François Legault is moving forward with a third highway link between Quebec City and Lévis, despite the Caisse de dépôt advising against it. He is also giving the green light to the first phase of the Quebec City tramway, but wants to further study the suggestion of a Bus Rapid Transit (BRT) network in Quebec City and Lévis. He asserts that a public transport tunnel is “not a priority” for him.
The Argument for Economic Security
François Legault can no longer argue that a third highway link will significantly reduce travel time for motorists in the Quebec City region. The report commissioned by the Caisse de dépôt indicates that “adding a link between the two shores to the east would result in shifting congestion” and would even lead to “a significant increase in congestion on the road network.”
To justify his project, which he is determined to see through, the Premier puts forth a new argument: “For reasons of economic security, our government is committed to planning and building a new highway link between Quebec City and Lévis.” This risk refers to the temporary, partial, or complete closure of the Pierre-Laporte Bridge, which would force the 10,500 trucks that cross it daily to take a detour through Trois-Rivières.
The Findings of the Caisse de dépôt
– The time savings on existing bridges would be minimal.
– In the main direction of travel during the morning rush hour (Lévis to Quebec City), there would generally be little improvement on the road network and existing bridge axes despite the addition of new inter-shore capacity.
– The relative improvement in traffic flow and actual time savings on existing bridge axes would be limited, averaging 5 minutes.
– These gains would ultimately result in a significant increase in congestion on the road network in the Quebec City area, especially on the A40 and A440.
– The addition of a new inter-shore link to the east would shift the congestion observed at the heads of the existing bridges, ultimately resulting in no mobility benefit on the road network.
– “For these reasons, CDPQ Infra does not recommend the construction of a new inter-shore road link.”
The Federal Government Plays Spoiler
However, this argument is called into question by Federal Minister of Public Services and Procurement Jean-Yves Duclos, who stated that the Quebec Bridge, recently acquired by the federal government, could accommodate heavy truck traffic with the refurbishment of its deck. This solution would be less expensive than building a new bridge.
Mr. Legault indicated that he was unaware of this information. He questioned where Mr. Duclos had obtained this information. The MTQ acknowledges that trucking was allowed on the Quebec Bridge until 1992, but claims that “to allow trucks to pass safely, one of the three lanes of the bridge would need to be permanently removed,” that the replacement of the deck is already in the planning phase, and that lowering it would not allow heavy truck traffic on three lanes of travel, according to spokesperson Émilie Lord.
The Constraints of a Bridge
The construction of a highway bridge requires large-scale connecting structures and is “incompatible with the project to transform the Dufferin-Montmorency Highway into an urban boulevard,” according to the CDPQ. Infrastructure and the Capital-National Region Minister Jonatan Julien, who participated in the press conference, maintains that his project to redevelop the shores of the river from Beauport Bay to Montmorency Falls Park could still be realized.
In a previous version of the third link, a study by Union des Rives, which proposed a tunnel, assessed that a bridge located at Sillery would have a deck “between 60 and 70 m in height given the navigation profile,” with “pylons reaching 250 to 300 m in height.” This “large-scale” structure would be “very intrusive in the landscape,” and the view of the St. Lawrence Valley could be altered, potentially making societal acceptance difficult.
No Public Transport
François Legault does not plan to integrate public transport into this new highway bridge, which is intended for cars and trucks. This breaks from previous versions of the third link, which included dedicated lanes for buses. In April 2023, his government even promised to build a tunnel solely for public transport. “The government is thus making a resolute choice for sustainable mobility and modal shift, proposing a project that will transform the public and active transport offerings between the two shores, and will offer an attractive, reliable, and efficient option to car use,” a press release stated.
Approval for the Tramway Backbone
Regarding public transport, the Premier is committed to building the 7 billion “backbone” of the Quebec City tramway project proposed by CDPQ Infra on Wednesday, and he wants to work with the Caisse de dépôt to deliver it. The first phase, the “backbone,” would connect Le Gendre to Charlesbourg via Sainte-Foy, Old Quebec, Saint-Roch, and Limoilou. It could be completed as early as 2030, according to Caisse experts. This is the initial route of the tramway, which the CAQ modified upon taking office. Mr. Legault praised the work of the CDPQ, which led to “significant cost reductions compared to the previous project” supported by the City of Quebec. Accused of delaying the project, Mr. Legault claims that this pause has been “beneficial.”
The Legault government is not always convinced by the tramway project, but the CDPQ concludes that in Quebec City, “the tramway mode is the most appropriate.”
In Favor of a Second Phase, Except for the Tunnel
The Legault government did not support the entire 15 billion plan proposed by the Caisse de dépôt. The second phase of the tramway would extend to D’Estimauville to the east, starting in 2035. This is the area where the CAQ wanted to see the tramway head. The third extension would serve the Lebourgneuf area after 2035. Mr. Legault does not reject these proposals but does not commit to implementing them. In addition to the tramway, the Caisse proposes Bus Rapid Transit (BRT) service circuits over 30 km in two networks, one in Quebec City and the other in Lévis, connecting to the tramway. There would also be 30 km of reserved lanes on highways. The cost of these measures would be 4.5 billion. The Legault government wants to consult with the mayors of Quebec City and Lévis before accepting this plan. As for the public transport tunnel proposed by the CDPQ, it will have to wait 15 years, according to Mr. Legault: “For now, it’s not a priority for us. What we want is a highway link between Quebec City and Lévis.”
The Story So Far
– 2018: The CAQ makes the Quebec City-Lévis third link a formal electoral commitment.
– 2022: The CAQ promises a highway tunnel consisting of two tubes at a “maximum” cost of 6.5 billion after setting aside an initial version of 10 billion that would have been one of the world’s largest tunnels.
– April 2023: The CAQ abandons the third highway link and instead proposes a tunnel reserved for public transport connecting the downtowns of Quebec City and Lévis.
– October 2023: The CAQ loses a by-election in Quebec City. François Legault backtracks on his abandonment and resurrects the third link project.
