Crossrail - Construction updates and progress towards opening (now expected 24 May 2022)

[JonathanH]

That would be pretty impressive, the previous plans suggested there'd be a six month gap between the core opening and Shenfield trains running 'through' to the core, and then another six months between that and Reading trains running 'through'. If they could compress that timetable and open full service more aggressively, I'd forgive some of the delays.

It has always been said that the linking up of east and west side needed to be aligned with the timetable changes - eg a May or December introduction. One interpretation is that they do one side first at the May 2022 change and the other at the December 2022 change. However, if only the east side was linked up, trains from both Shenfield and Abbey Wood would all need to reverse at Paddington / Westbourne Park. It might be easier to just go to the full timetable if they are confident of the transitions at both ends.

 

[ijmad]

It has always been said that the linking up of east and west side needed to be aligned with the timetable changes - eg a May or December introduction. One interpretation is that they do one side first at the May 2022 change and the other at the December 2022 change. However, if only the east side was linked up, trains from both Shenfield and Abbey Wood would all need to reverse at Paddington / Westbourne Park. It might be easier to just go to the full timetable if they are confident of the transitions at both ends.

Yeah, personally I've always felt that tipping out 24tph into a single platform at Paddington might be challenging, even if the line is lightly loaded for a few months after opening. I'm sure they've done their modelling and it'll probably be fine either way, but getting the West linked up first and running the 12tph Abbey Wood service to the Western destinations seems like it could be an easier option!

If they're targeting May for a Western link-up, seems to me like the core would likely open in Jan or Feb. Fingers crossed.

 

[Horizon22]

Yeah, personally I've always felt that tipping out 24tph into a single platform at Paddington might be challenging, even if the line is lightly loaded for a few months after opening. I'm sure they've done their modelling and it'll probably be fine either way, but getting the West linked up first and running the 12tph Abbey Wood service to the Western destinations seems like it could be an easier option!

If they're targeting May for a Western link-up, seems to me like the core would likely open in Jan or Feb. Fingers crossed.

Yes I gather that's the suitable timeframe and placed into Dec '21 timetable to run whenever is feasible in the following 6 months. I think at this stage they'll only be able to run a timetable that doesn't conflict with either the Western or Anglia routes so can run something only on their own network until a proper integrated timetable change.

 

[AL1875]

Liverpool Street station handed over as of today. Think Abbey Wood has also been handed over but they don’t class it as a ‘central station’ for some reason?

Only Paddington, Whitechapel, Canary Wharf and Bond Street to go (in that order).

Trial running should commence 12tph running in the next 2 weeks.

 

[Nicholas Lewis]

Liverpool Street station handed over as of today. Think Abbey Wood has also been handed over but they don’t class it as a ‘central station’ for some reason?

Only Paddington, Whitechapel, Canary Wharf and Bond Street to go (in that order).

Trial running should commence 12tph running in the next 2 weeks.

If they do goto 12 TPH that will represent very good progress and should allow a Abbey Wood to Paddington service to be in place potentially in Autumn. Best test is when people are using it so lets get some use before moving to a full 24TPH service.

 

[InOban]

I thought that they had briefly run 12tph before the current pause.

 

[Taunton]

I was surprised to find in this month's Modern Railways from their Crossrail regular correspondent that the "Trial Running" seems to have now been joined by a subsequent phase of "Trial Operations", which one would have thought were the same thing.

Is this a means to say that the Trial Running has been completed to time, when in fact there is a lot more trial work to be done? The article can only describe Trial Operations just as something to look out for by the end of the year, so presumably no dates for it have been announced. Does nobody have an actual project plan through to completion?

Are Jacobs being paid by the month to oversee the project programme? Can the National Audit Office not have a look at the commercial arrangements they are on?

 

[matt_world2004]

Liverpool Street station handed over as of today. Think Abbey Wood has also been handed over but they don’t class it as a ‘central station’ for some reason?

