Greenwich councillors are to consider awarding the rarely-awarded freedom of the borough to former leader Chris Roberts next week – despite the politician-turned-developers’ consultant being embroiled in a series of bullying accusations before he stood down 18 months ago.
Roberts ran the council for 14 years but stepped down as a councillor at May 2014’s election, finally relinquishing his role as leader the following month. He is still in frequent contact with his successor, Denise Hyland, multiple sources have told this website, with some claiming he still wields considerable influence over the council.
His final months on the council were blighted by bullying accusations, notably in October 2013 when he threatened current deputy leader John Fahy with the removal of his cabinet position in a row over the Run to the Beat half-marathon, which raised funds for a charity Roberts set up as council leader, Greenwich Starting Blocks. He was let off any council punishment over the voicemail, but did get a written warning from the party.
Two councillors – Alex Grant and Hayley Fletcher – stood down from the authority, complaining of a bullying culture in Roberts’ Labour group. Grant has since said that intimidation of councillors was normal practice, particularly in planning matters.
The leader himself was also accused of throwing his keys at a council cleaner who woke him up while he was asleep in his office early one morning in 2009, a charge he denies. His conduct was explored in a BBC Sunday Politics investigation in December 2013. A secret Labour Party investigation declared no further action should be taken on his conduct.
Now Roberts is in line for an award reserved only for councillors if they have “distinguished themselves beyond that level of service normally expected”. “Recipients should have demonstrated commitment to the principles of public life and adherence to the relevant codes of conduct,” the paper for next Wednesday’s meeting says.
Past recipients include Nelson Mandela, Neville and Doreen Lawrence, the Duke of Edinburgh, and local institutions such as Charlton Athletic Football Club, Royal Museums Greenwich and the Royal Regiment of the Royal Artillery.
Roberts was known for his close relations with property developers, and is now the deputy chairman of Cratus Communications, a local authority lobbying firm chaired by former Conservative leader of Kensington and Chelsea Council Merrick Cockell. Bromley & Chislehurst’s Tory MP Bob Neill, a former local government minister, is a non-executive director.
“His passion for regeneration will provide Cratus with a platform to move to the next level of support for our development clients,” the firm’s website says of Roberts.
Long-serving Labour councillors Janet and Jim Gillman are also on the list of consideration for the honour, as is veteran Conservative Dermot Poston, who also stood down in 2014. Retired teacher Poston was first elected to the council in 1968, serving under the only Tory administration in the borough’s history. The honour for the former Eltham North councillor, a genuinely popular figure at Woolwich Town Hall, may make it difficult for the Conservatives to object to Roberts’ award.
Tariq Abbasi, former director of the Plumstead-based Greenwich Islamic Centre and now director general of the World Muslim Congress, is also in line for an honour.
The decision will be made at next Wednesday’s council meeting. If you’re a Greenwich resident and want to ask leading councillors a question about the council and its policies, email committees[at]royalgreenwich.gov.uk before noon on Wednesday 20 January with your question, your name and address.
853 exclusive: Greenwich Council has agreed to stop publishing its weekly newspaper, Greenwich Time, by June, the government has announced.
Council leader Denise Hyland had planned to go to court to defend the paper, which is distributed to the vast majority of homes in the borough each week.
It is the only council weekly left in England following Tower Hamlets’ decision last week to phase out East End Life.
Greenwich has now agreed to comply with laws restricting local authority publications to four times a year, beginning from June.
A Department for Communities and Local Government (DCLG) spokesman said: “We have agreed that Royal Borough of Greenwich will be fully compliant with the Publicity Code from the end of June 2016, settling the matter without having to go to court.”
The department did not provide further details of the agreement.
A Greenwich Council spokesperson told this website: “We are pleased that Royal Borough and the Department of Communities and Local Government have settled the matter without having to go to court.
