Harringay, Haringey - So Good they Spelt it Twice!
TfL likley to Take over Services to Harringay and Hornsey by 2022
A minister in the Department for Transport has given the go-ahead for Transport for London to continue developing proposals for the transfer to TfL of 'Great Northern Inner Suburban' rail services (slow and semi-fast services between Moorgate/Kings Cross and Hertford North/Stevenage/Welwyn Garden City).
In a letter to Deputy Mayor Heidi Alexander, the minister, Chris Heaton-Harris, wrote that although the potential benefits and risks of the transfer are 'finely balanced', he believes that 'there is sufficient justification to explore the future of these services in more detail '. He referred to a project plan developed by TfL to implement the transfer before September 2022, but cautioned against committing to a firm date at this stage.
Text of letter from Minister of State for Transport to Deputy Mayor of London for Transport
Heidi Alexander
Deputy Mayor, Transport, and Deputy Chair TfL
By email19 June 2020
Dear Heidi
Great Northern Inners
I am writing with regards to the future of the Great Northern Inner suburban services which we discussed when we met on 27 January.
As you know Transport for London (TfL) have submitted a Strategic Outline Business Case (SOBC) for the devolution of these services. This has now been reviewed by my officials, and I have been advised of the potential benefits of devolution and the challenges which would need to be overcome to deliver a successful transfer to TfL.
I must stress that the potential benefits and risks are finely balanced and there is significant uncertainty surrounding some of the key underlying assumptions. That said l believe there is sufficient justification to explore the future of these services in more detail, and I have asked my officials to support TfL in developing this proposal further.
As you know from our recent meeting, I am absolutely committed to creating a railway that works for passengers. This further work must robustly consider the extent to which the option presented in the SOBC is in the best interests of all passengers and the tax-payer.
I understand officials from both TfL and my own Department have worked together collaboratively over recent months to consider the future of the Great Northern Inners. This close working highlights our collective ambition to improve services for passengers and I would be grateful if TfL could continue to work in the same collaborative spirit to ensure we develop a robust, comprehensive and compelling Outline Business Case.
Outline Business Case
This should be developed in accordance with the Department's standard principles and processes, and my officials will of course be available to support you.
I would like to draw your attention to some key areas which should be covered in more detail than was considered in the Strategic Outline Business Case. It will be important to incorporate within the Outline Business Case the full consideration of options, and the rationale that leads to a particular option being taken forward.
Strategic Benefits and Risks
Once the preferred option is identified, the Outline Business Case should clearly articulate the extent to which this proposal ts compatible with the anticipated industry reforms. It should also demonstrate why the preferred option best delivers the expected benefits A clear assessment of the potential risks should be set out along with appropriate mitigation measures where appropriate.
Out-boundary safeguards
Devolution of the Great Northern Inners would result in some stations outside the GLA boundary being served by TfL services. These stations are: Potters Bar, Brookmans Park, Welham Green, Hatfield, Welwyn Garden City, Cuffley, Bayford, Hertford North, Watton-at-Stone, and Stevenage. The Outline Business Case should clearly set out the safeguards TfL shall establish to ensure accountability to passengers travelling to/from these stations.
Self-contained
As you know, the Great Northern Inners interact with other operators on critical infrastructure including an important section of the East Coast Main Line. The services are operated by a dedicated fleet of new-build trains which are currently maintained and stabled at Hornsey Depot alongside trains which operate Thameslink, Gatwick Express and other Great Northern services. The Outline Business Case should detail the extent to which the devolution of services supports strategic decision making and delivers operational simplicity that does not impact on the performance of other services.
Timing of Transfer
I note that TfL and DfT officials have developed a project plan which could potentially deliver a transfer before September 2022. Before any date of transfer is determined I would like to be assured that we can achieve all we need to in terms of deliverability and that there would be no detrimental impact on passengers in terms of service et. Thus I propose that DfT and TfL officials vork together lo identify a realistic and deliverable transfer date that work for both TfL and the Department for Transport before committing to a firm date.
