Done right, high-speed rail could be transformative. It has the potential to reduce emissions, connect major economic regions, ease pressure on airports and highways, and offer Canadians a fast, reliable alternative to short-haul flights and long drives. But high-speed rail cannot succeed as a standalone megaproject surrounded by a fragmented and underfunded transportation network.
The public debate around Alto, the proposed high speed rail project that would connect Quebec City to Toronto, has largely focused on whether or not Canada should build high-speed rail at all. And to be sure, there are legitimate concerns that need to be addressed. The project could cost upwards of $90 billion to build over several years and the route would cut across farmland, forests and wetlands. For politicians in Ottawa, or for folks in boardrooms in Toronto, this could feel like an abstract “nation building” project. But for people along the route, like farmers and rural communities, it’s anything but abstract. They feel the impacts on their land more than anybody else and deserve meaningful consultation and strong environmental protections.
On top of this, many folks, both urban and rural, are probably left wondering why we would prioritize high speed rail when they struggle to connect to neighbouring communities or major urban hubs due to years of decline and neglect of local transit, intercity bus and passenger rail service. It’s understandable — chronic underfunding has forced many systems into service cuts and fare hikes, particularly as senior levels of government resist providing the operating funding municipalities desperately need.
But this should not be framed as an either-or choice. The question we should be asking isn’t if high-speed rail should move forward. We should be asking whether Canada is prepared to build the broader transportation system needed for high-speed rail to succeed. Nation-building means investing in transformative projects like high-speed rail while also strengthening the local and regional transit networks Canadians rely on every day.
Examples from other countries show that high-speed rail works best when it is part of a broader, integrated public transportation system. In Japan, bullet trains are supported by extensive local rail, regional rail and bus networks that make it possible for passengers from smaller communities to seamlessly connect into the system.In France too, high-speed rail’s success relied on investments in local transit, regional trains and station-area planning. In some corridors, rail is now competitive with or faster than flying.
To be successful and accessible to the broader public, high-speed rail also needs to be an affordable service. If a ticket costs more or just as much as a flight, many will be priced out, while those that can afford it will probably just stick with flying.
Canada’s transportation status quo can’t continue. We need to think bigger. Building high-speed rail must be part of a broader nation-building project that includes investments in local transit, regional rail and rural bus networks. High-speed rail will be strongest when it is connected to a transportation system that works for people across the country. High-speed rail will only succeed if the rest of our transportation system succeeds alongside it.