“We are pleased that the Department has accepted the Royal Borough’s need to continue to produce regular and frequent communication for residents, in order to keep them up to date on Council services, job opportunities and other important information.”
Greenwich says it will still be allowed to produce “regular and frequent communication of information” to residents who choose to receive it in whatever format, so long as it does not look like a newspaper, news-sheet or similar.
Last month, Hyland told a full council meeting that Greenwich had spent £35,350 on preparing for the court action, plus an estimated £12,893 on staff time.
The council has consistently claimed it saves money by publishing a weekly newspaper, as otherwise it would have to pay one of the local newspaper groups to carry its public notices advertising planning application, road works, and other formal announcements. In December, Hyland claimed it would save £21,000 per month.
But critics have dismissed the paper – which features council and community features rather than hard news – as merely a propaganda tool for the authority’s leadership.
Greenwich Time was a target of former communities secretary Eric Pickles, who announced plans to take legal action against the council last March. In response, the council announced it would seek a judicial review of the decision.
But Greenwich’s last line of defence – that government-appointed commissioners at Tower Hamlets were continuing to publish a weekly paper there – started crumbling last autumn, when its paper, East End Life, switched to fortnightly. Last week, Tower Hamlets’ elected Labour mayor John Biggs announced East End Life would cease publication altogether this spring in response to a direction from the commissioners.
Biggs said of East End Life: “In over 20 years of weekly publication the world has changed, particularly with the use of the internet, and it is time we looked again at it.”
Greenwich will now have to rethink its communications strategy, which largely revolves around the paper. For years, rumours have claimed Greenwich would attempt to transfer GT to Greenwich Leisure Limited, although Pickles’ direction to the council would appear to rule that possibility out.
Neighbouring Lewisham switched its Lewisham Life magazine to quarterly some years back, but also sends out weekly emails with information about council and community services.
The paper was first published in 1984 as a campaigning monthly, at a time when Labour councils were openly fighting decisions made by Margaret Thatcher’s government.
It went fortnightly in 1991, softening its tone during Len Duvall’s 1990s reign as council leader. But in 2002 it began to mimic the style of a local paper, going weekly six years later.
It’s been a very long time in coming, but walkers and cyclists could soon be able to use the Thames Path uninterrupted between Charlton and Woolwich – with plans to build a new path over the riverfront.
Currently, the Thames Path from central London stops dead at the Thames Barrier, with anyone wanting to continue eastwards having to continue via the busy Woolwich Road before walking through the King Henry’s Wharf housing development.
During the week, walkers in the know can sneak through an unsigned shortcut through the Westminster Industrial Estate – but these barriers prevent cyclists from using it.
Plans to plug the gap were first revealed in September, at Greenwich Council’s first “cycling forum”, after negotiations with landowners. Now they’re slowly starting to become reality, with one phase having already received planning permission, and another currently in the planning process.
The scheme is particularly good news for the enormous creative arts hub Second Floor Arts, as the new route will run right past its entrance. Greenwich hopes it will be complete by April 2017.
Heading from east to west… (apologies for the duff photos, which are of a display board at the cycle forum event).
Phase 1 is currently going through the planning process (see application 15/3519/F), and consists of a ramp from Warspite Road which will then sit on top of the riverfront, taking the route round to the existing Thames Path at King Henry’s Wharf. Or, strictly speaking: “Construction of combined footway / cycleway bridge, a 1.4m high pedestrian parapet with lighting incorporated into the parapet posts, erection of a wooden fender structure in the foreshore area.” Comments on this need to be with the council by 29 December.
Phase 2 already has planning permission (see application 15/2972/F). It consists of a ramp between Unity Way, the street that leads to the Thames Barrier visitor centre, and Bowater Road, inside the Westminster Industrial Estate. This means there’ll still be a diversion away from the river (and the deteriorating Mersey ferry Royal Iris, moored here) but nowhere near as long and inconvenient as the current scheme. Greenwich hopes to start work on this before April.
