High-speed rail in Canada: Difference between revisions
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Although [[Canada]] does not have [[high-speed rail]] lines, there have been two routes frequently proposed as suitable for a high-speed rail corridor. The first is in [[Alberta]], between the cities of [[Edmonton]] and [[Calgary]] via [[Red Deer, Alberta|Red Deer]]. The second is in [[Ontario]] and [[Quebec]], between [[Windsor, Ontario]] and [[Quebec City]]. Possible international links between [[Montreal]] and [[New York City]], as well as [[Vancouver]] and [[Seattle]] are often discussed by regional leaders. [[Amtrak]] has already justified and approved a project to bring the [[ACELA Express]] from [[Boston]] to [[Montreal]] receiving no response from the Canadians. |
Although [[Canada]] does not have [[high-speed rail]] lines, there have been two routes frequently proposed as suitable for a high-speed rail corridor. The first is in [[Alberta]], between the cities of [[Edmonton]] and [[Calgary]] via [[Red Deer, Alberta|Red Deer]]. The second is in [[Ontario]] and [[Quebec]], between [[Windsor, Ontario]] and [[Quebec City]]. Possible international links between [[Montreal]] and [[New York City]], as well as [[Vancouver]] and [[Seattle]] are often discussed by regional leaders. [[Amtrak]] has already justified and approved a project to bring the [[ACELA Express]] from [[Boston]] to [[Montreal]] receiving no response from the Canadians. |
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Canada placed some early hopes with the United Aircraft Turbo train, in the 1960s, which was a true HST. The train sets achieved speeds as high as 200 km/h in regular service, but for most of its service life (marred with lengthy interruptions to address design problems and having to cope with the |
Canada placed some early hopes with the United Aircraft Turbo train, in the 1960s, which was a true HST. The train sets achieved speeds as high as 200 km/h in regular service, but for most of its service life (marred with lengthy interruptions to address design problems and having to cope with the poor track quality), it ran at a more realistic 160 km/h. The Turbo Train featured the latest technology advances such as passive coach tilting, Talgo attachment for rigid coach articulation and gas turbine power. |
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Beginning in the 1970s, a consortium of several companies started to study the Bombardier LRC, which was a more conventional approach to high-speed rail, in having separate cars rather than being an articulated train. Pulled by heavy conventional-technology diesel-electric locomotives designed for 200 km/h normal operating speed, inspired by the English HST125, it entered full-scale service in 1981 for VIA Rail, linking cities in the Quebec City-Windsor Corridor, but at speeds never exceeding the 170 km/h limit mandated by line signalling. It was the world's first active tilting train in commercial service. |
Beginning in the 1970s, a consortium of several companies started to study the Bombardier LRC, which was a more conventional approach to high-speed rail, in having separate cars rather than being an articulated train. Pulled by heavy conventional-technology diesel-electric locomotives designed for 200 km/h normal operating speed, inspired by the English HST125, it entered full-scale service in 1981 for VIA Rail, linking cities in the Quebec City-Windsor Corridor, but at speeds never exceeding the 170 km/h limit mandated by line signalling. It was the world's first active tilting train in commercial service. |
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Revision as of 08:49, 6 November 2007
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Although Canada does not have high-speed rail lines, there have been two routes frequently proposed as suitable for a high-speed rail corridor. The first is in Alberta, between the cities of Edmonton and Calgary via Red Deer. The second is in Ontario and Quebec, between Windsor, Ontario and Quebec City. Possible international links between Montreal and New York City, as well as Vancouver and Seattle are often discussed by regional leaders. Amtrak has already justified and approved a project to bring the ACELA Express from Boston to Montreal receiving no response from the Canadians.
Canada placed some early hopes with the United Aircraft Turbo train, in the 1960s, which was a true HST. The train sets achieved speeds as high as 200 km/h in regular service, but for most of its service life (marred with lengthy interruptions to address design problems and having to cope with the poor track quality), it ran at a more realistic 160 km/h. The Turbo Train featured the latest technology advances such as passive coach tilting, Talgo attachment for rigid coach articulation and gas turbine power.
