Literally just 11 London rail maps from the mayor’s transport strategy

Some of these lucky trains may one day get to go to Lewisham. Image: Getty.

“Transport doesn’t only shape our daily lives and determine how we get around London,” writes London’s mayor Sadiq Khan in the introduction to the transport strategy his office published last month. “It can create new opportunities for Londoners and shape the character of our city.” Which I’m sure would be a lovely message if I, like everyone else, hadn’t scrolled straight past in search of the good stuff.

There’s a lot in the full report: 322 pages, 26 policies, 108 proposals, and 59 different maps or figures. Some of this stuff will be shaping London’s transport network, and through that the life of the city, for decades to come. Some of it will probably be quietly forgotten and never heard of again.

But I’m going to ignore all that, and cut straight to the chase. Here are 11 of the coolest rail maps.

1. The Elizabeth Line

Let’s start with an easy one. Most of the rail projects described in the strategy are still pretty speculative. The artist formally known as Crossrail is the odd one out. Not only is it definitely happening: it’s nearly finished, and will start opening this December.

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This map overlays the route on a map which also highlights some economic aspects of the city: the “Central Activity Zone” of the City, West End and other commercially bits of central London; “opportunity areas”, which basically means “relatively scrubby bits we might be able to stuff more development into”; and Heathrow Airport. There’s also the “North Isle of Dogs”, which you probably know better as Canary Wharf, but that’s actually the name of a private estate: this is a slightly larger and less trademarked area.

The only really striking thing about the Crossrail part of the map is the inclusion of Old Oak Common, west of Paddington. The proposed station will serve the Elizabeth Line, Overground, and proposed High Speed 2 services to the north, as well as a big chunk of what is currently wasteland but will one day soon be offices and apartments. All the other rail infrastructure on this map is definitely happening – including, it seems, the pig-headed refusal to rename Acton Main Line. Bum.

2. More Elizabeth line

There is a more speculative map of the Elizabeth line further down the report. Sadiq Khan has been talking up proposals for extending its south eastern branch to Dartford and Ebbsfleet in Kent. This, the strategy says, would support 55,000 new homes and 50,000 new jobs.

 

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The map’s rubbish though: it doesn’t even show the three stations in Bexley (Belvedere, Erith, Slade Green) that’d likely be served by any such extension. So let’s move swiftly on to something more fun.

3. Crossrail 2

That’s more like it: Crossrail 2, a whole new line which would link the Lea Valley lines in north east London to the Waterloo suburban services in south west London. This map shows the route consulted on in 2015, which is why in a couple of places it gets confused and shows two versions of itself:

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This one might never happen: such a route has been talked about in various forms for a hundred years without luck, and the current government has conspicuously failed to fund it. If London does get another multi-billion pound railway project, though, this – or some version of this- is likely to be it, and it could be finished as early as the 2030s.


“It is essential for the good of the nation that this project is delivered,” the strategy says. I’m sure that argument will go down brilliantly in, say, Sunderland.

4. The Bakerloo line extension

The other Big & Important Railway Project on the table is a southern extension of the Bakerloo line. The line as it stands is pretty imbalanced, running all the way into the suburbs of zone 5 in north London, but not even making it out of zone 1 in the south. It’s thus really the only tube line you could plausibly extend without worrying about worsening overcrowding for existing passengers.

If it does get an extra push it’ll likely be through new tunnels beneath the Old Kent Road, through the biggest railway desert that close to central London, to New Cross Gate and Lewisham. Beyond that, it could swallow up a part of the Southeastern Rail network, most likely to Hayes, although Dartford via Bexleyheath is also a possibility.

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This is unlikely to happen any time soon, however. Which does at least give the authorities time to come up with better names for stations than “Old Kent Road 1” and “Old Kent Road 2”. (More on this, from December 2016, here.)

5. Trams to Sutton

Modern trams first appeared on the street of London in the year 2000, under the name Croydon Tramlink. Since then, TfL has dropped the word “Croydon” from the name – I’m saying nothing – but has conspicuously failed to extend the network, despite numerous proposals.

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It still wants to, though, and a second line connecting South Wimbledon to Sutton, via the existing Morden Road stop, is top of the list. “In the longer term,” the report says, “a further extension beyond Sutton town centre to the planned London Cancer Hub at Belmont, which may accommodate up to 10,000 new jobs, will also be considered to support the full development of the site.” Lucky old Sutton, eh?

