You really need to disabuse yourself of that fanciful notion. It's not possible (even under the laws of physics, let alone any other factors) and it doesn't happen and won't happen anywhere else in the world. A double deck system with two-door trains is not going to process the same crowds at the same speeds in the same journey times as a high-performance single deck system (whether that's metro or S-Bahn). The only thing it can come closer on is to challenge the journey time by missing stops, which is self-defeating and discriminatory to commuters and communities along such a corridor.Transtopic wrote: with the appropriate investment in upgrading the existing network with new signalling and track infrastructure to ATO standards, it could match the performance of the metro trains.
We've been over this ad nauseum and neither I nor other people here want to continue the discussion, but you keep saying it even though that doesnt make it true. Double deckers don't have the acceleration because of their power to weight ratio (we're finding that a Sydney metro train can accelerate to 100 km/h in 40 seconds compared to over one minute with the most modern double deckers). A higher maximum speed in double deckers doesn't achieve anything towards raising average speed if the station spacings are less than 4 to 5 km (which they practically all are on the Sydney system). The dwell time issues (and being able to effectively load and fill the trains) are seriously different between the two types and it's facile to brush off that issue by saying it only applies to a few stations. They studied all this in Melbourne where they approached the subject three different times, even to the extent of running a prototype, and they came out in favour of single-deck trains because double-deckers hold up single-deckers when the two types are run together. Even John Dunn the double deck guru said it. I know we think we're superior in Sydney to Melbourne but you have to look at real world experience sometime.
What double-deckers do have going for them is more seating and this is an advantage that can be used on services with long journey times, which makes them ideal for interurban and suburban fringe services that have to cross the entire suburban area. That argument wouldn't apply to the proposed metro lines in far western Sydney because they are planned to be intra-suburban services predominantly feeding new centres that are to be developed in the region. Lets make a deal - I won't keep saying it if you don't keep saying it!
Here incidentally is Howard Collins' full press conference yesterday: