If you’re planning to rock up to North Greenwich station’s ticket office this morning to buy a ticket, you’re too late. The blind came down for the final time yesterday as part of City Hall’s drive to eradicate ticket counters from the Tube network (or to use TfL’s euphemism, “transforming our stations“.)
With new technology replacing old paper tickets, losing ticket offices from the Tube network has been coming for a while. But it’s a surprise to see North Greenwich – the eighth-busiest station outside zone 1 – be one of the first to lose a counter that’s always seemed to be busy.
Staff will now be in the ticket hall and will be able to access extra functions on ticket machines if needed, but if you have a potentially fiddly transaction (like using a company cheque to pay for a travelcard), it’s not quite clear what you need to do. Annual tickets will soon only be available online, removing the satisfying/depressing (depending on your outlook) yearly ritual of talking to a human being while parting with a four-figure sum.
Or you could, for now, hop one stop west to Canary Wharf, where the ticket office will stay open until nearer the end of the year.
There will now be a month of “improvement works”, whatever that means – more ticket machines; or an Argos outlet, as seen at Cannon Street? We’ll have to wait and see.
Whatever the rights or wrongs in this case, the money saved on closing North Greenwich’s ticket office will go on vital services like the kiosk upstairs promoting the cable car, still staffed on Sunday despite the
aerial folly vital transport connection being closed for its annual service.
You might remember last summer, this website mentioned a special rail trip up the Angerstein Wharf branch line, which links the main network with riverside industries in both Greenwich and Charlton.
853 reader John decided to shell out for the all-day trip which included a trip up the line.
He says: “I live on Bramshot Avenue and have crossed this line by foot many times. I enjoy travelling by train and just simply staring out the window, but I must admit I was a bit apprehensive because of your ‘punishingly-long’ comment. 11 hours is a long time.
“However, it was a great day. I suppose it was made better by taking the ‘dining’ option (old-fashioned first class carriages, a spot-on full English breakfast, four-course dinner and a fair bit of booze), but the journey was interesting and far from boring.
“Yes, my fellow travellers were definitely of a type: ‘peas in a pod’ as one said, who I heard commenting on the madness that a 3365B couldn’t couple with a 3367 :) But these are affable types, and the world needs people like them.”
“The only downside was that there was a broken track at Angerstein and we couldn’t go all the way down.”
And now, courtesy of YouTube train buff snowyrails, you can watch the trip for yourself. Enjoy.
Greenwich Council is quietly doing some very good things on cycling – like boosting cycle lanes, and experimenting with new on-street parking facilities.
But it’s still capable of doing some very dumb things – such as closing a cycle lane on the Greenwich Peninsula so it can be used for trials of driverless cars.
The council won a bid last year to test out the technology, getting an £8 million grant to carry out the tests.
In December, the council’s weekly newspaper Greenwich Time claimed the trials would not take place on public roads.
But a stretch of dedicated cycle path next to the Thames Cable Car has been commandeered for the tests, with riders told to share an adjacent footpath with pedestrians.
There was no consultation about the decision, instead there’s just a tiny notice on a lamp post and cycle markings scrubbed out and replaced with the word “SHUTTLE”.
The notice cites “danger to the public” for the decision. But if the trial’s organisers think they can avoid danger by closing off a length of cycle path, they’ve chosen the wrong place.
I cycle along this stretch regularly, and most days there are pedestrians wandering into the cycle track – often glued to tablets with headphones plugged in.
In fact, when I first saw the closure yesterday, there was a small child crawling over the “SHUTTLE” marking. Returning home in the evening rush hour, there were plenty of people wandering down the cycle path.
Nobody walking in the path this time, but sooner or later somebody’s going to get a shock when they look up from their phone. As driverless technology evolves, it’s going to have the potential to clash with other road users – four-wheeled, two-wheeled, or two-footed.
Greenwich’s decision to prioritise driverless cars over cyclists and pedestrians without consultation, while on a parochial level is pretty much typical of the way it does things, isn’t a good omen for the future.
