It’s the biggest change to happen to south-east London’s railways for decades. Just before midnight tonight, the last train from Charing Cross to Deptford, Greenwich, Maze Hill and Westcombe Park will be just that. After 23.56, the direct connection from the West End to Greenwich will be no more.
This has been known about since March 2008, when Network Rail published its catchily-titled South London Route Utilisation Study. (See page 112 of this document.) 853 wasn’t running then, but it got a mention on this website six years ago. Here’s another reference from Greenwich.co.uk in December 2009. And look, here’s a “stay of execution” for Greenwich line trains from November 2010.
This isn’t to say “I told you so”. Back in 2008, I never really thought about diving headfirst into local news issues. I never really took much notice of what was in the local press because I never saw it. Then as this changed, and this website developed, it became old news – old news that was never talked about. And who wants to read about old news?
I thought there might be a decent-sized publicity campaign. Posters up and down the Greenwich line, months in advance, extolling the virtues of Cannon Street station, the new seven-day-a-week terminal. (It’s supposed to have a “fantastic new bar” soon, you know.)
But no. Instead, the news was bundled out as part of a mixed bag of information about the Thameslink Programme, the larger scheme which will see a rebuilt London Bridge station accommodate frequent trains to both north and south London. The prize of a decent station is a brilliant one – but the price is those trains to Charing Cross.
Instead of providing station-by-station information, or even details for each line, Southeastern has managed to baffle commuters, failing the challenge at the first hurdle. Many of them still think the change is only temporary. It’s not. Those trains aren’t coming back. And there are some very good reasons why.
What’s happening – the long-term plan
The connection between the Greenwich line and the Charing Cross lines is being severed to accommodate a new set of tracks that will head north from London Bridge to Blackfriars, Farringdon, and north London.
It won’t physically be possible for trains from Westcombe Park, Maze Hill, Greenwich or Deptford to reach them any more. And because of the way services are arranged, trains from Woolwich Dockyard, Plumstead, Erith, Belvedere and Slade Green will rarely reach Charing Cross. (Trains from New Cross and St John’s are also affected by these changes.)
Instead, there’ll be a direct service to Cannon Street, seven days a week. From 2018, you’ll have a brand new London Bridge station to change trains in. The crappy old footbridge is going, and you’ll have escalators, lifts, and a spacious new concourse beneath the platforms. Think the new King’s Cross, but bigger.
There’ll be no more sitting on the viaduct over Deptford waiting to get access to the Charing Cross lines – in theory, you’ll be able to rattle straight up to Cannon Street, and make a simpler change at a much more pleasant London Bridge if you need to get to Waterloo East or Charing Cross.
What’s happening – the short term pain
Charing Cross trains will sail through London Bridge from Monday until August 2016. You’ll have to make your change by Tube or bus. And then from 2016, the position will reverse, and Cannon Street trains will glide through without stopping. Interchange will be terrible, and for three years, London Bridge station won’t just be a dump – it’ll be a building site.
There’s also likely to be a series of major weekend closures. The first – happening this weekend and kept very quiet by Southeastern – sees ALL trains routed to Victoria, Blackfriars or New Cross, and all lines through London Bridge completely closed. (There is also no service at all through Deptford, Greenwich, Maze Hill or Westcombe Park – have a play with Real Time Trains to see how it affects you, or check out the situation at Charlton or Lewisham).
Even Charlton Athletic seemed in the dark about the plan, and they’re only playing host to 15,000 football fans on Saturday. Charing Cross will also be closed on Sundays through to at least May.
The secret cut in capacity
There’ll also be fewer rush hour trains through Greenwich from Monday. From The Murky Depths has the full details – four evening peak trains are cut, with three going during the critical 1730-1830 hour. One morning peak train goes. Meanwhile, extra capacity has gone to trains serving destinations in distant Kent, if you believe the Southeastern publicity above.
Despite the fact that money has been blown over the years on extending platforms to take 12-car trains – once in the 1990s, and again in the 2010s – there won’t be longer trains to make up for the cut. Woolwich Dockyard station, built in a brick cutting, can’t be extended, and despite these works having been planned for years, neither the Department for Transport nor Southeastern has fitted trains to work with selective door opening which would enable longer trains to stop there.
