The title of this article in the Standard is Hatton Garden jewellery district ‘faces extinction over Crossrail rent rises’
Did the owners of sweat shops in East London complain, when new clothing factories set up with more enlightened attitudes to their workers in Victorian times.
You bet they did!
But just as the City has reinvented itself with Canary Wharf, Hatton Garden will have to move on and change to survive.
Some won’t like it, but hopefully what emerges will be stronger and probably a lot more legal, with regards to tax and money laundering.
I also was accosted by a station-man at Shenfield, who said that everybody would hate the new trains, as you’ll have to stand all the way to London.
The design of the trains appears to be such, that seats will be more numerous at the ends of the trains, with metro style seating and a lot of standing in the middle.
This layout is so that when the train is running in Tube-mode between Stratford and Paddington, there is enough capacity for those wanting to do a couple of stops.
But those boarding in the suburbs will probably get a seat all the way to the centre. In the morning peak, there would appear to 16 trains per hour (tph) to Central London.
I do wonder if the RMT will have it in for the new Class 345 trains, as they have a degree of automation, never seen before in trains in the UK.
Some of this automation, will mean very different methods of working, but will be essential to obtain Crossrail’s frequency of 24 tph.
I have read several articles on the new Class 345 trains for Crossrail.
This article from Railway Technology Magazine, which is entitled There has never been a ‘better designed’ train than Crossrail, is particularly enthusiastic.
This is said.
There has never been a train “better prepared or better designed” in the UK than theCrossrail train, London Underground’s managing director Mark Wild told RTM at a visit to Bombardier’s testing facility in Derby.
Speaking to RTM after the first Crossrail train, Class 345, was unveiled and taken for a ride across the Bombardier test track for the first time, Wild sang the many praises of the state-of-the-art vehicle, calling it a “world-class train” for passengers.
“It’s a sensational train. I’m so pleased to see it – it’s so exciting,” he said. “I’ve been lucky enough to be involved with other train procurements in my career and this is definitely the best. This will be a big success – obviously it has to be tested thoroughly, but it is already looks great.”
But of course the proof of the train, will be in the riding.
I can’t wait, until May 2017, when they will start running between Liverpool Street and Shenfield.
I think that Bombardier, Crossrail and TfL are handling the introduction of the trains into service in a way, that means they can handle any teething troubles.
- Liverpool Street to Shenfield is a self-contained line.
- By the end of this year, Liverpool Street to Shenfield will have had the extended platforms completed and the power systems upgraded for Crossrail.
- Bombardier have a facility for servicing trains at Ilford, so the testing will be on their door-step.
Bombardier are also introducing the trains as seven cars, as the platforms at Liverpool Street are too short. But after their lengthening of the Class 378 trains on the Overground, this process probably has no fears for the company.
It will also mean, that when the platforms are lengthened, this can be done at a time, when all the trains are going through the central tunnel.
But to me, the platform lengthening at Liverpool Street has more to it.
The Services section for Crossrail in Wikipedia is saying that only four trains to Gidea Park in the Peak will use Liverpool Street.
Lengthening the platforms for just four trains does seem a lot of work just to allow the standard trains to enter Liverpool Street.
Obviously, if there is a problem like a broken-down train in the tunnel, the ability to use Liverpool Street station as an alternative destination will be valuable.
Or could it be that there are other plans to perhaps run Crossrail trains to Southend Victoria?
I feel the latter would make a lot of sense.
- The Southend Victoria route, gets much needed new trains.
- Southend Airport gets a premium service.
- The use of the upgraded Crossrail route is increased.
- These trains could perhaps just stop at Stratford, Ilford, Romford, Gidea Park and Shenfield.
- They could be mechanically and electrically identical to the Crossrail trains, but with a more appropriate interiror.
This is only the same as is happening on the Western Branch, where other services are using Crossrail’s tracks to go to Paddington.
Crossrail is going to be a lot bigger than a cross-London railway called the Elizabeth Line.
Paddington Underground station on the Bakerloo Line has now got its escalators back and getting to the station for me, is now so much easier.
As the pictures show there seem to be quite a few new blue hoardings at platform level.
