Why Passenger Trains Suck in Canada - VIA Rail

Passenger rail in Canada is slow, unreliable, and often pointless for getting around once travelers arrive—especially along the Quebec City–Windsor corridor where more than half the country’s population lives. The core problem isn’t just aging equipment; it’s a system built around passenger trains that must yield to freight traffic, run infrequently, and land in cities where public transit is weak or missing. The result is a travel experience that can feel like “airplane pain” with “driving time,” even on routes that are major by Canadian standards.

The journey starts with friction: travelers are told to arrive at least 30 minutes early for ticket checks and bag weighing, then board in a process that prioritizes business-class passengers. Inside, conditions are not miserable—refurbished stainless-steel cars can offer comfortable seating, free Wi‑Fi, and meal service—but the timetable and equipment age still shape the experience. Diesel locomotives dominate because Canada’s last electric passenger service ended in the 1960s, and while trains may be rated for theoretical speeds around 160 km/h, they rarely approach that figure.

Why the service struggles traces back to policy choices after World War II. Investment shifted heavily toward automobile infrastructure, while private passenger rail operators couldn’t compete with highway networks that were heavily subsidized. Canadian Pacific, the largest private rail operator, wanted out of passenger service, and the government ultimately nationalized what remained into VIA Rail. A crucial structural detail follows: VIA Rail does not own the tracks. Passenger trains must negotiate with freight rail companies for access, so even small schedule changes can cascade into delays lasting hours.

Frequency is another major constraint. On the Toronto–London route—described as a fairly significant corridor segment—there are only seven trains per day, including a “milk run” that takes about three and a half hours. High-speed rail proposals come and go, but many experts argue that what matters more is running trains at least every 30 minutes so people can plan trips without relying on a handful of departures.

Even if trains ran more often or faster, the “last mile” problem remains. In most Canadian cities, arriving by train doesn’t connect well to local transit; downtowns are portrayed as hollowed out by decades of car-centric planning, leaving travelers with surface parking lots and half-empty buildings. If a car is needed anyway, the train’s advantage shrinks—so the typical VIA Rail rider becomes framed as a rail enthusiast or a student.

Solutions exist but are uneven. VIA Rail plans to renew its fleet with newer Siemens locomotives and passenger cars, and it has ambitions to buy and build track in the corridor. But improving last-mile connectivity requires a long-term rethink of how Canadian cities were suburbanized, a process expected to take years. For now, the train remains most viable in places with functional transit connections—especially Montreal and Toronto—while other routes are likely to stay painful for the foreseeable future.