Of course you can. Light is very easy to redirect with lenses and mirrors. Strategically placed lightwells can provide a lot of natural illumination.
Frankly, this needs to be in another thread, it's got little to nothing to do with the current upgrade plans.
Should turn out to be a useful tool for those wishing to keep up to speed on the latest developments.Just a head ups, for those who are interested. This weekend I'm planning on mapping the Transpennine Route Upgrade with icons which people can click on to view required interventions and what other info I can find on the project. I'll be sure to share the link once I'm done.
EDIT: Work has now started and can be found on the link below.
https://railmap.azurewebsites.net/Public/TRU
Just a head ups, for those who are interested. This weekend I'm planning on mapping the Transpennine Route Upgrade with icons which people can click on to view required interventions and what other info I can find on the project. I'll be sure to share the link once I'm done.
EDIT: Work has now started and can be found on the link below.
https://railmap.azurewebsites.net/Public/TRU
I heartily agree and want to add my thanks too.An excellent piece of work so far. I am sure that you will continue to maintain the standard that you have already set for yourself. I am so glad that here are many people on this site that do such work that keep us all informed about these very important update and upgrades. Thank you.
Should turn out to be a useful tool for those wishing to keep up to speed on the latest developments.
Good luck in delivering this project. You obviously intend to be in it for the long haul!
An excellent piece of work so far. I am sure that you will continue to maintain the standard that you have already set for yourself. I am so glad that here are many people on this site that do such work that keep us all informed about these very important update and upgrades. Thank you.
I heartily agree and want to add my thanks too.
I dont think confirmation was needed but absolutely confirmed that virtually all future electrification/upgrade projects will be sliced into smaller manageable bit sized chunks. This chunk (W1A) does not even get us to Stalybridge. Makes sense really. Also builds up confidence in the DfT and above all the Treasury about tightly controlled projects and costs.Thanks for posting the PWI talk. Most interesting.
He did talk us through the option selection process, where the costs / outputs / deliverability / environmental impact of the options were assessed. In brief, the extra 5 mph wasn't worth the extra expenditure and environmental impact involved.Really interesting stuff there. The speaker shewed a speeds diagram and said it portrayed an earlier stage when 60 was the aim, but he didn't explain why that came down to 55.<snip>
That was exactly my take too. 55 MPH is still a nice improvement from current.He did talk us through the option selection process, where the costs / outputs / deliverability / environmental impact of the options were assessed. In brief, the extra 5 mph wasn't worth the extra expenditure and environmental impact involved.
Whilst the proposed speed around the curve towards Stalybridge is 55 mph, I couldn't make out the speed proposed for the Rochdale line. Will that be 55 mph too? If not, then what is proposed there?That was exactly my take too. 55 MPH is still a nice improvement from current.
A 5mph increase from 30 to 35mph provides a far higher benefit than 55 to 60mph.That was exactly my take too. 55 MPH is still a nice improvement from current.
75Whilst the proposed speed around the curve towards Stalybridge is 55 mph, I couldn't make out the speed proposed for the Rochdale line. Will that be 55 mph too? If not, then what is proposed there?
Really? Then I hope the p.way engineers have spoken to the signalling engineers. If I remember correctly, if the two routes have a speed difference of > 10 mph then the lower speeded route will always be approach controlled. That means the 55 mph towards Stalybridge will never be achieved, as the drivers will shut off approaching a red signal at the top of the bank, then have to accelerate again once it clears.
Really? Then I hope the p.way engineers have spoken to the signalling engineers. If I remember correctly, if the two routes have a speed difference of > 10 mph then the lower speeded route will always be approach controlled. That means the 55 mph towards Stalybridge will never be achieved, as the drivers will shut off approaching a red signal at the top of the bank, then have to accelerate again once it clears.
Far better to drop the Rochdale route to 65 mph through the junction, then you can have free signalling (i.e. without approach controls) on both routes.
A 5mph increase from 30 to 35mph provides a far higher benefit than 55 to 60mph.
Indeed.
On a 300 mile journey - 30 to 35 mph increase would save 86 minutes.
On a 300 mile journey - 55 to 60 mph increase would save 27 minutes.
On a 300 mile journey - 120 to 125 mph increase would save 6 minutes.
The secret of going fast is not to go slow! I did post a graph on this forum at one stage.
Really? Then I hope the p.way engineers have spoken to the signalling engineers. If I remember correctly, if the two routes have a speed difference of > 10 mph then the lower speeded route will always be approach controlled. That means the 55 mph towards Stalybridge will never be achieved, as the drivers will shut off approaching a red signal at the top of the bank, then have to accelerate again once it clears.
Far better to drop the Rochdale route to 65 mph through the junction, then you can have free signalling (i.e. without approach controls) on both routes.
As I understood it the new line speed profile reflected the acceleration capability of electric trains. From a stand at Victoria, even a class 80x would find MP bank a challenge and could only raech the curve at about its new 55mph limit, so approach control should not kick in. The four tracks are I believe paired by direction.
I don’t know the guy, but I’d say he displayed a level of knowledge comparable with most designated project engineers / design leads. That’s what is needed for this sort of job.The presentation and the presenter's encyclopaedic knowledge were very impressive.
Achievable speed from a station stop should not be a factor in the application of approach control - as one day there will be a non-stop service...
Aren't they paired by use, as they always were? I thought the northern pair are the down and up fast, the southern pair the down and up slow, with the fasts at Miles Platting continuing as the Rochdale lines and the slow as the Stalybridge lines. So a train that has left Victoria on the down slow will face neither crossover nor junction at Miles Platting but will just carry straight on round the corner—there's no question of any approach control being needed. (And likewise anything leaving Victoria on the down fast gets a clear run towards Rochdale.)As I understood it the new line speed profile reflected the acceleration capability of electric trains. From a stand at Victoria, even a class 80x would find MP bank a challenge and could only reach the curve at about its new 55mph limit, so approach control should not kick in. The four tracks are I believe paired by direction.