London's useless cable car is still useless, getting more so every week

Boris Johnson's time as mayor has been marked by expensive vanity projects masquerading as practical transport upgrades.

East London's cable car, connecting the Greenwich peninsula with the Royal Victoria Docks, is - to the surprise of absolutely nobody - proving itself quite the failure. The latest revelation is that only four people used it as part of their commute in the week ending 19 October, according to ridership figures uncovered by Snipe London.

Taking the cable car more than five times in any week triggers a discount for those who pay with Oyster cards, but considering the cable car connects two conference centres on either side of the river it’s unsurprising that so few people find it of any use. Here’s Darryl Chamberlain of Snipe:

23,029 journeys were recorded that week – well down on the 42,463 a year previously. The sharpest drops were seen at the weekend, indicating the cable car’s novelty as a tourist attraction is fading.

Indeed, the cable car’s second busiest day that week was Thursday, with 3,521 journeys, a figure likely to have been boosted by a teachers’ strike that day. Across the week, 468 students and teachers were carried free as part of a schools’ scheme.

On top of the four regular Oyster commuters, just 18 multi-trip passes – allowing users to pay in advance for 10 journeys across a year – were sold, compared with 41 last year.

This is, of course, just for one week. It might seem unfair to look at such a small dataset and declare the whole project a failure, especially seeing as there might have been some kind of post-Olympics boost last year that is no longer present.

I’ll direct you to the work of Boris Watch, a blogger who has been doing excellent work keeping on top of the data that comes out of both Transport for London and the office of the Mayor of London. Here’s a chart he’s made of ridership data for the cable car so far in both 2012 and 2013:

It started out not-great (if you exclude the Olympics, when it provided a direct link between two venues), and from there it’s been getting worse. This is why TfL has started referring to it as a tourist destination in itself - after all, despite what the Tube Map might claim, neither end of the cable car is particularly close to either North Greenwich or Royal Victoria stations - instead of pretending any more that it's of use as a commuter link across the river.

I actually took the cable car last week, as I was heading to Royal Victoria Docks and it was on my (admittedly, unusual) route. Here's what it's like to take it, at night:

It's hard not to feel that if the cable car had been located somewhere in central or west London (that is, somewhere tourists might want to visit) instead of east London - and its views of mudflats, the Beckton Sewage Works, and yuppie apartment blocks - it might have done considerably better.

Boris' own transport projects are all in some kind of trouble, to an extent (unlike the ones, like the Overground, which he inherited from Ken Livingstone and which are exceeding all expectations). The New Bus For London is being rolled out to more routes around the capital despite being more expensive to run and, apart from aesthetically, arguably inferior on all the counts that matter (emissions, manoeuvrability, capacity) compared to the standard hybrid buses it is replacing. Boris’ attempts to sell it to Hong Kong were thwarted as the transport authorities there pointed out that its air conditioning is - as many Londoners discovered this summer - completely ineffectual. Their frequent breakdowns don't help sell them either.

Barclays Cycle Hire also seems to be in trouble, with ridership slowly declining year-on-year, which means it is unlikely to (as originally hoped) eventually cover its own operational costs. This is despite £5m sponsorship per year from Barclays. The cable car is called the Emirates Air Line on the Tube Map because Emirates was supposed to have underwritten the costs of building and running it, but a budget overrun had to be footed by the taxpayer

These are needless, frustrating expenses for TfL, which has some pressing issues to sort out elsewhere. Having to raid the budgets of things that are actually useful (like, say, the Underground) to finance boondoggles, while also dealing with a decreasing subsidy from central government, makes those inflation-busting London transport fares even harder to take.

Not a particularly spectacular view. (Photo: Getty)

Ian Steadman is a staff science and technology writer at the New Statesman. He is on Twitter as @iansteadman.

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John Major's double warning for Theresa May

The former Tory Prime Minister broke his silence with a very loud rebuke. 

A month after the Prime Minister stood in Chatham House to set out plans for free trading, independent Britain, her predecessor John Major took the floor to puncture what he called "cheap rhetoric".

Standing to attention like a weather forecaster, the former Tory Prime Minister warned of political gales ahead that could break up the union, rattle Brexit negotiations and rot the bonds of trust between politicians and the public even further.

Major said that as he had been on the losing side of the referendum, he had kept silent since June:

“This evening I don't wish to argue that the European Union is perfect, plainly it isn't. Nor do I deny the economy has been more tranquil than expected since the decision to leave was taken. 

“But I do observe that we haven't yet left the European Union. And I watch with growing concern  that the British people have been led to expect a future that seems to be unreal and over-optimistic.”

A seasoned EU negotiator himself, he warned that achieving a trade deal within two years after triggering Article 50 was highly unlikely. Meanwhile, in foreign policy, a UK that abandoned the EU would have to become more dependent on an unpalatable Trumpian United States.

Like Tony Blair, another previous Prime Minister turned Brexit commentator, Major reminded the current occupant of No.10 that 48 per cent of the country voted Remain, and that opinion might “evolve” as the reality of Brexit became clear.

Unlike Blair, he did not call for a second referendum, stressing instead the role of Parliament. But neither did he rule it out.

That was the first warning. 

But it may be Major's second warning that turns out to be the most prescient. Major praised Theresa May's social policy, which he likened to his dream of a “classless society”. He focused his ire instead on those Brexiteers whose promises “are inflated beyond any reasonable expectation of delivery”. 

The Prime Minister understood this, he claimed, but at some point in the Brexit negotiations she will have to confront those who wish for total disengagement from Europe.

“Although today they be allies of the Prime Minister, the risk is tomorrow they may not,” he warned.

For these Brexiteers, the outcome of the Article 50 negotiations did not matter, he suggested, because they were already ideologically committed to an uncompromising version of free trade:

“Some of the most committed Brexit supporters wish to have a clean break and trade only under World Trade Organisation rules. This would include tariffs on goods with nothing to help services. This would not be a panacea for the UK  - it would be the worst possible outcome. 

“But to those who wish to see us go back to a deregulated low cost enterprise economy, it is an attractive option, and wholly consistent with their philosophy.”

There was, he argued, a choice to be made about the foundations of the economic model: “We cannot move to a radical enterprise economy without moving away from a welfare state. 

“Such a direction of policy, once understood by the public, would never command support.”

Major's view of Brexit seems to be a slow-motion car crash, but one where zealous free marketeers like Daniel Hannan are screaming “faster, faster”, on speaker phone. At the end of the day, it is the mainstream Tory party that will bear the brunt of the collision. 

Asked at the end of his speech whether he, like Margaret Thatcher during his premiership, was being a backseat driver, he cracked a smile. 

“I would have been very happy for Margaret to make one speech every eight months,” he said. As for today? No doubt Theresa May will be pleased to hear he is planning another speech on Scotland soon. 

Julia Rampen is the editor of The Staggers, The New Statesman's online rolling politics blog. She was previously deputy editor at Mirror Money Online and has worked as a financial journalist for several trade magazines.