My post on Custom House station got me asking the question – In how many Crossrail stations, will there be a central island platform with two platform faces or a shared area possibly with platform edge doors serving both lines, rather than two separate platforms with the tracks together in the middle?
Crossrail is effectively a two-track railway and only a few stations have more than two platforms that will be used by Crossrail trains.
This is an index of all Crossrail stations, with links to their page on the Crossrail web site and Wikipedia.
Note that at present not all stations, have their own page on the Crossrail web site.
Liverpool Street – A new two-platform station with a shared area between them. – Crossrail Wikipedia
Maidenhead – An existing station with two separate Crossrail platforms and subway transfer.
Manor Park – An existing station with two separate Crossrail platforms and bridge transfer.
Maryland – An existing station with two separate Crossrail platforms and bridge transfer.
Old Oak Common – A new station to be designed and built after Crossrail is completed.
Paddington – A new two-platform station with a shared area between them. – Crossrail Wikipedia
Reading – A large existing station, which has been future-proofed to act as a terminal for Crossrail.
Seven Kings – An existing station with two separate Crossrail platforms and bridge transfer.
Slough – A large existing station with two separate Crossrail platforms and bridge transfer.
Shenfield – An existing station with three separate Crossrail platforms and subway transfer.
Southall – An existing station with two separate Crossrail platforms and bridge transfer, that will be rebuilt.
Stratford – A large existing station with two separate Crossrail platforms and subway transfer.
Taplow – An existing station with two separate Crossrail platforms and bridge transfer.
Tottenham Court Road – A new two-platform station with possibly a shared area between them. – Crossrail Wikipedia
Twyford – An existing station with two separate Crossrail platforms and bridge transfer.
West Drayton – An existing station with two/three separate Crossrail platforms and bridge/subway transfer.
West Ealing – An existing station with two separate Crossrail platforms and bridge transfer, that will be rebuilt.
Whitechapel – A new two-platform station with a shared area between them. – Crossrail Wikipedia
Woolwich – A new two-platform station with a shared area between them. – Crossrail Wikipedia
Custom House station has been progressing and now even has some glass in the windows.
You can also see that the Crossrail trains will go either side of the central building. It now appears that this is the preferred way to design a new station.
At Custom House station it will mean that passengers arriving at the station from Excel or on the DLR, would appear to go to the same platform, which will have two faces; one for Central London and one for Kent.
When you consider that London Underground deep-level stations since the 1930s have been designed this way with a central platform, it puzzles me, why we have such uninspiring recent station designs like the Thameslink platforms at St. Pancras.
Where you have a two-track railway, the layout must be more affordable, as you only need one set of lifts/escalators/stairs and other services.
On the other hand, you need a bridge over the tracks or a subway beneath them, where the railway is on the surface. Obviously in some places the geography of the area, will make this easier. For example if a station is in a cutting or there is a road bridge.
At Custom House a large proportion of passengers will arrive at First Floor level either from Excel or after taking a short escalator up from the DLR, so there will only need to be access from the street up to the First Floor circulation area, from where I took these pictures. At present the DLR uses steps and a lift. I’m sure the completed station will use an elegant solution with probably escalators instead of stairs.
When I wrote about my last visit to Royal Oak and the Westbourne Park Footbridge in October last year, I said this.
It will be fascinating to go back here, to see the area, as the railway and its infrastructure progresses.
So this morning, I went back and took these pictures, to see if they could add to what I saw yesterday.
Things have moved on apace.
1. Royal Oak station is no longer the rusting ruin it was last year and all of the glass is now clear and immaculate.
2. Crossrail has also dropped the height of the blue security fence, which means tall people can get good pictures of the Crossrail site from the platform of Royal Oak station.
3. It is now clear that the arches support the slip road up to the Westway and that they may have once supported an old railway line.
4. I was pleased to see the lith-style information displayed in a poster. It must help with putting information in places, which are too small or not suitable for a full size lith. It all goes to show how good, Legible London is.
According to Wikipedia, it is now the world’s largest pedestrian wayfinding project. So if Ipswich can have one, why can’t any number of important capital and tourist cities.
5. Crossrail’s Royal Oak Portal is now clearly visible from the Westbourne Park Footbridge and the pictures show what a tight squeeze the double-track railway is between the Westway and the Metropolitan Line.
6. I don’t think it will be long before they start laying track, as this will make it easier to get men and materials in and out of the tunnels.
7. I have read that between the portal and the existing bus garage, the area will be used to store trains and also turn back those running to Paddington. The bus garage extension is being built over the sidings.
