Archive for the ‘transport’ Category
As you may have noticed, it was rather hard to get home to south-east London last night.
A fire in signalling equipment at London Bridge saw all trains through the station cancelled at the beginning of the evening rush hour. The delays lasted beyond the rush hour and right to the end of the day.
I came through Charing Cross at 11pm and just managed to get a train back to Charlton which ran via Lewisham. Judging by the announcements telling people to use local buses, it seemed Southeastern had simply given up running a service on the other metro lines.
The disruption spread, and a perfect storm hit North Greenwich station – swamped by people bumped off Southeastern trains on the night of a gig at the O2, plus a Charlton Athletic home match. It’s chaotic enough on a normal night, but last night the police were called and the station was closed for a spell.
Everyone had their own story to tell. While a total wipeout of trains from London Bridge is rare, from 2015 there’ll be severe restrictions on mainline trains stopping at London Bridge as the station’s rebuilt for the Thameslink programme. Will North Greenwich be able to cope with the extra load?
Still, everyone caught in the disruption last night can be comforted by the fact that Greenwich Council, Boris Johnson and the owners of the O2 have the solution to everyone’s transport worries at North Greenwich. Yes, that’s right, they want to build a new road tunnel.
Oh, and don’t forget Boris Johnson’s other solution to our travel woes…
The future of our local transport is clearly in safe hands.
Some of Greenwich’s most high-profile development sites suffer from air pollution far in excess of European limits, research carried out for No to Silvertown Tunnel has revealed.
Volunteers, including myself, used tubes to record the pollution in the air at over 50 locations close to the A102, A2 and A206 for four weeks during June, using similar methods used by Greenwich Council for its own pollution records. Over half the tubes came back with readings over 40 μg/m3, the EU limit.
The Woolwich Road/ Blackwall Lane junction in Greenwich, outside where new homes are now being built by developer Galliford Try, recorded 70 micrograms per cubic metre. The site is opposite the flagship Greenwich Square development, which will include homes, shops and and a leisure centre.
With Greenwich Council and London mayor Boris Johnson backing a Silvertown Tunnel, which will attract more traffic to the area, the figures can only get worse.
The figures will be discussed at a public meeting at the Forum at Greenwich, Trafalgar Road, SE10 9EQ on Wednesday (tomorrow) at 7pm.
Further south, high readings were recorded in Eltham at Westhorne Avenue, Eltham station and Westmount Road, where the A2 forms a two-lane bottleneck. Local MP Clive Efford supports the Silvertown proposal, despite compelling evidence that it will make traffic in his constituency worse. So do local Conservatives – even though we recorded a big fat 50 μg/m3 outside their local HQ.
What’s more, when we contacted Greenwich Council to tell it we intended to place pollution tubes on its lamp posts, we discovered it had been collecting its own statistics since 2005.
But mystifyingly, no figures were published since 2010 – until now. We obtained the results through a Freedom of Information Act request, and have published a full archive on the No to Silvertown Tunnel website.
These borough-wide stats bear out our own research, revealing that the borough’s worst location is outside Plumstead station – possibly due to the bus garage being nearby, but also a regular scene for heavy tailbacks.
Despite the council also pressing for a road bridge at Gallions Reach, it appears to have made little serious attempt to record pollution levels in the Thamesmead and Abbey Wood areas, which would be affected by such a scheme as well as emissions from London City Airport.
The whole borough has been an air quality management zone for 12 years, which makes Greenwich Council’s position on road-building even more mystifying. Its decision to stop publishing air quality reports smacks of carelessness at the very least. Pollution has become the council’s dirty secret.
If you drill down into the statistics, you’ll actually find air quality gradually improving in some areas. But in places where traffic remains heavy, it’s stubbornly awful.
Incidentally, the tubes are very easy to install and relatively cheap – if local groups find Greenwich Council’s response to pollution wanting, it’s simple for them to carry out their own studies, just as we did. Indeed, we were inspired by a study done by the Putney Society – so it should be easy for groups in Greenwich, Blackheath, Eltham and Charlton, or elsewhere, to follow suit.
Greenwich Council continues to back new road schemes on the grounds that they will take traffic off existing roads – despite a heap of evidence that proves the opposite. Indeed, studies show new roads simply increase traffic by making road travel more attractive.
It also claims economic benefits for new schemes – but it hasn’t been able to produce a shred of evidence that this is the case. And will it take the health costs from the extra pollution caused by yet more traffic on local roads into account?
