Proposals by Greenwich Council’s Conservatives to cancel 2017’s return of the tall ships were thrown out last night as councillors passed the borough’s annual budget.
There was very little detail to last night’s budget – much of it had been decided last year as part of a plan to freeze council tax for two years – and so Greenwich avoided the anti-cuts protests that hit Lewisham and Lambeth councils.
But the Tories had suggested scrapping the return of the Tall Ships Race in 2017 – said to cost the council £1.7million – to spend the money on a “welfare assistance plus” scheme instead, to help residents in need.
It was a clear attempt to attack Labour from the left – but councillors from the ruling party insisted the tall ships event was money well spent, as it provided a boost to the borough’s businesses.
Here’s some video of the debate. The sound’s a bit iffy, but I hope it’s useful. Want to read along? It’s point 11 of the agenda.
It kicks off with council leader Denise Hyland introducing the budget. This isn’t massively interesting (not her fault, it never is) but it’s here so you have as much of the debate as possible.
Then things start to liven up as Conservative leader Spencer Drury responds, and introduces the Tories’ amendment that would scrap the tall ships and fund Lewisham-style local assemblies (although the Tories only planned to have four of these).
Deputy leader John Fahy wasn’t impressed and laid into the Tories’ national record.
Regeneration cabinet member Danny Thorpe, who’s after Fahy’s job, competed with the deputy leader for who could criticise the Tories the most.
Then Charlton councillor Gary Parker addressed the Tories’ motion itself, criticising plans to axe funding for trade union representatives. Health cabinet member David Gardner said the council’s existing policies would help people in “desperate need”, compared Greenwich with Tory Bexley (this happens fairly regularly), and said the £1.7m tall ships funding had already been spent (a claim disputed by Spencer Drury).
Environment cabinet member Jackie Smith and Labour backbencher Aidan Smith piled into the Tories. “If you really care about the poor,” asked Aidan, “why don’t you publicly condemn the bedroom tax?”
For the Tories, Matt Hartley said he was offering “constructive suggestions” and complained about the response, channelling Neil Kinnock.
“And they call us the nasty party? How on earth can Labour councillors – Labour councillors – prioritise spending £1.7 million on the tall ships over extra help for the people most in need in this borough.”
Labour leader Denise Hyland was unimpressed. “It’s no good shakng your head… you want to pretend you are the nice party. My God.
“It is the most vulnerable people, people who need that spare room – for the partner to get a good night’s rest, or for children, or they have noisy equipment – those people come to our surgeries and tell us they need a spare room, despite your party’s bedroom tax.”
Labour’s version of the budget was passed, with the Tories abstaining.
Otherwise, it was pretty uneventful – councillors amused themselves afterwards by spending a whole hour on a motion criticising the Tories, providing a cue for non-masochists to retire to the pub. So much now seems to come down to Tories complaining about Greenwich Time, and Labour members laughing at them.
But here’s Denise Hyland saying she knows nothing about any councillor resigning so there can be a by-election on general election day (Matt Hartley is asking because Greenwich West councillor Matt Pennycook is his rival in Greenwich & Woolwich). (This is a repeat of a question asked last month.)
Here’s Denise Hyland talking about plans to step up “community engagement” – and why they’re not being shared with Tory leader Spencer Drury, who’ll have to read about them first in Greenwich Time.
Here’s Spencer Drury asking about the future of Greenwich Time…
…and Geoff Brighty asking about impartiality and Greenwich Time during the election.
At one point in the meeting, cabinet member Miranda Williams was waving a copy of Greenwich Time about to make a point about libraries. So kudos to John Fahy, who had a copy of a real local newspaper on his desk.
5.15pm update: Buried in a written answer (question eight) – Greenwich will start webcasting meetings later this year. “The introduction of webcasting for some Council meetings later this year will enable even more residents to engage with Council decision making,” Denise Hyland says.
As with most propaganda, it’s not what they tell you that matters – it’s what they’re not telling you.
So it’s striking that Greenwich Council’s weekly Pravda, Greenwich Time, has neglected to tell readers about leader Denise Hyland’s trip to Westminster last month to lobby MPs for the Silvertown Tunnel.
