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    Modelling N gauge contemporary NW England.

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  1. That ignores the fact, well-known by specialists in the field, that roadbuilding generally increases traffic, reduces the number using public transport and transfers the congestion from the bottleneck just addressed to the next most serious one along the route.
  2. Spending on further HS2 extensions is a long way in the future, so shouldn't really be impacted by shorter-term issues. A relatively small spend now on design work, consultation, legal powers etc helps to get the schemes shovel-ready in a few years time, and the decision can be made then on whether to proceed with the big spend on construction. As to roads, there is also the incompatibility of spending £27bn (in a much shorter timeframe than HS2) with the government's decarbonisation agenda, which most experts agree won't be achieved by simply replacing all vehicles with electr
  3. That was the original concept, although it was always intended to run through to Liverpool, Preston, Scotland and Newcastle. With the Higgins review and more recently NPR and the latest rail review, it's got rather more integrated with more off-route destinations (Stafford, Stoke, Macclesfield and Sheffield in current plans and possibly others to come), and particularly NPR services that plan to use bits of HS2 where there is spare capacity. So adding Derby and Nottingham would be in line with this, though it still creates the problem I mentioned above.
  4. The people who benefit are generally older and wanting to downsize or pass the money on to their families. Other people may feel good because they are on paper richer, but if they sell their houses they will have to buy another one or rent, both at prices inflated by property values. These groups of people are more likely to vote than the ones who lose out.
  5. The snag there is that faster trains from London to Nottingham would use up paths on HS2 out of Euston that are currently planned for Leeds and NE services. If HS2 was later extended northwards then there would be a choice between an outcry from Nottingham if these are withdrawn, and not running as many trains further north as originally intended and promised. Derby has the same problem to some extent, but could be partly solved there by routeing the Sheffield trains that way.
  6. The HS2 eastern leg as currently proposed misses Leicester, runs midway between Derby and Nottingham (no through service to any of them), misses Sheffield (although with a through service) and finally throws a branch into Leeds. By the time it gets to York it's so roundabout that it's less than 30min quicker from London than the existing route. It still has benefits, not least speeding up the very slow axis between Birmingham and Yorkshire or beyond, and relieving ECML capacity (though that's much less critical than WCML). But it's not difficult to see that simple geography makes
  7. It's possible, but I think if they were attaching to the main beams they would have put those in first and done the attaching, then the remaining beams could have gone in at leisure. If they've installed temporary supports then they will have to get the crane back to lift in the missing beams in a future possession. And if it's all within one long possession then there'd be no need for temporary supports, just tie the wires back to something to keep them out of the way.
  8. Just visible further back, and more so on other forums, the apparent "gaps" in the beams are where the main OLE supports are, which appear to need extra height so are on some sort of shallower structure. There are also intermediate OLE supports, which are fixed to the full-depth beams but are simpler assemblies just locating the catenary wire horizontally.
  9. I think the Marches line was one of those that got SP differentials in Regional Railways days. Are they being, or have they been, changed for MU ones?
  10. It's a bit lost in the mists of time, but as I understand it SP was related specifically to low track forces, and those for Sprinters would be much lower than for HSTs. It allowed speeds to be increased for 158s in particular without doing much work to the track, and I believe SP speeds above 75mph were also based on braking distances with disc brakes, since the tread-braked Sprinters are limited to that speed. I believe the policy is to replace SP by MU differentials where possible.
  11. Pacers and 150-156s don't. Rather surprisingly 700s have tread brakes on some bogies, but I assume can still meet the braking standard required for discs.
  12. However there is or was an open access proposal to use them on London-Swansea, which passes through ceremonial Gloucestershire and the unitary authority of South Gloucestershire.
  13. However, looking at an aerial view I think that to use the footprint of the freight lines without also re-aligning the track over at least one of the bridges either end, they'd actually have to tighten the radius at the extreme ends of the curve. I know they're widening the Queens Road bridge (Victoria end) which is the more severe constraint. Not sure about Oldham Road bridge though.
  14. There were also the trams for Strasbourg and I think the final ones (so far?!) were the Electrostars for South Africa.
  15. I guess we no longer had a railway export industry, just that BREL didn't know it.
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