An Interprovincial Link Expected for Over 100 Years in the National Capital Region

Backgrounder

For decades, the need for an interprovincial link to the east of the National Capital Region has been recognized in order to unify the shores of Gatineau and Ottawa and to seamlessly integrate various modes of transportation.

History of Key Recommendations:

1915: The Bennett-Holt Plan recommends a bridge east of the Gatineau River, along with a highway network.

1950: The Gréber Plan proposes a bridge east of Kettle Island to connect Ottawa and Gatineau into a federal district.

1976-1977: The Ottawa-Carleton and Outaouais regional plans suggest a bridge over Kettle Island.

1986-1999: Several studies recommend a link that bypasses downtown, identifying Kettle Island as the priority corridor.

2009: An environmental assessment of interprovincial links is jointly carried out by the National Capital Commission (NCC), the Ontario Ministry of Transportation (MTO), the Quebec Ministry of Transport (MTQ), the City of Ottawa, and the City of Gatineau.

2013: This study confirms the need for an additional interprovincial link and proposes the Kettle Island corridor (Corridor 5) as the preferred location. The Kettle Island, Lower Duck Island (Corridor 6), and Gatineau Airport/McLaurin Bay (Corridor 7) corridors are also retained for further examination.

2013: Phase 2B: Update of technical studies on these three sites. The Government of Ontario withdraws from the process for political reasons.

2019: A mandate letter from the Minister of Public Services and Procurement confirms the need to address the requirement for an additional crossing in the National Capital Region.

2021: A mandate letter confirms the creation of an integrated project office for the additional link in the National Capital Region.

2019-2024: Public Services and Procurement Canada and the National Capital Commission update studies validating Corridor 5. Data from the Interprovincial Truck Travel Survey (published in June 2024) reinforces the need to relieve congestion along the King-Edward-Rideau corridor (KERWN).

Why is an Eastern Bridge Essential to Support Growth and Interprovincial Mobility?
Meeting the National Capital Region’s Mobility Needs 

Connecting Multimodal Transportation Networks:

  • The Eastern Bridge will offer a multimodal transportation corridor connected to public transit networks, pedestrian and cycling paths, as well as roadway infrastructure in Ottawa and Gatineau. (Source: NCC, 2013 Interprovincial Studies; City of Gatineau (Rapibus); OC Transpo)
  • Dedicated lanes could be set aside for public transit and active transportation along the entire span, thus increasing access to sustainable transportation and reducing car dependence. (Source: NCC, 2013 Studies; Ottawa Transportation Master Plan; PSPC 2019-2024)
  • The Long-Term Integrated Plan for Interprovincial Links shows that a new bridge will provide additional mobility options necessary for the region’s future. (Source: NCC, 2009-2013 Interprovincial Studies)

    Increasing Interprovincial Travel:
  • In 2019, approximately 51,000 trips were made across interprovincial bridges between Gatineau and Ottawa during the morning rush hour. Despite the drop in traffic during the pandemic, by 2023 interprovincial vehicle traffic had returned to about 90% of its pre-pandemic level. (Source: NCC, Pre-pandemic Traffic Data (2013); PSPC & NCC 2023 updates)
  • The Macdonald-Cartier and Champlain bridges operate at full capacity during peak hours. Adding heavy trucks pushes the Macdonald-Cartier Bridge beyond its capacity of 4,800 vehicles per hour. (Source: NCC, 2013 Studies; City of Ottawa Traffic Data; MTMD; MTO)
  • Each morning, these two bridges handle two to three times more trips from Quebec to Ontario than from Ontario to Quebec. Public transit and active transportation follow the same trend. (Source: NCC, 2013 Interprovincial Studies)
  • By 2050, a projected increase in congestion will heighten traffic jams and extend travel times during peak hours. Commuter trips and heavy freight transport are the main causes of congestion. (Source: NCC & City of Ottawa, 2013 Studies with 2019-2024 updates)
  • Flooding events in 2017 and 2019 highlighted the vulnerability of existing infrastructure. An eastern interprovincial bridge would bolster infrastructure resilience to cope with climate change.

