Alto High Speed Rail

[acottawa]

Originally Posted by Truenorth00

It's probably going to kill Corridor East 2.0 as well.

Without Kingston as an originating hub, how much ridership would Corridor East have in a post-Alto world?

Corridor East was to placate people along the lakeshore who were upset they were not getting HFR service. If the HSR line is going along the lakeshore it doesn't serve any purpose.

[acottawa]

Originally Posted by urbanforest

https://ottawa.citynews.ca/2026/06/22/government-considering-high-speed-rail-stop-in-kingston-ont/


I’m from the Kingston area and have family there, but this still doesn’t sit right with me. This kind of politicking will deliver a slow-high-speed train and wreck budgets and timelines.

The primary rationale of Peterborough was some Harper era Via President was convinced an old Victorian line to an oatmeal factory with a 10mph speed limit could be easily and cheaply converted into a high frequency rail line. Since that has long ago been abandoned and and they now understand greenfield lines are necessary, there is no obvious reason to go to Peterborough and the geologists, etc. may have had some say in the matter.

[rocketphish]

Kingston high-speed train stop would have 'marginal' effect on travel times, Alto CEO says
Transport Minister Steven MacKinnon announced Monday the project would now consider adding a stop in Kingston

By Ben Andrews, Ottawa Citizen
Published Jun 22, 2026 | 6 minute read

Adding a high-speed rail stop in Kingston would have a “marginal” effect on travel times between Ottawa and Toronto, according to the CEO of the Crown corporation overseeing the project.

Alongside a government announcement that Kington will now be considered for a potential high-speed rail station, Alto dropped a “What-We-Heard” consultation report on Monday, June 22, detailing public feedback on several potential station locations in Ottawa as well as routes through eastern Ontario.

The report gives an overview of resident feedback on the federal government’s plan for a proposed 1,000-kilometre fully electrified rail line between Toronto and Quebec City.

When consultations began, the proposed route included two potential corridor options between Ottawa and Toronto, both of which would have bypassed Kingston.

But on Monday, Transport Minister Steven MacKinnon announced he had directed Alto to develop plans for a path between Peterborough and Ottawa that would swing south to Kingston.

“I have asked Alto to further assess an alignment option that could include Kingston as a potential stop as we continue advancing this transformative project for communities across the Toronto–Québec City corridor,” MacKinnon said in a written news release.

The shift comes after officials representing the Kingston area, including Mayor Bryan Paterson and Liberal MP Mark Gerretsen, urged their constituents to weigh in on Alto’s plans.

In an interview with the Ottawa Citizen, Alto CEO Martin Imbleau said the Kingston stop was one of “two or three big takeaways” from the report and would allow the system to tap into a large ridership.

“If we do Ottawa to Kingston and then Kingston to Peterborough, it may add a couple of minutes on the journey time,” he said. “It’s still being assessed. It would be marginal.”

Alto intends to keep travel times short by deploying an express service that would see some trains skip stops in Ottawa, Kingston and Peterborough.

“That’s why the impact on the duration of the expresses is very, very, very marginal,” he said. “The important thing is really to do Montreal to Toronto in three hours or less … 30, 35 trains per day going through a community, not all of them will stop everywhere.”

A high-speed rail line in the Quebec City to Windsor corridor, which is home to nearly half of Canada’s population, has been proposed and studied repeatedly over the years.

In the federal government’s proposed project between Toronto and Quebec City, trains are expected to reach speeds of up to 300 km/h, and the government claims the new line would cut current travel times in half.

Expected to cost between $60 billion and $90 billion, it was originally launched by the Justin Trudeau government, with $3.9 billion over six years earmarked for design and development.

At the outset, stops were planned in Toronto, Peterborough, Ottawa, Laval, Montreal, Trois-Rivières and Québec City.

Alto is working with a multinational group of companies composed of AtkinsRéalis (formerly SNC-Lavalin), Air Canada, CDPQ Infra, SYSTRA Canada, Keolis Canada and SNCF Voyageurs.

In December, MacKinnon announced the roughly 200-kilometre leg between Ottawa and Montreal would be the first step of construction, with construction expected to begin in 2029.

During consultations, “significant support” emerged for building a station in Ottawa at the former Union Station building on Rideau Street, according to the report.

“The location of the Ottawa station received considerable attention, with a strong emphasis on centrality and architectural significance befitting the nation’s capital, with some interest in station designs being sustainable,” the report read.

