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Here's the real quickest route to downtown Edmonton:
Follow the CPR tracks along Gateway Blvd, duck underground at 76 Ave and continue underground with the railcar at ground level, then cross a new High Level Bridge that accommodates cars, trucks and ETS buses (the old HLB remains for pedestrians, cyclists and the railcar) until it reaches a new terminal at 109 St south of 99 Ave.

1750996296065.png
 
Gronk! said:
Here's the real quickest route to downtown Edmonton:
Follow the CPR tracks along Gateway Blvd, duck underground at 76 Ave and continue underground with the railcar at ground level, then cross a new High Level Bridge that accommodates cars, trucks and ETS buses (the old HLB remains for pedestrians, cyclists and the railcar) until it reaches a new terminal at 109 St south of 99 Ave.

View attachment 661953
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Everyone else on this thread has to be shitposting. There’s no way you unironically wouldn’t think this is the logical route for a southern HSR approach into the city.
 
EdwardEdm said:
While we already have the CN mainline, and CN has been adding capacity, but I suspect the line could use $100's of millions more in upgrades to reliably include operation of multiple passenger trains per day.
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I’ve actually just mapped out where the double tracking still needs to take place. I’d say a bit under half of the alignment is still single-tracked, so not too bad percentage-wise, but still about 140 km of railway to twin. I can’t imagine the Gainford viaduct, Entwistle train trestle, McLeod River bridge, Athabasca River crossing or Brule Lake tunnel being expanded for a 2nd track, but otherwise, the whole line being two tracks should cut the travel time from over 6 hours to around 4 hours if VIA rail never has to wait for freight trains to get out of the way.

CN Rail Edmonton to Jasper Double Tracking
https://maps.app.goo.gl/B6RmniCmzdJFmJdP6?g_st=ic
 
^CN has been redoubling the track over the last number of years to get back to what they had before Hunter Harrison came in and got rid of all the double tracking to save a bit of money on track maintenance. If the province and the feds came on board and gave money in exchange for more passenger service on the tracks you could likely double most of it back very quickly. As you said, the bridges and tunnels would be another layer later. Likely whatever causes the pinch points would get an extra bridge built quicker.
 
The more expensive the line is the less likely it will ever gets built. Tunnelling for miles and an elevated section the cost will put the whole concept out of sight. A cost effective solution is needed.
 
Glenco said:
The more expensive the line is the less likely it will ever gets built. Tunnelling for miles and an elevated section the cost will put the whole concept out of sight. A cost effective solution is needed.
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Well 30 years in the future anyways, so lots of time for Smith to save up for it right?
 
This is an important discussion and glad Jasper council is pushing for it. It is a shame that there is not Passenger Rail priority in Canada. This would simplify a lot of things. There will never be the demand nor the space, especially in the National Parks to build a separate passenger rail line. The good news is that CN is a very good company and with the rebuilding of double tracking close to 80% of the Jasper Edmonton corridor, it should be easy to fit in 3 scheduled return trips everyday without impacting CNs schedules. Bonus is CN gains revenue from passenger service without the hassle of offering it. Regarding the article, Spruce Grove should be the western stop which would have a catchment area of Henday west instead of building a new line to the Lewis Farms stop. And the Edmonton station should either be connected to Blatchford Gates LRT or the Coliseum LRT. To build to downtown directly today would be billions of dollars with little ROI compared to connecting to LRT station that go directly to downtown.

 
YEG imagineer said:
The good news is that CN is a very good company and with the rebuilding of double tracking close to 80% of the Jasper Edmonton corridor, it should be easy to fit in 3 scheduled return trips everyday without impacting CNs schedules.
Click to expand...
Speaking of CN:
www.trains.com

CN adding 17 miles of second main to support growth west of Edmonton, Alberta - Trains

MONTREAL — Canadian National is building 17 miles of double track on its busy Edson Subdivision west of Edmonton, Alberta, the stretch of main line that leads to the railway’s routes to Vancouver and Prince Rupert, British Columbia. “The double‑tracking project is expected to increase capacity...
www.trains.com www.trains.com
 
It's good that for the most part, the tracks are difficult for pedestrians to access, but we do have to make sure any high speed rail projects into urban areas don't become another Brightline with their many pedestrian fatalities. Robust fencing along the corridor, grade separation, etc. Slowing down the trains is another obvious solution but it would be nice for the trains to run fairly quick up to just before Whyte Ave.
 
dkazzed said:
It's good that for the most part, the tracks are difficult for pedestrians to access, but we do have to make sure any high speed rail projects into urban areas don't become another Brightline with their many pedestrian fatalities. Robust fencing along the corridor, grade separation, etc. Slowing down the trains is another obvious solution but it would be nice for the trains to run fairly quick up to just before Whyte Ave.
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Many of the brightline deaths are suicides. Deeply sad, but not the same as the train being dangerous when people seek it out.
 
YEG imagineer said:
This is an important discussion and glad Jasper council is pushing for it. It is a shame that there is not Passenger Rail priority in Canada. This would simplify a lot of things. There will never be the demand nor the space, especially in the National Parks to build a separate passenger rail line. The good news is that CN is a very good company and with the rebuilding of double tracking close to 80% of the Jasper Edmonton corridor, it should be easy to fit in 3 scheduled return trips everyday without impacting CNs schedules. Bonus is CN gains revenue from passenger service without the hassle of offering it. Regarding the article, Spruce Grove should be the western stop which would have a catchment area of Henday west instead of building a new line to the Lewis Farms stop. And the Edmonton station should either be connected to Blatchford Gates LRT or the Coliseum LRT. To build to downtown directly today would be billions of dollars with little ROI compared to connecting to LRT station that go directly to downtown.

Click to expand...
There already is some existing passenger rail service from Edmonton to Jasper and CN is twinning more of the track, which will soon make it easier to add more. So there are strong arguments this should go ahead faster.

If the stand alone north side rail station in Edmonton could be relocated to one of the closer LRT stations in the area that really help too. None of this even needs to wait for a larger commuter rail station in downtown or south Edmonton as it could integrate with the existing LRT system.
 
There's still not an insignificant number of injuries and fatalities from people looking to simply cross the track. I wonder if it's a brand new alignment that's cut through existing neighbourhoods? At least our line is not only suitable for the Edmonton to Calgary HSR, they've made no attempts to integrate neighbourhoods east and west.
 
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