Reinventing travel between Toronto and Québec City

Share Reinventing travel between Toronto and Québec City on Facebook Share Reinventing travel between Toronto and Québec City on Twitter Share Reinventing travel between Toronto and Québec City on Linkedin Email Reinventing travel between Toronto and Québec City link

1. The Toronto–Québec City corridor under study

The study corridor stretches nearly 1,000 kilometres between Québec City and Toronto, in a region that includes almost half of Canada’s population. This zone forms a band about 10 km wide, allowing us to explore various opportunities. It is too early to present route options, as field studies and detailed engineering work have not yet been completed.

The corridor will be refined based on feedback gathered during consultations with citizens, Indigenous communities, civil society, and different levels of government. This collaborative approach is essential to ensure the project integrates harmoniously.

Several factors guide the development of the corridor:

  • Technical: high-speed train requires the straightest possible route, minimizing curves and eliminating level crossings to ensure performance, security and speed.

  • Environmental: minimizing impacts on natural areas and sensitive ecosystems.

  • Social: promoting social acceptability and limiting as much as possible the impacts on farmland, residential zones, and Indigenous territories.

  • Urban planning: ensuring the best possible integration into urban fabric by prioritizing the use of existing linear infrastructure (e.g., highways, railways, power lines) and minimizing the need for new structures or the relocation of existing ones.

  • Financial: maximizing ridership and value for money for all Canadians.


2. The Study Corridor in Québec

The journey begins in the east, in Québec City, where the station will be located in an area well connected to other transportation services and offering sufficient space. Alto’s surface stations require about 42,000 m²—about the size of six football fields. In urban areas, the alignment must minimize impacts on residential neighbourhoods and private properties. Leaving the city to the west, some options under study follow highways or existing rail lines, though this is not always possible, since high-speed trains need the straightest possible route to reach speeds of 300 km/h or more. 

Heading toward Trois-Rivières, the corridor runs along the north shore of the St. Lawrence River and crosses regions such as La Jacques-Cartier, Portneuf, and La Mauricie. In this agricultural and natural area, we aim to limit impacts on properties and sensitive environments. 

To enter Trois-Rivières, scenarios north of the city are being studied due to constraints related to the presence of rail lines and the urban density of the downtown area. The station will need to provide good accessibility to other modes of transportation and integrate harmoniously into the urban fabric. 

Leaving Trois-Rivières, the corridor continues along the north shore and crosses Lanaudière, which includes agricultural and natural areas. Options include routes near the highway or along existing rail lines, always with the goal of minimizing the network’s footprint. 

Near Laval, the corridor approaches residential areas where space is limited. A rail bridge will be needed to cross the Mille-Îles River. The eastern approach favours existing linear infrastructure, but the station location remains to be determined, with innovative solutions to optimize connectivity to current transportation networks. 

To reach Montréal, the current hypothesis involves building a tunnel under the Rivière des Prairies and Mount Royal to access downtown directly, reducing integration challenges in a dense urban setting. The station, planned for the Ville-Marie borough, could be at surface level or underground; several options are under review in collaboration with municipal authorities. 

Toward Ottawa, the corridor passes through Laval again and moves west along the Ottawa River. The goal is to minimize impacts on agricultural and forested areas in the Laurentides and Outaouais regions by following highways or existing rail lines wherever possible. A rail bridge will be required to cross the river at its narrowest point. 


3. The Study Corridor in Ontario

Approaching Ottawa, options are limited to reduce impacts on residential neighbourhoods. We are analyzing integration with existing corridors—rail lines, power lines, roads—as well as the creation of a new right-of-way. Ideally, the station should be located in an area that is accessible and well connected to other modes of transportation.

Leaving Ottawa toward Peterborough, two scenarios are under study:

  1. Northern option: more direct, crossing the Canadian Shield and counties such as Lanark, Frontenac, and Hastings. This reduces travel distance and community impacts but involves complex work in remote and sensitive areas.

  1. Southern option: through eastern Ontario, in agricultural and resort areas with higher population density. This approach simplifies construction and operations.

