diamond geezer

 Sunday, December 21, 2014

I had fifteen W-prefixed bus routes to choose from, and you recommended eleven of them. Most run to the north of London, based round Wood Green, while the rest run to the northeast around Walthamstow and Woodford. Overall you preferred the former, as did I, so I ended up plumping for the longest of the Wood Greeners. The W3 was one of the capital's first lettered buses, introduced as a Flat Fare service in 1968. A renumbering of the 233, it still follows the same dog-leg of a route today, running up from Finsbury Park to the heights of Alexandra Palace, then turning east to run the full length of Haringey.


 An A-Z of LONDON BUSES
 Route W3: Finsbury Park - Northumberland Park
 Length of journey: 9 miles, 45 minutes


Oh there's another Finsbury Park bus station, is there? Round the back of the station, on the non-Park side, discovered by following the signs to Wells Terrace. All three buses that head northwest from Finsbury Park start here, on the right side of a low railway bridge (3.8m, 12'9") that appears to preclude through traffic. It's a bustling location, where residents of Crouch End and Muswell Hill gather to ride home, and various small shops and fruit-traders attempt to flog them stuff while they wait. The W3 takes the central bay, stopping a few metres short of the bus stop while the driver has a rest, then nudging forward to admit the merry throng. A party of five looks on anxiously as the seats start to fill - Graham went off for some coffees a while back and hasn't returned yet. We leave without them.

Most of the retail outlets on Stroud Green Road specialise in world foods, it seems, although as many as half a dozen sell wigs for those in need of a hairpiece. I'm no longer surprised when someone requests to alight at the very first stop, merely disappointed, although perhaps their interest was pique by the twin displays of suitcases and Christmas trees outside the adjacent shops. We stalk a W7 to the end of the street, where a boy in a Santa hat pedals furiously past, and then we turn sharply right past a 60s era Welcome to Haringey sign. The arch ahead is dripping with foliage and looks suspiciously overgrown, which'd be because it carries a disused railway (now the Parkland Walk) over our heads. And slowly our bus picks up and sets down, ever so nicely, because it's that sort of part of town.

Ferme Park Road is a perfectly straight residential street lined by late Victorian villas, its peculiarity being that it rises right up and then right back down again in a typically San Franciscan manner. At the summit I can see the Olympic Park clear as day, some five miles distant, but only briefly before we're heading down the far side of the ridge for Hornsey Vale. We've missed the heart of Crouch End by running this way, but land on one of its main roads beside the bijou Arthouse cinema and the less bourgeois YMCA. Behind me, a father and his son are discussing their dog's toilet habits in slightly too much detail, an anecdote which they continue throughout our entire wait at some temporary traffic lights. There follows a leafy avenue, and a thin common, and a fire station, and it's OK, they've finally stopped.

The most scenic section of the route begins at the foot of Muswell Hill, although we're not heading that way. Instead we turn right at the menorah and start to climb the meandering heights of Alexandra Palace Way. A farmers market is underway in the car park to one side - there is a lot of parking - beneath some of the particularly well-kept allotments. We pass two particularly close bus stops, one specifically for the garden centre, the other beneath the entrance to the Palm Court restaurant. And yes, we're running right across the front of lovely Ally Pally, but who has time to look at that. Instead what may be the finest bus-ride panorama in the capital is playing out on the other side, a proper-wow spread across the whole of central London.

We have almost a minute to soak in the delights - there's the Orbit, and the BT Tower, and clear as day there's Ferme Park Road again with another W3 descending. Alas a large family boards at the Ice Rink end and mum insists on hovering in the aisle on the top deck and obscuring the vista with her inane blathering. It's at this point that dinging begins. Someone somewhere has found a red button and is pressing it, in triplicate, repeatedly, for no readily obvious reason. Our driver stops each time and opens the doors, for nobody, and still the dinging continues like some kind of Morse code... until we descend as far as central Wood Green, and suddenly pretty much everyone gets off.

It's OK, a fresh complement of passengers take their place, but they're a very different crowd. Gone are the middle classes of Muswell Hill, off to take the Piccadilly line into town, and instead a less advantaged demographic are taking their purchases home from the shops. We pass a bingo hall and a rather splendid Victorian Crown Court with a modern fortress-like annexe plonked on top. Somewhere to the right is the garden suburb of Noel Park, alas invisible behind lesser housing stock. A one-legged man walks past, determinedly. The allotments hereabouts are most definitely less well tended. Someone's headphones are leaking loud bland guitar music - two ladies turn round and stare.

We pass from Lordship Lane to White Hart Lane, both lengthy meandering reminders of the Middlesex landscape before the houses came. The first football club on White Hart Lane isn't Spurs, it's Haringey Borough FC, whose ground (with its tiny grandstand) has been taken over by a fast-emptying car boot sale. The housing stock's more mixed now, more councilly and flattier, as we pull up towards the lights on the Great Cambridge Road. Beyond that lies Tottenham Cemetery, which I note is rammed with gravestones but entirely empty of people, and looking round the bus I wonder if that's because the children and grandchildren of those buried here have long since moved far away.

If anything can drag this area back up it's the regeneration of White Hart Lane at the end of White Hart Lane. Part boarded-up terraces await their fate, presumably as towers of flats, while the existing stadium plays out its last seasons beside a demolished zone where its replacement will eventually arise. First blood in the 'Northumberland Development Project' has gone to Sainsburys, whose bland two-storey megastore is a jolt of modernity hereabouts, and whose main entrance the bus passes on its final riverward leg. We're heading down to Northumberland Park, with its shabbier flats and the occasional discarded mattress, our gradual descent from the moneyed heights of Haringey complete. Turfed out at a busy bus stand beside a tyre centre, I suspect riding the W3 in the opposite direction would have been more uplifting.

» route W3 - route map
» route W3 - timetable
» route W3 - live bus map
» route W3 - route history
» route W3 - route history
» route W3 - The Ladies Who Bus

 Saturday, December 20, 2014

Cycle Superhighway 2 is getting an upgrade. TfL launched a consultation in the autumn to replace their useless blue stripe with a segregated lane. Yesterday they published the results of that consultation. A key change means the superhighway won't be segregated through Whitechapel Market, which has made cyclists rightly angry and traders rightly delighted. But pretty much all of the rest of the upgrade plans are going through unchanged, including the most complained about feature of all, which is the banning of two major right turns at the road junction near Mile End station. We hear you, said TfL, but we're going ahead anyway and if the backstreets suffer when drivers try to find an alternative route, sorry. And they're also going ahead with mucking up the pavement outside my front door, and lengthening the waiting time at my local pedestrian crossings, which I'm not terribly happy about either. Obviously it's crucial that cyclists get a safer ride as a result of CS2's imminent upgrade, but local infrastructure will be adversely affected in the process and some of us have to live with the end result.

