Greenwich, Blackheath and Lewisham could soon have a direct bus link to the Olympic Park under plans revealed by Transport for London today.
The 108 service through the Blackwall Tunnel would have its route altered north of the river so it terminates at Stratford City bus station, beside the Westfield shopping centre. The new route would see it run alongside the edge of the Queen Elizabeth Olympic Park.
The route would gain bigger buses – though still single-deck, due to height restrictions in the Blackwall Tunnel.
It would also be rerouted away from the Blackwall Tunnel’s northern approach to serve Chrisp Street in Poplar, passing Langdon Park and Devons Road DLR stations rather than Bromley-by-Bow tube.
The change is part of a revamp of routes serving the borough of Tower Hamlets. Another change sees the 277 rerouted through the Isle of Dogs, bringing Greenwich town centre within walking distance of a 24-hour bus from Dalston and Hackney.
Bigger buses on the 108 would certainly provide some relief on what’s a chronically overcrowded route – although without an increase in frequency the route will continue to struggle with demand.
A switch to Stratford City would cause some problems for people changing buses in Stratford itself – in 2013, TfL said it would break 600 trips each day – although the two bus stations are only separated by a short walk through the Westfield centre. What’s not clear is if the diverted route would be affected by West Ham United moving to the Olympic Stadium this summer.
And while rerouting the 108 via Chrisp Street would mean the service avoids the A12 traffic jams, some passengers may miss the link to Bromley-by-Bow, although the new service passes close to Bow Road station.
What’s the view from north of the river? Bow’s Diamond Geezer thinks this is more about getting double-deckers on another bus…
There’s a consultation now open on the scheme – if you’re a 108 user, have your say by 20 March.
PS. You read it here first, three years ago…
It’s the fourth year I’ve surveyed cable car usage in a typical October week. In 2012 and 2013 I did it for Snipe, just for this website in 2014, and for Londonist in 2015, where the week was 11-17 October. If you want more, Diamond Geezer has drilled down into the full dataset to see just when you can guarantee a cabin all to yourself. (All this is thanks to the Freedom of Information Act, currently under threat from the Government.)
The easy figure to home in 2012 was the number of people using it to commute, since Boris Johnson had banged on about it being such a vital link. Back then, 16 people tapped in with their Oyster cards more than five times in a week, enabling them to obtain a rebate on their fares. The following year this dropped to four. Last year, there were none at all. And it’s the same this year.
The handful of people who do commute on it use paper multi-trip tickets, which are valid for a year, and are less fiddly to use. About 30 are sold each week, although because the tickets are valid for a year, it’s hard to tell who’s using it to work and who is using it for fun. This year, I’ve seen figures for these paper tickets going back to opening day in June 2012, and sales don’t seem to tally with big events at the O2 or ExCeL, either. That said, a load were sold on 23 December last year, so maybe someone was giving out a load for Christmas presents (and they’ll have to be used up by today).
It does seem rather strange that TfL runs a public transport service that it discourages regular travellers from using its main public transport ticketing system on, but there you go.
Here’s a table of the week’s journeys:
Individual Emirates Air Line journeys, hour by hour, between 11-17 October 2015. Source: TfL.
And here’s a graph:
It’s bad news all round. Usage is pretty much the same as it was last year, the only rises coming from the opening hours being extended to 9pm on weeknights and 11pm on Fridays and Saturdays.
Tourist-friendly tickets were also well down in our sample week. Combined “experience” tickets, which allow admission to the Emirates Aviation Experience at the Greenwich Peninsula terminal, were down from 5,292 sales to 4,099. Sales of tickets allowing travel on the cable car and Thames Clippers river buses were also down, from 539 in 2014 to 291 this year.
|Sun 11th||Mon 12th||Tue 13th||Wed 14th||Thu 15th||Fri 16th||Sat 17th|
Total Emirates Air Line journeys, starting at north and south terminals, 11-17 October 2015. Source: TfL
Here’s how it compares with previous years:
So the cable car opened with a bang on 2012, slumped in 2013, rose slightly on the back of some touristy promotions in 2014, and has been lifted by night flights in 2015. What happens for 2016?
Not a lot, I imagine. We’ll have a new mayor who’ll be less beholden to mayor Johnson’s little projects. But the next mayor’s hands will be tied by the Emirates sponsorship contract signed by TfL in 2012 which, among other things, bans the next mayor from criticising that contract, and mandates a minimum level of service (which is why it opens up at 7am for a handful of punters – albeit a bigger handful than in the very early days.
TfL wanted the cable car because it wanted a river crossing that would bring in an income. Furthermore, it needs that income to pay off the £16m in taxpayers’ money that has gone into building it (plus £8m from the EU and £36m from Emirates). But it’s only made £1m in three years. The last TfL commissioner’s report states that usage will go up as the area around the cable car develops, and the cash will start rolling in.
But will it? At present, most development is going up on the Greenwich Peninsula – if you’ve moved there, would you want to pay a premium fare to go to the Royal Docks? (Would you go to the Royal Docks at all?) On the north side, development is around Canning Town station (notably the hideous London City Island) or at Royal Wharf to the east – too far from the cable car to be convenient.
It’s likely that it won’t be the next mayor’s call what to do with the cable car, but the one after – whoever is in charge in 2022, when the Emirates contract ends. By then, there might be some critical mass on both sides of the Thames, but will a premium-fare link be a help or a hindrance?
Another sponsorship deal could wipe out the loss, then the fares could be cut and it could just become part of the transport network. Or it could just be sold off as a tourist attraction.
That’s all a long way off, though. The more I find out about the cable car, the more questions seem to come up. Whoever wins in May, the Dangleway’s going to be an object of curiosity for some time yet.
Alternative Tube maps are objects of fascination for many – but now the mayor’s office has got in on the act with an alternative map of London itself.
The new Greater London Authority website features a map that invites you to “find out what we’re doing where you live and work”. You’re invited to select a borough from a dropdown, then you’re presented with some blurb about that borough and a map of neighbourhoods.
And here’s the map. Charlton seems to encroach a bit far west and Hither Green seems to be making a bid to escape the borough of Lewisham, where it wholly belongs. But hold on… what’s that in the top right-hand corner where Thamesmead should be? Creekmouth? Wrong side of the Thames…
Over in Camden, Camden Town and Kentish Town have been swallowed up by an expanding Gospel Oak.
Here’s my favourite – someone clearly stuck Ewell in before realising it’s actually in Surrey, not in Sutton, and so nothing to do with the mayor.
What’s happened here, then? It looks like an odd mix of reality combined with Wikipedia searching, council wards and the wishful thinking of developers and estate agents.
It must have been a good idea at the time to try to map London’s hundreds of neighbourhoods, and present some interesting data to go with them – but it’s actually harder than you think.
Congratulations to the East Greenwich Residents Association, whose scheme to “green” Trafalgar Road has won an £18,000 grant from City Hall.
The neighbourhood group recently raised over £6,000 in a crowdfunding exercise to promote the plan to improve the environment along the main route through the area.
EGRA wants to see street barriers covered with plants, a green canopy and seating in the neglected Woodland Walk alleyway (pictured above), and the return of market stalls to Tyler Street and Colomb Street.
The City Hall cash, part of the Mayor’s High Street Fund, now brings the kitty to over £24,000, but the cash can only be a start – it also wants Greenwich Council to do its bit by removing street clutter and maintaining the area properly.
It’s a big victory for a group that’s not been afraid to take on the council – it recently called on leader Denise Hyland to stand down from its main planning committee, where she is the only borough leader to have a full-time role in planning decisions.
The council’s notoriously tribal leadership will now have to swallow its anger about EGRA’s criticisms to work with the group on its plan for Trafalgar Road. Council officers have already helped with the plan, including securing the future of the market pitches, which have not been regularly used since the 1990s.
Residents would like to see the neighbourhood get a fair amount of the cash the council is getting for the huge developments in the area.
Getting hold of this Section 106 money could be tricky – this cash tends to disappear into borough-wide pots, as the fate of the £1.5m given for the Charlton Sainsbury’s development shows.
But one source could be the cash generated by selling the “pocket park” on Blackwall Lane to a developer, where 20% of the £1m+ receipts have been earmarked for projects in Peninsula ward, which covers Trafalgar Road.
Local councillor Denise Scott-McDonald argued in favour of the sale in July, telling her fellow cabinet members: “I think it’s a great opportunity. The fact that we’re getting 20% of the money is an opportunity for our ward to really put money into areas that we need to be developed.”
There’s also a message here for local groups – moaning about the council simply isn’t enough; you have to get off your backside and do things yourself. Those in Charlton murmuring about whether that area needs a regeneration scheme might like to take note.
If you’re interested in finding out more about EGRA, it’s holding one of its regular open meetings in the Star and Garter pub in Greenwich Park Street at 7.30pm this evening (Tuesday 15th).