While the scheme would make life easier for walkers, it also opens up the Thames Path as a viable cycle commuter route for people in King Henry’s Wharf, Woolwich Dockyard Estate and beyond – a twenty-minute pootle on a bike to North Greenwich being much quicker and more pleasant for those who are up for it than squeezing onto an overcrowded bus.
The money for this is coming from Transport for London – as mentioned last week in the post about hire bikes and Greenwich town centre, many of Greenwich’s cycle-friendly schemes are either coming either from TfL money, or through adapting renewal schemes when roads need resurfacing or reworking.
Separately, there is also a scheme to introduce a stretch of segregrated cycle lane on Plumstead Road, in an attempt to fix a botched road scheme from a decade back. “Light segregation” is also due to be installed on a cycle lane in Rochester Way, Kidbrooke, shortly.
Greenwich has a newsletter for people interested in cycling infrastructure in the borough – email cycling-strategy[at]royalgreenwich.gov.uk and ask to be put on its list.
Greenwich has been pretty much alone among London boroughs in playing down the impact of Government cuts. It’s something that showed sharply last summer – while Greenwich was shouting and spending on tall ships, Lewisham was running The Big Budget Challenge, inviting people to play with the council’s budget and explaining the troubles ahead.
Last month’s Autumn Statement put an end to all that. So it’s good to see that Greenwich is holding a public meeting next Tuesday to discuss what happens next.
Despite us all having to pay council tax, most council funding comes from central government. Council tax rises don’t really amount to much extra in the kitty – especially since the government limited rises to 2% before local referenda have to be called. (The Autumn Statement allowed councils to whack an additional 2% on to cover rising social care costs, but this is seen as too little, too late.)
So councils can either defy the government (and end up with Whitehall staff taking over), or they have to cut. There have been dire predictions of councils going bust by 2020.
Cuts in Greenwich aren’t new. Greenwich has run cuts budgets for the best part of a decade. Stealthy cuts have included closing kids’ playschemes, quietly dispensing of Kidbrooke’s only library, cuts in grants to the voluntary sector, staff pay freezes, cutting senior council officers and threatening Maryon Wilson animal park.
People only notice cuts when they’re directly affected – like a certain Mr David Cameron of Witney, Oxfordshire. But so far, many cuts in Greenwich have been behind the scenes.
You can only chomp into those reserves so far. If you include “unusable reserves”, that figure rockets by almost a billion, but chipping into that sum means flogging off property, plant and other assets (such as the Blackwall Lane “pocket park”).
But with another £77m of cuts to the council’s annual budget expected to come, how long can that go on for?
So credit to Greenwich Council leader Denise Hyland and deputy leader John Fahy for holding a “question time” event about all this – to be held at 6pm at Woolwich Town Hall on Tuesday 15 December.
If you want to submit a question and go, you need to register. Hopefully a recording will be made available for everyone else.
It’s curious that it’s been announced with only six days to go, in the run-up to Christmas, held at a time of day that’s not hugely convenient for people in work, and hasn’t featured in this week’s Pravda, but at least it’s a tiny nod towards transparency.
So, what are you asking the council?
Greenwich Council’s Conservative group has asked Transport for London to halt the controversial Silvertown Tunnel scheme – so it can be assessed along with rejected plans for a Docklands Light Railway extension to Eltham.
The borough’s main opposition group has lined alongside the Labour council’s leadership in backing the new road “in principle”, despite widespread concerns it will increase rather than decrease pollution.
However, it wants the process – which is being rushed through so the planning process can begin before Boris Johnson leaves office – paused so proposals for a DLR link to Eltham can be included in the scheme.
Johnson’s successor can continue with, pause, or scrap the Silvertown Tunnel scheme after May’s mayoral election. A “final” consultation into the proposal ended at the end of November.
In their response to the scheme, the Tories say the tunnel – which relies on the same southern approach road as the Blackwall Tunnel – will be “a much-needed improvement to the resilience of our local transport network.
