Anyone still hoping for an express train between Quebec and Ontario will have to be patient. The desired speed, the planned timetable and even the preliminary budget for the construction of the country's first high-frequency train (TGF) are still unknown.
The CEO of the new VIA Rail subsidiary responsible for this new electric train project was invited to the podium of the Montreal Metropolitan Chamber of Commerce (CCMM) on Tuesday and, without answers to these questions, is likely to have difficulty convincing his audience of his chances short or medium term performance.
“We don’t know anything because we are in the development phase of the project,” defended Martin Imbleau, president and CEO of VIA TGF-HFR, to Le Journal on the sidelines of his conference. To develop a project of this magnitude, you have to take the time to develop it well and ensure it is accepted and wanted by communities.”
“It's a little frustrating in terms of communication not to have answers to all these questions,” added the former vice president of Énergir (formerly Gaz Metro) and Hydro-Quebec. But this is how projects die, namely because the basic principles are determined far too early. The right way is gradual, careful and slow development to quickly implement a project.”
- Listen to the interview with Charles Milliard, President and CEO of the Federation of Chambers of Commerce QUB :
The mandate he agreed to take on six months ago is to develop a “fast, reliable and environmentally friendly” rail link of almost 1,000 kilometers between the cities of Quebec and Toronto, with stops in Trois-Rivières, Laval, Montreal, Ottawa and Peterborough. If the project were to be implemented by 2059 (in 25 years), no fewer than 17 million passengers would use it per year, we read on the website.
The operation will be transferred to the private sector
The new state-owned company was launched by Justin Trudeau's Liberal government in December 2022 – 14 months ago – and launched a request for proposals to three previously selected international consortia in October.
VIA TGF asked them to develop rail connectivity scenarios: one with a “minimum speed of 200 km/h as a maximum speed” and the other without any maximum speed limit.
“Photo from VIA TGF website.”
“Tell us what we are doing to be as quick as possible. Two things are fast: the speed of the train and the travel times, summarizes Mr. Imbleau. Travel times must be as short as possible. Fewer stops, direct infrastructure, fastest possible entry and exit from cities.”
After receiving these scenarios, the government will select the private consortium to develop the project by the end of 2024. The infrastructure will be financed from public funds and the operation of the service will be transferred to the private sector, said the project manager.
When does the work start? When will the first connection be opened? The CEO avoided comment on this and merely said that he hoped that this project would be realized during his lifetime. However, the 51-year-old man shows no signs of fatigue.
The chamber remains skeptical
Michel Leblanc, CEO of the CCMM, was visibly surprised by the little information communicated about this project and told the press that he was ready to give the runner a chance.
Michel Leblanc, CEO of the Montreal Metropolitan Chamber of Commerce. Chantal Poirier / JdeM
“Look, we've all seen decades of discussions about a TGV and then a high-frequency train… What I've never seen is a commitment from the Canadian government in terms of money, a structure, a call for proposals… So I’m willing to believe it.”
However, the latter expressed skepticism about the ability of the new VIA subsidiary to create a TGV that could connect the main stations of the cities of Montreal and Toronto as desired.
A goal that, in his opinion, could be difficult to achieve without foreseeing large sums of expropriation. “Perhaps the problem is that there are additional costs to achieve this. At this point you would need a good plan B.”
The three private consortia selected
Cadence: Caisse de dépôt etplacement du Québec, Keolis, Systra and AtkinsRealis, the Montreal engineering firm formerly known as SNC-Lavalin.
Developers of intercity railways: Intercity Development Partners, EllisDon Capital, Kilmer Transportation, First Rail Holdings, Jacobs, Hatch, CIMA+, First Group, Meridiam, Renfe Operadora and RATP Dev Canada.
QConnexiON railway partners: WSP, Fengate, John Laing, Bechtel and Deutsche Bahn.