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Post by Eastlondoner62 on Dec 5, 2017 15:55:11 GMT
The new Crossrail transition update report has been published. It gives an update on preparations for trial running, take over of services out of Paddington and other things such as rolling stock testing. content.tfl.gov.uk/pic-20171212-item13-elizabeth-line.pdfLooks like the programme is tightening in one or two places with some delays and issues around train reliability, software updates, signalling integration and commencing testing on the Abbey Wood branch. The paper confirms that works have started at Heathrow to install Oyster and Contactless ticketing equipment (I assume validators) and new ticket machines / amended signage too. This confirms that Oyster / Contactless should be switched on at Heathrow from May next year. I wish luck to the staff who have to explain to angry passengers why they have been charged extremely high fares while using the TFL Rail compared to the much cheaper fare the Piccadilly Line will produce. However I do hope TfL put out some publicity about that nearer to the time.
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Post by snoggle on Dec 5, 2017 17:22:55 GMT
I wish luck to the staff who have to explain to angry passengers why they have been charged extremely high fares while using the TFL Rail compared to the much cheaper fare the Piccadilly Line will produce. However I do hope TfL put out some publicity about that nearer to the time. Unless you have a mole inside TfL I don't think the fares to be charged by TfL into Heathrow via Hayes are in the public domain. I know Heathrow Connect fares are expensive and HEX even higher but it is entirely possible that TfL will not impose a fare surcharge on passengers and pay the "access fee" separately. As TFL, DfT and Heathrow seem to be on friendlier terms these days it is plausible that a deal has been done. What fares HEX charge is a matter for them but it is worth noting that some of their advance tickets are as low as £5.50 single! Many decades ago it was proposed that a "toll" would be levied for use of the DLR across the Thames on the Lewisham line. This was to help fund the fee to CGL who built and own the extension. In the end the decision was taken not to do this and TfL paid the fee as a "cost" without penalising passengers. I know about this because I was asked to determine the ticketing system impacts of such a levy.
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Post by snowman on Dec 12, 2017 12:27:42 GMT
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Post by snoggle on Jan 23, 2018 1:44:21 GMT
A further updated progress paper on Crossrail transition has been published as part of the TfL Board Papers for next week. content.tfl.gov.uk/board-20180130-item10-elizabeth-line.pdfThis is quite telling in respect of the takeover of Heathrow Connect come May this year. Class 345 progress So quite a backlog in train acceptance and Derby clearly filling up with trains. Looks like we will be seeing Crossrail trains using Stratford and Paddington portals during 2018 and beyond even if not in passenger service. Some interesting phased maps in Appendix 2 of the paper showing how the Crossrail service builds up in sections.
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Post by snowman on Jan 23, 2018 7:45:31 GMT
Per the Board papers, only 12 trains accepted out of 31 built suggests a problem, either with software, or some component. It’ doesn’t appear to be even accepted but not authorised to run on ETCS section such as Heathrow branch. If it was then would be seeing mileage accumulation to somewhere like Didcot and back
It is telling that the virtually identical 4 car trains (but shorter carriages) for Overground ane also being built, but not yet ready for service.
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Post by snoggle on Jan 23, 2018 12:43:52 GMT
Per the Board papers, only 12 trains accepted out of 31 built suggests a problem, either with software, or some component. It’ doesn’t appear to be even accepted but not authorised to run on ETCS section such as Heathrow branch. If it was then would be seeing mileage accumulation to somewhere like Didcot and back It is telling that the virtually identical 4 car trains (but shorter carriages) for Overground ane also being built, but not yet ready for service. From comments on other forums there seem to be three main issues - software problems - door problems - platform / train CCTV integration There are regular breakdowns with the 345s on the Shenfield route - every day something is reported on Twitter. Bombardier are undoubtedly in a difficult spot - trains have to put into service to gain operational experience but TfL / MTR won't be happen with the breakdowns. Getting software stable is a dreadful task - Siemens had terrible problems with the 700s on Thameslink but they seem to have settled down now. Of course the longer it takes Bombardier to get stable software the harder it becomes to achieve other software integration with the signalling and control systems on the core tunnel and also out west to Heathrow. It's very clear to me that the carefully "coded" language used in these transition reports means there are really quite severe problems with software integration between train and signalling systems. LU have done / are doing better because they've tended to get trains in service first and debugged and then they do the signalling upgrade - at least the train performance and software should be stable if you do it in that sequence. Crossrail are trying to do two or three things at once. With the 710s I've read that software is the big issue with problems between the UK and India (where the software is written). I think we may we waiting longer than expected for the 710s to get into service. Obviously usual caveats apply about reports on forums.
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Post by Eastlondoner62 on Mar 2, 2018 20:28:46 GMT
Does anyone know where the Class 345s will be stored and maintained when the Core opens in December? I know there are sidings at Plumstead but surely the trains won't be kept here for the 6 or so months it takes until services to Shenfield and therefore access to Ilford depot start.