Even more perplexing is that neighbouring boroughs don’t want Silvertown – leaving Greenwich’s Labour council in a position where it’s just a figleaf for a Conservative mayor’s scheme. If Greenwich opposed it, would Boris really go ahead?
So how can we persuade local decision-makers to wake up and realise they’re backing a scheme would could be disastrous? Well, we thought we’d invite them to our meeting, where they can hear from experts and see what results we got.
Here’s the response from Don Austen, Labour councillor for Glyndon ward.
Incidentally, Don’s ward not only contains the borough’s filthiest air, his own home is very close to Charlton Village – where air quality also breaks EU rules. We had a few other responses that were nicer, but it’s hard to dispel the feeling that Greenwich’s councillors simply aren’t taking this seriously.
That said, some of the nominees to be Labour’s candidate for for Greenwich & Woolwich are alert to the dangers of blindly following a Conservative mayor’s policy. Lewisham councillor Kevin Bonavia (whose own council opposes Silvertown) voices his concern in his manifesto: “According to a recent GLA report, 150 deaths per year across the borough are caused by air pollution. We shouldn’t be encouraging more traffic in already concentrated areas.”
And yesterday, outsider Kathy Peach took aim not just at the proposal, but the way Greenwich Council has handled it:
I’m not convinced Boris Johnson’s Silvertown Tunnel is the answer. Nor do I believe there’s been an informed democratic debate about it.
I have heard from several quarters that Labour councillors who oppose the scheme have been banned from voicing their opposition in public… the fact that such stories gain traction points to something insular and complacent about our local political culture. We need a breath of fresh air. Let’s get rid of stale tactics and encourage a vigorous inclusive open debate. We need to bring the community along with us – otherwise other parties will jump into the gap.
Hopefully we’ll see Kathy, and Kevin, and others, and hopefully you, down at the Forum tomorrow night. If you’re sceptical, feel free to come along and lob some tough questions.
But if Greenwich councillors won’t listen, and Boris Johnson won’t listen, then we need to find our own way forward – because this is a battle that can be won.
And we might even have some fun on the way. If you want to help, come along tomorrow night.
No to Silvertown Tunnel public meeting: Wednesday 16 October, 7-9pm, Forum at Greenwich, Trafalgar Road, London SE10 9EQ. Speakers are transport consultant John Elliott, the Campaign for Better Transport’s Sian Berry, King’s College London air quality expert Dr Ian Mudway and Clean Air London’s Simon Birkett.
PS. If you have the time, it’s worth reading the 1994 Government report Trunk Roads and the Generation of Traffic. These studies are backed up by another report, published in 2006 for the Countryside Agency and Campaign to Protect Rural England.
Like most of the good things Boris Johnson promotes, this is another one that actually started under the previous mayor. Yesterday’s Ride London Freecycle – once the London Freewheel – was great fun as ever.
But getting to the start at Tower Hill and back showed how far London has to go in really becoming a cycling city, and how little progress has been made since then. A weekend of two-wheeled fun is one thing, but the real hard work is in making sure the whole capital is a city fit for cycling.
On the way up there via Blackheath, I saw a cyclist wearing a Ride London bib pull out of Westbrook Road into Kidbrooke Park Road, a road which makes for hairy riding at the best of times. But he didn’t pull out onto the carriageway, he did a left onto the pavement and cycled up that instead. I couldn’t help wondering if he’d actually just taken a train to Blackheath rather than cycled all the way back.
I took a friend who was riding in London for the first time, and while cycling along the Thames Path isn’t the quickest way to get to central London, it’s certainly the most scenic and pleasant. And riding over Tower Bridge is usually great fun. It wasn’t yesterday, though – a bottleneck of traffic and a badly-parked ice cream van meant it was slow and unpleasant going – and this was the main route into the Freecycle for many from south of the river. On the other side, there were people wheeling their cycles back on the pavement, rather than taking on the traffic. I even saw a bike being carried on top of a car, but that could have been unrelated. Closing this iconic old bridge to motor traffic was clearly a step too far for a “cycling city”.
The Freecycle itself was great – it’s been made bigger, thankfully, cutting the bottlenecks of the past. Being surrounded by children having a whale of a time was something special. But while making loads of noise in the Blackfriars Underpass was fun, I saw a couple of nasty crashes – when it’s sunny outside the underpass, it takes a while for your eyes to adjust to the lack of light inside.
