Boris Johnson, no less, once explained it: “Let us suppose you are losing an argument… Your best bet in these circumstances is to perform a manoeuvre that a great campaigner describes as ‘throwing a dead cat on the table, mate’.
“Everyone will shout ‘Jeez, mate, there’s a dead cat on the table!’; in other words they will be talking about the dead cat, the thing you want them to talk about, and they will not be talking about the issue that has been causing you so much grief.”
Well, a dead cat’s been thrown on the railway line that goes through Eltham and Blackheath. And it’s stinking out any chance of having a sensible discussion about how to make south-east London’s rail network work more efficiently.
It starts with Transport for London having an idea…
Last year, Transport Secretary Chris Grayling refused to allow Transport for London to take control of Southeastern’s metro train network. TfL had correctly identified the flaws that beset our trains, and wanted to set about fixing them.
Those flaws included:
- A fares system which means we pay more for a worse service than those on the Tube
- The network is too complicated, which makes it unreliable, and needs investment to make it simpler (through altering junctions and improving interchanges) into identifiable “lines” – reducing the number of terminal stations each line serves.
- There isn’t enough capacity on the network, but making it simpler would improve capacity
- Some services aren’t frequent enough, but could be more frequent if the network was made simpler
Instead, he’s putting a new Kent franchise up for grabs, which includes local London services, There’s a consultation on right now into what to do with it.
It includes the suggestion that the network is too complicated and could be made simpler – one line, one terminal station. It’s not a million miles from what TfL proposed. But there’s been outrage.
SE London’s train service is complexThe Southeastern metro lines through Lewisham and Greenwich are fiendishly complicated. Just heading to Dartford alone there are four different routes, with three different central London terminals.
- Cannon Street to Dartford via Greenwich and Woolwich – 6 trains per hour, evenly spaced out – this one is the simplest, as it can now only run to Cannon Street.
- Charing Cross, Cannon Street or Victoria to Dartford via Lewisham and Bexleyheath – 6 trains per hour, but unevenly spaced out and heading to/from different London terminals.
- Charing Cross or Cannon Street to Dartford via Sidcup – 4 trains per hour, half go to Charing Cross without calling at Lewisham, half to Cannon Street via Lewisham and New Cross.
- Charing Cross to Gillingham via Lewisham, Woolwich and Dartford – 2 trains per hour. This is the one that goes through the tunnel under Blackheath, and a service TfL wouldn’t have taken over as it runs far beyond London.
And then there are the trains that run to Hayes and Orpington/Sevenoaks, some of which also skip Lewisham and New Cross. Confusing? Imagine if you could untie some of the knots and make this easier to understand.Already, there’s been some simplification. As we’ve dealt with already, trains through Greenwich now only go to Cannon Street. This is currently inconvenient as their London Bridge platforms are being rebuilt, but should be much less of an issue once the job’s finished next year.
In the document for the new Southeastern franchise, there is a suggestion for a natural progression – that maybe all trains via Bexleyheath should also go to Cannon Street.
And it’s all kicked off, because people like their direct trains to Charing Cross and Victoria. But hang on…
Shoddy service on the Bexleyheath line
The current train service on the Bexleyheath line is pretty crap compared to what Greenwich line users enjoy, which (outside rush hours) is a train every 10 minutes in both directions. (Note: I’ve tweaked the examples here as I’d got the directions wrong earlier.)
At Lewisham, there are trains to Kidbrooke at 02, 08, and 14 past the hour – then nothing for 18 minutes before another flurry at 32, 38 and 44 past each hour. Then another 18 minutes with nothing, and so on. Not much fun if you’ve just got off the DLR and you’ve missed the 14 past. (It’s more even in the other direction, granted.)
If you’re coming from central London, then one train leaves from Victoria, one leaves from Charing Cross, one from Cannon Street. You’ll have to plan your going-home time pretty carefully, compared with Greenwich line users who can just rock up at Cannon Street (or London Bridge from next year) and be on a train within 10 minutes. (This is also useless if you want to start a business in this area – where will your staff/clients go if they want to come to you by train?)
So, making the service consistent and basing it around Cannon Street means our passenger at Lewisham waiting to go to Kidbrooke would benefit from a train every 10 minutes. That makes train travel attractive and takes pressure off local buses. And someone coming home from central London can just turn up at Cannon Street or London Bridge and be on their way home reasonably quickly, rather than pick one of three terminals and hope they get there on time.
The trade-off is that if you were heading into central London from Kidbrooke and you didn’t want to go to Cannon Street, you’d have to change at London Bridge for Charing Cross, and Lewisham for Victoria.