To make matters worse, Southeastern is pretty much using every train it can get its hands on – and is having to borrow more to satisfy demand.
It’s a mess, frankly.
Send your regards to Cannon Street
“But Cannon Street’s in the middle of nowhere!”, you cry. Cobblers. One of the main gripes is that a lack of trains from Charing Cross makes it harder for tourists to get to Greenwich. Yet Cannon Street is 10 minutes’ walk from St Paul’s Cathedral and the Museum of London, and five minutes from the Monument.
And it’s a fine station for onward travel connections – on the District and Circle lines, with Bank station just a couple of minutes’ walk up Walbrook. (In a few years, a new Bank station entrance will appear opposite Cannon Street, just to really baffle everyone.)
Sure, it’s a bit quiet at the weekends, but there’s that fantastic new bar coming soon…
The political battle
With an election coming up, both Labour and Conservative candidates for Greenwich & Woolwich have thrown themselves into the debate. Incumbent Labour MP Nick Raynsford has a decent record on fighting for rail passengers – one of his first wins as an MP in the 1990s was to persuade British Rail to stop Gillingham trains at Charlton. His hopeful successor, Matt Pennycook, has been busying himself writing to and meeting Southeastern bosses and tweeting about it.
Of course, it goes without saying that both their parties’ administrations also share blame for this – Labour re-privatised Southeastern in 2006, and must share some responsibility for poor Department for Transport planning before 2010. The Tories renewed Southeastern’s franchise in 2014, with the Department for Transport still failing to provide enough rolling stock for the area. Both Labour and Conservative governments have also blocked moves by Transport for London to take over the Southeastern franchise – decisions that will stick in the craw when TfL takes on services from Liverpool Street this May.
Matt Hartley’s campaign aim to secure longer trains throughout the “borough of Greenwich” seems peculiarly parochial – didn’t Conservative candidates elsewhere in SE London want to join in? And as for wanting Greenwich-Charing Cross services restored after 2018, he might as well demand the return of steam – it’d be cheaper and more efficient to run at least six trains an hour to Cannon Street, first train to last, seven days a week. It’s better than hankering for a crappy two trains per hour service to Charing Cross that wasn’t much cop anyway.
But it’s a good thing that both main candidates are getting their teeth into the issue. Frankly, it’s about time Southeastern became a political football – and it certainly deserves the kicking.
Will it be enough?
After 2018, we’re promised good things. An all-new London Bridge station that’ll be a pleasure to use. You’ll be able to change for trains that head across North London, to Finsbury Park and beyond, as well as frequent services to Blackfriars, Farringdon and St Pancras. And Charing Cross and Cannon Street services should be more reliable, as a 40-year-old pattern of tracks is ripped up and rebuilt.
And don’t forget that Crossrail will come from 2019, giving passengers at Abbey Wood and Woolwich an alternative that’ll whisk them to Canary Wharf, the City, West End and West London. It’ll relieve some crowding from the Greenwich line – for a short time, at least.
You’d also hope that knackered communications systems would be fixed – systems that stop staff and drivers giving proper information, and systems that have mysteriously started showing Kent-bound trains on London-bound platforms (and vice versa). There’s a lot of work to do.
But an increased population in an overheating city brings increasing pressures. Huge developments are rising by Deptford, Greenwich, Lewisham, Woolwich Arsenal and Abbey Wood stations. Long-term development plans will see the Charlton riverside given over to residential uses. And 10,000 new homes on the Greenwich Peninsula, with no further plans to improve public transport connections there, will squeeze North Greenwich tube station – sending some passengers back to the mainline. On other lines, developments are also taking place at Kidbrooke Village and the old Catford dog track.
Even at the end of the line, developers have their eyes on Dartford. With a population that’s getting priced out of zones 2 and 3, pressures on outer stations will grow.
Yet the political will in this area is for more roadbuilding – a policy that’d be laughed out of town in other parts of London. Vague promises of a Bakerloo Line extension to Hayes, or London Overground to Thamesmead, will need to be brought into reality before we’re clutching our Freedom Passes.
Change here for the future
Cities aren’t fixed in stone – they’re always evolving. The last train from Charing Cross to Greenwich tonight will be a little symbol of how our capital city is changing before our eyes.