On the way back, we took one of the few genuine innovations that has done some good – Cycle Superhighway 3, through Wapping and Poplar, before swooping down through Cubitt Town to the Greenwich Foot Tunnel. It’s a step above the other cycle superhighways, but while linking the route up has been a good thing, CS3′s separated cycle lanes – and traffic signals – were there long before blue paint was slapped down.
How easy did Transport for London make it to get back from Ride London? By not bothering to adjust the traffic signals, long queues of cyclists built up at the end of Royal Mint Street, where they were only given eight seconds to cross Leman Street. Clearly TfL’s “smoothing traffic flow” only applies to those on four wheels.
For all the great fun of Ride London, including this weekend’s amazing sight of amateur and pro cyclists charging down the A12 and through the Docklands for the London Surrey Classic (next time, how about through the Blackwall Tunnel and out to the North Downs?) it’s not going to do a single thing to make the streets safer for cyclists.
At the moment I’m watching the BBC’s Ride London coverage, where an elected politician is being treated once again as a national treasure. “It’s a magnificient symbol of what we’re doing for cycling in this city,” Boris Johnson told an interviewer, unchallenged, less than a month after two cyclists were killed in a week in central London. If Michael Gove held a national spelling competition, he wouldn’t be allowed to get away with saying it was a symbol of what he was doing for education. So why does the mayor of London get away with it?
It’s easy to shut roads for a weekend’s pedalling party, but the real hard work is in making it easy for people to cycle to work, to school, to the shops. Maybe with the appointment of Andrew Gilligan as cycling commissioner, we will finally to get somewhere with this (except in the rotten borough of Greenwich). But until we see concrete evidence (or rather tarmac evidence), while Freewheel/Skyride/Freecycle will continue to be a success in its own right, it’ll also be a symbol of a wider failure.
Update 00.15 Monday: The Ride London website quotes Boris Johnson talking about 50,000 “amateur cyclists” on Saturday’s Freecycle – does that mean people who drive cars are “amateur motorists”? It’s very unlikely Johnson came up with those words himself, but this City Hall clanger won’t do any good in persuading people that cycling is a thing that normal people do to go to the shops or wherever.
Today’s your last chance to do something people have been able to do for 34 years. After 00.35 tonight, Kidbrooke’s Ferrier Estate will no longer have a bus service for the first time since 1979.
Mind you, there’s no longer a Ferrier Estate to serve. The last remnants of the estate came down in the past couple of weeks, and the smart new Kidbrooke Village development is taking shape. While the new homes have gone up, and new occupants have moved in, routes 178 and B16 have been among the few things to have stayed the same. Not any more.
You’d think the ability to take a bus to your door would be a huge selling point. But developer Berkeley Homes is changing the road network on the old estate – from Saturday, the link under Kidbrooke Park Road which links Tudway Road to Moorhead Way will be closed for good. Which means no more buses.
All of which has been approved by Greenwich Council for a long time. Unfortunately, what nobody took into account was that it wasn’t just Kidbrooke Village that would lose its buses. Sandwiched awkwardly between the Ferrier and the private Blackheath Cator Estate is the Brooklands Park estate. It’s completely cut off from any public roads – there’s a short footpath to Moorhead Way to the west, and to the north, south and east it’s surrounded by the Cator Estate’s private roads, which shut their gates during rush hours. For many people on Brooklands Park, the 178 and B16 are lifelines.
Who did Greenwich Council blame for Greenwich Council’s decision to endorse shutting the roads, cutting off the Brooklands? Why, Transport for London! When Brooklands residents petitioned the council earlier this year, the response said while Berkeley Homes was willing to build a turning circle on Moorhead Way, it was putting pressure on TfL to pay for it. (See the second petition document here and the TfL consultation for more.)
Indeed, council leader Chris Roberts used the issue to call for Greenwich Council to be given powers to run bus services, instead of TfL, even though it was a problem caused entirely by his own council and its chums at Berkeley Homes.
Fast forward to July, and what’s in council propaganda weekly Greenwich Time?
That’s actually a lie. There are no new bus routes. Greenwich Time has long been used to mislead, but the porkies are starting to get bigger.
And whats this?
Yes! It’s a turning circle! From Saturday, while the 178 will run straight up Kidbrooke Park Road, the B16 will use this turning circle so Brooklands residents get some buses. The Brooklands residents will lose a bus to Lewisham and Woolwich, but keep one to Eltham. But how did that pressure on Transport for London to pay for it go?
“After further consultation and discussion, the council and Berkeley Homes agreed to fund a turning circle on Moorhead Way, close to Wingfield School.”
So, surreally, here’s two residents’ association types, cabinet member Denise “foot tunnels” Hyland and Berkeley chair John Anderson celebrating… bus service cuts not being as bad as they could be, and Greenwich Council and Berkeley Homes having to make good their own mistake. Well done everybody, well done.
This won’t be the last transport worry to affect Kidbrooke Village. Plans include a “new transport hub”, presumably replacing the horrible Henleys Cross bus stops, the very worst in crap 1990s transport design. Yet it’s not clear what transport will be serving what will soon be a ballooning population – and whether the rail service through Kidbrooke will be able to cope.
The cable car was a year old last Friday, and almost as if to celebrate, I saw an unusually large number of people using it as I passed underneath it on my way to North Greenwich station at about 9.15am. Yes, a whole SIX passengers were using it – up on one passenger on the previous Tuesday, and nobody at all on the Monday.
To mark the anniversary, TfL issued a press release, entitled “One year after opening the Emirates Air Line is bringing jobs and growth to east London”. But the only growth industry sparked by the dangleway is that in increasingly desperate PR.
Well, I don’t know about east London, although the Siemens Crystal, which opened next door to the cable car’s northern terminal last autumn, was already going through the planning process at Newham Council when TfL announced its plans to build the cable car in July 2010.
As for south of the river, I’m pretty much certain that with the exception of the cable car’s own staff, contractors and associated workforce, and the tea van that pops up next to it, the Emirates Air Line has not created a single job in Greenwich. If you know of any, I’d love to hear about it.
The Emirates Air Line is successfully supporting regeneration and increasing footfall in Greenwich and Newham.
Today marks the first anniversary of passenger services on the UK’s first urban cable car, the Emirates Air Line, and the Mayor says it continues to play a key role in supporting growth and regeneration in east London.
Since opening, the Emirates Air Line, connecting Greenwich and the Royal Docks, has flown more than 2.4 million passengers across the Thames and customer satisfaction remains consistently high. Today, Transport for London (TfL) confirmed that it is working with AEG Europe, the owners of The O2, to make Emirates Air Line boarding passes available on The O2 website from August. That means passengers will be able to buy e-tickets for a flight on the Emirates Air Line at the same time as they book their visit to The O2, or their Thames Clipper travel.
The Emirates Air Line was built to support current and future regeneration in east London and the balance between leisure users and regular users will change as this takes place. The popularity among leisure users means the Emirates Air Line is covering its costs while encouraging people to visit Greenwich and the Royal Docks.
Those running costs, incidentally, are about £5.3 million a year – or £14,600/day – judging by the answer to a Freedom of Information request put in by Poplar-based campaigner Alan Haughton. At 2.4 million journeys since opening, it probably is covering its costs.
Remove last summer’s Olympic/Paralympic traffic (worth at least 200,000 journeys) and the novelty factor, though, and that business plan starts to get as wobbly as a gondola in the wind.
Of course, there’s still a £16m black hole where Emirates’ sponsorship (£36m) and European funding (£8m) haven’t covered the £60m cost of building the cable car.
“Regeneration of the area is already well under way as illustrated this month when the Mayor of London announced a £1.5bn deal with the Silvertown Partnership to transform Silvertown Quays in London’s Royal Docks into an innovative new quarter that will be able to accommodate more than 1,500 new homes, restaurants, cafes, galleries and leisure facilities both on and off the water, making it a thriving destination for Londoners and visitors to live, work and enjoy. Work on the first phase of the site is expected to begin in 2014/15.”
All very well, but development at Silvertown Quays – which will involve the demolition of the landmark Millennium Mills – hardly depends on a cable car from Greenwich. Instead, it’ll cling to Crossrail for life, and its central proposition – a park of “brand pavilions” – seems to be the sort of development that could be used to try to justify the Silvertown Tunnel.
Other exciting developments coming to the area include a new 452-room hotel next to The O2 with residential apartments in 2015. All of this development will directly benefit from the convenient and direct river crossing the Emirates Air Line provides.
That’ll be the hotel that’s been planned since at least 2009, then.
So, with the cable car having attracted precisely nothing to the peninsula, its sponsor is stepping in.
