Crossrail transition paper

Probably for the same reason I had to reject a hand-written Controlled Drug prescription* yesterday on the grounds that it was eleven months out of date!

*Prescriptions for Controlled Drugs are valid for 28 days from the signed date.

Perhaps it's just a typo? It happens - even on Board Papers.

Furthermore the presentation element at the back of the paper is clearly a bit of a rehash of one that was presented a number of months ago on the same topic. The 345 at Ilford is a new addition.

is delay caused by daleks a TOC or a network rail risk?

It's a "positive risk", or "opportunity"!

The papers for the Programmes and Investment Cttee include four papers on Crossrail / Crossrail 2.

An updated transition paper - content.tfl.gov.uk/15-crossrail-transition.pdf

Extra Elizabeth line services and a rejigged service pattern west of Paddington. This would need 4 extra trains! - content.tfl.gov.uk/16-elizabeth-line.pdf

Sponsor Board proceedings - worth noting that TfL are now acknowledging that there are cost pressures from the fitting out activities in Central London stns and on modifying existing stations. Looks like some of the project contingency may need to be drawn down. content.tfl.gov.uk/17-crossrail-sponsor-board.pdf

Crossrail 2 - interesting to note that Mr Grayling has not yet confirmed that he wishes to see CR2 proceed as per previously agreed timescales. Also confirms that public consultation and commencement of design work has been delayed thus compressing the time available to prepare the Hybrid Bill. content.tfl.gov.uk/18-crossrail-2.pdf

Crossrail 2 - Just as Mr Grayling did not want to devolve more services to TfL because it's now under a Labour mayor so my sources tell me he is equally unhappy about the prospect of allowing a Labour mayor to proceed with Crossrail 2, even though its urgently needed NOW, let alone when HS2 opens.  So we have the prospect of havoc at Euston when HS2 opens because a small minded politician doesn't want a socialist to build an urgently needed piece of infrastructure.  I didn't like Johnson and I don't like Kahn but mayors (of all political shades) will come and go but the urgent needs of the capital for transport enhancements should not be jeopardised by stupid short term political game playing by Grayling.  He completely ruined the Prison and Probation services whilst at MoJ and seems intent on doing the same now he's at DfT,

People should note that there is strong opposition to this from NR, the Freight TOCS, GWR and users of outer Thames Valley stations (particularly those who lose their direct trains from the Marlow & Henley branches due to Crossrail) who want to retain the residual FGW service to Reading - with trains that actually contain a decent outer suburban seating layout and toilets.

Not for the first time I remind people once Crossrail emerges into the national rail network it is not a tube line and TfL are somewhat delusional if they think they can impose their wishes on others however overcrowded 'their' bit gets. If TfL want to up the frequency west of Paddington and effectively kick all other users off the relief lines, they should start building their own tracks (be that adding to the GWML corridor or heading up to Northolt etc) and not try and take over other peoples stuff.

Given the narrow minded petty political views of Chris Grayling he may well turn down this proposal or at least do all he can to frustrate it.  His current mantra is to obstruct TfL regardless of the merits of any proposal simply because its currently run by a Labour mayor.  Having said that, there is a positive argument to increasing Elizabeth line services west of Paddington but that should not be at the entire expense of GWR services for local passengers.  Obviously a compromise is required, albeit the perfect world solution would be expensive additional infrastructure.  

A new Transition Paper for Lizzie Line Crossrail services has been published for the June Programmes and Investment Cttee.

It provides some extra insight on issues related to the introduction of class 345s on the GEML and also the next phase on the GWML which starts next May. Some interesting issues around ETCS signalling into Heathrow! Recruitment of staff for the operation and maintenance of the tunnel core is also under way.


content.tfl.gov.uk/pic-20170628-item16-elizabeth-line-transition.pdf

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.pdf

Looks 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.

Heh, looks like theyre still writing 2017 too...

Interesting summary of the discussion on Crossrail issues at the recent TfL Board.

rosslydall.wordpress.com/2018/01/31/crossrail-may-miss-december-opening-deadline-after-explosion-and-as-new-trains-suffer-software-problems/



Some headlines from the Board discussion.

In essence construction is running late at places like Whitechapel and Bond St. At long last someone has confirmed my very long held suspicion that Whitechapel's construction and fit out is way behind where it should be.

The East End power connection at Pudding Mill Lane exploded when they switched it on. This has caused a 3 month delay. The electrical equipment was apparently designed incorrectly. This has delayed the start of train testing. They were planning to switch the power on the day of the Board meeting (yesterday) but whether it has happened was still slightly in doubt. A similar installation for the Western power connection is yet to be switched on and has been subject to extensive review to avoid a repeat. Although the guilty supplier was not mentioned the words used by Terry Morgan (who I know of old) suggested he has beyond furious as to what had happened and that a "robust discussion" had been held with the supplier.

Software immaturity / unreliability with the class 345s is causing problems with integrated the multiple signalling system interfaces.

Back up plan in place to use class 360s into Heathrow from May as class 345's ECTS interface is unlikely to be reliable enough although it does work functionally. Apparently a train has run into Heathrow on 12 and 19 January.

The CBTC equipped train is being tested at Old Dalby and is due in London on 16 Feb. It is then expected to run under its own power into the Eastern tunnel section (Abbey Wood - Canary Wharf section) by the end of Feb.

Seems the entire programme is now becoming compressed and is having to be managed day to day because some physical works have to be curtailed if train testing is happening. There are also cost pressures emerging - not a surprise because "chuck money at the problem" is often the answer at this late stage of things.

Mark Wild (LU MD) and Terry Morgan (Crossrail Chairman) both said there will be an operational railway open in Dec 2018. I do wonder just how "finished" it will be in some places. So lots of "fun" for the Crossrail and TfL teams as the days tick by to December 2018.

...and indeed under paragraph 7.3 states "As noted in the paper to the Board in December 2016...".

The company name was not stated in the public section of the Board meeting. There was no reference to the testing process nor to what item of equipment failed. I would be astonished if the public have to pay anything for defective equipment and the subsequent rectification and testing. I would expect Crossrail's procurement people to have ensured the contract covered an issue like liability for defective / incorrectly designed equipment and any consequent liability. Where it would be difficult is the determination and calculation of any "consequential losses" on Crossrail's part. As this is affecting the testing phase of the trains then it could get very involved indeed. Still this is why clients and contractors have commercial and legal teams to handle claim situations.