So I'll be keeping a close eye on one particular section of CS2 as next year's upgrade goes ahead, and reporting back. I've picked the eastern end of the upgrade, that's from Bow Road station to the Bow Roundabout, specifically in an eastbound direction. Let's start by seeing how things are now, what's planned, and what the impacts might be.


The segregation of CS2 opposite Bow Road station will be fairly straight-forward. Two narrow slices of pavement need to be swallowed to accommodate two pedestrian crossings, but there's plenty of pavement available and nobody appears to be disadvantaged. Better still, by making room for a segregated lane within the existing roadway, none of the eight existing trees need to be cut down. It's a less rosy picture on the other side of the road, however, outside Thames Magistrates Court, where all four trees face the chop. One of these has been planted and replanted several times over the last decade following damage from passing vandals, and has only recently reached a thriving maturity. Now a cycle lane will finally kill it off, which makes me sad, and TfL have yet to say whether they'll be able to plant a replacement elsewhere.


This is the railway bridge across Bow Road, which is only occasionally used by trains. Its span causes the road to narrow, and means that the blue stripe of CS2 currently slims down to a minimal width beneath the bridge. TfL could have diverted the cycle lane through the pedestrian arches to either side but have chosen not to do so, I'd say wisely, which leaves no choice but to maintain a narrower cycle lane in the road. The width here will be 1.5m, whereas elsewhere on CS2 the minimum is 2m, and cyclists will simply have to cope. The big change in their favour is that 'wands' will be used to prevent vehicles and cyclists from coming into contact - a compromise between reality and total segregation which avoids the main carriageway having to be cut from two lanes to one.


From the railway bridge onwards, the upgraded superhighway's path is to be taken from the existing pavement rather than the road. At no point will the pavement shrink below 2m in width, which is TfL's operational minimum, but things will get rather tighter than at present past the pub, the garage and the opticians. The pavement will be at its narrowest immediately adjacent to the pedestrian crossing at the top of Campbell Road, which could become a particular pinchpoint. And looking at the plans, things look even narrower for pedestrian congestion on the southern side of the crossing, and I fear that people will start walking out into the cycle lane to negotiate past other people waiting to cross.


In common with the rest of the Cycle Superhighway, the bus stop opposite Bow Church station is to gain a bus stop bypass. In an interesting move the bypass will run along the edge of the existing pavement, and a waiting area for pedestrians will be built out across what's currently the inside lane of traffic. There's room - the road is particularly wide at this point - but I have my doubts regarding how well the rearrangement will work in practice. This bus stop is the driver changeover point for the busiest bus service in London, the 25, which often leads to queues of vehicles, and to busfuls of passengers turfed out as journeys terminate early. Are all these passengers going to wait nicely on their island, and are they all going to walk up to the officially designated point to cross the cycle lane. No, they are not. I shall be watching this one with interest.


At the junction with Fairfield Road, TfL have seized an opportunity. A segregated layby with a 25m parking bay exists outside the former Poplar Town Hall, so they're closing it and turning the whole thing into a cycle lane and left-hand filter. This could be good news for cyclists, with separate traffic light phases preventing them from coming into conflict with turning traffic, or it could be Nanny Central if cyclists are kept at red for much longer than at present just in case a bus wants to turn the other way. Cyclists will be also allowed to turn right out of and into Fairfield Road for the first time, which I fear will lengthen the traffic light phase even more. Meanwhile a fair chunk of pavement is being lost, and the existing straight-across pedestrian crossing is being staggered, and the average time people have to wait to cross is being significantly increased. It seems that necessary safety brings unnecessary complexity, and at this junction I'm yet to be convinced the balance is right.


One of the more laughable aspects of the existing Cycle Superhighway is that vehicles can legally park on it. Various loading bays exist, not to be used during peak hours but freely available between 10am and 4pm, overnight and on Sundays. Above is the loading bay outside Bow Post Office, with two cars blocking the blue stripe and forcing cyclists out into the traffic. This loading bay is to survive, with equivalent hours of operation, but the cycle lane will now run behind it along what's currently the edge of the pavement. And that's good, because some of us do occasionally want a delivery van to park within vague walking distance of our house, and the CS2 upgrade isn't destined to strip that option away.


And now for the slaughter of the bus stops. There are currently three bus stops between the Gladstone statue and the flyover, but by the end of next year only one will remain. The first stop outside the hairdressers closes completely because there isn't room behind it for a bypass, transferring services on routes 8 and 488 to the next stop down. This will now host all six routes that pass this way, with cyclists being diverted behind at precisely the point they might have been thinking of edging out to use the flyover. More worryingly the bypass's newly created passenger island will cover one of the existing three lanes of traffic, which with buses now parked up in the second will undoubtedly slow the flow of traffic and increase congestion.


Finally, here's the Bow Flyover bus stop that TfL have now deemed obsolete. In their consultation they say "it is currently not heavily used compared to other stops on the route, with less than 200 bus passengers passing through during the two peak hours." That's the equivalent of three passengers a minute, but apparently that's not enough, so from next year everyone who currently uses this bus stop will have walk up the road, or get off early. The real reason for the bus stop's removal is because it's totally in the way. At present CS2's blue stripe feeds straight into the bus stop, so cyclists can't get by if a bus is present, and the entrance to the segregated lane up to the Bow Flyover is simultaneously blocked. It's a perfect example of the absymal design of the original Cycle Superhighway, to which it seems the only practical solution is the death of a bus stop.


There's one more potentially worrying sentence at the end of the consultation report - "We are investigating whether it is feasible for buses to use the flyover." The Bow Flyover's quite long, so rerouting buses this way this would mean the removal of the next bus stop too, and a potential half mile gap between stops. So please, don't think that everything about the Cycle Superhighway upgrade is going to be positive. Safer for cyclists, sure, and quite frankly about time too. But for those of us who live en route, or walk or drive or catch the bus along it, some things may be about to get less super. I shall be watching.

 Friday, December 19, 2014

Whilst out riding lettered buses, I've been trying hard not to visit the same part of London twice. Here's where I finally double back on myself. All eight U-prefixed buses serve the town of Uxbridge, which is precisely where my odyssey began several weeks ago on the A10, so here I am back again. And, having mulled over all the options, it had to be the rural fast-track to Harefield.


 An A-Z of LONDON BUSES
 Route U9: Uxbridge - Harefield
 Length of journey: 6 miles, 20 minutes


Buses pour out of Uxbridge bus station on a very regular basis, this being the railhead for a significant portion of north Hillingdon. Punters for Harefield have a choice of routes, the U9 being the quicker, then a lot of dilly-dallying at the far end. Our bus is one of the smaller single deckers, and is filled with one of the smaller complements of passengers to match. A couple more board outside the funeral directors in the High Street, the driver's job for the next ten minutes being to disperse these homebound souls to the outer reaches of London. The lady behind the driver has been to Wilko for a bag full of pre-Christmas provisions, and is busying herself reading a TV mag that fell out of her tabloid. And she's as interesting a passenger as it gets, sorry.

