Crossrail have released another batch of photos highlighting the work underway at Tottenham Court Road on the new Underground and Crossrail stations.

The first of Crossrail’s Tunnel Boring Machines (TBMs) has now cleared Tottenham Court Road on its journey eastwards, with the second expected within the month. Indeed in total over a third of Crossrail’s tunnels have now been bored.

At Tottenham Court Road itself, excavation and lining of passenger access tunnels to the Northern line platforms has now been completed as have the two bridges over the Central line train tunnels which will provide access to the platforms. Four out of five levels for the new Goslett Yard box, which is a major dig and build in its own right, have also been completed. At the Dean Street (Western Ticket Hall) site, the ticket hall box has also been completed.

Beyond fit-out works, much of the focus this year will be on excavating the basement to hold the new electricity substation, and completing the decline for the new Northern Line escalators.

Work at Goslett Yard

The Tottenham Court Road site from the air

83577_Sprayed concrete tunnels at Tottenham Court Road western ticket hall at Dean Street

Spraycreting vehicle at Dean Street, highlighting the size of the passenger access tunnels

83583_Sprayed concrete tunnels at Tottenham Court Road western ticket hall at Dean Street

Inside the tunnels at Dean Street. These will move passengers away from the escalators

83585_Work begins preparing passenger entrance to platform tunnels at Dean Street ticket hall

Another view of the tunnels, which will link through to the platforms

83616_Sprayed concrete lining works underway at Tottenham Court Road Dean Street ticket hall

Spraycreting at Dean Street

83734_View of Dean Street ticket hall worksite

The Dean Street Box from above

85252_TCR Central line interchange tunnel May 2013 _2_

The near-completed Central Line interchange tunnel

TCR tunnel LU station - Central Line tunnel

The same tunnel with under-floor works being put in place

85256_TCR LU South Plaza entrane escalator decline May 2013

The escalator decline in the South Plaza

90022_13071_058 - LU ticket hall

Work on the Underground ticket hall’s ceiling

90023_13071_102 - LU ticket hall New Crossrail concorse

Looking up through the new Underground concourse

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There are 67 comments on this article
  1. stimarco says:

    Ah, construction porn! This is what I mainly come here for. (Well, that and the occasional rant*.)

    Also, is the intention for the South Plaza escalators to reach the same height as the flight of stairs to the left? There’s some overhanging concrete on the right above the decline that suggests otherwise, but that gap at the top doesn’t appear to line up with what appears to be the space to the right. It’s hard to work out exactly what the intention is.

    * (What’s the point of being a Brit if you can’t have a good moan every now and then?)

  2. John Bull says:

    Aye – there’s been a dearth of good photos of stuff being built lately – it’s been frustrating. I’ve been getting the withdrawal shakes!

    That said, I’ve been invited to go and pillage the full Crossrail photo library when time allows, which should hopefully yield some interesting imagery.

    I’ve also got some great photos from the Vic to run, once I’ve been able to pin down the permissions.

  3. Anonymous says:

    It’s incredible just how clean some of the spaces look. I’m sure they’re very dusty but there’s nothing dark and dingy about some of those shots.

    Btw John, any plans for a London Reconnections logo/image on the Twitter account? You’re better than an egg!

  4. John Bull says:

    Yeah, I really need to swap that for a better image. Sadly its not a big enough space to use the wonderful DLR junction image we run as a cover on the Facebook page, which is easily one of my favourite photos of all time.

  5. Pedantic of Purley says:

    Also something a bit better than an sheet of paper with a corner folded if one bookmarks the page on a browser.

  6. Sleep Deprived says:

    I didn’t know Crossrail released photos of the LU Station works as well as their own, I’ll keep a look out for more.

    FYI – the first image is actually the whole TCR site (as you probably know) the Goslett Yard box site is actually just in the top left corner.

  7. John Bull says:

    Yes, you’re right, I’ve made that caption clearer.

  8. Dazzymac says:


    The escalators probably will come up to the same level as the stair case as that gap at the top of the escalator decline will be for the machine chamber – looking at the space theres probably only room for 2 escalators I’d have thought they could’ve put 3 in to give great flexibility but hey ho…

  9. lmm says:

    Is there an outline of what takes up the rest of the crossrail schedule time available anywhere? Naively extrapolating it seems like the tunnelling will be finished in 2014 or 2015, so what happens in the final three years?

