Posts Tagged ‘charlton’
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…
Proof that not everything’s a done deal – and if you speak up, you can change things. Back in March, this website featured plans by the Port of London Authority to rename Bugsby’s Reach, the stretch of the Thames that passes Greenwich and Charlton, as Watermen’s Reach.
Well, thanks to people getting off their backsides and opposing it, the plan’s been scrapped. Bugsby’s Reach will stay Bugsby’s Reach.
There were a total of 47 responses to the consultation, breaking down as follows:
- 10 in favour
– 34 against
– 3 neutral
Those for the change cited the proposal as: ‘fitting commemoration of the river’s past, present and future working life.’
Those against the proposal felt that: ‘historic names should be left alone’; ‘Bugsby’s Reach is a local name reflected landward in Bugsby’s Way’; and ‘The lack of information about Bugsby’s background should not be a reason to remove his name.’
Having considered the balance and nature of consultation responses, we have decided not to proceed with the proposal to rename Bugsby’s Reach.
So it is worth responding to these things. And the PLA’s U-turn means the grisly history of Bugsby’s Hole will continue to be commenmorated, the debate over who Bugsby actually was can go on for many years to come.
With smog levels high in London this week, you might think that anyone proposing major new road schemes for the capital would be laughed out of town.
But Transport for London is considering reviving long-dead proposals for new orbital roads around the capital – raising the spectre of decades-old plans which threatened Blackheath Village and other parts of SE London.
The transport authority is already planning a new road tunnel under the Thames to feed into the A102 at the Greenwich Peninsula. But the plans don’t stop with the Silvertown Tunnel or possible plans for a bridge at Gallions Reach, near Thamesmead.
City Hall is currently consulting on proposals to change the capital’s planning guidance, The London Plan. These include taking on board the recommendations of the Roads Task Force as planning policy.
The Roads Task Force was set up in 2012, after Boris Johnson’s second election win “to tackle the challenges facing London’s streets and roads”. Dubbed an independent body, it includes representatives of haulage, transport and motoring groups as well as the London Cycling Campaign and Living Streets. Its first report was published last summer, and recommended a “feasibility study of tunnelling to remove ‘strategic’ traffic from surface and free-up space for other uses”.
This month, a progress report has appeared, where this has become…
TfL’s enthusiasm for digging tunnels hasn’t just been sparked by Silvertown – Boris Johnson is backing proposals by Hammersmith & Fulham Council to build a Hammersmith Flyunder, which would replace the existing flyover.
While the plan’s being sold on revitalising Hammersmith town centre, options being pushed by the council involve effectively creating a buried urban motorway from Chiswick to Kensington.
So what’s meant by the “orbital tunnel”?
As both the Silvertown Tunnel and Gallions Reach/ Thames Gateway Bridge are, essentially, revived versions of long-dead transport plans, this could well mean the resurrection of Ringway 1.
Here’s the leaflet which sold the Blackwall Tunnel Southern Approach to locals when construction started in 1967. (Thanks to The Greenwich Phantom for the scans.) The BTSA was originally planned to be part of Ringway 1, which would have featured an interchange at Kidbrooke, roughly where the current A2 junction is now.
A new road, the South Cross Route, would have continued at Kidbrooke, following the railway line and ploughing through the Blackheath Cator Estate and tunnelling under Blackheath Village, through Lewisham town centre and featuring an interchange roughly where St John’s station is for a slip road to New Cross. It would then have follow the railway line through Brockley, Nunhead and Peckham and on a flyover through Brixton, where the famous “Barrier Block” of flats was built in anticipation of a motorway which, thankfully, never came.
The Ringways project would have been Britain’s biggest ever construction project. They were proposed by Conservative politicians on the Greater London Council and tacitly backed by Labour opponents – sound familiar? The GLC also planned Ringway 2 – which threatened Oxleas Woods, and still does today in the form of the Gallions Reach Bridge proposal.
But the Ringways caused such public outrage that they never happened. It led to an upsurge in local activism, such as this community group in Grove Park, channelled through the Homes Before Roads group. The Tory GLC considered burying the roads to pacify locals. But when Labour won the 1973 GLC election, it scrapped the Ringways – public protest and oil price hikes were too much.
But now the plans are back. In January, Transport for London’s managing director of planning, Michele Dix, gave a presentation to the Institution of Engineering and Technology. She discussed TfL’s plans to extend tolling on London’s roads, and how this may be applied to the Blackwall Tunnel and Silvertown Tunnel (if built).
Whereas the proceeds from Ken Livingstone’s congestion charge went into public transport, these new TfL tolls would pay for… more roads. Which could include, she said, orbital tunnels.
