Interprovincial bridge crossing discussion

[Aylmer]

Originally Posted by daud

Hope springs eternal...

The holdout will be the Ontario Government. There needs to be a change of mindset from their current point of view for this to move forward.

And the City of Gatineau and City of Ottawa. I don't know what the MTQ's position is on this either.

But in any case, I maintain that this bridge is a bad idea even before you consider that it's $2+ billion that could be spent on much, much better projects.

[J.OT13]

24 juin 2020 19h30 - Mis à jour à 22h21

Le tracé de l’Île Kettle resterait la meilleure option pour un 6e pont

MATHIEU BÉLANGER
Le Droit



EXCLUSIF / Le tracé de l’Île Kettle continuerait de s’imposer comme le meilleur endroit pour un éventuel sixième pont interprovincial entre Ottawa et Gatineau, a appris Le Droit.

La mise à jour des études de 2013 concernant le tracé d’un nouveau pont enjambant la rivière des Outaouais sera dévoilée, jeudi matin, lors de la séance publique du conseil d’administration de la Commission de la capitale nationale (CCN). Selon nos informations, aucune recommandation quant à un éventuel tracé ne sera faite par la CCN, mais les données rafraîchies ne laisseraient que très peu de zones grises quant au meilleur endroit pour la future infrastructure fédérale de transport.

Toujours selon nos sources, la firme WSP qui avait reçu le contrat pour la mise à jour des études se serait attardée à huit catégories de données. L’analyse de ces informations placerait le tracé de l’Île Kettle loin devant les autres options comme étant le plus faisable au niveau technique.

Les nouvelles données concernant les impacts économiques, notamment sur la création d’emplois, afficheraient les plus grandes différences avec celles de 2013. Ce serait aussi le cas pour les données sur le type de circulation qu’attirerait le futur pont. Des données sur la circulation induite et l’impact sur le transport en commun auraient aussi été intégrées à l’analyse faite par WSP dans les derniers mois.

La mise à jour des études de 2013 avait été annoncée dans le budget fédéral de 2019. Les études menées au cours des dernières années ont démontré que les ponts et les voies de raccordement actuels sont utilisés au maximum de leur capacité lors des heures de pointe du matin et du soir.



Le gouvernement du Québec s’est récemment dit favorable à la construction d’un sixième pont interprovincial entre Ottawa et Gatineau. Le député fédéral de Gatineau, Steven MacKinnon, continue de militer pour la construction de ce pont. Les maires de Gatineau et d’Ottawa demeurent pour leur part opposés à un tel projet. La priorité doit, selon eux, être donnée aux projets de transport en commun de part et d’autre de la rivière des Outaouais.

https://www.ledroit.com/actualites/le-tr...6e-pont-8ae3b1b3f865f1e7b959b24db6183b7b

[Acajack]

I read this and wondered if this wasn't like releasing a renovation plan for the existing World Trade Center towers on Sept. 12, 2001.

No one knows right now what the impact on traffic will be of upcoming changes to how and where a huge chunk of us work.

[acottawa]

Originally Posted by Acajack

I read this and wondered if this wasn't like releasing a renovation plan for the existing World Trade Center towers on Sept. 12, 2001.

No one knows right now what the impact on traffic will be of upcoming changes to how and where a huge chunk of us work.

I think that’s true, but even if bureaucrat car traffic is down in the future, truck traffic will not change much, which is one of the main advantages of the bypass.

[Acajack]

Originally Posted by acottawa

I think that’s true, but even if bureaucrat car traffic is down in the future, truck traffic will not change much, which is one of the main advantages of the bypass.

Yes, that is quite true.

[J.OT13]

Originally Posted by acottawa

I think that’s true, but even if bureaucrat car traffic is down in the future, truck traffic will not change much, which is one of the main advantages of the bypass.

This

[roger1818]

Originally Posted by acottawa

I think that’s true, but even if bureaucrat car traffic is down in the future, truck traffic will not change much, which is one of the main advantages of the bypass.

True about truck traffic. As for car traffic, like everyone, my crystal ball is especially fuzzy right now, but I suspect that while the total number of people commuting (by all modes) might be reduced, the amount of car traffic may not decrease nearly as much as transit traffic (unless we reduce the amount of parking available).

[J.OT13]

Originally Posted by roger1818

True about truck traffic. As for car traffic, like everyone, my crystal ball is especially fuzzy right now, but I suspect that while the total number of people commuting (by all modes) might be reduced, the amount of car traffic may not decrease nearly as much as transit traffic (unless we reduce the amount of parking available).

I think you're right on this. It might take a few years for transit to recover, while car traffic will stay about the same, if not increase.

As a few have suggested, a good way to sell the Kettle Island Bridge might be to close Alexandra (existing or future) to cars and complete the STO loop, no matter which option they choose between Wellington or the Sparks tunnel. This option would also provide a helping hand to the Market revitalization efforts.

[Acajack]

Originally Posted by roger1818

True about truck traffic. As for car traffic, like everyone, my crystal ball is especially fuzzy right now, but I suspect that while the total number of people commuting (by all modes) might be reduced, the amount of car traffic may not decrease nearly as much as transit traffic (unless we reduce the amount of parking available).

