美好的憧憬，蒙特利尔-渥太华-多伦多高铁，预算8千万/公里
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草头将军
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这也叫高铁？国内时速 250公里/小时以下只能称动车。300以上才能叫高铁
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看看那铁路线路，那轨道。要提速，先把线路轨道维修好，免得脱轨。
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喊增加班次的基本都没坐过火车吧，现在的班次差不多最少空一半，提了不是白提？
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metropolis
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周三Westjet宣布将于2024年4月停止蒙特利尔与多伦多之间的航班。
大多伦多地区每年人口增加10万，car 增加6万，十年后会更加严重。汽油价格高涨，很有限的航班，以及气候变化等原因，现在急需寻找其他的交通解决方案。
加拿大联邦政府希望在魁北克城和温莎之间建立一条1000公理的高频铁路，铁路连接多伦多和蒙特利尔两个人口最多的城市，有助于解决安省和魁省人口密集走廊的交通问题，这条铁路沿线几乎居住着加拿大一半的人口。
今年7月交通部长说现在还剩下3个公司参与项目竞争，正在讨论技术，商业可行性论证，目标是2030年代中期提供服务。
现在摆在政府决策者面前的一个问题是单纯的高频铁路，还是同时建立高速铁路，两者可以并存。多伦多一位副教授说，高速铁路的最大困难是成本问题，需要提升庞大的基础建设，而高频铁路主要是运营问题。
如果铁路频率提升到20-30分钟一班，将会大大方便乘客，提高依赖程度。对于感兴趣的乘客，高频铁路更具有吸引力。
魁北克交通部长支持建立魁北克城至多伦多的高速铁路。
专家指出，无论是高频还是高速铁路，都将是几年之后才能实现的计划，起码需要发展各个大城市之内的公共交通网络，使乘客可以快速到达火车站，而不是需要45-50分钟。
谷歌翻译:
加拿大气候行动网络执行董事卡罗琳·布鲁耶特 (Caroline Brouillette) 表示：“当你查看加拿大的排放概况时，我们会发现全国四分之一的排放来自交通运输部门。”
“这里的问题不是人们将如何做出个人牺牲来减少排放。 问题是加拿大政府如何提供基础设施来提供对气候更友好的选择的项目？”
她补充说，更多的铁路选择还有其他好处。
“只要乘坐火车、连接 WiFi、喝一杯、欣赏美丽的风景，而不是被困在无尽的车辆队列中，空气中燃烧产生的污染颗粒，就是一个更加令人愉快的未来。”
By Uday Rana Global News
Posted October 9, 2023 7:00 am
Updated October 6, 2023 5:27 pm
WATCH ABOVE: Political push for high-speed train between Quebec and Ontario – Feb 16, 2023
As Canada’s population continues to grow, high-frequency rail could play an important role in helping ease transportation woes among some of the country’s most populous areas and offset some reductions in service from airlines, experts say.
On Wednesday, WestJet said in a statement that it would be discontinuing service between Toronto and Montreal until April 2024, and a CN Rail outage hit VIA and commuter trains across Ontario earlier in the week.
Those announcements might have short-term implications, but they highlight regional transportation problems that are destined to become more pronounced in the near future.
“When you’re adding 100,000 people to the (Greater Toronto Area) every year, you’re adding roughly 60,000 cars. All I can tell you is 10 years from now, it’s going to be much worse,” said James McKellar, professor emeritus of real estate and infrastructure at York University’s Schulich School of Business.
Rising gas prices, limited flight options and anxieties around the future of climate change have led to debates around what is the most efficient way for Canadians to get around.
In Canada, the federal government is banking on a 1,000 km high-frequency rail link between Quebec City and Windsor, which would stretch between Canada’s two largest cities, Toronto and Montreal, and help address the transportation woes of Canada’s most densely populated corridor.
The high-frequency rail line would run from Quebec City, and pass through Trois-Rivieres, Montreal, Ottawa, Peterborough, and Toronto. The government says high-frequency rail would run on tracks limited to passenger traffic, and would therefore offer travellers more trains to choose from and greater reliability. When connected with Ontario’s GO Train network and other passenger services between Toronto and Windsor, this rail corridor could serve nearly half of Canada’s population.
In July this year, then-transport minister Omar Alghabra said the race to build the project was now down to three private consortiums. One of them will be picked as the private developer partner, which will work collaboratively with VIA Rail on the line.
A Transport Canada spokesperson on Thursday told Global News that the next stage is the Request for Proposals or “RFP” process, under which each of the three final contenders will be asked to submit their respective proposals.