Let’s assume – and this is a big assumption here – that all Sidcup line trains end up being routed into Victoria via Lewisham. The Sidcup line is only just down the road. If you live in Eltham and have a hospital appointment at King’s College Hospital, you can get a train from Mottingham or New Eltham to Denmark Hill. Or you can change at Lewisham. It shouldn’t be too bad.
Unfortunately, the Department for Transport has offered no detail, so it’s tough to come to an informed decision. But the principle isn’t a bad one – it needs investment to do right, though. And this is what TfL wanted to provide.
How do you solve a problem like Lewisham?Why simplify? Go to the London ends of the platforms at Lewisham and the answer will stare at you in the face – a junction where two sets of lines (from Blackheath and Hither Green) cross and go different ways (to Victoria/Charing Cross, and to Cannon Street).
A couple of years ago, this “diamond crossing” failed and services were disrupted for four weeks because the parts had to be specially-made.
So, if you’re Network Rail, you don’t want to be depending on it too much. Simplify the service, and if things do go wrong with this junction, there are fewer repercussions.
Transport for London talked about rebuilding this junction in its bid to take on Southeastern’s metro lines – which would enable more trains to get through, although it’s likely the flexibility of the current arrangement would go.
But the Department for Transport have no plans to rebuild this junction – this is essentially doing a chunk of what TfL wanted to do, but on the cheap. (Bidders for the new franchise are being told “no significant infrastructure projects are planned”).
And Lewisham station is, let’s be honest, a crap interchange. Some of the internal walls were knocked down a couple of years back to make things easier, but it needs flattening and rebuilding (and hopefully with the dangerous gap in the Hither Green/Ladywell-bound platform sorted out), with the interchange tunnels widened. Not a peep from the DfT about this either.
The TfL proposalTfL’s suggestion wasn’t quite one line, one terminal. But it did involve pulling Charing Cross trains from the Bexleyheath line (except during peak hours). With a rebuilt Lewisham, it planned to offer six trains to Cannon Street and three to Victoria each hour.
The Sidcup line would have six trains to Charing Cross and three to Victoria, with extra rush hour trains to Cannon Street.
A rebuilt Lewisham would mean changing trains wouldn’t be a hassle. But this row means nobody’s demanding that.
The problem isn’t simplifying the lines – it’s that TfL isn’t doing it
So there’s a genuine problem that TfL has tried to solve – it even gave it a name, “metroisation” – and the DfT is also pondering it, albeit in a more cack-handed, tight-fisted manner.
So cue the outrage. Early out of the traps were the Bexley Tories, launching a campaign to Keep Bexley On Track – even though Bexley Council leader Teresa O’Neill wrote a foreword to the document proposing what she is opposing. (The tweet below also pictures Labour’s Teresa Pearce, representing Erith & Thamesmead.)
All this achieves is to shield the Tories from being criticised over Grayling’s refusal to let TfL have the train service.
Then Eltham MP Clive Efford joined the angry brigade. This became about “Tory cuts” – not about Grayling’s refusal to work with Sadiq Khan to give us all a better train service.
None of this screaming and shouting is going to get anyone to work on time. It’ll just perpetuate a run-down, knackered network that needs a revamp. None of this is going to take a single car off the road or relieve pressure on buses and other forms of transport. It won’t cut our fares to the level that the rest of London pays.
And none of this is going to get any more trains through Lewisham, which is what’s badly needed here. And the only people who were going to get this done were TfL. And this row has neatly distracted attention from Chris Grayling’s failure to give Londoners control over our trains.
I would have expected our local politicians to have seen through this and taken the opportunity to campaign on this and tell us all to tell the DfT to just hand them over. But instead, with one exception (Greenwich & Woolwich’s Labour candidate Matt Pennycook, who has taken a more nuanced view) they just went on about trains from Blackheath, Eltham and Bexleyheath. It’s disappointing, to put it politely.
A more sensible answer would simply be to demand no simplification takes place until Transport for London is given control of the Southeastern Metro network.
Rowing over trains at Blackheath allows the government to dodge more serious issues
In any case, there are a heap of more serious issues that aren’t being addressed. In effect, the “no trains to Victoria” issue is a dead cat, stinking out issues that are more pressing.
- Why can’t we have TfL control our trains?
- Why are south-east Londoners paying more to use trains than those who use TfL services? Deptford to Slade Green is £2.80 off-peak – the equivalent journey on a TfL service would cost £1.50.
