Crossrail differs from previous underground lines which have reached out into the suburbs over entirely new lines, in some cases parallel to existing main lines, or by taking over lines previously belonging to the main line operators.
Only Thameslink shares tracks with the main line operators, and this gives rise to concerns which are inherent to such a concept.
The first is delay propagation. Although Thameslink provides good connectivity, the service is unreliable. The line joins two separate networks and transfers disruption from one to the other; a delay at, say, Luton, will affect passengers at Haywards Heath, and there may be knock-on effects to other services. The long-standing and familiar problems with inter-city Cross-country are another example of such delay propagation across networks, and Crossrail can be expected to suffer from the same thing.
The second concern is the rolling stock, which is inevitably a compromise, as it must be configured primarily for inner suburban use, with seating which is acceptable for perhaps 20 minutes. This is not a trivial matter, as one of the attractions of public transport is that the time can be used productively, which is not possible if passengers have to stand or the seats are too cramped and uncomfortable to allow the use of, eg a laptop computer. Such is the discomfort of the Thameslink rolling stock that many passengers on the Brighton line prefer to go to Victoria and change rather than use a direct Thameslink train. Suitable stock for Crossrail will require wide doorways and large areas of clear floor space for circulation and standing, and so, like Thameslink, will be avoided or disliked by passengers travelling longer distances who expect to sit and get on with something during their journey.
A further drawback of Crossrail in its present form comes from lack of capacity on the GW main line; even though some freight services will be squeezed off, it will still be necessary to turn back trains at Paddington.
A possible alternative would follow the same underground alignment from Paddington to Stratford as the present Crossrail proposal, but as a tube line. At Paddington, it would link to the existing Hammersmith branch of the Metropolitan Line. The Jubilee Line terminus at Stratford (photograph), would become a through station, and Crossrail trains would then continue to Stanmore; thus the service would run from Hammersmith to Stanmore, crossing over itself at Bond Street.
This would provide much of the functionality of Crossrail at a fraction of the cost. As an independent route with no junctions, conveyor-belt reliability could be expected. It would also allow more frequent services on the Paddington to Hammersmith route, improving communications to an area of London at present poorly served by public transport due to the limited capacity of the northern arm of the Circle Line between Paddington, Baker Street and Aldgate. There would be no need for the Abbey Wood branch as passengers could go to Canary Wharf by remaining on the train as it loops back, and the DLR will soon be providing a service to Woolwich.
I have never seen such a proposal. Can somebody look at it?
Kommentarer