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Sure, but you’d presumably want to have trains depart and/or arrive during the morning and afternoon peak, which is when already GO/ONxpress and VIA will struggle to fit all their trains into the station and the loss of a full platform and track can be afforded the least… Glad to see we agree...

Just to give an (imperfect) idea of how extensive the Eurostar facilities in Paris are: You would really monopolize large parts of the station and entire platforms for such a facility. But anyways, this entire discussion is moot because of all the intermediary stations on the Canadian side...

The current arrangement of having different concourse areas for intercity rail (VIA), regional rail (GO) and the Airport link (UP) is already questionable enough and considerably hampering the ease of transfers between these different rail types. Moving the VIA concourse two (!) levels up would...

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Two things here: As @crs1026 has correctly pointed out, every border facility in Toronto is not just fanciful because there is no suitable space at Union Station, but also because operating a sealed train over distances of 130 km (to NIAG), 150 km (to Buffalo) or even 360 km (to Detroit) is...

In order to run the desired number of services through Union, you have to terminate there as few services as possible and that may imply mothballing the UPX platform and instead connecting the Airport services through with another (then) electrified corridor, like ST or LE.

Sure, but that is exclusively the problem of provincial and sub-provincial governments (just like GO already provides bus service to Brantford), not of VIA Rail or the federal taxpayers… Agreed, the federal government should chip in, but it will be substantially cheaper and easier to fix 13...

Exactly! Everyone dreaming of the United States entering a Schengen-like agreement which effectively eliminates border control at the Canadian border should urgently start following the news…

This is exaxtly not how Eurostar stations operate: There is a hermetical separation between the “international” zone and the “domestic” zone, just like at any airport. And that needs space, lots of it. Sure, if neither money nor heritage status (this is a listed building, after all) play any...

TRTO-LNDN via the Guelph Sub is only 10 km (or 5.5%) longer than via the Dundas Sub (195 vs. 185 km) and hits the relevant cities (Brampton, Guelph, Kitchener) rather than avoiding them (Hamilton). Once Metrolinx has figured out a way to sneak somewhat frequent passenger trains past Georgetown...

At Vancouver, cross-border trains account for 87.5% of all departures and they have an entirely dedicated platform for these trains. In Toronto Union, you would need to seal off an entirely dedicated platform platform for barely 1% of daily departures. Whatever space there is 10 meters below the...

I have attempted some table-top estimates in my early pre-VIA days, even if I would be slightly bullish now that I’ve actually had the chance to work with professional rail simulation software designed for making such travel time calculations...

No, Niagara Falls is irrelevant for cross-border travel (Canadians and Americans stay on their respective sides of the border). The only workable route for fast&frequent train service from Toronto to Buffalo is via the CPKC route from Hamilton to Welland and Fort Erie. American trains can...

The two main problems are that there is no space in Toronto Union Station for border facilities and that the Welland Canal crossing on the Grimsby Sub in unreliable. Both issues point at building the border facility in Buffalo and making use of the CPKC line through the rail/road tunnel in Welland.

Not really a fantasy rail discussion, but extending that project beyond Buffalo really adds an entire new level of complexities. I maintain that the only realistic place for seamless border processes would be Buffalo (just like it would be Detroit for Toronto-Chicago)…

I’m not sure now whether you’ve ever been in London and Edinburgh, but Euston, Kings Cross and Waverley Stations are all as close to downtown as it gets and with excellent transport links into most parts of the cities, which are both things which can be said neither about Heathrow nor Edinburgh...

Unfortunately don’t have access (can only support a finite amount of newspapers). What travel time are they targetting?

What you are saying is the most boring and easiest to debunk conspiracy theory certain railfans (honrary mention to @micheal_can) religiously believe for whatever ridiculous reason: Chosing the CN route West of Winnipeg was a nobrainer, as the CP line does not connect with the Skeena. Given that...

Train 65 seems to be involved in a tresspasser incident near the Highway 6 crossing in Amherstville: Note: 65 has somehow become 75 in above screenshot. What I find interesting is that all affected VIA trains seem to be holding at different VIA stations, which will presumably aid bringing food...

At least with hourly HxR M-O-T Express service, you could always use the main platform as long as the departure times are offset by a full hour and keep the other platforms (only accessible through the tunnel) for the Local services which will all either originate or terminate in Ottawa. Only in...