The Mayor of London, Boris Johnson, said: ‘The Emirates Air Line is doing exactly what it set out to do and supporting regeneration of an area with huge potential to provide new jobs and homes. The £1.5bn deal to transform the Silvertown Quays in London’s Royal Docks is a superb illustration of how providing new transport links like the cable car can be the perfect spur for economic growth.
‘As the customer satisfaction scores show, Londoners and visitors from around the world thoroughly enjoy using this innovative transport experience and the new and exciting Emirates Aviation Experience opening in July next to the Greenwich terminal will be yet another fantastic reason to visit this rapidly developing area of London.’
Yep, the Emirates Aviation Experience, which has appeared in what were meant to be retail units inside the Greenwich cable car terminal, featuring two flight simulators in a “fun, yet educational, overview of just what it takes to successfully get a 560 tonne aircraft off the ground and 40,000 feet into the sky”. PR agency Pulse (“creating happy humans”) has been recruiting for it. So the first jobs to be created by the Emirates Air Line are being created by… Emirates itself.
I heard a whisper that Boris was due in Greenwich to open it today, incidentally, presumably to thank his sponsor for doing him a favour.
Of course, none of this desperate justification would be needed if the cable car had been built as proper public transport, integrated into the Travelcard scheme and charging normal zone 3 fares, instead of £3.20 each way. There’s no press releases claiming the London Overground covers its costs – it’s accepted that throwing a billion pounds at railways in north and east London is a price worth paying for a better quality of life for hundreds of thousands of people each day. Because the cable car has been built as a tourist attraction, it has to be seen as covering its costs.
A year on, the cable car just sits there for its 16 commuters, like a strange Christmas present bought by an in-law that you can’t decide what to do with. It sits there, heading off in the wrong direction, as a monument to the failure to plan Greenwich Peninsula’s growth properly. When North Greenwich station, already creaking at the seams, can’t cope with the peninsula’s growing population, the cable car will still be sat there, useless.
And it’ll be a headache for whoever’s (un)lucky enough to succeed Boris Johnson as mayor in 2016. What should he or she do? I’d be interested to hear what you think – please assume there’s no cash to do anything like building foot/cycle bridges or moving to to Canary Wharf.
Or, if you have an even better idea, share it below…
Here’s a turn-up for the books – a TfL consultation has found support for rerouting the 108 bus route so it runs into the Olympic Park, rather than Stratford Bus Station.
Alright, it’s not massive, but 32 separate responses were received by TfL suggesting either diverting the 108 into the Park, or introducing another route from south-east London. In addition, a further two responses suggested extending the 129 (Greenwich town centre-North Greenwich) to the area.
All this means TfL has actually had to give a response. And here it is…
Can route 108 be extended to East Village to serve the Queen Elizabeth Olympic Park?
There are no plans at present to change the routeing of the 108. Diverting it into the Queen Elizabeth Olympic Park would break around 600 trips per day. It currently serves High Street, Stratford which was an access point for the Olympic Park during the Games. It also serves Stratford Bus Station from which Stratford City and the East Village can be accessed.
As the south of the Queen Elizabeth Olympic Park becomes more developed in Legacy and new development comes forward south of High Street, Stratford more changes to the bus network may be required. The routeing of the 108 will therefore be kept under review.
Well, it’s not a complete “go away and leave us alone”… here’s the results of the consultation and responses to issues raised. Neither Greenwich nor Lewisham councils responded to the consultation, which was aimed at boroughs north of the Thames and focused on routes there.
The idea got an airing on this website in February, so if it prompted you to drop TfL a line – thank you.
Is extending the 108 into the park a good idea? Sorting out its dreadful rush-hour overcrowding’s a bigger priority, but the park should have links to the south and I’m delighted the idea’s been taken up by a decent number of people.
For all the dismal rubbish about how we apparently need a new road crossing on the Greenwich Peninsula – and I had the unfortunate experience of seeing Boris Johnson say it in the flesh the other night – it shows there’s still a demand for better cross-river public transport crossings. Hopefully it’s been noticed.
Woolwich is a step closer to getting on the Crossrail map, as Greenwich Council and Berkeley Homes have now pencilled in a deal on how its station will be paid for.
Transport for London’s board will consider the deal at a meeting this Thursday. Crossrail, due to begin service in 2018, will link Maidenhead and Heathrow Airport in the west with Paddington, the West End, the City, Canary Wharf and Abbey Wood.