Think the Bridge The Gap campaign is dead? Think again. The language may have changed, but Greenwich still wants the Silvertown Tunnel.
Back on 12 January, Hyland travelled from Woolwich Town Hall to Portcullis House to meet the Transport Select Committee (which, by DLR and Jubilee Line, involves crossing the Thames five times) along with others demanding more roads across the river. She was accompanied by Newham’s elected mayor, Sir Robin Wales.
Not that the MPs took much persuading, mind. As a scrutiny exercise, it was largely a waste of time. It wasn’t a session about whether strategic river crossings (across England, not just in London) are any good – it was a session about why these things can’t be built quickly. It was also barely reported. So here’s an attempt to play catch-up.
Two more evidence sessions followed Hyland’s, the final of which took place last Monday. I sat through most of them, so I hope I can fit what happened in some proper context.
I should point out I’m on the committee of No to Silvertown Tunnel, so I’m not exactly coming at this from a neutral angle, which won’t surprise you. This enormous post doesn’t represent that group’s views.
A cosy committee, a flawed inquiry
Those who remember the days of the redoubtable Gwyneth Dunwoody using these sessions to tear hapless policymakers to shred will be a little disappointed. Of the eight others who joined Hyland to give evidence on 12 January, eight wanted more roads across the Thames.
In all three sessions, the only dissenter from the assumption that all roadbuilding is good roadbuilding was the Campaign for Better Transport‘s boss, Stephen Joseph. He snuck some doubts about Thames crossings into a session on a bridge across the Mersey.
One of the MPs on the select committee has certainly made his views known in the past. Labour’s Jim Fitzpatrick is already a keen backer of the Silvertown Tunnel. In 2007, the Poplar and Limehouse MP accepted a free trip to Bangladesh for him and his wife from Canary Wharf Group, which is also a keen backer of the Silvertown Tunnel.
Fitzpatrick, whose recently-expressed views on cycle superhighways eerily coincides with those of Canary Wharf Group, spent the session bowling low balls for Hyland and Newham’s elected mayor Sir Robin Wales, as well as TfL’s director of planning Michele Dix and Boris Johnson’s transport deputy Isabel Dedring.
The session featuring Hyland and Wales wasn’t a brilliantly-conceived one. The committee bundled the vexed question of east London crossings – which have more to do with urban traffic issues than moving freight across the country – in with the equally difficult subject of crossings between Kent and Essex.
The committee came looking for consensus – but by bundling these issues together, it wasn’t going to get it.
There’d been no previous indication that the London crossings would be on the agenda for the committee’s inquiry – after all, this is a devolved issue, where Westminster MPs should arguably keep their beaks out.
But the presence of the London Chamber of Commerce’s chief executive Colin Stanbridge, whose literature was left around the committee room after the session, suggests the lobbying organisation may have helped get them on the agenda.
Local bridges for local people – really?
This was a session on “strategic crossings”, yet Hyland told the committee she wanted “local bridges for local people”. One obvious question would have been for an MP to ask how the Silvertown Tunnel fitted into that – but it didn’t come.
Even Sir Robin Wales, an ardent fan of road-building who may as well have brought a kitten and a shotgun into the session to back up his demand for a bridge at Gallions, was lukewarm about Silvertown.
“We are not opposed to Silvertown — we get its congestion — but we do not think it contributes to regeneration in the way that Gallions will do,” he told the committee.
Greenwich will also get Silvertown’s congestion, but Hyland didn’t acknowledge this. Her opening gambit, in response to chair Louise Ellman, revealed the flaws in the current process.
“The Royal Borough of Greenwich supports the construction of a new tunnel at Silvertown and a vehicular crossing at Gallions Reach, but as part of a package of crossings between Blackwall and Dartford,” she replied.
“In our view, it needs to recognise that the provision of public transport must be integral with any vehicular crossing. For example, we would like to see a London Overground extension come over to Thamesmead and Abbey Wood.
“In terms of Silvertown, we would like to see the DLR extension coming out as far as Eltham, and for the DLR as well to go to Thamesmead [via Gallions].”