Approaching Peterborough, located between Ottawa and Toronto, the alignment would favour existing corridors (highways, rail lines, power lines) to limit impacts on agricultural, forested, and recreational areas. The station could be located near major roads, with a connection to bus services.

Leaving Peterborough toward Toronto, the corridor crosses agricultural and industrial zones where minimizing the footprint is a priority. Existing rail corridors, highways, and energy corridors offer possibilities. Near the Greater Toronto and Hamilton Area, the corridor widens and existing infrastructure provides opportunities for integration.

Arriving in Toronto presents challenges due to dense urban development. We are studying options to reach downtown from the north or the east, using existing corridors or solutions such as tunnels or elevated tracks to reduce impacts.

For the Toronto station, several locations are being considered:

  • Union Station and surrounding area: strong potential for connectivity and accessibility.

  • Eastern site: close to public transit and the financial district.

  • Western site: would lengthen travel time but bring the station closer to attractions like the CN Tower and Rogers Centre. 

In all cases, sites must provide sufficient space to accommodate the station.

4. Fast, simple and enjoyable travel

Imagine a network that revolutionizes mobility in Canada. That is Alto’s vision. The high-speed rail project will allow people to travel from one city to another in roughly half the time:

Travel time with high-speed rail *
Ottawa–Toronto~2 hours
Montréal–Toronto~3 hours
Montréal–Ottawa~1 hour
Montréal–Québec City~1.5 hours
* Estimated times


These time savings will bring cities closer together and create new opportunities for work, education and leisure. The high frequency of departures—estimated every 30 minutes during peak periods, depending on the route—and schedules tailored to travel needs will provide great flexibility for passengers. For example, based on the current planning for the Montréal–Toronto route, 20 to 30 departures are expected each day. The Alto network will thus offer a competitive transportation alternative to air and car travel, even allowing for same-day commutes. 

Alto promises a seamless experience from the planning stage: online or on-site booking, affordable fares adjusted to needs, and personalized options for solo travellers, families, or business trips. A one-stop customer service hub and intuitive features will simplify each step, while maintaining human touch.


5. Stations that move people and communities

Alto stations will be designed as extensions of living environments. Whether they consist of new construction or are integrated into existing buildings, their design will be adapted to the level of service expected in each city and their location chosen to integrate seamlessly into the urban fabric. They will reflect the communities’ identity and incorporate local and Indigenous art. Their architecture will help enrich the travel experience.

These stations will become drivers of development:

  • Urban Integration: a strategic location for carefully planned urban development and diversified housing, including affordable housing.
  • Economic activity: job creation and development of mixed environments (businesses, offices, community spaces).
  • Sustainable mobility: connection to existing networks (buses, subways, bicycle paths, carpooling, etc.) and facilities that promote a seamless transfer between modes.

Accessibility and comfort

The design will be centred on universal accessibility: ramps, elevators, suitable signage, rest areas and assistance. Boarding and disembarking platforms will be designed to provide safety and accessibility for everyone. Safety will be ensured by uniform lighting, unobstructed spaces and rapid-response devices.

The stations will provide convenient services and optimal comfort: ergonomic furniture, efficient Wi-Fi, work areas, shops and restaurants. A sustainable approach will be used for their design: local materials, efficient energy and waste management, climate resilience and green spaces.

6. Trains adapted to your needs

Alto trains will be designed around a simple idea: to provide a travel experience that meets each passenger’s expectations. They will offer different types of spaces tailored to diverse needs. Ergonomic, adjustable seats will ensure optimal comfort.

Network centred on accessibility and inclusion

  • Spaces for travellers with reduced mobility
  • Spacious aisles, accessible doors and washrooms
  • Grouped seating and family areas
  • Connected spaces for business travellers

Practical, customized services

  • Fast Wi-Fi and device charging outlets
  • Adequately spaced out washrooms
  • Varied food services tailored to individual preferences
  • Air quality and temperature control
  • Real-time information displays and announcements
  • Adjustable lighting and noise reduction devices

Alto embodies a new way of travelling: faster, more comfortably, and in a more environmentally friendly and person-centric manner.


