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GO Transit Electrification | Metrolinx

It's a protective device to ensure voltage is regulated so equipment don't burn out while fitting under low clearance bridges. They have a lot of bridges and structures that would cause current leakage (maybe old steel beam bridges) or conduct electricity from lightning strikes. So the can't mount the transmission and overhead lines directly onto the low clearance bridges or a big zap will damage other equipment. The arresters they traditionally used won't fit so they design a new one. Instead of replacing them with non conductive taller bridges, this design can properly isolate them hence saving money from all the bridge replacements.

ssiguy2 said:
What exactly would this have over just no wires at all and using battery? They wouldn't have to be large battery systems but just contactless systems at every station much like what battery buses use at certain bus stops to keep the buses running all day. This concoction looks more like a make-work project than anything else.
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I don't think you understand the purpose of it at all. It's not a train technology but a solution to install an overhead electrification system for their constrains. If they wanted a battery powered train, they would have asked for one.
 
^That technology is a big cost saver, but in the context of Ml, it may not be a silver bullet. The system still has to provide sufficient isolation for the 25 kv potential that will exist even with the new arrestors. In the context of very old European rail lines with a smaller traditional clearance plate, and assuming single level equipment, the space gained may have been a deal-maker. Toronto has places where squeezing a 25 kv line over bilevel clearances will be tight at any voltage.

I don’t have my “limits of approach” tables handy, but 25 kv air gaps are still significant.

Any number of bridges may still have to be replaced or modified to get to RER. But this technology may help reduce the scope of that work.

- Paul
 
nowtoronto.com

Coronavirus a recipe for another decade of transit inaction - NOW Magazine

Big-ticket projects that depend on government spending will have to take a back seat to public health and financial recovery as the effects of COVID-19 are felt
nowtoronto.com nowtoronto.com

The coronavirus crisis is a recipe for another decade of inaction. Governments will struggle to keep a few pet projects happening. GO Transit’s network expansion plans might well be replaced by more road building. Counterproductive though that may be, it buys votes in areas where cars dominate for personal travel.
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Data seekers (or more to the point: $ data seekers), here's some more local for me (in AU) info - yesterday we got word of a duplication + level crossing removal project having contracts signed. $679 million AUD for duplication of approx 12 km of single track (there's about 2km or so of passing loops already present), rebuilding of an existing station and the removal of a major level crossing in the outer suburbs. The Cranbourne line is already electrified (and naturally the second track will be electrified) and there are still two more level crossings to be removed (they'll be financed and managed separately) and is one of the lines that will shift away from the city loop and head directly across town through the metro tunnel when it's complete in 2025. https://www.premier.vic.gov.au/getting-on-with-the-cranbourne-line-upgrade/
 
Is it feasible, with the way battery technology is rapidly advancing, that we could have battery powered streetcars in the not-so-distant future? It would be nice to rid the city of all the overhead wires.
 
Towered said:
Is it feasible, with the way battery technology is rapidly advancing, that we could have battery powered streetcars in the not-so-distant future? It would be nice to rid the city of all the overhead wires.
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no.

It takes years for technology to mature to a point where we will be comfortable to use. Early adopters run the risk of the technology not performing, not to mention the premium for having something that noone really knows how to install and maintain
in ample numbers. Overhead is here to stay. Lets establish the network first and then explore new tech when we have the time and money to do so.
 
cplchanb said:
no.

It takes years for technology to mature to a point where we will be comfortable to use. Early adopters run the risk of the technology not performing, not to mention the premium for having something that noone really knows how to install and maintain
in ample numbers. Overhead is here to stay. Lets establish the network first and then explore new tech when we have the time and money to do so.
Click to expand...

Even Vancouver is looking to renew its trolley bus fleet when the time comes (within the decade), not replace it with a battery-electric fleet. They're also looking at battery buses that can charge off the overhead wires as well for routes that run partly under wire (the 95 B-Line to SFU is an obvious candidate).
 
Given the fact Bombardier Omneo Premium has been around since 2010, other than France haven't seen or heard other countries buying them. In fact haven't heard much about this train at all. Then, only 177 have been delivery out of the 377 book, but no idea when book or delivery dates

Like most (ALL) Europe system DD cars, you need to be less than 6' tall to sit next to the window on the upper deck, otherwise your head is hitting the ceiling.

Haven't seen one and heard to say anything about the train. Speed is 160-200 km

Have rode a Stadler Kiss first hand and been inside of them, as well watching them arrive/depart stations. Hear and seen a lot about these trains and seems to have a good feed back. Sold all over the place. Max speed 160 km and been around since 2008

Why should we order Omneo trains over Kiss other than speed?? All platforms for Omneo trains have to be high floor.
 
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