The proposal will include a technically and commercially feasible solution, a business plan and a management plan for the co-development, construction and operations phases of the project, with the goal of having service on the line begin in the mid-2030s.
View image in full screen
A map of the Toronto-Quebec City High-Frequency Rail line.
But the big question before experts is whether Canada should opt for a high-speed rail link, or a dedicated high-frequency train.
There are other countries where leaders have turned away from rail as a transportation solution. For example, U.K. Prime Minister Rishi Sunak recently said his government is cancelling a proposed 530-kilometre high-speed rail link between London and Manchester, with Sunak explaining he wanted to end the “war on motorists.”
While Alghabra insisted in the past that the best way to serve the Toronto-Quebec City travel corridor is by building a high-frequency train, there have been calls from politicians in Quebec to build a high-speed rail system instead.
In July, Alghabra also said the government was looking for a private sector partner that could deliver a high-speed and high-frequency project, saying the two were not “mutually exclusive.”
In McKellar’s view, a high-frequency rail corridor makes more sense for Canada’s current context.
He said users would value the reliability more than speed.
“It would be quite a breakthrough in Canada to have a train that departs and arrives on time. In Japan, it’s down to the second. And certainly in Europe, you can depend on it. Frequency, reliability and comfort would, in my mind, rate above high speed,” he said.
Matthias Sweet, associate professor at the School of Urban and Regional Planning at Toronto Metropolitan University, said one of the biggest issues with a high-speed rail project would be the cost.
“Any proposals now for high-speed rail would be a massive infrastructure project,” he said, whereas building high-frequency would be “more of an operational issue.”
Knowing that a long-distance train is coming every 20 minutes or half an hour would increase trust in railway as a reliable means of transportation, he said.
“High-frequency services are going to be much more attractive for somebody that is interested in reliability. High-speed services imply they’re not as high in frequency. You’re going to have one or two options during peak periods, perhaps, that are going to get you there very fast,” he said.
“But if you miss those options, you’re stuck with a much more inferior service that happens much later.”
1:56 Political push for high-speed train between Quebec and Ontario
High-speed trains are operating around the world, such as the Shinkasen in Japan and the Maglev trains in China. Britain’s HS2 line, which Sunak said he was cancelling earlier this week, is an extension of the already operational HS1, which connects London and Birmingham.
The closest high-speed rail to Ontario and Quebec is the Acela train in the U.S. Amtrak’s flagship train in the Northeast corridor runs a 735 km route from Boston, Mass., to Washington, D.C., with a top speed of 240 kilometres per hour.
Like the Toronto-Quebec City corridor, the Acela connects a high-density corridor with cities like New Haven, New York, Philadelphia and Wilmington.
1:45 Quebec transport minister supports high-speed train linking Quebec City to Toronto
But Sweet said this also points to obstacles for high-speed rail in Canada, citing the challenges that line encountered in building on hilly and mountainous terrain.
But regardless of whether Canada builds a high-frequency or high-speed project, experts agree that any such project cannot be a success without building robust public transit infrastructure in the cities that these trains would connect.
Sweet suggested integrating and syncing timetables of regional rail networks, such as the Toronto-area’s GO Train and the Union-Pearson Express, with VIA Rail schedules. McKellar said trains can only be a viable alternative to driving and flying if it’s easy to get to the stations.
“If it takes you 45 or 50 minutes to get from your house to the station, it doesn’t make much sense then to spend all this money (on train travel),” he said.
1:56 High-frequency rail service between Quebec City and Toronto still years away
Environmental groups say transportation alternatives to road and air travel are also needed desperately as Canada is facing a climate crisis.
“When you look at Canada’s emissions profile, we see that a quarter of national emissions are coming from the transportation sector,” said Caroline Brouillette, executive director of Climate Action Network Canada.
“The question here is not how people are going to make individual sacrifices to reduce the emissions. The question is how is the Canadian government providing infrastructure for providing programs that make those choices that are more friendly to the climate?”
She added more rail options have other upsides as well.