1. The Toronto–Québec City corridor under study

The study corridor stretches nearly 1,000 kilometres between Québec City and Toronto, in a region that includes almost half of Canada’s population. This zone forms a band about 10 km wide, allowing us to explore various opportunities. It is too early to present route options, as field studies and detailed engineering work have not yet been completed.

The corridor will be refined based on feedback gathered during consultations with citizens, Indigenous communities, civil society, and different levels of government. This collaborative approach is essential to ensure the project integrates harmoniously.

Several factors guide the development of the corridor:

  • Technical: high-speed train requires the straightest possible route, minimizing curves and eliminating level crossings to ensure performance, security and speed.

  • Environmental: minimizing impacts on natural areas and sensitive ecosystems.

  • Social: promoting social acceptability and limiting as much as possible the impacts on farmland, residential zones, and Indigenous territories.

  • Urban planning: ensuring the best possible integration into urban fabric by prioritizing the use of existing linear infrastructure (e.g., highways, railways, power lines) and minimizing the need for new structures or the relocation of existing ones.

  • Financial: maximizing ridership and value for money for all Canadians.


2. The Study Corridor in Québec

The journey begins in the east, in Québec City, where the station will be located in an area well connected to other transportation services and offering sufficient space. Alto’s surface stations require about 42,000 m²—about the size of six football fields. In urban areas, the alignment must minimize impacts on residential neighbourhoods and private properties. Leaving the city to the west, some options under study follow highways or existing rail lines, though this is not always possible, since high-speed trains need the straightest possible route to reach speeds of 300 km/h or more. 

Heading toward Trois-Rivières, the corridor runs along the north shore of the St. Lawrence River and crosses regions such as La Jacques-Cartier, Portneuf, and La Mauricie. In this agricultural and natural area, we aim to limit impacts on properties and sensitive environments. 

To enter Trois-Rivières, scenarios north of the city are being studied due to constraints related to the presence of rail lines and the urban density of the downtown area. The station will need to provide good accessibility to other modes of transportation and integrate harmoniously into the urban fabric. 

Leaving Trois-Rivières, the corridor continues along the north shore and crosses Lanaudière, which includes agricultural and natural areas. Options include routes near the highway or along existing rail lines, always with the goal of minimizing the network’s footprint. 

Near Laval, the corridor approaches residential areas where space is limited. A rail bridge will be needed to cross the Mille-Îles River. The eastern approach favours existing linear infrastructure, but the station location remains to be determined, with innovative solutions to optimize connectivity to current transportation networks. 

To reach Montréal, the current hypothesis involves building a tunnel under the Rivière des Prairies and Mount Royal to access downtown directly, reducing integration challenges in a dense urban setting. The station, planned for the Ville-Marie borough, could be at surface level or underground; several options are under review in collaboration with municipal authorities. 

Toward Ottawa, the corridor passes through Laval again and moves west along the Ottawa River. The goal is to minimize impacts on agricultural and forested areas in the Laurentides and Outaouais regions by following highways or existing rail lines wherever possible. A rail bridge will be required to cross the river at its narrowest point. 


3. The Study Corridor in Ontario

Approaching Ottawa, options are limited to reduce impacts on residential neighbourhoods. We are analyzing integration with existing corridors—rail lines, power lines, roads—as well as the creation of a new right-of-way. Ideally, the station should be located in an area that is accessible and well connected to other modes of transportation.

Leaving Ottawa toward Peterborough, two scenarios are under study:

  1. Northern option: more direct, crossing the Canadian Shield and counties such as Lanark, Frontenac, and Hastings. This reduces travel distance and community impacts but involves complex work in remote and sensitive areas.

  1. Southern option: through eastern Ontario, in agricultural and resort areas with higher population density. This approach simplifies construction and operations.

Approaching Peterborough, located between Ottawa and Toronto, the alignment would favour existing corridors (highways, rail lines, power lines) to limit impacts on agricultural, forested, and recreational areas. The station could be located near major roads, with a connection to bus services.