But the report – from local party leader Matt Hartley and transport spokesman Matt Clare – says that not including a DLR link to Eltham in the scheme is a “missed opportunity” that “would take a significant amount of traffic off the road network” as well as being “transformative for the South East London economy”.
“Our area of London is suffering from decades of under-investment in transport infrastructure because bold decisions were not taken in the past – and we fear that not including the DLR extension is a further example of this,” it adds.
For a scheme that has been flatly rejected by Transport for London, the mythical DLR extension to Eltham has an amazing hold over Greenwich borough politicians – with an ability, in their minds, to magic away the congestion and pollution new road schemes can bring.
The return of the DLR on stilts
So what went wrong? In 2011, Greenwich Council spent £75,000 commissioning two reports into a proposal to build a link from Canning Town to Falconwood, following the A102 and A2, providing a service to and from Stratford International.
Hyder Consulting’s first report, which outlined the idea and costed it at £1 billion, was never released publicly – despite being discussed in a cabinet meeting – until this website obtained it under the Freedom of Information Act. Here it is. It was submitted to TfL for comments.
But the follow-up – which aimed to answer TfL’s concerns – was suppressed by the council, hidden for nearly two years, with misleading answers given to anyone who asked about it. It was also never submitted to TfL. It finally emerged in April 2014 after a former Liberal Democrat councillor asked to see it. (Here it is.)
Why wasn’t the report submitted to TfL? Unfortunately for the council, Hyder report concluded that only an extension to Kidbrooke would be feasible – any further would face “disproportionately higher costs”. (It also said the Silvertown Tunnel itself would overwhelm local roads with traffic, expensive advice that Greenwich Council also chose to ignore.)
And TfL itself dismissed the scheme, pointing out that the Jubilee Line at North Greenwich may not be able to cope with interchanging passengers, and better capacity on the existing DLR services were coming.
But the report did contain some startling images of the DLR on stilts as it weaved its way above dual carriageways and homes. It’s worth a read just for those alone.
The Eltham DLR flame still burns for some…
Of course, councillors are paid to be parochial rather than strategic. Which is why Greenwich frets about north/south links within its own borough, and TfL isn’t so fussed. Although if Greenwich councillors were that bothered, you think they’d have pressed TfL on why travelling from Woolwich to Eltham by bus is so lousy.
But there are still keepers of the Eltham DLR flame. After all, Eltham is still a place that can change elections. Less cynically, one of the causes of the Blackwall Tunnel’s jams is the lack of orbital transport in this part of London. A scheme to Kidbrooke, as the report says, could be a goer. But both Tories and Labour want the full Eltham version of a scheme which TfL simply isn’t interested in.
In its 2014 Silvertown Tunnel consultation response, Greenwich Council placed the Eltham DLR as a condition of its continuing support for the scheme. TfL ignored this, Greenwich’s 2015 response still backs the Silvertown Tunnel. Treat ’em mean, keep ’em keen, eh?
The Tories have started banging on about the scheme too – which is how we’ve ended up where we are today, with the Tories backing a scheme which was discredited in a report commissioned by a Labour council which didn’t bother to submit it to a Tory-run transport authority. Phew.
The real shame is that while Greenwich was messing around with the DLR on stilts, Lewisham Council was pursuing a Bakerloo Line extension through Lewisham and Catford – a scheme that’s got every chance of becoming reality. Politicians in Greenwich have belatedly woken up to the benefits of this – but putting Eltham on the Tube would have been a big, big prize.
So what about Greenwich Labour? Don’t hold your breath…
Meanwhile, Greenwich Council’s response to the Silvertown consultation – in the name of regeneration councillor Danny Thorpe – might as well have been written by former Dear Leader Chris Roberts, whose Bridge The Gap campaign ushered in unconditional support for the tunnel. He’s now working for regeneration PR agency Cratus, which is fretting over whether the Tories will win the mayoral election.
