The new London rail maps are out, and they are horrible

It’s strange and ugly and I don’t like it. Image: TfL/National Rail.

Last weekend, the London commuter rail network coughed, spluttered and attempted to morph into a new shape, as Thameslink marched triumphantly into territory. It didn’t go very well, at first, but it seems to be bedding in.

Something that baffled me about this expansion while I was liveblogging on Monday was that the official maps had been oddly silent on the fact it was happening. Thameslink got its grubby tentacles onto routes to Dartford, Cambridge and Peterborough for the first time on Sunday – but that day I could find no map acknowledging the fact at either London Bridge or St Pancras International. The relevant authorities didn’t update their maps online, either: for three days, Thameslink was operating a rail service that seemed not to officially exist.

Until today.

There are two official maps of the region’s rail network: the “London’s Rail & Tube Services” map, which shows Greater London and a few stations just beyond its boundaries, and is a joint production between Transport for London (TfL) and National Rail (NR); and the London & the “South East RAIL SERVICES” (yes, with that capitalisation) map, produced by NR alone. Both of these have been updated to reflect the new service patterns

And the results are bleedin’ ‘orrible.

Let’s do the latter first. Several things are bugging me. Firstly, there’s this bit...

Click to expand.

...which highlights the weirdness of the new Thameslink service pattern. Effectively, it’s swallowed the mid-range Great Northern services, while leaving the original train operating company (TOC) with the long distance ones (fast trains to Cambridge, then stopping to Kings Lynn) and the suburban ones (basically, as far as Stevenage). Those two things would not, in a rational world, go together.

Then there’s the problem of some services only operating in peak hours. Like the bits to East Grinstead and Littlehampton:

Click to expand.

Euch.

Both of these are sort of the result of a single fiction: that Govia Thameslink is four separate companies, when really it’s one. Southern, Thameslink, Great Northern and Gatwick Express are all actually run by the same company under different branding. All that happens in peak hours is that some trains that normally terminate on the southern fringes of the city will continue across London and pretend to be run by a different company rather than exactly the same company as before.

I’m not honestly sure what the solution is – I’m not sure colouring all four as if they were a single thing would be any better, really. My suspicion is that a large part of the problem comes from pretending that operator is more important than route when, unless you happen to work in the marketing team of a TOC, it very obviously isn’t.

At any rate: the status quo feels strange and ugly and I don’t like it. So there.

Talking of which, here’s a problem that’s been bugging me for a while:

Click to expand.

What does that beige box around London represent? It’s shaped a bit like the M25, London’s orbital motorway, but it isn’t that at all: if it were, a much bigger chunk of Surrey would be inside. Nor is it the area in which you can use Oyster: that extends to Cheshunt, Brentwood and Gatwick Airport. The legend suggests it’s there to mark out TfL’s domain – but that doesn’t make sense either, because it’s missing chunk of that, too.

You know what it is? I’ll tell you what it is. Stupid, that’s what it is.

Anyway, let’s dive into the stupid and look at the other map.

It’s worse. It’s much, much worse.

For one thing, what’s going on here?

Click to expand.

As far as I can tell, new Thameslink services run to Cambridge and Peterborough all day, but those aren’t really suburban services: the only place they stop in non-central London is Finsbury Park. That, I suspect, explains the weird, aggravating gap between the purple (Thameslink) and gold (Great Northern) lines as the former runs through Harringay.

But then it starts hugging its little brother more tightly – because there’s also a stopping service to Welwyn Garden City. That doesn’t stop at Hadley Wood, though you have to look pretty closely to see it.

Compare and contrast. 

One oddity about that route: it only runs at peak hours. The map doesn’t bother to say this. I think that’s what the weird, ugly spur to Kings Cross is in aid of, but it’s very far from clear.

Elsewhere there’s this:

Which shows that the new Thameslink stopping service on the North Kent lines, which stops everywhere except Woolwich Dockyard, Belvedere and Erith, like some kind of metropolitan snob.

Then there’s this:

What are they trying to communicate with the profusion of lines out of London Bridge there? Because I haven’t the foggiest.

Away from Thameslink there’s the various C2C back up routes, shown as a hollow pink line. These mostly run during engineering work and probably aren’t needed on the map at all, but if you have to show them do you have to show them like this?

What on earth is going on there?

On this map, too, there are ugly things that have always been there, but which I’m only really noticing now I’m looking closely at this. Check this out:

You wouldn’t know that the light green line is following exactly the same route as the orange one, would you?

There’s something similar out by Heathrow:

This would be bad enough but just about excusable as a way of showing that Heathrow Express fares are outside the normal zonal fare system and so expensive – except that the excellent Diamond Geezer blog recently noted that TfL Rail fares to Heathrow are going to be bloody expensive too and they’re still in there. It’s a mess.

Some, though by no means all, of these problems have a similar source to those on the London South East map. Once upon a time, the London rail map coloured its routes by terminus, which made some sense: you could see the shape of the network. Then National Rail – which had previously produced its own version – got involved in TfL’s one, and because NR is an umbrella body for the TOCs it wanted the lines coded by operator rather than route. The result was this monstrosity.


I don’t know what the solution to these problems are either. I was staring open-mouthed at the new map at Marylebone earlier, trying to come up with one, when a kindly station assistant asked if I was alright. When I said I was just looking at the new map because it was horrible she said, “I know. And they’ve got the wrong colour for the Jubilee on the tube map”, and do you know they did? But I forgot to take a photo.

Anyway, it was good to know it’s not just me.

I should probably stop writing.

Honestly, I’m completely fine.