Yet there isn’t a package on the agenda other than more new roads.
This website understands Hyland has been lobbying City Hall for the Overground to Thamesmead – yet so far, TfL is sticking its head in the sand, preferring only to extend it to Barking Riverside in the short-term.
TfL also sees the DLR from Silvertown to Eltham – which would have to be built on stilts above the A102, and risks overloading North Greenwich tube station – as a non-starter.
Michele Dix offered a glimmer of hope for the DLR to Thamesmead – “we will also be looking at Gallions for the possibility of potentially having the DLR run along that bridge”. But that was all.
Silvertown sacrifice – traffic could double
What remains undeniable is that people who live close to roads that’ll be hit by Silvertown are being offered up as sacrifices to get construction going elsewhere.
And this appeasement by Hyland and Wales – effectively, “let them have Silvertown and we’ll get Gallions” – could have disastrous consequences if you’re in an affected area.
Isabel Dedring admitted traffic on some local roads could double under TfL’s plans.
“There is going to be significant growth in local concerns as we go through the process, because now we are bringing forward the actual details of the proposals and people are going to say, ‘I like the idea of a bridge but not when I discover that it is going to lead to a doubling of traffic on my road.’ That is inevitable with these kinds of projects,” she said.
“Hopefully, we can make the case that the strategic importance of it for London, and indeed for the local areas, outweighs the local issues.
“There is going to be that noise. That will be the immediate issue for the consensus. It is how loud the local issues become.”
Essentially, the more people find out, the more they don’t like it. That’s why TfL has been so consistently vague on its Silvertown proposals – and why you read so little about it in Greenwich Time.
Bridge The Gap: The corpse twitches
Batting away another simple ball from Jim Fitzpatrick, Denise Hyland claimed “we have put a lot of pressure on TfL to put public transport as an integral part of the crossings”.
That’s a marked difference from the approach taken by predecessor Chris Roberts, but is simply not true as far as the Silvertown Tunnel is concerned.
Indeed, the council’s report into extending the DLR to Eltham via the Silvertown Tunnel – which concluded that a link as far as Kidbrooke was feasible, but was doubtful about proceeding further – was not even presented to City Hall.
While a tunnel at Silvertown would provide an opportunity to run new bus routes across the Thames, there is nothing stopping TfL making more use of the existing tunnel to run services to Canary Wharf and points north – something the council has failed to lobby for.
The Blackwall Tunnel may be good enough for Kent commuter coaches to Canary Wharf, but local politicians and TfL seem to content simply to route services into North Greenwich station instead, piling more pressure on it.
Greenwich Council’s response to last autumn’s Silvertown Tunnel consultation was to back it, but demand the mythical Eltham DLR extension as well as other measures.
But what happens when TfL turns around and refuses the DLR to Eltham?
The question the MPs didn’t ask – and a futile search for consenus
Real scrutiny would have been asking if Hyland’s support for Silvertown or Gallions was conditional on them carrying public transport. That question didn’t come.
Because nobody’s asking that question, it’s storing up problems for the future.
On Silvertown alone, the consensus the Transport Committee hoped to find simply doesn’t exist. Locally, rank and file Labour members in both Greenwich & Woolwich and Eltham voted to oppose the Silvertown Tunnel – but were ignored by the council their party purports to control.
Labour’s parliamentary candidate for Greenwich & Woolwich – and Greenwich West councillor – Matt Pennycook has written about his grave doubts about the scheme.
Worse still, the old problem of bullying in Greenwich Labour was also used to secure support for the tunnel. This website understands some newer councillors in the south of Greenwich borough were threatened with deselection by a senior party figure if they didn’t back the Silvertown Tunnel in an internal group vote.
Nobody expects a panel of Westminster MPs to be fully conversant with the murky underbelly of local politics in different areas. But none of them asked Hyland – or any of the other council representatives there – if her views really represented local opinion.
The nearest they got was when Jim Fitzpatrick asked if the Labour group on the London Assembly was on board. He knew the answer, but the question was clearly designed to demonstrate some kind of consensus.
Surrender over Silvertown – but defending Dartford?
