We walked 18 miles along the Crossrail route. Here’s what we learned

Artist’s impression of a westbound Crossrail train. Image: Crossrail.

On the last day of August, the London commuter and nerd communities were hit by a bombshell: the Elizabeth line, the new £15bn east-west railway better known as Crossrail, was running late. Instead of opening in December as planned, the central part of the route wouldn’t see service until the following autumn.  

In some ways, the most surprising thing about this was that any of us were surprised. Thanks to their scale and complexity, Megaprojects like Crossrail have an annoying tendency to run late and see cost-overruns (the two problems are connected). That a project on this scale should open on time and to budget was incredibly impressive; it was also, come to think of it, fairly unlikely.

But there’s another reason we shouldn’t have been surprised: look at the publicly-visible face of the new rail link, and you’ll find a lot of stuff looks a long way from finished.

Our route. Image: Screenshot from MapMyRoute.

I spent last Wednesday walking the length of the core of the new route from Woolwich to Paddington, accompanied by my trusty sidekick, the Guardian’s Jim Waterson. In all, we walked 18 miles: you don’t need to know this, but my feet hurt afterwards, so I’m damned well going to tell you.

Anyway: on our walk, we passed nine different Crossrail stations. Here’s Jim at the start of our odyssey, mere moments before a nice man from Berkeley Homes appeared to ask us what the hell we we were doing:

The reason we were lurking suspiciously outside the Berkeley sales office was because we couldn’t actually find the Crossrail station. There were several unfinished buildings behind hoardings promising a new rail link (still, mostly, plastered with the original, abandoned timetable). But which one was meant to be a station?

The man from Berkeley Homes was kind enough to tell us. Turns out, it was the one in the distance on the left hand side of that picture. Here it is from the other side:

And here’s how it’s supposed to look when finished:

So: still needs some work.

Next stop up the line is Custom House, which will serve the Royal Docks and ExCel, an exhibition centre that has never once been described as the happiest place on earth. It’s hidden behind a cheery concrete wall:

But unlike Woolwich it looked pretty complete. There’s even a roundel waiting to be unveiled:

It probably helps that Crossrail isn’t starting from scratch: there’s already a DLR station there, and used to be a national rail station, too. (Once upon a time, what is now the Richmond-Stratford branch of the Overground continued onwards through Canning Town to North Woolwich.)

After a thrilling trudge across the Lower Lea Crossing, we came to Canary Wharf. Despite sharing a name with both a DLR station and a Jubilee line one, this isn’t an existing station: it’s the lowest level of an entire new complex in the middle of North Dock:

But this too looks pretty ready to go. Indeed, the complex, complete with restaurants and cinema, has been open for some time. There’s even a sky garden (?!):

I forgot to take any pictures at Whitechapel: construction work there is continuing, and the entrance to the station on the main road is still closed, forcing passengers to use a back way. But I did take this one at Liverpool Street:

And this, of the other entrance to the same station at Moorgate:

Once again: this does not look like a station that was ready to receive passengers.

I forgot to take pictures at Farringdon too (sorry, by now we were running quite late), but they wouldn’t have been terribly thrilling in any case. Next up is Tottenham Court Road, where the main entrance, by Centrepoint, has been ready for some time. But the new one, by Dean Street, looks like, well, this:

The finished product will look like this:

The Hanover Square entrance for Bond Street is barely visible:

Here’s how it should look:

Then there’s this delightful box on Bond Street:

Frankly I’m not sure what that’s supposed to be but, I don’t think it’s meant to look like that.

All these stations, remember, were expected to see service in three months’ time.

Was that ever feasible? The official line from Crossrail is that, yes, it was. Here’s a spokesperson:

“Station construction activity is drawing to a close with the completion of the remaining mechanical, electrical and communications systems along with architectural fit-out in the new central section stations. All stations will complete by the end of the year with the exception of Bond Street. The new stations will open in autumn 2019.”

It’s possible that some of these stations are more complete than they initially appear. And it’s possible that, with the pressure on, a building site can come on a long way in three months. I suspect there may also be some wordplay going on in that statement: perhaps at Dean Street, for example, the station would be complete, even if the commercial building above it wouldn’t.


Nonetheless, despite these official assurances, my main takeaway from my day walking the Crossrail route was that, for a railway meant to be only a few weeks away from opening, it really doesn’t look that finished.

Jonn Elledge is the editor of CityMetric. He is on Twitter as @jonnelledge and on Facebook as JonnElledgeWrites

Photographs courtesy of the author; artists impressions courtesy of Crossrail.

 
 
 
 

Does it matter that TfL are renaming White Hart Lane station Tottenham Hotspur?

New White Hart Lane. Image: Getty.

Pretend for a moment that you’re travelling in the London of 1932. You’re taking the Piccadilly Line northbound and alight at Gillespie Road station. The name should be obvious: it’s inscribed in bespoke brown tiling on the platform.

But that 31 October, following an intense campaign by the eponymous football club, the London County Council changed the station’s name to Arsenal (Highbury Hill). The area’s growing association with the name “Arsenal” ended in a lengthy negotiation that changed maps, signs and train tickets alike. Football had acquired so much power that it changed the name of not just a Tube station but an entire suburb, even before the era of Wenger or the Emirates.

Now the spectre of name changes is on the horizon once again. As Tottenham Hotspur FC inches closer to completing its new stadium, the club is clamouring for a renamed Overground station. Despite the fact the new stadium is located on almost exactly the same site as the old just off White Hart Lane, and fans have long been calling the scaffolding-laden mess “New White Hart Lane”, the club’s executive director is adamant that the station’s existing name cannot stand. White Hart Lane station, on the Overground line leaving Liverpool Street, is set to be renamed “Tottenham Hotspur”, at a cost to the club of £14.7m.

Little has been made of the fact that this peculiar PR kerfuffle is tied to Spurs’ failure to convince Nike to sponsor the venue. Some sources have even claimed that the sponsorship is yet to be finalised because it is somehow contingent on the renaming of the Overground station; beyond the ridiculous Johnson-era vanity project that was the Emirates Air Line, it seems improbable that TfL will allow any more corporate-flavoured information pollution. There will be no “Nike Stadium” station on the way to Enfield, much as there is no “Emirates” on the way to Cockfosters, especially if public consultation gets a look in.

The scene of the crime. Image: TfL.

But there’s a problem with the new name, all the same. “White Hart Lane” already means “football stadium”, in the same way Loftus Road or Stamford Bridge do. Changing it to “Tottenham Hotspur” risks opening the floodgates to an “O2 North Greenwich” or a “Virgin Euston” at some point in future, names as banal as there are dystopian. The Greater London Authority has promised to spend the £14.7m fee on community programmes in the local area – but that’s not much money to set the precedent that a private company can mess about with the Tube map.


What’s more, as CityMetric has often observed, there are plenty of station names across London that could do with a tidy up. Picking one that’s perfect already and asking for £14.7m to change it is adding insult to injury. How much would it cost a community group if they asked to change the name of Goodge Street to Fitzrovia? Why does a vast corporate entity backed by international sponsors and thousands of season ticket holders get to set the standard?

Back in Arsenal’s day, changing names on the Tube must have been easy; changes could be accommodated gradually without bothering the every day traveller. But in our world of online information, maps and apps, name changes are rather more complicated.

The question is – if TfL can bring itself to balefully accept this particular proposition, why can’t it accept ours? Why sort out a single non-issue on the Tube Map when you can catch lots of real ones in one go? A day’s pandemonium might just be a price worth paying to fix the Bethnal Greens problem once and for all.