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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Emmanuel Macron's French election victory may change less than most expect

The centrist is not the first to succeed from outside the traditional parties in the Fifth Republic.

Emmanuel Macron has won the first round of the French presidential election, and will face Marine Le Pen in the run-off.

The numbers that matter: Emmanuel Macron 24 per cent, Le Pen 21 per cent, François Fillon 19.9 per cent, Jean Luc Mélenchon 19.9 per cent and Benoît Hamon 6.3 per cent.

According to the polls - which came within 0.9 per cent of the correct result in the first round - Macron will easily defeat Marine Le Pen in the second round.

The single transferable take that compares Macron to Hillary Clinton and Le Pen to Trump ignores a few things. Not least his programme, the different electoral system and the fact that Macron is popular - the most popular politician in France, in fact. Jean Luc Mélenchon declined to back a candidate in the second round and will poll his supporters on who his leftist bloc should back. But it's not comparable to the feud between Bernie Sanders and Clinton - which, in any case, was overwritten. Most Sanders supporters backed Clinton in November. The big story of that election was that the American mainstream right backed Donald Trump despite his manifold faults.

The French mainstream right is a very different beast. Fillon has already thrown his weight behind Macron, warning against the "violence" and "intolerance" of the National Front and the "economic chaos" its programme would inflict. And to the extent that it matters, Hamon has also endorsed his former party colleague, saying that there is a difference between a "political adversary and an enemy of the Republic."

So, if he wins, has everything changed, changed utterly? That's the line in most of the papers this morning, but I'm not so sure. French politics has always been more fissiparous than elsewhere, with parties conjured up to facilitate runs for the Presidency, such as the Democratic Movement of perennial candidate, now Macron backer François Bayrou, and Mélenchon's own Left Party.

I'm dubious, too, about the idea that Macron is the first to succeed from outside the traditional centre-right and centre-left blocs in the history of the Fifth Republic. That honour surely goes to Valéry Giscard d'Estaing, a popular finance minister in a Gaullist administration, who ran on a independent centrist platform in 1974 - and won the presidency.

Giscard d'Estaing had no majority in the National Assembly and had to "cohabit" with his former colleagues on the Gaullist right. In the long run, far from upending the left-right pattern of French politics, he continued it. (Indeed, d'Estaing is now a member of the centre-right Republican Party.)

You don't have to look hard to see the parallels with Macron, a popular finance minister in a Socialist administration, running on an independent centrist platform and very likely to win, too.

France's underreported and under-polled legislative elections in June will give us an idea of the scale of the change and how lasting it may be. If, freed from the taint of Fillon's scandals, the French Republicans can win the legislative elections then talk of the "death of the traditional centre-right" is going to look very silly indeed.

Equally, while Hamon won the presidential nomination, the Socialist Party's legislative candidates are largely drawn from the party's right. If En Marche!, Macron's new party, can go from no seats at all to the largest group but are short of a majority their natural allies in getting through Macron's programme will be from the remains of the Socialists. Far from irrevocably changing the pattern of French politics, Macron's remarkable success may simply mark a period of transition in the life of the French Left.

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

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