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Edwin_m

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    Modelling N gauge contemporary NW England.

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  1. As I understand from other forums, it the geometry of Stalybridge makes it difficult to have a proper high speed junction. When the last re-modelling was planned it was still intended to have the main route via Piccadilly but by the time it was laid the decision had been made to re-route them via Victoria. However IIRC the speeds are only 40mph and 45mph so not much difference currently.
  2. This is indeed the reason. There is a maximum distance allowed between the yellow aspect and the following red, otherwise drivers would get unnecessary warnings, and if they don't have to brake reasonably soon after the yellow there is a risk of forgetting to do so later. So if the traffic density is low enough that three-aspect signals would be too far apart, then a succession of two-aspect signals would be the solution. Around a station you might also see Y/G, R/Y/G and R/G replicating the distant, home and starter from the semaphore era.
  3. For completeness I should point out that the HS2 station doesn't affect either the Crossrail depot that ends up to the north of it, or the GWR IEP (former Eurostar) depot on the other side of the GWML.
  4. Pure conjecture but may be worth a try? Loconet has separate wires for the power to operate the connected devices and the communication to and from them. This problem sounds as if it might relate to the power side of the Loconet, and the communication could still be OK. In which case an external power supply with the correct voltage and polarity might work.
  5. He actually isn't there is most (any?) of the overseas slots. Some local expert provides the personal input and Tim Dunn reverts to being a voiceover! With costs and more recently Covid issues this is perhaps unsurprising, but is done very well and not really noticeable until someone points it out (on another forum in my case).
  6. In this situation the person operating the ground frame would give hand signals to the driver. However if poor sightlines made this difficult, there might be a shunting signal worked from the ground frame.
  7. Something similar did happen, later established to be a sloping bridge that had a sub-standard clearance over the hard shoulder. Warning: this link spontaneously starts a very noisy video ad. https://www.standard.co.uk/news/uk/m20-bridge-collapse-bridge-collapses-onto-vehicles-on-major-motorway-a3331036.html
  8. In the case of the Midland Main Line, which I presume sparked this comment, I think it's entirely reasonable in this day and age for Leicester to have fast services to London, Derby and Nottingham. People don't want to hang around for an hour for a journey that may take less than half that. And if the frequency was reduced, I'm not sure what else the capacity could be used for anyway, as the MML will also have a half-hourly service to intermediate stations so doesn't suffer from the sort of issues the WCML has. Many HS2 services will be two units coupled at the maximum length o
  9. You are right that removing trains to Leeds and Newcastle would make room for trains from London to Nottingham and possibly other destinations. Derby would also get through HS2 service from London because the Sheffield trains would use that route. However stations between St Pancras and Loughborough don't benefit, and still need a reasonable service which dictates that service level out of St Pancras will remain as it is now. In the 2022 EMR timetable there are two non-stop trains per hour St Pancras to Leicester (continuing to Sheffield) plus two serving some intermediate stat
  10. Mood music is currently the other way round. There is momentum behind Crewe-Manchester, not least because it also gives half of a new route between Manchester and Liverpool. The eastern leg is more difficult to make work - it misses Derby and Nottingham, Sheffield can only be served b y a long diversion off route, and as you mention the indirect route means the journey time from London to Leeds and beyond not much better than via the ECML. That is the thinking behind the latest proposals - keep London-Leeds/Newcastle on the ECML and spend the money on regional links such as NPR ins
  11. I agree it was a missed opportunity not to at least make provision in the design for a Washwood Heath connection, so trains could transfer off HS2 to New Street and onward towards Bristol. This would of course require electrification from Bromsgrove to Bristol so wouldn't be immediately useful. However similar "touch points" are being incorporated further north including: for a high speed line towards Liverpool connecting from both Manchester and Crewe; for trains to exit Manchester Piccadilly onto a new high speed line towards Leeds; and as mentioned above to connect into the e
  12. I believe the Doric Arch was actually roughly where the ramps down to the platforms now are, so would have been very much in the way and also impossible to see if kept in position. It could perhaps have been relocated near Euston Road.
  13. Pete Buttigieg (that's how he spells it, I just checked) is Biden's nominee to run Transport, and in his confirmation hearing said he was the "only the second biggest passenger rail enthusiast in this particular administration". But considering the state of transport in the USA, he probably has better things to spend his time on than reflecting on whether his relatives went into the South Wales scrap business.
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