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He( Project coordinator, I think) stated that the mid term Car Park section should have been handed over at the end of July when the MSCP was due to be finished.
As a result it is likely to push the opening date back to Winter 2021 , I guess only time will tell.
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The work definitely started at least 3 months late, I am thinking it was actually 6 months late. Work is started in the order of complexity and time to achieve completion. The route through the midterm car park involves no cut and cover tunnel but a trough. Remember that part of the tunnel inside the CTA has not even been started yet and the route across Taxiway Bravo is only now being piled with sheeting. I find it hard to believe that the trough will be the last piece of the jigsaw to be completed and will delay the project.
This is the original time line and shows project dates although I have cut off the year and shows it as a 4 year 9 month project that was meant to have started in May 2018 after enabling work. It never did and was late summer before it was started. The time line shows an opening date of April 2021, it then became the summer of 2021 and now it is the Autumn.
Orange is the trough
This is the original time line and shows project dates although I have cut off the year and shows it as a 4 year 9 month project that was meant to have started in May 2018 after enabling work. It never did and was late summer before it was started. The time line shows an opening date of April 2021, it then became the summer of 2021 and now it is the Autumn.
Orange is the trough
Last edited by LTNman; 27th Sep 2019 at 08:30.
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South East Apron
Details of the proposal have been added to the planning website. New six-pack between the engine run up bay and long term car park. The run-up bay also modified a little to allow 2 overnight stands. Application refers to requiring more space for GA parking - so I wonder if when this is built some other stands (perhaps the pond) would go back to GA use full time? It also states would have no impact on existing 18mppa limit. But as LTNman pointed out, there is already a separate application in to increase that to 19mppa - so a bit of smoke and mirrors going on here.
This is the plan which I have crudely overlaid on to latest satellite image.
This is the plan which I have crudely overlaid on to latest satellite image.
Are there any mock/ups - artists impressions of how the interchange between DART and Luton Airport Parkway is going to look? Current lifts will not cope with the planned throughput. Neither will the escalators given how often they break down.
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LTNman will probably have better images.
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Work has started on behalf of Network Rail to build the new platform bridge which is shown as stage 2a. Don't think they can start stage 2c until the the Dart is open as there would not be a passenger route to Kimpton Road as stage 2C would block it.
Also am I the only person to notice on my construction update post 2863 that there are no holes on the first floor for lifts, escalators and staircases?
1st Floor
From the Kimpton Road entrance
Also am I the only person to notice on my construction update post 2863 that there are no holes on the first floor for lifts, escalators and staircases?
1st Floor
From the Kimpton Road entrance
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The escalators shown in the artists impression are to the left of the lift shaft shown at the front of the photo
The artists impression above is shown far back by the entrance from the platforms
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Also noted that there are three sections of reinforcing rods sticking out of first floor for the building to continue but how will they put in escalators in this phase of building as they take up quite a bit of room and must allow for access from the left and the right
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LTN will be a very solid proposition in 18 months' time, for budget airline customers. The terminal now matches or betters STN but is much closer with far better onward connections. The final 'hurrah' will be the end of the wretched bus connection with its fiddly cash charge and miserable staff. (They should just make it a free shuttle and stick 50p on the train fares, the improved feedback scores would be well worth the cost).
Indeed, I am puzzled as to why they want an Express-branded service now, just months after the introduction of a new timetable that gives Luton Airport a fantastic spread of fast, direct services into several key London stations on spacious new 8 or 12-carriage trains (with plenty of luggage space, albeit uncomfortable seats). The advantages of the Luton Express will be even more marginal than the Gatwick Express, which runs trains that are mostly empty except for the odd tourist or expense-account customer who knows no better.
Yes, although the Southern and GatEx platforms are virtually side by side at both ends so you can easily compare the next few departures and weigh the cost of the 'faster' express. At St Pancras it's a 5-minute walk with luggage and two sets of escalators/stairs between the different platform areas and each areachas indicator boards that ignore the other so you can't find the next train except by checking apps on your phone. That makes it much easier to con people into the express service while ignoring the existence of a perfectly good (and presumably much cheaper) alternative two floors below.
Originally Posted by G-AZUK
Same kind of Dilemma going south at Victoria where you can get the Southern or the Gatwick express. My guess is airport passengers will naturally gravitate to the 'express' service as they do at Gatwick, without realising the same TOC operates a far cheaper 2 stop service, its just painted green and has a different platform.
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Yes, although the Southern and GatEx platforms are virtually side by side at both ends so you can easily compare the next few departures and weigh the cost of the 'faster' express. At St Pancras it's a 5-minute walk with luggage and two sets of escalators/stairs between the different platform areas and each areachas indicator boards that ignore the other so you can't find the next train except by checking apps on your phone. That makes it much easier to con people into the express service while ignoring the existence of a perfectly good (and presumably much cheaper) alternative two floors below.
I have to say that when using the East Midland train from St Pancras no sooner have I sat down I have arrived after a 22 minute journey. Compare that with the Stansted Express which takes I think around 50 minutes or the Southend all station stopper service which no doubt seems like 50 days, the Luton Dart will be a game changer for the airport.
I have the expectation that when the East Midland Railway service is doubled and particularly when it gets Express branding there will be a price premium to pay and that the airport will get a cut for allowing their name to be used. Also there is no certainty that for passengers travelling to the airport that they won't have to queue to buy a second ticket for the Dart if they buy a ticket for Luton Airport Parkway and not Luton Airport which happens now. With the Dart costing £225 million and with an annual maintenance contract and operating costs to pay someone will have to pick up the bill.