The response, which uses the phrase “royal borough” 57 times, backs the tunnel without hesitation despite outlining a host of concerns, from inadequate air pollution monitoring to the effects on traffic through Greenwich town centre. This continued support suggests it may not be entirely sincere about these concerns, which have been repeated in every consultation since 2012.
It continues to demand that Greenwich borough residents get cheaper car trips through the tunnel while wanting express buses to North Greenwich with priority on the A102 as well – surely contradictory aims for a council that once wanted to persuade people to switch to public transport.
One of the more baffling aspects of the response is a claim that the “opportunity should be taken to improve cross river cycling connections, particularly those between Greenwich Peninsula and the Isle of Dogs”. This is from a council which, when it considered the Greenwich Peninsula masterplan earlier this year, completely ignored a call for a fixed crossing between the peninsula and the Isle of Dogs, even though the cost of it could have been covered by the planning gain.
Instead, it appears to go touting for business for Thames Clippers, owned by O2 owner AEG, putting forward a proposal already included in the masterplan: “The Royal Borough [sic] asks that TfL agrees to explore opportunities to introduce a cross river vehicular or boat ‘cycle shuttle’, to address that demand, as part of ongoing work.”
The dear old Dangleway’s not forgotten, either: “Similarly, the Royal Borough [sic] would expect definitive proposals for a reduction in charges for cyclists using the Cable Car to be contained within the DCO submission.” It’s unclear why cyclists should get a discount ahead of pedestrians, but there you go.
Fiddling while London chokes
So while councils elsewhere pass motions against the Silvertown Tunnel and raise the alarm about the scheme, in Greenwich we have councillors who know full well the scheme will do harm, and are just content to fiddle around the edges rather than take a stand.
Essentially, Greenwich residents are having to rely on Lewisham councillors to defend their interests at the moment – a crazy situation.
We’ve got a mayoral election coming up where both main parties’ candidates will claim to be the “greenest mayor yet”. Their party colleagues in Greenwich seem to be doing their best to sabotage these claims – if they get their way, we’ll all pay for it in the end.
Back in June, this website reported Boris Johnson giving his backing for cycle hire bikes coming to Greenwich.
A few weeks back, Greenwich’s Tories decided to put a motion before the council suggesting it talk to City Hall about introducing such a scheme in Greenwich town centre, where the bikes are a regular sight. The motion was thrown out, and a bit of a daft row ensued. I’ve written about it this week for Londonist – Will Cycle Hire ever come to Greenwich?
Here’s a spoiler, though – nobody wants to pay for them. Despite Johnson promising the scheme would be self-financing, London Cycle Hire is a gigantic loss-maker. That’s not a bad thing in itself – most public transport loses money, but the wider economic and social benefits tend to be judged worth it.
There’s a good debate on whether the cycle hire scheme – still largely used by affluent men – is actually worth having. I’d argue that it is, as it frees up space on public transport and gets you fit – I used it as part of my commute for a few months last year and found it very useful.
But the main failing is that at £95 for an annual membership it’s absurdly cheap, but the £2 daily hire if you aren’t a member is worse value than taking a bus. Recent figures show that problem still hasn’t been cracked, despite changes to the pricing structure.
But it’s probably less of a priority than investing in safe facilities for people to ride their own bikes in. And that’s something Greenwich Council has been quietly doing over the past couple of years – either with TfL money or when a bit of road needs renewing. The bad old days of the Dear Leader’s tantrums are, in this arena at least, long gone.
Indeed, next year it’s likely we’ll start seeing plans emerge for the first cycle superhighway to Greenwich – phase one of CS4 from Tower Bridge Road to the Old Royal Naval College. If the scheme survives May’s change of mayor, it could revolutionise thousands of commutes. Less revolutionary is Quietway 1, a long-delayed backstreet route from Greenwich station to Waterloo, which is finally due next year.