Beginning in the 1970s, a consortium of several companies started to study the Bombardier LRC, which was a more conventional approach to high-speed rail, in having separate cars rather than being an articulated train. Pulled by heavy conventional-technology diesel-electric locomotives designed for 200 km/h normal operating speed, inspired by the English HST125, it entered full-scale service in 1981 for VIA Rail, linking cities in the Quebec City-Windsor Corridor, but at speeds never exceeding the 170 km/h limit mandated by line signalling. It was the world's first active tilting train in commercial service.
In 1998, the Lynx consortium, including Bombardier and SNC-Lavalin proposed a 300 km/h high-speed train from Toronto to Quebec City via Montreal based on the TGV and the french Turbo-Train technology. Recently, Bombardier and VIA have proposed high-speed services along the Quebec City-Windsor Corridor using Bombardier's experimental JetTrain tilting trains, which are similar to Bombardier's Acela Express, but powered by a gas turbine rather than overhead electric wires. These trains resemble the first TGV prototype (TGV001) powered by a gas turbine that were tested on the Strasbourg-Mulhouse line. As yet, no government support for this plan has been forthcoming, and Bombardier continues promoting the JetTrain especially for Texas and Florida routes.
Quebec City-Windsor
The Quebec-Windsor Corridor is the most densely-populated and heavily-industrialised region of Canada. With over 16 million people, it contains over half of Canada's population, the national capital and three of the four largest metropolitan areas in Canada (Toronto, Montreal and Ottawa–Gatineau). It is already the focus of most VIA Rail service. Currently the area is served by several freeways, VIA Rail, commuter and local transit, and several airports. This corridor population density is comparable to the Rhine river valley where the french TGV is very profitable. There have been proposals for a high-speed service, such as VIA Fast, but no action has been taken so far. However, the leader of the Liberal Party, Stephane Dion has said that he is in favour of developing a high-speed rail system as a way to fight climate change.[1].
Alberta
The most advanced proposals are in the Calgary-Edmonton Corridor in Alberta. The cities are approximately 260 km apart (About 3 hours by car), and are connected by the Queen Elizabeth II Highway.
A study by the Van Horne institute concluded that "high speed rail would bring significant benefits to the Calgary-Edmonton corridor and Alberta as a whole". The report also stated that the project would "generate between CAD $ 3.7 and $ 6.1 billion in quantifiable benefits". The study considered three options:
- Upgrade of an existing Canadian Pacific freight route to allow trains up to 240 km/h using Bombardier's JetTrain, costing approximately $ 1.8 billion.
- A new dedicated passenger route, known as the "Green Field" route, also using the Jet Train, and costing approximately $ 2.2 billion.
- An electrified version of the Green Field route, using TGV style trains running at 300 km/h, costing approximately $ 3.7 billion.
The report found that there was little incremental benefit in running at 300 km/h rather than 240 km/h, and so recommended the first option.
On September 22, 2006 it was announced the Provincial government was deploying video cameras along a stretch of the Queen Elizabeth Highway to determine just how many cars travel between the three cities.[2]
Some figures quoted for the cost of the project are far larger than the above. For example, Vue Weekly gives the cost as "$ 3 - $ 5 billion".[3]
The Calgary Herald announced on April 18, 2007 that the provincial government had purchased land in downtown Calgary for a possible station or terminal.[4] The provincial government also maintains ownership of the top deck of Edmonton's High Level Bridge so a potential high speed rail line can reach downtown Edmonton.
The Calgary Herald has put on a "special topic section" about the prospect of a high-speed rail in Alberta over the 2007 Thanksgiving long weekend. It is called "On Track: Alberta's Bullet Train Debate."
Montreal - USA
Stimulated by the success of the Acela Express and Acela Regional routes, Amtrak has proposed to construct a high speed line (300 km/h) between Boston and Montreal. In the 1970's, the mayor of Montreal, Jean Drapeau announced his project to build a LGV (High Speed Line) up to New York in order to replace the Alsthom Turbo-Train operated by Amtrak. More recently, Mayor Bourque tried to revive the TGV to New York project[1].
Trans-Canada High Speed Rail
References
- Quebec - Windsor Corridor Jet Train, Canada
- Calgary / Edmonton High Speed Rail - a report by Van Horne (2.45MB PDF)