  10. @John Bull

    But I doubt if it is “The Tottenham Court Road site from the air”. It is probably the TCR site from the Crossrail offices located on upper floors of Centre Point.

  11. John Bull says:

    Shush you.

    (It’s actually from the top of Centrepoint I’d guess, going by the angle)

  12. Anonymous says:


    Putting track and other pieces down and fitting out stations, followed by testing and finally slow integration of services. Many of the tunnel portals finish in 2016, while station completions ranges from 2015-18.

  13. Astoria Fan says:

    It’s a very impressive sight, last week after a night and early Morning in the Crobar just round the corner a couple of us had a look from the centre point steps, the first time in nearly a year and the progress from a massive hole in the ground to whats there now is amazing..
    But on the other hand, whats been demolished for this impressive site is and always will be a great loss, the Astoria, Gone, Metro Club, Gone, Denmark Place, Gone, and soon half of Denmark Street as well, The Intrepid Fox is going as well..
    How much more of London do we have to lose in the name of progress….

  14. Disappointed Kitten says:

    Amazing sight of an amazing site! It’s great to see progress on this. When’s the tube station bit opening to the public?

    What is to happen to Charing Cross Road? Is the current wiggle diversion around Centrepoint a permanent alignment or will it be restored to its previous state?

  15. tim says:

    I wish just *one* of the stations was to be left with an irregular cave-style concrete facing along the corridors. It’d make a fab change from the rest of the polished ones. Highly impractical, but wishful thinking. They seem to manage it on the Stockholm Metro.

  16. Patrick Moûle says:

    @Astoria Fan 04.49

    The demise of the Astoria was certainly a sad thing, but Tottenham Court Road is so inadequate even for the two lines that currently pass through it and the case for Crossrail so strong that really was no alternative. I do also feel that its loss hasn’t been too keenly felt; generally as one venue goes, a new one of a similar size will emerge. As for The Intrepid Fox though… I’ll be glad to see the back of it!

  17. Pete In USA says:

    I always enjoy a visit from you London Reconnections folks. I have two questions.

    1) All of the space was created “by hand”, ie excavators, front loaders etc – no TBMs, right?

    2) Why are there concrete steps where the escalators will go?


  18. Paul says:

    Pete @ 0756

    …the concrete steps will be hidden under the completed escalator machine, but will be useable by maintenance staff accessing all the stuff you cannot normally see…

  19. Kit Green says:

    The Intrepid Fox

    The real Intrepid Fox used to be at 97 Wardour Street. Its move up the road and across to the St Giles area rendered it an over modern souless place compared to the original roots.

  20. Walthamstow Writer says:

    @ Disappointed Kitten – Having read some of the blurb on the Crossrail site I believe the LU expanded ticket hall will open in late 2016. A partial opening milestone in Spring 2015 is shown in the most recent TfL Investment Report. The Crossrail bits will be hidden away until 2018 and I assume much of the Crossrail site access post 2016 will be via the Dean Street site. We still have to get through 11 months (from Jan 2015) of Central Line platform closures at TCR to allow for more tunnelling work to happen.

    I think CX Road will be restored to its original alignment. I believe there is a plan to return TCR to two way traffic so the TCR junction would become like Oxford Circus with a Tokyo style crossing planned. Artists impression drawings I have seen of the new developments to be built (once Crossrail are clear of the site) show CX Road back where it used to be.

  21. Disappointed Kitten says:

    Ah yes, thanks Walthamstow Writer, here it is
    Just as you describe it – plus the road behind Centrepoint is pedestrianised. I wish they hadn’t destroyed the fountains – they were a classic piece of 60s design.

  22. DeDomenici says:

    @Astoria Fan

    Here’s a bit of nostalgia for you:

  23. Pedantic of Purley says:

    @Disappointed Kitten

    Why do you think that it is the case that the fountains have been destroyed? I understood that they were grade II listed and were removed for safe keeping. I am puzzled though that they do not feature in the image referenced as I thought they were to be reinstated in situ.

    Perhaps someone could pose the question to Crossrail.

  24. Ian J says:

    At the time of the fountains’ removal it the Architects’ Journal said that they were being stored and various proposals were being made to install them at other locations, including Kings’ Cross and Whitestone Pond on Hampstead Heath. However Whitestone Pond was renovated in time for the Olympic road cycling to pass it (an example of one of those projects that got a bit more impetus because of the Olympics, perhaps) without the fountains appearing.

