A development by the east Greenwich riverfront at Enderby House, the Grade II-listed building that housed the firm behind the world’s first transatlantic cables, which were made at Enderby Wharf.
The house, now on the site of the long-delayed cruise liner terminal, has been decaying for years. Now developer Barratt Homes has taken action.
It’s hidden it behind a fence.
With Greenwich due for a tourist influx this weekend thanks for the council-backed Tall Ships Festival – which Barratt is a headline sponsor of – it should be a great chance to show off east Greenwich’s amazing industrial heritage. The communications infrastructure – undersea cables that send data around the world – enabling you to read this was developed here. But instead of celebrating one of the birthplaces of modern communications, Barratt has neglected it. And now it’s hiding it.
The addition of Greenwich Council’s Tall Ships logo reminds of the last great bit of civic whitewashing around these parts – the covering over of the Woolwich riot wall three years ago.
Never mind its history, Enderby Wharf is a “brand new riverside destination”.
Mind you, Barratt Homes can’t spell either, so perhaps expecting it to respect Greenwich’s history is a bit optimistic. If you’re Greenwich Council – watch the developers you jump into bed with…
Its existence goes almost unnoticed by most locals, but you’ve a rare – if expensive – chance to travel along the historic Angerstein Wharf branch line to the Thames this November.
The single-track line, which branches off the North Kent route just west of Charlton station, was built by local landowner John Angerstein and opened in 1852.
It’s served as a freight line for all its existence, linking to riverfront industries in both Greenwich and Charlton, which the line acts as a boundary between. As well as running to Angerstein Wharf, it also ran deep into the old East Greenwich gas works. I can certainly remember the screech the slow-moving goods trains made during the early ’80s.
The line had a revival in the 1990s, and is still used to carry aggregates, in particular from Bardon Hill Quarry in Leicestershire.
Proposals for passenger services – from a planned ferry in Victorian times to a service to the Millennium Dome in the 1990s – have all come to nothing, and only a handful of special passenger trains have made the trip up the line.
Now details of one of them have emerged. So if you’ve always wondered what it’d be like to ride along the line, now’s your chance – although it’ll be part of a punishingly-long day on the rails.
It’s part of a railtour called Doctor Hoo, which departs from Waterloo at 8.15am on Saturday 8 November. It’ll take the old Eurostar tracks to head towards Lewisham and Slade Green before turning back to Charlton and up the Angerstein line. It’ll then turn back to head towards Gravesend and a line through the Isle of Grain, before exploring a branch line to Dungeness and returning to Waterloo at 7.05pm.
Tickets start from £72.50 – so if it’s something you’ve always wanted to do, block a day out and shell out…
Campaigners against Ikea’s proposed store in east Greenwich have launched an appeal for funds as they look to begin a judicial review into the Government’s decision not to overturn planning permission for the scheme.
Greenwich Council gave outline permission for the store, on the site of the “eco-friendly” Sainsbury’s store in Peartree Way, in March. Planning officers ignored concerns about increased traffic and air pollution, a decision later backed by London mayor Boris Johnson.
Communities secretary Eric Pickles put the scheme on hold, but later opted not to intervene in the scheme. Current Greenwich Council leader Denise Hyland was among the councillors to back the scheme in March, along with then-leader Chris Roberts, then-chief whip Ray Walker, Steve Offord and Clive Mardner; ignoring over an hour of public criticism of the proposals.
More recently, English Heritage turned down a request from the Twentieth Century Society to list the Sainsbury’s store, which opened in September 1999 and was shortlisted for the following year’s Stirling Prize for architecture. Construction work is now well under way on a replacement Sainsbury’s store at Gallions Road, Charlton.
Now the No Ikea Greenwich group needs to raise £2,000 to take the case to solicitors for an initial opinion on a judicial review. Payments can be made via this PayPal page. Judicial reviews need to be launched within three months of the decision they seek to challenge, so the money will need to be raised quickly.
A new petition has also been launched to persuade Sainsbury’s to lift the restrictive covenant on the old store which prevents its use as a supermarket.
The architect behind the Sainsbury’s store, Paul Hinkin, died earlier this month at the age of 49.
“Paul was a very gifted and principled architect with a passion for true sustainability and he will be desperately missed,” his firm, Black Architecture, said in a statement.
Hinkin spoke at the Greenwich Council meeting that approved Ikea’s plans, and earlier this year wrote that Ikea should “do the right thing” and rethink its plans.
“Develop a proposition that meets the needs of the many people of London by developing a store directly served by train or tube and built with the same care, craftsmanship and environmental stewardship that you demand from you furniture,” he wrote.
Ikea certainly has changed its business model in other parts of Europe – a new store in Hamburg is in an inner-city, pedestrianised area.
But there’s been no sign of Ikea announcing any changes to its model for its Greenwich store (indeed, no sign of Ikea representatives for some months, according to Greenwich Millennium Village residents), nor any sign of pressure from Greenwich Council on the flat-pack furniture giant to amend its plans.
