High frequency train | Alstom pleads for a “21st century solution”

A “21st century solution^e century” – high speed – is essential to improve rail service between Quebec, Montreal and Toronto, believes Alstom, inviting Ottawa to think bigger with the high frequency train (TGF). The door is said to be open, according to government documents.

Julien Arsenault
The Press

Spending more than four hours on a train to travel between the metropolis and the Queen City, as currently planned by the TGF, “is much too long” to encourage the population to turn their backs on the car or the aircraft,” says Michael Keroullé, President of Alstom Americas.

“We think that the right level is a journey time under three hours, he said on Monday during an interview with The Press, in the margin of an advertisement (see capsule). For us, we must go for a solution of the XXI^e or XXII^e century. It’s high speed. »

The TGF provides for the construction of dedicated rail lines in the corridor between Quebec and Toronto, which is not currently the case. This would allow trains to run faster, up to 200 km/h. A high-speed train (TGV) can reach 300 km/h.

Totally in agreement with the construction of reserved lanes, the world number two in rolling stock believes that the Trudeau government should seek to combine frequency and speed.

“We have experience of TGVs in countries like France, Italy, Germany and Spain,” underlines Mr. Keroullé. For this to work sustainably and for a long time, speed is important. We are aware that each country is different, but it worked like that everywhere. »

A nearby model

According to Mr. Keroullé, Ottawa could draw inspiration from a project south of the border in which Alstom is involved: the Acela, an Amtrak train (built by the French giant) which runs in the rail corridor of American Northeast and which connects cities like Boston, New York and Washington. On some sections, trains can travel at over 250 km/h.

“What we say to the government is: don’t think that you have to choose today between frequency and speed, you can have both”, affirms the president of Alstom Americas.

The Trudeau government has already said it has analyzed the TGV option, but it decided in favor of the frequency. The bill for a TGV between Quebec and Toronto could amount to 65 billion, according to estimates by Transport Canada. Mr Keroullé also acknowledged that Alstom’s proposal involves a “higher level of investment”.

Nevertheless, a document from the Joint Project Office — under the responsibility of VIA Rail and the Canada Infrastructure Bank — obtained by The Press last fall revealed that the corridor between Montreal and Toronto would be one of the most suitable for the TGV in North America.

Specialist in transport planning, Pierre Barrieau, of the University of Montreal, is not surprised by the exit of Alstom. If he agrees with certain arguments of the French giant, the expert adds that there is a commercial logic in the background.

“For North America, Alstom only has TGVs in production,” says Mr. Barrieau. Siemens does not have TGV and CAF either. When we look at this aspect, there is a trade war that will be played out on speed. »

Modified criteria?

Several steps must be taken before the groundbreaking ceremony for the TGF, scheduled for the middle of the decade. Ottawa, which is seeking the opinion of the industry, does not seem reluctant to change its tune, according to a 23-page document published online last month. Among the 71 questions received by Transport Canada, the aspect of train speed “limited to 200 km/h” was raised twice.

“Higher speeds in certain segments may be considered if they represent good value for Canadians,” the document responds.

When questioned, the office of Transport Minister Omar Alghabra replied that the “minimum standards” of the project had been defined and that Ottawa would “certainly welcome proposals that aim for more speed, frequencies and more ambitious journey times”. .

Minister Alghabra’s office refused to go further on the subject.