That sounds dangerous... was it?
Well, it did go kaboom!
That sounds dangerous... was it?
‘The centre door may not open on this carriadge’. Can anyone explain? Class 345
According to post #39, above, the explosion was due to incorrect design - which was confirmed by Terry Morgan stating this to a TfL board meeting at the beginning of the year. A webcam video was (is?) available where this was clearly said.That sounds dangerous... was it?
Excellent news, hopefully testing will begin soon on the rest of the line.http://www.crossrail.co.uk/news/art...tion-images-highlight-elizabeth-line-progress
Trains now testing between Abbey a wood and Canary Wharf. Fit out of all Platform Screen Doors is complete.
http://www.crossrail.co.uk/news/art...tion-images-highlight-elizabeth-line-progress
Trains now testing between Abbey a wood and Canary Wharf. Fit out of all Platform Screen Doors is complete.
Yes, see the above article.They were due to turn the power on between Westbourn Park and Stepney Green on Sunday. Did they?
It has been another productive year for the Crossrail project with a number of key milestones achieved and progress made across all areas. The programme is now 93% complete and is entering the critical testing and commissioning stage.
In May as part of the second stage of the Crossrail opening strategy, TfL Rail took over operation of the former Heathrow Connect service to Heathrow Airport as well as some local services between Paddington and Hayes & Harlington. This builds on the introduction of new Class 345 trains on the Liverpool Street to Shenfield route in June 2017. Fifteen of the new trains are now in regular service.
All core track work was completed last summer, which enabled the first Elizabeth line train to make its maiden voyage through the central tunnels in February this year. The new Abbey Wood station opened to existing rail passengers, and the construction and fit-out of the other new Elizabeth Line stations continues to progress with the installation of lifts and escalators and completion of architectural finishes. The Department for Transport and Transport for London (TfL) – the joint sponsors of the project – continue to work with Crossrail Limited to ensure operational readiness in advance of the opening of the Elizabeth Line.
As reported in the update to Parliament last year, cost pressures have increased across the project. Both the department and TfL remain committed to the successful delivery of this project and have agreed an overall funding envelope for delivery of the project of £15.4 billion. This will enable the completion of the project at a cost lower than planned under the last Labour government. The anticipated cost of the project was previously estimated at £15.9 billion in 2007 and increased to £17.8 billion in 2009, before the Coalition Government took steps to bring down the costs following the June 2010 Comprehensive Spending Review.
The additional funding is being provided to both Crossrail Limited and Network Rail. £300 million is being made available to Crossrail Limited, with the Department for Transport and TfL contributing £150 million each.
Around £290 million is being provided for completion of the programme of works on the national rail network, and is being funded by the Department for Transport and Network Rail. It remains the case that over 60% of the project’s funding has been provided by Londoners and London businesses.
Further details on Crossrail Limited’s funding and finances in the period to 29 May 2018 are set out in the table below.
This year, the Crossrail project’s health and safety indicators have remained industry leading, with a strong performance demonstrated throughout the year with all the key indicators exceeding the corporate objectives for the year 2017/18.
Network Rail have also delivered a significant programme of Crossrail related surface works, successfully connecting the existing rail network with the Elizabeth Line tunnels at Pudding Mill Lane, Plumstead and Westbourne Park. They have also completed the largest and most complex signalling upgrade ever undertaken by Network Rail on the approach into Paddington on one of the busiest stretches of railway in the country.
There have been planned changes in the leadership and governance of the project as we approach the final stages of delivery. I would like to take this opportunity to thank Andrew Wolstenholme for his work in progressing the programme and acting as a champion for Crossrail during his time as Chief Executive. He has been succeeded by Simon Wright as Chief Executive and Programme Director. Crossrail Limited’s Board has been restructured to keep the management of the programme efficient and cost effective while maintaining the people and structure necessary to deliver the railway through to full opening. As part of this, both the department and TfL have appointed new non-executive directors to the Crossrail board to provide increased scrutiny and assist in the transition of the project as it enters its final stages.
As with all projects of this nature, there have been a number of engineering and technical challenges that have already been surmounted in order to build the first new railway for a generation, and there will continue to be challenges right up until the final completion of the project.
The new railway will transform travel in, to, and across London, with the positive economic benefits being felt across the country. Its legacy will continue to support many thousands of jobs, over 1000 apprenticeships and a supply chain that is spread across the length and breadth of the UK.
During the passage of the Crossrail Bill through Parliament, a commitment was given that an annual statement would be published until the completion of the construction of Crossrail, setting out information about the project’s funding and finances.
The relevant information is as follows.
