|
|
|
Hold on. We don't know if they will be sharing the same station. The current station is barely enough to support the trains it does today ( I'm talking about Ottawa's).
So everyone is over thinking the cost of a bridge through Peterbourgh. The Otonabee River does not have waterway traffic beacuse of the London Street Generating station. So your viaduct will only need to be 5 meters for road clearance through Peterbourgh. The Waterway canal adjacent to the river has all the non-moving road bridges at a 7 meter clearance.
These are not extraordinary heights and very buildable. I feel like people on the forum are thinking massive container ships pass through here, lol. Only 7 meter clearance needed !!!
Hold on. We don't know if they will be sharing the same station. The current station is barely enough to support the trains it does today ( I'm talking about Ottawa's).
The problem is the swing bridge over the Trent Severn canal. Wouldn't wanna piss off a bunch of rich boaters.So everyone is over thinking the cost of a bridge through Peterbourgh. The Otonabee River does not have waterway traffic beacuse of the London Street Generating station. So your viaduct will only need to be 5 meters for road clearance through Peterbourgh. The Waterway canal adjacent to the river has all the non-moving road bridges at a 7 meter clearance.
These are not extraordinary heights and very buildable. I feel like people on the forum are thinking massive container ships pass through here, lol. Only 7 meter clearance needed !!!
You would need two dedicated tracks for HSR. Or triple track the line from Smith falls to Montreal.So, where do you put this new station?
The station has 5 tracks. If we assume 2 tracks for HSR, there is no reason those other 3 tracks cannot handle the 3 different trains once HSR is up and running. Currently, along the back tracks it is all parking lots behind buildings. Parking garages at the side of those buildings could be added into the cost of the HSR if need be. O,r another elevated guideway over the existing tracks.
I do feel the interior of the station needs to change to better direct the flow of passengers.
Remember,it is a bidirectional service at that station with no branches. Even if it were 5 minute frequency, the most you still need is 2 tracks.
The problem is the swing bridge over the Trent Severn canal. Wouldn't wanna piss off a bunch of rich boaters.
So, we already have the space there. May need new bridges for the extra tracks.You would need two dedicated tracks for HSR. Or triple track the line from Smith falls to Montreal.
And mixing fast trains with slow ones is not fun.
Certainly with HSR and legacy trains they will need to fully double track from Smiths Falls through Ottawa to Montreal. But VIA's new "slow trains" would be able to roll at 200 kph if the tracks are upgraded to HSR standards, which would get you from SF to Ottawa in something like 20 minutes. A passing facility around Fallowfield would be useful but I don't think a triple track is needed if we're talking about 3 trains per hour per direction at most.You would need two dedicated tracks for HSR. Or triple track the line from Smith falls to Montreal.
And mixing fast trains with slow ones is not fun.
Three trains per hour? Has anybody halfways officially mentioned frequency or is that just dreamy speculation?Certainly with HSR and legacy trains they will need to fully double track from Smiths Falls through Ottawa to Montreal. But VIA's new "slow trains" would be able to roll at 200 kph if the tracks are upgraded to HSR standards, which would get you from SF to Ottawa in something like 20 minutes. A passing facility around Fallowfield would be useful but I don't think a triple track is needed if we're talking about 3 trains per hour per direction at most.
I don't think anywhere has been shown what the frequency would be.Three trains per hour? Has anybody halfways officially mentioned frequency or is that just dreamy speculation?
Three trains per hour? Has anybody halfways officially mentioned frequency or is that just dreamy speculation?
Hey guys, a little late to the party here. I’m super nerdy about train routes, alignments, ROWs and stuff like that, so I was curious to know what you guys think.
The idea of the previous HFR and carry over to ALTO was for VIA to have an entirely separate ROW from freight rail. Given that the route is likely to follow the CPKC Havelock subdivision, how will the current freight operations, and movements at Havelock Yard continue? The main idea of any new VIA plan was originally to seperate freight from a new corridor entirely. Would the trains up to Nephton run at night? How are we so sure CP would very gladly allow HSR run on the Havelock, regardless of any costs that are reduced by VIA maintaining the line.
My understanding is that CP's traffic on the Havelock is quite infrequent, so it isn’t that crazy, but I was just curious how that’ll work. Wonder what level of communication CPKC has been given from VIA with their intentions stringing back to HSR via Peterborough.
Additionally, what do you guys think will be the route coming out of Union? Can we see a world where ALTO begins on the Bala, takes the Don Branch bridge? And getting to the Havelock, wonder how a train would get there, maybe parallel trackage on CP North Toronto? It’s such a long term project that maybe a GO 2.0 scope frees up MidTown and ALTO can work with Metrolinx?
Lots to speculate about. Hopefully this project survives past the upcoming federal election.
That was for High Frequency, not High Speed, rail service. If nothing else, I'm not sure your could run 20 minute headways at that speed.In 2023 the expectation was about 15 Toronto->Montreal trains per day, express (new corridor) + local (Lakeshore corridor) combined. That would be about 90 minute frequencies on the HSR corridor if they're evenly distributed from 6am to 9pm.
Page 25: https://hfr-tgf.ca/wp-content/uploads/2023/01/2022-03-10-RFEOI.pdf
HSR is going to need to have a dedicated corridor seperate from freight, at least for the 300km/h segments.
There are no details, but I imagine HSR will follow the Bala and Havelock subs up to north of the 407, where it will split off on a new alignment dedicated to HSR and with the right geometry for 300km/h operations.
On the shared space along Bala and Havelock, it would likely end up having its own separate, dedicated track as well. We'll have to see how implementation works. I imagine it would use the Don Branch bridge - but that the bridge will have to be replaced.