This map from carto.metro.free.fr shows the layout of the Bakerloo Line and Crossrail at Paddington.
- The Bakerloo Line runs roughly South-East to North-West through Paddington.
- The platform labelled 4 is the Southbound Bakerloo Line platform.
- The platform labelled 3 is the Nouthbound Bakerloo Line platform.
- The escalators run down to the platforms from the South-East
- Crossrail would appear to have an island platform between the two tracks.
There would appear to be two places on the platforms where blue hoarding have been put up to protect the works behind.
- The most obvious is the big blue wall that greets you as you come down the escalator, where some artistic tiling used to be.
- There are also blue hoardings at the London (South East) end of the platforms.
There is a pedestrian tunnel to Crossrail called the Bakerloo Line Link (BLL). A memeber of staff also told me that lifts will be installed to the Bakerloo Line.
This document on the TFL web site gives a bit more information.
Engineers will also carefully dig a new 165m tunnel underneath the station to enable passengers to interchange between the Bakerloo line and new Crossrail platforms, which will become operational from 2018. The new pedestrian link will incorporate escalators, lifts, stairs and new passageways in order to make interchanging between the Tube and Crossrail as easy as possible for passengers.
So it looks like the tunnel will go under the lines and come up between the two Bakerloo tracks. The length of one hundred and sixty-five metres would easily reach the Crossrail platforms.
I found this image on the web.
It looks to be a very well thought out link.
- It is connected to the Crossrail station by escalators and lifts in the middle of the island platform at that station.
- The connection at the Bakerloo Line end, would appear to have lifts, stairs and escalators.
- Wll the lifts go direct to the surface as well?
- All routes seem to be direct to the central landing in the Bakerloo Line platforms.
- It may be a hundred and sixty five metres, but the design probably means most passengers will do it fairly fast.But I’m only speculating.
It will certainly be a very powerful interchange, as it will give a much needed connection to London’s least-developed Underground Line.
One good thing from the TFL document, is that it says this.
TfL will re-open the platforms in time for the Notting Hill Carnival on Sunday 28 and Monday 29 August.
So they beat their deadline by four weeks.
It certainly looks like a job well done!
Certainly, it makes my journey to the station easier.
The next thing needed is to get the Marks and Spencer reopened at the station.
I took these pictures at Custom House station.
The pictures also show a work-train entering the tunnel and the Crossrail track alongside the DLR until near the Connaught Tunnel.
I have decided to use Elizabeth Line for Crossrail from now on, as most articles seem to be dropping Crossrail in favour of the operational name.
I had an e-mail from Crossrail today and they’re still using Crossrail.
I have written before about Crossrail being a line for shopping in Is Crossrail Going To Be The Shopping Line?, but today I found this article in Retail Week, which is entitled London’s Oxford Street anticipates £1bn boost from Crossrail. This is said.
The iconic London high street already generates £5 billion per year in sales and New West End Company hopes to hit an annual target of £6 billion by 2020 – two years after Crossrail’s Queen Elizabeth line is expected to completed.
With the Crossrail providing direct commutes for counties such as Berkshire, Buckinghamshire and Essex, New West End Company hopes the three-mile shopping precinct experience a 30 per cent increase in visits.
In addition, 2000 new retail jobs are expected to be created, and the nearby Bird Street will transform into a new shopping precinct thanks to private donations and £200,000 from Transport for London’s Future Street’s Incubator Scheme.
Is Brexit figured in to these calculations?
I think that we may say more changes on Oxford Street, as surely Crossrail will enable other changes.
Oxford Street will have the following stations and entrances as you proceed from East to West.
- Holborn – Central and Piccadilly
- Tottenham Court Road (Current Entrance) – Central, Elizabeth and Northern
- Tottenham Court Road (Dean Street Entrance) – Central and Elizabeth
- Oxford Circus – Bakerloo, Central and Victoria
- Bond Street – Central, Elizabeth and Jubilee
- Marble Arch – Central
So could we see much of Oxford Street being pedestrianised?
The Mayor has said he would be in favour. According to this article on the BBC, it will happen by 2020.
I think that because of the number of the number of stations just North and South of Oxford Street, I do wonder if the pedestrian area could include Tottenham Court Road, Bond Street and Soho.
