Smiths Falls council continues to advocate for a stop on the proposed Alto high-speed rail project. Mayor Shawn Pankow says the town has supported a station since discussions began nearly a decade ago, viewing it as a major economic driver. Pankow acknowledges chances of securing a station appear slim unless a compelling business case can be made, and questions the newly proposed southern route, noting earlier discussions placed the line along or near the existing CP Rail corridor. Council plans to revisit its position before the consultation period closes in April.

Reporter Elliot Ferguson visits the Salmon River watershed with Susan Moore of Friends of the Salmon River, who says the corridor’s rural headwaters — including the 6,000-acre Kennebec wetland complex — act as a giant flood-control sponge that could be permanently disrupted. John Lowry and Lori Borthwick of the Quinte Field Naturalists warn corridor fencing will fragment wildlife populations. Marilyn Murray of the Lennox and Addington Stewardship Council says the southern route could cross up to 5,000 acres of farmland. Ted Darby of Friends of the Napanee River warns it could damage the Cataraqui Trail. Quinte Conservation’s board voted to oppose the high-speed rail proposal and urged investment in Via Rail along the existing corridor instead.

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A 19-minute Q&A with Alto president and CEO Martin Imbleau on CBC Ottawa Morning, hosted by Rebecca Zandbergen. Key admissions: the route will not be finalized until “sometime in the fall”; land acquisition involving “thousands of properties” will begin in 2027; the project involves “thousands of crossings” requiring road closures or grade separations; environmental field studies began “this week.” On recourse if the project exceeds its budget: “First, they’ll fire me.” On the VIA Rail alternative: “I wouldn’t do it. I studied it.” On landowner access: “I’m not a private project, I’m representing the state.”

Reporter Mélina Lévesque profiles two eastern Ontario agricultural operations within Alto’s study corridor in the United Counties of Prescott-Russell. Marcus Haefele of Agri-Caledonia Inc. — a 1,090-hectare broiler chicken and cash crop farm — says the project could cut his family off from roughly 405 hectares of farmland, a newly-built $7 million chicken barn, and the water source for both barns. Andrea Glenn of Gibbs Honey, a third-generation 45-hectare heritage apiary in Vankleek Hill: “No matter what, this is going to affect us. What we’ve built here is not easily replicable.” Alto’s chief of strategic policy Marc-Olivier Ranger says Alto is committed to a “no-surprise environment.” Haefele: “Rural Canada is not here to be sacrificed for city-goers to have easier transportation.”

Reporter Bill Hall covers the “No Alto” demonstration in Camden East on March 21, where approximately 100 protesters rallied with the Save Stone Mills group. Heather Levy describes Alto officials as “slick salesmen” likely to “steamroll through” and cites a group of local academics — experts in geology, environmental studies, and medicine — producing independent research studies. Steve Essen, who relocated from Toronto after Metrolinx acquired land in Riverdale for the Ontario Line, says his Stone Mills farm now faces the same fate: “Never in my wildest dreams could I have imagined it happening all over again.”

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CTV Ottawa’s Josh Pringle reports that Alto is launching the next stage of its field studies program, seeking permission to enter private properties this spring as part of the environmental assessment for the Ottawa–Montreal first phase. Alto stresses participation is voluntary; receiving a permission-to-enter request does not mean a property will be acquired. Alto’s general manager of planning, Marcia Wallace, says Alto aims to have a “preliminary preferred rail alignment and station location” for Ottawa by end of 2026.

Alto senior communications advisor Crystal Jongeward confirmed: “Our mandate from the government of Canada remains the same — to develop a high-speed rail network between Ontario and Quebec, which includes seven stations: Toronto, Peterborough, Ottawa, Montreal, Laval, Trois-Rivières, and Quebec City. Nothing has changed in our mandate.” The City of Peterborough encouraged residents to submit comments before the April 24 deadline.

Northumberland County Council has passed a resolution requesting more detailed information from Alto on the proposed high-speed rail corridor, including its potential impacts on Northumberland communities, agricultural land, and rural infrastructure. The motion reflects growing concern about the pace of the consultation process and the lack of specific information available to affected landowners ahead of the April 24 deadline.

Reporter Elliot Ferguson profiles the Patton family of Elgin — whose ancestors emigrated from Ireland in the late 1700s to a 600-acre parcel, with 150 acres still in the family today. The farm sits in the middle of the southern corridor study area. Sharon Patton: “It’s like somebody is sick in your family. That’s how I feel.” For daughter Jennifer and son William, who is autistic, the farm represents their entire future — the maple syrup operation, the animals, and the only place William will ever be able to work.

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Ontario Premier Doug Ford stated at a March 16 news conference in Brockville that he wants Alto’s high-speed rail built along the Highway 401 corridor rather than through rural eastern Ontario. Ford’s intervention marks a significant shift in provincial positioning on the route question and aligned with resolutions passed by numerous eastern Ontario municipalities.

CBC News video of Premier Ford’s remarks at his Brockville news conference, where he called directly on Alto to route the proposed high-speed rail line along Highway 401. Ford’s statement aligned with the positions of local MPs Scott Reid and Michael Barrett and resolutions from numerous eastern Ontario municipalities.

CTV National News correspondent John Vennavally-Rao reports from eastern Ontario on the human cost of Alto’s proposed route. Residents along the corridor describe the threat of land seizure, longer emergency response times, and travel delays as primary reasons for their opposition to the high-speed rail project.

Grassroots opposition grows across eastern Ontario. Save South Frontenac organizer Gord Boulton — whose 260-hectare property could be cut in half — notes there will be no level crossings anywhere. Conservative MPs Scott Reid and Michael Barrett oppose the project. U of T’s Prof. Matti Siemiatycski — an Alto academic advisor — says “they’ve underestimated the cost and overestimated the benefits” and warns ticket prices will be “slightly below flying,” not mass-market transit.

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The Rideau Waterway Land Trust has protected lands in the Ottawa–Kingston corridor for over 30 years. 17 of the Trust’s 25 properties fall within the proposed Alto southern route — lands forming part of the UNESCO Frontenac Arch Biosphere Reserve containing more than 50 at-risk species. The letter warns the southern route would create a new barrier across this landscape and urges the federal government to abandon or substantially reroute the southern corridor.

Rideau Lakes council voted to support studying an HSR route along the Highway 401 corridor rather than through rural areas. Coun. Linda Carr raised concern that the motion made no reference to the Frontenac Arch Biosphere or the Rideau Canal UNESCO World Heritage Site. Mayor Hoogenboom noted Alto suggested the consultation period may be extended beyond March 29.

Coverage of the Peterborough County meeting featuring Alto CEO Martin Imbleau — who attended virtually after his flight was cancelled, an irony he used to promote the train. Imbleau confirmed the $60–90 billion cost range. On energy: 50 megawatts per train, 12–15 substations, representing 1–3% of Ontario and Quebec’s electrical capacity. Construction on Ottawa–Montreal begins 2030. Station locations to be announced in fall.

Both morning and evening sessions of the Perth open house drew over 1,000 residents. Attendees raised concerns about properties being cut off from road access. Beckwith Deputy Reeve Dowdall noted information overload created distrust. Perth Mayor Judy Brown praised the open house format.

Transportation researcher Stephen Wickens argued Peterborough shouldn’t be part of Alto. Peterborough Mayor Jeff Leal disagrees and makes the case for the city’s inclusion.

Andrea Glenn, co-owner of Gibbs Honey — a third-generation apiary near Vankleek Hill — explains how farming communities fear losing their land and businesses to Alto.

Rural Ontario and Quebec residents voice growing backlash. Gord Boulton of Battersea fears his 1,000-hectare property will be severed. In eastern Ontario, at least five townships have passed resolutions opposing the southern route. Quebec farmers protested in Mirabel over land acquisition. Alto estimates total cost at $60–90 billion.

The Star’s major national investigation. Follows Andrea Glenn and Russell Gibbs, operators of a 110-acre, third-generation apiary near Vankleek Hill. Expropriation lawyer Ajay Gajaria: “Both in dollar value terms and number of properties, this will be the largest value of expropriations in modern Canadian history.” Covers Bill C-15’s elimination of public hearing rights and the Mirabel parallel.

Concerns are growing about the proposed Alto high-speed rail project in the Peterborough area. A farmers’ group is calling for a pause on the current route study, while a Peterborough-area business owner warns the proposed alignment could cut off access to his livelihood.

Cottage Life profiles Sue Federico, who four years ago purchased a 53-acre farm near Elgin in the Frontenac Arch Biosphere, only to discover the Alto corridor may bisect her property. “We are all facing expropriation,” she says. FOCA CEO Lesley Lavender reports that waterfront owners are asking for “clear information, meaningful consultation, and real attention to environmental impacts.” Federico: “What people are struggling with is, why is this running through such pristine and irreplaceable wilderness?”

National CTV profile of Gord Boulton, owner of Rockridge Outfitters in Battersea — a hunting and fishing outfitter on 1,000 acres. A fenced HSR line would block lake access, disrupt wildlife, and erase the quiet his business depends on: “A train coming through here would just completely destroy my business.” Boulton founded Save South Frontenac, now with thousands of followers. Alto CEO Imbleau acknowledges some roads will become dead ends.

Profiles Cory Kozmik, a third-generation dairy farmer in Asphodel-Norwood whose 460-acre Erdine Farms sits within the southern corridor — with up to 150 acres at risk. Raises groundwater contamination, soil compaction, and download costs to municipalities. Ontario Farmland Trust: land “rarely returns to its original productivity” after construction. OFA’s Spoelstra quoted on the $51 billion agricultural economy at stake.

Raises whether MPs will receive free Alto passes as they do on VIA Rail. Alto claims it will be “financially self-sustaining” once operating — a significant claim given VIA Rail’s ongoing reliance on federal funding. Questions whether a primarily Ottawa–Toronto service will serve a broad public or mainly a professional class whose travel is taxpayer-reimbursed.