The downtown location, which currently houses the Senate of Canada, boasts pedestrian access to major landmarks and potential integration with the Gatineau transit network, the report said.

It did not, however, discuss many of the drawbacks previously raised by project officials.

MacKinnon has said “geotechnical challenges” may hamper efforts to build downtown (referencing the 2016 Rideau Street cave-in), while Imbleau said in a radio interview that an aboveground station at the site would “completely destroy the neighbourhood.”

In a Monday interview with the Citizen, Imbleau said the downtown station is “probably prohibitive and too difficult to build.”

“It’s not the primary focus at this point in time,” he said. “Creating a transportation hub with the LRT, and Via and Alto at the current station probably makes more sense from an economic standpoint, from a timing standpoint and from a certainty and cost standpoint.”

Alto’s report also highlighted benefits to the existing Via Rail station on Tremblay Road, including lower costs, existing rail infrastructure and connectivity to a range of transit.

Although those two options appear to be the frontrunners, the report mentioned several other sites proposed during consultations, including a station at or near the Macdonald-Cartier International Airport or at southern O-Train stations, such as Greenboro, South Keys and Limebank.

Bayview Yards, LeBreton Flats, Hurdman O-Train station and the Fallowfield Via Rail station were also highlighted as options.

As for the route between Ottawa and Laval, Que., the report discussed resident feedback on using the 72-km Prescott-Russell recreational trail due to its “potential natural alignment,” given its status as a former Via Rail corridor.

“The Prescott-Russell Trail was highlighted as a valued asset to be protected,” the report read. “Widely used for both daily recreation and long-distance travel, the trail extends to Rigaud and connects with the broader Eastern Ontario trail network.”

Eric Collard, executive director of the non-profit that operates the trail, said in an interview the report didn’t hold any answers to his many questions.

“I’m not sure the huge opposition that we’ve seen or heard in Prescott-Russell has been reflected in the report,” Collard said, adding the trail saw roughly 120,000 users last year.

At open houses throughout the consultation process, many residents raised concerns about the potential expropriation of their land, cost to taxpayers and the potential effect on property values.

According to the results of 24,000 online surveys, about 55 per cent of responses were either very positive or somewhat positive, while about 40 per cent were either very negative or somewhat negative. (Imbleau stressed the results were not based on a scientific sample and may not reflect broader public opinion.)

“We don’t have any answers, and it’s just a big black hole it seems,” Collard said.

Imbleau said Alto is exploring alternative routes through the area.

“We have heard the community that this is a sensitive area, and people were pushing back Alto to find better options,” he said.

“I will only comment that there are other options that we are considering, and we’ll make that public in the fall.”

Mario Zanth, mayor of Clarence-Rockland and warden of the United Counties of Prescott Russell, opposes the high-speed train and is “pushing for change,” but sees the Kingston stop as a good sign.

“If they can change their mind on the southern or on the Peterborough route, then they can change their mind on the UCPR (United Counties of Prescott and Russell) route,” he said.

Despite planning for a potential stop in Kingston, Imbleau said he is still expecting to meet Alto’s existing deadline to release plans for a more precise corridor between Ottawa and Montreal as well as announcing the location of a station in Ottawa.

Both of those are still expected to land this fall.

https://ottawacitizen.com/public-service/kingston-high-speed-train-alto

[lrt's friend]

What about all the other stations on the Lakeshore? Also, the viability of the Lakeshore route??
Or, are we going to use the Lakeshore route at much higher cost? Is the current work between Ottawa and Montreal going to be trashed to appease the rurals? This will likely just shift the issue to other rurals. So. are we just studying this into oblivion?

[phil235]

Originally Posted by YOWetal

Not much more than building when at all to a city of 900k most of whom live in low density housing and have private vehicles and most of those are travelling to a non urban location on the other end.

Are you calling Ottawa a city of 900k? Ottawa metro (the relevant figure) is currently 1.7 million. There is also a pretty good argument to connect the capital of the country to the system.

[lrt's friend]

Originally Posted by phil235

Are you calling Ottawa a city of 900k? Ottawa metro (the relevant figure) is currently 1.7 million. There is also a pretty good argument to connect the capital of the country to the system.

I think he may be referring to Laval.

[phil235]

Originally Posted by lrt's friend

I think he may be referring to Laval.

That makes more sense. A little high for Laval, but with surrounding areas maybe. Laval is part of the Montreal metro, so hard to separate it in terms of population or how much of the metro it can serve.

[rocketphish]

Ottawa’s high-speed rail station doesn’t have to be downtown to boost tourism: Alto official

By Mia Jensen, OBJ
June 24, 2026

An Alto official says Ottawa could still see significant tourism gains, even if a high-speed rail station is not located downtown. Laurent Therrien, vice-president of strategy and development at Alto, told OBJ in an interview this week that Alto’s recent tourism impact report is a “call to action.” The report highlights the project's potential benefits, such as increased tourism traffic and spending, while underscoring the need for active local support.

“What international experience shows is that when you implement high-speed rail, it always acts as a strong lever for tourism development,” said Therrien. “Now the extent to which the destination will benefit depends on coordination, essentially how much the tourism sector works together on promotion, programming, destination practices and last-mile connections.” Last-mile connections could prove especially necessary in Ottawa, as Alto CEO Martin Imbleau has expressed skepticism about the possibility of a downtown station.

Many Ottawa stakeholders, including Mayor Mark Sutcliffe, would like to see the station located in the city centre, with the former Union Station on Rideau Street as the most likely potential site. But in recent media interviews, Imbleau has cast doubt on the idea, saying the process of building underground would be costly and difficult.

Though a decision has not been finalized, the existing Via Rail station on Tremblay Road has been raised by Imbleau as the most likely contender.

Therrien said confirmation of the location is expected by the end of the year.

While outside the city centre, the Tremblay location has some benefits, including an LRT station on-site. Therrien said that kind of interconnectivity could help boost tourism impacts.

“High-speed rail is most effective when it is properly integrated with other means of transportation; light rail, but also bus systems and existing infrastructure,” he said. “Plans that are underway, like the Metrolinx expansion in Toronto, the O-Train in Ottawa and the REM in Montreal. What Alto really brings essentially is the opportunity to link them all together and really reap the benefits of an integrated public transportation system.” Internationally, other cities have seen success with stations outside the city centre.

In France, the city of Avignon’s high-speed rail station is located six kilometres outside the city centre, an Alto spokesperson said in an email. Still, over the past 20 years, the city has seen increases in tourism traffic as. Twelve years after the station’s opening, a light rail connection to the city’s central station was added, shortening travel times from the high-speed train to the city centre. A business district developed around the station, with hotels, services and office buildings, creating a new economic hub for the city.

With the LRT already in place, Therrien said Ottawa could see significant impacts in a “high-coordination” scenario, where investments are made around a new station.

“When we look at the incremental impact, it is in Quebec City and the Ottawa region that it is the most pronounced,” he said. “You see more substantial gains in this kind of mid-market (city). Ottawa gets to gain a lot in terms of additional tourism spend relative to other cities.” Alto’s tourism impact report, prepared by consulting firm CPCS, examined how high-speed rail could impact tourism in major centres along the proposed Alto corridor. In Ottawa-Gatineau, high-speed rail would lead to significant increases in overnight and same-day travellers, the report found.

“In absolute terms, Toronto and Montreal (census metropolitan areas) contribute the most to tourism-related GDP under all scenarios and experience the highest absolute gains,” the report said. “But relative to their baseline, Ottawa-Gatineau and Québec City may see the largest gains under the high-coordination scenario.” Currently, the Ottawa-Gatineau region contributes $4.9 billion in tourism spending to Canada’s GDP every year, behind Toronto ($15.8 billion) and Montreal ($8.7 billion). But with high-speed rail, that spending could increase by up to $560 million for the region, the report found.

“We see increases in people visiting for one night and people visiting for the day,” said Therrien. “Ottawa is a medium-sized city in the corridor and our assumption is that we might have visitors that, because they have limited time to travel, do not choose or cannot choose to visit as many destinations as they like. If we slash travel time, we essentially enable them to visit further and maybe choose alternative destinations.” He added that the shortened travel time might bring more daytime business travellers into the city, particularly because of the federal government's presence.

In a “high-coordination” scenario, business and personal spending could increase 13 per cent in Ottawa-Gatineau, along with a four per cent increase in length of stays. In a low-coordination scenario, if shorter stays occur, Ottawa could see a decrease in business spending.

https://obj.ca/high-speed-rail-station-doesnt-downtown-tourism-alto/

[Truenorth00]

I think a downtown station is a bad idea for a whole bunch of reasons. But it's kinda ridiculous to ask for a something and not put up a penny behind it. This city is cheap on intent in every way.

