Rail fare hike: the 10 worst London commutes

Today's spike in train fares hits some journeys harder than others.

A moment's silence for those of us who have to get around by train. Over the last month we have had to deal with floods, signal failures, staff shortages and overcrowding. Now comes the news that rail fares are to be hiked once again.

The average rise is only 4.3 per cent, but as long as they stick to this average, train companies can increase the prices of some tickets as far as they like. The result is uneven, some routes are hit worse than others. Campaign groups point out that this is the 10th successive above-inflation rise, London commutes being particularly affected. Here are the 10 worst hit London travel routes:

1. Sevenoaks to London has gone up 87 per cent in the last 10 years. Weekly tickets have gone from £41.50 to £77.80 and season tickets from £1,660.00 to £3,112.00.

2. Ashford International in Kent to London has gone up 80 per cent in the last 10 years. Weekly tickets have gone from £66.50 to £119.50, and season tickets from £2,660.00 to £4,780.00.

3. Bracknell to London has gone up 78 per cent in the last 10 years. Weekly tickets have gone from £55.70 to £99.00, and season tickets from £2,228.00 to £3,960.00.

4. Canterbury to London has gone up 78 per cent in the last 10 years. Weekly tickets have gone from £67.50 to £120.30, and season tickets from £2,700.00 to £4,812.00

5. Tunbridge Wells to London has gone up 71 per cent in the last 10 years. Weekly tickets have gone from £60.30 to £103.30, and season tickets from £2,412.00 to £4,132.00.

6. Maidstone to London has gone up 68 per cent in the last 10 years. Weekly tickets have gone from £59.00 to £99.00, and season tickets from £2,360.00 to £3,960.00.

7. Tonbridge to London has gone up 68 per cent in the last 10 years. Weekly tickets have gone from £56.00 to £94.20, and season tickets from £2,240.00 to £3,768.00

8. Gillingham to London has gone up 67 per cent in the last 10 years. Weekly tickets have gone from £55.10 to £91.80, and season tickets from £2,204.00 to £3,672.00.

9. Hastings to London has gone up 59 per cent in the last 10 years. Weekly tickets have gone from £72.00 to £114.60, and season tickets from £2,880.00 and £4,584.00.

10. Eastbourne to London has gone up 58 per cent in the last 10 years. Weekly tickets have gone from £68.00 to £107.60, and season tickets from £2,720.00 to £4,304.00.

The data came from Campaign for Better Transport, and was calculated using the weekly and season ticket prices between 2003 and 2013. It took inflation into account. (There is not yet a complete data set for travel routes outside London).

Stephen Joseph, the executive director of Campaign for Better Transport, said:

“These fare spikes are bad for people and bad for the environment. Once again, the Government is talking tall but walking short when it comes to ensuring the transport sector tackles climate change. If it is serious about tackling climate change, it must ensure train journeys are an attractive, affordable option for people.”

The average rise in fares is 4.3 per cent. Photograph: Getty Images
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There's something missing from our counter-terrorism debate

The policy reckoning that occured after the 2005 terrorist attacks did not happen after the one in 2016. 

“Once the rockets are up, who cares where they come down? That's not my department, says Wernher von Braun.” That satirical lyric about Nazi rocket scientists has come to mind more than few times watching various tech giants give testimony in front of the Home Affairs Select Committee, one of the underreported sub-plots of life at Westminster.

During their ongoing inquiry into hate crime in the United Kingdom, committee chair Yvette Cooper has found a staggering amount of hate speech being circulated freely on the largest and most profitable social media platform. Seperately, an ongoing investigation by the Times has uncovered how advertising revenue from Google and YouTube makes its way straight into the coffers of extremist groups, ranging from Islamist extremists to white supremacists and anti-Semites.

One of the many remarkable aspects of the inquiry has been the von Braunesque reaction by the movers and shakers at these tech companies. Once the ad revenue is handed out, who cares what it pays for? That’s not my department is the overwhelming message of much of the testimony.

The problem gains an added urgency now that the perpetrator of the Westminster attacks has been named as Khalid Masood, a British-born 52-year-old with a string of petty convictions across two decades from 1982 to 2002. He is of the same generation and profile as Thomas Mair, the white supremacist behind the last act of domestic terrorism on British shores, though Mair’s online radicalisation occurred on far-right websites, while Masood instead mimicked the methods of Isis attacks on the continent.  Despite that, both fitted many of the classic profiles of a “lone wolf” attack, although my colleague Amelia explains well why that term is increasingly outmoded.

One thing that some civil servants have observed is that it is relatively easy to get MPs to understand anti-terror measures based around either a form of electronic communication they use themselves – like text messaging or email, for instance – or a physical place which they might have in their own constituencies. But legislation has been sluggish in getting to grips with radicalisation online and slow at cutting off funding sources.

As I’ve written before, though there  are important differences between these two ideologies, the radicalisation journey is similar and tends to have the same staging posts: petty criminality, a drift from the fringes of respectable Internet sub-cultures to extremist websites, and finally violence.  We don’t yet know how closely Masood’s journey follows that pattern – but what is clear is that the policy rethink about British counter-terror after the July bombings in 2005 has yet to have an equivalent echo online. The success of that approach is shown in that these attacks are largely thwarted in the United Kingdom. But what needs to happen is a realisation that what happens when the rockets come down is very much the department of the world’s communication companies. 

Stephen Bush is special correspondent at the New Statesman. His daily briefing, Morning Call, provides a quick and essential guide to British politics.