Greenwich Council is to trial “shared use” of the Greenwich and Woolwich foot tunnels, which will mean cyclists being officially allowed to use them at quieter times, it has emerged.
The council’s put in a bid for £100,000 of City Hall money to develop technology to record pedestrian and cyclist movements in the tunnel, to warn cyclists when the narrow passages make it unsafe for riding.
The Friends of Greenwich and Woolwich Foot Tunnels have been asked to act as partners on the bid, along with Tower Hamlets and Newham councils.
Fogwoft says: “The proposal would allow shared use between pedestrians and cyclists at times when the tunnel is fairly empty. It would require cyclists to walk when necessary. It would allow them to cycle when safe.”
Any proposal to allow cycling in the tunnels will be a hugely contentious issue – while there is a blanket ban on riding bicycles, it is widely flouted, especially in the Greenwich tunnel, which is a major link for cyclists between south-east London and Canary Wharf. Since lift attendants were withdrawn some years ago, there has been little enforcement of the ban.
If Greenwich’s bid to City Hall is unsuccessful, the council says it will fund the scheme itself.
The council says: “The proposal will be to use state of the art technology to trial shared use in the tunnel. It will monitor cycle and pedestrian flows (and cycle speeds) at all times, and use this to regulate the cycling ban; at times of low pedestrian flow, considerate cycle use will be permitted, and conversely during high pedestrian flow periods cyclists will be required to dismount and push through the space. In other words, the permission levels would respond in a timely manner to conditions in the tunnels at all times.
“This will be enforced through clear, digital signage triggered by the flow levels during each period, which will be tracked throughout the tunnel. The visual signage could be backed up by audible messages, and reinforced through additional monitoring via CCTV and other means.
“Technology will also be used to monitor the speed of any person cycling through the tunnel, flashing up clear signage to anyone travelling quicker than a recommended limit (to be defined) in a similar way to speed warning signs used on highways.”
The bid document says a trial would last for 12 months and be “rigorously monitored”.
“In using digital technology to track, monitor and regulate permissions at various times of the day, users will feel that a sensible use of the space is allowed at all times. If successful, the trial has potential to be extended to other similar spaces throughout London,” it adds.
A further £10,000-£25,000 would fund “behavioural change” measures – enforcement, in other words.
It’s believed that a system would be trialled in the quieter Woolwich tunnel before being moved to Greenwich by 2016/17.
Fogwoft has invited users to discuss the issue at its annual general meeting on 2 October. (See more on Fogwoft’s website.) The council will also have to consult the public directly about the scheme, which will involve a change to a by-law.
The announcement comes as the long-delayed refurbishment works on both tunnels enter their final stages, after long delays caused by poor management of the project, both by the council and contractor Hyder Consulting.
While deep cleaning hasn’t taken place, the lifts at Woolwich are now working, though anecdotal evidence suggests the Greenwich lifts are still bedevilled by breakdowns. Indicators have been placed in the Greenwich tunnel to warn of lift problems, although they are difficult to read in sunlight.
In December 2012, a poll on this website showed 51% of voters would back cycling in the tunnel at all times, with just 16% favouring the current ban and 18% backing the kind of compromise Greenwich is going for. This may indicate something about the readership of this website, though.
But with Greenwich Council backing the motor vehicle-only Silvertown Tunnel, and with even more intensive development planned for the Isle of Dogs, the foot tunnel issue shows it’s clear there is still a massive, unmet demand for safe pedestrian and cyclist crossings from south-east to east London.
Monday update: Here’s an interesting project – the echoey sounds of the Woolwich Foot Tunnel captured in Waves of Woolwich.
It’s the simplest things that make cycling easier – and safer. Until recently, the single greatest improvement to my pedalling life was Lewisham Council resurfacing the main road out of Blackheath Village. Prince of Wales Road was treacherous, potholed, and grim. Now it’s like velvet. No more uncertain bouncing around, no more swerving around great dents or slowing down to absorb the bumps. Safer, and with fewer surprises for drivers. (Other areas of Lewisham borough haven’t been so lucky, mind.)
Together with Greenwich Council putting down a new surface at Blackheath Standard, it’s made a kilometre-long stretch a simple ride.
New cycle lanes on Charlton Road as well as Woolwich Road and Trafalgar Road have helped too. They’re not perfect, the deathtrap that is the Woolwich Road flyover is still being swerved while more radical ideas like redesigning side streets are being ignored. And the less said of the leadership’s road-building policies, the better. But they’re encouraging moves in the right direction.
Greenwich Council’s done some more super, simple cycling things recently. Nearly four years ago, I grumbled about the 1990s cobbles that interrupted the Thames Path at Greenwich Millennium Village. A couple of months back, they were finally sorted.