[rocketphish]

Council endorses list of demands for Alto, but says it's not opposed to high-speed rail
Motion demands transparency, asks Alto to protect farmland and keep expropriation a 'measure of last resort'

Arthur White-Crummey · CBC News
Posted: Jun 25, 2026 3:20 PM EDT | Last Updated: 41 minutes ago

Ottawa city council unanimously passed a motion on Wednesday calling for more transparency as Alto plans its high-speed rail line, even as one councillor warned it risked setting unrealistic expectations that the project can’t easily meet.

Orléans South-Navan Coun. Catherine Kitts introduced the motion, which expressed "concern" that Alto has allegedly keeping residents in the dark about the proposed rail line’s eventual route.

Kitts said there are residents of her ward who "quite literally can't sleep at night, not knowing if their homes, their land or their livelihood will be sacrificed for this project."

"Imagine having this fear, having no additional information, and then having a drone fly over their property," she added.

Kitts wasn’t alone in hearing those concerns. Like Kitts, councillors who represent rural areas say their residents are alarmed by the risk that the rail line will disrupt farm operations and create an impassible blockade, cutting off their communities.

"We need to stand united against the idea that a project can sever our lands," said Osgoode Coun. Isabelle Skalski. "We need to agree that that is not acceptable, and that we need to require Alto to mitigate the impacts that could be caused by this infrastructure project."

The Alto project is slated to run nearly 1,000 kilometres from Quebec City to Toronto, with Ottawa a stop along the way. It’s expected to cut current travel times in half compared to current trains.

The project requires a dedicated corridor for trains running at up to 300 km/h, and doesn’t allow for at-grade crossings that allow roads to easily bypass the rails.

While Alto has revealed rough proposed corridors stretching several kilometres wide, it still hasn't pinned down the specific route for the project, which will require a right of way about 60 metres wide.

In Ottawa, the Via Rail station has been floated as a likely terminus, and Alta Vista Coun. Marty Carr said there’s a neighbourhood right in the way of one possible approach.

"People are fearful of their homes. They have no idea, and I do not have the information to provide them," she said.

"The opacity of this has to stop. There needs to be more transparency. If you know that the station is going there, if you know what the route is, that information has to come to us sooner rather than later."

<more>

https://www.cbc.ca/news/canada/ottawa/co...not-opposed-to-high-speed-rail-9.7248953

[urbanforest]

”The opacity of this has to stop. There needs to be more transparency. If you know that the station is going there, if you know what the route is, that information has to come to us sooner rather than later."

Do they realize that Alto does not have this information yet, either? The whole point of the consultation and the drones and the technical study is to determine this info. You’d think Alto was some evil, secretive organization operating from an underground lair with the way people talk about it.

[YOWetal]

Originally Posted by Truenorth00

I think a downtown station is a bad idea for a whole bunch of reasons. But it's kinda ridiculous to ask for a something and not put up a penny behind it. This city is cheap on intent in every way.

Downtown is the gold standard. Though connnection to LRT makes Via Station a good choice though I don't see how they use the existing coridoor without slowing down for a long period enroute to Toronto.

But there is still a loss of utility by having to head out to the station maybe partly from the unreliablilty and infrequency of LRT. I took the bus to Montreal recently for work rather than the train exactly because from my downtown office I can leave my desk 10 minutes before the bus rather than leave probably an hour before my train departure time to save 40 minutes. When I am paying myself the choice becomes even more obvious.

More pratically it also makes a daytrip to Ottawa that much less convenient. If we are trying to get new growth from this project we can't just replace some car trips but build a whole new paradigm.

Why would we have to pay for what everyone else is getting from this project. Peterbourough likely aside which is a better Avignon comparison than Ottawa which is a major city only an hour from a large city on this project. Not a small tourist oriented city 3 hours away.

[Truenorth00]

As has been discussed endlessly, a downtown station would be immensely complicated and expensive. And there's no evidence of substantial ridership gain that justifies that cost and complication.

The personal anecdote comparing to VIA is pointless. The travel time and frequency of Alto will be very different and a lot more competitive. If you're not willing to ride the LRT 15 mins to save 1 hr on the trip to Montreal (with Alto vs the bus) then you weren't really a persuadable customer anyway. You must work practically on top of a bus stop to make this comparison. Cause nobody really needs to leave an hour before departure to catch a train if they are leaving from downtown.

The idea that day trips will only be possible with a downtown station is laughable. Particularly when people fly in and do day trips for business all the time today. And that's to an airport that isn't convenient for most residents or businesses. Alto will actually be faster door to door for some and close for many others. So if day trips are possible today by be air, they should surely be possible by a higher capacity, more convenient and possibly higher frequency travel mode in the future.

