Nouvelle version du troisième lien | Un pont, puis un tunnel entre Lévis et Québec

The latest developments surrounding Quebec’s contentious third highway link project have triggered significant discussions among residents and stakeholders alike. The government, under Premier François Legault, has pivoted from its initial proposal of an eastward bridge near Île d’Orléans to a new vision: a combination of a bridge and tunnel that would connect Lévis and Quebec.

Initially, the idea of constructing a bridge at the eastern corridor faced numerous challenges. Concerns over the bridge’s extensive length—approximately 5.8 kilometers—coupled with the necessity for additional clearance to accommodate cruise ships, led to its abandonment. Moreover, the project posed substantial risks to the cultural landscape of Old Quebec, a UNESCO World Heritage site, emphasizing the need for sensitive urban planning.

In this newly revised project, the focus has shifted to a central corridor featuring a bridge measuring 2.8 kilometers in length. Important infrastructural changes will be required: Lévis will need a trench for the highway stretching about a kilometer, while the bridge will transition into a tunnel upon entering Quebec City, facilitating access to the Autoroute 40.

However, the exact specifications of this tunnel remain uncertain. Scenarios under consideration suggest a tunnel varying between 1.85 and 3.6 kilometers, potentially emerging in the Saint-Sauveur neighborhood. The distance between the connection points of Highway 20 in Lévis and Highway 40 in Quebec is about 11 kilometers, thereby raising questions about the effectiveness of this plan in easing traffic congestion.

In a previous report, CDPQ Infra voiced concerns regarding the validity of the chosen corridor, highlighting several red flags, such as complex infrastructural requirements involving extensive tunnels and tranches, as well as significant environmental constraints marked by the riverbanks and cliffs controlling navigable waterways. The current origin point of the proposed route in Lévis also emerges as less appealing due to its distance from urban density zones.

Despite these criticisms, the Legault government has proclaimed this new approach as the best option for cost efficiency, asserting that it will enhance regional traffic flow. Nevertheless, several pivotal queries persist: How will the tunnel integrate with the existing urban framework of Quebec City? Will public transport be effectively incorporated into this framework? The final design and budgetary estimates are slated for reveal in the fall, leading to an air of anticipation regarding the full details.

Transport Minister Geneviève Guilbault has advocated for the third highway link, underscoring it as a key project that resonates with the public’s needs. However, skeptics argue that this assertion lacks substantial backing. For instance, Guilbault posited that motorists would inevitably save commuting time without detailing the metrics or data to support this claim. Furthermore, she suggested that the project would incur lower costs than the previously proposed eastern bridge, despite the need for complex tunneling and highway trenching.

Guilbault has taken a staunch position, claiming that her party, the Coalition Avenir Québec (CAQ), is the only one capable of delivering on this promise, portraying dissenting parties such as the Liberal Party, the Parti Québécois, and Québec Solidaire as disrespectful to the citizens’ desires. She vehemently reinforced her intent to ensure the project’s continuation, regardless of the outcomes of the upcoming 2026 elections, which adds a layer of political intrigue to this already complex infrastructure endeavor.

Criticism has also emerged from local political figures. Quebec City Mayor Bruno Marchand expressed his preference for a downtown-to-downtown transit project and has raised concerns regarding the potential influx of vehicle traffic in more densely populated areas. In contrast, Lévis Mayor Gilles Lehouillier expressed satisfaction with the CAQ’s current direction.

As the discourse surrounding this evolving project unfolds, it reflects broader societal dynamics as well as the various competing interests of urban development, environmental preservation, and public transportation efficacy. The project has undergone numerous transformations since its inception in 2019, where an initial plan for a tunnel emerged, and subsequent iterations included proposals for both a bi-tube and a direct transit link.

In essence, the narrative around the third highway link is one of continuous progression toward a definitive and politically significant infrastructure solution. Each proposal has sparked debates not just about engineering and logistics, but also about urban identities, cultural heritage, and environmental sustainability. The stakes are high, and as the government gears up to present final plans come autumn, it remains to be seen how this project will ultimately reshape the landscapes of Lévis and Quebec City.

As the landscape of infrastructure in Quebec evolves, this project stands as a prime example of the intersection of political aspiration, urban necessity, and public inclination. Whether this new incarnation of the third highway link will fulfill its promise remains to be seen, but the dialogue around it undeniably reflects the heart and soul of the communities it aims to serve.

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