“Just the possibility of taking a train, connecting to WiFi, having a drink and watching the beautiful scenery instead of being stuck in a queue of endless vehicles with polluting particles in the air from combustion is a much more pleasant future.”
globalnews.ca
大多伦多地区每年人口增加10万，car 增加6万，十年后会更加严重。汽油价格高涨，很有限的航班，以及气候变化等原因，现在急需寻找其他的交通解决方案。
加拿大联邦政府希望在魁北克城和温莎之间建立一条1000公理的高频铁路，铁路连接多伦多和蒙特利尔两个人口最多的城市，有助于解决安省和魁省人口密集走廊的交通问题，这条铁路沿线几乎居住着加拿大一半的人口。
今年7月交通部长说现在还剩下3个公司参与项目竞争，正在讨论技术，商业可行性论证，目标是2030年代中期提供服务。
现在摆在政府决策者面前的一个问题是单纯的高频铁路，还是同时建立高速铁路，两者可以并存。多伦多一位副教授说，高速铁路的最大困难是成本问题，需要提升庞大的基础建设，而高频铁路主要是运营问题。
如果铁路频率提升到20-30分钟一班，将会大大方便乘客，提高依赖程度。对于感兴趣的乘客，高频铁路更具有吸引力。
魁北克交通部长支持建立魁北克城至多伦多的高速铁路。
专家指出，无论是高频还是高速铁路，都将是几年之后才能实现的计划，起码需要发展各个大城市之内的公共交通网络，使乘客可以快速到达火车站，而不是需要45-50分钟。
谷歌翻译:
加拿大气候行动网络执行董事卡罗琳·布鲁耶特 (Caroline Brouillette) 表示：“当你查看加拿大的排放概况时，我们会发现全国四分之一的排放来自交通运输部门。”
“这里的问题不是人们将如何做出个人牺牲来减少排放。 问题是加拿大政府如何提供基础设施来提供对气候更友好的选择的项目？”
她补充说，更多的铁路选择还有其他好处。
“只要乘坐火车、连接 WiFi、喝一杯、欣赏美丽的风景，而不是被困在无尽的车辆队列中，空气中燃烧产生的污染颗粒，就是一个更加令人愉快的未来。”
Can high-frequency rail help growing transport woes in Ontario and Quebec?
By Uday Rana Global News
Posted October 9, 2023 7:00 am
Updated October 6, 2023 5:27 pm
WATCH ABOVE: Political push for high-speed train between Quebec and Ontario – Feb 16, 2023
As Canada’s population continues to grow, high-frequency rail could play an important role in helping ease transportation woes among some of the country’s most populous areas and offset some reductions in service from airlines, experts say.
On Wednesday, WestJet said in a statement that it would be discontinuing service between Toronto and Montreal until April 2024, and a CN Rail outage hit VIA and commuter trains across Ontario earlier in the week.
Those announcements might have short-term implications, but they highlight regional transportation problems that are destined to become more pronounced in the near future.
“When you’re adding 100,000 people to the (Greater Toronto Area) every year, you’re adding roughly 60,000 cars. All I can tell you is 10 years from now, it’s going to be much worse,” said James McKellar, professor emeritus of real estate and infrastructure at York University’s Schulich School of Business.
Rising gas prices, limited flight options and anxieties around the future of climate change have led to debates around what is the most efficient way for Canadians to get around.
In Canada, the federal government is banking on a 1,000 km high-frequency rail link between Quebec City and Windsor, which would stretch between Canada’s two largest cities, Toronto and Montreal, and help address the transportation woes of Canada’s most densely populated corridor.
The high-frequency rail line would run from Quebec City, and pass through Trois-Rivieres, Montreal, Ottawa, Peterborough, and Toronto. The government says high-frequency rail would run on tracks limited to passenger traffic, and would therefore offer travellers more trains to choose from and greater reliability. When connected with Ontario’s GO Train network and other passenger services between Toronto and Windsor, this rail corridor could serve nearly half of Canada’s population.
In July this year, then-transport minister Omar Alghabra said the race to build the project was now down to three private consortiums. One of them will be picked as the private developer partner, which will work collaboratively with VIA Rail on the line.
A Transport Canada spokesperson on Thursday told Global News that the next stage is the Request for Proposals or “RFP” process, under which each of the three final contenders will be asked to submit their respective proposals.
The proposal will include a technically and commercially feasible solution, a business plan and a management plan for the co-development, construction and operations phases of the project, with the goal of having service on the line begin in the mid-2030s.
A map of the Toronto-Quebec City High-Frequency Rail line.
But the big question before experts is whether Canada should opt for a high-speed rail link, or a dedicated high-frequency train.
There are other countries where leaders have turned away from rail as a transportation solution. For example, U.K. Prime Minister Rishi Sunak recently said his government is cancelling a proposed 530-kilometre high-speed rail link between London and Manchester, with Sunak explaining he wanted to end the “war on motorists.”
While Alghabra insisted in the past that the best way to serve the Toronto-Quebec City travel corridor is by building a high-frequency train, there have been calls from politicians in Quebec to build a high-speed rail system instead.