[J.OT13]

Originally Posted by urbanforest

Do they realize that Alto does not have this information yet, either? The whole point of the consultation and the drones and the technical study is to determine this info. You’d think Alto was some evil, secretive organization operating from an underground lair with the way people talk about it.

A lot of dumb people out there who can't reason how the process works for such a massive project.

Funny how no one trusts Alto, that has been very visible, conducting many consultations and countless media interviews, but no one questions the AI companies who want to build data centers that will consume as much power as the entire city today within a few years, and that's just in Ottawa (https://www.cbc.ca/news/canada/ottawa/da...inary-pressure-on-hydro-ottawa-9.7247795).

[Truenorth00]

I don't know about that. Data centre opposition has been rising as people make the connection with rising utility bills. Plus noise and air pollution concerns. Just because we haven't seen it yet in Ottawa, doesn't mean we won't. Bills haven't gone up enough yet to piss people off.

Honestly, I think a lot of people expected a process where a relatively firm route is modified. They don't seem to understand Alto funneling towards a firm route from a rough corridor. The government randomly throwing in extra cities (Kingston) is not helping. Makes it look like anything can be bought with enough political pressure. Finally, culture war bullshit too. Rural folks default to thinking everything city dwellers want is negative and unjustified. Even more so if the initiating political party is Liberal.

Pressure will reduce a bit with the exact alignment. They need to get there as soon as humanly possible.

I hate the Liberals already playing politics with this. Like adding Kingston. Unfortunately, the alternative is the party that believes the only infrastructure the federal government should ever build are pipelines.

[acottawa]

Originally Posted by urbanforest

Do they realize that Alto does not have this information yet, either? The whole point of the consultation and the drones and the technical study is to determine this info. You’d think Alto was some evil, secretive organization operating from an underground lair with the way people talk about it.

It can’t be true that the project is in a relatively advanced stage of planning and Alto doesn’t have much information themselves. Based on the bits and pieces coming out they seem to have basically started from scratch and no useful work had been done in the previous decade. Now they are looking more seriously at the geography of the region. But if that is the case, the timelines they are putting forward for start of construction are likely unrealistic.

[Truenorth00]

Originally Posted by acottawa

It can’t be true that the project is in a relatively advanced stage of planning and Alto doesn’t have much information themselves. Based on the bits and pieces coming out they seem to have basically started from scratch and no useful work had been done in the previous decade. Now they are looking more seriously at the geography of the region. But if that is the case, the timelines they are putting forward for start of construction are likely unrealistic.

You're making a lot of assumptions. Zero chance they got to where they are without absorbing the work done by the HFR Office before. Most of the basic studies take longer than the time between Alto's creation and the launch of consultation. Pretty clear they mostly switched hats and a few managers and just kept working. Most likely the consortium (with experience) identified gaps and redid some modeling. But the public service team is definitely mostly the same.

I'm also not sure why you think their schedule is unrealistic. The barriers here are mostly regulatory. If the feds sweep them away, things move faster. That's true of more than just rail.

[J.OT13]

Ottawa-Gatineau, grande gagnante des retombées touristiques du TGV?
Par Ani-Rose Deschatelets, Le Droit
21 juin 2026 à 04h10

Le projet de train à grande vitesse (TGV) d’Alto pourrait être un vecteur important pour l’industrie touristique, selon une nouvelle étude commandée par la société d’État. Dans le meilleur scénario, Alto prévoit une croissance des dépenses annuelles dans l’industrie touristique pouvant atteindre jusqu’à 560 millions de dollars, pour la région d’Ottawa-Gatineau.

Le vice-président Stratégie et développement chez Alto, Laurent Therrien, soutient que la société fédérale souhaitait, en commandant cette étude, comprendre et mesurer la part du tourisme dans le corridor du TGV. On voulait baliser les impacts sur cette industrie à l’international quand un train à grande vitesse s’installe dans une région et tenter d’analyser l’impact que le projet d’Alto pourrait avoir sur le tourisme, une fois construit.

Globalement, l’étude affirme que le TGV d’Alto dans un corridor complété entre Québec et Toronto pourrait enregistrer des dépenses touristiques supplémentaires de 3,6 milliards de dollars, selon le scénario.

De façon régionale, si le TGV d’Alto était déjà en service aujourd’hui, la région métropolitaine de recensement (RMR) d’Ottawa-Gatineau pourrait enregistrer des retombées touristiques importantes, dont des dépenses touristiques régionales qui pourraient croître de près de 560 millions et un produit intérieur brut lié au tourisme qui pourrait passer, selon le scénario le plus optimiste, de 4,9 milliards $ à 5,5 milliards.