Ignoring the logistical difficulties of getting the bikes to and from Greenwich, and the absurdity of not having any stands anywhere else in south-east London, let’s take the Greenwich Tories’ scheme at its word.
They wanted four or five cycle stands in Greenwich town centre. Lambeth paid £200,000 for 11 around Stockwell a couple of years back, so let’s say Greenwich would have to pay £100,000 for five, plus an annual £20,000 (a mayor’s booze-up) towards running costs. Good value? You decide.
See also Will Cycle Hire ever come to Greenwich? at Londonist.
Lewisham Council voted unanimously last night to oppose TfL £1bn Silvertown Tunnel scheme, on the grounds that it risks increasing both congestion and air pollution in the area.
The Labour-run council endorsed a motion proposed by Blackheath councillor Kevin Bonavia, who mocked TfL’s claims on air pollution as “simply not good enough”.
Lewisham’s opposition follows that of Hackney, which passed a motion against the tunnel in July.
The tunnel is by no means a done deal – while the process is being rushed through so it can be ticked off before Boris Johnson leaves office, his successor as mayor can bin the project as soon as they take over.
All but one of Lewisham councillors will be hoping their motion helps to persuade Labour’s mayoral candidate, Sadiq Khan, to dump the scheme. The remaining councillor, the Green Party’s one-man opposition, John Coughlin, also spoke up for the motion. Green candidate Sian Berry is already against the tunnel.
Lewisham’s motion says the planned tunnel between Greenwich and the Royal Docks “risks exacerbating rather than dispersing” traffic congestion in the area, including on the A2 and the South Circular Road in the borough.
The resulting increase in congestion also risks “a deterioration of air quality in the London Borough of Lewisham”, affecting the health of residents, it added.
Particular worries for Lewisham councillors include the dreadful air quality around New Cross and Deptford – which even TfL admits will get worse under the Silvertown scheme – and the congestion blackspot of the Catford one-way system, which needs no help from the Blackwall Tunnel to become gridlocked.
“What TfL don’t say is how they’ll deal with the approach roads,” Cllr Bonavia, the council’s cabinet member for resources, said. “All they’ll have is a widening of the A102 near the tunnel – nothing about the approach roads further up.
“What does that mean for us in Lewisham, on the A2 and South Circular? More congestion.
“This proposal is poorly planned, poorly placed, and can only harm the poor congestion and poor air quality our residents face.”
Seconding the motion, fellow cabinet member Rachel Onikosi accused TfL of “over-egging” claims that the tunnel would be a “congestion killer”.
So Lewisham’s councillors have made it clear they won’t be taken in by TfL. So have Hackney’s. But what about Greenwich?
This website has written before about the dire perils of trying to appease TfL on the Silvertown Tunnel.
The No to Silvertown Tunnel campaign began from a petition on this website three years ago.
It’s since gained a life of its own, conducting three air quality studies, submitting evidence to parliamentary and City Hall inquiries, meeting politicians and doing its damnedest to get this thing stopped. (So I should point out that this post does not represent the views of the campaign, whose members have views of their own.)
Some of the Greenwich political figures who have been asking why this website hasn’t been properly updated for weeks will hopefully have been spending their time reading up on the scheme.
There are thousands of pages of consultation documents to sift through – full of contradictions and dodgy assumptions – but it remains clear that this is a botched scheme that needs to be opposed.
Whether or not you believe new road-building somewhere is what’s needed (generally it’s only a short-term fix at best), the tunnel is looking like a costly, under-scrutinised disaster. It’s all very well crying “something must be done” – this ain’t it, and TfL has played many people for mugs. There’s no one, satisfying big bang solution to getting rid of those jams.
Despite the glossy propaganda which has somehow turned up in scores of community venues across Greenwich borough, TfL has consistently admitted some areas will see increased pollution and congestion because of the scheme.