Crossrail is certainly coming together in Westbourne Park, where it squeezes between the Westway and the Great Western Main Line.
Unlike the Crossrail tunnel portals at Abbey Wood and Stratford, the portal at Royal Oak is rather hidden away under the Westway, with no suitable vantage point to see the site. This Google Map shows the tunnel portal from Royal Oak station to the footbridge at Westbourne Park, where I took these pictures.
It shows the cramped nature of the site, which is just 21m. wide. This is an enlarged image of the ramp leading down to the start of the tunnel under London.
The only pictures I can find on the web with a proper explanation are in this article on the London Reconnections web site. In that article a picture is labelled as the remains of the arches and they are shown under the Westway and facing South. They are probably the arches in these pictures I took from the train.
I am not sure, but it looks like the arches support the access ramp that lead up to the Westway. But they are not shown in this architectural drawing from Acanthus, which shows the area around the Ventilation shaft they have designed for Crossrail.
This Google Map shows the current access with relation to the two bridges and Royal Oak station.
Note the long pipes, which I assume are either covering conveyors that remove the spoil for the tunnels or are to there to pump fresh air into the tunnels.
The station has recently been renovated, but once Crossrail is complete to the North of the station, are we going to see a comprehensive redevelopment of the area.
All will be revealed in time.
I have noticed this structure grow over the last few months and have wandered what it is.
It now looks like it might be the extension to the bus parking area talked about in this article on Tower Transit in Wikipedia. This is said.
A new 180m bus parking area is to be built on a raised platform over railway lines as part of the Crossrail project.
This Google Map shows the garage squeezed under the Westway.
I think the Google Map was taken some time ago, as all that appears visible is probably the foundations furthest away from the bus garage.
It’s probably a sensible use for the site, where no-one would probably want to live sandwiched between the Westway and the Great Western Main Line.
It’s also a very good way of using the air space over the railway to effectively create new land.
These pictures were taken at Southall station.
I took these pictures as I passed the Acton Dive Under.
On this page on the Crossrail site, this is said.
The start of excavation follows nearly two years of work to re-configure the freight yard. The work on the dive-under is being managed by Network Rail and is expected to last until 2016.
Progress would appear to be in line with that statement.
I wouldn’t be surprised to see this work finished earlier than expected, as surely when the Acton Dive Under is complete, this must make the operation of the railway easier, as freight trains crossing from the sidings at Acton will cause less disruption.
Some of these pictures were taken from a train that stopped at the station. The window intrudes on the right.
It certainly appears that the builders have got of the marks quickly!
Could this be because it would make planning Crossrail and the station works easier, with the Greenford Branch just working a four times-per-hour shuttle to a bay platform well out of the way?
It has style and I also believe that it is designed to fit the purpose for which station buildings are now needed. All a station building needs to be today is a shelter for the barriers, ticket machines, staff and perhaps a retail kiosk or two. Get the people flow through them correct and they can be even smaller and more affordable.
It is interesting to look at the layout of the lines. This Google Map shows the situation at present.
Note the Greenford Branch curving away to the North. This branch is probably an operational headache for rail managers, as the trains currently have to join the line to get to their terminus at Paddington station. After West Ealing station has been rebuilt, there will be a bay platform for trains on the branch. It is shown in this drawing I found on the Internet.
You have to wonder if the Greenford Branch will be developed and Wikipedia has a section on the branch’s future. Should it be electrified and should as Ealing Council have suggested the line be extended to Clapham Junction via the West London Line?
Undoubtedly, it should be electrified and the published plan of four trains per hour would certainly improve matters. But as with many things, we’re waiting for Crossrail and the plans for Old Oak Common to be vcompleted.
It does seem to me that the design for West Ealing station has set a new standard for Crossrail stations.
But as the first comment received has shown, there is a problem with access to the station from the South. This Google Map shows an enlarged view of the current station.
Note how the supermarket and the car parks, backed by the two fast lines of the Great Western Main Line create a barrier that is impenetrable to any access to the station. Even if access were possible, it would be a long walk between Alexandria Road and the new station.
It strikes me that the only way better southern access to the station could have been enabled, would have been if the new station had been designed in conjunction with the supermarket, when that was developed.
It should be noted that at present West Ealing station has no car parking and do many of the locals feel that this should be provided in the new station?
To sum up, West Ealing station has problems in resolving some design issues, as it was not properly designed, when the supermarket and the land south of the railway was developed.
In my view, it illustrates one of the problems of the surface sections of Crossrail, They have been left to rot for years, when they should have been upgraded well before construction of the line started.