Only Paddington, Whitechapel, Canary Wharf and Bond Street to go (in that order).

Trial running should commence 12tph running in the next 2 weeks.

Not step free to the Northern City line platforms however as neither Network rail or govia thameslink railway would make a financial contribution.

 

[FOH]

I was surprised to find in this month's Modern Railways from their Crossrail regular correspondent that the "Trial Running" seems to have now been joined by a subsequent phase of "Trial Operations", which one would have thought were the same thing.

Is this a means to say that the Trial Running has been completed to time, when in fact there is a lot more trial work to be done? The article can only describe Trial Operations just as something to look out for by the end of the year, so presumably no dates for it have been announced. Does nobody have an actual project plan through to completion?

Are Jacobs being paid by the month to oversee the project programme? Can the National Audit Office not have a look at the commercial arrangements they are on?

It's a way back but there's some explanation of the difference in post #146

 

[InOban]

Essentially trial operations has volunteer passengers to test evacuation procedures etc.

 

[ijmad]

I know the 'volunteers' are typically rail staff and those connected to the railways but I really wish they'd take volunteers! Though I suppose railfans may not make the best, most representative passengers.

 

[JonathanH]

I know the 'volunteers' are typically rail staff and those connected to the railways but I really wish they'd take volunteers! Though I suppose railfans may not make the best, most representative passengers.

Invitations for the public to take part in testing do happen from time to time. For example, in July 2011, there was a test of queuing / crowd control measures at St Pancras in preparation for the Olympics, and that particular thread also refers to other 'test events' people took part in.

Javelin test event

See here for a chance to help St. Pancras and Ebbsfleet stations test their arrangements for travel plans during the 2012 Olympics.

www.railforums.co.uk

It would not be impossible that something similar happens here. However, at present any discussion would be speculative.

 

[higthomas]

Not step free to the Northern City line platforms however as neither Network rail or govia thameslink railway would make a financial contribution.

Can you give any more info here? That sounds absolutely ridiculous to me. This is pretty much the only opportunity to make the NCL platforms step free, and presumably for a large discount once they've got lifts to the Northern line platforms and they declined? What?!

 

[matt_world2004]

Can you give any more info here? That sounds absolutely ridiculous to me. This is pretty much the only opportunity to make the NCL platforms step free, and presumably for a large discount once they've got lifts to the Northern line platforms and they declined? What?!

My understanding is the lifts to the northern line platforms pretty much go past the NCL platforms and that there is passive provision for then to serve the northern city line. TfL approached both gtr and network rail for a financial contribution and it was declined.

That's what I heard anyway so the lifts will go past these platforms.

Although it would probably not take a significant amount of work to change them to accommodate the NCL.

 

[rebmcr]

It's almost certainly because the NCL is earmarked to be transferred to TfL in the next decade.

"If they want it they can do it themselves, we won't invest to do it for them right before losing it" is an understandably pragmatic viewpoint, though not particularly cooperative nor passenger-friendly.

 

[Snow1964]

The TfL Board, Elizabeth Line Committee papers have just been published ahead of next weeks meeting

The Public part is 84 pages (so rather too long to quote), however pages 53-56 have a staged opening update

4 Staged Opening Sequence
4.1 The original stage opening sequence for Elizabeth line foresaw the opening of the central section (Stage 3) being followed by a progressive ramp up of services and connecting in of the eastern branch to Shenfield (Stage 4) and subsequently the western branch to Heathrow and Reading (Stage 5). However, this staged opening logic was developed during the early stages of the Crossrail project, is increasingly out-of-date and there is an opportunity to optimise the approach to introducing Elizabeth line which both reduces operational and performance risks and helps maximise the benefits to passengers as early as possible.

4.2 Noting that a new window for the opening of Stage 3 has been publicly announced for the first half of 2022, this proposed change seeks to implement a revised approach to opening Stages 4 and 5.