Berkeley Homes has already paid £25m for the station box – essentially, the hole in the ground – to be built.
But even though the box was completed in February, a deal between Greenwich, Berkeley Homes, TfL and the Government to find the £100m needed to fit out the the station hadn’t been. Neither TfL nor the Government were willing to add to the costs of Crossrail, while Berkeley had been reluctant to pay any more towards the station, despite the huge profits it is likely to make out of its Royal Arsenal development.
Now TfL board papers reveal:
“Following extensive negotiations a package for the overall capital cost of the works has now been agreed in principle.
“This sees significant contributions from the Royal Borough of Greenwich and Berkeley Homes, supplementing existing TfL and CRL budgets, to meet the overall capital cost of the works.
“The detailed terms of funding agreements with these parties are currently being finalised and are expected to be concluded by the end of June 2013.”
The outline deal follows Greenwich Council granting Berkeley planning permission for 21-storey tower blocks in the Royal Arsenal last month, while its chairman Tony Pidgeley recently joined Boris Johnson on a trip to the Middle East.
The details are currently confidential, and it remains to be seen how Greenwich will raise the funds to pay for its contribution.
With the four-year-old DLR extension to Woolwich nearly overwhelmed by demand, the council will rightly see the deal as a triumph – originally the Crossrail link was to pass under Woolwich without stopping, until lobbying from leader Chris Roberts and MP Nick Raynsford forced a rethink.
But as always, the devil’s in the detail. While Greenwich is sitting on large cash reserves, it is believed the council is unwilling to use those to pay for the station, which could lead to other parts of the borough losing out so Woolwich can gain. Watch this space…
(Thanks to the anonymous tipster who alerted me to this story.)
9.20am on Wednesday morning, and the residents of Greenwich Millennium Village wait in large numbers for a bus to take them one stop to North Greenwich station, to save eight minutes’ stroll through a park on a gorgeous spring day. For many, it would be quicker, or more pleasant, to walk. So why don’t they?
If you Google “Greenwich Millennium Village” and “sustainable”, you get 5,550 results. So what on earth went wrong? Are people just lazy, or is it the poor design of the streets on the messed-up Greenwich Peninsula?
If you’re at a loose end in the West End between now and October, the Poster Art 150 exhibition at the London Transport Museum in Covent Garden is worth a look. It’s a diverting display of how the Tube has sold itself to Londoners since the first line opened 150 years ago.
Among the most fascinating advertisements is one featuring newspaper clippings from parts of London not served by the Tube. Here, we see civic worthies from the old south-east London metropolitan boroughs making the case for lines to run out to Lewisham and Woolwich.
It wasn’t just the good councillors of Greenwich, Woolwich, Lewisham, Deptford, Camberwell, Southwark and Bermondsey who wanted to get on the Tube map – the poster also features pleas from Finsbury Park and Wood Green, describing mayhem and road deaths at the former location.
All these pleas were put to use to promote the new Northern Line link to Morden, which opened in 1926 – and a reminder that some things simply don’t change.
Six years later, the Piccadilly Line powered north from Finsbury Park to Wood Green and beyond; while 42 years later, the Victoria Line opened for business.
87 years later, SE London is stil waiting, three Jubilee Line stations not withstanding. The successors of those councillors in Greenwich and Woolwich don’t seem interested any more – preferring new roads and the DLR on stilts, deciding that in the future we’ll be as likely to want to go to the Royal Docks rather than central London.
But their neighbours in Camberwell, Southwark, Bermondsey, Lewisham and Deptford are still campaigning – with Southwark Council leader Peter John scenting victory on getting the Bakerloo Line sorted.
“We’ve got it at last right at the top of the Mayor of London’s agenda.
“That’s very exciting for the residents of Southwark and very exciting for the residents of Lewisham.
“It would be very exciting for the residents of Bromley but their Conservative leader is utterly opposed to extension of the tube to Bromley.
“He doesn’t want to see jobs and growth in his borough. Well shame on him!”
Pesky conservatives, not interested in new Tube lines, eh?
Want to know just how popular a new(ish) line can be? Take a look at this hypnotic video from Oliver O’Brien, showing Oyster card usage across London, across the day.
Right the way across London you can see the Tube lines stand out, particularly that southern bit of the Northern Line. What’s striking in the Tube-light south-east is just how busy both North Greenwich and Woolwich Arsenal are right through the day, the latter almost overshadowing Lewisham. (Indeed, Canary Wharf aside, the rest of the DLR doesn’t really seem to figure much.) Six years from now, if the station at Woolwich actually opens, the impact of Crossrail will be one to watch.