Article here about funding
https://stoplae.org/the-dart-link-lu...g-225-million/
Last edited by LTNman; 30th Sep 2019 at 10:57.
Forgive my asking - but is there spare capacity on the railway line between Luton and St Pancras to run extra trains ?
If spare capacity does not exist, then does the Thameslink service by necessity have to see a reduced service ?
If spare capacity does not exist, then does the Thameslink service by necessity have to see a reduced service ?
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Corby is currently served hourly using a 4 or 5 car diesel unit. This will increase to half hourly using 8 or 12 car electric multiple units and it is these units which will provide the non-stop airport express service.
The units are currently in use on semi-fast commuter services on the East Anglia mainline from London Liverpool St, but will be refurbished prior to entering service with EMR.
Thameslink services will remain relatively unchanged, although certain peak time express services may be rescheduled to accommodate the 6 EMR expresses per hour.
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So the express-branded operation will be a premium-price service on half-hourly old trains that are actually bound for Corby, whereas Thameslink will continue with a much more frequent and cheaper service downstairs? I'll stick to Thameslink (some of the Thameslink trains only make one stop so are just as quick as EMR.)
The Dart cost will surely be built into the rail ticket price. Charging separately (twice) would negate any of the benefit.
The Dart cost will surely be built into the rail ticket price. Charging separately (twice) would negate any of the benefit.
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No firm evidence of a premium price service but airport express normally means an excuse for a premium.
Passengers buying a return ticket from the terminal will have the Dart price included but passengers buying a return to Luton will surely be as now with the option to buy a ticket to Parkway or buy a ticket to the airport via the Dart. Many passengers just buy a ticket to Parkway in ignorance not knowing they can buy a through ticket as the airport is shown with a dotted line to it. I can't see how the same price can be charged for Parkway and the Airport unless the Dart was free but then how does the council get back its £225 million? If an additional price was built into any ticket to Parkway to cover the optional Dart then that would be unacceptable to any commuter who starts their journey from Parkway each day as they would be paying for the Dart and not using it.
The tap through oyster card should be working next year which will speed things up for many passengers.
Passengers buying a return ticket from the terminal will have the Dart price included but passengers buying a return to Luton will surely be as now with the option to buy a ticket to Parkway or buy a ticket to the airport via the Dart. Many passengers just buy a ticket to Parkway in ignorance not knowing they can buy a through ticket as the airport is shown with a dotted line to it. I can't see how the same price can be charged for Parkway and the Airport unless the Dart was free but then how does the council get back its £225 million? If an additional price was built into any ticket to Parkway to cover the optional Dart then that would be unacceptable to any commuter who starts their journey from Parkway each day as they would be paying for the Dart and not using it.
The tap through oyster card should be working next year which will speed things up for many passengers.
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The council is getting the airport operator to put in gradual increase planning applications at 1 million per application to 22.5 million passengers as this can be achieved within the exiting boundary. This is why there is a tender out to add 6 stands. The airport operator is claiming the extra stands are part of the original planning permission for 18 million but were never built when clearly it is not the case.
Honesty is something both the airport operator and the council struggle with as they try to hoodwink the public, opposition groups and other councils.
Honesty is something both the airport operator and the council struggle with as they try to hoodwink the public, opposition groups and other councils.
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Construction update
The Gateway bridge, which is being assembled opposite the Ibis hotel, is receiving the supports for its LED lit launch pad. The lattice work are temporary structures to support the roof. If Luton had a full set of approach lights at the 08 end this bridge would be by the side of the approach lighting so not sure how they got away with adding a decorative ski jump. As can also be seen the concrete trackbed has been laid on either side. I would love to know how much the finished bridge will weigh and what sort of cranes will be used to lift it and even will the runway close for the night?
The drop off zone is being laid out but work has yet to start on the approach roads leading to it.
Those with short memories that go back a year will remember the disaster of the drop off zone where central station is being built. The traffic would queue back past Parkway because of four pedestrian crossings with one in particular causing most of the problems as there was a never ending stream of passengers crossing the road. The new layout has 5 pedestrian crossings although 2 routes in will merge into one before spreading out for the pay barriers. The old zone had one route in. Can't help but think it will all end in tears again.
Worth noting the top floor of the new multi story. With the beams sticking out of the top floor and with a full set of holes to add plates it looks like the new multi story could gain further floors at a later date if required.
The finished section of tunnel inside CTA continues to be buried.
Piling is taking place across taxiway Bravo
The drop off zone is being laid out but work has yet to start on the approach roads leading to it.
Those with short memories that go back a year will remember the disaster of the drop off zone where central station is being built. The traffic would queue back past Parkway because of four pedestrian crossings with one in particular causing most of the problems as there was a never ending stream of passengers crossing the road. The new layout has 5 pedestrian crossings although 2 routes in will merge into one before spreading out for the pay barriers. The old zone had one route in. Can't help but think it will all end in tears again.
Worth noting the top floor of the new multi story. With the beams sticking out of the top floor and with a full set of holes to add plates it looks like the new multi story could gain further floors at a later date if required.
The finished section of tunnel inside CTA continues to be buried.
Piling is taking place across taxiway Bravo
Last edited by LTNman; 1st Oct 2019 at 10:24.