- Why is the Greenwich line’s rush hour service so unforgivably crap – it’s less frequent than the off-peak service, and is set to remain this way in 2018’s timetable – and what are the plans to fix this?
- Why on earth is the DfT working with out of date housebuilding figures?
- What planet is the DfT on when it expects passenger growth to be so slow?
- Why can’t we have TfL control our trains?
- Why can’t stations be staffed from first train to last, as happens on London Overground?
- What on earth is happening with the Gillingham to Charing Cross service? Is it going to be switched into a Thameslink service to Luton – as TfL’s business case for Southeastern suggests it may be – possibly cutting a rail link from Woolwich to Lewisham (and – incredibly, which is why I’m sceptical about this – leaving a huge piece of infrastructure, the Blackheath tunnel, little-used)?
- Are there any plans to cut service frequencies on any of our lines?
- Can we have the Bakerloo Line to Lewisham, then through Catford to Hayes as soon as possible, please?
- Why can’t we have TfL control our trains?
But no, the conversation has been derailed because of a row over where trains go from Blackheath and Eltham.
Have your say, and do it now
So there’s a consultation about all this, and a long questionnaire. It’s worth taking some time to read and respond. Replies need to be in by Friday 30 June (the deadline has been extended).
If you want to reply yourself, feel free to add to and play with this version of the response I’m sending. That’s if you want to try to shoehorn in as many references to TfL as possible, which is something you should be doing. The actual online form is restrictive, so it’s better if you send your response to the email address given.
In short, tell the government not to simplify Southeastern services unless they are handed to Transport for London, so the necessary improvement works can be carried out at Lewisham.
Oh look, a Tory candidate claims to be saving the day
On Wednesday, Bexleyheath & Crayford’s Tory candidate David Evenett posted that he had written to Chris Grayling. And guess what Grayling’s response was?
“To be clear, we are not proposing to reduce or change specific services.”
So, yes, dead cat. Of course, it’s only a consultation – any proposal to change services would come later. But this row has served its purpose in getting Chris Grayling off the hook for not devolving our trains so that Londoners can make decisions about their own trains. And MPs, councillors, passenger groups and amenity societies have fallen for it.This isn’t about you – or me. It’s about the neighbours we don’t yet have
It’s easy to see how this came about. There have been various consultations and documents about rail in south-east London (and Kent) over the past year or so, and many have been poorly and ambiguously presented.
Add this to the fact that many of our local politicians are simply clueless on infrastructure matters and are happy to parrot whatever they’re told, then you can see why a poorly-explained proposal can suddenly become a smokescreen for others to avoid scrutiny for their own clueless and dangerous decisions.
And frankly, this is about fairness. These campaigns are often led by people who have never had to avoid zone 1 to save money, or traded down to the bus to avoid Southeastern’s fares altogether. The vitally-important issue of TfL taking over and making our fares fairer often doesn’t even occur to them.
We may get a new transport secretary in the reshuffle that will follow the general election. And that may put a TfL takeover back on the table. If you don’t ask, you don’t get.
The future of transport in our part of London isn’t about your right to get an uninterrupted journey from Blackheath to your well-paid job near Victoria, nor is it about my right to cruise to from Charlton to Charing Cross. Even if you live in Eltham or Blackheath, you’ll be getting new neighbours soon, who’ll want to travel just as you do. It’s about the coping with fast-rising populations – and shifting me, you, and our new neighbours around the capital as quickly and efficiently as possible.
The days of gentlemen turning up in pin-stripes to get one of the three daily trains to Holborn Viaduct have long gone. We need frequent and reliable services that don’t rely on junctions that are shot to pieces.
If the price of extra trains and extra capacity is you or I having to wait five minutes at Lewisham for another train, then so be it. Our train network will be simplified eventually because it’s the only way to cope with greater demand. The real battle is over who’s in charge of it – people who understand London transport, or people who don’t.
So, please make time to read the document and respond to the consultation (here are some points worth making – please customise and add your own concerns – will work better if you email your response rather than use the online form). Demand TfL runs our railways, and gets the chance to sort out the tracks at Lewisham. It’s not the sexiest of rallying cries, but it might make all our lives easier in years to come.
Update 21 May: I’ve made a few tweaks to the response as the online form is very restrictive in how you can answer (and seems to think we all live near the high speed line…) Incidentally, below is an example of a well-meaning politician campaigning on this issue but getting it hopelessly wrong; Lewisham East Liberal Democrat Emily Frith prioritising the demands of well-heeled Blackheath over the needs of Hither Green and Lee.