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

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To see how a city embraces remote work, just look to Helsinki

A deeply rooted culture of trust is crucial to the success of remote work. (Sean Gallup/Getty Images)

When I speak to Anssi Salminen, an account manager who lives an hour outside Helsinki, he’s working from a wooden platform on the edge of a Finnish lake. With a blanket laid out and his laptop set up, the sun low in the sky, Anssi’s remote work arrangement seems blissful. 

“I spend around half of my time working somewhere else other than the office,” he says. “I can work from home, or on the go, and I also travel to the Netherlands once a month and work from there.

“The emphasis in my work has always been that it doesn’t matter when or where I work, as long as I get things done.”

For many people around the world, the shift to remote work was sudden, sparked by the coronavirus pandemic. Finland, however, is finding the transition much less significant. Before Covid-19, the Nordic nation already displayed impressive levels of remote working, with 14.1% of its workforce reporting usually working from home. Only the Netherlands has a comparable percentage of remote workers, while the UK lagged behind at 4.7%, and the US’s remote workforce lingered at around 3.6%

Anssi works for one of many Helsinki-based companies that offers its employees flexible policies around when and where they work. That arrangement is in part due to the Finnish capital’s thriving start-up scene. In spite of being a relatively small city by global standards it is home to over 500 technology start-ups. These companies are leading the way when it comes to keeping employees connected wherever they choose to work.

“Our company has a completely location-free working policy,” says Kasper Pöyry, the CEO of Helsinki-headquartered software company Gapps. “All meetings are made available for online participants and facilitated accordingly. Some employees have worked extensively from abroad on a working holiday, whilst others prefer the comfort and social aspects of the well-stocked office. Whatever works for our employees is what works for the company.”

Like Gapps, many Helsinki-based firms are deeply preoccupied with providing the necessary technology to attract talent in a vast and sparsely populated country. Finland has only 15 inhabitants per square kilometre, and companies understand that in order to compose teams of specialised expertise, they may have to seek talent outside of the city. Local governments take a similarly proactive stance toward technological access, and Helsinki offers free, unrestricted, high-speed Wi-Fi from city-wide hotspots, while the country as a whole boasts some of the best coverage in Europe. 

But encouraging remote work isn’t just about optimising the potential of Finland’s workforce – companies in Helsinki also recognise that flexibility has clear benefits for both staff and employees. 

“The idea of a good work-life balance is ingrained in Finnish culture,” says Johannes Anttila, a consultant at organisational think tank Demos Helsinki. “It goes back to our rich history of social dialogue between labour unions and employers, but also to an interest in delineating the rules of working life and pushing towards people being able to enjoy their private life. Helsinki has been named the best city in the world for work-life balance, and I think that this underlies a lot of the mentality around remote work.” 

For Peter Seenan, the extent to which Helsinki residents value their free time and prioritise a work-life balance prompted his move to the city ten years ago. He now works for Finnair, and points to Finland’s summer cottages as an example of how important taking time to switch off is for people in the country. These rural residences, where city residents regularly uproot to enjoy the Nordic countryside, are so embedded in Finnish life that the country boasts around 1.8 million of them for its 5.5 million residents

“Flexible and remote work are very important to me because it means that I don’t feel like I’m getting stuck in a routine that I can’t control easily,” he says. “When I’m working outside of the office I’ll go down to my local sauna and go ice swimming during the working day, typically at lunchtime or mid-morning, and I’ll feel rejuvenated afterwards… In winter time especially, flexibility is important because it makes it easier to go outside during daylight hours. It’s certainly beneficial for my physical and mental health, and as a result my productivity improves.”

The relaxed attitude to working location seems to pay off – Finland is regularly named the happiest country in the world, scoring highly on measures such as how often its residents exercise and how much leisure time they enjoy. With large swathes of unspoiled countryside and a national obsession with the outdoors, sustainability is at the forefront of its inhabitants’ minds, leading to high levels of support for measures to limit commuting. In January, Finland passed a new Working Hours Act, the goal of which was to help better coordinate employee’s work and leisure time. Central to this is cementing in law that employees can independently decide how, when, and where they work.

Yet enacting the new ruling is not as simple as just sending employees home with their laptops. For Kirsimarja Blomqvist, a professor of knowledge management at LUT University, perhaps the most fundamental feature that remote work relies upon is a deeply rooted culture of trust, which Helsinki’s residents speak of with pride. The anecdotal evidence is backed up by data which suggests that Finland boasts one of the highest levels of trust and social cohesion in Europe, and equality and transparency have always been key cornerstones of political thought in the country.

“Trust is part of a national culture in Finland – it’s important and people value it highly,” she explains. “There’s good job independence, and people are valued in terms of what they do, not how many hours they work for. Organisations tend to be non-hierarchical, and there is a rich history of cooperation between trade unions, employers, and employees to set up innovative working practices and make workers feel trusted and valued. 

“It’s now important that we ensure that this trust can continue to be built over technology, when workers might have been more used to building it face-to-face.”

As companies begin to look hopefully toward a post-Covid future, the complexities of remote work are apparent. Yet amid issues of privacy, presenteeism, and social isolation, the Helsinki model demonstrates the potential benefits of a distanced working world. The adjustment to remote work, if continued after the crisis, offers a chance to improve companies’ geographical diversity and for employers to demonstrate trust in their workforce. On these issues, Blomqvist believes other cities and employers can learn a lot from Helsinki.

“People are now beginning to return to their workplaces, but even as they do they are starting to consider the crisis as a jumping point to an even more remote future,” she says. “The coronavirus pandemic has been an eye-opener, and people are now interested in learning from Finland’s good practices… We are able to see the opportunity, and the rapid transition to remote work will allow other countries to do the same.”

Katie Bishop is a freelance writer based in Oxford.