Addressing the Challenges of Interprovincial Heavy Truck Transport

Reducing Heavy Truck Traffic Downtown:

  • An eastern bridge would provide an alternative route to divert heavy trucks away from Ottawa’s downtown core, improving public spaces and creating favorable conditions for area development. (Source: City of Ottawa, Transportation Master Plan; NCC, 2013 Studies)
  • Currently, heavy trucks must pass through downtown to reach the interprovincial bridges, causing safety, noise, vibration, and congestion issues in high-density areas. (Source: NCC, 2013 Studies; City of Ottawa Public Consultations)
  • The City of Ottawa’s Transportation Master Plan proposes removing Rideau Street and King Edward Avenue from the heavy truck network once bypass options are available. An eastern bridge would make this feasible. (Source: City of Ottawa, Transportation Master Plan)
  • In 2023, 72% of interprovincial truck trips crossed via the Macdonald-Cartier Bridge and the King Edward–Rideau–Waller–Nicholas (KERWN) corridor, despite 67% of these trips originating or ending outside the downtown area. (Source: NCC & PSPC, Truck Travel Data Collection, June 2024)
  • About 75% of heavy trucks start or finish their trips east of the river on both sides, meaning the proposed new link could significantly reduce unnecessary transits through downtown Ottawa. (Source: NCC, 2013 Studies and 2019-2024 updates; NCC, Truck Travel Data Collection, June 2024)
  • By facilitating more efficient freight transport, the eastern bridge would promote economic growth while reducing reliance on the KERWN corridor—ensuring smoother traffic flow for heavy trucks without disrupting the central areas of the National Capital. (Source: NCC & PSPC, Economic Analyses in 2019-2024 Interprovincial Studies)

Responding to Population Growth

Significant Population Increase:

  • The population of the National Capital Region, estimated at 1.3 million in 2024, is projected to reach nearly 2 million by mid-century, causing a rise in interprovincial travel. An eastern bridge is vital to reducing congestion, improving traffic flow, and meeting future mobility needs. (Source: NCC Demographic Projections; City of Ottawa and City of Gatineau Official Plans; Gatineau Development Plan)
  • Ottawa is experiencing rapid job growth, while Gatineau’s population is growing faster than its employment opportunities. This dynamic generates a large flow of workers from Gatineau to Ottawa. (Source: NCC, 2022 Long-Term Integrated Plan for Interprovincial Links)

Meeting Economic Development Needs

A Metropolitan Vision for Economic Development:

  • By increasing the capacity for people to travel between the two provinces, this infrastructure will strengthen the economic vitality of both Francophone regions east of the National Capital. (Source: NCC & PSPC, 2019-2024 Economic Analyses in Studies)

Impact on Economic Development Near the Corridors:

  • The interprovincial link along Montée Paiement and the Aviation Parkway will contribute to urban densification around major transportation corridors, such as the La Cité hub in Gatineau. (Source: City of Gatineau, 2016 Revised Development Plan (p.5-101); NCC, 2013 Studies)

Cross-Border Fluidity:

  • Increasing capacity for the movement of people and goods creates economic development opportunities and facilitates access to transportation networks in the National Capital Region. (Source: NCC & PSPC, 2019-2024 Studies)
  • Reducing truck volumes in downtown Ottawa will make the area more attractive for pedestrians and cyclists, stimulating both functional and tourist travel. (Source: City of Ottawa, Transportation Master Plan; NCC, 2013 Studies)

Why is the Montée Paiement–Aviation Parkway Corridor the Preferred Route to Improve Mobility in the National Capital Region?

For Efficient Management of Interprovincial Transportation:

  • This corridor was selected for its potential to attract the highest number of public transit and active transportation trips. It is also considered the corridor that best minimizes induced car traffic. (Source: NCC, Interprovincial Connections Study – Phase 2B (2013))
  • It allows for connectivity among the public transit networks east of the Gatineau and Rideau Rivers. (Source: NCC, 2013 Studies)
  • Integrated cycling and multi-use paths between the two shores will also encourage the use of active and sustainable transportation modes. (Source: NCC, 2013 Studies; Ottawa–Gatineau Cycling Plans)

To Minimize Impacts on Natural Environments:

  • There is strong potential for mitigating the impacts of the chosen corridor. A mitigation plan will be put in place to reduce effects on natural habitats. (Source: NCC, 2009-2013 Environmental Assessment; 2019-2024 Updates)
  • The narrower footprint of this corridor will help limit its encroachment on natural areas and reduce impacts on biodiversity, contributing to conservation efforts. (Source: NCC, 2013 Environmental Studies; PSPC 2019-2024)
  • The existing roadway within the chosen corridor will reduce overall disruption, including the need to cut down mature trees. (Source: NCC, 2013 Studies; Environmental Mitigation Plans)

To Integrate with Existing Infrastructure:

  • This corridor is already identified as the preferred option in the City of Gatineau’s Revised Development Plan. (Source: City of Gatineau, 2016 Revised Development Plan, p.5-101)
  • Existing infrastructures—such as Montée Paiement and the Aviation Parkway in Ottawa—will require fewer modifications to connect with the future link, since their rights-of-way are already suitable for higher traffic volumes. (Source: City of Ottawa, Official Plan; Transportation Master Plan; NCC, 2013 Studies)

Page details

Date modified: