reaperexpress
Senior Member
Coincidentally, I happened to be looking into this question last night. Here's my amateur summary of the practical speed based on the curve radii and availability of adjacent land for potential curve realignment:
Green: 90-110 mph (145-177 km/h)
Yellow: 65-80 mph (105-130 km/h)
Orange: 40-60 mph (65-100 km/h)
Red: <=30 mph (<=50 km/h)
All of the curves away from stations can support at least 70 mph (112 km/h), and some of them even have radii of over 2000 metres, which means they can already support at least 95 mph (153 km/h) within the existing ROW, assuming 5-inch total superelevation (per @Urban Sky 's table based on the Transport Canada calculations) . The current tracks probably don't have high-speed spiral transitions in an out of the curves, but there's a good chance those could be accommodated within the existing property lines.
The only curves in the Kitchener-London segment which noticeably restrict speeds are the first and last curves in this group of 4 just west of Kitchener.
Existing ROW in black, proposed ROW in green.
The middle two curves have radii of over 2000 metres, but the western one has a radius of 1500 m (80 mph / 129 km/h) and the eastern one has a radius of 1150 m (70 mph / 112 km/h). The eastern curve in particular seems like a good candidate for curve realignment given that the rest of the nearby alignment would support at least 95 mph (153 km/h).
Upgrading the line to the standards of VIA's Smiths Falls, Alexandria and Chatham subdivisions would produce a Kitchener-London travel time around 55-60 minutes, compared to today's 105 minutes.
The Metrolinx Kitchener Line expansion business case estimates a 90-minute travel time for GO trains making 9 intermediate stops in the scenario with a grade separation (which would presumably be a prerequisite for frequent VIA service). That corresponds to about a 75-minute travel time for VIA trains making 3 intermediate stops. Putting together the two halves of the line then produces a time of 2h10 from Toronto to London, which is exactly the same as the current travel time via Brantford.
Yes, the business case proposes new platforms and sidings at Guelph and Acton, though personally I don't think Acton needs a pedestrian tunnel or second platform given that the basic hourly service won't meet there. The only meets which would occur at that siding would be with CN, VIA or peak-period extra GO trains, and those don't need to serve the station.
The pedestrian tunnel at Guelph Central Station was already built in 2012 as part of the station's reconstruction. It's currently being used to access the passenger pickup area.
A small portion of the second platform was also built over Wyndham Street, including this staircase which will become a secondary entrance.
The only major work still required to install a second platform at Guelph Central is to build an elevator from the existing pedestrian tunnel up to platform level.
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