Update 22 May: Lewisham East Lib Dem candidate Emily Frith has been in touch to say she has responded to the consultation and said TfL should take over Southeastern’s London services. See also her comment below.
It’s just a shame, though, that candidates seem to be prioritising the demands of narrowly-focused amenity societies in their campaigning rather than taking a broader view. What’s this? Oh, no, not the Greens as well…
Today’s announcement that the government won’t be devolving Southeastern’s metro rail services to Transport for London is the worst of all worlds for south-east London – and threatens to put parts of our local infrastructure under even greater strain.
Despite clear improvements to train services in north London which have already been transferred to mayoral control, transport secretary Chris Grayling has called such a move “deckchair shifting” – while refusing to let go of the Titanic’s wheel.
It’s also a massive blow to mayor Sadiq Khan – we’ve seen under Ken Livingstone, and to a smaller (and more ambiguous) extent under Boris Johnson, that fixing transport is the most visible way a mayor can change London for the better.
The devolution plan – first concocted under Johnson – would have separated Southeastern’s metro services from Kent/Sussex trains, and handed them to TfL to manage. This system – where TfL takes responsibility for fares, services and staffing – has worked wonders on London Overground, where services are up while delays and fare-dodging are down.
Now Khan looks like he’ll be denied this, as Grayling decides the service on the Grove Park to Bromley North shuttle is more appropriate for Westminster to deal with rather than City Hall.
But it also leaves south-east Londoners the most exposed to the ill-effects of Khan’s fare “freeze” – where fares on TfL services are frozen but travelcard, fare caps and National Rail fares will continue to increase.
Because of the actions of Grayling and Khan, south-east Londoners who rely on Southeastern face paying far more for our travel than those use can use the Tube or most services north of the river.
Here are the current fares – you can see where National Rail fares are increasingly out of synch with TfL tickets in the outer zones, despite the far inferior service. The TfL fare scale also applies to many National Rail services in west, north and east London, as part of recent policy decisions or for historic reasons.
Most National Rail fares will be 10p dearer from 2 January – but TfL tickets are frozen.
|2016 Oyster/ contactless fare||TfL – all||National Rail only||Using both in Zone 1|
With Khan pledging to keep TfL fares frozen until 2020, and Tory policy to keep increasing National Rail fares, these disparities will get worse, and start to affect people further into London. Worse still, commuters who use Southeastern and then change to the Tube in Zone 1 will continue to face a profiteering surcharge of up to £1.60 that many rail users in north, west and east London do not face.
Note also that off-peak zone 2-6 TfL fares are held down to £1.50 – the price of a bus fare – to drum up trade during quieter hours. No such good sense on National Rail. So someone travelling from Deptford to Erith gets whacked with a £2.70 fare; Canary Wharf to Upminster is just £1.50.
It’s worth pointing out here that Sadiq Khan refused an offer by TfL to freeze Travelcard prices and fare caps, which would have lessened the blow of continued National Rail fare rises.
This isn’t just about south-east Londoners being financially penalised. This also sets back infrastructure improvements – because TfL knows that central government’s inept management of National Rail services is putting pressure on its own operations.
TfL’s business case raised the possibility of improvements such as rebuilding the junction at Lewisham, which would enable more services to run through the station, and building new platforms at Brockley which would take pressure off the Jubilee Line at Canada Water.
These ideas don’t just come out of the goodness of TfL’s own heart. People are already voting with their feet because of the cost and unreliability of National Rail services. The business case highlighted how many passengers would rather take the bus to Brixton for the Tube than use unreliable National Rail services closer to their homes.
We see the same effect locally at North Greenwich, where thousands pile onto buses to avoid using Southeastern, putting massive strain on the local transport network. Part of this is down to the fare structure – travelling from North Greenwich only means a zone 2 travelcard, even if you start your journey by bus in Eltham or Blackheath. But if you miss a Jubilee Line train, there’s usually another one in two minutes. You can’t say that for Southeastern trains.
The punishment fare for changing in Zone 1 is also a factor. The DLR’s Woolwich Arsenal services were overwhelmed within months of their introduction. If you had a job at, say, Angel, why would you pay £5.50 to start your journey on an unreliable Southeastern train if taking the DLR would only set you back £3.90?
So SE London commuters face more years of paying more for less, unless the government can be persuaded to change its mind.
The government has little interest in the views of voters in Greenwich or Lewisham, as Tory election wins are thin on the ground here. But will voters in true-blue Bexley and Bromley punish their Tory MPs and councils over this? And will Khan have to modify his fare “freeze” so south Londoners lose out less? We’ll have to wait and see.
