IssuesToronto to Kitchener
High Performance Rail
Kitchener to London
High Speed Rail
 
Train speed200 kph 250 kph
Uses existing rail corridorYesNo - a new dedicated rail line to be built.
Land severance Minimal - some land will be required to widen the existing rail corridor.Many farms will be severed. This is a major impact on some of the most fertile land in Ontario.
Road closures and bridges A few possible road closures and the widening of existing bridges. The new corridor crosses about 50 roads, which will either be dead-ended permanently, or closed while overpasses are built.
Impact on movement of farm equipment Minimal Major problem for those farms that are severed. More difficult for farmers to get their produce to market.
Serves population centres.YesNo access to HSR rail for local residents. Stratford, St Marys, Ingersoll, and Woodstock will be cut off from rail travel unless GO is extended to those centres.
ImplementationTrains can run on newly upgraded sections of track. GO, VIA and Regional Express will all benefit as each upgrade is completed.Trains cannot run from Kitchener to London until the whole project is completed.
Bio-securityNo impact Problem when construction workers are near livestock.
Cost$5.9 billion (plus the cost of the Brampton freight bypass and the connection to Pearson Airport) $4.8 billionMore
Ridership10.6 million passengers per year from Toronto to Windsor. (Note: no breakdown of this number is given so it's impossible to tell where the passengers are.)Unknown. However, the population of Ontario is currently 14 million and is expected to be 18 million by 2041. We assume that half the population are children, so every adult in the province will have to take the train from Windsor to Toronto at least once a year in order to meet the Government's projection.
Regular Schedule3 trains per hour none specified
Peak Schedule 2 trains per hour none specified
StationsUnion Station, Malton, Guelph, Kitchener (Note: does not stop at Pearson Airport)None, except London.
When the acceleration and deceleration distances are taken into account HSR will reach 250 kph about 37% of the time. However, the initial cost and maintenance cost of 250 kph trains and coaches is significantly higher than those of 200 kph trains and coaches. Furthermore, the more expensive 250 kph rolling stock must be used on the whole system.
There are no estimates of the ridership between London and Toronto. The Special Advisor's' Report does say that there are 24 buses per day between London and Toronto (12 each way). However, the current Greyhound schedule lists only 12 or 14 express buses (6 or 7 each way), depending on the day of the week.
When HSR is implemented, it will take over the VIA supplied services from London to Toronto. It will no longer be economically viable for VIA to service Windsor to London and Sarnia to London and St Marys, Stratford, Ingersoll and Woodstock, will be left without rail service.
Traffic congestion around Toronto is a peak problem. It is impossible to known how HSR from London to Toronto is going to help solve this since the ridership numbers are unknown.
There is no access from HSR at Malton to Pearson International Airport. The cost of the Airport connection is not included in the project costs.
The cost for this project does not include the cost of the trains. A typical 250 kph train set is the Acela Express which consists of 2 power units & 5 coaches for 300 seats. The cost of each train set is about $50 million each. Our guess, without knowing station stop times, turn around times, etc, is that in order to maintain 3 trains per hour and 5 trains at peak, a minimum of 15 trains is required. ($2.5 billion, plus spares)