40 years ago, London Bridge station went through similar convulsions as the old station was torn down and the tracks relaid. Would the fag-puffing, hi-viz avoiding engineers in the Operation London Bridge video above have known their work would be ripped up just four decades later?
It’s going to be a tricky few years ahead. But once the Thameslink Programme is finished, where will the next big change come from? At present, nobody seems to know. And that’s a bigger worry than whether or not you’ll have to change trains next week.
A Croydon special (gasp!), featuring Steven Downes of Inside Croydon, the local site that’s just had a front row seat for the resignation of the local Tory leader after he was caught secretly claiming an extra £10,000 in allowances. There’s also talk of tall ships, council chief executives and paying what you like at Dulwich Hamlet (above). Full details over at Onionbagblog.
Bored this damp bank holiday? Be entertained by Jason Cobb and myself talking about the kind of stuff you’ll find on this site and on Onionbagblog/ Brixton Buzz – local politics, hyperlocal publishing and south London. Features new Greenwich-area blogs Promises and Pie and Boy and Girl Meet Pub, plus another mention for the fantastic Deserter blog and its Great Train Journeys: London Bridge to Charing Cross.
There’s a full list of links over at Onionbagblog.
London mayor Boris Johnson has admitted his proposals for the Silvertown Tunnel will cause “much more pressure and much more traffic” on local roads – despite his allies at Greenwich Council claiming the opposite.
Johnson’s admission also gives campaigners against a new Ikea in Greenwich a new line of argument while the mayor considers whether or not to ratify Greenwich Council’s decision to back the new store.
All this comes in a week London’s been enveloped in a smog which is actually visible thanks to it including some Saharan dust particles – with the capital’s politicians paralysed by inaction.
Johnson’s comments about Silvertown were made in a phone-in on LBC with breakfast host Nick Ferrari on Tuesday morning. Thanks to Boriswatch’s Tom Barry for the heads-up and transcript of this conversation with a caller called Mark from Dagenham, 25 minutes into the programme:
“What we’ve got to do, Mark, actually, is build not just one bridge but a series of river crossings, we’re starting with the Blackwall 2 tunnel… that will be going by 2020, or 2020-2021 – not so far away! Erm, only six years or seven years to go, we’re going for the Blackwall 2 tunnel at Silvertown, but we will also need a series of crossings to the, to the east and actually there’s a there’s a there’s loads of sites that er, are we are looking at and, um, I think the important thing for people of um both on both sides is that you shouldn’t just do one, because if you do one then you’re going to get much more pressure, much more traffic on, on that area and if you if you you can dilute the traffic if you have if you have several crossings.”
Yet the current proposals from Transport for London, which Johnson chairs, are just for the one crossing – at Silvertown. And Johnson has been happy to push the merits of this one crossing in the past – calling it “a major new crossing east of Tower Bridge”.
(Update Friday 8.30am: A spokesperson for Johnson has also told the Mercury that Silvertown will DOUBLE capacity at Blackwall. Past TfL statements have put the planned increase in traffic at 20%.)
So not only has Boris Johnson torpedoed his own argument, his friendly fire has also shot down some of the nonsense spouted by his partners-in-roadbuilding at Greenwich Council, such as this classic from “Greener Greenwich” cabinet member Harry Singh.
It’s increasingly looking like the mayor is starting to soften up for a U-turn on the Gallions Reach crossing – which would flood Woolwich, Plumstead and Abbey Wood with new traffic, as well as for more roadbuilding in general. But where else along SE London’s riverfront would Johnson swing his wrecking-ball to build yet more road crossings?
Meanwhile, while voicing doubts on putting too much pressure on the road network on the Greenwich Peninsula, the mayor is currently deciding whether or not to approve Greenwich Council’s decision to allow Ikea to build a new superstore there.
Of course, an Ikea will bring the same problem – an increase in traffic, something that was ignored when it was bulldozed through planning last month.
So it’s possible to use Johnson’s words to argue the case against Greenwich’s decision, as well as the GLA’s 2004 objection to a store in Sidcup. If you want to write to City Hall to object, use reference number D&P/3283/PR and write to planning[at]london.gov.uk before 9 April.