Greenwich, Charlton and Woolwich could get direct trains to Luton Airport under plans that are about to go out to consultation.
The plans would see trains seven days a week from Luton to Rainham, Kent, via Blackfriars, London Bridge, Greenwich and Dartford.
More services through London Bridge to north London and beyond will be possible when the Thameslink works are completed in 2018.
It would give passengers at Deptford, Greenwich, Maze Hill and Westcombe Park – who currently rely on trains to Cannon Street – a choice of London terminals after trains to Charing Cross permanently ended in January 2015.
The new lines through London Bridge to Blackfriars will run in between those to Charing Cross and Cannon Street, severing the old connection between Greenwich and the Charing Cross lines (although trains can still run in emergencies).
Trains would also stop at Charlton, Woolwich Arsenal, Plumstead, Abbey Wood and Dartford, but not at Woolwich Dockyard, Belvedere or Erith.
As well as connections to Luton Airport, passengers would also have direct links to Eurostar at St Pancras and Crossrail at Abbey Wood, as well as north-west London destinations at West Hampstead.
The trains would be operated by Thameslink rather than Southeastern, and the consultation is now on its website.
Elsewhere in south east London, Govia Thameslink Railway’s proposals also include increasing the miserly train service through Crofton Park and Catford from two to four trains per hour.
Meanwhile, local MPs have been pressing goverment ministers on the state of Southeastern with little success. Transport minister Paul Maynard couldn’t be bothered to answer a question from Lewisham East’s Heidi Alexander on whether Southeastern would be given new rolling stock in a debate on Thursday morning, although he was more forthcoming when asked for a meeting about Southeastern by the Conservative MP for Bromley, Bob Neill. Pressed by Eltham’s MP Clive Efford, he confirmed all local MPs would be able to attend.
But asked by Greenwich and Woolwich MP Matt Pennycook if he backed plans to devolve SE London’s rail services to TfL, transport secretary Chris Grayling was non-committal, saying he wanted to see proposals from mayor Sadiq Khan first.
1.15pm update: What gets given can also be taken away, and buried away in the full proposals are plans to cut little-advertised direct trains from New Cross Gate to Gatwick Airport and other destinations in Surrey and Sussex, with passengers expected to take slow Overground trains and change at Norwood Junction.
There’s a huge consultation survey, which covers a vast number of changes and makes some peculiar assumptions, available to fill in. The new Greenwich line trains are covered by questions 15, 16 and 31, Catford line in questions 17, 29 and 30 and New Cross Gate cuts in questions 45 and 56.
If you’ve got any big plans to go anywhere by rail over Easter, check your plans – there’ll be a big shutdown of lines through London Bridge over the holiday weekend, together with works on the Jubilee Line.
The rail works are part of the Thameslink Programme, the long-term scheme to remodel the lines from south-east London and Kent to accommodate new services to north London, Cambridge, and other destinations.
No trains will run from Charing Cross or Cannon Street between 3 and 6 April, as the lines through London Bridge will be closed. Trains will be less frequent and will run to and from Victoria, Blackfriars or New Cross instead.
Separately, works on the Jubilee Line mean services will only run between Waterloo and Stratford over Easter – causing problems for travellers seeking alternative routes to the West End.
A similar London Bridge closure last month was given minimal advance publicity, and while there was at least some better warning of this shutdown, it appears on the Southeastern website under the less than eye-catching headline of “Easter timetable changes”. There’s currently nothing on the Thameslink Programme site.
Hopefully they’ll ramp up the effort after the shambolic efforts seen in past months.
If you’re affected, it’s worth playing with Real Time Trains to see what’s happening from your local station, but here’s a rough guide to what’s happening on the metro lines in south-east London between Good Friday and Easter Monday.
Woolwich line (to Dartford): Every half-hour to/from Blackfriars, and diverted via Lewisham.
(Deptford, Greenwich, Maze Hill, Westcombe Park: Buses will run between Lewisham and Charlton.)
Woolwich line (to Gillingham): Every half-hour to/from Victoria.
Bexleyheath line: Every half-hour to/from Victoria.
Sidcup line: Every half-hour to/from New Cross (Victoria on Sunday only).
Hayes line: Half-hourly to/from Victoria.
Grove Park line: Half-hourly between New Cross and Tonbridge (Sevenoaks on Sunday only).