Now, all they need to do is indicate the pedestrian and cycling sides of the path a bit more clearly, and it’ll be nearly perfect (which is more than you can say for pedestrian and cycling provision in the rest of GMV).
Back up in Charlton, the wider cycle lane was blighted by a dangerous build-out into the road at the Charlton Road/Wyndcliff Road junction, just as you approach a zebra crossing.
Build-outs – where the pavement juts into the road – are a 1990s thing. But with cyclists encouraged to ride on the left of the road, this can bring bikes into conflict with motor vehicles – particularly as many drivers have an unfortunate habit of trying to race you to a point where the road narrows. One – to assert the primacy of buses on the A206 – was removed from a bus stop on Woolwich Road when the new cycle lanes were put in last year.
Now, the Charlton Road horror has been fixed – though it could do with resurfacing – and the street is much safer.
So, at least in the north-west of the borough, some positive’s action’s being taken to make cycling safer. Sadly, though – the reverse is happening in the deep south. Head out to Eltham, go down Avery Hill Road – a hairy stretch treated as a racetrack by many drivers – and you’ll find a brand new build-out…
From what I can gather, it’s to make it easier for Greenwich University students to cross the road after they’ve taken the 286 bus to their Avery Hill campus. But the first time I came across this, I found myself with a speeding berk bearing down on me as I moved to avoid this new obstruction in the road.
It’s not safe, and considering the good work being done in the north of the borough, it’s baffling as to why this would be installed in the south.
But it’d be churlish to ignore the good work that’s being done in areas like Greenwich, Charlton and Blackheath. If Greenwich Council really wants to encourage cycling – and there is a strategy now in place – then it needs to be consistent across the borough, and its highways engineers need to checking their “improvements” against this, rather than going for the first solution they can think of.
Bored this damp bank holiday? Be entertained by Jason Cobb and myself talking about the kind of stuff you’ll find on this site and on Onionbagblog/ Brixton Buzz – local politics, hyperlocal publishing and south London. Features new Greenwich-area blogs Promises and Pie and Boy and Girl Meet Pub, plus another mention for the fantastic Deserter blog and its Great Train Journeys: London Bridge to Charing Cross.
There’s a full list of links over at Onionbagblog.
There’s an interesting feature in this week’s Economist about Berkeley Homes, the developer which had a great influence on Greenwich Council during the Chris Roberts years.
It’s not just interesting because it features “a local blogger” commenting on the former Dear Leader, who’s still in close contact with the council leadership, and his ownership of a Berkeley home on the Royal Arsenal development in Woolwich. It also features the revelation that Boris Johnson was given a £500 ceremonial trowel by Berkeley’s chairman, Tony Pidgeley, last summer. (He was also given a glass paperweight in October.) Johnson is, of course, responsible for strategic planning approval for developments such as the Arsenal (which is GLA land) and Kidbrooke Village. (Mind you, at least you can find Johnson’s gifts and hospitality on the City Hall website – try having a look for the equivalent on the Greenwich site.)
It’s not just Berkeley, it’s not just Greenwich, it’s not just Boris Johnson. Developers’ demands are weighing heavily on many London boroughs, but some are more eager to be associated with them than others. And Berkeley’s particularly good at gaining influence, especially as Pidgeley is also president of the London Chamber of Commerce and Industry (chair: Chris Roberts’ friend Mark Adams) which has been pushing heavily for the Silvertown Tunnel and Gallions Reach Bridge. Indeed, this written answer from Johnson to London Assembly member Caroline Pidgeon acknowledges the link between Berkeley and the LCCI.
Next month’s tall ships boondoggle will also feature another example of a developer wielding financial power – Barratt Homes, which is currently letting historic Enderby House rot away, is sponsoring the event and has its name on banners in Greenwich town centre. “Festival supporters” include Berkeley, Cathedral Group (Silvertown Tunnel supporter and Morden Wharf developer) and Knight Dragon (Greenwich Peninsula developer). Lots of lovely hospitality, no doubt.
It’s not just on tall ships where developers and councillors can get together. Earlier this summer Cathedral’s chief executive Richard Upton popped up at the unveiling of a tree dedicated to Vice Admiral Hardy at Devonport House, Greenwich, alongside Greenwich leader Denise Hyland and Lewisham’s deputy mayor Alan Smith. Cathedral owns Devonport House, alongside the Movement development by Greenwich station and the Deptford Project across the borough boundary. Naturally, it got a warm write-up in Greenwich Time.
So it’s worth keeping an eye on little things like this. As developers become more powerful, and with councils often unable to build their own housing, do we have representatives that can resist these charm offensives and fight for a good deal for us all?
Incidentally, the picture above is that of an ad for the latest phase of the Royal Arsenal – effectively, the flats that’ll pay for Berkeley’s contribution to the Crossrail station there. Note the little back-scratch for the mayor in the shape of a New Routemaster cruising along Beresford Street – in reality, it’s highly unlikely that the Roastmaster will ever make it to SE18.