There’s also the case of the brave Labour representative who knows that if you add extra capacity to an already-existing river crossing, you’re simply going to make surrounding roads worse.
Simon Thomson, Labour candidate for Dartford, should know – he was originally selected as a candidate for Greenwich Council in Blackheath Westcombe ward, before bagging the chance to go toe-to-toe with the Tories in this bellwether seat.
When Boris Johnson pledged to build a further Dartford crossing (he doesn’t have the power, of course) Thompson wrote and complained. When Johnson pledges a similar threat in Greenwich – where he actually does have power – Hyland and her colleagues have backed away.
Indeed, Greenwich recently advertised for a “director of regeneration”, with a job description which includes lobbying for Silvertown.
Maybe it’s a reflection of the differing political cultures in Dartford and Greenwich – Labour can never get complacent in a seat like Dartford – but it’s a real indication of just what’s gone wrong in Greenwich.
Regeneration, regeneration, regeneration
Perhaps Dartford Labour’s Simon Thomson should have been at the final committee hearing, held last Monday inside the Palace of Westminster itself. Here, the committee heard from Tim Healey, deputy chair of the Association of Civil Engineers’ Roads Sector Interest Group (essentially, a group of roadbuilders) that extra crossings at Dartford had boosted regeneration there.
Yes, that’s the same Dartford as the Kent town that’s been dying on its backside for years. The roads had brought Bluewater shopping centre, which lies in Dartford borough – but there was no mention that this was at the expense of Dartford itself.
Futureproofing? Be careful what you wish for
Another absurd piece of evidence accepted without questioning by the committee came from Healey’s colleague, Roads Sector Interest Group chair Mike Llywelyn-Jones. He suggested that new roads should be “futureproofed” so they can cope with anticipated demand in 30 years’ time – ignoring a body of evidence that indicates roads generate demand, rather than simply accommodate it.
If London’s roads had been “futureproofed” in the 1970s to cope with anticipated demand today, some of the capital’s most popular neighbourhoods simply wouldn’t exist today.
Brockley Central is a local blog that has come out in support of the Silvertown Tunnel. Yet the heart of the area would have been ripped out if the Ringways scheme had gone ahead, smashing the South Cross Route through Brockley Cross.
Instead, Brockley has undergone a remarkable revitalisation led by public transport investment, making it a desirable place to live. Where there once would have been motorway gantries, there’s now a tasteful bar called The Gantry.
Those who love seeing Brockley’s Victorian terraces on Location, Location, Location might want to think about the fate of SE4 if the Ringways had gone ahead before they condemn other areas to more traffic, traffic, traffic.
‘Silvertown should the last built… or never be built’
Here’s the bit that those who skip straight to the comments box to write “something must be done” will ignore. It’s worth pointing out the views of former Greater London Council transport planner John Elliott, who twice submitted evidence to the inquiry but wasn’t asked to speak to the committee. He did get to speak to the Wharf newspaper.
“”The historical record for these kinds of packages is they build one and run out of money,” he said. “There are big gaps along the Thames and yet they want to build it next to one already there, and a very busy one at that.
“Silvertown should be the last crossing built or, preferably, never built.”
He wants to see a pan-London congestion charge before any new roads are built.
“It’s time for a congestion charge within the M25,” he wrote. “It could be relatively popular, keeping out long distance car commuters and tackling the problem across the whole of London, freeing up more space for essential commercial traffic.
“Rather than tolls on individual crossings, we need other congestion charges.”
Essentially, he argues that building a tunnel at Silvertown, or even bridges at Gallions Reach or Belvedere, will be a waste of time until London politicians have the courage to get to grip with traffic levels in the capital.
But in a committee that had made its mind up anyway, this voice wasn’t heard. He wasn’t called to give evidence.
Flawed committee, flawed scrutiny – time for councillors to step up
By allowing Boris Johnson to have boxed her in over the Silvertown Tunnel, Denise Hyland could be about to wreak incalculable harm to the people of Greenwich she purports to represent. Getting across the river may be a hassle, but putting more traffic onto the borough’s streets won’t help.
