LUTON -8
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The planned route at the moment for Century Park, which is by the side of runway 26 and next to Wigmore Park from the M1, is via the access road next to the new drop off area and within the CTA. Well that won't happen but the road will have to go somewhere which has always stopped it in the past due to the cost of tunneling under the airport.
Last edited by LTNman; 26th Nov 2015 at 07:02.
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If anyone cares to Google luton centuary park they will find the following statement on a pdf
First time I have seen that figure mentioned.
Outline
Parm was commissioned by Luton Borough Council,
to investigate the potential feasibility of an ADZ/TIF
scheme to fund circa £76M of infrastructure required
to not only release 2,845,500 sqft of commercial
development (80% B8) on 194 hectares (479 acres)
and to facilitate the potential future expansion of
London Luton Airport to enable it to accommodate
24M passengers
Parm was commissioned by Luton Borough Council,
to investigate the potential feasibility of an ADZ/TIF
scheme to fund circa £76M of infrastructure required
to not only release 2,845,500 sqft of commercial
development (80% B8) on 194 hectares (479 acres)
and to facilitate the potential future expansion of
London Luton Airport to enable it to accommodate
24M passengers
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"Provision of strategic advice to Client as part of their negotiations with London Luton Airport Operations Limited regarding potential feasibility of creating a new development access route through and beneath operational airport land."
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An EIA is an environmental impact statement. As suspected the fixed link from Parkway to the airport would start north of Parkway rather than by the main station building's. If that route is accurate it would pass under the taxiway extension to 08, under the corner of the compass bay, pass between the fire station and the road tunnel, and across the CTA approach road 3 times. Seeing that it crosses the CTA approach road for the first time at its lowest point by the road tunnel entrance is it passing under that or over the taxiway where it remains elevated?
Looks like a very expensive 1 mile trip!
Looks like a very expensive 1 mile trip!
Last edited by LTNman; 26th Nov 2015 at 20:13.
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Parkway now has two entrances either side of the tracks. It would butt up against the other entrance which at the moment has no buildings and is just an empty space.
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Any Train airport connection will go via the northern access point. The problems start behind the Express Newspapers complex in Vauxhall Road...assuming it hugs the railway line for a while.... punch over old A1081 Afterwards above new A1081 then through car park, under Alpha Taxiway and emerge next to multi-story car park......? (sorry can't see it on ezy HQ, too near to control tower).
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Sorry I am a bit slow and just found that I can re-scale the route for more detail. With the bigger scale the route misses the compass bay but still just about crosses the taxiway extension at 08
Looking at the route I am starting to think like Buster and maybe the plan is Emirates type cable cars with those sharp turns. I few pylons and any obstacle can be crossed cheaply. Just think powerlines.
But also has anyone noticed the route ends at the entrance to the eastern apron by taxiway Delta so maybe it does tunnel its way through the airport. Nothing makes any sense anymore. I really can't see a monorail passing underneath the road tunnel in the CTA but why does the route finish under the eastern apron? Also what is the significance of the spacing of the green lines at Parkway which is wide and under the eastern apron which is narrow?
Finally if it is a tunnel why does it not go in a straight line under the CTA????? With the green lines passing in front of the terminal it might explain the extra wide pavements that are going in. Also below those green lines will be the then abandoned service road tunnel.
Looking at the route I am starting to think like Buster and maybe the plan is Emirates type cable cars with those sharp turns. I few pylons and any obstacle can be crossed cheaply. Just think powerlines.
But also has anyone noticed the route ends at the entrance to the eastern apron by taxiway Delta so maybe it does tunnel its way through the airport. Nothing makes any sense anymore. I really can't see a monorail passing underneath the road tunnel in the CTA but why does the route finish under the eastern apron? Also what is the significance of the spacing of the green lines at Parkway which is wide and under the eastern apron which is narrow?
Finally if it is a tunnel why does it not go in a straight line under the CTA????? With the green lines passing in front of the terminal it might explain the extra wide pavements that are going in. Also below those green lines will be the then abandoned service road tunnel.
Last edited by LTNman; 27th Nov 2015 at 07:42.
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Weekly development update
With the part opening of the new CTA roundabout this week, as can be seen the grey car has taken the wrong route while a car park coach enters the new bus station.
The three so far opened bus bays are being used by the mid term, long term and car hire buses. Drivers have to man the gates to allow passengers into the bays but it isn't stopping passengers walking into the maneuvering area from the road.