The roundabout to the north of town is as blandly office-provincial as it comes, surrounded by steel and glass workplaces. It turns out we're only circling it because the one-way system wouldn't let us turn right earlier, hence we're soon back at the High Street and continuing onto the Harefield Road. It is a very long way to our second stop, which must be annoying to anyone who lives part-way along this residential street, but at least the town centre's not too far to walk. We're shadowing the Fray's River, a man-made channel dug to serve Uxbridge's water mills, best accessed down the path beside yet another boarded up pub.

Our driver puts his foot down to climb out of the valley and up to the summit on Uxbridge Common, prior to an assault on the biggest road around here, the A40 Western Avenue. We cross via an elevated ring, with foliage dripping down into a central well above the traffic (or the Swakeleys Roundabout, as any street map calls it). Beyond the dual carriageway is officially Ickenham, this side of which has newer-build houses with luxury apartment infill, and lacks the character of streets nearer the heart of the village. Some Mackem road builder got away with calling a cul-de-sac Roker Park Avenue, a home win which TfL compounded by applying the name to the neighbouring bus stop. And we're off.

Harvil Road is the country lane to Harefield, a mile and a half along which almost nobody lives, which is cue for a 50mph speed limit and a considerable increase in the bus's pace. A lot of switchback up and down is involved, but the view's unexpectedly good, with ploughed fields gradually dropping away to the east to reveal the rooftops of Ruislip and beyond. The only intrusion is the Chiltern mainline, this the very point where a tube station would have been built had the Central line ever have been extended from West Ruislip. But plans fell through for the usual reasons (WW2, Green Belt, etc) and today the only activity in the vicinity is a recycling hub up Skip Road. More background here, if you're interested.

The next stretch of fields and woodland is equally undeveloped, but won't be forever because this is precisely where HS2 will break off from the existing railway and carve its own furrow through the Chilterns. The Colne Valley lakes beyond Dews Farm get a particularly raw deal from HS2's arrival, unless you're onboard the train in which case the panorama from the concrete viaduct will no doubt be quite pretty. Back on the bus we pass the Dogs Trust Rehoming Centre (and tearooms), a council recycling outpost and the end of the lane up to Newyears Green, one of a tiny handful of London settlements that TfL doesn't serve.

Ratrun complete, it's time to start the slower climb into Harefield. First up is South Harefield, a modern invention of half a dozen residential avenues and little to write home about, overlooked by St Mary's, the parish's medieval church. A couple of minutes later we hit Harefield proper, on a ridge above the Colne, dropping off most of our passengers along the way. The village centre is an attractive mix of old and new, with the occasional gallery and antique shop suggesting there's money settled nearby. The village sign of course features a hare, though less predictably it's scampering within a giant globe, this in remembrance of Anzac soldiers treated at Harefield Hospital during the war. We'll get there eventually, it's immediately ahead... but first a diversion.

The outbound U9 branches out west at The King's Arms on a particularly scenic detour to connect with the frontier settlement of Mount Pleasant. A precipitous drop leads down past open fields to a handful of streets and a commercial estate on the banks of the River Colne. The view across paddocks and the wooded valley towards the M25 is excellent, and best seen from the bus. The driver negotiates a short stretch of 10% gradient before reaching a turning circle, picking up a fare and returning the way he came. One of our long-term passengers then surprises me by alighting halfway up the return climb, which I swiftly spot is because there are no stops on the way down because nobody want to get off into a hedge.

Within a couple of minutes we're back at the village green, and only one stop from what's technically our destination. Harefield Hospital looks like a very typical postwar NHS campus, but is in fact the site of the world's first successful combined heart and lung transplant. Our driver negotiates his way around the Hamsters sculpture outside the main entrance, and pulls up instead outside the hospital's Refreshment Pavilion and Concert Hall. The place could hardly be more mid 20th century if it tried. And although I alight here for further adventures on foot, at least three of our current passengers are staying on. The U9's not going back to Mount Pleasant on its return journey, so Uxbridge-bound travellers get to sit patiently while the driver flips the blind and departure time ticks round. Enjoy the ride.



» route U9 - route map
» route U9 - timetable
» route U9 - live bus map
» route U9 - route history
» route U9 - The Ladies Who Bus

 Thursday, December 18, 2014

No doubt you and your family are already making plans to visit the cablecar this Christmas to enjoy The Snowman and the Snowdog.
Specially reworked version of iconic film exclusively available for passengers flying through the air on the Emirates Air Line cable car
But how will your trip differ from the usual Dangleway journey, and will you be wasting your money? I've been along to check, twice.
As well as being able to watch this exciting sequence, visitors to the Emirates Air Line will see the terminal transformed into a magical Christmas experience until Sunday 4 January. Families can also have their photo taken with a life size model of The Snowman before boarding their festive flight. All of this is available at standard ticket prices.
I'm not convinced that levels of transformation count as a "magical Christmas experience". A few snowflakes have been stuck to the windows on the southern side, and a plastic Snowman has been positioned beyond the ticket barrier at each terminal as a selfie-opportunity. The family I followed in, alas, walked straight past without even looking. Meanwhile the big screens downstairs, and then upstairs, are looping a trailer showing a few choice scenes from the in-flight cartoon. It'd give you something to watch while you were queueing, if only there were any queues.


Danny Price, TfL's Head of the Emirates Air Line, said: `The Snowman and The Snowdog is an iconic Christmas film and we are delighted to be able to bring the story to life for our passengers, as they fly like the characters over our capital city.
Passengers don't really have a lot of choice. You step into the cabin as jingly music plays from the newly-installed loudspeakers overhead, then the film kicks in as you take off and continues all the way across to the other side. If you just want to enjoy the view, or fancy some peace and quiet on your commute, bring earplugs.
Footage from the classic film has been given an exciting twist.
I'd say "exciting twist" is pushing it. The original film is 24 minutes long. For the purposes of the Dangleway Special it's been cut to 4 minutes, and then 4 minutes of additional footage has been bolted on in the middle. All the new stuff involves scenes adapted from aerial footage, in which local landmarks are digitally de-coloured and cartoonised, with electronic snow sprinkled on top. When the genuine footage kicks back in, the improvement in picture quality is marked. It's not especially magical, especially when the real thing is visible out of the window.
The iconic 'flying in the air' sequence now sees The Snowman and The Snowdog characters flying over London landmarks such as The O2, the Emirates Air Line, Queen Elizabeth Olympic Park, Greenwich Royal Naval College and the Thames Barrier. This magical sequence is really brought to life as passengers fly over the Thames themselves.
If you've visited the cablecar this year, you'll know they have a shortlist of about a dozen nearby attractions which they plug consistently (for example on the wall map, the website, the app and the onboard 'feature tour'). All the usual suspects pop up in this film too, as the Snowman flies from The O2 to The Crystal via the Olympic Park (where you only ever see The Orbit, because that's a paid-for attraction). However endearing your child might find the aerial sequence, there's no escaping the fact it's essentially a four minute advert for places on a list drawn up by the marketing department.
Damian Treece, Brand Manager at Snowman Enterprises Ltd, said: `We were delighted when Emirates Air Line approached us with regards to incorporating The Snowman and The Snowdog as a part of their Christmas activity. There is an obvious synergy between what this experience will offer consumers and the magical attributes of our well-loved characters.
You may have giggled there at the word "synergy", but the most important word in Damian's speech comes seven words later where passengers on the cablecar are described as "consumers". There's a reason why all of this Snowdog stuff is free, on top of the usual admission price, and that's because you're being sold to.


