Tuesday, May 12, 2026
The Canadian transportation landscape is on the verge of a historic transformation, on a scale not seen in generations. For decades, high-speed rail in Canada existed primarily on wish lists—debated, studied, and repeatedly shelved. However, with the announcement last year by Alto, the Crown corporation tasked with building a high-speed rail link between Toronto and Quebec City, of the development of the first phase of the project, with an initial investment of $4-billion over six years, and the awarding of a contract to a consortium, the dream has become a reality.
During a recent keynote address at the Empire Club of Canada, Martin Imbleau, CEO of Alto, detailed the project, which he said represents a pivotal shift from the conceptual “why” to the practical “how.” With construction on the first segment between Ottawa and Montreal slated to begin in 2029-2030, Imbleau’s message was a direct call to action for the country to prepare for a “weapon of mass construction” that will redefine Canadian mobility.
With dedicated passenger tracks and peak speeds of up to 300km/h, Alto will significantly reduce travel times—even halve it in some cases—between major cities in the Toronto–Québec City corridor.
Imbleau leads the dedicated project office for Alto, Canada’s first high-speed rail network. With a career spanning three decades in major project development, Imbleau is tasked with overseeing the “super team” responsible for the technical, environmental, and community-based delivery of the 1,000-kilometre corridor. Under his leadership, Alto has transitioned from a long-discussed concept into a multi-billion-dollar pre-construction reality that aims to connect 40 per cent of Canada’s population.
“This is a generational investment in Canada’s economic future,” he said. “We’re building something that will redefine how we live, we move, and we connect across this country. The question is no longer why; it’s how.”
Meeting the mobilization challenge
Building a 1,000-kilometre high-speed rail network is an undertaking that will require what Imbleau calls a “super team.” Alto has already launched a pre-construction phase, partnering with the Cadence consortium, made up of: AtkinsRéalis, CDPQ Infra, Keolis, SYSTRA, SNCF Voyageurs, and Air Canada.
Unlike some previous infrastructure models, Alto is utilizing a shared delivery approach designed to protect the public interest. While the private sector provides expertise and capital, the infrastructure—including tracks and stations—will remain 100 per cent publicly owned. Imbleau stressed that as a dedicated project office, Alto’s role is to ensure strong oversight and disciplined governance over these public assets.
“2025 was a pivotal year,” Imbleau noted. “It marked the moment Alto became real.” The challenge now lies in the sequence of delivery. While many have asked why construction isn’t starting in the densely populated Toronto hub, Imbleau explained that Toronto’s constrained transportation system makes it a place to apply lessons learned rather than a place to experiment. By starting with the Ottawa-Montreal segment, the project can validate assumptions and manage scope responsibly before expanding east and west.
The economic engine
The scale of Alto is staggering. To build the network, Canada will need 4,000 kilometres of steel tracks—enough to make ten round trips to the International Space Station. But the project’s impact is measured in more than just materials; it is an industrial accelerator, according to Imbleau, consisting of:
Workforce Requirements An “army” of 50,000 experts will be required, including welders, surveyors, electricians, and crane operators.
Economic Impact The project is projected to have a $25 billion impact on Canada’s GDP, representing a 1.1 per cent boost to the national economy.
Supply Chain Under a “Buy Canada” policy, Alto intends to use Canadian materials and labour to scale domestic industries, particularly the steel sector.
Indigenous Partnership Engagement with Indigenous communities is a core pillar to ensure the project creates lasting economic opportunities and ownership for Indigenous businesses.
Imbleau was clear about the risks of further delay. “Inertia comes with a price tag,” he warned, noting that without this investment, Canada’s economy risks falling further behind G20 nations.
A new reality for commuters
At its heart, Alto is a solution to a looming capacity crisis. With travel demand in the Toronto-Quebec City corridor expected to grow by 30 to 40 pe cent as the population expands, existing infrastructure cannot keep pace. Imbleau pointed out that even maintaining today’s level of mobility would require massive investment; without Alto, that capacity must be found somewhere else.
The vision for Alto is one of frequency and reliability: 20 to 25 departures daily, with trains every 30 minutes during peak times. By connecting the two largest economic centers—Toronto and Montreal—in just three hours, the rail line will effectively make the country “smaller” in the best way.
“Imagine stepping into a train in Peterborough on a snowy day and getting to Toronto before your coffee even cools off,” Imbleau said. This level of connectivity allows the labour market to expand, he added, as workers can access a wider pool of jobs without the need to relocate. Businesses can spend less time moving people and more time on production, driving national productivity.
Lessons from global excellence
Canada is not an exception to the laws of transportation gravity. Imbleau cited international examples to illustrate the transformative power of high-speed rail. In France, the TGV created a domestic supply chain employing tens of thousands and made the country feel more connected. In Spain, 3,000 kilometres of rail built over 30 years unlocked demand no one saw coming. On the Madrid-Barcelona corridor, 30 per cent of passengers are people who simply did not travel before the high-speed option existed.
Alto aims to replicate this success by offering a service that travelers can rely on at competitive prices. The project is not intended as a “niche service for the happy few,” said Imbleau, but as an accessible alternative for millions, including the eight million Canadians living with disabilities.
The success of high-speed rail relies heavily on how it connects to the life of the city. Imbleau noted that Alto’s 300 km/h trains must integrate seamlessly with local transit networks. This integration opens the door to wider urban development, including much-needed housing near stations.
Regarding the specific path the trains will take, Imbleau asked for patience. While Union Station in Toronto is absolutely being considered, it is not the only option on the table given the density and complexity of downtown Toronto. The technical requirements of high-speed rail are rigid; trains traveling at 300 km/h require very straight alignments with only gentle curves. This limits flexibility in layout and necessitates careful coordination with various levels of government and local landowners.
Respectful land access and collaboration
As the project moves toward picking a precise alignment, the approach to land access will be critical. Alto is committed to acting with respect toward landowners, recognizing that concerns differ between dense urban environments, suburban communities, and farmland.
The priority said Imbleau is to reach “willing seller, willing buyer” agreements. While expropriation remains a necessary tool to ensure the project meets its promises to all Canadians, it will be used as a last resort to move transactions forward in a defensible way.
“Alto will succeed if and only if it is built in collaboration with communities,” Imbleau emphasized. This is why the project has launched a three-month public consultation phase across the corridor. Listening to the public before final decisions are made is essential for creating clarity and ensuring the project serves the needs of those it impacts.
The Road Ahead
The timeline for Alto is ambitious but doable if preparation starts today, said Imbleau.
Following the launch of public consultations, Imbleau stated that the next several years are meticulously mapped out:
2026 Public consultations, refining the alignment, and presenting a precise proposal to communities.
2027-28 Intensive engineering work and securing necessary environmental and building permits.
2029 Market preparation, awarding contracts, utility work, and first underground activities.
2030 Commencement of construction in the Quebec, Ottawa, and Montreal segments.
Imbleau concluded by acknowledging that the road will not be easy. It will test the country’s coordination across jurisdictions and its capacity to stay the course over many years. However, the end goal—24 million trips a year and 24 million new connections—is a prize that Canada cannot afford to ignore.
By moving from study to action, Imbleau believes Alto is not just building a rail line; it is building a more productive, connected, and prosperous Canada for generations to come.
John Tenpenny is the Editor of ReNew Canada.
[This article appeared in the May/June 2026 issue of ReNew Canada.]
Featured image: During a recent keynote address at the Empire Club of Canada, Alto CEO Martin Imbleau, CEO detailed the high-speed rail project, which he said represents a pivotal shift from the conceptual “why” to the practical “how.” (Empire Club of Canada)
