vic-rijrode
Member
- Joined
- 31 Aug 2016
- Messages
- 288
Wow, I hadn't realised that the cable mechanism looks for all the world like an inclined plane on the old coal waggonways. Just more modern and concrete instead of iron and wood!
It's very similar, although here each "train" has its own winding mechanism so it can move independently and at quiet times one of them can be shut down for maintenance. Funiculars (some of which are similarly modern) and traditional inclined planes work on the counterbalance principle where one train/vehicle goes down as the other goes up.Wow, I hadn't realised that the cable mechanism looks for all the world like an inclined plane on the old coal waggonways. Just more modern and concrete instead of iron and wood!
For the record: there are single-track (thus single-vehicle) funiculars. For example San Vigilio funicular in Bergamo.Funiculars (some of which are similarly modern) and traditional inclined planes work on the counterbalance principle where one train/vehicle goes down as the other goes up.
These, I presume, must have a counterweight running on its own track to be classed as a funicular - I've seem to recall seeing one somewhere with a separate track for the counterweight underneath the one for the passenger car. I don't believe the DART has these.For the record: there are single-track (thus single-vehicle) funiculars. For example San Vigilio funicular in Bergamo.
Southend.running on its own track to be classed as a funicular - I've seem to recall seeing one somewhere with a separate track for the counterweight underneath the one for the passenger car.
No, it is cable hauled.I don't believe the DART has these
If the cable braking is regenerative, could you class it as a virtual funicular? (I don't know if it is btw)It's very similar, although here each "train" has its own winding mechanism so it can move independently and at quiet times one of them can be shut down for maintenance. Funiculars (some of which are similarly modern) and traditional inclined planes work on the counterbalance principle where one train/vehicle goes down as the other goes up.
Probably slows down on the bend so they put the bend next to the station to prevent the train speeding up then immediately slowing back down (the automated Taipei Metro Yellow line is guilty of that)That looks like they've built enough viaduct for a long station, but then fouled the space for a long station by putting the track where it will need to be slewed outward if the station gets extended. That seems strange!
Looks like they could re-fix the track further to the right relatively easily if they ever needed to.That looks like they've built enough viaduct for a long station, but then fouled the space for a long station by putting the track where it will need to be slewed outward if the station gets extended. That seems strange!
How often do the "trains" depart at busy times of day? The average wait would increase by at least 50% if another station was added, including when it's longer anyway because one of the two trains and tracks is under maintenance. This is where the types of peoplemover where trains can switch between tracks starts to win out over the simple cable-hauled versions like this one.The stations currently have provision for an extra set of doors at each platform, which would take care of an initial train lengthening. However, if that isn't enough to provide additional capacity in the future the limitation of only two trains and the resulting frequency will be a bigger problem, especially with a longer run to a second terminal.
Thanks for that. Strikes me as a bit low already, even without extension to a third station. I get the impression at Gatwick for example that you only have to wait a couple of minutes.The peak frequency (0600-0930, 1400-1800) is a train every five minutes.
To be fair, most people aren't overpaying by paying separately for the DART and the train to London - the marginal cost of the DART add-on is generally priced the same as the standalone DART fare. Depending on when (or if) they're returning to Luton, using contactless for both may even be the cheapest option.I enjoyed my ride on the DART but it is disgraceful how it is being managed to deliberately rip off passengers, and non-English speakers in particular. Not a very nice welcome to our country, although likely representative of the rest of their stay!
Even thought there are still frequent buses to the airport at £2 each way, it is almost impossible to exit Parkway station - all roads lead to the DART.
Going the other way it is even worse - one operational EMR ticket machine (the second being out of order) with a massive queue. No staff to help passengers buy a ticket (as there are at Gatwick Airport) but absolutely loads of DART staff manning the gateline and answering all questions with "just scan your bank card to open the barriers". When they get to Parkway they will then find out they have to fork out again for a train ticket to their destination.
Given Luton is now a very busy airport, they should really have a wall of EMR ticket machines with some being assigned "London only" so passengers can simply and quickly buy their ticket to St Pancras rather than paying for the DART separately. And a member of staff on duty to assist people.
One issue with this. It's very easy to exit the station. Literally all the way downstairs and out of the gate line.I enjoyed my ride on the DART but it is disgraceful how it is being managed to deliberately rip off passengers, and non-English speakers in particular. Not a very nice welcome to our country, although likely representative of the rest of their stay!
Even thought there are still frequent buses to the airport at £2 each way, it is almost impossible to exit Parkway station - all roads lead to the DART.
Going the other way it is even worse - one operational EMR ticket machine (the second being out of order) with a massive queue. No staff to help passengers buy a ticket (as there are at Gatwick Airport) but absolutely loads of DART staff manning the gateline and answering all questions with "just scan your bank card to open the barriers". When they get to Parkway they will then find out they have to fork out again for a train ticket to their destination.
Given Luton is now a very busy airport, they should really have a wall of EMR ticket machines with some being assigned "London only" so passengers can simply and quickly buy their ticket to St Pancras rather than paying for the DART separately. And a member of staff on duty to assist people.
Yes I think I got a bit overexcited. Having said that, I've been to Parkway several times and on my first visit post-DART opening, I did find it difficult to work out where the exit was. This was partly due to lack of signage but mainly due to the down escalators being out of action. So I'm probably being a bit unfair.One issue with this. It's very easy to exit the station. Literally all the way downstairs and out of the gate line.
Go ahead group have just posted on X (formally twitter), to say the 3 ex Luton shuttle bendy buses, have been donated to the war effort in Ukraine.
With one pictured.
Out of service at Luton Airport – next stop, Ukraine
www.go-ahead.com
Luton Airport is an absolute shambles.
I'd much rather use Stansted for trips out of the country.
Look at how other countries charge for this type of thing though, Pisa has the PIS mover which is very expensive too.
As an Oxford United fan I'd beg to differ...When I saw the van saying Swindon Humanitarian Aid Partnership, my first thought was 'I didn't know Swindon was that in need of aid'...
Photo showing ex-First bendy bus and a white van with Swindon Humanitarian Aid Partnership sign on side.
Luton Airport is an absolute shambles.
I'd much rather use Stansted for trips out of the country.
Look at how other countries charge for this type of thing though, Pisa has the PIS mover which is very expensive too.