4.3 A revised stage opening plan for earlier opening of the Elizabeth line Stage 5 has been developed with the aim of bringing forward the Stage 5 benefits by six months. The approach will split Stage 5 into two stages to de-risks the final timetable whilst also bringing forward most of the customer and income benefits of earlier end-to-end running. The two stages would be structured around:
(a) Stage 5b (currently Stage 4) - Services to/from Reading and Heathrow diverted to operate through the Crossrail Central Section to Abbey Wood. Services from Shenfield to operate to Paddington; and
(b) Stage 5c (currently Stage 5) - Full Crossrail Services from Reading and Heathrow through the Central Section to Shenfield and Abbey Wood.

4.4 The proposal to revise the staged opening sequence has been formally assessed through a Change Procedure in accordance with Clause 14 and Schedule 4 of the Project Development Agreement (PDA). The assessment of this change has been presented in an Initial Change Appraisal as required under the PDA and has now been brought to the Committee for endorsement and approval in line with the revised governance arrangements for Crossrail and Elizabeth line.

5 Replacement of Stage 4 with Stage 5b
5.1 The revised proposal for the introduction of Elizabeth line services will principally see the replacement of Stage 4 with Stage 5b; the paper on Part 2 of the agenda contains more detail. The introduction of Stage 5b will connect the central section of Crossrail to the eastern and western branches simultaneously, to allow Elizabeth line trains to operate from Reading and Heathrow in the west to Abbey Wood and from Paddington to Shenfield in the east. This has been developed around two principal requirements:
(a) provision of a level of service reduced from that which would apply in the full (Stage 5c) timetable but sufficient to avoid inconsistent train loading or sub surface platform crowding; and
(b) operation of a timetable based around the present pattern of service from Reading, Heathrow and Shenfield enabling services to operate, without

substantial change, either into the London termini (Stages 4a and 5a+) or through the Crossrail tunnel (Stage 5b).

https://content.tfl.gov.uk/elc-20210715-agenda-pack.pdf

 

[kevin_roche]

The TfL Board, Elizabeth Line Committee papers have just been published ahead of next weeks meeting

The Public part is 84 pages (so rather too long to quote), however pages 53-56 have a staged opening update

That is good news and makes perfect sense.

 

[JonathanH]

That is good news and makes perfect sense.

Yes, it does make sense - the idea that Paddington would turn round the whole service for six months whilst the east side was unconnnected does appear to have been an unnecessary step, particularly since the transitions at Paddington need to be working in full to allow Old Oak Depot to provide units for the services.

 

[Snow1964]

Yes, it does make sense - the idea that Paddington would turn round the whole service for six months whilst the east side was unconnnected does appear to have been an unnecessary step, particularly since the transitions at Paddington need to be working in full to allow Old Oak Depot to provide units for the services.

So although the detail is in restricted section of agenda, trying to join the dots to summarise, it would seem the following is revised plan:

Shenfield line to fully convert to 9 car trains September - October (already stated in various annoucements)

Core to open first half 2022 (publicly announced), or just before Christmas (an internal target), so probably around Jan-Feb 2022 (give or take few weeks)

Then new stage 5b with trains running Reading/Heathrow to Abbey Wood and Shenfield to Paddington. Probably from 14th May 2022 (as recently revealed in Southall bus changes document), which is also the half yearly National rail timetable change date, so seems highly likely (but is not confirmed).

Finally will be a stage 5c which is full timetable (date to be advised) but maybe on the following rail timetable change date (so maybe December 2022).

https://content.tfl.gov.uk/elc-20210715-agenda-pack.pdf

 

[kevin_roche]

Yes, it does make sense - the idea that Paddington would turn round the whole service for six months whilst the east side was unconnnected does appear to have been an unnecessary step, particularly since the transitions at Paddington need to be working in full to allow Old Oak Depot to provide units for the services.