Other south-east London schemes to win cash includes the ambitious Peckham Coal Line project – a New York High Line-style scheme to turn disused rail sidings into green space – as well as a social enterprise grocery store in Catford and a plan to turn a disused water tank in Lewisham into an art space.
Less than a quarter of homes on the new phase of Greenwich Peninsula development will be “affordable”, according to planning documents released by Greenwich Council last night.
Greenwich planners are recommending councillors approve the scheme at a meeting on Tuesday 8 September. Just 22.7% of homes of the 12,678 won’t be sold at full rate, the 320-page planning report reveals.
The original masterplan for the peninsula, agreed in 2004, envisaged 40% of homes being “affordable”.
But that stalled, and Hong Kong-based developer Knight Dragon – controlled by billionaire Dr Henry Cheng – which is now in charge of the scheme, has taken a much more aggressive approach to developing the huge site.
It controversially persuaded councillors to allow it no “affordable” properties at all on the plots nearest Canary Wharf, Peninsula Quays, leading to a legal row which resulted in Greenwich being forced to reveal the viability assessments it used to make the decision.
Greenwich has published the viability assessment for the new scheme, where consultants Christopher Marsh and Company pinpoint withdrawals of grants by the last government as a factor in the low figure.
“Some agency, or several, will receive significant sums via the original land agreement, and currently, none, it would appear, are prepared to re-cycle any share of those receipts back into affordable housing in Greenwich. That is a key driver in this case. Before February 2014, when Government largely abandoned grant aid to affordable housing, we would have expected most schemes to have exceeded 30% affordable housing. Without grant, that expectation has now been reduced by about one third.”
A further document from BNP Paribas compares the Peninsula scheme with property values at the Royal Arsenal in Woolwich – an improvement on the Peninsula Quays scheme where values across the whole borough were used, despite the unique nature of the site.
The document indicates that the headline figure for new homes remains 12,678, with towers of up to 40 storeys.
A quick skim through the papers would appear to indicate Greenwich planners have largely accepted Knight Dragon’s transport proposals, despite fears from a raft of local groups and even Transport for London that they will pile additional pressure onto North Greenwich station. An early reference to the “Silvertown Tunnel Rail Link” suggests that planners may not totally be on the ball here.
TfL says: “Jubilee Line crowding is already an issue and is forecast to continue in 2031. The additional crowding on Jubilee Line services is considered an issue. TfL cannot agree that the London Underground (LU) and National Rail networks would be largely unaffected by the proposed development.”
Indeed, council planners shrugged off calls for a pedestrian and cycle connection to Canary Wharf to relieve the Jubilee Line in just a sentence – “the feasibility of a pedestrian link between the Peninsula and Canary Wharf has been investigated previously but it is not considered feasible” – presumably a reference to an 2010 assessment by TfL produced to justify the construction of the Thames Cable Car, which said a bridge would not bring in any income.
The only explicit mass public transport improvement appears to be funding for a bus from Kidbrooke Village to North Greenwich – which is likely to pile even more pressure on the Jubilee Line.
There’s a lot to wade through, but it’s hard to see quite where Greenwich has tried to strike any worthwhile bargain with Knight Dragon. The big question remains – will the council’s planning board swallow Dr Cheng’s prescription?
It’s another tall ships weekend, but for a real sniff of what life’s like by the river in Greenwich these days, head down to Christchurch Way. Here, Barratt Homes has recently unveiled the first homes at Enderby Wharf – adjacent to the planned cruise terminal site.
Unfortunately, these homes haven’t yet been properly linked up to utilities. There’s currently no sewerage service, for example.
So every other day, a truck parks up in Christchurch Way to take the new residents’ effluent away. Sometimes it comes at breakfast, sometimes it comes in the afternoon. It smells, and it’s noisy too…
It typically takes three hours to suck all the sewage away, I’m told.
Worse still, the new homes are currently being powered by diesel generators.
While I was filming the poo wagon, one shift-working resident came out to tell me he’s disturbed by the noise from the crap truck, and his asthma is being made worse by the generators.
These are clearly growing pains for what will be a big new development. But it’s another example of why people in this part of Greenwich are feeling a little under siege right now.
Local residents in east Greenwich are demanding council leader Denise Hyland stands down from the borough’s main planning committee after it was revealed she is the only council leader in London who is regularly directly involved in taking decisions about major new developments.