The main pedestrian routes would link up.
- Green Park, Piccadilly and Shaftesbury Avenue in the South.
- The British Museum, Bloomsbury and Holborn in the East.
- Euston Road and Regents Park in the North.
- Hyde Park in the West
Where would all the buses, taxis and cars go?
I think that there will have to be a serious rethink, which could see drastic reductions in numbers of all three!
But there will be other knock-ons as Crossrail will for a few years give spare capacity, that could be used to advantage.
The Central Line Should Be Less Busy
The Central Line will have excellent connections to Crossrail at Stratford, Liverpool Street and Ealing Broadway.
It is expected that as some cross-London passengers, who now use this line, will switch to Crossrail, thus releasing capacity on the Central Line.
It would certainly create a high-speed shuttle between three of London’s main shopping centres; Westfield at Shephered’s Bush, Oxford Street and Eastfield at Stratford.
Updating The Central Stretch Of The Central Line
The central stretch of the Central Line will have two rebuilt stations with full step-free access after Crossrail opens; Tottenham Court Road and Bond Street.
Closure of the Central Line in Central London would be possible if needed fr engineering works, as the line has several turn-backs, so it could be run as an Eastern and Western section, whilst say major works were done in the centre.
This partial closure would enable the following.
- A step-free station to be created on the Central Line at Marble Arch.
- Step-free access to be created to at least the Central Line at Oxford Circus.
- Step-free access to be created to at least the Central Line at Holborn.
It is interesting to note, that during the building of Crossrail, access to the Central and Northern Lines has sometimes been restricted at Bond Street and Tottenham Court Road and Londoners didn’t moan too much.
So selective closure to get higher-capacity and step-free stations in the centre will not be the disaster it could have been, especially, if the improvements were done in a phased manner.
But all three are prime sites and there must be significant potential for over-site development.
Additionally, if you look at the railway lines on carto.metro.free.fr, this is a map of the lines between Holborn and Tottenham Court Road stations.
Note the old British Museum station on the Central Line.
I wouldn’t know whether it is practical to reopen the station, but I suspect Transport for London’s route planners have looked at the possibility to give better access to one of the busiest museums in the world.
As the Central Line through Central London is effectively a loop of Crossrail, it gives the great advantage of creating a double line across Central London, that offers redundancy, if either line needs to be closed for serious engineering work.
The Central Line never had that luxury before, so expect serious improvements on any Central Line station between Stratford and Ealing Broadway.
The Outer Reaches Of The Central Line
I suspect that Crossrail will generate more traffic on the outer reches of the Central Line to Epping, Hainault and West Ruislip.
These sometimes forgotten parts of the line will undoubtedly improve and change.
Wikipedia lists some of the line’s Cancelled and Future Plans.
I think what happens could surprise everybody.
Crossrail 2 has just one interchange in the Oxford Street area at Tottenham Court Road station.
I would be very surprised in that in the massive rebuilding of the current station for Crossrail, that provision hasn’t been made to connect to Crossrail 2.
There have been surface issues around the station concerned with Crossrail 2, but given good planning of the project, I feel that the building of Crossrail 2 would only effect the area in a similar way to the replacement of a major block on Oxford Street.
Crossrail 2 will have two major effects.
- It will bring large numbers of visitors to the Oxford Street area.
- Just as Crossrail and the Central Line will work as a high-capacity pair, it will work closely with the Victoria Line to relieve that line.
This leads me to the conclusion, that the wider Oxford Street area needs to be and will be pedestrianised.
I took these pictures of the works at Forest Gate station.
Note the little kiosk outside the station.
I think that when this station is finished, it will be one of the best on the Eastern branch of Crossrail.
Most people think of Crossrail, as an East-West railway under London serving the following places on its pair of branches in the East and the West.
- Shenfield and Abbey Wood in the East.
- Heathrow and Reading in the West.
But it is more than that, as the East-West Crossrail can be considered to be part of a larger system that includes a number of North-South routes.
- Thameslink from St. Pancras to East Croydon via Farringdon on Crossrail.
- East Londson Line from Highbury and Islington to Canada Water via Whitechapel on Crossrail.