On the old plan, it would not have been just for 6 months. After 6 months of turning around 12tph, they were planning to open the east side first which would mean turning around 24tph at the west side.

It is also interesting that the documents say:

This has been developed around two principal requirements:
(a) provision of a level of service reduced from that which would apply in the full (Stage 5c) timetable but sufficient to avoid inconsistent train loading or sub surface platform crowding; and
(b) operation of a timetable based around the present pattern of service from Reading, Heathrow and Shenfield enabling services to operate, without substantial change,

So (b) implies that it could happen before the May timetable change and just run the existing services that stop at Paddington through to Abbey Wood. Also that the final stage Paddington to Shenfield may happen before the December 2022 timetable change. Perhaps at less than the full 12tph or 24tph service level.

 

[matt_world2004]

On the old plan, it would not have been just for 6 months. After 6 months of turning around 12tph, they were planning to open the east side first which would mean turning around 24tph at the west side.

It is also interesting that the documents say:



So (b) implies that it could happen before the May timetable change and just run the existing services that stop at Paddington through to Abbey Wood. Also that the final stage Paddington to Shenfield may happen before the December 2022 timetable change. Perhaps at less than the full 12tph or 24tph service level.

No way is the shenfield branch going to be able to operate safely with less than 10tph. Once the shenfield branch goes into the core there either needs to be a frequency reduction on the canary wharf branch to accommodate or it needs to be 20/24tph .

However it makes sense for the 6tph/8tph to continue from Paddington to the west. This would still mean turning around 13/16tph at paddington.

My prediction is that some trains will still terminate at Liverpool street high level in both the peak and off peak.

 

[Class 170101]

No way is the shenfield branch going to be able to operate safely with less than 10tph. Once the shenfield branch goes into the core there either needs to be a frequency reduction on the canary wharf branch to accommodate or it needs to be 20/24tph .

However it makes sense for the 6tph/8tph to continue from Paddington to the west. This would still mean turning around 13/16tph at paddington.

My prediction is that some trains will still terminate at Liverpool street high level in both the peak and off peak.

At 24tph in the Core for the peaks it was meant to be 12/12 split between Shenfield and Abbey Wood branches. Additonally 4tph will start at Liverpool Street High Level.

Should people return to work as before Covid 19 then I would suggest 4tph at Liverpool Street High Level won't be enough (it has the highest walk to work ratio of any London Terminus) and secondly a 12 tph may not be enough at Canary Wharf so at that point more trains to Canary Wharf and Abbey Wood branch means more trains at Liverpool Street High Level.

 

[matt_world2004]

At 24tph in the Core for the peaks it was meant to be 12/12 split between Shenfield and Abbey Wood branches. Additonally 4tph will start at Liverpool Street High Level.

Should people return to work as before Covid 19 then I would suggest 4tph at Liverpool Street High Level won't be enough (it has the highest walk to work ratio of any London Terminus) and secondly a 12 tph may not be enough at Canary Wharf so at that point more trains to Canary Wharf and Abbey Wood branch means more trains at Liverpool Street High Level.

The current plan for stage 5a is a less than full timetabled service entering the core I can't see much scope for cutting the shenfield metro timetable .

Reading the timetable i to opening t sounds like they want to maintain a current full service for the western end but without the frequency enhancements that was supposed to come when the core opened (6/8,tph instead of 10/12) with the full timetabled service starting at stage 5c

 

[rebmcr]

At 24tph in the Core for the peaks it was meant to be 12/12 split between Shenfield and Abbey Wood branches. Additonally 4tph will start at Liverpool Street High Level.

Should people return to work as before Covid 19 then I would suggest 4tph at Liverpool Street High Level won't be enough (it has the highest walk to work ratio of any London Terminus) and secondly a 12 tph may not be enough at Canary Wharf so at that point more trains to Canary Wharf and Abbey Wood branch means more trains at Liverpool Street High Level.

