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由于冬天高速公路上驾驶很危险，转展于各机场也有诸多不便，而且经常出现航班延误，政府现在的方案提高魁北克市至温莎的列车班次，速度是90-120/公里，也许可以更快一些。
并不期望魁北克市到温莎1000公里全程高铁，支持蒙特利尔，渥太华，多伦多建高铁，这三个城市人口占加拿大总数的三分之一。
成本的确很高，魁北克市至温莎1000公里，预算为800亿，每公里8千万，比欧洲的3千2百万高2倍半。
It’s high time for a high-speed train in Canada
trainA Eurostar train is parked at a platform of the Paris' Gare du Nord station on Thrusday. STEFANO RELLANDINI / AFP via GETTY
Éric Blais Contributor
Aug 6, 2023
Every winter at Mont-Tremblant, skiers are swiftly whisked to the peak by the TGV chairlift, enjoying its promise of high speed — a reference to France’s Train à Grande Vitesse (TGV). It’s not just about thrill-seeking; it’s about efficiency, about maximizing the day. Every G7 nation, save Canada, has embraced high-speed rail travel, even the U.S. along its Boston-Washington corridor.
Over the past 40 years, I’ve traversed the Toronto-Montreal corridor by car, plane, and train. Each mode has its pains: treacherous Highway 401 drives in winter, flight delays, or the inconvenience of airport choices. Often, a simple leg like Cobourg to Toronto by car takes longer than Montreal to Brockville. Why shouldn’t we have a swifter, efficient, and perhaps safer alternative?
Let’s look at some numbers. A third of Canada’s population is concentrated in the Toronto, Montreal, and Ottawa areas. Add to that the frequent travellers from other regions and we have a sizable demand for a high-speed connection along this corridor.
Now, the elephant in the room: the cost. A high-speed train will sound like another tax to many Canadians. An $80 billion price tag for a full high-speed train riding on 1,000 km of rails between Windsor and Quebec City priced at $80 million/km, which seems high compared to the $32 million/km for many TGV projects in Europe, according to a 2018 report. But let’s weigh this against the advantages: massive time savings, potential job growth and a significant boost to regional economies.
Ottawa’s current plan indicates a preference for a high-frequency rail, enhancing speeds from 90 km/h to a still-modest 120 km/h. However, their recent call for proposals hints at a possibility for something even faster. We could be talking about travelling at speeds rivalling the iconic European TGVs, cutting down travel times dramatically.
We certainly don’t need another Mirabel airport, but we need to think about the long-term and look for value for money. I’m not holding my breath for a high-speed train service between Windsor and Quebec City, but I am for one between Toronto and Montreal.
My plea to Ottawa: Consider a higher frequency for Windsor-Toronto, Montreal-Ottawa, and Quebec City-Montreal. This would cater to more regular commuters. And for the Toronto-Ottawa-Montreal stretch, a high-speed train. Even if the fare matches a flight ticket, think about the convenience — departing from downtown Toronto and arriving in the heart of Montreal in under two hours.
In the mid-’80s, New York City’s Metropolitan Transportation Authority offered the JFK Express for travellers who wanted to “take the train to the plane,” highlighting the smooth transition from rail to flight. Imagine, for millions of Canadians, a journey without the pain — all aboard a train. Isn’t it high time we caught up?
Éric Blais is the president of Headspace Marketing in Toronto.
并不期望魁北克市到温莎1000公里全程高铁，支持蒙特利尔，渥太华，多伦多建高铁，这三个城市人口占加拿大总数的三分之一。
成本的确很高，魁北克市至温莎1000公里，预算为800亿，每公里8千万，比欧洲的3千2百万高2倍半。
It’s high time for a high-speed train in Canada
trainA Eurostar train is parked at a platform of the Paris' Gare du Nord station on Thrusday. STEFANO RELLANDINI / AFP via GETTY
Éric Blais Contributor
Aug 6, 2023
Every winter at Mont-Tremblant, skiers are swiftly whisked to the peak by the TGV chairlift, enjoying its promise of high speed — a reference to France’s Train à Grande Vitesse (TGV). It’s not just about thrill-seeking; it’s about efficiency, about maximizing the day. Every G7 nation, save Canada, has embraced high-speed rail travel, even the U.S. along its Boston-Washington corridor.
Over the past 40 years, I’ve traversed the Toronto-Montreal corridor by car, plane, and train. Each mode has its pains: treacherous Highway 401 drives in winter, flight delays, or the inconvenience of airport choices. Often, a simple leg like Cobourg to Toronto by car takes longer than Montreal to Brockville. Why shouldn’t we have a swifter, efficient, and perhaps safer alternative?
Let’s look at some numbers. A third of Canada’s population is concentrated in the Toronto, Montreal, and Ottawa areas. Add to that the frequent travellers from other regions and we have a sizable demand for a high-speed connection along this corridor.
Now, the elephant in the room: the cost. A high-speed train will sound like another tax to many Canadians. An $80 billion price tag for a full high-speed train riding on 1,000 km of rails between Windsor and Quebec City priced at $80 million/km, which seems high compared to the $32 million/km for many TGV projects in Europe, according to a 2018 report. But let’s weigh this against the advantages: massive time savings, potential job growth and a significant boost to regional economies.
Ottawa’s current plan indicates a preference for a high-frequency rail, enhancing speeds from 90 km/h to a still-modest 120 km/h. However, their recent call for proposals hints at a possibility for something even faster. We could be talking about travelling at speeds rivalling the iconic European TGVs, cutting down travel times dramatically.
We certainly don’t need another Mirabel airport, but we need to think about the long-term and look for value for money. I’m not holding my breath for a high-speed train service between Windsor and Quebec City, but I am for one between Toronto and Montreal.
My plea to Ottawa: Consider a higher frequency for Windsor-Toronto, Montreal-Ottawa, and Quebec City-Montreal. This would cater to more regular commuters. And for the Toronto-Ottawa-Montreal stretch, a high-speed train. Even if the fare matches a flight ticket, think about the convenience — departing from downtown Toronto and arriving in the heart of Montreal in under two hours.
In the mid-’80s, New York City’s Metropolitan Transportation Authority offered the JFK Express for travellers who wanted to “take the train to the plane,” highlighting the smooth transition from rail to flight. Imagine, for millions of Canadians, a journey without the pain — all aboard a train. Isn’t it high time we caught up?
Éric Blais is the president of Headspace Marketing in Toronto.