The East Greenwich Residents Association has made the call following Hyland’s role in pushing through plans for a controversial cruise liner terminal in the area.
Hyland, who has led the council since June 2014, told the planning meeting that the terminal’s planned 31-storey residential tower was “nothing”, criticising residents for not bringing up air pollution fears when the proposals first came before the planning committee some years back – even though plans for the terminal have substantially changed since then.
She also said that on a trip to a cruise terminal in Southampton, she could not “see” any air pollution there – despite the fact that it is usually invisible. Her performance at the planning board earned her an appearance in this week’s Private Eye magazine.
The planning board shrugged off air pollution concerns about the London City Cruise Port, and the lack of any comprehensive, timely environmental assessment. It accepted developers’ claims that it would be too expensive to install on-shore generating equipment which would reduce the impact of ships spending extended stays at the terminal, despite European guidelines recommending this system is used.
Local MP Matt Pennycook and councillors Stephen Brain and Chris Lloyd were among the objectors, along with Tower Hamlets councillors and Isle of Dogs residents.
Research by EGRA – independently verified by this website – shows no other borough in London allows its leader such a prominent role in taking planning decisions, a role where politics should play no part.
Large or contentious decisions across Greenwich borough are usually taken by a committee of 14 councillors, called the Planning Board.
Most boroughs operate a similar system – though using different names for the committees – which usually see less high-profile cases taken by area committees.
But Denise Hyland is the only one of London’s 28 council leaders (a further four are run by elected mayors) to regularly sit on her council’s main planning committee.
The only other council to permit a formal role for its leader in planning decisions is the controversial Conservative-run authority in Barnet. But even here, Richard Cornelius is only a substitute member of its planning committee, deputising for his fellow Conservative councillors where necessary – a role he hasn’t carried out since June 2014.
Indeed, 13 out of London’s 32 boroughs only allow backbench councillors to take major planning decisions – removing any suspicion that may arise from having high-profile councillors taking sensitive formal decisions.
Of the 14 planning board meetings held since Hyland became leader, she has attended nine of them.
This continues a system which began under Hyland’s predecessor Chris Roberts, who started sitting on the planning board in 2007. Roberts did not take part in the 2011 meeting which gave the terminal its original green light, after appearing on TV promoting the scheme.
But Hyland – then regeneration cabinet member – did take part in that meeting, then praising the scheme as “world class”.
In May, ahead of the planning board’s decision, the London City Cruise Port’s chief executive Kate O’Hara was invited to the council’s £20,000 private mayor-making ceremony, attended by Hyland.
Advice from the Local Government Association says that “members of a planning committee… need to avoid any appearance of bias or of having predetermined their views before taking a decision on a planning application or on planning policies”.
Hyland’s successor in that role, Danny Thorpe, has inherited her position the board. Just six other boroughs – Barking, Camden, Harrow, Lambeth, Newham and Richmond – allow his counterparts to assist in making planning decisions.
In an open letter to Hyland, EGRA’s executive committee says:
“We are concerned that your presence as council leader alongside the regeneration cabinet member could make the planning board susceptible to political pressure and decisions made on policy and party lines rather than in the wider public or community interest.
“This concern is reinforced by your tendency and Councillor Thorpe’s tendency to sum up and make your positions known before voting takes place. The recent decision on the cruise liner terminal is a good case in point.
“Our community feels extremely frustrated at the way in which our attempts to raise legitimate concerns over the development of our area are not being taken seriously and are being batted away through a process that is less than scrupulous at times and is susceptible to what we perceive as potential political interference.
“We call on you to restore our confidence in the borough and the decisions it makes and we formally request that you step down from the Planning Board. We need to have confidence that our borough is making the right decisions for the right reasons and operating in the same way as other London boroughs as part of the statutory process.”
Residents are now pinning their hopes on London mayor Boris Johnson “calling in” the application to decide himself – a move supported by Liberal Democrat, Green and Conservative members on the London Assembly. Tower Hamlets Council has since backed away from its opposition to the scheme. A decision is expected soon.
Meanwhile, it has emerged that European money could have been available to help fund the London City Cruise Port fund on-shore generating equipment.
Trade publication Ship Technology, which accuses the developers of “cutting corners”, reports that the EU can fund up to half the costs of research and 20% of the costs of installation if a member state opts to use such a system. But councillors were not told this before they made their decision.
7pm update: Former Greenwich councillor Hayley Fletcher, who sat on the planning board alongside council leader Chris Roberts, responded to this story…