My guess is that car traffic might become more spread out throughout the day. Peak periods may be less intense, but there will be more cars on the roads at say 10:30 am, over the lunch hour, or at 2:45 pm.

[roger1818]

Originally Posted by J.OT13

I think you're right on this. It might take a few years for transit to recover, while car traffic will stay about the same, if not increase.

As a few have suggested, a good way to sell the Kettle Island Bridge might be to close Alexandra (existing or future) to cars and complete the STO loop, no matter which option they choose between Wellington or the Sparks tunnel. This option would also provide a helping hand to the Market revitalization efforts.

I would argue that it is even more important is reducing the number of lanes on the MC bridge (if not eliminating it altogether). It funnels way too much traffic into Lower Town, most of which is destined elsewhere.

I am not altogether opposed to the closing of the Alexandra to cars, but it is more of a link between Lower Town and Hull.

[J.OT13]

Originally Posted by roger1818

I would argue that it is even more important is reducing the number of lanes on the MC bridge (if not eliminating it altogether). It funnels way too much traffic into Lower Town, most of which is destined elsewhere.

I am not altogether opposed to the closing of the Alexandra to cars, but it is more of a link between Lower Town and Hull.

I would agree with this. Should we build a 4 lane Kettle Island Bridge, one that could accommodate all truck traffic not destined for downtown, we could easily remove two lanes of traffic on the MC Bridge, along with closing Alexandra, and transform King Edward to a 4 lane tree lined boulevard.

[roger1818]

Originally Posted by Acajack

My guess is that car traffic might become more spread out throughout the day. Peak periods may be less intense, but there will be more cars on the roads at say 10:30 am, over the lunch hour, or at 2:45 pm.

Possibly (as I said, "my crystal ball is especially fuzzy right now"). The key is getting traffic (trucks especially, but also cars) that isn't going to/from either Hull or central Ottawa out of the central core.

[roger1818]

Originally Posted by J.OT13

I would agree with this. Should we build a 4 lane Kettle Island Bridge, one that could accommodate all truck traffic not destined for downtown, we could easily remove two lanes of traffic on the MC Bridge, along with closing Alexandra, and transform King Edward to a 4 lane tree lined boulevard.

Optimally the southern part of the A-5 in Hull would also be converted into a similar boulevard.

[J.OT13]

Originally Posted by roger1818

Possibly (as I said, "my crystal ball is especially fuzzy right now"). The key is getting traffic (trucks especially, but also cars) that isn't going to/from either Hull or central Ottawa out of the central core.

We live in Orleans and we have a lot of friends and family in the east-end of Gatineau (between Labrosss and Buckingham). Our options are the ferry or a huge detour through downtown. For the Bukingham area, both the ferry and detour are about the same price (more gas vs ferry) and same amount of time. For Labrosss, well the detour is the far better route of course.

If a Kettle Island Bridge is ever built, they will mean a lot few green house emissions, less congestion and hours saved over a year.

And the same can be said for those who go to La Cité* from Gatineau. Or work in government offices around La Cité* in Gatineau. Or Gatineau residents going/working at Montfort, the National Reseach Council, CMHC, Vanier.

*If a Kettle Island Bridge is built and a new bus route is implemented, these two destinations with the same name could be an issue.

Originally Posted by roger1818

Optimally the southern part of the A-5 in Hull would also be converted into a similar boulevard.

That would be a transnational project for the Island of Hull. I highly support this idea.

[Acajack]

Originally Posted by J.OT13

That would be a transnational project for the Island of Hull. I highly support this idea.

Transnational? Which two nations are you talking about?

[J.OT13]

Originally Posted by Acajack

Transnational? Which two nations are you talking about?

We were at half of a percent from that happening in 1995!

I meant to say transformational. SSP's dictionary is very limited. It often claims I have mistakes where there are none, and I end up "correcting" when it's not necessary without paying attention.

[rocketphish]

Ball in federal government's court after NCC finishes refresh of interprovincial bridge studies

Taylor Blewett, Ottawa Citizen
Publishing date: Jun 25, 2020 • Last Updated 14 minutes ago • 4 minute read

The National Capital Commission has completed its assigned refresh of studies exploring potential locations for a sixth crossing between Ottawa and Gatineau, leaving it up to the federal government to decide whether to plow forward with a new interprovincial bridge after reviving the idea last year, despite significant local opposition.

The goal of the refresh was not to recommend a particular path for the crossing, explained project leader of bridge studies, Colin Simpson, in a presentation to the NCC’s board of directors Thursday. Rather, the intent was to dust off and bring up to date information that was compiled years ago, before a lack of consensus on a proposed sixth bridge saw the project shelved in 2013.

At that time, three bridge locations were seen as having the most potential – a crossing at Kettle Island, from Montée Paiement in Gatineau to Ottawa’s Aviation Parkway; a crossing at Lower Duck Island, between Lorrain Boulevard and the Montreal Road ramp at Highway 174; and a crossing at McLaurin Bay, from a new road east of the Gatineau Airport.