Then the next thing that stands out is the London Overground, with New Cross Gate and (to a lesser extent) Brockley pulsing through the day. Build the new lines, and they’ll come.
Southeastern’s services barely seem to register at all – admittedly, that’ll partly be down to fewer passengers using Oyster, but the video shows that nearly nine decades on, the potential for a Tube to SE London is still huge.
Last week, five lads who’d taken part in a television talent show managed to demonstrate something a generation of politicians, planners and developers are refusing to acknowledge.
One Direction performed a series of gigs at the O2 arena during the Easter school holiday, bringing hordes of young fans and their families to the Greenwich peninsula. Last Tuesday, they performed two shows – one in the afternoon, and one in the evening. You can’t say they aren’t working for their riches.
But chucking-out time at the matinee show coincided with the evening rush hour. North Greenwich bus station couldn’t cope, the signals favoured gig traffic over commuters, and getting home was a miserable experience for thousands of commuters.
With thousands of new homes planned for the peninsula over the next seven years, there are going to be many more miserable nights at North Greenwich – already the 10th busiest Tube station outside Zone 1 – to come.
Only 14 years after the Tube station opened, the infrastructure around the station just isn’t working. The only addition since 1999 has been the mayor’s gimmicky cable car, functioning solely as a tourist attraction. The only serious proposal to address this is the Silvertown Tunnel, which will simply make matters worse by piling more road traffic through the area.
Other plans – such as the now-axed Greenwich Waterfront Transit and Greenwich Council’s “DLR on stilts” proposal for Eltham, would put more pressure on North Greenwich.
Huge blunders have also been made. In time, it’ll be seen as criminal that the area was missed off the Crossrail project, which loops slightly north of the peninsula, passing under the fantastically-named Limmo Peninsula in Canning Town. The guided busway-which-never was, built on the wrong side of the road to ensure a pointless set of traffic lights outside the Pilot pub. And while the dual carriageways which carve the area up predate the redevelopment (the A102 opened in 1969, Bugsbys Way in 1984), there was no excuse for the mistake to be made again with Millennium Way and John Harrison Way.
For the peninsula to work, some of this infrastructure will need to be ripped up and started again. People will need a variety of ways to get to and from the area, and traffic which doesn’t need to be in the area needs to be kept out of it.
I like to use this website to tell you things you don’t already know. But here, I’m going to go through a load of points you probably know already. But what do we do about them? Hopefully, a conversation can start here.
1. A crossing to Canary Wharf. Despite being one of Europe’s major employment centres, there remains only one direct way to get between the peninsula and Canary Wharf – the Jubilee Line. There’s also the river bus service – but that costs a fortune and goes to the west side of the Isle of Dogs. Yet the peninsula’s proximity to Canary Wharf should be its selling point. Office space on the peninsula isn’t exactly in demand – the only major tenants in the offices there are arms of government; Transport for London and Greenwich Council. 6 Mitre Passage is half-empty.
Creating a pedestrian and cycle bridge or tunnel – possibly including a bus lane – would transform the way the peninsula is seen, and properly connect it to the towers of Mammon over the water. The big problem will be where it would land on the other side, with development on the Isle of Dogs being 20 years ahead of the peninsula. Residents there objected to an early cable car scheme – and may not be impressed with a bridge. TfL’s cable car business case quoted an estimated cost of up to £90m for a bridge (compared with £59m for the cable car), and said “a better link between North Greenwich and Canary Wharf [is] likely to encourage investment”.
2. What shall we do with the dangleway? Sooner or later, some tough questions will have to be faced about the Emirates Air Line, successfully carrying fresh air between Greenwich Peninsula and the Royal Docks seven days a week. Sold as a public transport connection but marketed as a tourist attraction, the long winter has stripped the cable car of its Olympics sheen – despite the spin about meeting absurdly low passenger targets. Could TfL get away with selling it? Or should it simply integrate it into the Travelcard scheme? Or just knock it down and replace it with a bridge similar to the one I’ve suggested for Canary Wharf? Me, I’d sell it, and use the funds to build a bridge.
If the cable car is to stay, then I’d argue that more should be done to market the North Greenwich area to tourists – and that means creating visitor attractions between the Dome and the cable car terminal, and getting rid of the grim car park which separates the two.