- West London Line from Willesden Junction to Clapham Junction via Old Oak Common on Crossrail.
- Bank Branch of the Northern Line from Camden Town to Kennington via Tottenham Court Road on Crossrail.
- Charing Cross Branch of the Northern Line from Camden Town to Battersea via Moorgate on Crossrail.
- Bakerloo Line from Willesden Junction to Elephant and Castle via Paddington on Crossrail.
Cross-London journeys will get interesting, as there will often be a dozen ways to go between A and B, when they are in different parts of London.
Kids will race each other across the City.
Crossrail will also grab a strong hold of other cross-London routes.
Crossrail has interchanges with the Central Line at the following stations.
- Liverpool Street
- Tottenham Court Road
- Bond Street
- Ealing Broadway
The Central Line will add a loop to Crossrail from Stratford to Ealing Broadway.
People who live say near Queensway will use the Central Line to access the outer reaches of Crossrail., at Ealing Broadway and Stratford.
In Step-Free Interchanges In East London, I pointed out the excellent interchange between Crossrail and the Central Line at Stratford, which sadly is Crossrail’s only top quality interchange to other lines.
The interchanges with the Central Line in Central London would sappear to be very unadventurous. Only when the line is opened, will we know how well they work and the quality of the design.
Perhaps the only way to have got better interchanges would have been for one track of Crossrail to be each side of the Central Line, through Central London.
This map from carto.metro.free.fr shows the section of Crossrail from Marble Arch to Tottenham Court Road.
From this map it looks like it could be possible, but I know from this section in Wikipedia, that it was difficult squeezing the tunnels past the Northern Line at Tottenham Court Road, so perhaps the route that was chosen, was the best one from a construction and cost point of view. It could even have been the only one possible.
Crossrail has interchanges with the Metropolitan Line at the following stations.
- Liverpool Street
The Metropolitan Line will add a loop to Crossrail from Whitechapel to Paddington. Although, due to the distance between the two lines at Paddington, this probably means the Metropolitan Line will serve as a North-Western branch of Crossrail, that serves Kings Cross, St. Pancras and Euston.
This map from carto.metro.free.fr shows the section of Crossrail from Whitechapel to Farringdon.
Note how two Crossrail stations; Liverpool Street-Moorgate and Barbican-Farringdon effectively each serve two Metropolitan stations.
Effectively, it gives a large choice of routes between North West London and East London and Essex.
Crossrail interchanges with the District Line at the following stations.
- Ealing Broadway
The District Line will add a loop to Crossrail from Whitechapel to Ealing Broadway, with a partial interchange at Paddington.
This map from carto.metro.free.fr shows the lines around Paddington.
Crossrail would appear to have a good right-angled connection with the District Line, between Edgware Road and Wimbledon.
So it could be argued that after Crossrail opens, the Edgware Road to Wimbledon service of the District Line is another North-South branch of Crossrail, just like Thameslink and the East London Line.
North London Line
Crossrail interchanges with the following stations on the North London Line.
- Old Oak Common
The North London Line will add a loop to Crossrail from Stratford to Old Oak Common.
Crossrail interchanges with the following stations on the Jubilee Line.
- Bond Street
The Jubilee Line will add a loop to Crossrail from Stratford to Bond Street.
The Stations On The Loops
The effect of all these loops, mean that these stations will be on a line that connects to both ends of Crossrail.
- Acton Town
- Aldgate East
- Baker Street
- Baron’s Court
- Bethnal Green
- Brondesbury Park
- Caledonian Road and Barnesbury
- Camden Road
- Canada Water
- Canning Town
- Cannon Street
- Chancery Lane
- Chiswick Park
- Dalston Kinsland
- Ealing Common
- Earl’s Court
- East Acton
- Edgware Road
- Euston Square
- Finchley Road And Frognal
- Gospel Oak
- Gloucester Road
- Great Portland Street
- Hackney Central
- Hackney Wick
- Hampstead Heath
- Highbury and Islington
- Kensal Rise
- Kentish Town West
- Kings Cross St. Pancras
- Lancaster Gate
- London Bridge
- Mansion House
- Marble Arch
- Mile End
- North Greenwich
- Notting Hill Gate
- Oxford Circus
- Ravenscourt Park
- St. James’s Park
- St. Paul’s
- Shepherd’s Bush
- Sloane Square
- South Kensington
- Stamford Brook
- Tower Hill
- Turnham Green
- West Acton
- West Ham
- West Hampstead
- West Kensington
- White City
- Willesden Junction
The list may be impressive, even without stations on the North-South lines, but it has consequences.
