Search results

I believe it‘s quite a substantial increase over current car counts:

I was of the impression that ADA required accessibility along the entire train, is that incorrect?

Getting enough fleet for service expansions is one thing, getting enough operating funding is an entirely different thing and completely dependent on the federal government of the day. Note also that this will be at least 3 federal elections from now, considering that it will take many years to...

I‘m not sure, but considering that VIA only seems to have ever owned 110 HEP or Renaissance Sleeper Cars (40 Manor + 29 Chateau + 14 Park + 27 Renaissance), 313 cars sounds suspiciously like an expansion compared to the legacy non-Corridor fleet…

As long as VIA is ahead of Amtrak in the production queue, I‘d be fine with that! :)

First of all, VIA Rail is not bound by the Americans with Disabilities Act, but by similar (Canadian) legislation, which (unlike the ADA) doesn’t seem to require that the entire train is accessible across and in between cars. Anyways, in the case of a bilevel design like the Superliner, lifts...

The fleet has to be compatible with the 48 inch platform height Montréal’s found at Gare Centrale and at least parts of the consist have to be accessible and allow the circulation of passengers in wheelchairs, which is a combination which all but rules out any bi- or multi-level designs…

That observation seems to be supported by @smallspy on Urban Toronto: https://www.amtraktrains.com/threads/via-new-corridor-trains-2021-2024-updates.78480/post-1053014

Delays reported for Ventures operating yesterday show delays ranging from 12 to 116 minutes: https://groups.io/g/Canadian-Passenger-Rail/message/99670 As for the most delayed train, Train 59, it’s worth noting that location data shows that it left Ottawa at 6:43 p.m. (i.e., 55 minutes late)...

I’m pretty confident that VIA does not have the spare equipment available to prolong Siemens trainsets and that would preclude the ability to operate Siemens sets bidirectionally. With the so far rather modest delays reported for affected train services (e.g., Train 45 arrived 28 minutes late in...

My understanding from that blog entry is that electrical equipment modifications (“shunt enhancer”) can be installed in a matter of months to resolve the issue, similarly to how a “repeater” can improve the reach of a WLAN network:

User “smallspy” politely, but vehemently disagrees with the above: https://urbantoronto.ca/forum/threads/via-rail.21060/page-1219#post-2150721

I’ll refer to these excellent posts by “crs1026” at Urban Toronto: https://urbantoronto.ca/forum/threads/via-rail.21060/page-1219#post-2150694

Same reason why all VIA services stopping in Montreal, Ottawa and Toronto also stop in Dorval, Fallowfield or Oshawa (if these stations are along the route served): because for many of the people living in these metropolitan cities, reaching these satellite stations is much more convenient than...

It‘s apparently part of a new ICE Sprinter line, which generally runs non-stop between Frankfurt and Berlin-Spandau. Additional stops are highly unlikely, as all potential stops already have at least hourly service to Berlin and Frankfurt. Also, the train bypasses Hannover Hbf, which would have...

Apparently, there are only 4 intermediary stops between Berlin Hbf and Paris-Est (Berlin-Spandau - Frankfurt-Süd - Karlsruhe Hbf - Strasbourg) with an operational stop at Kassel-Wilhelmshöhe (where train drivers get relieved): https://www.drehscheibe-online.de/foren/read.php?002,10917112,page=3

Skipping Frankfurt Hbf saves less than 10 minutes, so most of the travel time saving will come from eliminating the transfer time at Frankfurt Hbf, but travel times Berlin-Frankfurt and Frankfurt-Paris should otherwise remain the same…

Actually, that article makes it sound like it‘s an additional connection, which will stop in Frankfurt-Süd rather than Frankfurt Hauptbahnhof…

If I recall correctly, this is an existing Berlin-Erfurt-Frankfurt ICE Sprinter train and an existing Frankfurt-Paris ICE International train which are connected through rather than an entirely new service (though connection time in Frankfurt was probably too short to transfer between the two...

I believe the CBC article’s following statement is very accurate: Inflationary pressure and changes in commuter behaviour since the COVID-19 pandemic played important roles in the need to cut costs, the report says. And it notes that closing the Deux-Montagnes line, the busiest Exo line which...