Okay, that’s not the most exciting map, but I promise this next one is wild.

6. The West London Orbital

The London Overground has already done wonders for orbital travel in London, by enabling passengers to get from one bit of outer London to another without going all the way into zone 1. The West London Orbital Network, put forward by the originally named “West London Alliance Boroughs” would grow those opportunities further:

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This is not as radical an extension as it might at first look. The route is largely already in place – even if parts of it, like the Dudden Hill line between Cricklewood and the Old Oak Common junction, are currently freight-only. (Personally I’d take it one stop further, to Whitton, to simplify the service pattern around the Hounslow Loop, but that’s just me.)

What would be new are some of these stations, though. We’ve already talked about Old Oak Common. But this plan would see another a proposed new station at Brent Cross West, another at Lionel Road (possibly one which connects to Kew Bridge), plus orbital platforms at Harlesden and Neasden.

Apparently all this would also support the delivery of another 20,000 homes, which is pretty cool, but that’s going to take a while. So in the mean time, you know what else is cool? Maps. 

7. The South London Metro

One of TfL’s oft-stated ambitions is to take over the suburban services on most of the railway lines into London, and run them as part of the Overground. This map shows how that might look in the tube deserts of the deep south:

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Couple of things worth mentioning here. One is that this map goes to more effort to show the actual service pattern than the official London Tube & Rail Map does, which is really a sign of how bloody awful that map is.

Another is the proposals for new platforms at Brockley and Streatham Common. These are about enabling orbital journeys again: allowing more passengers to travel across south London without having to go all the way into town and then out again.

The other noteworthy thing is which lines get left out, something you can also see...

8. The full potential London Overground network

...here:

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In TfL’s ideal world, there would be far more London Overground lines in south London than there are in north London. But there’s a very good reason for this: there are simply fewer national railway lines in north London, in large part because the more extensive and more frequent tube network does the same job.

Nonetheless, there are three gaps in TfL’s ambitions. The absence of the C2C/Fenchurch Street and Chiltern/Marylebone lines are easily explained. Most of the suburban bits of those routes were actually taken over by TfL’s predecessors decades ago, as part of the District and Metropolitan line respectively. The few bits that weren’t, such as the Dagenham Dock line, tend only to be served by trains that terminate a relatively long way outside London, and so are a poor fit for the London Overground.

The more confusing and disappointing absence is Thameslink, a sort of Crossrail v0.5 whose north-south route through the City is currently being upgraded. Okay, Thameslink trains currently run to Brighton and Bedford, and other far flung destinations like Cambridge and Littlehampton are joining the network shortly. But why the suburban metro bits of the services can’t be disentangled and run by TfL is not so clear. Perhaps it’s because they use the same tracks.

9. Suburban rail hubs

The strategy also has a few maps showing what the result of all these changes would be. This one shows the various “hub” stations in outer London:

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There are about a dozen relatively small interchanges marked. The exciting ones, though, are the four major strategic interchanges, one at each corner of the capital: Stratford, Lewisham, Clapham Junction, and Willesden Junction/Old Oak Common. Under TfL’s plans, each of these would have trains heading in pretty much every direction you could imagine. Cool.

Stratford sort of already plays this role: it’s a sort of clearing house for journeys beginning or ending in the north eastern bit of London. Imagine how much easier it’d be to get around south east London if Lewisham did the same.

10. Overcrowding

Okay, this is technically two maps, but you need to compare them side by side to get the full impact.

This one is over-crowding on the network in 2041, if only the schemes that are already funding happen:

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And this is the same map, if the entire strategy goes ahead:

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TfL thinks (well it would, wouldn’t it?) its investment strategy would benefit passengers across the city: there are particularly noteworthy improvements for passengers in the West End, the Lea Valley and across South London. And if we don’t invest? Well, good luck getting onto that train.

One slightly depressing thing is that Crossrail/the Elizabeth line, which isn’t even open yet, will be heavily overcrowded regardless of what we do. So will the Central and Jubilee lines that it’s meant to relieve. Oh well.

11. The lot

Anyway: here’s a nice easy map of all TfL’s proposed changes to the rail network, starring Crossrail 2, the Bakerloo line extension, the South London Overground and new trams to Sutton. Also, look out for the Overground extension to Barking Riverside and potentially beyond, and the Northern line extension to Battersea.

 

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Don’t really have much to add at this stage, as I’ve written quite a lot of words already. So I’ll just end with: maps, eh? Maps are cool.