Tolling is likely to end up being the worst of all worlds, with fees too low to deter HGVs and Kent commuters, but enough to send increasing amounts of more local traffic to Rotherhithe. There are no plans to toll at weekends, despite heavy congestion on Saturdays and Sundays.
Meanwhile, the cost has crept up to £1bn, up from £600m three years ago. Desperate talk about boosting cross-river bus services is at odds with the current reality where TfL neglects the 108, and canned the Rotherhithe Tunnel’s service nine years ago.
And there’s the obvious, fatal flaw that hobbles the scheme from the start – while it’s aimed at relieving northbound Blackwall Tunnel queues, it will only exacerbate each evening’s southbound queues.
Many evenings see traffic at a crawl back through Eltham, Kidbrooke and back into Greenwich – imagine that with the 20% extra traffic even TfL predicts will use the A102/A2. There are also similar problems north of the river.
There are many different reasons why the Silvertown Tunnel must be stopped – whether you’re a driver, a bus user, a pedestrian, a cyclist, someone who has to breathe this area’s foul air, or a combination of all or some of these.
So far, Greenwich’s Labour councillors have stayed notably silent on a Conservative scheme that will have serious implications for the borough. There are murmurings that they’ve been told to keep schtum.
Regeneration cabinet member Danny Thorpe and deputy leader John Fahy attended No to Silvertown Tunnel’s public meeting two weeks ago, but did not contribute any of their thoughts. Nor did the assembled Tories.
What is clear, however, is that the demands put forward in Greenwich’s response to the last Silvertown Tunnel consultation haven’t been met. Demands to run the DLR through the tunnel to Kidbrooke and Eltham have been rejected, and TfL hasn’t been forthcoming with proposals to extend the London Overground from Barking to Abbey Wood.
A third demand, to run the DLR to Thamesmead and Abbey Wood, could appear in a new consultation on a crossing at Gallions Reach to appear on Monday, but taken in isolation, appears to have little relevance to the Silvertown scheme.
Further demands – for independently-scrutinised modelling that shows congestion and pollution would be cut – also have not been met, as the current consultation only carries “preliminary” modelling.
But this website understands from a variety of sources that TfL has been trying to secure Greenwich backing by tying a number of improvements – many desperately needed anyway – to implementation of the Silvertown Tunnel scheme.
These include a bus route from Kidbrooke Village to North Greenwich, which has been on the drawing board for at least 12 years, since the days when the Ferrier Estate was still standing.
More cynically, this website understands that TfL is tying installing a noise barrier along the A102 in Blackheath to implementation of the Silvertown Tunnel scheme, and that Greenwich councillors are happy to go along with this.
Essentially, this means that if residents on Westcombe Hill and Siebert Road (on the left in the picture below) don’t want to be deafened by traffic noise, they have to agree to be choked by even more traffic.
When it comes down to it, the Silvertown Tunnel question comes down to whether you wish to challenge Transport for London’s modelling and the assumptions that lie behind it.
One group which is set not to challenge TfL is the Greenwich Society. This website has seen its draft response, which swallows the TfL line almost completely – backing the tunnel despite admitting it will cause “small increases in traffic on local roads”.
The society left writing its response to Sir Alan Bailey, a former permanent secretary in the Department for Transport in the 1980s – his words reflect the thinking common in those times. Greenwich Society members might like to wonder what they are getting for their subscription fees.
This website understands the Westcombe Society and East Greenwich Residents Association are rejecting the scheme.
Many Greenwich Labour councillors like to pretend they have no influence over the process – even though their mayoral candidate could, if elected, cancel the scheme in May.
Of course, in other political spheres, we’ve seen Labour politicians face down dangerous proposals from Conservative opponents – such as George Osborne’s tax credit cuts.
With Londoners dying from air pollution-related causes, and town centres choked by traffic congestion, it would be refreshing to see Greenwich follow in Lewisham’s lead and stand up for residents. Will they? We’ll have to wait and see.