The Emirates Air Line is open Monday to Friday from 7am - 8pm, and 8am - 8pm on Saturdays and 9am-8pm on Sundays. Visitors may like to come in the evening to experience the film and glistening lights of London at night for an extra Christmassy feeling.
Well yes. I visited in the morning and could barely see the screen for squinting into the sun, hence my enjoyment of the cartoon was significantly curtailed. So I came back after dark to watch again, and I can confirm that the film was indeed much easier to see. But it still couldn't hold a candle to the view outside the window. All the glittering lights of London spread out for miles make for a most impressive sight, certainly better than the imperfect footage blaring out from the screen above. There was a particularly surreal moment when the music of the Snowmen's dance kicked in as I was looking down into a giant illuminated hangar full of recycled rubbish, but that's the Silvertown shore for you.
Customers are advised to book their tickets in advance to make sure they don't miss out. Tickets can be booked at: https://emiratesairline.theo2.co.uk
I've ridden the cablecar twice this week, including on a Sunday which is its busiest day, and I can assure you that you don't need to book in advance. Staff outnumbered riders on both visits, and the great majority of cabins passing by the other way were empty. So, has anybody actually done as they're told and booked up front? If you go to the booking website you'll see that 250 spaces are available for each half hour slot, and almost all of these 250s remain untouched. There are (at time of writing) four people booked in at 2pm on Sunday and another four at 3pm, but the day's other 5492 seats remain readily available.

So should you bring your kids? Not specially for the film, no. Buy the DVD and watch the whole thing, it's only £8, and you get the full 24 minutes of properly animated storytelling without an promotional snowstorm shoehorned in the middle. But would your kids enjoy the cablecar anyway? Of course they would, it's a cablecar for heaven's sake, and the experience shouldn't need a festive gimmick to drag punters along.



And I spotted one more thing which the arrival of The Snowman and the Snowdog has unintentionally proven. When the cablecar was first introduced, much was made of it as a useful transport connection as well as an aerial spectacle. Timings were therefore adjusted so that the crossing took five minutes during the rush hour but ten minutes at all other times. That distinction has ended this week, and now all journeys take the longer time. The five minute crossing has been scrapped because the film would end early, and paying customers would then be shortchanged. A ten minute crossing shortchanges nobody... because there are no regular commuters - Darryl's Freedom of Information request has confirmed this.

Imagine if on any other form of transport TfL had deliberately doubled the travel time for ordinary passengers and failed to announce this anywhere in advance. There'd be an outcry, it'd never happen. But it's happened on the cablecar, because the cablecar is most definitely a tourist attraction - it is no longer pretending to be anything else.

 Wednesday, December 17, 2014

London's T-prefix buses serve the residential outpost of New Addington. All three were introduced in 2000 to feed the new trams to Croydon, with passengers able to transfer from bus to tram without paying an additional fare - a convenience that still works today. The T32 is a dinky little route, a three mile tour of the estate, while the T33 shadows the tram all the way to Croydon. I went for the happy medium, the T31, which is essentially two short feeder routes bolted together in the middle. And only just in time.

Bus routes in New Addington are currently under review, with a consultation period that ends on Friday likely to lead to big (big) changes in the new year. The T33 will be renumbered, the T31 and T32 will be discontinued, and the existing non-lettered routes will be twisted round additional roads within the estate to make up the difference. It means longer journeys for most, and much longer for some, with direct buses between New Addington and Addington Village almost eliminated. But it also links better to streets where people actually live, and saves TfL quarter of a million pounds a year through a "significant reduction in overcapacity". The statistical background behind the proposed metamorphosis fills a 30 page document and is fascinating, if you like that sort of thing, although I doubt that most bus users in New Addington realise what's about to hit them. If you want to make your voice heard, you have two days.



 An A-Z of LONDON BUSES
 Route T31: New Addington - Forestdale
 Length of journey: 6 miles, 30 minutes


The T31 starts at the top of Milne Park, a recreation ground at the top of New Addington. The whole estate is on a gentle slope, and entirely surrounded by open countryside which it's easy to see but surprisingly difficult to get to. The T31 starts by the adventure playground on Homestead Way, at a bus stand that'll be made redundant next year once the consultation's changes are confirmed. I waited for almost the full eight minutes while an England flag flapped above the gatepost of a house across the road, and a boy walked past eating albino chips from the JFC fried chicken shop on the adjacent parade. And if you're already thinking "ugh, New Addington", rest assured that the top half's not that bad, indeed it's almost desirably affordable, if somewhat remote. Hence the bus.

First aboard are a mum and her two kids, one in a pushchair. She gets out her phone and fires up a video of a family member in an outdoor setting, which the eldest daughter watches intently. So engrossed are they that when we round the first corner they totally miss the house completely covered in Christmas decorations. A star tops the chimney on which a plastic angel has been affixed, while Santa is being pulled by nine reindeer across a white sheet on the roof that convincingly resembles snow. Icicles hang from the porch above a front garden populated by a job lot of illuminated carol singers, while the car port is covered by a frame wrapped in multi-coloured tinsel. A nativity scene takes pride of place outside the lounge window, beside an enlarged photograph of a grey haired man I can only assume is "Grandad", whose annual festive tradition this once was. The rest of the family are standing by the front gate, where Mum is attaching one more shiny bauble to a pole while her son (in a Christmas jumper) looks on. It's a splendidly ebullient scene, just the right side of naff, of the kind to be found on estates the country over. I'm tempted to shout "oi, look at this!" but presumably the smartphone video is much more interesting.

I've turned up on the day that New Addington switches on its official Christmas lights. These are the big guns, along Central Parade, being celebrated later with a funfair on the parking spaces outside Iceland. Two men are putting the finishing touches to a teacup ride, two more to the waltzers, while an up-in-the-air-and-gyrating thing looks almost ready to take its first passengers. Our passengers seem much more interested in the extensive line-up of shops (from Captain Cash down to Quality Fish via Meat Express and Priceless Carpets). We've only been going for four stops, but we've already picked up a dozen folk including a lady in a chair and her friend called Winston, and they all get off here or at the tramstop, without exception. The T31's status as a feeder service is becoming apparent, with our next batch of clientele heading exclusively from the tram or shops to home.