«Concrètement, on pourrait s’attendre à ce que des touristes qui auraient peut-être choisi une autre destination ou d’autres activités dans le cadre de leurs loisirs fassent le choix de se déplacer dans des zones touristiques qu’il serait possible de visiter parce que le train à grande vitesse est construit. Dans ce cas-ci, ça veut dire qu’il y aurait une proportion plus importante de touristes qui choisiraient de visiter la région d’Ottawa-Gatineau parce que l’option de s’y rendre rapidement et de revenir rapidement à la maison par la suite serait disponible.»

Coordonner les efforts sur le terrain

Selon M. Therrien, l’étude conclut que le TGV pourrait être un vecteur important pour l’industrie touristique, mais il doit être soutenu.

Le projet doit être appuyé par des politiques touristiques, par des stratégies de promotion, par des infrastructures d’accueil et des connexions locales entre la gare et les attraits touristiques, par exemple. Ce n’est que lorsque ces efforts sont faits que les TGV peuvent contribuer à l’industrie au maximum de sa capacité, précise-t-il, et que les retombées économiques sont plus importantes.

«C’est ce qu’on veut dire quand on parle d’un niveau plus élevé de coordination. Ce sont ces mesures qu’on met autour de l’arrivée du TGV qui permettent réellement d’en tirer des bénéfices», explique-t-il.

Résultat, l’étude démontre qu’en cas de coordination moyenne plutôt que forte avec les partenaires du corridor, les gains en dépenses touristiques avoisineraient les 900 millions de dollars, plutôt que 3,6 milliards.

Les régions de Montréal et de Toronto sont les RMR qui contribuent le plus au tourisme et dont les gains chiffrés sont les plus importants. Toutefois, proportionnellement, les RMR de Ottawa-Gatineau et Québec connaîtraient les gains les plus importants en termes de proportions, soit de 12 à 15 %, dans un contexte où les efforts de coordination seraient élevés. «Ce qu’on voit, c’est que lorsque ces mesures sont en place, la durée des séjours augmente et l’impact sur le PIB est décuplé également.»

L’Alliance de l’industrie touristique du Québec parle d’un «potentiel réel» qui aura un «impact majeur» sur l’industrie touristique au Québec.

Rappelons toutefois que le projet ne fait pas l’unanimité. Dans l’Est ontarien, par exemple, nombreux sont les agriculteurs qui ne voient pas d’un bon œil l’arrivée d’un tel projet près de leurs terres.

Trajet complet

Les estimations de l’étude ne sont pas pour demain. M. Therrien rappelle que le premier tronçon central entre Montréal et la région d’Ottawa-Gatineau vise un horizon de construction vers 2029-2030 et prendrait de sept à huit ans pour être construit.

«On pourrait voir ces données-là, soit une augmentation de l’afflux touristique plus important, dès la mise en service du segment central.»

Pour atteindre la «pleine valeur» ajoutée du TGV à l’industrie touristique, il faudra attendre que l’entièreté du trajet soit complétée, note-t-il.

«Donc on parle de 12 à 15 ans, une fois le début des travaux commencés, pour voir la pleine valeur. Il faut le voir dans son contexte. C’est un investissement générationnel. Ça prend un certain temps et, par la suite, les bénéfices sont là à perpétuité.»

https://www.ledroit.com/actualites/actua...iques-du-tgv-JVYPGYEGKJB3RCJRWW4G663MAI/

[dougvdh]

If you want to fill out another survey about Alto, here's one that is being shared around many of the opposition facebook pages. Feel free to add respond, particularly if you're a high-speed for Canada supporter.
https://qualtricsxm64xmj6bs7.qualtrics.com/jfe/form/SV_3yFDzo1ml4zyI4u?fbclid

[Uhuniau]

Originally Posted by dougvdh

If you want to fill out another survey about Alto, here's one that is being shared around many of the opposition facebook pages. Feel free to add respond, particularly if you're a high-speed for Canada supporter.
https://qualtricsxm64xmj6bs7.qualtrics.com/jfe/form/SV_3yFDzo1ml4zyI4u?fbclid

"Common Ground Research". "Established" this calendar year; no "who we are" information to identify who the principles behind this sham organization are; GARBAGE survey design with leading or closed-ended questions; email-harvesting included; fake social media outlinks.

Colour me suspicious.