3. Rework North Greenwich bus station. It’s architecturally very nice, but North Greenwich bus station already isn’t coping very well, and the peninsula’s less than half-built.
Seven bus routes terminate there, one passes through, but getting any more in there looks a tough ask – despite the fact there’s huge demand for services to the station (witness the success of the 132 extension from Eltham, the severe overcrowding on the 108 from Lewisham, and demands to extend the B16 from Kidbrooke). Buses also struggle when events are on at the O2, and even block each other from leaving the station. The bus station, and access to it, need rethinking.
I’ve mentioned this before, but North Greenwich station could also be a good hub for cyclists – if access to the peninsula can be improved…
4. Look again at how people walk or cycle to and on the peninsula. The peninsula developments are effectively cut off by dual carriageways which prioritise cars and lorries above all else. Walking from Blackwall Lane to North Greenwich station demands a pointlessly lengthy route unless you put your life in your hands and leg it across Millennium Way and the A102 slip road.
I cycle to North Greenwich most mornings. It’s more reliable than taking the bus, and cheaper than taking the train from Charlton. But there’s no proper route onto the peninsula – I’m not counting the rubbish on-pavement Peartree Way cycle lane, which makes you stop in pedestrian refuges, which aren’t great to use on foot, either. It took months for me to build up the courage to tackle the Peartree Way/Bugsby’s Way roundabout, covered in stones from aggregates lorries from Angerstein Wharf. It’s not a pleasant experience.
Even dumber is the cycle lane on West Parkside, heading to North Greenwich – which get used by pedestrians because the actual “footpath”, to the right, is so poor, and stops dead at each end with no thought as to where cyclists go next. It’s amazing to think someone thought this a good idea. The whole peninsula road network needs rethinking to encourage walking and cycling.
5. Cut traffic on the A102. The biggest ask of the lot, and one that needs a decisive shift in policy across London, plus a block on any new peninsula development that will require a significant number of parking spaces.
Building a six-lane motorway to two two-lane tunnels seemed a good idea in the late 1960s, when it was envisaged to be part of a network of urban motorways. We’re paying the price now in pollution and congestion, and in the deep scar the A102 cuts through Greenwich, Blackheath and Charlton. As one American traffic engineer observed, “widening roads to solve traffic congestion is like loosening your belt to cure obesity”.
As we know, both City Hall and Greenwich Council favour compounding this error by building a Silvertown Tunnel. Yet measures should be taken to reduce demand on the A102 – some will favour building a new crossing further down the Thames, yet discouraging traffic which isn’t going to London from entering London seems to me a wiser idea; perhaps by dropping Dartford crossing tolls, perhaps by London-wide congestion charging. What isn’t wise is tolling the Blackwall Tunnel, which will just send the problem through Greenwich and Deptford to the Rotherhithe Tunnel and Tower Bridge.
The problem of a six-lane motorway can then become an opportunity to rebuild and do something different. Take it down to four lanes – which it is through the tunnel and on the A2 which feeds into it. TfL wants to take one lane off the A102′s sister route, the Westway, for a cycle route. Whether that could work on the Blackwall Tunnel Southern Approach is debatable, but it could certainly work as a bus lane, or even a route for a tram. Hey, there’s the DLR on stilts…
Think this is all a bit out there? Last year, BBC London revealed the Woolwich Road flyover was in a “poor” condition, while the Blackwall Lane flyover had at least 34 different defects. After 2011′s closure of the Hammersmith Flyover, a sudden and nasty surprise can’t be ruled out.
Public bodies such as the GLA and Greenwich Council have great sway in what’ll happen on the peninsula, but it feels like residents have no more say than they did when the land was largely owned by Victorian industrialists.
The GLA now owns much of the land there, but it still sticks to a blueprint decided years ago, while the rushed consultation over new masterplans and the lack of any consultation over blocking affordable housing at the tip of the peninsula do nothing to dispel the impression that the council’s just a cypher for property developers.
Yet with work now starting on a new phase of Greenwich Millennium Village, and with more construction taking place elsewhere on the peninsula, we’re approaching the point where it may soon be too late to reverse the mistakes that have been made on the peninsula’s infrastructure. If City Hall and Greenwich Council want to achieve anything more from the “regeneration” than fat profits for developers, like creating a sustainable community, then it’s time to pause and think carefully about changing their plans.