Abbey Wood EL has got level boarding. There is a separate gate line for platforms 3&4 from street level when it opens.My mistake, I hadn't realised it had been rebuilt in that way. Which makes the lack of full accessibility even less acceptable
Abbey Wood EL has got level boarding. There is a separate gate line for platforms 3&4 from street level when it opens.My mistake, I hadn't realised it had been rebuilt in that way. Which makes the lack of full accessibility even less acceptable
The journey planners now route a lot more journeys from places such as Cambridge via a semi-fast Thameslink to Farringdon instead of the fast Great Northern to Kings Cross. Playing around with various different connections, it looks like there is a 3-minute minimum connection time between Thameslink/Crossrail at Farringdon, compared to 15 minutes betweeen train/tube at King's Cross, e.g. for a journey from City Thameslink to Paddington I'm offered:The correct data is on RTT and in National Rail now.
That makes a lot of sense. Excellent. The original blanket central area ban policy dated back to 2006 [!] Is there a link to the new policy?You are going to be able to take an unfolded bicycle through the core in the off peak before 7:30, 9:30-16:00 and after 19:00
Folded cycles can be taken anywhere at any time on the Elizabeth line, this is the same as LU.You are going to be able to take an unfolded bicycle through the core in the off peak before 7:30, 9:30-16:00 and after 19:00
The problem is that this brief doesn't reflect the position under the NRCoT. The Elizabeth Line is, and will remain, a National Rail service through the core. There isn't some other company that will be operating it outwith the NRCoT - it will still be MTR Corporation (Crossrail) Ltd., as listed as a TOC in the NRCoT.The National Rail app is allowing a journey on 24 May from Reading to Farringdon via Paddington and what it is still calling TfL Rail, on a Reading to Farringdon route London Not Und ticket priced by SWR (and intended for use on routes such as Reading>Waterloo>Waterloo East>London Bridge). Anytime day single £20.40, compared to Reading to Paddington anytime day single £27.60
This is despite the TfL staff brief stating:
National Rail tickets marked “Not Underground” are not valid between Paddington and Abbey Wood.
Everything you need to know about the Elizabeth line
Our newest railway will add around 10% more capacity to central London's rail network.
High-frequency services connecting to more places - for many the new railway will mean shorter journey times between popular destinations in the Capital. The travel experience will be more comfortable on the spacious trains and in the new and newly refurbished stations.
That seems a bit hard to believe that is correct. It can easily take 3 minutes at places with easier changes e.g. Met/Jubilee at Baker Street, let alone potentially having to walk 100m+ just to get to the stairs off the (potentially busy) narrow platform at FarringdonThe journey planners now route a lot more journeys from places such as Cambridge via a semi-fast Thameslink to Farringdon instead of the fast Great Northern to Kings Cross. Playing around with various different connections, it looks like there is a 3-minute minimum connection time between Thameslink/Crossrail at Farringdon, compared to 15 minutes betweeen train/tube at King's Cross, e.g. for a journey from City Thameslink to Paddington I'm offered:
- City Thameslink (dep 0296) to Farringdon (arr 0928) on Thmeslink
- Farringdon (dep 0931) to Paddington (arr 0939) on Crossrail
I wonder if selecting the 'allow extra time to change trains in London' option adds on the usual half hour or slightly less?That seems a bit hard to believe that is correct. It can easily take 3 minutes at places with easier changes e.g. Met/Jubilee at Baker Street, let alone potentially having to walk 100m+ just to get to the stairs off the (potentially busy) narrow platform at Farringdon
I think journey planners will send a great number of people via Farringdon, probably many more than TfL passenger flow modelling expects. Anyone who specifies minimum changes, perhaps because they have mobility problems, from say Reading to Cambridge or Reading to Brighton etc. is going to get routed via Farringdon. As will those who ask for more time to change.The journey planners now route a lot more journeys from places such as Cambridge via a semi-fast Thameslink to Farringdon instead of the fast Great Northern to Kings Cross.