They start to drip off along King Henry's Drive, the outermost of a quadrant of curving avenues, which kicks off with a Lidl and ends at a valley-side vista. It's a lot more scenic than I was expecting on a council estate, with the occasional view across the trees to Croydon and the City, and a sign pointing down the dip to an unseen and unlikely 'GOLF'. We pause for a young couple with a pushchair who really aren't hurrying - our driver waits politely - and then their Oyster beeps empty. Hurrah for contactless, otherwise we'd have waited in vain. A couple more stops takes us up and over a bump of suburbia, then sharply the homes we're passing change from houses to flats and the character of the estate shifts. Right on cue the latest bloke to sit behind me smells like he's had a skinful already, which is impressive considering it's barely noon.

Our next target is Fieldway, a long S-shaped road driven through a landscape of over a hundred apartment blocks with no alternative means of escape. Maps of the estate by the side of the road depict a layout of colourful blocks, but the reality is a little greyer. In one case the parallel blocks remind me of an army garrison, lifted visually only by their location on the edge of thick woodland. Further ahead the former fields are occupied by a lowly sports centre that's home to the local boxing club and the Pandemic Steel Orchestra. We pass the foot of New Addington's two proper tower blocks, one named Birch, the other Cedar, by some over-optimistic postwar planner. Our bus is a popular lifeline for Fieldwayites, both for those coming from the shops and those boarding to catch the tram ahead. But if TfL are truly intent on consigning both the 64 and 130 to this meandering detour in future, residents further up the estate are in for a long haul.

At last we're back on Lodge Lane, only two stops further down the hill than we were two paragraphs ago but over ten minutes later. Our driver has to stop the traffic to nudge out from Fieldway, then it's a long run down to the Addington Village Interchange. This is the bus station tram stop combo created at the turn of the century to simplify transfer from one mode to the other, ingenious in every way except for the contorted way buses get in and out. We have to circle the roundabout by the Harvester before entering, then circle the bus station again before pulling up. Here every single other person gets off, that's all twenty passengers and the driver who's off for relief in the mess room. Nobody who's come from New Addington wants to ride the next bit, we merely pick up three people who've got off the latest tram. And then we're off, on a more-than-360 degree spin around the bus station, again, and the outer roundabout, again, with a fresh captain at the helm.

He's a bit sweary, our new bloke. "Ah for God's sake!" he cries at the traffic on Kent Gate Way, as a horse rolls over in the field alongside. But he's also a kindly soul too. We veer off imminently to serve an unusual estate to the south of Selsdon, an blanket of postwar flats nestling in a wooded valley called, appropriately, Forestdale. The T33 takes on the main bulk of the estate while the T31 banks up a halfmile dead end flanked by terraced flats. At the foot of the hill, only two stops from the end of the route, a young mother with an empty Oyster stands waiting. Her card beeps plaintively, twice, at which point our driver invites her and her buggy on board for nothing. His kindness saves her a considerable climb, but not all, because the T31's last stop comes one stop below the top of the hill. There's no room for a bus stand at the top so passengers get chucked off lower down before the vehicle squeezes ahead to the turning circle at the summit. She's still pushing her buggy up to the highest cul-de-sac when the bus overtakes, and swings round to collect a more fortunate mum at the first stop going the other way.



When the T31 is scrapped, this Forestdale leg is going to be taken over by the 353 which currently runs from Orpington to Addington. This runs half as frequently as the eight minutely T31, hence residents of Courtwood Lane are about to lose their turn-up-and-go service. It's also a double decker, which seems entirely inappropriate for this backwater climb between awkwardly placed parked cars to a remote turning circle and back, but presumably drivers will cope. Instead we should praise TfL for their commitment to serve this single residential road in the first place. In any business-driven bus network outside London residents would be expected to catch the T33 to the foot of the hill and walk the rest. Instead they get an almost door-to-door service, this despite the fact that Surrey begins immediately behind the hedge at the summit, beyond which is a muddy bridleway, thick woodland and a golf course. Hurrah for public services that serve the public, even way out here on the outskirts.

» route T31 - route map
» route T31 - timetable
» route T31 - live bus map
» route T31 - route history
» route T31 - route history
» route T31 - The Ladies Who Bus
» route T31 - extinction consultation

 Tuesday, December 16, 2014

I created this table to show how TfL are 'simplifying' Cycle Hire charges from January.

Length of hire 2014 price2015 pricechange
up to 30 minsfreefreeunchanged
up to 1 hour£1£2doubled
up to 1 hr 30£4£4unchanged
up to 2 hours£6£6unchanged
up to 2 hr 30£10£8save 25%
up to 3 hours£15£10save 33%
up to 3 hr 30£35£12save 66%
up to 4 hours£35£14save 60%
up to 4 hr 30£35£16save 54%
up to 5 hours£35£18save 49%
up to 5 hr 30£35£20save 43%
up to 6 hours£35£22save 37%
up to 6 hr 30£50£24save 52%
............
10 hours£50£38save 24%
13 hours£50£50unchanged
16 hours£50£62increase 24%
20 hours£50£78increase 56%
24 hours£50£94increase 88%

And loads of other people did the same thing, but published it quicker.
• Ian drew up a table and drew some pointed conclusions
• Tom tweeted a table he'd scribbled on a piece of paper
• Geoff drew up a table and threw in the daily £2 flat fee
• Adam said "hang on, this isn't simplification, this is a price rise"

So this may not be timely, but I can confirm...
» no fee rise for journeys less than 30 minutes, or between 1 hour and 2 hours.
» fees doubled for journeys between 30 minutes and an hour, up from £1 to £2
» fees lowered for rides between 2 and 12 hours, in some cases substantially cut
» a tipping point at 13 hours*, beyond which rides will cost substantially more
* not that anybody does this, obviously

 London park quiz

Here are cryptic clues to 32 well-known London parks.
How many can you identify?

  1) Smashwater Park
  2) Healthybadger Park
  3) Spyguy Park
  4) Thicktache Park
  5) Quartzmansion Park
  6) Ackroyd Offspring Park
  7) Boring Sorceress Park
  8) Interdorsals Park
  9) Happyrock Park
10) Naïve Park
11) Ecofriendlyhag Park
12) Arsenalfuneral Park
13) Dutchprovince Park
14) Notjekyll Park
15) 1609m Park
16) Mailstaff's Park
17) Abouturinals Park
18) Mary-Anne Park
19) Monarchgames Park
20) Crowswoo Park
21) Wealthy Mostweekday Park
22) Contains Farleys Park
23) Zebedeeson's Park
24) Beachtrench Park
25) Jumblenosy Park
26) Papermount Park
27) Nottsriver Park
28) Februarycards Park
29) Astracorsa Park
30) Winneria Park
31) Ollivanders' Price Park
32) The Irons Park

(Answers in the comments box)
(And, please, no more than ONE guess each)

 Monday, December 15, 2014

When in Croxley, I like to pop down and see how the Croxley Rail Link is getting on.