Greenwich Council’s failure to properly challenge the Silvertown Tunnel is all the more worrying because of the failure of others to properly scrutinise it. The MPs on the Transport Scrutiny Committee had clearly made their minds up that new roads were good things. And here in the capital, Tories and Labour on the London Assembly teamed up to vote down a motion criticising the mayor’s spending on river crossings (see video).
While individual assembly members – notably Caroline Pidgeon and Darren Johnson – have done exemplary work on Boris Johnson’s road-building plans, the assembly as a body has been rendered largely useless on this issue because of the Labour group at City Hall’s blindness to the issue.
Opponents have also had their blind spots – falling for TfL’s narrative of treating the crossings as a whole, rather than scrutinising each one and spotting the individual flaws. After all, the problem of traffic trumps the problem of getting across the river, which can be eased with public transport initiatives.
Treated individually, TfL’s rationales quickly fall apart. Silvertown’s easily the barmiest of the lot, yet still casts a spell over the easily-led. It’s claimed Silvertown will relieve congestion, but there’s enough evidence to show it will simply increase traffic right across south-east London. Will Hyland stand up to this issue?
Proponents of the Gallions Bridge claim it will regenerate the area, but will Thamesmead really be regenerated by warehousing and other space-hungry businesses that depend on road traffic, when London is crying out for more homes? Leaving Thamesmead to depend on roads has been a self-defeating act of cruelty by London’s politicians. Denise Hyland has the opportunity to seize the agenda here, to champion Thamesmead and her own ward of Abbey Wood, instead of meekly following the desires of Sir Robin Wales (who has little interest in the south side of the river).
A Labour politician who rolled over for Tory plans for the NHS or social security would rightly be hounded. Yet too many in Labour treat the Silvertown Tunnel, with the extra traffic and congestion it will bring, as if it’s inevitable, and go for a policy of appeasement rather than challenge.
Yet the failure of both the London Assembly and MPs to properly scrutinise this scheme gives the likes of Denise Hyland a chance to think big and set the agenda. Forget parochial dead-ends, forget borough borders. It’s time for councillors to step up and really interrogate these schemes – and engage with both sides of the debate. Why not start a big campaign for public transport?
Too many awkward questions have gone unanswered, many in the little-explored grey areas between “yes” and “no”. (For example, if the original Blackwall Tunnel isn’t fit for purpose, why is the Silvertown Tunnel adding to it rather than replacing it?)
We’re in an interesting time for London politics – the current mayor’s a lame duck, and the big parties will soon start to choose their replacements. Labour outsider Christian Wolmar – who knows more about transport than most of us will ever forget – has spoken out against the tunnel. His colleagues should heed his warnings.
So right now, even the most humble councillor has more influence than they think. It’s time for them to get to work and properly engage with this, rather than accepting others’ half-baked assumptions – because on the Silvertown Tunnel, the path of least resistance is a road to disaster.
1.30pm update: I’m indebted to Greenwich councillor Aidan Smith for tweeting some details of a scrutiny meeting councillors held last night with TfL and Southeastern. (I missed it because I wanted to finish writing this enormous post.)
The meeting was told that analysis of the effects of the Sivertown Tunnel on local roads still hasn’t been done – this should be enough to raise alarm bells.
TfL’s representative also didn’t know how much work had been done on a business case for extending the Overground to Thamesmead and Abbey Wood – surely if TfL took it seriously, its representative should have been briefed? Again, this should be ringing bells.
Both issues should be enough to make Greenwich councillors realise they should be kicking up a stink. Claiming they are just “stakeholders”, as they have done in the past, really isn’t good enough now.
Greenwich Council has been given 14 days to respond to a demand from Communities Secretary Eric Pickles to close its weekly newspaper Greenwich Time, MPs have been told.
A written statement from junior minister Kris Hopkins says the council has been told it’ll be directed to close the controversial freesheet by 31 March.
Greenwich Time is one of only two weekly council newspapers in the country, along with Tower Hamlets’ title East End Life.
Pickles has long been trying to clamp down on such papers, demanding that councils publish newssheets no more than four times per year. Neighbouring Lewisham cut its Lewisham Life magazine from monthly to quarterly some years ago.
