stops announcing itself as "Jaune, direction Ottawa via Portage" and starts announcing "Bleue, direction Buckingham".
- As it runs through downtown Ottawa, it's both dropping off Plateau passengers and picking up Gatineau/Buckingham-bound passengers
It's meant to be straightforward for passengers. Anyone heading downtown will know which stations their line will serve. Anyone downtown will know where their train is heading.
Infrastructure
- Chaudière to Portage: Cut and cover triple-tracked tunnel just to the south of rue Laurier. It's the section which has the highest number of lines running through it at peak (since none of the lines are through-running like in the loop), so I would recommend this section be both underground and triple- or four-tracked. Thankfully, there's plenty of space and nothing facing Laurier, so cut-and-cover would be possible.
- Portage Bridge: I see this using the two centre lanes of the bridge with a shallow tunnel on both ends; one at the Gatineau end joining up with the Laurier tunnel. The other to pass under the Wellington/Portage intersection and head south towards Sparks. Victoria station would be on Victoria Island, serving both the possible (eventual?) indigenous centre, as well as Zibi via a short new pedestrian bridge between Victoria and Chaudière Islands.
[IMG]
[/IMG]
- Sparks Street: On the western end, I see a couple of possible ways it could join up with Portage. Either it could dip under the Wellington/Portage intersection and head up beside the Escarpment parallel to Sparks, emerging either through the Garden of the Provinces or through a shallow tunnel under Sparks with a portal on Sparks itself.
I'm conflicted about using Sparks. On the one hand, it would take up about 7 of the 18 lateral metres of the street, precluding any large events such as Ribfest. On the other, bringing passengers to Sparks has the potential to generate a lot more everyday traffic with thousands of people waiting and alighting. And with more than 5 metres of sidewalk on each side, it would remain a generous pedestrian space. On the whole, I think Sparks would benefit from the addition of trams. Amsterdam's Leidsestraat is an interesting example of a street which, despite being *much* busier and narrower than Sparks, manages to have both very high tram frequencies and a lively pedestrian presence.
• Video Link
- Confederation Square : Streetcars did run along the square for decades in the past, but we can do a lot better than "Confusion Square" by simplifying the road geometry; Trams on the eastern side, both directions of traffic to the west (which is already four lanes wide considering the tourist parking lane). Especially with trams now being able to operate without catenaries, I think this has the potential to not only avoid crowding the Memorial, but improve it. Instead of being penned in by busy roads on all sides, it would be more seamlessly connected with its surroundings.
There are also benefits for Ottawa transit users; the transit lanes could also be used by Ottawa buses to bypass the bottleneck between Rideau and Downtown (via a connection between Confed Sq and Queen). If Ottawa ever decides to upgrade Bank or Rideau/Montreal to surface rail, they could use a portion of the loop. I illustrated this as a line 3 on my map for giggles and shits.
- Mackenzie: This road would be reduced to one lane, but could be compensated by adding a counterflow lane to Sussex between Murray and York. I envision a loop station at the top of the York Steps or at Murray to serve the National Gallery and, more importantly, the Market.
- Alexandra: I have this idea of a transit/bike/ped bridge, sort of like Portland's Tilikum Crossing. The advantage of not having cars on the bridge is that it reduces the cost and wear significantly. Portland's green bridge was built for a scant $150M for a distance about equivalent to that of the Alexandra (with clearance for ships below to boot), whereas adding car lanes would've increased that cost several times over.
I'd love to see this bridge with a transit deck below and an open ped/bike deck above with greenery, space to stop and relax, maybe even a "Tavern-on-the-Bridge". Basically creating a continuous park link between Jacques-Cartier/Museum and Nepean Point/Majors Hill. It would be a tremendous addition to the core and the region.
Threaded Mode