High frequency train | Door open at high speed, without guarantee

The Acela – which travels at high speed on certain sections in the American Northeast – inspires Ottawa in the project of the high frequency train (TGF) between Quebec and Windsor. When you look at it more closely, the time savings are likely to be limited.

Operated by Amtrak, this American train can reach a maximum speed of around 240 kilometers per hour between Boston and Washington. The problem: this is only possible on about 10% of the section of some 730 km.

“Any increase in speed is welcome, but long dedicated corridors are necessary to make significant gains, otherwise it’s like driving a Porsche on Décarie at rush hour,” summarizes the transportation planning expert at the University of Montreal Pierre Barrieau.

It was a senior Transport Canada official who brought up the Acela on Friday during a technical briefing where the federal government made it clear that the TGF could have higher-speed segments – in addition to above 200 km/h – if it is profitable.

Despite the exits of the Legault government and other Quebec municipalities in favor of the high-speed train (TGV), Ottawa still rules out this scenario on the entire section. It is repeated that the bill would be too high because many viaducts and tunnels would have to be built to avoid level crossings. The Trudeau government is however open to listening to proposals from the private sector for certain segments.

“However, it has to make economic sense,” said federal Transport Minister Omar Alghabra at a press conference at Montreal’s Central Station, accompanied by his colleague at Canadian Heritage, Pablo Rodriguez, and President and CEO of VIA Rail, Martin Landry.

These kicked off the requests for qualification, a process aimed at selecting three consortia that will later be invited to propose scenarios for what is presented by the Trudeau government as the “largest infrastructure project that Canada has ever known”.

Expected details

Many questions remain unanswered. It is still unknown how much the TGF will cost. The range of 6 to 12 billion previously offered by Mr. Alghabra no longer holds and the latter prefers not to advance on forecasts. Moreover, the Minister did not want to give an idea, for example, of the proportion of the 1000 km section where the trains could run at more than 200 km/h. The Minister of Transport did not want to go as far as his officials about the Acela – built by Alstom.

Previously released indicators, such as the top speed of 200 km/h and a travel time of approximately 4 h 10 min between Montreal and Toronto, are now starting points. Ottawa believes it is possible to do better.

According to Mr. Barrieau, the Acela is in a way the model not to be reproduced. This is “high performance” rolling stock which runs on an “old” railway corridor which has not received the desired facelift, underlines the expert.

“At 10% high speed, it’s not worth the effort,” he says. On the other hand, if we can reach 30 or 40% of places where trains can run faster, then we can start dreaming of interesting gains. »

A government document obtained by The Press had already identified the corridor between Montreal and Toronto as one of the most favorable in North America in terms of the TGV. The Trudeau government prefers the TGF formula. He is betting that a greater number of trains circulating on dedicated tracks will stimulate ridership.

The three consortia that will be invited to take the next step should have been selected in the summer. The launch of the request for proposals is expected around next September.