The Jubilee Line works see no service between Waterloo and Wembley Park from Good Friday to Easter Sunday; and Waterloo to Stanmore on Easter Monday. This is likely to be connected with badly-needed works to replace tunnel linings at Green Park.
There’s also no escape from if you’re planning to use London Overground, with East London Line services only running between Shadwell and Clapham Junction, West Croydon and New Cross between Good Friday and Easter Sunday.
Does anyone know what’s going on at Southeastern? A little snapshot from Twitter from Sunday provided an insight into just what a mess the rail company’s communications are in.
As mentioned earlier this month, Greenwich & Woolwich parliamentary candidate Matt Pennycook’s been chasing the firm over the ongoing issues from the Thameslink programme – particularly as services on the Greenwich line have been subjected to big cuts. What happened to the promised 12-car trains that would help mop up displaced passengers? This is a vital question, not just because of the problems faced by passengers, but because public money’s gone into extending platforms so they can accommodate longer trains.
Even though platforms up and down the line have been extended, there’s a problem with Woolwich Dockyard station, which lies in a brick cutting and can’t be extended. Even though this issue’s been known about for years, neither the Government nor Southeastern have fitted trains on the line with selective door opening (hop on the DLR at Cutty Sark to see this in action).
On Sunday morning, a despairing tweet from the Labour man:
Up popped the social media team at Southeastern…
Which prompted Pennycook to pull rank.
I’m sure Pennycook’s next exchange with Southeastern MD David Statham will be an interesting one.
So why did the Southeastern tweeter get it so wrong? Southeastern is strangely incapable of tailoring messages for different parts of its network – the same information that appears at Deptford also appears at Dover, even though services from those stations have nothing in common.
I took a day trip to Margate on Saturday and saw the same, rushed, generic poster about major engineering works there as I’d seen at Charlton – even though the two stations were affected in completely different ways. So if their communications department can’t tell Greenhithe from Greenwich or Westenhanger from Woolwich Arsenal, why would their Twitter team?
This lack of understanding of how different routes need different information also means Southeastern can’t even put across positive messages. Last week’s timetable change contains one big boon – late evening trains from Victoria to Dartford via Bexleyheath; providing an alternative West End terminal as well as help for anyone visiting King’s College Hospital.
These extra trains have had almost no publicity – just a single, tiny line in generic posters. People in Kidbrooke will be no more aware than their counterparts in Canterbury. So it wasn’t a surprise that when I took a late train back from Peckham Rye to Blackheath last Thursday, it was almost empty.
National politicians from both Labour and Conservative parties are as much to blame for Southeastern’s woes as the company’s dire management, as From The Murky Depths rightly points out. It’s laughable to see Bexleyheath’s Tory MP James Brokenshire threaten Southeastern with a “last chance” less than five months after his government colleagues rewarded the firm’s failure with a new franchise, rather than handing the metro routes to Transport for London.
If the capital had an effective political opposition, it’d be hammering the likes of Brokenshire on why London can’t run its own railway. It doesn’t, so they get away with this posturing.
But even if signals fail, points seize up and snow blocks the line, the one thing Southeastern has total control over is its communications – not just with passengers, but with local politicians. If it can’t even deal honestly with the latter, what hope has Southeastern got for dealing with the rest of us?
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.
As you may have noticed, it was rather hard to get home to south-east London last night.
A fire in signalling equipment at London Bridge saw all trains through the station cancelled at the beginning of the evening rush hour. The delays lasted beyond the rush hour and right to the end of the day.
I came through Charing Cross at 11pm and just managed to get a train back to Charlton which ran via Lewisham. Judging by the announcements telling people to use local buses, it seemed Southeastern had simply given up running a service on the other metro lines.
The disruption spread, and a perfect storm hit North Greenwich station – swamped by people bumped off Southeastern trains on the night of a gig at the O2, plus a Charlton Athletic home match. It’s chaotic enough on a normal night, but last night the police were called and the station was closed for a spell.
Everyone had their own story to tell. While a total wipeout of trains from London Bridge is rare, from 2015 there’ll be severe restrictions on mainline trains stopping at London Bridge as the station’s rebuilt for the Thameslink programme. Will North Greenwich be able to cope with the extra load?
Still, everyone caught in the disruption last night can be comforted by the fact that Greenwich Council, Boris Johnson and the owners of the O2 have the solution to everyone’s transport worries at North Greenwich. Yes, that’s right, they want to build a new road tunnel.
Oh, and don’t forget Boris Johnson’s other solution to our travel woes…
The future of our local transport is clearly in safe hands.