Last Monday, the Québec government unveiled the Réseau express de la Capitale (REC), presented as “its vision for public transit in the Québec City metropolitan region.” This overarching vision is based on the complementarity of four major projects: a new 20 km tramway line, an 8.3 km tunnel between Québec City and Lévis, the development of 100 km of dedicated bus lanes toward suburban areas, and improved service to the South Shore through the interconnection of the two bus networks north of the bridges, along with the creation of dedicated bus lanes on two segments of Guillaume-Couture Boulevard in Lévis (less than 5 km)[1],[2].

At first glance, it is clear that no existing car lanes will be removed and that the dedicated bus lanes will be created by widening current road infrastructures. The graphic reference to Montréal’s metro map may seem somewhat misleading, as three of the four projects are not, strictly speaking, public transit lines, but rather widened highways designed to better accommodate public transit without hindering automobile traffic.

Contrary to what one might assume, this is not about reigniting the debate between drivers and public transit users, nor is it about criticizing suburban living. Suburbs offer undeniable advantages that cities cannot, just as cities offer benefits suburbs cannot provide. Everyone is entitled to their opinion based on their lifestyle and habits. However, traffic, land-use planning, urbanism, and sustainable development are fields grounded in science. Decisions regarding a project such as the REC should therefore be guided by objective, evidence-based data. Expert opinion should weigh far more heavily than public perception. With that in mind, here are a few facts and theories that prompt us to question this project.

It is often said that drivers pay for other people’s public transit. Yet a study conducted by the Centre de recherche en aménagement et développement (CRAD) shows that solo driving is the most costly mode of transportation for society. According to Jean Dubé, a CRAD researcher, for every dollar a motorist spends on their own transportation, it costs society five times more than a dollar spent on public transit [3].

Another common belief is that expanding road infrastructure helps reduce congestion. In the short term, widening a highway can indeed ease traffic. However, studies show that after a few years, the opposite occurs: increased capacity leads to increased demand and generates additional traffic, known as induced demand. This phenomenon results from profound changes in land use and travel behavior brought about by improved infrastructure. In economics, this is referred to as demand elasticity.

Following this logic, improving public transit infrastructure should incentivize people to use it, increasing its popularity and helping remove cars from highways—thereby actively reducing congestion. However, when a new highway link is created, even if it includes dedicated bus lanes, it is likely that this new fast automobile route will compete with public transit. Moreover, such a link will almost certainly alter user behavior until it too reaches saturation. The literature is clear: road congestion cannot be solved by increasing road capacity. The decisions we make today will directly shape our behavior tomorrow.

Perhaps a third link is needed—but the real question is: for what purpose? What would be the ideal solution? What use would truly address the current and anticipated needs of the greater Québec City region? These are questions that may find answers in the coming months. One can only hope that, as a society, logic and science will guide our choices.

Given our involvement in major transportation projects in Québec City, Montréal, and elsewhere, we are interested in your perspective: what are your thoughts on the new Capitale Express Network?

References

[1] Vision gouvernementale du Réseau Express de la Capitale

[2] Projet de transport en commun sur boulevard Guillaume-Couture

[3] Jean Dubé est directeur de l'École supérieure d'aménagement du territoire et de développement régional de l'Université Laval (ÉSAD) et chercheur au CRAD. Entrevue à FM93 et consulter d'autres prises de positions du CRAD dans les médias.

[4] Quelques organismes consultés : Accès Transports Viables, Vivre en ville, Conseil régional de l'environnement – région de la capitale nationale, etc 

Images: Réseau Express de la Capitale