Kettle Island was ultimately deemed to be the preferred bridge site by the NCC, but community uproar and a lack of political support saw the entire project abandoned.

Six years later, the 2019 federal budget revived the sceptre of a sixth bridge when it tasked the NCC with “refreshing existing studies” to “address the demonstrated need for an additional National Capital Region crossing.”

Summarized at Thursday’s board meeting, these updated environmental and technical reports revealed the Kettle Island corridor has lost some of its edge. It’s no longer the route that would see the least impact on land use and surrounding properties – Lower Duck Island is. And while the Kettle Island corridor is still projected to move the most truck traffic away from existing bridges, Lower Duck Island would now attract the most car trips.

Having completed its task, the NCC is punting the question of a new Ottawa-Gatineau bridge back to politicians, while continuing its own work on a long-term plan for interprovincial transportation, focused on mobility trends and city planning as well as potential long-term impacts of COVID-19.

“Any next steps on a provincial sixth crossing will depend on further government direction,” said Simpson, in concluding his presentation.

In response to a question from this newspaper about her government’s intentions for the future of the bridge project, Public Services and Procurement Minister Anita Anand thanked the NCC for its work refreshing the 2013 studies.

“These studies are one component of the complex work needed to make an evidence-based, informed decision about a sixth crossing in the National Capital Region,” said Anand in a statement. “We are also continuing to work closely with our partners, including the cities of Ottawa and Gatineau, as well as the provinces of Quebec and Ontario to address transportation needs in the region.‎ At this time we are focused on the COVID-19 crisis and how we will continue to keep Canadians safe and healthy.”

Local enthusiasm for the interprovincial bridge appears just as elusive as it was in 2013.

“A billion-dollar bridge is not a priority for us. There’s very little support I know amongst elected officials on the Ottawa side,” Mayor Jim Watson told the NCC board. “We are dealing with significant challenges in public transit funding and alternative modes of transportation. Those dollars could be better invested.”

Gatineau Mayor Maxime Pedneaud-Jobin was on the same page, telling the board his focus lies squarely on public transit – particularly with remote work becoming a potential lasting legacy of COVID-19 among a portion of the commuter population.

LeBreton Flats

In other news, NCC board members heard that the launch of a call for proposals to develop the first phase of the LeBreton Flats project remains on hold, pending indications that the market is recovering from COVID-19-related shocks.

Meanwhile, the NCC is in discussions with the City of Ottawa about bringing a parcel of city-owned land near the future site of the new Ottawa Central Library into the NCC parcel slated for the first phase of LeBreton’s development, with the goal of making 100 permanent affordable housing units available on the site.

Boats, bridges and bistros

Commuters will undoubtedly be pleased to hear that the work on the Sir John A. Macdonald Parkway LeBreton Bridge is nearing completion, with reopening expected by the end of August. The Blair Road boat launch is also scheduled to reopen within the week, after a months-long closure for upgrades.

Board members were also informed that the NCC is back in the bistro business for another summer. Its location at Remic Rapids Park has reopened, and another bistro at Confederation Park is expected to begin operating in early August once work to rehabilitate the Colonel By Fountain is complete.

https://ottawacitizen.com/news/local-new...cm/77585543-097a-49c9-b635-98ea711cea97/

[roger1818]

Originally Posted by rocketphish

Ball in federal government's court after NCC finishes refresh of interprovincial bridge studies

Taylor Blewett, Ottawa Citizen
Publishing date: Jun 25, 2020 • Last Updated 14 minutes ago • 4 minute read

. . .

And while the Kettle Island corridor is still projected to move the most truck traffic away from existing bridges, Lower Duck Island would now attract the most car trips.

I would be interested to see the wording of the actual "refresh." I don't see how a Lower Duck Island bridge (which is further east) would draw more cars from existing Ottawa bridges as implied (though not stated). It might see heavier use by cars by either generating new traffic that doesn't currently exist, or drawing people away from either the Cumberland/Masson Ferry or the Long-Sault Bridge. If so, I don't see genrating new traffic as a good thing and I don't think either the ferry or Long-Sault Bridge are anywhere near capacity and need relief.

If the primary intent of the new bridge is to ease the burden on the existing bridges and reduce traffic (especially truck traffic) through downtown Ottawa, then looking purely at traffic volume without consideration of where it is coming from shouldn't be a significant consideration.

[Kitchissippi]

I could see the NCC pushing for Lower Duck because it is less controversial. It's a shorter distance between the 174 and A-50. If the route runs at the edge of the Greenbelt the NCC owns that land and I doubt you'd get any objections from the Canotek industrial park (in fact they probably would welcome the access). On the Quebec side, Boul. Lorrain/R366 is already an established provincial truck route. It would be a great bridge for anyone headed up to the ski hills It would be good to establish a transit link between the O-Train's Montreal Road station and Rapibus' Lorrain station at the same time.

[kwoldtimer]

With neither city intersted in another bridge, how is this likely to play out?