Answer: it isn't.

Plenty's been happening over in Watford, with track clearance along the entire length of the disused branch line now complete, rails lifted and 1200 cubic metres of intrusive timber sent off to be burnt for fuel. But back on the Croxley Green side, where there is no disused railway to recycle, nothing at all.

A new viaduct will be built to link the existing Metropolitan line to the embankment where the old railway used to be. Nothing yet. The adventure playground by the Sea Scouts Hut will be closed to make way for concrete pillars. Still operational. The houseboats along the canal will be displaced by a new bridge, and the existing 'garden' of statues, sheds and conifers removed. All present and correct. Construction of the new connection at Cassio Bridge doesn't begin until early next year, so nothing in Croxley's been touched yet.

Except for one thing. The old station by the roundabout had somehow retained its old Network SouthEast sign, this despite the fact the last train left in 1996. That's now finally been removed, along with the shabby noticeboard alongside with way out-of-date blue and red NSE stripes. It's a shame, from a nostalgia point of view, but also far too late, given that the station's had no passenger service since 2003 when the train was a taxi replacing a bus. Hang on, this is getting confusing, I think we need...
A (hopefully) definitive history of the closure of the Watford to Croxley Green branch line
15 June 1912: the line opens, with one intermediate station at Watford West
30 October 1922: electric trains replace steam
late 1930s: maximum daily service - 44 shuttle trains to Watford, 7 trains to London
June 1947: weekday service cut to peak hours only
10 May 1959: last Sunday service
20 April 1966: Barbara Castle refuses to allow Dr Beeching to close the line
1970s: Saturday service withdrawn, now only 14 trains per weekday
4 December 1982: Watford Stadium station opened by Elton John, match days only
1988: Half-hourly daytime service introduced, somewhat optimistically
22 January 1990: service reduced to Monday to Friday peak hours only
21 January 1991: service reduced to three Monday to Friday round trips
17 May 1993: service reduced to a single Monday to Friday round trip at 7am

25 March 1996: rail service replaced by a bus, initially for nine months only
late 1990s: bus becomes taxi (ie no genuine service at all)
23 March 2001: closure notice published
6 November 2002: closure notice approved
26 September 2003: last day of replacement road service
ever since: tumbleweed
14 December 2011: Government funding for Croxley Rail Link approved
21 August 2013: The Croxley Rail Link Order 2013 comes into force
Spring 2018: most likely date for opening of Croxley Rail Link
On my every previous visit to Croxley Green station (since I used it regularly in 1983), the front gate has been locked. Not impossibly locked, merely tightly secured, but enough to make gaining access at best awkward, at worst unwise. On this occasion, however, the gate was very much ajar. Still fastened at the very bottom, but simplicity itself to nudge slightly and slip through the gap, should any urban explorer care to try.

The steps ahead aren't the original wooden staircase, these are a narrow precipitous replacement from the last years of the station's life, and much easier to maintain. They're also slippery with leaves at the moment, as you'd expect, and a first indication of the arboreal takeover at the top of the embankment. When a station sees no trains or passengers for two decades, vegetation does tend to take over, and that is very much Croxley Green's fate.

The tracks remain, beneath the undergrowth, with a flat area beyond where the platform would have been. This seems counter-intuitive as the steps are on the wrong side of the rails, but 1990s passengers crossed the tracks at the far end to a temporary and very-cheap-looking low platform, now entirely removed. The original wooden platform was more substantial and overhung the embankment on the nearside. That disappeared decades years back, and today only a handful of squat concrete supports can be seen along the edge of the slope, overgrown by ivy.



A handful of defunct lampposts remain, one at the foot of the main steps, the others up top. They're still painted in Network SouthEast colours, i.e. bright red, and one is bent over at an alarming angle as if not much longer for this world. Various loops of cable survive, snaking out from the rails across the none-too pristine sleepers. And there are plenty of fallen branches across the carpet of leaves, and crisp packets, and lager cans, and Co-Op carrier bags, because this place isn't always as empty as it seems.

Following the tracks beyond the ex-platform is relatively straight-forward, with care, though one suspects rather tougher in the summer with plantlife everywhere. But within about a minute the way ahead is blocked by a metal fence, preventing access to the iron lattice bridge across the Grand Union Canal. This too has been colonised by grass and bushes, the latter leafless at present, and nothing has especially deep roots. And beyond this bridge the land falls away, the line completely broken, thanks to a road cut through to an industrial estate in 1996.

When the Croxley Rail Link flies through in three years time, a replacement station called Cassiobridge will be built on the other side of Ascot Road. But in getting there the new line will completely bypass the old Croxley Green station, severing this disused embankment for all time and consigning it to a more desolate fate. Total demolition's not out of the question, even levelling of the entire structure, but I hope this impromptu nature reserve survives as a reminder of the runtiest branch line in Hertfordshire. [13 photos]

Want more?
history, history, history, history
exploration, exploration, exploration
photos, photos, photos
future, future, future
previous report, previous photos

 Sunday, December 14, 2014

compass pointsCompass points
(an occasional feature where I visit London's geographical extremities)
NORTHWEST London - Drayton Ford Bridge, Springwell Lane, Mill End


London has no right to continue as far northwest as it does, no right at all... except Middlesex did, and so the deed is done. The former county's western boundary followed the River Colne, as does Greater London's today, all the way up from Heathrow to Rickmansworth. After ten miles of north/south the Colne valley bends off to the east, and it's at this point that the London border breaks away from the river to pass between Moor Park and Northwood. A snout of land sticks up in the intervening space, a mostly-unneccessary corner of Hillingdon where almost nobody lives and which might as well be in Hertfordshire. The fact it's still not gave me the excuse to visit.

I made my assault on the northwestmost point in London by walking up the Grand Union Canal. This intertwines with the River Colne for miles, the towpath an easy track to follow even at the height of midwinter. Heading north from Harefield, the Colne breaks away at a bridge by a sewage works with a particularly pungent aroma, creating an outer London island between the two waterways. Here you'll find the Springwell Reed Bed, the largest reedbed in the capital, where dry grasses rise above head height from squelchy water. There's no immediate access for those on foot, not until the canal reaches Springwell Lock and a path leads off, back round a hidden lake.



The lock is your typical Grand Union construction, with a low arched bridge to carry Springwell Lane across the water. London's Low Emission Zone starts here with a heavy climb Harefield-ward, or there's an access road to the left leading to the Springwell Chalk Pit, which Doctor Who's pretended is an alien planet on many an occasion. Two buildings that look like waterside warehouses are in fact recent blocks of flats, these where London's northwesternmost residents live, somehow further from Charing Cross than inhabitants of central Watford. And here too is the start of the Hillingdon Trail, a 20 mile ramble across the borough to Cranford, perhaps not best tackled in December.