  25. Anonymous says:

    Is ‘The near-completed Central Line interchange tunnel’ a reference to ‘2001: A Space Odyssey’ ?

  26. Anonymous says:

    Disappointed Kitten: do you know when that image was released? I can’t help but think if the image was released now it would include a cycle lane. Oh and a Boris bus!

  27. Greg Tingey says:

    sitmarco & JB
    How about some pre-destruction porn?
    i.e. my photos of London Bridge, just before the demolition started?
    Might it be an idea to just publish the pictures, separately, without any commentary, just the dates on which they were taken?

    Time taken … it isn’t just the track – relatively simple – it’s the wiring the signalling the station fitting-out (LOTS more wiring) & then all the testing, before one can even run a trial, empty service … then integrating it into the rest of the rail system.

  28. Sleep Deprived says:

    Most of the new ticket hall at TCR will open at the beginning of 2015, along with the new escalators down to the northern line platforms. This will correspond to the non-stopping of the central line.

    My understanding was that the whole of the LU TCR station should be completed by the end of 2016. The final bit of the station (the link to Crossrail) will open with the rest of Crossrail.

    There is still a lot to do, typically the fit out and testing takes at least as long as the civils works that preceded it!

  29. Sleep Deprived says:

    On the fountains, they did block the access through to Seven Dials. Centrepoint had already taken away St Giles High Street and the fountains made that worse. If you’d ever seen people standing on the corner (by the fountains) looking to cross the road, you’ll know what I mean.

    The urban realm improvement should hopefully improve the links and may even allow a path through from Seven Dials to Soho. That’s what it looks like the plan is, I guess we will see what is built.

  30. Sleep Deprived says:

    @ Pete In USA

    All of the spaces shown in the photos above were created using excavators of one form or another, some specially modified – no TBMs.

    The stairs on the escalators are, as mentioned above, for maintenance workers. parts of them will also be used to connect the base of the escalator frames.

    @ Tim

    It’s difficult to leave the irregular style covering shown in most of the photos above as it tends to be the primary lining. Also, where you do leave it, it attracts dust like nobodys business. Cleaning it is no joke either.

  31. stimarco says:


    Are you sure about that? It looks like there’s a chap in hi-vis at the top of the escalator decline (standing to the right of the machine-room area), which suggests that this decline might even be wide enough for four escalators, though three seems more likely.

    In fact, I think we’re looking at the site of what will eventually become the entrance seen in the image at the top of this page.


    The reason the Stockholm Metro has stations like that is because the line was blasted out of solid rock. What you’re looking at in those stations is the geology itself: there’s no tunnel lining, except for a coat of paint and some fancy lights.

    It’s also how they’ve managed to build ‘stacked’ stations, where you can change to another line by just taking an escalator (or lift) down one floor to another pair of platforms directly below. The rock is strong enough all by itself to hold up each level, so you don’t need to dig a gigantic concrete box to hold everything up as we do.

    You can’t do that in London as it sits mostly on layers of clay, sand, and other crap. In other parts of London, you get gravel too. (Out east, towards Stratford, you start to hit swampy, waterlogged mud. The Central Line’s eastward extension makes for an interesting read.)

    London Clay does have one advantage: it’s very easy to dig tunnels through. But it has negligible structural value: You can’t just build two stations one above the other and have the clay layer in between support the weight of the upper level all by itself. Hence all the really thick reinforced concrete you can see in the pictures above. In Stockholm, they’d have just dynamited all the spaces and let the rock itself keep it all up.

    London’s chalk bedrock can be a long way down. At St. Giles Square, which is the space in front of Centre Point, there’s a core sample that shows it’s basically rubble, clay and sand for at least 97 feet, (at which point the core sample ended). A nearby core sample, taken for Crosse & Blackwell a couple of hundred metres away, shows how far down the chalk bedrock is around here: about 165 feet, or just over 50 metres.

    To put that in context, the new CR1 platforms at Tottenham Court Road will be 25 metres deep, floating in muck, about 25 metres above that solid chalk bedrock.

    And people wonder why I love engineering.

  32. Bluesman says:

    To Astoria Fan (31/7 4:49pm),

    What? Half of Denmark Street to go? Please someone say this isn’t true.

    I realise that Tin Pan Alley is a shadow of its former self but even so, this would be a cultural loss of huge magnitude. Way worse than loss of Astoria IMHO.

  33. Karl, Dover says:

    There’s an article appeared on the BBC.
    Also a Radio 4 programme from 10th July.

  34. SD says:

    Great pictures, fascinating seeing stuff like this come into shape.

    Regarding the buildings lost to make way for the new works, I will always miss the old Astoria [Hawkwind’s 2003 Xmas performance there remains in my top 2 or 3 gigs of all time] but I don’t think the Intrepid Fox is closing because of Crossrail, I think they just want to put flats or offices up or something. And as someone pointed out above, the new Intrepid Fox is but a pale shadow of the original one, which was a great place to go for a drink – the new one is just soulless and the beer is dire.

    The Crobar still seems to be surviving though, which is the important thing….

  35. Sykobee says:

    Come on, the beer in the old intrepid fox was dire as well!

    However there’s clearly a market for a large rock/metal/goth/punk pub in the area and I hope that a means will be found for it to move onwards to a new venue.

  36. Pete In USA says:

    Thanks to all for answers!


  37. Ian J says:

    @Sleep Deprived: Yes, the placement of the fountains was the worst kind of pedestrian-hostile 1960s urban design. Presumably the assumption was that everyone would use the subways to cross the road since nothing could be allowed to interrupt the precious “free flow” of traffic.

    @Karl, Dover: Thanks for the interesting BBC link. On a pedantic quibble, I’m not sure about the claim in the article sidebar about the Jubilee Line that “large, open design of stations such as Canary Wharf came in response to safety concerns” – surely Canary Wharf tube station is like that because it is located in the old dock?

  38. Greg Tingey says:

    Ian J
    There’s an easy rebuttal to that piece of lazy journalism: “Gant’s Hill”

  39. Anonymous says:

    What happens to the bus terminus at Tottenham Court Road following the pedestrianisation proposals?

  40. Walthamstow Writer says:

    @ Anon 1641 – I think the question should really be “what happens to C London bus routes when Crossrail opens?”. The West End Company is already agitating for removal of bus services from Oxford Street and has already identified Crossrail as the main opportunity to get rid of all buses from Oxford St and to restructure bus services in the entire West End. There is still the option for buses to stand in Earnshaw Street and St Giles High St. I expect routes like the 8, 25 and 242 will see some thinning or removal from the City and West End when Crossrail opens. The reintroduction of 2 way working on Tottenham Court Road will also probably be used to thin out routes from Camden Town with the 29 and 134 possibly getting different termini. Obviously if TfL are forced by the Mayor to remove buses from Oxford Street then there will be seismic changes to bus services and goodness knows how night buses will operate as Crossrail won’t be a 24 hour railway. I do expect demands for all night weekend Crossrail services to start being made soon. Note all the above possible changes are mere speculation!!

  41. Sleep Deprived says:

    There have been rumours of bus thinning for a while, particularly along Oxford Street. I think it would be a shame (mainly for the other areas served by those buses) but with the added cost of the nbfl and reduced TfL funding, as well as the reduced priority bus users get in general, I think the buses are going to see some trimming.

    It’s a real shame as there are a large number of people who cannot easily switch modes, due to the access price. If you are priced off the train/tube, the bus is the only place to go. If you start cutting bus provision…

  42. timbeau says:

    @Sleep Deprived

    “There have been rumours of bus thinning …along Oxford Street. I think it would be a shame for the other areas served by those buses…….. as there are a large number of people who cannot easily switch modes, due to the access price”.

    The answer is to allow transfer tickets, as has always been the case on the Tube and in many cities on buses. If swiping your Oyster gave you, say, an hour’s travel on the buses, with as many changes as necessary, (i.e if the reader detects that you have already had a fare deducted in the past hour it doesn’t deduct a second one) you would only need one route to traverse Oxford Street, instead of the present ludicrous position that the whole street is full of dozens of buses on eleven different routes, each carrying just two or three passengers and all getting in each other’s way.

    (And no, you don’t have lots of buses terminating at Marble Arch and Centre Point or Oxford Circus, you simply pair them off).

  43. Graham Feakins says:

    @ Sleep Deprived – In the early 1970′s, Ralph Bennett, the Deputy Chairman of London Transport, asked me to propose some useful locations where (modern) trams might be introduced to London and one of them was along Oxford Street, with the consequent removal of all/most other traffic, including buses, to improve the traffic flow whilst speeding passenger flow and retaining street-level access along Oxford Street. At one end, it was intended to link with the equivalent of Cross River Tram at Holborn and at the other with the add-on option of a proposed Victoria – Cricklewood route via Marble Arch. The Oxford Street buses would be re-routed/curtailed to connect with the tramway whilst not duplicating it. (The bit I proposed between Croydon and New Addington was another and Croydon Tramlink came to pass, however, albeit nearly 30 years later.)

    The answer to the Oxford Street bit was that “it would be impossible to take the then present traffic out of Oxford Street”. One year later, the first steps were taken to remove private vehicular traffic from it!

    timbeau is right about transfer tickets and I don’t know why the principle he outlines does not apply to buses, since it already exists on Tramlink when changing between routes.

  44. Pedantic of Purley says:

    @Walthamstow Writer

    For people who are interested in this sort of thing, maintenance on Crossrail will be one to watch. They have really decided in a big way to think this through in advance of building it although not quite in the early planning stage which is one reason why they have had to apply for changes at Plumstead where a lot of the maintenance facilities will be based.

    The classic reason given for not running the tube 24-hour is the one needs a period available to inspect track and do repairs (including getting equipment to site). Crossrail will do its inspection with on train recording equipment. If anything needs to be urgently physically inspected there are the accessible walkways. If someone needs to get on the track the signalling system can be told they are there (effectively they become a train). Equipment can be got to site in advance because it can be left there on the walkways. Suitable procedures will be adhered to in order to make this a safe process. Similarly it will be able to be retrieved at a later date.

    The only downside is that the tunnel section will just have one crossover – and a trailing one at that. The reason given for this is that the emphasis will be on reliability and installing crossovers just adds something that can go wrong. But even with just one trailing crossover it should be possible to keep at least half the central London service running at night while maintenance is done on the other half.

    So. whilst I don’t think 24-hour running 7-days a week on Crossrail is feasible it might be for Friday and Saturday nights. Alternatively it might be able to run for longer than the tubes currently can do. I must stress that running extra hours in the night is not part of the plan but if there were the demand for it and the money could be found for the extra cost of running it at night and the extra cost of maintenance (because things would have to be done in smaller chunks) then it may happen.

  45. timbeau says:


    Interesting – a pity some of these ideas cannot easily be retro-fitted to the existing Underground network

    As a matter of interest, where is the solitary trailing crossover to be?

  46. Mark Townend says:

    Whilst the Crossrail core section, largely in tunnel can be designed for easy maintenance largely during weekday no train periods and that could allow extended operating hours at weekends, I wonder how far out on these services would be able to run reliably on the conventional surface railway beyond the tunnels. Weekends are often when major engineering work is scheduled on the national network. Thats not to say a weekend 24HR service limited to Paddington (or OOC) to Stratford and Abbey Wood wouldn’t be useful.

  47. Greg Tingey says:

    The obvious answer is to remove all buses from Oxford St & those streets end-to-end with it, between Shepherds’ Bush ( Or Hammersmith? ) & Aldgate East, or even Stratford.
    And replace them with a tram line.
    Re-deploy the buses elsewhere.
    Oh & brig back a revised version of X-river tram, whilst you are at it.
    Nice idea?
    Ain’t going to happen, though, I suspect.
    – also – GF
    What goes around, come around?

    Does anyone know why TfL seem so resistant to making bus transfer tickest so difficult to get & why they are set on time-dpendant” bus fares? And/or on the tubes, especially if you get stung by a tube breakdown & your journey exeeds the (1hr?) current time-limit ???

    Are you saying that, even at this late date the Xr1 people are saying that adding a couple of X-overs during construction [almost certaily too late to alter anything at this late date ] would really impact that badly on supposed reliability?
    What’s the failure rate for points & crossings on the U-G part of the tube system, actually?

  48. Pedantic of Purley says:


    Well I posed the question to a Crossrail person and that was the clear implication of his response. I was surprised at the answer but that is what was said.

  49. timbeau says:

    Thanks – I assume that’s Fisher Street WC1, not E16.

    For the benefit of those unfamiliar with the back alleyways of London, it is just north of Holborn station. A trailing crossover there would allow trains to terminate from the east at Farringdon or from the west at Tottenham Court Road*
    and return whence they came, should the need arise.

    * or vice versa if passengers can be carried over the crossover

  50. Anonymous says:

    The Fisher St x-over is marked on the plan at (found through searching via the Near You page – v. useful). It’s actually almost beneath Red Lion Square, east of Fisher St.

  51. Graham Feakins says:

    @ Anonymous 10:10PM, 4th August – Interesting that the plan omits the Piccadilly Line branch tracks to Aldwych, whilst the alignments of the main Piccadilly tunnels tend to wander a bit. It makes me wonder. I realise that one is almost over the other at Holborn station but follow the route ‘westbound’.

  52. Anonymous says:

    It would almost be possible to run a 24 hour service on Crossrail, and it is probably the only metro service in London where you could. Think about how New York does it. New York has a pair of express tracks running by a pair of local tracks. After midnight and before the morning rush, one of the four tracks can be closed for maintenance. If it is the express track, then express trains, traveling in the direction of the closed track, can move over to the local tracks. If it is a local track then the local train moves over to the express track, and those wishing to reach a local station simply get off at the next express station beyond the local station they wish to access, then take the next local back to the station they want. For this to work you need two things, common station which are fairly close together (you don’t want to have to backtrack too far if you have to miss your station) and trains that will fit in the same size tunnels.

    London Underground doesn’t have express and local tracks (at least not underground), and probably never will, and neither will Crossrail. But Crossrail will almost have it. Not with the Central Line (Central Line’s tunnels are too small) but with the Hammersmith and City. The lines will have common stations at Paddington, Farringdon, Liverpool Street and Whitechapel. The problem then becomes how you get the Underground trains onto the Crossrail track (or visa versa) at Paddington or Whitechapel. The answer is that you don’t. On the west the Hammersmith and City continues to Westbourne Park, where (I don’t know if it’s still possible) the tracks could be reconnected to the Great Western and the late night underground service extended to Acton or Ealing. If it not possible to reconnect at Westbourne Park, I suppose the underground trains could take to the District between Paddington and Ealing.

    In the east, the Underground trains could run to Barking where they could use the (soon to be electrified) Goblin track to access Crossrail. And Crossrail could use the Goblin to access the Underground. Of Course, to run this system the Underground and Crossrail would also need dual-voltage stock to access each other’s lines.

  53. Moosalot says:

    @Anon 12:21am

    Any retrofitting to allow running off the ‘other’ (4th rail/OHLE) power source is going to be too expensive for such occasional use. While it may be possible to put an LPG/CNG-power locomotive onto the front of an electric train to tow it through a tunnel when only the ‘wrong’ kind of power was available, I would have thought that a replacement bus service would be somewhat more likely.

  54. Greg Tingey says:

    Depending on the track layouts at the ends of the tunnels, it should/might be possible to run an all-night, half-hourly service on Xr1.
    But you will need a facing x-over close to each of the tunnel mouths.
    Them you can close one track & run single-line reversible working on the other, during the night hours.
    But, if & only if those crossovers are present.

  55. Anonymous says:

    Anon 00;21
    Why would you need to run H&C trains over Crossrail or vice versa. As long as one line is open, passengers from the other can switch lines at the interchanges at either end of the closed section.

    Yes, that is inconvenient for users of intermediate stations, as they have to walk/bus/ other tube from e’g Oxford Circus to Regenst Park (for GPS) or Kings Cross, but it would not be practical to keep one track of the “local” (H&C) open whilst work is being done on the other as you suggest, as they run in double track tunnels for most of their length. (If one-way single track operation were possible on the H&C, the stock could be returned back to the beginning by running more trains on the other side of the Circle, rather than through Crossrail.

  56. Malcolm says:

    PoP said The only downside is that the tunnel section will just have one crossover – and a trailing one at that.

    The final phrase strikes me as wrong. If you decide to have only one crossover, there is no advantage that I can see in making it a facing one. And there is a significant safety benefit (at least perceived) in going for the trailing variety. No conceivable fault in the hardware, software, operation etc of a trailing crossover could possibly cause a head-on collision.

  57. garrande says:

    In other crossrail news there are now (vague) plans for Ealing Broadway Station. Construction is supposed to begin in october 2015 and end in december 2016. However, seeing how long it took network rail to make Denmark Hill accessible to wheelchairs we could add another 12 months to that.

  58. Graham Feakins says:

    @ garrande – To be fair re. Denmark Hill, Network Rail did ‘discover’ some high voltage power cables in the side of the cutting which delayed matters. If only they’d asked me…. Having said that, yes, it took far longer than originally promised and they realised they need more power within the station area and a power upgrade had to be agreed with UK Power Networks.

  59. Jordan D says:

    As a point of reference – the JLE was built with a large number of crossovers (trailing, facing and at Canary Wharf, both) … what’s been the failure rate of them – and how often are they actually used?

    (Am specifically ignoring North Greenwich, where there is a third platform used as a terminus).

  60. Deep Thought says:

    Sorry to take the discussion off at a tangent, but I’m pretty disappointed by the results at Denmark Hill. Disabled access is obviously a big plus (especially for a station next to a major hospital), but I find myself bumping into people an awful lot more than with the old hall. Given how cramped the old ticket hall was, this is impressive!

    The problem is that the preferred path for people to get to the platforms is still the old narrow passage, rather than the wide new walkway, as it is far shorter. So for most people the new ticket hall just introduces two extra 90 degree bends and a small set of steps to negotiate. I guess they could have achieved much better results by keeping the old ticket hall, but removing the coffee stand, opening up the extra arches into the passageway, and putting a gateline through the middle of the hall. The biggest bottleneck always seemed to be the large number of people having to fit through the single doorway while queuing for the closest Oyster reader.

  61. Pedantic of Purley says:

    @Jordan D

    As a point of reference – the JLE was built with a large number of crossovers (trailing, facing and at Canary Wharf, both) … what’s been the failure rate of them – and how often are they actually used?

    Don’t forget to factor in wear and tear and damage to the bogies as one wheel on each axle will inevitably have to go across a gap in the track which would transmit quite large forces to the bogie which have to be absorbed somehow.

  62. Anonymous says:

    These photos show the scale of Crossrail which will be far bigger that the rabbit warren Londoners are used to !

    Crossrail has also shown the way forward for tube station upgrades is to demolish surface buildings build a big hole insert escalators and lifts and build new buildings at street level.
    A method that produces far better results than just digging small holes as happened when Victoria Line was built and plans for 2nd entrances and lifts were dropped to save money but will cost billions to put right !

    With plans for Crossrail 2 starting to move forward hopefully passive provision for Crossrail 2 at TCR will also progress especially work that could be done for less while Crossrail 1 is being built than to revisit the site and cause disruption when lines are open.

  63. Alan Griffiths says:

    Anonymous 12:21AM, 5th August 2013

    ” trains could run to Barking where they could use the (soon to be electrified) Goblin track to access Crossrail. And Crossrail could use the Goblin to access the Underground.”

    Very interesting, but c2c trains already use the GE slow lines and the electrified lines between Forest Gate junction and Barking when they run to and from Liverpool Street instead of Fenchurch Street.

  64. Anonymous says:

    Re Tottenham Court Road – LEAFLET on TFL site re current Euston Circus upgrade mentions provision for a future southbound bus land on TCR from Euston Road to Oxford Street but I suppose work on Crossrail will need completion first!

    Best solution to buses that terminate at TCR is to extend and join up more routes so they don’t end in central London !

  65. Graham Feakins says:

    @ PoP at 04:26pm, 11th August – You mean that the Underground has not adopted that terribly Continental habit of installing flange-running crossovers at the point frogs, thereby avoiding any shock by wheels crossing gaps (and giving passengers a smoother ride if aboard)? If it has long worked with tram-trains e.g. in Germany that have main-line wheel profiles whilst minimising nose-crossing wear at the same time, then I’m sure that the Underground can cope.

    P.S. Re. new format – Without constantly referring to the box below “Post Comment”, it would be a miracle that I will be able to see what I have typed in broad daylight. It’s bad enough just with a dimmed desk lamp in the middle of the night. I use (at least used to use) white on black, which was far easier on the eye. Now that it’s grey on grey, the contrast is minimal. Only spell-check errors shine brightly in red but not errors within the text! Sorry.

  66. MikeP says:

    Just to say…. How fantastic it was to visit the site today. Big thanks to everyone involved from the contractors in organising it for the unwashed masses. Everyone working on the job is rightly proud of it.

    The Northern Line escalator decline is pretty damn impressive. Supports in place ready for a trackway to be installed to drop equipment and materials down there for the fit-out, with the winch already in place at the top.

  67. Walthamstow Writer says:

    Presentation to the next Rail and Tube Panel about TCR Station works.

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