The numbers above are drawn from Crossrail Limited’s books of account and have been prepared on a consistent basis with the update provided last year. The figure for expenditure incurred includes monies already paid out in relevant period, including committed land and property expenditure where this has not yet been paid. It does not include future expenditure on construction contracts that have been awarded.
Total funding amounts provided to Crossrail Limited by the Department for Transport and TfL in relation to the construction of Crossrail to the end of the period (22 July 2008 to 29 May 2018) £11,713,723,131
Expenditure incurred (including committed land and property spend not yet paid out) by Crossrail Limited in relation to the construction of Crossrail in the period (30 May 2017 to 29 May 2018) (excluding recoverable VAT on Land and Property purchases) £1,619,238,000
Total expenditure incurred (including committed land and property spend not yet paid out) by Crossrail Limited in relation to the construction of Crossrail to the end of the period (22 July 2008 to 29 May 2018) (excluding recoverable VAT on land and property purchases) £12,506,215,837
The amounts realised by the disposal of any land or property for the purposes of the construction of Crossrail by the Secretary of State, TfL or Crossrail Limited in the period covered by the statement. £18,462,238
Published 24 July 2018
I think we can legitimitely ask Network Rail how they managed to allow their bit of the works to overrun its budget so drastically compared to everybody else.The really significant items are the extra funding to secure completion of the project. A total of £590m with nearly half of that being for Network Rail's works on its network. That gives some sense of the scale of the cost overrun issues faced on the surface works and station rebuilds in particular.
I think we can legitimitely ask Network Rail how they managed to allow their bit of the works to overrun its budget so drastically compared to everybody else.
To be honest, I can't see how they have delivered £295m worth on their bit of the network overall, let alone just as an overspend. And quite a bit of their work doesn't even seem to have been started.
It has been fairly consistently described as a part of Crossrail in the various enhancement plans over the last so many years. Even in the latest (June) update the GWML electrification section by section ‘phased approach’ starts with Maidenhead to Reading.Paddington (West Drayton) to Maidenhead is surely part of the GWML electrification project.
Including the Main lines, not just the Reliefs?I always understood OHLE works from Airport Jct to Maidenhead to be a Crossrail project, and anything beyond to be 'belonging' to GWML.
Including the Main lines, not just the Reliefs?
Yes, it was, the wording in the CP5 enhancement plan Crossrail project section is:Including the Main lines, not just the Reliefs?
No All four lines and renewal of existing (Headspan replacement on the original bit and the remaining platforms at Paddington)Yes, but ...
Paddington (West Drayton) to Maidenhead is surely part of the GWML electrification project.
That may be the case for most domestic connections in areas with spare capacity and existing infrastructure (aka low cost areas) but that isn't the way electricity industry works for large connections especially those that need lots of new infrastructure. The new NR auto-transformer connections are now straight to Nat Grid rather than via DNO (DNO are 132KV or less). EdF sold their 3 DNOs to Hutchinson Whapoa and rebranded them as UKPN so EdF as generator and retail supplier but Nat Grid and UKPN (London) as the transmission network and DNO local respectively. Hence no room for creative financing on transmission or distribution (normally recouped by TUOS or DUOS charges on bills respectively for TNO and DNO).I would expect EDF to be installing the 400Kv feeds themselves at their cost as part of their deal to supply substantial amounts of current long term. That's what they do for everyone else.
Agreed it is renewal but NR got it in as part of project spec.The OHLE on the GEML dated from the original 1500v dc electrification in 1949 (it's gone through two voltage changes) and was life expired anyway after 65 years. That's routine repairs and renewals, not capital investment.
I was thinking of the 1970s power connection to the WCML south of Lockerbie, an overland pylon route (132kv ?) which was installed by the South of Scotland Electricity Board (SSEB) to power the WCML on to Glasgow ... not really a domestic connection.That may be the case for most domestic connections in areas with spare capacity and existing infrastructure (aka low cost areas) but that isn't the way electricity industry works for large connections especially those that need lots of new infrastructure.
Agreed it is renewal but NR got it in as part of project spec.
Sorry if this has been asked before but what is the plan for line 6 next to the western portal -is it now permanently out of use for trains in and out of Paddington high level ?
As construction winds down, the Crossrail website is no longer actively maintained and is for "historical interest only" from this July onwards.Anyone got any updates? Been a while since the quarterly update has came out on crossrails site.
Are things still looking to plan? Moorgate station entrance looks totally unfinished from the ground, but may be misleading!
I heard a rumor that it may open just with abbey wood to Canary wharf to start with in December also, not sure if there is any truth in that though?