Those in search of extremity must head northwest up Springwell Lane. That's past a yapping hellhound behind locked golden gates, and watching out for haulage company tipper trucks careering down the lane never expecting to meet anyone on foot. Concealed on the left is Springwell Lake, accessed via London's northwesternmost car park, a remote and uneven affair targeted at twitchers and wildlife lovers. Meanwhile across the hedge on the right is another large expanse of water, Inns Lake, the smallest of several hereabouts but still a massive 16 acres in size. A multitude of wintering birds hang out around here, so now's an ideal time to visit, and isn't that a heron standing motionless on the far bank? We'll come back this way, if that's OK.

It's not far along the country lane until London peters out. To one side of the road a screen of trees hides something drably levelled, then the big warehouse behind a security fence is Mill End Pumping Station, the capital's most northwesterly installation. And that's the boundary with Hertfordshire ahead, at Drayton Ford Bridge, a very short span carrying the lane over the River Colne. It's not much of a river here, more a tamed channel, but that was deemed good enough back in the day for the edge of Middlesex to be so aligned. Two objects confirm that we're in the right place, one a Welcome To Hillingdon sign on a pole, the other a white coal tax post tucked into the verge above the stream. There used to be a pair of these boundary markers here, but the other is the unlucky soul spirited away to the Guildhall Museum in London an an exemplar exhibit, but currently consigned to the stores.



A few steps further on are the western outskirts of Rickmansworth. Interestingly there's no sign to announce this, as if the county's trying to keep stumm, but I knew immediately because I recognised the design of Three Rivers' lampposts. A couple of cottagey houses kick swiftly in, then the Uxbridge Road, then the outlier estate of Mill End. Plenty of people live here, tucked higher above the flood plain, in Metroland avenues ideal for learner drivers. I passed my driving test barely a mile away, and failed it twice too, never realising that London was quite so close at hand.

Finally, let's retreat to the joys of Greater London's borderline waterworld. These lakes all used to be gravel pits, extracted between the wars, and gravel from here was used in the construction of the original Wembley Stadium. Now they're part of an extensive nature reserve, each with footpaths round the perimeter, and a splendid stomping ground if waterfowl are your thing. The largest is Stocker's Lake, from whose banks I spotted cormorants, moorhens, coots and a black swan, plus something unidentifiably chunky nesting in part-submerged woodland. The county boundary cuts straight across the lake, with the well-known Rickmansworth Aquadrome spread out on the eastern side. But why go there when you can revel in the capital's distant wetlands, beyond the canal, for a birdwatching bonanza?



See also
NORTH London: On the clockwise hard shoulder of the M25 between junctions 24 and 25, just north of Crews Hill station [map] (I visited in 2004)
EAST London: Just off Fen Lane between North Ockendon and Bulphan, east of Mar Dyke but west of the Dunnings Lane crossroads [map] (I visited in 2011)
SOUTH London: On a bend in Ditches Lane, just north of St Peter and St Paul Church in the village of Chaldon [map] (I visited in 2007)
WEST London: At the exit for Poyle on the roundabout above junction 14 of the M25, close to Heathrow Terminal 5 [map] (I visited in 2009)
» see all four geographical extremities on a Google map

 Saturday, December 13, 2014

The first three S-prefixed buses circled Stratford in the early Seventies. This S1 is not one of these, but part of a Nineties foursome serving Sutton. The rest run infrequently or have been cancelled, but the S1 proved its worth and is now the backbone of suburbia. It also runs via several parts of London I'd never previously visited, which when you've lived here 13 years and 'get about' a lot, was most unexpected.


 An A-Z of LONDON BUSES
 Route S1: Lavender Fields - Banstead
 Length of journey: 9 miles, 70 minutes


When I heard that the S1 was being extended to Lavender Fields, earlier this year, I assumed this was somewhere scenic. The Sutton area was once famed for its lavender, and Mayfield Lavender is still a (gorgeous) commercial concern. Alas that's near the southern end of the route, and the S1's Lavender Fields is a bog-standard housing estate close to Colliers Wood. The new terminus gleams, in that way fledgling bus shelters do, close to the mini-roundabout that allows the slightly-mini buses to turn around. When I arrive it's just starting to rain, so the driver gets off his phone and allows we two waiting passengers to board early. They're nice like that, bus drivers, sometimes.

My fellow passenger isn't going far, two stops in all. That's the entire extent of the S1's extension into unserved territory, indeed he could easily have walked to the main road in the five minutes we were waiting. But instead he used TfL's red taxi to hide from the rain, or avoid traipsing past the cemetery, or because he's a lazy sod, one of the three. And then he's off, and over the road, and straight onto a much more useful bus to Tooting Broadway. Down Figge's Marsh we gain another lazy sod, female this time, who lasts on board for only one stop. I'm starting to wonder if Merton residents are compulsively idle, or else the S1 has a magnetic attraction.

Pebbledash leads to parade leads to, oh, hang on, this is quite nice. Mitcham is one of the places en route I've inexplicably never been to before, and I'm quite impressed. The greenspace by the shops has an independent panini hut at one end, and further on an unmistakeably villagey vibe. The cricket ground remains at the heart of Mitcham life, a whirl of listed buildings around the perimeter, each discoverable via an information panel near the boundary. At the next stop a blind man is waiting, alone, so has to ask the driver which service this is... and then lets us go without boarding. It strikes me that all these iBus route announcements ("S1... to... Banstead") are no use when trying to work out whether to get on, only to confirm you're on the right bus after it's left.

Our exit from the town centre becomes increasingly green, then positively undeveloped along the edge of Mitcham Common. How fortunate the residents of Mitcham Garden Village, tucked into a snail-like whorl between the railway and the woods. So this is Mitcham Junction station, is it? It's about a mile out of town surrounded by golf course and industrial estate, hence not as useful as local commuters would like it to be, and therefore bus links to the middle of nowhere are much appreciated. Three of our latest complement are only going as far as Mill Green, the next common down, which used to be where the S1 started (and would have saved you from having to read the previous three paragraphs).

Beyond the dead pub and the River Wandle, the S1 starts its backstreets tour of St Helier. Our route round the LCC estates traces out the pattern of two crooked teeth, ticking off streets just to say that a bus runs nearby. But our presence is much appreciated, the bus is starting to fill up now, as we edge past parked cars, yet more open space and various pushchair posses. Green Wrythe Lane scores points for a streetname with an endearing heritage, if not a particularly picturesque present, running through The Circle shopping parade, home to Fudge Cakes Circle Bakery. One particularly narrow diversion takes us past armies of Saturday morning footballers, and their doting parents, playing in the Carshalton Little League. And there across the goalposts rises the Thirties Metropolis fortress of St Helier Hospital.