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Post by snoggle on Mar 2, 2018 21:01:50 GMT
Does anyone know where the Class 345s will be stored and maintained when the Core opens in December? I know there are sidings at Plumstead but surely the trains won't be kept here for the 6 or so months it takes until services to Shenfield and therefore access to Ilford depot start. Even though passenger services to the west and east won't start in December all of the linking tunnels, junctions and wiring will be energised and available later this year. Trains will therefore run OOS from both Ilford and Old Oak Common depots to Paddington or (with reversal) to Abbey Wood to take up service in the core. Terminating trains at Paddington will run OOS to the surface sidings near Westbourne Park to turn round. The need for these movements is why Network Rail did such a massive amount of signalling changes and updating in West London last Christmas. It was the last chance they had for such a large scale change that affecting the western route and allowed them to switch Old Oak Common depot "on". The depot has now started operations and trains are stabled there from this week (there was a tweet about this). It also explains why there have been a fair number of weekend closures affecting Stratford to allow the tracks to be slewed and new junctions created to join in the Crossrail link.
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Post by snoggle on Mar 6, 2018 19:07:59 GMT
Does anyone know where the Class 345s will be stored and maintained when the Core opens in December? I know there are sidings at Plumstead but surely the trains won't be kept here for the 6 or so months it takes until services to Shenfield and therefore access to Ilford depot start. twitter.com/Crossrail/status/971085525128970240Confirmation of all of the network links into the tunnel section being complete. Still some rewiring work needed on the Shenfield route until early April.
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Post by snoggle on Mar 21, 2018 14:48:48 GMT
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Post by routew15 on Mar 21, 2018 17:17:14 GMT
i particularly like the black and red finishes to the bottom of the escalator at Tottenham Court Road and the brick finish on escalator bank at Woolwich. Whitechapel looks like it is coming along ok. It shall look very well when the sedum roof is put on. I think I will appreciate the finishes at Liverpool Street and Farringdon more in the flesh, I have not found them particularly exciting through the media.
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Post by routew15 on Mar 21, 2018 19:20:57 GMT
i particularly like the black and red finishes to the bottom of the escalator at Tottenham Court Road and the brick finish on escalator bank at Woolwich. Whitechapel looks like it is coming along ok. It shall look very well when the sedum roof is put on. I think I will appreciate the finishes at Liverpool Street and Farringdon more in the flesh, I have not found them particularly exciting through the media. AM Onkar Sahota has visited Liverpool Street today
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Post by snoggle on Jul 30, 2018 21:46:40 GMT
Instead of creating a new thread I still this is in here as it relates to how CR2 may be funded. London First have put together a document setting out how CR2 could be funded. Not read it in full yet. Given who has created the document there is something of an emphasis on not overloading London businesses with additional funding obligations. www.londonfirst.co.uk/sites/default/files/documents/2018-07/PayingForCrossrail2.pdf
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Post by ADH45258 on Jul 31, 2018 7:26:57 GMT
Does anyone know where the Class 345s will be stored and maintained when the Core opens in December? I know there are sidings at Plumstead but surely the trains won't be kept here for the 6 or so months it takes until services to Shenfield and therefore access to Ilford depot start. Even though passenger services to the west and east won't start in December all of the linking tunnels, junctions and wiring will be energised and available later this year. Trains will therefore run OOS from both Ilford and Old Oak Common depots to Paddington or (with reversal) to Abbey Wood to take up service in the core. Terminating trains at Paddington will run OOS to the surface sidings near Westbourne Park to turn round. The need for these movements is why Network Rail did such a massive amount of signalling changes and updating in West London last Christmas. It was the last chance they had for such a large scale change that affecting the western route and allowed them to switch Old Oak Common depot "on". The depot has now started operations and trains are stabled there from this week (there was a tweet about this). It also explains why there have been a fair number of weekend closures affecting Stratford to allow the tracks to be slewed and new junctions created to join in the Crossrail link. If tracks, signalling etc are in place, what is stopping the entire Elizabeth Line service from being introduced in December?
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Post by snowman on Jul 31, 2018 8:58:39 GMT
Even though passenger services to the west and east won't start in December all of the linking tunnels, junctions and wiring will be energised and available later this year. Trains will therefore run OOS from both Ilford and Old Oak Common depots to Paddington or (with reversal) to Abbey Wood to take up service in the core. Terminating trains at Paddington will run OOS to the surface sidings near Westbourne Park to turn round. The need for these movements is why Network Rail did such a massive amount of signalling changes and updating in West London last Christmas. It was the last chance they had for such a large scale change that affecting the western route and allowed them to switch Old Oak Common depot "on". The depot has now started operations and trains are stabled there from this week (there was a tweet about this). It also explains why there have been a fair number of weekend closures affecting Stratford to allow the tracks to be slewed and new junctions created to join in the Crossrail link. If tracks, signalling etc are in place, what is stopping the entire Elizabeth Line service from being introduced in December? Politics It was the original intention, then to play safe and allow things to bed in (and save money) it was phased. Similarly with Thameslink, also was originally going to be whole timetable from day 1 The alternative (cynical) view is there are no longer managers with the skills, and politicians with guts and determination to implement these sort of changes in one go, by ensuring every last bit of work and training is completed in time prior to big bang day.
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