High Speed options, standards challenges for HFR

Graeme Hampshire, Project Director for High Frequency Rail, gave a presentation at the TRACCS Rail Day event in Toronto on June 19, 2024, discussing the project’s ambitions and current status. Bringing decades of European railway experience to this role, and speaking to an audience of industry experts and railway suppliers, Graeme Hampshire was also candid about the challenges that High Frequency Rail faces.

Although the process of selecting the private development partner to build and operate HFR is ongoing, his presentation also provided a first tentative look at the specifications and potential travel times of the faster “Option B” that bidder must submit in addition to their proposals for a 200 km/h system.

Both options are to be 25kV electrified, although still with a possibility of electrification gaps that would have to be crossed using alternative power sources, and faster option may be up to 220 mph / 360 km/h.

It is noteworthy that the Option A time from Toronto to Ottawa has dropped below three hours. This would suggest that a number of realignments to address the curvature of the route between Peterborough and Smith Falls are envisaged. Stops at Perth and a “shoulder” station to connect with Eglinton LRT and the Ontario Line appear to have been dropped.

It was noted that the proposed route also has at least 500 grade crossings, all of which would have to be closed on segments where high-speed operations are envisaged, and even on segments operated at conventional speeds, closures or significant upgrades in cross protection will be required.

Standards

One of the greatest challenges for the HFR project is due to Canadian railway standards having been developed for joint operation with freight railways at conventional speeds, and therefore lagging behind those applicable Europe, Asia, and even the USA for frequent and faster passenger services. Without a Canadian track standard for operation above 100 mph, the project can’t be built. The same is true of signalling, enhanced train control, and for rolling stock capable of more than 125 mph.

This is an issue that Transport Action has pointing out to Transport Canada for several years, because standards development is not a simple process, especially on the signalling side where passenger trains will also need to interact safely with freight infrastructure, Enhanced Train Control standards are still under discussion, radio spectrum allocations may be needed, etc. Fortunately, Metrolinx, ONxpress, TRACCS, and CSA Group are already advancing much of this work as part of the GO Expansion project, and we look forward to seeing these matters resolved.

The project will also have to contend with three different platform heights – 49in, 25in, and 5in – although this could arguably be addressed by providing high platforms at all stations – and interfaces with up to six host railways.

Timeline

The 2024 federal budget provided $371.8 million over six years for the ongoing development of HFR, in addition to previous funding. Each of the three bidding teams receives a stipend so that all the intellectual property created become the property of the project and the best ideas from all the proposals combined. The timeline is currently:

• Fall 2024 – Government will select the Partner from the three bidders.
• Fall 2024 – Government will provide direction for the scope of the project to be defined during the co-development phase.
• Spring 2025 – The Partner and VIA-HFR commence working together and begin co-development “combining strengths from both sectors” to advance and optimize the project design and scope.
• TDB – Final investment decision by Government and start of construction.
• Early-Mid 2030s – HFR in operation

Notably, VIA-HFR has recently begun recruiting a variety of senior technical positions related to infrastructure, rolling stock, maintenance facilities, signalling and safety which will be needed to advance the project. See https://carrieres-careers.hfr-tgf.ca/ for details.

It appears likely that the transfer of existing VIA Rail operations to the private partner would not occur until at least the completion of the co-development phase, which may last up to four years.

Transport Action remains strongly opposed to the private sector operation of High Frequency Rail and takeover of VIA Rail’s existing corridor services, while continuing to urge the government to act swiftly to begin delivering tangible improvements in passenger rail speed and frequency in the corridor.

Higher speed and shorter journey times are welcome but not at any cost, the project must actually delivered in a timely fashion and on a reasonable budget if current generations are to benefit from it.