GATINEAU, Quebec — The first segment of Canada’s planned high-speed rail line will be built between Montreal and Ottawa, according to a news report ahead of an official announcement planned for later today (Dec. 12).
The French-language arm of the CBC, Radio-Canada, reports that sources said the decision reflects geography: the approximately 200-kilometer (124-mile) segment is both the shortest and the flattest. This approach would be similar to that of the first segment of California’s high-speed project, which is being built in the state’s Central Valley, avoiding major tunnel projects and other construction challenges involving mountain crossings.
An Ottawa-Montreal segment will require the project to confront the lack of a clear route to downtown and Montreal’s Central Station, although the solution may simply be to go elsewhere. Martin Imbleau, CEO of Alto, the crown corporation that will oversee the project, said earlier this week that the high-speed route is not likely to serve Toronto Union Station, but would seek a station “in the vicinity of Union Station” that would be “economical” and “reliable.” Montreal could see a similar course of action.
Former Prime Minister Justin Trudeau announced plans for the high speed project, as well as Ca$3.9 billion in funding, earlier this year [see “Canadian government announces plans …,” Trains.com, Feb. 19, 2025]. The Cadence consortium signed a contract for development of the project in March [see “Cadence consortium signs …,” March 21, 2025]. The government has said the high-speed line will be among the projects addressed by a new Major Projects Office intended to fast-track major infrastructure work [see “Montreal’s container port ….,” Sept. 13, 2025].
— This is a developing story and will be updated as additional information becomes available. To report news or errors, contact trainsnewswire@firecrown.com.
Well, at least this route is between two major cities and not in a rural valley. First job is to lay out a straight route and estimate the acquisition cost, including legal costs for recalcitrant landowners. What are the Canadian laws on eminent-domain seizures?
Only if these steps are achieved on time and on budget should the project continue. This includes the location of each terminus in a logical and accessible location.
Not that the formula would work in the US or Canada, but the discussion of trying to reach Union Station reminds me of the Shinkansen station siting in many Japanese cities. You will run across stations like “Shin-Osaka” and “Shin-Aomori” (“shin” being Japanese for “new”) where the Shinkansen station was built outside of the city center and has an indirect connection to the city’s central station. The JR companies have then developed the real estate at and around these new station sites to bring in income for the railroad. This “train in the basement” approach is a little like what Brightline is trying in Florida. I have my doubts on how well this will work in North America where land is more plentiful. Even in Japan, Shin-Osaka is a bustling city in itself, whereas the more rural Shin-Aomori is still not much more a station in a residential neighborhood.
If you want to know how much rail transportation matters in North America, I could point to two of the fastest growing and prosperous cities, Madsion and Columbus. Madison had a few trains until 1971, none of them worth riding, and nothing since. Columbus had one truly pathetic train until around 1979, and nothing since. I was in Columbus some time in the 1980’s. I asked to see Union Station. It was gone and the entire site was built over with other uses.
One of the reasons I have zero confidence in Brightline West is that the proposed terminus station in Rancho Cucamonga is insufficient for a metro area the size and population of a state, nor is it well located for most travelers.
The key to public transportation is a network of routes and services and connectivity. One high-speed railroad, no matter how much you spend on it, means nothing.
Bonjour matin, mes chers amis canadiens. Bienvenue au California de nord-est. Here we go again! Start with the easy segment. When that segment comes in a decade late and three times over budget, start thinking about the segments that are more difficult, more time-consuming, more expensive, but are of much greater consequence.
In the meanwhile, in the interim, perhaps think about making VIA, which you already have, something better than the world’s laughingstock.