In the meantime, if you’re walking along the Thames Path any time soon, keep an eye – and ear – out for a little driverless car…
Update, 17 February: The path has now reopened. So what was all that about, and was it really worth burning off road markings, putting on new ones, burning them off again and reinstating old markings? A weird episode.
Residents on Greenwich Peninsula have won an 18-month battle to force Greenwich Council to release a document that influenced its decision to scrap all ‘affordable’ housing on a key development there.
A tribunal has told the council it should release “viability assessments” which prompted it to cut a requirement for developer Knight Dragon to include affordable housing on Peninsula Quays, on the west side of the peninsula facing Canary Wharf, in exchange for building more on the east side.
Greenwich said its decision – backed by seven councillors, including current leader Denise Hyland – was taken after an independent assessment showed the scheme wouldn’t be viable if Knight Dragon had to build social housing, and that it needed to be approved quickly so Knight Dragon could get £50m in grants.
The plans include a private school, “high-end private residential” units at Drawdock Road, and a four/five star hotel at Ordnance Crescent.
But all affordable properties will now be pushed to the south, towards City Peninsula and Greenwich Millennium Village, rather than being spread evenly across the peninsula, which had been council policy since 2004.
To make up for this effective social cleansing of Peninsula Quays, new developments to the far south of the Dome – around where the City Peninsula tower now sits – will see levels of affordable housing shoot up to between 54% and 58%, mostly for social rent rather than shared ownership.
Residents of City Peninsula and Greenwich Millennium Village asked Greenwich Council to release the viability assessment under the Environmental Information Regulations – similar to the Freedom of Information Act.
But Greenwich refused, and appealed against an Information Commissioner decision that it should release the assessment.
Greenwich’s appeal meant the case ended up at a tribunal, which sat over three days last October and November. The council hired an external lawyer, Christopher Knight from 11 KBW, at a cost quoted in October at £2,200.
The council could appeal and take the case to a further tribunal – at further cost – but it may face an uphill battle considering the comprehensive nature of the judgment against it. You can read the full judgment here.
Key passages include:
First, the number of affordable homes to be provided on this enormous development, as well as their location, is an important local issue on which reasonable views are held strongly on both sides.
Second, this is a case where a company, robust enough to take on the development of a huge site over a period of 20 years… immediately asks to be relieved of a planning obligation freely negotiated by its predecessor. It justifies this change on the basis of a downturn in house prices it knew about at the time of purchase, using a valuation model that looks at current values only and does not allow for change in the many factors that may affect a valuation over time. It seems to us that in those circumstances the public interest in openness about the figures is very strong.
One argument against disclosure of the redacted information was that those receiving it would be unlikely to understand it. In our experience this is never a useful objection to disclosure under FOIA or EIR. It is increasingly open to question whether the public should be expected to accept the “expert view” without opportunity to see the supporting factual evidence.
Indeed, the final paragraph of the judgment is one that should ring alarm bells as to how Greenwich’s planning system works.
It points out that the eight-strong planning board – which included three cabinet members and was chaired by the Labour group’s chief whip – that approved the decision to cut affordable housing at Peninsula Quays had no more information than the general public.
Effectively, they were taking the decision on trust, and hadn’t been shown the viability assessment in question. Should they have asked for more details?
“It is not for us to say what depth of information Councillors should have expected or asked for, although we note that at least one Councillor would have preferred more detail about the appraisal,” the judgment says. That councillor, who is not named, was Hayley Fletcher, who voted against the proposal and later left the council citing problems with bullying in the ruling Labour group.
The tribunal’s decision comes as Knight Dragon consults on plans to increase housing on the peninsula from 10,000 to 15,000 – with big question marks over whether anyone will actually be able to afford the new properties. (Labour candidate Matt Pennycook and The Guardian’s Dave Hill have written about this.)