Leaving Peterborough toward Toronto, the corridor crosses agricultural and industrial zones where minimizing the footprint is a priority. Existing rail corridors, highways, and energy corridors offer possibilities. Near the Greater Toronto and Hamilton Area, the corridor widens and existing infrastructure provides opportunities for integration.

Arriving in Toronto presents challenges due to dense urban development. We are studying options to reach downtown from the north or the east, using existing corridors or solutions such as tunnels or elevated tracks to reduce impacts.

For the Toronto station, several locations are being considered:

  • Union Station and surrounding area: strong potential for connectivity and accessibility.

  • Eastern site: close to public transit and the financial district.

  • Western site: would lengthen travel time but bring the station closer to attractions like the CN Tower and Rogers Centre. 

In all cases, sites must provide sufficient space to accommodate the station.

4. Fast, simple and enjoyable travel

Imagine a network that revolutionizes mobility in Canada. That is Alto’s vision. The high-speed rail project will allow people to travel from one city to another in roughly half the time:

Travel time with high-speed rail *
Ottawa–Toronto~2 hours
Montréal–Toronto~3 hours
Montréal–Ottawa~1 hour
Montréal–Québec City~1.5 hours
* Estimated times


These time savings will bring cities closer together and create new opportunities for work, education and leisure. The high frequency of departures—estimated every 30 minutes during peak periods, depending on the route—and schedules tailored to travel needs will provide great flexibility for passengers. For example, based on the current planning for the Montréal–Toronto route, 20 to 30 departures are expected each day. The Alto network will thus offer a competitive transportation alternative to air and car travel, even allowing for same-day commutes. 

Alto promises a seamless experience from the planning stage: online or on-site booking, affordable fares adjusted to needs, and personalized options for solo travellers, families, or business trips. A one-stop customer service hub and intuitive features will simplify each step, while maintaining human touch.


5. Stations that move people and communities

Alto stations will be designed as extensions of living environments. Whether they consist of new construction or are integrated into existing buildings, their design will be adapted to the level of service expected in each city and their location chosen to integrate seamlessly into the urban fabric. They will reflect the communities’ identity and incorporate local and Indigenous art. Their architecture will help enrich the travel experience.

These stations will become drivers of development:

  • Urban Integration: a strategic location for carefully planned urban development and diversified housing, including affordable housing.
  • Economic activity: job creation and development of mixed environments (businesses, offices, community spaces).
  • Sustainable mobility: connection to existing networks (buses, subways, bicycle paths, carpooling, etc.) and facilities that promote a seamless transfer between modes.

Accessibility and comfort

The design will be centred on universal accessibility: ramps, elevators, suitable signage, rest areas and assistance. Boarding and disembarking platforms will be designed to provide safety and accessibility for everyone. Safety will be ensured by uniform lighting, unobstructed spaces and rapid-response devices.

The stations will provide convenient services and optimal comfort: ergonomic furniture, efficient Wi-Fi, work areas, shops and restaurants. A sustainable approach will be used for their design: local materials, efficient energy and waste management, climate resilience and green spaces.

6. Trains adapted to your needs

Alto trains will be designed around a simple idea: to provide a travel experience that meets each passenger’s expectations. They will offer different types of spaces tailored to diverse needs. Ergonomic, adjustable seats will ensure optimal comfort.

Network centred on accessibility and inclusion

  • Spaces for travellers with reduced mobility
  • Spacious aisles, accessible doors and washrooms
  • Grouped seating and family areas
  • Connected spaces for business travellers

Practical, customized services

  • Fast Wi-Fi and device charging outlets
  • Adequately spaced out washrooms
  • Varied food services tailored to individual preferences
  • Air quality and temperature control
  • Real-time information displays and announcements
  • Adjustable lighting and noise reduction devices

Alto embodies a new way of travelling: faster, more comfortably, and in a more environmentally friendly and person-centric manner.


Page last updated: 14 Jan 2026, 05:04 PM