The council was first warned in September 2014, but it has argued that by using Greenwich Time to publish local information, it is saving taxpayers money.
The true costs of Greenwich Time have been notoriously difficult to quantify. While the paper relies on a lot of freelance labour, quoted costs do not include the time spent by council staff and officers in producing it. In 2013 this website found out that GT cost £124,000 per year to produce, without counting the work put in by the council’s paid staff.
Its opponents say GT, which is signed off by the council leader and chief executive each issue, stifles debate while local newspaper publishers argue it competes unfairly for advertising revenue. A move by the owners of the South London Press to buy the title was rebuffed in 2011.
Last November, Greenwich Council put its advertising contract out for tender – the £400,000 annual fee roughly matching GT’s distribution costs. But council leader Denise Hyland later called this a “Plan B”. Last night, she told Conservative leader Spencer Drury it was “business as usual” at the paper.
You can see the exchange at 1 minute 29 minutes into this video:
The role of the paper in pushing the council’s line was highlighted this week in the bizarre row over the council’s proposals to incentivise local business to pay the London Living Wage.
Despite the scheme first being publicly proposed by Conservative councillors, Greenwich Time placed the story on its front page and credited it to Labour leader Denise Hyland.
This week’s paper also contains a two-page spread boasting about the council’s plans for the future of Eltham. Promoting improvements in Eltham are a regular feature of Greenwich Time, and few other areas of the borough have had plans publicised in this manner.
It’s widely believed the council is using GT to boost the chances of the marginal seat’s Labour MP Clive Efford being re-elected.
Whether Pickles’ threat will mean the end of GT is a moot point – the closure deadline of 31 March runs so close to the general election that any legal response from Greenwich may mean it can simply carry on through the campaign and leave the issue to whatever government is elected in May.
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.
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.
So, last week, Chris Roberts said his farewells as Dear Leader. I’m told he was still in his office at Woolwich Town Hall as the minutes ticked down until the end of his reign at 7pm last Wednesday. And as the effective editor of the council’s weekly newspaper, Greenwich Time, he got to pen his own farewell.
In case you were wondering, “leave this world a little better than you found it” is a quotation from Robert Baden-Powell, the founder of the Scout movement.
More telling, though, from a politician closely associated with huge building projects, is “make no small plans, for they have no power to stir men’s souls”. That’s attributed to Daniel Burnham, a US architect who worked on some of the world’s earliest skyscrapers, including New York City’s Flatiron Building. Something to remember when Berkeley Homes’ huge towers start to loom over Woolwich in the next few years.
Possibly more telling than that, though, is a revealing comment he made at his final full council meeting in March, which you can listen to below. He’s heavily tipped to end up in some consultancy or advisory role, so until he re-emerges, let’s leave this as the last word.
He was paying tribute to departing councillors. But it was pretty clear he wasn’t talking about them when he said: “The service of the public is a noble calling, whether you’re doing it as a councillor or as an officer. No-one in a democracy does it for the money. It can be long, it can be tiring, but as we all know, it can be rewarding.
“It can result in people delving into your personal lives, and as we all know it’s full of journalists, bloggers and tweeters who think that your moral compass and motives are as base as theirs sometimes seem to be – and that public works and public good are something to be denigrated by those who seek to pursue them [sic].”
That was then, this is now.
The Dear Leader is no more, so congratulations and welcome to Denise Hyland as the new Greenwich Council leader, as trumpted by – where else? – Greenwich Time.
It’s lucky for Hyland that one of the more controversial projects under her past watch as regeneration cabinet member, the botched refurbishment of the Greenwich and Woolwich foot tunnels, is finally nearing completion. Indeed, she’d also been saddled with fronting the council’s Bridge The Gap campaign to build the Silvertown Tunnel and a bridge at Gallions Reach – in spite of opposition from her own party.
The party members’ opposition meant Labour’s position in May’s election was subtly different. “Bridge The Gap is dead,” one Labour source insisted to me during the council election. And, indeed, look at what the Labour manifesto said…
A little bit of wiggle room emerged. And Labour candidates were telling people on the doorstep that things had changed. Here’s Stephen Brain, now Peninsula ward councillor, on 23 April.
