Giuseppe Valiante, Canadian Press
Sunday, January 6, 2019, 7:30 AM EST
MONTREAL – In a state of self-esteem in Quebec, residents can not talk about what's called "third-party link" – the bridge or tunnel that crosses the San Lorenzo river.
Newsletters and talk radio are consumed by debate, and journalists regularly ask about project politicians.
The third link describes the need to reduce traffic congestion and increase economic growth or dullness – an obsolete idea of obsessed culture of cars and opportunities for unparalleled public transport for blind people.
Others have called a project called "chimera" among the right radio hosts. Rarely, a public infrastructure in Québec has proposed a public infrastructure adopted by this mythical quality.
The provincial government, whose election base in Québec and neighboring Québec, announced the commitment to build a third link in September and "first land" before the first mandate of the Prime Minister Francois Legault before the end of 2022.
But the city's young and left-wing politicians are fighting to persuade the provincial capital to bridge the two bridges linking the neighborhoods of San Lorenzo.
"The people against the project were quiet (before October 1) before the elections," said Professor of Science at the University Laval, Jean Mercier, a city transport expert. "Now, the third link is a frontal deal."
Quebec's solidaire, the left-wing Quebec party founded in 2006, became the second Quebec seaport in Québec Quebec. Catherine Dorion recently linked cocaine to the third link.
"The new freeway is like a coke line," said Dorion in a video he made in November. "People say:" I will take it. I drank less. I'll get energy. "But an hour later does it take place? You need another chair. That's our problem. It's dependence on cars."
Other third-party links are the rivalry of students and "milaikal" IT and video game industries that are historically westward in the popular district, said Mercier.
"These people live in the middle, they say they want to live in a real city," explains Mercier. "And the real city has a public transport system, these people have a new voice (talk)."
What sets the third link project is different than what is popular amongst the population and that the government may have been built in accordance with the government, despite the fact that it is contrary to most transport experts. Cost of the project cost from $ 4 million to $ 10 million.
Economist Jean Dube, from Laval University, also said that the third ties do not support the argument that reduces congestion. Many studies have shown that people are building new highways when they are farther downtown, increasing the city's expansion, and finally, by the way of new roads, he said.
"It's also difficult to justify the level of the economy," Dube said in the interview, when they broke through the compact traffic of the city, they only occur when they enter or crash in these two bridges. Public announcement is considered by many people who carry a lot of people, he added. "The car is still seen here as a symbolic success".
Mercier agrees to join Dube that the third link project has gotten a clear view, as politicians do not want drivers.
But before the construction began in 2022 the order would be high, he said. The project is currently under examination and a report commissioned by Mayor Regis Labeaume should be 16 years old at the end of February to build a new bridge for 17 years.
"Avenir Quebec Coalition is not the first government that does not comply with the election promise," Mercier said.
For now, the city's motorways connect two riverside banks: the bridge Pierre Laporte and the Quebec bridge. There is also a Levis ferry on the southern coast.
And it's not the city's leaders, aside from public transport. In the end, Labeaume announced a 23-kilometer electric tram project, as expected in 2026. Unlike the third, the federal government will help to fund the trap.