More broadly speaking, it’s also a significant decision in terms of councils’ relationships with developers as they struggle to cope with the demands of an overheated and little-regulated property market.
Last year, Southwark Council was told to release parts of a similar viability assessment for redeveloping the Heygate Estate near Elephant & Castle. The Greenwich decision may now give confidence to others who want to find out more about the relationship between their local councils and developers.
The members of the planning board who supported the decision: Denise Hyland (Labour, then cabinet member for regeneration, now council leader); Ray Walker (Labour, then chief whip, remains planning chair); Steve Offord (then cabinet member for housing), Sajid Jawaid (then cabinet member for community services, no longer a councillor), Clive Mardner (Labour), Geoff Brighty (Conservative), Dermot Poston (Conservative, no longer a councillor).
Hayley Fletcher (Labour, no longer a councillor) voted against, then-leader Chris Roberts (Labour, no longer a councillor) was absent.
The 53. Everybody loves the 53. It finds the parts of south-east London other links with the centre of town can’t reach – even if it isn’t allowed too near any fun spots any more (Routemasters ran to Camden until 1988, it last reached Oxford Circus in 2003).
The Plumstead to Whitehall service is also a vital connection for those who can’t or won’t pay expensive rail fares – from London’s army of service workers to those who simply appreciate a door-to-door connection with a view from the window.
It’s these people who’ve borne the brunt of fare rises under the current mayor – up from 90p in 2008 to £1.50 today. And for them, it’s about to get worse still. Travelling on the 53 yesterday, I noticed this message…
“From 17th Jan, route 53 will terminate at Lambeth North.”
Being cut to Lambeth North? From Saturday? No consultation, no notice, no explanation? I fired off a few tweets to see if anyone could work out what was going on.
It turns out things aren’t as bad as the scrolling message would indicate – the cut is a temporary one to facilitate roadworks at Parliament Square. I’m indebted to transport expert Paul Corfield, who passed on this from TfL this morning:
BRIDGE STREET/PARLIAMENT STREET, SW1 ROUTE 53: from 0415 Saturday 17th of January until Sunday 29th March, buses terminate and start at Lambeth Palace due to closure of Bridge Street SW1 for utilities work and carriageway resurfacing.
It’d nice if TfL had given us a bit more warning, of course, and maybe even talked it over with local representatives. At least it’s a temporary cut, but it’s going to be a painful one for many – especially with other connections with central London in turmoil.
But it’s worth watching this like a hawk. London Transport tried to cut the 53 back to the Elephant & Castle in the late 1990s, arguing that the new Jubilee Line extension meant it was no longer needed. I’m sure TfL would love to try that again if it knew it could get away with it. It helped that back then, local MP Nick Raynsford was a regular on the 53, as it provided a near-door to door link from his home to Parliament. In the end, express buses were axed – heaven knows they’d be useful now.
Indeed, the often-packed 53 really needs a modern-day champion. Frequencies were cut when the 453 was introduced in 2003 and haven’t been improved since, with successive mayors concentrating on the other service. The big groups of passengers changing from the 453 to the 53 at Deptford Bridge tell their own story.
So the news isn’t as bad as it first appears. But if you value a bus to central London, it’s certainly worth keeping an eye on.
5.25pm update: Thanks to Neil for sharing the email he had from TfL in the comments below – the curtailment won’t apply overnight, so from midnight to 6am buses will still depart from Whitehall. The arrangements, worryingly, are “until further notice”.
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.
853 exclusive: It had just four regular commuters last year – now the Emirates Air Line cable car appears to have NO regular users at all between Greenwich Peninsula and the Royal Docks, according to figures issued by Transport for London.
No Oyster card holders used the £60m crossing more than five times during one week in October, which would trigger a regular users’ discount.
In the equivalent week last year, four people qualified for the commuters’ discount, while 16 used it regularly enough to get cut-price tickets in the same week in 2012.