TfL has issued a new guide : Everything you need to know about the Elizabeth line
From the new TfL page Everything you need to know about the Elizabeth line:
Thanks, I hope that happens, as a continuation of the old TfL policy. A FoI request for this policy from late 2019 elicited the bizarre reply that the information wasn't held...Folded cycles can be taken anywhere at any time on the Elizabeth line, this is the same as LU.
Conditions of Carriage will be updated at the opening of the Elizabeth line.
You can take a non-folded bicycle on the Elizabeth line on Mondays to Fridays, on trains:
•Arriving at Liverpool Street (from the east) or Stratford, before 07:30 and after 09:30
•Leaving Liverpool Street (to the east) or Stratford, before 16:00 and after 19:00
•Arriving at London Paddington (from the west),before 07:45 and after 09:45
•Leaving London Paddington (to the west) before 1630 and after 19:00
•Between Paddington and Abbey Wood before 0730, between 0930 -1600 and after 1900
You can take a non-folding bicycle on the Elizabeth line anytime on weekends and bank holidays.
It's because it is adopting the current minimum interchange at Farringdon (which is 3 minutes, designed to allow same-platform changes between Thameslink services or cross-platform changes to the adjacent Sub Surface lines). The Thameslink and Crossrail stations at Farringdon have been joined up into one despite having separate TIPLOCs and CRSs.That seems a bit hard to believe that is correct. It can easily take 3 minutes at places with easier changes e.g. Met/Jubilee at Baker Street, let alone potentially having to walk 100m+ just to get to the stairs off the (potentially busy) narrow platform at Farringdon
No. Even discounting the branch lines, GWR still serve Slough throughout the day, and there are a few semi-fasts that run beyond Reading to Didcot.When the full Elizabeth Line operation begins, does that mean GWR will cease to serve stations between London and Reading?
The GwR frequency to the inner suburban stations will remain as it is now the last reduction in frequency for crossrail happened in 2019When the full Elizabeth Line operation begins, does that mean GWR will cease to serve stations between London and Reading?
Calling pattens will remain the same didcot services will call at Ealing and Hayes in the off peak. Timings may change although I doubt it after MaySo we are still expecting the Didcot services to call at Hayes & Ealing as now then? That’s good as all stations TFL services from Slough to London is about 30 mins or so
Makes sense, thanksIt's because it is adopting the current minimum interchange at Farringdon (which is 3 minutes, designed to allow same-platform changes between Thameslink services or cross-platform changes to the adjacent Sub Surface lines). The Thameslink and Crossrail stations at Farringdon have been joined up into one despite having separate TIPLOCs and CRSs.
I suspect this will be corrected in due course, with Farringdon's default minimum interchange time increasing (perhaps to something between 5-10 minutes) and there being a new TOC-specific reduced interchange time, allowing 3 minute TL-TL changes. This already exists at a number of stations, e.g. Clapham Junction and London Victoria.
On the contrary (in my experience) - most occasional users I know think of the Overground as part of the mainline railway system. Partly because long-time Londoners have always referred colloquially to "the overground" to mean local London "mainline trains" to distinguish them from the Underground for rail journeys within London. (Hence the silliness of branding some of the "overground" as the Overground - I now sometimes hear people specifying "with a capital O" when that's specifically what they mean - I've done it myself sometimes with people who I know have historically used the generic "overground" description.)
In fact, someone on a thread on this website - just the other day - when trying to explain where on Marylebone station they were picked up for an alleged ticketing infringement, used the Underground/overground distinction when explaining that the incident took place in connection with the Chiltern services, not the Bakerloo line.
I certainly agree with those suggesting that Crossrail and Thameslink should have some joint modal brand (like the RER in Paris), since they have somewhat similar functions to one another - and to the RER. But I doubt that the Overground sharing the same brand would be appropriate.
I believe this loophole will be closed soon as this is going to be taken advantage by Reading commuters, by modifying the route to become "via Staines".The National Rail app is allowing a journey on 24 May from Reading to Farringdon via Paddington and what it is still calling TfL Rail, on a Reading to Farringdon route London Not Und ticket priced by SWR (and intended for use on routes such as Reading>Waterloo>Waterloo East>London Bridge). Anytime day single £20.40, compared to Reading to Paddington anytime day single £27.60
This is despite the TfL staff brief stating:
National Rail tickets marked “Not Underground” are not valid between Paddington and Abbey Wood.
And also it's not like the normal Underground lines don't have stations or even tracks shared with National Rail either (Metropolitan or Bakerloo line, anyone?), so to be honest, I don't actually see why the Elizabeth line couldn't be branded like a Tube line too. After Sub-surface and Deep-level tube it would just be a new third category, RER-style or whatever. The average passenger is not gonna care all that much.
If this is the case, why did Wimbledon get left out?Just noticed the connection:
Underground, overground -> Wombles -> Elizabeth Beresford -> Elizabeth Line.
It isn't really named after the Queen at all.
The problem with branding it an underground line is that the full range of underground tickets are not valid on it . This is particularly problematic with oyster west of West Drayton and paper tickets to HeathrowCompletely agree. If the Underground mode can be used to describe both sub-surface lines with larger trains going out to places like Amersham and deep level tubes with close stops in central London then I don't see why the definition can't be stretched slightly to also include deep level full size trains. And as we know most of the Underground is actually not underground.
It seems clear to me that the Underground are frequent TfL services that run under central London giving access to the core of the city and Overground are the less frequent suburban lines that encircle it. Crossrail fits well within the definition of Underground so why add another mode?
As soon as the the decision was made to go with Elizabeth line they should have gone fully Underground with this but instead have stuck to this idea of a different mode which practically serves no purpose. As it is I see the current state of the Elizabeth line as a sort of super-tube with it's own roundel but essentially part of the Underground.
As an illustration of how insisting on a new mode adds confusion I was at Liverpool Street yesterday and noticed new signage now on the platforms of the Central line which had a Elizabeth line roundel, Overground roundel, and then "Circle and Hammersmith & City lines". Given the small size of the text in the roundels it's really quite confusing. Really it should say "Circle, Elizabeth and Hammersmith & City lines"
When will journey planners be updated to show a journey from York to Canary Wharf using Crossrail?The correct data is on RTT and in National Rail now. The first trains are the 0633 from Paddington and the 0630 from Abbey Wood: https://www.realtimetrains.co.uk/se...24/0000-2359?stp=WVS&show=passenger&order=wtt
London Underground is not part of National Rail. Crossrail is. Therefore Crossrail can't be part of the Underground.Completely agree. If the Underground mode can be used to describe both sub-surface lines with larger trains going out to places like Amersham and deep level tubes with close stops in central London then I don't see why the definition can't be stretched slightly to also include deep level full size trains. And as we know most of the Underground is actually not underground.
It seems clear to me that the Underground are frequent TfL services that run under central London giving access to the core of the city and Overground are the less frequent suburban lines that encircle it. Crossrail fits well within the definition of Underground so why add another mode?
As soon as the the decision was made to go with Elizabeth line they should have gone fully Underground with this but instead have stuck to this idea of a different mode which practically serves no purpose. As it is I see the current state of the Elizabeth line as a sort of super-tube with it's own roundel but essentially part of the Underground.
As an illustration of how insisting on a new mode adds confusion I was at Liverpool Street yesterday and noticed new signage now on the platforms of the Central line which had a Elizabeth line roundel, Overground roundel, and then "Circle and Hammersmith & City lines". Given the small size of the text in the roundels it's really quite confusing. Really it should say "Circle, Elizabeth and Hammersmith & City lines"