Joint Project Office: High Frequency Rail Project Business Case Update

This study was prepared in December 2021 by the Joint Project Office (JPO), a partnership between VIA Rail Canada and the Canada Infrastructure Bank. It looked at a plan to improve rail service in the Toronto–Québec City corridor using a new conventional rail system called high frequency rail. The study helped guide early decisions on alignment, technology, and procurement.

On this page

• Important Update
• Background
• What we studied
• Conclusions

Important Update

In February 2025, the Government of Canada announced it would move ahead with a high-speed rail solution rather than conventional rail. As a result, certain content in the study—particularly journey times, design, construction and operating costs, ridership and revenues and related assumptions— are outdated and should not be relied upon in the context of high-speed rail. Please refer to the following document for the most up-to-date information: Fast Forward: Shaping Canada’s Future with a High-Speed Rail Network.

Background

The High Frequency Rail project focused on Canada’s busiest travel corridor with the goal of improving reliability, reducing travel times, and offering more frequent service.

What we studied

The Joint Project Office looked at different options:

• Route: Three routes were studied using Net Present Value (NPV) analysis and other characteristics. The preferred route connects Toronto directly to both Ottawa and Montreal. The line from Montreal to Québec City would follow an existing freight route along the St. Lawrence River.
• Train technology: Both diesel and electric trains were considered. Electric trains were chosen as the better option for the environment.
• How to deliver the project: Five Public Private Partnership (PPP) models were reviewed, including two Design–Build–Finance–Maintain (DBFM) models and three Design–Build–Finance–Operate–Maintain (DBFOM) models. These ranged from simple construction and maintenance contracts to full private operation and revenue-risk sharing models.

Conclusions

The preferred option was an electric rail system with trains that can switch between electric and diesel (bi‑mode). The trains would run at speeds up to 177 km/h. Benefits would include:

• faster travel (for example: Toronto to Ottawa in about two hours and 50 minutes down from over four hours today);
• more frequent and reliable service;
• lower emissions;
• a shift from car and air travel to train travel; and,
• jobs during construction and long-term economic benefits.

However, the study also noted that progress depends on reaching agreements with freight rail companies, buying land, and completing environmental assessments.

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