Last year’s figures, published at Snipe, were widely covered in London’s media, with an LBC radio reporter even travelling to Greenwich to track down the four commuters. But now, it appears there are no commuters to speak of.
|Sun 12th||Mon 13th||Tue 14th||Wed 15th||Thu 16th||Fri 17th||Sat 18th|
Total Emirates Air Line journeys, starting at north and south terminals, 12-18 October 2014. Source: TfL
For the third year running, I used the Freedom of Information Act to get the figures from TfL, asking for hourly usage figures between Sunday 12th and Saturday 18th October.
Mayor Boris Johnson has called the link, which he opened in 2012, a “howling success” and insists it is a vital tool for regenerating the area. But critics have pilloried the cable car, which charges premium fares and does not accept travelcards, as a vanity project.
But while the cable car has clearly failed to attract regular customers – and ticket sales remain well down on its first year of operation – its overall usage figures are slightly up on last year, suggesting it has achieved some level of success with tourists and occasional travellers. 25,271 journeys were made during the week, compared with 23,029 the previous year and 42,463 in 2012.
Since last October, Transport for London has instigated a number of promotions to try to boost tourist usage of the cable car, including giving an audio commentary on routes; opening a promotional booth at North Greenwich station; and spending £1,200 on an electronic ad board at the station’s gateline. This month, the Greenwich Peninsula terminal has been turned into a “magical Christmas experience” as part of a tie-in with The Snowman and The Snowdog film.
One scheme, which offers discounted tickets to Newham and Greenwich borough residents, accounted for 106 ticket sales across the week, while 5,292 “full experience” tickets – offering a souvenir guide and admission to the neighbouring Emirates Aviation Experience – were sold.
28 multi-journey passes – a ticket valid for a year which offers 10 trips at a discount – were sold during the week, compared with 18 last year. (See update at foot of story for more on these, as regular travellers could be using these and not Oyster.) 354 children travelled for £1 each with a schools’ scheme, with 47 adults accompanying them for free – down slightly on on 2013’s figures.
Two parties booked private cabins for themselves, at a cost of £88.
Emirates Air Line passengers, hour by hour, between Sunday 12 and Saturday 18 October. Source: TfL.
See equivalent data for Tube journeys from North Greenwich to nearby DLR stations.
Closer analysis of the figures over three years show that already-weak weekday usage of the Emirates Air Line is down slightly on 2013. But passenger numbers continue to show relatively high numbers in the evening – suggesting the cable car could benefit from opening later than 8pm.
Saturday figures are slightly up on 2013…
…but the real growth has come on Sundays.
With figures in the Labour and Conservative parties now starting to talk about who will succeed Boris Johnson in the 2016 mayoral election, the future of the cable car – arguably the most visible legacy to the capital so far from Johnson’s two terms at City Hall – is likely to come under the spotlight.
Green and Liberal Democrat politicians have called for the cable car to be incorporated into the Travelcard scheme to boost its standing as a public transport link – but City Hall currently seems content with operating it as a tourist attraction with premium fares.
Since the opening of the cable car, TfL cash has also gone into other tourist-focused projects. The Garden Bridge between the South Bank and Victoria Embankment is likely to be given the go-ahead from the mayor this week along with £30m of TfL cash.
Also this week, TfL has changed the way its cycle hire scheme charges users, cutting the cost of lengthy hires taken by tourists while doubling charges for some shorter rides.
Wednesday 7.40am update: Thanks to Rob, who tweeted me to say he was commuting on the cable car that week – using the paper multi-journey tickets rather than Oyster, which is says is fiddly to use for regular commuters as it involves obtaining a refund after travelling a certain number of times.
28 of these paper tickets, which are valid for a year, were sold between 12-18 October. So it’s entirely possible there are a handful of people using these tickets rather than Oyster – again, making TfL’s claim that this is a public transport link rather shaky. However, their usage is impossible to track.
Thanks to Clare Griffiths for putting together the graphs in this story.
Media using this story, please credit Darryl Chamberlain or 853blog.com – thank you.