The Ontario Federation of Agriculture and l’Union des producteurs agricoles issued a joint resolution calling for an immediate suspension of the Alto project. OFA President Spoelstra: Ontario farmland contributes $51 billion annually to the provincial economy. UPA President Caron warned: “Mirabel Airport is an example that should not be repeated.”

Federal, provincial, and municipal politicians unite in opposition. MP Scott Reid told the House of Commons the project would “destroy lives, ruin property rights and ruin communities.” MPP Steve Clark cited harms to farms, sensitive habitat, and heritage areas. Clarence-Rockland Mayor Zanth: “nobody wants” the train and Alto is not providing the information communities need.

Detailed coverage of the Peterborough open house — 815 attendees. Alto advisor Joel Wiebe: “There are a lot of things we’re learning that aren’t necessarily on official maps.” Residents raised concerns about land expropriation and farmland impacts. Mayor Jeff Leal compared the project to the St. Lawrence Seaway.

Ontario Morning spoke with Joel Wiebe, Alto’s Senior Advisor for Community Relations, on how the Peterborough session went and how feedback will influence the project.

CPAWS research: Canada’s protected natural areas generate $10.9 billion in GDP, support 150,000 jobs, and return $1.4 billion in tax revenue — value not in Alto’s route cost-benefit analysis.

Andrew Hyett presents geological and hydrological findings on the Frontenac Arch: crushed-rock savings on the southern route are offset by chronic drainage costs Alto has not modelled. Research at altohsrcitizenresearch.ca.

Mirabel farming families who had land expropriated in 1969 and repurchased it now face another expropriation for Alto. CEO Imbleau: once a route is set, landowners cannot change it — “it becomes a transaction on the compensation.”

Ahead of the Peterborough open house, Ontario Morning spoke with Stephen Wickens, a transportation researcher closely monitoring Alto, on why he believes Peterborough should not be part of the proposed route.

Belleville City Council approved a motion opposing the southern corridor. The route could affect 2,500–2,700 homeowners and up to eight Quinte Conservation land holdings.

Councillor Brown’s resolution and council debate. Mayor Neil Ellis acknowledged social and economic costs. Tyendinaga Mayor Kennelly says the route isn’t compatible with rural life.

Residents in Vankleek Hill raise concerns the proposed Ottawa–Montreal corridor will disrupt farmland — the first major TV news report on agricultural impacts east of Ottawa.

National Post columnist Chris Selley examines the McGill University public transit lab survey of nearly 7,000 residents and finds projected ridership “truly alarming.” The study estimates only 778 daily boardings in Quebec City and an average willingness to pay just $20 more than current VIA Rail fares. Selley also notes that Toronto’s Eglinton Crosstown LRT cost $684 million per kilometre; at that rate, Toronto–Quebec City HSR would cost roughly $600 billion.

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Rideau Lakes Township unanimously rejected the Alto HSR proposal, citing agricultural lands and the UNESCO-designated Frontenac Arch Biosphere and Rideau Canal. Resolution forwarded to Minister MacKinnon, PM Carney, MPs Gerretsen and Reid, Premier Ford, and Alto CEO Imbleau.

Kingston City Council voted 9–2 to support the southern route only if it includes a city station, formally opposing it otherwise.

Belleville Council received a request from Centre Hastings Township to support the northern route with a Madoc station — early inter-municipal coordination north of the 401 before the formal consultation opened.

South Frontenac votes unanimously against the southern corridor. Mayor Vandewal calls the potential impact ‘generational devastation.’

Peterborough on Alto’s Coldsprings station. City council approved $1M in planning funds for the area southeast of the city as the likely station site.

Stone Mills Township passes a motion opposing the southern route. Residents raised concerns about the removal of public hearing rights under Bill C-15 and their ability to challenge expropriation.

South Frontenac unanimously rejects the southern corridor, arguing it should be rerouted within Kingston’s boundary. MP Scott Reid warns either route may end VIA Rail service through Kingston.

Community opposition and unresolved questions following the January 29 Alto open house in Vankleek Hill.

Randall Denley: saving one hour for $60–90B doesn’t justify the disruption — and Alto has never built a kilometre of high-speed rail.

CBC’s consultation-launch explainer. CEO Imbleau acknowledges Alto will “definitely need a lot of land” and expropriation is on the table.

Kingston MP Mark Gerretsen urges residents along the potential southern corridor to share concerns directly with Alto before the consultation deadline.

Jerome Gessaroli (Macdonald-Laurier Institute) argues Alto faces a costly fiscal reckoning — capital costs of $250M–$375M per minute of travel time saved, well above EU averages. Warns accelerating construction locks in commitments before routes, costs, and risks are understood.

Matti Siemiatycski — U of T Infrastructure Institute director and Alto academic advisor — argues the project has no public business case, final route, budget, or ridership forecast, and that $90B would deliver far greater benefit invested in urban transit.