Costs
I understand the SOBC assumed that any transfer would be cost-neutral for the Department compared to a base case of continued Departmental specification. Given the Department is now providing emergency funding to TfL, I ask that the Outline Business Case sets out how this would work in practice including a consideration of the impact of the pandemic, and how the Department and TfL can work together to control cost. Any transfer must not threaten TfL's ability to deliver other priorities.
Any transfer of services will ultimately require approval from HM Treasury.
Wider implications for rail services within London
The decision to explore the future of the Great Northern Inner services further does not necessarily imply that other rail operations that TfL have identified as being of interest would be devolved in future. Any such proposals would be considered on their merits.
Yours sincerely,Chris Heaton-Harris MP
Minister of State for Transport
Replies to This Discussion
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Permalink Reply by Michael Anderson on
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About bloody time!
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Permalink Reply by Gordon T on
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Ah, but what are you hoping for, Michael and kotkas, at Harringay and Hornsey? A transformation such as the Barking-Gospel Oak line has had since TfL took it on in 2007?
1) New trains. 2) More frequent trains. 3) Improved stations. 4) Longer staffing hours. 5) Electrification.
So:
1) Done. 2) Possibility of 8 trains an hour not 6 in 2020-21 Great Northern timetables. 3) Harringay station ticket office is currently being renewed by Network Rail over the summer. 4) Too early to say. 5) Done ages ago.
So by the time TfL might be permitted to take it over, the set of improvements that remain for TfL to undertake is a lot less than Barking-Gospel Oak. If they can afford to do anything, post-virus.
I'd also point out that the Secretary of State for Transport is MP for Welwyn Hatfield, which may be why his underling has written to City Hall. The optics have been checked, unlike the Jenrick affair.
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Permalink Reply by kotkas on
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Those are all fair points Gordon. To be honest, TFL has much greater form in keeping up the premises and generally managing the services. I am not particularly au fait with how these things work, but I was under the impression that 80% of the delays were signalling delays caused by interoperability of the rail systems at some juncture between FP and Kings X.
If TFL manages to run a few more 'Local' trains - meaning that these don't go all the way up, this could potentially result in more timely services. Again pure conjecture as I don't know quite how these things work...
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Forgive me for interjecting, but adding extra services places extra stress on operability of signalling.
Lots of Londoners clamour for an Overground style takeover. On the North and East London Lines, this was an incredibly appropriate way to force growth.
Of course I want that metro level, but I'm suspicious to the viability when our part of the East Coast Main Line is already very busy, especially in the peaks.
EDIT: To whit I mean... Easy to turn a two train per hour line through hungry population centres into a viable metro railway. Is that the case in Harringay (take your Harringay hat off first, please!)
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On the one hand the two 'extra' trains run now (well on a full timetable they do) - they just don't call at Harringay or Hornsey, which saves a whole two minutes between Finsbury Park and Alexandra Palace. And the timetable was written when the old trains were in service - the new stock has more power so is probably able to keep time Moorgate - Welwyn even with two more calls.
On the other hand six trains an hour, even with irregular intervals between services, is Metro-frequency, so large parts of London, never mind the rest of the country, would roll its eyes and wonder what the fuss is about!
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Not currently being able to travel from Harringay station before 9:30 with a 60+ Oyster Card but being permitted to do so from Finsbury Park for one thing.
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That was true until Monday 15th June, but since then Freedom Passes and 60+ cards are not valid on any service - from Harringay, Finsbury Park or elsewhere - before 0900 Mon-Fri (bus, tube etc. as well as Great Northern), as part of the government's bail-out of TfL's finances.
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Still can’t travel from Harringay until 9:30 try it and your pass is rejected
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Indeed: I meant not before 0900 anywhere (that's the change), plus not before 0930 as before on National Rail e.g. Harringay. Sorry that I wasn't clear enough.
The previous 24/7 permittance from Finsbury Park is because National Rail from there to Kings Cross or Moorgate parallels the tube system, so it's allowed (and further, as far as London Bridge).
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But half an hour earlier on national rail at Finsbury Park, Drayton Park (no tube interchange), Highbury and Islington, Essex Road (no tube interchange), Old Street and Moorgate
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