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^Assuming that it will be a decade before they get to 2WAD on the Milton line, they could lay a half mile of the 8th and final track for that route northwest from Bathurst Street, and park trains there. Nice and close to the Bathurst layover facility, where maintenance/cleaning facilities already exist. No new land acquisition costs, hard to argue adverse impacts when it’s a5-track corridor and soon to be 7 tracks anyways. And if as suggested these are Milton trains, with 2WAD they will turn back anyways instead of laying over downtown.

- Paul
 
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^ It appears they've already ruled out the Bathurst Yard.

1646087401982-png.382547
 
Allandale25 said:
^ It appears they've already ruled out the Bathurst Yard.
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That may be their preference, yes, likely to remove the need for Milton trains to turn back from the depot... but if they haven't baked in that capacity in the long term platform plan, then where's the capacity they will need when Milton gets 2WAD?

I read "at capacity" as "the existing yard is full, and can't be expanded" - this is true, but absent 2WAD to Milton there is land available all the way up the Milton line to Dupont.

- Paul
 
Allandale25 said:
^ Is there any indication that Layover is a prerequisite for midday service on the Milton Line?
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Actually, it's possibly the opposite. If midday service were implemented, some of the trains that currently lay over after the morning peak might continue to operate during the midday, meaning less parking space is needed not more. Mid-day service might only warrant shorter trains - so the peak trains might still need layover space.

- Paul
 
crs1026 said:
^Assuming that it will be a decade before they get to 2WAD on the Milton line, they could lay a half mile of the 8th and final track for that route northwest from Bathurst Street, and park trains there. Nice and close to the Bathurst layover facility, where maintenance/cleaning facilities already exist. No new land acquisition costs, hard to argue adverse impacts when it’s a5-track corridor and soon to be 7 tracks anyways. And if as suggested these are Milton trains, with 2WAD they will turn back anyways instead of laying over downtown.

- Paul
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I wouldn't assume that they are going to be storing Milton trains there.

Remember, GO will be going to double-berthing at Union Station - that means trains arriving from the west will leave to the west, and vice-versa.

Dan
 
generalcanada said:
pretty sure there are no bi-level EMU's which is what MX wants at least a few of.
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The first bi-level train car only showed up in 1870. Hawker-Siddeley Canada (became Bombardier, now Alstom) designed and built their bi-level cars for GO by the 1976 (GO only coming into existence in 1967). Not to say that a bi-level EMU may not along, made in Canada.

From link.
In 2012, as part of preparation for UEFA Euro 2012, Ukrainian Railways bought two EJ675 EMUs manufactured by Škoda Transportation. These trains are used on inter-regional (Intercity), now (from 2015-2019) services on Kharkiv – im. T. G. Shevchenko line. EJ675 electric multiple units operate at a maximum speed of 160 km/h, but are capable of achieving speeds of up to 180 km/h. Train operation is discontinued in 2019.
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%C5%A0koda_EJ_675%282%29.jpg

EJ 675 (Czech: Elektrická Jednotka, type 675) is a double-decker electric multiple unit by Škoda Vagonka a subsidiary of Škoda Transportation, operated by the Ukrainian state railways Ukrzaliznytsia. It is a variant of the Czech Railways class 471 "City Elefant" adapted for 1,520 mm gauge railways.

Key word "WAS", being in Ukraine.

​

 
EastYorkTTCFan said:
There are people on here who think that every train should be like the TTC subway trains with multiple doors or otherwise they are bad for people to get off or on in time.
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Depending on their usage, many of them should be . There is no reason for them for commuter rail systems like the big DD GO fleet but for RER they definitely should be as it is, essentially, a subway-lite system and hence should have subway-like train access.
 
W. K. Lis said:
The first bi-level train car only showed up in 1870. Hawker-Siddeley Canada (became Bombardier, now Alstom) designed and built their bi-level cars for GO by the 1976 (GO only coming into existence in 1967). Not to say that a bi-level EMU may not along, made in Canada.

From link.

%C5%A0koda_EJ_675%282%29.jpg

EJ 675 (Czech: Elektrická Jednotka, type 675) is a double-decker electric multiple unit by Škoda Vagonka a subsidiary of Škoda Transportation, operated by the Ukrainian state railways Ukrzaliznytsia. It is a variant of the Czech Railways class 471 "City Elefant" adapted for 1,520 mm gauge railways.

Key word "WAS", being in Ukraine.

​

Click to expand...
well i stand corrected. didnt know the caltrain bilevels were emus
does alstom or deuche bahn do bi-level emus?
 
ssiguy2 said:
Depending on their usage, many of them should be . There is no reason for them for commuter rail systems like the big DD GO fleet but for RER they definitely should be as it is, essentially, a subway-lite system and hence should have subway-like train access.
Click to expand...

Well, that’s a conclusion that you have leapt to, but that doesn’t make it so. Some Paris RER lines work quite well with bilevels having only 2 doorways per car, at subway-like headways.

Maybe that’s ML’s plan, or maybe it isn’t…. we shouldn’t assume anything until they and their chosen vendor put their design on the table.

- Paul
 
Even with four doors on each subway car in Toronto, the dwell time at some downtown stations are longer than most of the stations in the outskirts. At some wider spaced stations, the dwell time for subway trains can be longer, because of the crowds.
 
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