I don't see the High Level services as actually serving Liverpool Street. While a savvy few will be aware of the benefits to them versus Low Level, most people will just follow the Elizabeth Line signage and use the 'main Crossrail' platforms exclusively. Even if they are aware of the High Level departures, they will probably see 15 minute waits as off-putting.

I think Liverpool Street is simply a convenient place to turn around capacity that is ultimately serving Essex commuters who change at Stratford from the Jubilee Line. The natural flow of uninformed Canary Wharf workers certainly won't be to double-back at Whitechapel.

 

[kevin_roche]

Report this morning on the BBC Website. https://www.bbc.co.uk/news/uk-england-london-57767064

The cost of completing Crossrail exceeds available funding, the government spending watchdog has found.
The National Audit Office (NAO) estimates the cost of the new rail link will be between £30m and £218m above the current funding.
The government increased the project's budget to £18.8bn in December 2020.
The report found "significant issues" could affect the cost and schedule of the project which was initially due to open in December 2018.

I do think the BBC need some new photos. The one they chose of someone welding rail must be from a while back.

 

[stuu]

The natural flow of uninformed Canary Wharf workers certainly won't be to double-back at Whitechapel.

I bet there will be significant numbers who do that. A simple cross platform walk, as opposed to waiting ages to get down the stairs to the subway, and then walking to the Jubilee line. It's going to be at least as quick, I imagine that where you want to get to at CW will be the deciding factor

 

[rebmcr]

I bet there will be significant numbers who do that. A simple cross platform walk, as opposed to waiting ages to get down the stairs to the subway, and then walking to the Jubilee line. It's going to be at least as quick, I imagine that where you want to get to at CW will be the deciding factor

Whitechapel is better for sure, but the experimental WiFi tracking of passengers' mobile phones a few years back proved that silly routes are well-used if they look sensible on the Tube Map.

 

[ijmad]

I don't see the High Level services as actually serving Liverpool Street. While a savvy few will be aware of the benefits to them versus Low Level, most people will just follow the Elizabeth Line signage and use the 'main Crossrail' platforms exclusively. Even if they are aware of the High Level departures, they will probably see 15 minute waits as off-putting.

I think Liverpool Street is simply a convenient place to turn around capacity that is ultimately serving Essex commuters who change at Stratford from the Jubilee Line. The natural flow of uninformed Canary Wharf workers certainly won't be to double-back at Whitechapel.

I would imagine the 4tph of high level services will attract savvy city commuters who learn about them on the way in during the morning peaks, and jump on them similarly in the evenings. It'll be a shorter walk from many of the office towers on Bishopsgate to the high level platforms and enough people will realise they're much more likely to get a seat to make them useful, I reckon. There are far more nuanced examples of this in the South East on National Rail services that have all kinds of interesting peak stopping patterns. People do figure out how to use shortcuts and expresses after a time, even if it's initially by accident.

 

[kevin_roche]

Crossrail began running 12 Trains per hour today in Trial Running. An article on the New Civil Engineer website gives some details and reports on the cost overruns that have come out in recent reports to the Elizabeth Line Committee.

Crossrail | Trial running ramps up to 12 trains per hour after construction blockade ends | New Civil Engineer

Crossrail will begin running 12 trains per hour through its tunnels this week following the successful completion of the project’s third construction blockade.

www.newcivilengineer.com

It also links to reports with further details.

It comes after figures released ahead of this week's committee meeting indicated that Crossrail needs to find at least £150M more in funding to finish the job.


Huge cost increases on 19 of Crossrail’s 36 main works contracts were also revealed last week, including cost hikes at three of the line’s Central London stations.

Keeping my fingers crossed now, that the ballooning costs are finally known.

 

[ijmad]

I mean what are they going to do, declare it's time to "shut her down" because they need £150m more on an 18bn budget? Yeah, right. There should probably be an inquiry about the cost overruns but it's likely not going to hold up the project.