- Ealing Broadway could see a lot of interchange traffic between Crossrail and the Central and |District Lines. Is it up to the task?
- Stratford and Whitechapel will see a lot of interchange traffic between Crossrail and other lines. These two stations have been designed for it.
- The Victoria Line is difficult to access. However, it is only a short walk from the Hanover Square entrance to Bond Street Crossrail station.
- The Piccadilly Line is difficult to access.
I suspect that as at Oxford Circus, there will be small schemes in several places to create connectivity.
Kings Cross St. Pancras is a big problem as it is a mass of long tunnels, but Crossrail and Thameslink will give passengers the chance to avoid it.
- If you’re on Crossrail and want to go North on the Victoria or Piccadilly Lines, I suspect that it would be easier to take Thameslink to Finsbury Park, where you can dive into the Underground.
- If you’re on Crossrail and want to go South on the Victoria Line, the quickest way might be change to the Bakerloo at Paddington and then walk across the platform to the Victoria Line at Oxford Circus.
But whatever route you take in a few years time, won’t be the obvious one today.
There are various projects either under construction, planned or proposed, that would increase Crossrail’s reach.
- The Hall Farm Curve linking Walthamstow and Chingford to Stratford.
- The rebuilding of Bank, Camden Town, Highbury and Islington and other stations.
- The Northern Line Extension to Battersea.
- The Bakerloo Line Extension.
- The Greenford Branch is being improved.
- The re-signalling of London Underground’s sub-surface lines.
- The four-tracking of the West Anglia Main Line in preparation for Crossrail 2.
- The adding of a Central Line station at Shoreditch High Street.
- Extensions to the Docklands Light Railway.
- Old Oak Common will become more and more important with connections to the West Coast Main Line, HS2 and the Chiltern Main Line.
- Increases in frequency on the Victoria Line, Jubilee Line, Sub-Surface Lines, the Northern City Line and the Overground.
I do think though we could see a few surprises.
- There have been proposals to extend the Waterloo and City Line for years. Modern tunnelling and innovative train concepts might allow a shuttle between Waterloo and Crossrail at Liverpool Street.
- As the City of London wants to cut traffic in the Square Mile, what will they do?
- Will Oxford Street finally become traffic free?
- Will Manor House and Harringay Green Lanes be reorganised?
- Crossrail has seen some interesting concepts developed for building lift and escalator tunnels, which will be used again and again.
- Crossrail will be extended to somewhere not mentioned before.
I have a feeling that Crossrail 2 won’t be so urgent.
This map from carto.metro.free,fr shows the lines around where I live, which can be best described as a post code of N1.
I live halfway on the diagonal line between Dalston Kingsland and Essex Road stations. Years ago, there used to be a station at Mildmay Park, between Dalston Kingsland and Csnonbury, which if it still existed would be very useful for me, as it would be about a hundred and fifty metres away.
So my journeys often start from one of the half dozen bus routes, that have stops within fifty metres or so of where I live.
- I’ll take a 38, 30, 56 or 277 to Dalston Kingsland or Dalston Junction stations for the North London Line and East London Line respectively.
- I’ll take a 141 to Manor House station for the Piccadilly Line.
- I’ll take a 38 or 56 bus to Essex Road station for the Northern City Line
- I’ll take a 38 or 56 bus to Angel station for the Northern Line.
- I’ll take a 21 or 141 bus to Moorgate for the Metropolitan and Circle Lines
- I’ll take a 21 or 141 bus to London Bridge for main line trains.
- I’ll take a 21 or 141 bus to Bank for the Central and Waterloo and City Lines
- I’ll take a 56 bus to St. Paul’s for the Central Line
- I’ll take 30 bus to Kings Cross, St. Pancras and Euston for main line trains.
Who said the three most important things when buying a house, are location, location and location?