In case you hadn’t seen this already, this image issued by the Environment Agency shows what could have happened to our part of London if the Thames Barrier hadn’t been raised on Thursday to deal with the biggest tide in 60 years. That’s my old house in Greenwich, right at the edge of that wave of water. And The Valley would be a bit more like this.
If, like me, you grew up in London in the early 1980s, then last week’s storm was exactly what this terrifying ad (and this 1978 one) was about. Thank heavens for the Thames Barrier, the best £534 million we’ve ever spent.
Like most of the good things Boris Johnson promotes, this is another one that actually started under the previous mayor. Yesterday’s Ride London Freecycle – once the London Freewheel – was great fun as ever.
But getting to the start at Tower Hill and back showed how far London has to go in really becoming a cycling city, and how little progress has been made since then. A weekend of two-wheeled fun is one thing, but the real hard work is in making sure the whole capital is a city fit for cycling.
On the way up there via Blackheath, I saw a cyclist wearing a Ride London bib pull out of Westbrook Road into Kidbrooke Park Road, a road which makes for hairy riding at the best of times. But he didn’t pull out onto the carriageway, he did a left onto the pavement and cycled up that instead. I couldn’t help wondering if he’d actually just taken a train to Blackheath rather than cycled all the way back.
I took a friend who was riding in London for the first time, and while cycling along the Thames Path isn’t the quickest way to get to central London, it’s certainly the most scenic and pleasant. And riding over Tower Bridge is usually great fun. It wasn’t yesterday, though – a bottleneck of traffic and a badly-parked ice cream van meant it was slow and unpleasant going – and this was the main route into the Freecycle for many from south of the river. On the other side, there were people wheeling their cycles back on the pavement, rather than taking on the traffic. I even saw a bike being carried on top of a car, but that could have been unrelated. Closing this iconic old bridge to motor traffic was clearly a step too far for a “cycling city”.
The Freecycle itself was great – it’s been made bigger, thankfully, cutting the bottlenecks of the past. Being surrounded by children having a whale of a time was something special. But while making loads of noise in the Blackfriars Underpass was fun, I saw a couple of nasty crashes – when it’s sunny outside the underpass, it takes a while for your eyes to adjust to the lack of light inside.
On the way back, we took one of the few genuine innovations that has done some good – Cycle Superhighway 3, through Wapping and Poplar, before swooping down through Cubitt Town to the Greenwich Foot Tunnel. It’s a step above the other cycle superhighways, but while linking the route up has been a good thing, CS3’s separated cycle lanes – and traffic signals – were there long before blue paint was slapped down.
How easy did Transport for London make it to get back from Ride London? By not bothering to adjust the traffic signals, long queues of cyclists built up at the end of Royal Mint Street, where they were only given eight seconds to cross Leman Street. Clearly TfL’s “smoothing traffic flow” only applies to those on four wheels.
For all the great fun of Ride London, including this weekend’s amazing sight of amateur and pro cyclists charging down the A12 and through the Docklands for the London Surrey Classic (next time, how about through the Blackwall Tunnel and out to the North Downs?) it’s not going to do a single thing to make the streets safer for cyclists.
At the moment I’m watching the BBC’s Ride London coverage, where an elected politician is being treated once again as a national treasure. “It’s a magnificient symbol of what we’re doing for cycling in this city,” Boris Johnson told an interviewer, unchallenged, less than a month after two cyclists were killed in a week in central London. If Michael Gove held a national spelling competition, he wouldn’t be allowed to get away with saying it was a symbol of what he was doing for education. So why does the mayor of London get away with it?
It’s easy to shut roads for a weekend’s pedalling party, but the real hard work is in making it easy for people to cycle to work, to school, to the shops. Maybe with the appointment of Andrew Gilligan as cycling commissioner, we will finally to get somewhere with this (except in the rotten borough of Greenwich). But until we see concrete evidence (or rather tarmac evidence), while Freewheel/Skyride/Freecycle will continue to be a success in its own right, it’ll also be a symbol of a wider failure.
Update 00.15 Monday: The Ride London website quotes Boris Johnson talking about 50,000 “amateur cyclists” on Saturday’s Freecycle – does that mean people who drive cars are “amateur motorists”? It’s very unlikely Johnson came up with those words himself, but this City Hall clanger won’t do any good in persuading people that cycling is a thing that normal people do to go to the shops or wherever.