But on 24 April, despite what was in the Labour party manifesto, here’s what Denise Hyland was telling Boris Johnson, responding to his London Plan…
Was Denise Hyland just following orders? Here she is from the News Shopper last week:
“I’m saying that we need a package of river crossings, absolutely we do.
I’m not going to get drawn into over whether we’ll accept or refuse a single crossing. I want to work with my colleagues, my Labour colleagues in the majority group and get a consensus after we’ve seen the proposals.”
That sounds like Bridge The Gap is still alive.
“Of course I’m concerned about air quality. I think it’s obviously a very difficult balance. If we actually look at our figures, 85 per cent of people thought we needed additional river crossings. 76 per cent wanting Silvertown, 73 per cent wanting a bridge at Gallions. People seem to think that doing nothing is not an option.”
Let’s not forget that Greenwich Council tried to rig that consultation, of course. Perhaps the new chief whip, one Stephen Brain, needs to get his leader into line…
Generally, the News Shopper interview seemed to promise more of the same than anything new. When asked about opening up the council, she said “I obviously want ward councillors to be frontline councillors, they’re the representatives of the council in the community and they represent their people and its for them to channel people’s voices through to the council” – ie, they should do their job. From this early interview, don’t expect any move away from the current top-down decision-making any time soon.
Then again, her Greenwich Time “interview” talked up the importance of listening to communities – since the Shopper’s piece went up on the website on Friday, shortly before GT goes to press, I can’t help wondering if the piece underwent a hasty rewrite as the introductory paragraph doesn’t match the headline. After all, Hyland is now the effective editor of GT…
It’s early days, and Hyland has to get her feet under the table first. While Roberts’ chief executive, Mary Ney, remains in place, big changes are probably unlikely – although a new cohort of Labour councillors will want to make their presence felt.
But who has her old job of regeneration cabinet member, the most important on the council?
Curiously, the job didn’t go to an big hitter such as Jackie Smith, John Fahy or David Gardner – but to Danny Thorpe, the 30-year-old Shooters Hill councillor best known for spending a year of his first term in office in Australia. When a skint Thorpe had to return to London after six months to attend a council meeting to avoid a by-election being triggered, the council’s Labour group had to pay his air fare.
Thorpe, who used to work in events management for Hackney Council, will be juggling his cabinet portfolio with teacher training at a primary school in Dartford. You could always try to follow him on Twitter, but his profile’s locked. Mind you, the last time I saw it, it was full of photos of him and singer Beverley Knight.
Hyland and Thorpe are also both on the planning board along with ex-deputy leader Peter Brooks and ex-chief whip Ray Walker – so the old guard are still represented there.
There are other new faces in the new cabinet. Highly-rated newcomer Sizwe James takes business, employment and skills, while fellow new councillor Chris Kirby gets housing. Miranda Williams, in her second term, joins the cabinet as member for cultural and creative industries. Returning councillor David Gardner takes health and adult social care.
Maureen O’Mara stays in the cabinet, taking community wellbeing and public health; while Jackie Smith also stays in the cabinet, but loses her highly-praised role in charge of children’s services to take on community safety and environment. John Fahy now takes on children’s services as well as being deputy leader. The “Greener Greenwich” portfolio (created by Roberts after the Greens broke through as an electoral force in 2006) has been dumped, with Harry Singh talking charge of customer and community services.
Cynics never the changed the world, so this website won’t be writing the new team off just yet. Denise Hyland and her team need to prove they are better than the unravelling shambles that came before them – and they’ll need to pick up some of the pieces, too.
Of course, Greenwich councillors should be held to account for past actions, but those actions may not necessarily be an accurate prediction of the future. It’d be good to see a review of past contracts signed with developers – as Hammersmith & Fulham’s new Labour administration is carrying out after usurping a Tory regime that also looked a bit too close to builders – but frankly that won’t happen.