Looks familiar, doesn’t it?
Essentially, TfL is looking at using the A102 through Greenwich, Charlton and Blackheath – and a Silvertown Tunnel – as part of a resurrected Ringway. And areas such as Blackheath, Lee, Lewisham, Brockley and Catford would be in the firing line for a tunnel.
Even if we bury the damn thing, the traffic has to come off the roads somewhere – and London simply can’t cope with the number of vehicles as it is. Any more would be a disaster. Why a road? Why not an orbital rail line?
New roads fill up as soon as they’re built. The last major road to be built in London, the A12 through Leytonstone, is the UK’s ninth most congested road, 15 years after it opened.
This is why opposing the Silvertown Tunnel is so important. It’s the thin end of a very dirty wedge. And it’s why Greenwich Council’s decision to endorse an Ikea next to the Blackwall Tunnel approach is so dangerous – because the last thing we need is extra traffic, even on grounds of congestion alone.
But it’s on health grounds where this also counts. Paris is also suffering from high pollution at the moment, so is making public transport free to all this weekend. London’s politicians, led by its mayor along with its footsoldiers like Greenwich’s councillors, just seem to want to encourage even more people to get in their cars. Choked, congested and polluted – is this really the sort of city we want to live in?
Lots happening but not a lot of time to write anything here, so go and look at what someone else has written instead. Posts on From The Murky Depths are few and far between, but when they appear, they’re great. And this one about Greenwich Council and poor public spaces is great, as it reminds me that it’s not just me that despairs at how great areas of the borough I live in look like a dump, frankly, with badly-designed, cheaply-treated and poorly-maintained streets. Or “public realm”, to use the lingo.
“Street furniture is almost always installed with minimal thought or care, it is almost always the cheapest and most utilitarian, and maintenance poor. Often thousands will be spent on bizarre schemes that place guardrails across paving in areas with broken walls, bent street furniture etc which are not treated.”
The nicely-done squares in Woolwich are the exceptions which prove the rule – paid for and designed in association with other bodies such as TfL. Otherwise, everywhere else is a mess. Why can’t Greenwich do street design?
I took the picture above for something else, but it actually sums up the point quite nicely. Last year, some of the local bigwigs here in Charlton were patting themselves on the back for having got the council to install some flower containers to prettify the ugly metal railings outside Charlton station.
Once the summer went, so did the flowers… but the empty containers stayed for some reason. Now we have containers full of crap, and the idea’s backfired. It was a nice idea, but nobody really thought it through properly. This kind of thing’s typical, unfortunately.
When I visit areas across Greenwich borough I often hear people putting down their areas, and even appearing quite ashamed of them. Visitors are the same. And you can’t blame them given the state of many areas.
It may seem a small thing, but having to traipse through clogged-up, poorly-looked after streets day in, day out affects people’s well-being and sense of pride in the area, and makes them less inclined to put effort in to pitch in to help sort things out. Two years on, the borough’s regal status looks like a hollow joke when you see the state of the streets in some parts of the “royal borough”. Try Floyd Road in Charlton.
Maybe they’re counting on people being to docile and depressed to complain. But the local politician who has the brains and the guts to seize the issue and do something about filthy and cluttered streets will do more for Greenwich borough’s well-being than any number of tall ships parades or royal borough banners ever will.
There’s a new owner at Charlton Athletic – but the scale of the rebuilding job facing Belgian businessman Roland Duchâtelet became apparent yesterday when the team’s match against Barnsley was postponed less than two hours before kick-off due to ongoing problems with The Valley pitch.
But Charlton fans should be vigilant that the current problems with the pitch aren’t used as a pretext to move the club out of its historic home.
Last year, it was reported that the club was in talks with Greenwich Council about moving out of The Valley for a new stadium, to be built at Morden Wharf on the west side of Greenwich Peninsula, on land currently owned by developer Cathedral Homes. The club’s old site would become social housing, under this scheme.
What’s been unclear, though is where the impetus for the scheme has come from – whether it came from within the club, or from outside.
But what is known is that Greenwich Council leader Chris Roberts was a frequent visitor at matches under the ownership of Michael Slater and Tony Jimenez, where he could be seen enjoying hospitality in the directors’ box.
Slater and Jimenez took over at Charlton at the end of 2010. They installed Chris Powell as manager, and secured the funds to secure promotion back to the Championship in 2012. But after that the funds dried up.
The pitch problems at The Valley are a symptom of that trouble. The club admits part of the drainage system has collapsed, and this can’t be rectified until the end of the season. No significant work has taken place on the pitch for years – and the end result of that neglect was Saturday’s fiasco.
Now Slater and Jimenez are on their way out, to be replaced by Roland Duchâtelet, owner of Belgian sides Standard Liege and Sint-Truidense, one-time East German giants FC Carl-Zeiss Jena and Spanish second division team AD Alcorcón. Quite a collection of clubs. He also fronts a small liberal political party in Belgium.
Duchâtelet has installed aide Katrien Meire onto Charlton’s board, but before they could get their feet under the table, a little charm offensive was launched from Greenwich Council.
“Royal Borough welcomes new Charlton Athletic owners,” trilled a press release on 3 January, adding ominously: “The borough will work with the new owners to further strengthen the Club.”
Oddly, Chris Roberts seems to be in a very small band of people who believes that Michael Slater and Tony Jimenez helped Charlton “progress”.
Councillor Chris Roberts, Leader of the Royal Borough of Greenwich, said: “The Council would like to welcome the new owners of Charlton Athletic Football Club to the Borough. At the same time, we would also like to place on record our thanks to the previous owners for the progress made by the Club during their tenure in which they secured promotion to the Championship.”
It’s a very, very odd statement – yes, Slater and Jimenez helped Charlton return to its natural level in the Championship. But the club haemorrhaged senior staff under their regime, and by all accounts was facing serious financial problems before its sale. Hopefully yesterday’s events will encourage football journalists to investigate their record a little more thoroughly.
So what exactly was Roberts thanking Slater and Jimenez for? For being receptive to a proposal to move ground, perhaps? We don’t know, but previous chairman Richard Murray (who returns to his role under Duchâtelet) didn’t get that kind of herogram when he sold up, despite all his achievements.
Neither did the council make any noise when it declared The Valley an asset of community value last November, which would put a six-month block on any sale. Why was that?
If Roberts is putting pressure on Charlton to move, then he’s now got to start again with Roland Duchâtelet and Katrien Meire. Will they be receptive? Nobody knows, but Duchâtelet did refer to The Valley as “a cherished stadium” in a statement to fans last week.
Greenwich Council has denied any formal discussions have taken place over a move. An answer to a Freedom of Information Act request made last year would only say:
“Occasional discussions have taken place between representatives of the Council and CAFC going back over many years. These discussions have included reference to the Club’s aspiration to stay in, or return to the Premiership, and as a result have included reference to the size and capacity of the existing stands and constraints on expansion posed by the physical limitations of the existing site. The discussions have been informal and conversational in nature, and have not been of a substantive nature.”
It’s very easy to make an educated guess that Greenwich Council is encouraging Charlton to move under the pretext that the ground is knackered. It then gets a high-profile occupant for a stadium on the peninsula, while social housing which would otherwise have been built up there gets shunted into Charlton. It’s a conspiracy theory, but with the lack of anything on the record, it’s one which makes sense.
Typically, not even those connected with Greenwich Labour know quite what Roberts’ intentions are towards Charlton. Even those who support the club seem hazy on the plans.
But a conversation I had with one yesterday worried me. “If there’s a continuing sense The Valley is awful, it makes the argument to move easier,” I was told.
Yet there is nothing wrong with The Valley. The pitch hasn’t been maintained properly, but that’s a management failure, not a failure of location. Indeed, The Valley was known as one of the best pitches in the country a decade ago. And it can be that way again.
If there’s an argument for moving, it surrounds the The Valley’s limited room for expansion. But with The Valley not even two-thirds full at present – and Greenwich Council having previously backed past expansion plans – that isn’t an issue.
Fixing the pitch should be relatively cheap. But perhaps the embarrassment of the postponement, and the way it was mishandled by the club might prompt Duchâtelet to show his hand on the long-term future of Charlton Athletic.
It’s 24 years since Charlton fans formed the Valley Party to fight Greenwich Council on the issue of the club playing at its traditional home. Nearly a quarter of a century on, it may well be time for a new generation to become just as vigilant and proactive towards the council’s intentions for Floyd Road.
One of the architects behind the Sainsbury’s store in Greenwich has launched a petition against its possible demolition. Despite opening the “eco-store” only 14 years ago, Sainsbury’s plans to move to a new site in Charlton in 2015, and Ikea is preparing a planning application to knock it down and build a new store.
Sainsbury’s is insisting on a covenant to prevent another food store from taking over the existing building. Paul Hinkin, who now works with Black Architecture, calls it “anti-competitive and is a flagrant abuse of the planning system which originally granted consent for the development”.
It’s approaching 400 signatures – and you can sign the Sainsbury’s Greenwich petition here.
Sainsbury’s, though, seems to be sticking its head in the sand on the issue – distributing a patronising PR leaflet to local households that doesn’t even acknowledge the new store is in Charlton, not Greenwich. Not a good sign.