Jonn Elledge is the editor of CityMetric. He is on Twitter as @jonnelledge and on Facebook as JonnElledgeWrites

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Wild boar are moving back to Genoa, and not everyone is pleased

A wild boar, c1933. Image: Getty.

Crossing the Ponte Gerolamo Serra in the Italian city of Genoa, I spotted a small crowd clustered by the river wall. I approached, intrigued, and peered over the wall to discover the subject of their delight: a sounder of eight wild boars – the adults sheltering from the heat in the undergrowth, while the juveniles foraged among the foliage that grows in the river bed during the dry summer months.

In any other city, such a sight might have been surprising. But in Italy, and particularly in the region of Liguria, where Genoa is located, the population of wild boars has been increasing at such a rapid rate that these incidents are now common. Across the country, it’s estimated that the population has risen from 600,000 to 1m over the past decade.

But while wild boars may look comically out of place trotting about the city, it’s actually a natural result of the way people have migrated – and the wars they have fought – over the course of recent history.

Making a comeback

A species native to Europe, the wild boar (or “cinghiale”, in Italian) largely disappeared from its historical territories during the 18th and 19th centuries. Their decline was widely attributed to the combined effects of habitat change, competition for space and resources and, of course, hunting.

Wild boars were a prized quarry, revered for their ferocity – and the danger involved in pursuing them. According to local folklore from the region of Liguria, the last truly wild boar was hunted and killed in 1814, in the province of Savona.

After an absence of more than a century, wild boar began to return to Liguria, and to the neighbouring region of Piedmont. A further influx occurred during World War I, when it’s believed that military activities in the south-east of France forced parts of the population back into Italy over the Alps.

Although hunting fraternities were quick to augment this fledgling population with wild boars transported from elsewhere, the return of the species was primarily due to natural causes. From the 1950s onwards, traditional agricultural practices were abandoned as more and more people moved from rural towns into the cities. This meant that large areas of formerly cultivated terraces and pastures were rapidly overgrown, fast becoming dense secondary woodlands.

A city gone wild

This spontaneous “rewilding” has become a controversial issue in the region. Many conservationists and environmental organisations consider the region’s return to a “wild state” a success. But others believe that the encroaching wilderness signals a loss of traditional woodland knowledge and a reduction of biodiversity, associated with the pastures and meadows.


The province of Genoa is among the areas most densely populated by wild boar in Italy, with an estimated 25 boar per 10km². Rewilding processes have brought woodlands to the city limits, blurring the boundary between rural and urban areas. The species has expanded beyond the hinterlands, colonising highly urbanised, densely populated city spaces in Genoa, drawn by the abundance of food waste created by humans.

In 2009, the infamous boar Pierino made his home at Righi, on the outskirts of Genoa, where he was routinely fed with focaccia by enthusiasts. Today, a family of wild boar call the Albergo dei Poveri – a historical hostel for the Genoese poor in the city centre – their home.

But while their antics are often recorded and shared with glee on social media, the threats posed by the presence of wild animals has become a preoccupation for the city’s municipal administration.

Boorish behaviour

Wild boar have been involved in a number of traffic accidents, and have proven to be particularly dangerous when with their young, attacking dogs and even people. The city council in Genoa has put forward many proposals to reduce the number of animals in the city, ranging from forced removals, to sterilisation, increased attention to waste disposal and approved hunts. About 90 wild boar were reportedly culled in 2018.

Needless to say, each of these measures has been hotly debated. Animal advocacy groups staunchly oppose the proposals, and sometimes obstruct the authorities’ attempts to take action, often sending patrols to care for the animals, and even give them names. But other residents are displeased with the animals’ presence in the city, and have consulted with the council on how to address the problems that they cause.

And so Genoa continues to grapple with thorny issues surrounding the presence of wild boar in the city, with the city authorities seeking to resolve a polemical issue that embroils the lives of animals and humans alike. So far, a collective, coherent and communally agreeable strategy has proven evasive; one that considers the need for public safety, hygiene and health with the ethical responsibilities towards to wild boar themselves.

Meanwhile, the animals themselves continue to lounge and forage beneath the Ponte Gerolamo Serra and elsewhere, bringing a little of the wilderness into the city.

The Conversation

Robert Hearn, Assistant Professor in Human Geography, University of Nottingham.

This article is republished from The Conversation under a Creative Commons license. Read the original article.