No tarmacking has taken place this week but the old staff car park that was being used as a material storage facility is being cleared out and more kerbing is going in for the exit from the short term car park.
No road construction work has taken place yet in the short term car park but the ring road is being widened outside the former easyjet HQ which has also seen its former car park emptied of cars that was being used for storage by Priority Parking.
The three so far opened bus bays are being used by the mid term, long term and car hire buses. Drivers have to man the gates to allow passengers into the bays but it isn't stopping passengers walking into the maneuvering area from the road.
No tarmacking has taken place this week but the old staff car park that was being used as a material storage facility is being cleared out and more kerbing is going in for the exit from the short term car park.
No road construction work has taken place yet in the short term car park but the ring road is being widened outside the former easyjet HQ which has also seen its former car park emptied of cars that was being used for storage by Priority Parking.
Last edited by LTNman; 27th Nov 2015 at 11:19.
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I can see LTN still being a building site in 10 years
Funny the boys at Heathrow and Gatwick are fighting tooth and nail for a chance of that happening
with no real progress made.
I bet Southend, Cardiff, Teeside and others are wishing they were joint worst airport as well
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There is no way a monocable gondola system is going to be suitable for the numbers of passengers that will be rocking up at Parkway at peak times. They can only fit about half a dozen people with luggage, and if 50-70 pax turn up at the station on a single train, it's going to take a good ten minutes or more to get everyone through - assuming an optimistic frequency of 45-60 seconds per gondola (they will inevitably cheap out and won't have anything like the number of gondolas required for that). They're also relatively slow - nice if you're marketing a tourist attraction - a nuisance if you're desperate to catch a flight.
Worse, they have to close down with even the most moderate gust of wind (even ones that won't affect the aviation) so a fleet of replacement buses will needed on standby - more cost.
Realistically they're going to need a 2-cable or even 3-cable system, or even a full-blown aerial tram (which has its own engineering difficulties) - yet more cost that could prove prohibitive.
Probably the best place to terminate such a system would be the roof of the multi-storey car park. And how badly would it affect the control tower's view? Could always use the tower as a pylon!
Worse, they have to close down with even the most moderate gust of wind (even ones that won't affect the aviation) so a fleet of replacement buses will needed on standby - more cost.
Realistically they're going to need a 2-cable or even 3-cable system, or even a full-blown aerial tram (which has its own engineering difficulties) - yet more cost that could prove prohibitive.
Probably the best place to terminate such a system would be the roof of the multi-storey car park. And how badly would it affect the control tower's view? Could always use the tower as a pylon!
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Trains can't travel up steep hills but only gradual gradients and I don't think the trip would be long enough for the amount of height that has to be gained.
The "trains" at Gatwick and Birmingham can go up steeper inclines as rails are not used. I also thought about the bit under the Eastern apron being for carriage storage and switching tracks.
The "trains" at Gatwick and Birmingham can go up steeper inclines as rails are not used. I also thought about the bit under the Eastern apron being for carriage storage and switching tracks.
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New Development Works
As you have shown this type of Contract in basic ,simple terms,is a headache.You cannot start at the beginning and finish at the end. You will start where ever you can, switch things around and do a bit more. From what you have shown the person who has planned the actual works is doing a pretty good job, in my opinion.When all the patches meet up you are nearly there. The new layout will be fully operational.Just when everyone thinks it is finished out come the cones again for the final layer, the surface course. For durability this layer should be laid with as few joints as possible. The other problem you have with this type of project is called the public. Changes in layout, no matter how well signed, will cause confusion and problems in the early days especially to the regular driver. The plus side of this contract is that you are working from a hard surface, the existing layout, mud is very limited,and no dust. In an earlier review you made comment regarding second hand materials. Recycled materials (secondary aggregates) are an important part of the construction industry. These recycled materials can be incorporated into permanent new works or as temporary works needed for the construction of the permanent ones. This is just a brief insight of the project from one who has worked on the other side of the cones. Keep the weekly review coming.
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Just want to add that Constructor used to be a Civil Engineer and has worked on previous airport projects including Airport Way so we know he speaks wise words.
Freq El Al Passenger wrote
https://en.wikipedia.org/wiki/Emirat...28cable_car%29 states the capacity of the Emirates Air Line Thames crossing is 2,500 passengers an hour or about 50 busloads. Interesting comment about could it operate in high winds though.
Freq El Al Passenger wrote
There is no way a monocable gondola system is going to be suitable for the numbers of passengers that will be rocking up at Parkway at peak times
