Mind the steps: escalator repairs plague travel network

It is the second such closure of a busy station in as many years, and there is reason to believe things will get worse.

In 1987, the King’s Cross fire highlighted the safety of wooden escalators, then common across the network. After a review, these were phased out in favour of metal ones.

Many of those brought into service in the late 1980s and early 1990s are approaching the end of their 40-year lifespan, meaning that in deep-level stations, significant disruption could lie ahead.

Each closure is a vast financial undertaking, not just in the costs for repairs, but also for lost ticket revenue. Nearby stations will also have to deal with more passengers, which can bring overcrowding problems.

Cutty Sark DLR, which opened in 1999, was built and maintained by private finance initiative contractor CGL Rail. TfL took over operations in 2021 and found the bespoke escalators, then already unreliable, in a state of disrepair. Despite spending huge amounts to source spare parts from the Czech Republic and China, the problems persisted and TfL admitted a full replacement was needed.

In most stations, there is space to remain open while repair works take place. For example, gearbox and brake disc failings on an escalator at Highgate station were due to be resolved early this year, but were delayed. However, the layout of the station allows it to remain open. Similar works are taking place at Shepherd’s Bush, Blackhorse Road and Woolwich Arsenal, with minor disruptions.

When replacements are needed, though, it is a different story. Escalators on the tube network weigh up to 40 tonnes, have about 15,000 moving parts and are in some cases built into the structure of stations themselves. During construction, escalators are often created for a unique station layout and there is no clear rulebook for a replacement.

The age of London’s underground network means deep-level tube stations were not built to modern standards, so are cramped, with little wiggle room for engineers. Surrounding them deep underground are usually utility wires and pipes that cannot be interfered with.

Because of their complexity, these jobs are subcontracted to specialist companies, with TfL working such as Schindler, which TfL recently appointed for the Cutty Sark escalator works. In these cases, a full station closure is the only way. Kentish Town station was shut for 18 months from 2023, with some nearby businesses blaming the overrunning works for a downturn in sales.

The combination of a financially stretched TfL, an ageing underground system, a national skills shortage and a network at capacity puts London at a disadvantage.

Cutty Sark station faces the same fate as Kentish Town. In the meantime, commuters are being told to get off at the next stop, Greenwich, and walk, or take a bus or boat.

Barrie Kelly, chief executive of Visit Greenwich, said it has been working with businesses, TfL and the council “for some time” to avoid disruption. However, plans will mostly consist of improved signage and messaging on transport apps and websites.

Photograph by Getty