Strangely, I rarely go directly to Highbury and Islington station, as the station is one of the worst in London for passenger convenience, with long and crowded tunnels and no step-free access to the deep tunnels.
If I need to go North on the Victoria Line, I will sometimes go to Essex Road and then take the Northern City Line for one stop to Highbury and Islington station, where there is a step-free level interchange to the Victoria Line.
There are several of these interchanges in East London, making train and tube travel easier.
Northern City And Victoria Lines At Highbury And Islington Station
This map from carto.metro.free.fr, shows the layout of lines at the station.
Note how the two Northbound lines and the two Southbound lines of the Victoria and Northern City Lines are paired, so that passengers can just walk through one of several short tunnels that connect the two platforms.
This connection will get more important in the future, as improvements will bring more passengers through the interchange.
- Highbuty and Islington station will be rebuilt, with access to the deep level platforms much improved.
- If traffic said it was needed, the Southbound and Northbound deep-level platforms, which are not far apart might even be connected together and to a second entrance on the other side of Holloway Road.
- The Northern City Line is getting new Class 717 trains, which will give an increase in capacity and I believe that the frequency on the Northern City Line will improve to 6, 8 or even 10 trains per hour (tph), thus making my ducking and diving easier.
- The Northern City Line will connect to Crossrail and for the first time N1 to lots of places, will be one change at Moorgate from the Northern City Line to Crossrail.
- The Victoria Line will increase in frequency to possibly 40 tph and benefit from station improvements at stations like Tottenham Hale, Blackhorse Road and Walthamstow Central.
It should also be noted how the Crossrail connection at Moorgate will help me.
When going to football at Ipswich, I may walk to Essex Road and then get a train to Moorgate, where I will take Crossrail to perhaps Shenfield for a fast train to Ipswich.
But who knows what I’ll do, as there will be several different routes, all of which will have their advantages?
East London Line To North London Line At Highbury And Islington Station
This is only from the East London Line trains arriving from West Croydon in Platform 2 at Highbury and Islington station to Westbound trains on the North London Line in Platform 7.
Although not as powerful as the double interchange at Highbury and Islington station between the Victoria and Northern City Lines, it is typical of well-thought out connections all over the Overground.
Piccadilly And Victoria Lines At Finsbury Park Station
This is a cross-platform interchange, that is heavily used as effectively it gives a simple choice of route through Central London for passengers from the Northern ends of the Piccadilly and Northern Lines. It’s a pity that the interchange between the two lines at Kings Cross St Pancras and Green Park aren’t as simple.
Metropolitan/District And Central Lines At Mile End Station
This picture gives a flavour of the interchange at Mile End station.
It is a cross-platform interchange, that I use more and more, to go to the East on the Central Line. I usually arrive on a Metropolitan/District Line train from Whitechapel station, which is just a few stops down the East London Line.
Central Line And Shenfield Metro/Crossrail At Stratford Station
This interchange at Stratford station is going to be an integral part of Crossrail, as it will firmly connect the new line to the Central Line, with advantages to both.
This picture shows the interchange on the Eastbound platform.
This interchange is certainly well-used and Crossrail will only increase that use.
Why Is This Not Done More Often?
These interchanges seem to work well!
But what always puzzles me, is why this layout is not used more often. And I don’t just mean in London. In all my travels, I can’t remember getting off a train in Europe and just walking across the platform to get a metro or a tram.
I suspect it could be because to get this type of interchange, you need to build some expensive railway infrastructure.
All of the examples I have given concern where a new line is being added to an existing network.
I am surprised that Crossrail doesn’t use a similar interchange anywhere else on its route.
Look at the Crossrail stations I documented in How Are Crossrail’s Eastern Stations Progressing?
In all stations, the Crossrail and fast lines are in pairs, whereas to get Cross-platform interchange between fast and stopping services, probably needs a different layout. That is not the fault of Crossrail, but the way the Great Eastern Main Line was built decades ago.
At the London end of the East Coast Main Line, the two slow lines are on either side of the two fast lines. At Stevenage, they have put two island platforms between the slow and fast lines, so that passengers have a cross-platform interchange between trains.
The Google Map clearly shows the layout.