Author Archives: Charles Martin

Forum update January 2017

Some highlights from the SRUF meeting held on 19 January 2017:

  • The Wimbledon loop will benefit from all new trains (class 700) by May 2017.
  • A dynamic solution for Wimbledon loop destinations is now, at last, to be investigated (with the intention of reflecting the fact that services do not always terminate at Sutton but continue either towards West Sutton, Sutton Common and Wimbledon or towards Carshalton and Hackbridge).
  • Inaccuracies with information provided on Customer Information Screens at Sutton station platform 1, regarding the expected departure time of Thameslink services towards central London, is to be investigated.
  • The poor connectivity that currently exists at West Croydon between certain London Overground and Southern services during the evening period is to be reviewed. Prior to December 2015, all London Overground services from Whitechapel/Canada Water connected with all Southern services to Sutton, providing four journeys an hour. Since December 2015, although four services an hour operate, only two connect. It is hoped this anomaly will be rectified in the May 2017 timetable.

v1: Charles Martin 20.01.2017

Govia Thameslink Railway 2018 timetable consultation: an initial look

On 15 September 2016 Govia Thameslink Railway (GTR) launched an extensive consultation setting out proposed changes to the timetable which will be operated by GTR in 2018 following completion of the Thameslink Programme. Details of the consultation, which runs until 8 December, along with information on the proposed changes, are available from the websites of all the GTR brands: SouthernThameslink and Great Northern; and Gatwick Express.

In this post, Charles Martin takes an initial look at some of the proposals outlined for the Southern Metro and Wimbledon loop

The 2018 timetable may be a step in the right direction. For suburban south London, the  benefits of the new timetable look as though they will include the welcome and long overdue addition of extra trains in the peak periods, and the regularisation of the timings of some services (possibly enabled through the consolidation of routes).

In many cases, though, routes will continue to offer just a thirty-minute interval service. This is most notable, perhaps, on the the Thameslink route through Sutton and Wimbledon. Although later evening and earlier Sunday morning trains are proposed for the Wimbledon loop, along with some welcome additional peak-hour services, the continuation of a low-frequency service here will do nothing to make orbital journeys in this part of London any easier. It looks as though the tranquility, afforded to users of West Sutton and Sutton Common stations, is set to continue for a while yet.

There is one station in the borough that will see a fair increase in trains, and that is Belmont. The off-peak offering is to be increased from one an hour to every thirty minutes. Not sure yet whether this will include Sundays though (currently no service).

At stations currently served by four trains an hour, there is no guarantee that these will run at evenly spaced 15-minute intervals in future. However, the Victoria route through Carshalton Beeches, Wallington, West Croydon and Norbury, that currently operates with 9 and 21-minute intervals, could be an welcome exception, as the outline timetable suggests that trains on this route will run “every 15 minutes”.

There is a proposal for the half-hourly, Monday to Saturday off-peak, semi-fast Victoria service, originating at either Dorking or Horsham, to additionally call at Carshalton. But, even when combined with the half-hourly Epsom to Victoria service calling at most intermediate stations, there is still likely to be significant gaps between trains. It had been hoped that a regular, fifteen-minute interval, service, calling at all intermediate stations (as has been in operation during weekday evenings and on Sundays during the day since December 2010) would be introduced. (Reasons for this preference have been outlined in our previous consultation responses – see the Publications page for details).

Hackbridge (an area of growth) will gain two additional services towards central London during the high morning peak, but there are to be no additional trains at off-peak times. Hackbridge actually looks set to lose services in the evening and on Sundays too, if proposals for two of the four existing Victoria services each hour to no longer call at the station go ahead. So, back to every 30 minutes.

Mitcham Junction (for connections with Tramlink) and Mitcham Eastfields (a station that has seen a significant increase in patronage since opening in 2008) are, like Hackbridge, to see a reduction in trains during the weekday evenings and on Sundays. Similarly, opportunities to connect with the Northern Line at Balham are to be diminished.

One proposal that the rail operator highlights is the introduction of an all day service (every 30 minutes) between Epsom and London Bridge through West Croydon, with a stopping pattern as currently exists during peak hours only. This will restore a direct services to and from London Bridge for the off-peak that was lost (without much concern) when the London Overground services to West Croydon were introduced (much heralded). It will also ensure there are two direct trains an hour between Cheam and West Croydon (with six an hour – up from five – through Cheam, linking Sutton with Epsom (and beyond)).

New services are welcome, but whether the London Bridge offering is the best option is debatable. Apparently, there have been “strong stakeholder requests and passenger demand” for this service (although SRUF have not been aware of this, and evidence for this assertion would be welcome). It is also worth noting that at certain times of the day it is currently possible to travel from London Bridge to Wallington in around 24 minutes (cross-platform change at Norwood Junction). Just imagine if such journey opportunities were available all day, and every fifteen minutes or so.

And this leads to the really big question that hangs over this 2018 timetable consultation. The focus is on a line by line basis, with very little regard for network connectivity. There is nothing here to suggest that consideration has been provided to facilitate robust interchange between these (in general low-frequency) services. Perhaps the four regular-interval Southern services will connect quickly and expediently with the four London Overground trains at West Croydon. There again, as has been the case during the evenings since December 2015, perhaps they will not. Who knows?

SRUF has called for more frequent services at regular intervals, better connectivity and removal of timetable anomalies for nearly fifteen years now. It will be interesting to see to what degree these have been realised when the Thameslink programme is complete in 2018. Travelling by rail at peak times can be quite challenging in south London (a situation that was exasperated during the summer of 2016 with a higher than usual level of train cancellations and delays), so the additional capacity (even though not as much as we would like) will help. The 2018 timetable may be a step in the right direction.

The 2018 timetable, however, is not enough. Journey patterns are changing (people commute to Sutton as well as away from Sutton) and orbital journeys matter too. And London is growing. As the Turning south London Orange report (Centre for London, January 2016) described, reforming suburban rail could support London’s next wave of growth. There is a lot at stake. The delivery a high-frequency suburban network, that works for everyone, is long overdue. It looks as though we are going to have to wait a while yet.

There will be an opportunity to discuss this consultation at the October meeting of the forum. Details on our Date of next meeting page.

What about Worcester Park? Services here are provided by South West Trains, and so Worcester Park is not subject to this consultation. It is worth remembering that a major recast of the timetable was carried out by South West Trains in 2005. This resulted in users of the station enjoying an evenly-spaced four trains an hour service calling at intermediate stations between Waterloo and Dorking (further enhanced by additional trains during the peak) ever since. Prior to that, there was a not dissimilar service pattern to that now proposed for Carshalton. Things could be improved further at Worcester Park, though, by extending the fifteen-minute interval service up to the last train.

v1: 29.09.2016. Some corrections 30.09.2016 

TfL and DfT partnership for a joined-up London rail network

A week after the publication of the Centre for London’s report Turning south London Orange: reforming rail to support growth, the secretary of State for Transport, Patrick McLoughlin, and the Mayor of London, Boris Johnson, announced a new approach to the delivery of rail services in London and the south east.

In an announcement on 21 January 2016, the Department for Transport (DfT) and Transport for London (TfL) set out a commitment to improve capacity and service levels across the region’s rail network. Essentially, the DfT and TfL will work together to create a more joined-up London rail network with more frequent services and increased capacity.

The proposals are set out in a prospectus to accompany a consultation (open until 18 March 2016). Details are provided at: A new approach to rail passenger services in London and the south east.

At last things are on the move, and appear to be heading in the right direction! As long ago as December 2004, in our response to the Brighton main line Route Utilisation Strategy, we asked for London’s suburban rail services to operate at regular intervals (at least every 15 minutes, ideally every 10 minutes), with the same stopping pattern all day. Over eleven years later, and perhaps London is finally set to get the joined-up, efficient, welcoming and whole transport approach that will make our lives a whole lot better.

v2: 07.02.2016


Turning south London orange

On the 14 January 2016, the Centre for London published a new report “Turning south London Orange: reforming suburban rail to support London’s next wave of growth”.

The press release read: “South London’s transport network is over-crowed and congested. By 2025, the population is set to grow by 270,000 and the pressure on rail services will intensify. The solution? Upgrade south London’s rail network into the Overground, by devolving rail services to Transport for London”.

Details can be found at the Centre for London’s website in Turning south London Orange: Reforming Suburban Rail to support London’s next wave of growth, where you can also download the the report.

This is very exciting news! After all, reforming suburban rail in south London to deliver more frequent services, with improved connections, has been the mainstay of the Sutton Rail Users’ Forum campaigning for the last 15 years (see documentation on the Publications page for more on this).

v1: 24.01.2016