Several passengers are waiting here, including a rotund mum with the flabbiest neck I've seen in years, which wobbles like a turkey as she pushes down the bus behind her not-yet obese daughter. Three teenagers are holding court by the central doors, one wondering whose idea it was to catch the slow bus, another twiddling a cigarette in anticipation of getting off. As we double back again, avoiding Carshalton, we thread through a very typical slice of outer London - a bit hilly, a bit pleasant, a lot residential, and a Seventies pub for a lager on a Friday night. Then at the foot of the hill Teenager Number Two reaches up as if to press the emergency release button, waits for the look of shocked embarrassment on his companions' faces and grins broadly before retracting, and getting off with everyone else.

So, this is Sutton proper. I've walked down the pedestrianised High Street, but never experienced the parallel one-way system that closely encircles it. Four times we pull over into an odd layby to swap will-be-shoppers for just-been-shoppers, gradually exchanging the entire complement of passengers other than me. The bus is now packed, sufficient to steam up the windows so that the word 'dirty' magically appears scrawled in the mist. We're not seeing the town's best side, indeed we're barely seeing it at all, as we bend round what I think is B&Q towards the station. With another top-up here I count sixteen people standing, which makes this the most crowded lettered bus I've yet ridden.

Most are on board for the next deviation away from a straight line, a detour serving some quite nice houses to the southeast of town. One man goes to the aid of a mother trying to lug her pushchair off the bus, then returns to find his seat taken by someone else, who fails to move. Up next is Belmont, a borderline settlement that again I've never been to, and doesn't instantly impress. Missing two hospitals and a prison we instead make a break for Surrey across the Downs, where one stop appears to serve no-one but ramblers. And hey presto, Banstead, which looks and feels different to London with its verges, old pubs, and long Tudor-style shopping parade. M&S is as far as we're going, which is quite far enough, but well worth the trip.

» route S1 - route map
» route S1 - timetable
» route S1 - live bus map
» route S1 - route history
» route S1 - The Ladies Who Bus

 Friday, December 12, 2014

For years I've been aware that the earliest sunset of the year isn't on the day of the winter solstice, it's a few days earlier. More specifically for London, the earliest sunset of the year isn't on December 21st (3:53pm), it's today December 12th (3.51pm). [data] [full data] [interactive map]

DateLength of day Sunset 
Nov 19h 3916:34
Nov 119h 0516:17
Nov 218h 3516:04
Dec 18h 1115:55
Dec 117h 5515:51
Dec 217h 4915:53
Dec 31  7h 5416:01

But I'd never quite got my head around why this discrepancy should arise. It seems entirely counter-intuitive that the shortest day and earliest sunset don't coincide, so some other factor must be at play to cause the difference. And so I dug around a bit, and I think I finally understand what's going on. Bear with me on this one.

First of all you need to understand this next table, based on data for central London. The amount of daylight each day is fixed, decreasing from almost 10 hours at the start of November to less than 8 hours throughout December. Half of that daylight occurs before noon and half after, so if we halve the total amount of daylight we get the length of the afternoon. And if the afternoon starts at noon, then it's possible to work out at what time the sun sets. Noon + afternoon = sunset. Like so...

DateLength of day      Noon      Length of afternoon* Sunset 
Nov 19h 3912:004h 4916:49
Nov 119h 0512:004h 3216:32
Nov 218h 3512:004h 1716:17
Dec 18h 1112:004h 0516:05
Dec 117h 5512:003h 5715:57
Dec 217h 4912:003h 5515:55
Dec 31  7h 5412:003h 5715:57
* half the length of the day

But those aren't the actual sunset times, as you can see if you compare them with the first table. And that's because the middle of the day, the time the sun is highest in the sky, isn't twelve o'clock. This so-called 'solar noon' changes throughout the year, wobbling over fifteen minutes away from 12:00 at different times of the year. For example at the start of November the sun is highest in the sky at quarter to twelve, but by the end of January it's quarter past. You'd never spot this, day to day, but it's true.

Date Solar noon* 
Nov 111:44
Nov 1111:44
Nov 2111:46
Dec 111:49
Dec 1111:54
Dec 2111:58
Dec 3112:03
* the time the sun is highest in the sky

The reasons for solar noon changing are quite complicated. It's to do with the Earth's orbit not being a circle, but an ellipse. It's to do with the Earth travelling at different speeds at different points in its orbit. It's to do with the Earth being tilted on its axis at an angle of 23½°. It's to do with all three of these things combining to create something called The Equation Of Time, which you can read all about here - I'm not going to go into the details. But The Equation Of Time is why the sun isn't always at its highest at noon. It's why sundials only tell the right time four days a year. And it's why the middle of the day today is at 11.54, but the middle of the day on December 21st will be at 11.58.

To find out what's really happening to sunset times, you have to start counting the afternoon from solar noon, not from twelve o'clock. Solar noon + afternoon = sunset. Like so...

DateLength of day Solar noon Length of afternoon Sunset 
Nov 19h 3911:444h 4916:34
Nov 119h 0511:444h 3216:17
Nov 218h 3511:464h 1716:04
Dec 18h 1111:494h 0515:55
Dec 117h 5511:543h 5715:51
Dec 217h 4911:583h 5515:53
Dec 31  7h 5412:033h 5716:01

At the moment solar noon is at 11.54 and the afternoon lasts 3h 57, which means sunset is at 3.51pm. By the winter solstice the afternoon is two minutes shorter at 3h 55, but solar noon is four minutes later at 11.58, making sunset two minutes later at 3.53pm. And that's why the earliest sunset is now rather than next week... because the sun is highest in the sky earlier in the day.

Here's how the next ten days pan out, sunset-wise.

DateLength of day Solar noon Length of afternoon  Sunset  
Dec 117h 5511:543h 5715:51:49
Dec 127h 5411:543h 5715:51:43
Dec 137h 5311:543h 5615:51:44
Dec 147h 5211:553h 5615:51:46
Dec 157h 5211:553h 5615:51:53
Dec 167h 5111:563h 5615:52
Dec 177h 5011:563h 5515:52
Dec 187h 5011:573h 5515:52
Dec 197h 5011:573h 5515:52
Dec 207h 4911:583h 5515:53
Dec 217h 4911:583h 5515:53

A few caveats. Times have been rounded and may not be 100% accurate. All times are for central London. Locations further north and east see sunset earlier, and locations south and west see sunset later [see map]. Locations well to the south of London have already had their earliest sunset (New York's was on December 6th), while locations north of London haven't had theirs yet.

And if all of this has gone completely over your head, don't worry. All that's important is that the earliest sunset of the year is today, at around eight minutes to four. And from tomorrow, second by second, then minute by minute, the evenings start getting shorter and shorter.


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my special London features
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E3 - local history month
greenwich meridian (N)
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olympics 2005
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ten of my favourite posts
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my new Z470xi mobile
five equations of blog
the dome of doom
chemical attraction
quality & risk
london 2102
single life
boredom
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ten sets of lovely photos
my "most interesting" photos
london 2012 olympic zone
harris and the hebrides
betjeman's metro-land
marking the meridian
tracing the river fleet
london's lost rivers
inside the gherkin
seven sisters
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