It was an unfortunate metaphor for the lack of proper investment in the Croydon Trams network over decades that, on Saturday night, large sections were shut down early for “essential” engineering works (it is always “essential”). Transport for London is about to celebrate the 25th anniversary of the tram network.
The trams have been a vital piece of Croydon, and south London, public transport infrastructure since 2000 – hence the need for frequent repair works, such as at the weekend.
The trams were the result of some quite visionary, and rare, local government work, with cross-party co-operation in the 1990s between Labour’s council leader Mary Walker and the Tory who succeeded her, Peter (now Lord) Bowness, working together to get crucial legislation passed.
And, after the weekend’s reminder of the network’s and rolling stock’s age, now Transport for London is celebrating 25 years of London’s 21st Century trams and “the network’s support of the growth and development of south London”, with an anniversary poster campaign.
London’s trams had been swept away in a rush for modernity (or buses) in 1952, before modern trams were introduced in 2000 to transform and reconnect communities from Wimbledon to Beckenham, to Mitcham and New Addington, re-establishing vital transport links and reducing congestion.
TfL has managed the services since 2007 and the network now carries more than 17million customers every year.
“The entire fleet is already fully electric, reducing emissions and supporting a cleaner, greener London, and step-free access is available throughout the network,” TfL says.
“Looking ahead to the next 25 years, planned improvements for London Trams include new vehicles, subject to funding, with multi-use areas, mobile charging points and real-time travel information.
“The trams will also feature the latest safety technologies, as part of TfL’s Vision Zero strategy.”
To mark the anniversary, an eye-catching poster celebrating London Trams will launch later this month as part of a series of 25th anniversary posters for TfL, which shine a spotlight on the transformative improvements and innovations that have enhanced customers’ lives over the past 25 years.
TfL’s Trish Ashton said, “The London Trams network has really transformed travel in south London, linking areas together and helping people make the most of this part of the capital.
“In the coming years we’re looking forward to building on our work to make journeys even more comfortable and easy to navigate.”
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Yes once upon a time politicians could work together and solve problems by using the machinery of the State to improve the quality of life. Up to about ten years ago I would say it was an excellent service until the disaster of the Crash revealed flaws that really should have been anticipated and the long term track replacement disruption, which now is a constant part of having to check if it is up and running. The trams for the most part are holding their age well and if only some visionary politicians could have expanded the network when borrowing costs were minimal it would have a far more optimistic outlook for it all than we have today.
Can you think of the name of a politician who might have blown the chance of suitable tram network expansion, Derek?
The trams in Birmingham and Manchester have both benefited from some far-sighted investment in their network expansion.
What, or who, could possibly have held back London’s trams?
Was it that horrible pillock who broke the law and caused 180,000 avoidable Covid deaths?
Also worth remembering the contribution of Ken Livingstone who was there for the public opening and instrumental in bringing Tramlink back under public control. Had he been re-elected in 2008, there’s little doubt that trams would now be running to Crystal Palace and possibly Sutton. Instead we had Bojo, the Dangleway, the Frankenstein bus, Boris island and the garden bridge.
Three times, in election statements, Blow Job promised the Crystal Palace tram extension.
Three times, he lied.
Nice new paint job coming up….. feel better already……
Sadiq Khan is unenthusiastic about trams. Government’s’ desire to restrain TfL spending reduce the prospects for tram extensions, in any case.
Didn’t stop all our money being flushed down the Silvertown traffic sewer
Let’s not all get viewing with rise-tinted spectacles!
I could list around 20 problems with the construction and continuing operation of Croydon Tramlink, and indeed with the pipedream extensions. That included a proposal to go to Central London too.
How we laughed at the stick-on lettering, cost-saving station name signs which some wags chose to peel off.
Or the slow-setting cement for delivery, that went into walls that then deteriorated when the adjoining heavy rail started up.
Or the night time working at children’s exams time.
A big ongoing issue is the lack of any ticket gates or entry payment to a conductor or indeed, in-compartment security.
When politicians say anything is a success, what are their criteria?
It is true that the tram system provides many social, economic and environmental benefits.
In terms of build costs as a private company, they were not published.
It was rumoured that was £170m up to the opening year 2000.
Does anyone have the running costs, income and thereby the annual profit / loss (subsidy) and any idea of fare evasion costs?
I would just like to put a qualifier into the, no doubt imminent, political blanket assertions of ‘success’.
I remember the government only being wiling to see the tram go ahead if spend was capped at £120m.
This led to cuts like a cut and cover separation of tram and road traffic at the top of Gravel Hill being dropped. This led to the awkwardly large Coombe Lane Ballards Way junction.
You seem to dispute that the Tram Project has generated a long term positive return over it’s existence. If you want to put it in perspective Croydon Council earlier this century borrowed around £140 million on the construction of Bernard Wetherhill House. A comparable amount of money to this investment. I think you should put a qualifer on your “qualifier into the, no doubt imminent, political blanket assertions of ‘success’.”
To add some clarity to the finances etc of Tramlink – much of which is on line. The Government of the time offered about £125million by way of grant. The consortium that built it had to cover the remainder of the cost on a design, build and operate basis. I understand the consortium (TCL) contribution to be around £100million. Croydon Council itself were not allowed to be party to the capital cost but spent several £ millions on various activities such as planning and overseeing aspects of utilities, approvals and construction.
Savings were made on the original scheme estimate by deleting the tunnel that Andrew mentions. The New Addington branch was shortened so that it doesn’t quite reach the shopping parade area. There were other smaller savings and rescheduling of utilities works to save time and cost.
Revenue from ticket sales were reasonable but insufficient to cover repayment of TCL’s borrowing and predicted longer term maintenance. TfL then bought out TCL for the outstanding debt believed to be around £100million.
Was it worthwhile, financially or otherwise? Financially, probably yes, when compared to other light rail schemes. Footfall in the town centre rose by 17% according to one survey. The reliable service to New Addington allowed residents to seek employment further afield and house prices rose along the route. It’s a “green” form of transport, certainly until we have non fossil fuel buses.
Extension wise, Crystal Palace is probably the most feasible and detailed studies have been done. I was not aware of ideas for extending to central London but we did look briefly at a Purley to Norbury area route. Since there is good heavy rail north south through Croydon such ideas are unlikely to be pursued. Cost wise, building tram routes on roads is expensive when compared to off road. Also, the current route layout and depot have capacity limitations.
Many of the senior staff and Councillors from the Tramlink construction era are no longer with us but I believe they delivered a positive benefit for Croydon – certainly better than many other public sector projects in the Borough.
So when are the 25 year old death trap trams getting replaced? They are obsolete, the company folded and Variobahn provided the very comfortable and SAFE new ones, which should be the whole fleet as recommended in the report for the tragic fatal crash. How many years ago??