In July, Alghabra also said the government was looking for a private sector partner that could deliver a high-speed and high-frequency project, saying the two were not “mutually exclusive.”
In McKellar’s view, a high-frequency rail corridor makes more sense for Canada’s current context.
He said users would value the reliability more than speed.
“It would be quite a breakthrough in Canada to have a train that departs and arrives on time. In Japan, it’s down to the second. And certainly in Europe, you can depend on it. Frequency, reliability and comfort would, in my mind, rate above high speed,” he said.
Matthias Sweet, associate professor at the School of Urban and Regional Planning at Toronto Metropolitan University, said one of the biggest issues with a high-speed rail project would be the cost.
“Any proposals now for high-speed rail would be a massive infrastructure project,” he said, whereas building high-frequency would be “more of an operational issue.”
Knowing that a long-distance train is coming every 20 minutes or half an hour would increase trust in railway as a reliable means of transportation, he said.
“High-frequency services are going to be much more attractive for somebody that is interested in reliability. High-speed services imply they’re not as high in frequency. You’re going to have one or two options during peak periods, perhaps, that are going to get you there very fast,” he said.
“But if you miss those options, you’re stuck with a much more inferior service that happens much later.”
1:56 Political push for high-speed train between Quebec and Ontario
High-speed trains are operating around the world, such as the Shinkasen in Japan and the Maglev trains in China. Britain’s HS2 line, which Sunak said he was cancelling earlier this week, is an extension of the already operational HS1, which connects London and Birmingham.
The closest high-speed rail to Ontario and Quebec is the Acela train in the U.S. Amtrak’s flagship train in the Northeast corridor runs a 735 km route from Boston, Mass., to Washington, D.C., with a top speed of 240 kilometres per hour.
Like the Toronto-Quebec City corridor, the Acela connects a high-density corridor with cities like New Haven, New York, Philadelphia and Wilmington.
1:45 Quebec transport minister supports high-speed train linking Quebec City to Toronto
But Sweet said this also points to obstacles for high-speed rail in Canada, citing the challenges that line encountered in building on hilly and mountainous terrain.
But regardless of whether Canada builds a high-frequency or high-speed project, experts agree that any such project cannot be a success without building robust public transit infrastructure in the cities that these trains would connect.
Sweet suggested integrating and syncing timetables of regional rail networks, such as the Toronto-area’s GO Train and the Union-Pearson Express, with VIA Rail schedules. McKellar said trains can only be a viable alternative to driving and flying if it’s easy to get to the stations.
“If it takes you 45 or 50 minutes to get from your house to the station, it doesn’t make much sense then to spend all this money (on train travel),” he said.
1:56 High-frequency rail service between Quebec City and Toronto still years away
Environmental groups say transportation alternatives to road and air travel are also needed desperately as Canada is facing a climate crisis.
“When you look at Canada’s emissions profile, we see that a quarter of national emissions are coming from the transportation sector,” said Caroline Brouillette, executive director of Climate Action Network Canada.
“The question here is not how people are going to make individual sacrifices to reduce the emissions. The question is how is the Canadian government providing infrastructure for providing programs that make those choices that are more friendly to the climate?”
She added more rail options have other upsides as well.
“Just the possibility of taking a train, connecting to WiFi, having a drink and watching the beautiful scenery instead of being stuck in a queue of endless vehicles with polluting particles in the air from combustion is a much more pleasant future.”
Can high-frequency rail help growing transport woes in Ontario and Quebec? - National | Globalnews.ca
As Canada's population continues to grow, high-frequency rail could play an important role in helping ease transportation woes — and help tackle climate change, experts say.
globalnews.ca
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billwanhua
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我最近来回蒙特利尔坐火车，都是半空（好处是一个人可以坐两个座位，有病毒也不容易传染），回来还晚点1个小时，一共也没几节车厢，好像路上还停车让其他火车经过，这节奏，要是有灰狗我都不坐，起码灰狗准时，路上车坏了，灰狗会派另外一个车（很多人坐灰狗赶蒙特利尔的飞机）
metropolis
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我每次去火车站接送，蒙特利尔方向过来的还算比较准时，从多伦多方向来的，几乎从来都晚点，少说半小时。
以前的灰狗，白天每小时一班，节假日人多时，还会加车。现在是太不方便了。
而且渥太华的灰狗站居然在一个前不搭村后不搭店的地方，真是很奇特，蒙特利尔灰狗站起码还在地铁的交通枢纽上。
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