Those who kept their head down and did as they were told under a bullying, stifling regime need the chance to find their feet and prove to us they can make a difference. The way Greenwich borough is run desperately needs to change – will they be the ones to deliver?
PS. Former Labour councillor Alex Grant has started a blog – and if you’ve made it down this far, his first post will be essential reading. Former Tory councillor Nigel Fletcher has also returned to being a digital scribe, and his account of losing his seat is also well worth reading.
Thought demolishing the Ferrier Estate would rid Kidbrooke of tower blocks? Think again – these are the first images of the 31-storey tower planned as a new centrepiece for the Kidbrooke Village development, currently being built by Berkeley Homes.
The plans for the third phase of the Kidbrooke Village development were revealed at an exhibition earlier this month, and the information boards have now been published online.
The centrepiece is a 31-storey “landmark residential tower”, surrounded by “pocket towers” of 8 to 15 storeys high. There would be restaurant/cafe and retail space at the foot of the tower, which would provide 143 homes.
Berkeley’s plan would supersede the existing scheme which limits the towers to 15 storeys, which itself replaced a plan keeping them at nine storeys.
The tower replaces plans for a hotel and “is designed to create a vertical community, able to live and enjoy recreation through the provision of well-orientated common areas and amenity spaces”.
It would also be the tallest building for miles around – beaten locally only by Deptford’s Convoys Wharf, which would boast a 40-storey tower.
The Kidbrooke tower would equal the highest tower planned for Greenwich Peninsula, which would have 31 storeys. Berkeley has permission for 21-storey towers in Woolwich, Lewisham’s completed Renaissance Tower is 24 storeys high while Deptford’s Distillery Tower weighs in at 27 storeys.
The presentation also details plans for blocks of eight to 18 storeys on land close to Blackheath’s Cator Estate, a conservation area.
The scheme would add would add a further 877 new homes to Kidbrooke Village, taking the total to over 5,000, making it denser than the original Ferrier Estate. There’s no word on how many of these homes will be “affordable” or for social rent – the scheme was due, overall, to deliver 38% “affordable” housing.
But transport infrastructure changes are minimal – with a new Kidbrooke rail station (but the same old service) and a partial reversal of the bus cuts which took place last summer – with TfL already planning to re-route the B16 bus back into the eastern side of the development. But there’s no sign of any serious upgrades to local transport.
Eltham-based community magazine SE Nine, which revealed the plans a couple of weeks ago, reports the proposals “could only have been put forward with the tacit approval of senior councillors and officers” at Greenwich Council – although with the final planning board ahead of May’s election due to meet on 9 April, it looks too late to squeeze it through before the poll, Ikea-style, as no planning application has yet been submitted.
But the close links between council leader Chris Roberts and Berkeley Homes can’t be denied – the leader likes its Royal Arsenal development so much, he bought one of the flats in 2009 (see Land Registry record above). Last year, Berkeley helped Roberts’ campaign for a Silvertown Tunnel. And in January this year, the council’s weekly newspaper Greenwich Time published this odd letter about Berkeley’s charitable arm…
Pleasant and approachable, eh? Clearly this was an attempt to deflect some of the bullying accusations against the leader. Yet Chris Roberts’ exercise in vanity begins to look foolish when you remember how closely his council’s ambitions for Kidbrooke Village depend on Berkeley’s financial position.
According to a confidential report passed to this website, in December 2012, a year before Roberts’ bash, both Greenwich Council and London mayor Boris Johnson agreed to waive their rights to a share of some sales profits from the scheme after Berkeley complained of an £83 million shortfall. In return, the housebuilder would start work on the “village centre” which it said would make the scheme viable.
Cabinet member Denise Hyland – widely thought to be Roberts’ preferred successor if he stands down after May’s poll – backed the move, and a few months, one Sainsbury’s Local and a housing boom later, the place was in rude health once again. If this is the kind of tough decision about a developer your council has to make, it’s not wise to be buddying up with them in public.
As a private firm, Berkeley is only doing its job, getting the best possible return for its shareholders. But is Greenwich Council up to the challenge of doing the same for its residents? We’ll see in the weeks and months to come in the way it deals with the giant tower of Kidbrooke.