Labour’s mayoral candidate Sadiq Khan has backed campaigners who are taking Greenwich Council to court over the planned Enderby Wharf cruise liner terminal.
Khan has issued a statement of support backing the East Greenwich Residents’ Association, which is crowdfunding a legal action against the council’s decision to allow the terminal to permit ships to use their own generators when berthed for an extended period of time – emitting hundreds of heavy lorries’ worth of pollution each day.
Greenwich Council leader Denise Hyland – the only borough leader in London who regularly sits on their own planning committee – backed the scheme after she said she couldn’t “see” any pollution while visiting Southampton’s liner terminal with an executive from its developer, London City Cruise Port. Air pollution is normally invisible. Greenwich’s decision was later ratified by Boris Johnson’s deputy mayor, Sir Edward Lister.
EGRA wants to see the terminal use power generated on-shore, with many residents suggesting London Underground’s Greenwich power station on Old Woolwich Road could be used.
Khan, the bookies’ favourite to succeed Boris Johnson next month, said in a statement issued on Saturday: “I praise the dogged campaigning of the East Greenwich Residents Association who are right to be fighting for cleaner air. Too many lives in London are blighted by filthy, polluted air and we should be doing more to clean it up, not make it worse as the proposal at Enderby Wharf risks doing.
“I support bringing everyone involved back to the drawing board to discuss how a clean solution to this can be found involving an onshore energy supply, and as Mayor I’ll do all I can to help this.”
EGRA also secured the backing of Conservative contender Zac Goldsmith at a meeting earlier this month, and have also been backed by Green candidate Sian Berry and Liberal Democrat Caroline Pidgeon – increasing the chances that Boris Johnson’s successor will take steps to make sure the terminal uses onshore power.
The crowdfunding campaign – which has so far raised over £11,000 – is to bring a judicial review of Greenwich’s decision to approve the terminal in September 2015. There will be an initial hearing in front of a judge on 19 April.
An earlier version of the scheme, which did not involve ships effectively being used as floating hotels for extended stays at the terminal, was backed by the council in 2011. Hyland was insistent that objectors should have made their case back then, despite the major changes to the scheme.
Khan’s intervention will be deeply embarrassing for a Greenwich Council leadership that has been ambivalent at best about the effects of air pollution on the community, and that has tried to paint criticism of the cruise liner scheme as being a political plot.
Regeneration cabinet member Danny Thorpe has called criticism of the terminal “scaremongering” by the Green Party, even though the Labour MPs for both sides of the Thames, Matt Pennycook and Jim Fitzpatrick, have both made clear their unhappiness about Greenwich’s decision to back the scheme.
Indeed, given the cautiousness of Khan’s campaign for the mayoralty and his reluctance to criticise schemes backed by other Labour boroughs – such as Lambeth’s support of the deeply controversial Garden Bridge – his comments will be seen as all the more damning of Greenwich’s approach.
But they will also give strength to those Labour councillors – and other figures within the party – who want to see the council adopt a different attitude in its dealings with both developers and local residents.
Khan coughs on Silvertown Tunnel
Khan has also appeared to distance himself from the Silvertown Tunnel – another scheme backed by Greenwich’s leadership in the teeth of opposition from its Labour neighbours. He told industry publication Transport Network that while he wanted to see more road river crossings east of Tower Bridge, he was unhappy with the current proposal and wanted all current plans – which would also include plans for crossings at Thamesmead and Belvedere – to be reviewed.
“Plans as they stand for the Silvertown Tunnel do not fully take into consideration the importance of greener transport, and imposing a toll is in many people’s minds a tax on East and South East Londoners,” he said.
“We need a proper joined up review, looking at river crossings and improved public transport connections east of Tower Bridge, but in a strategic fashion, not piecemeal like the current mayor.”
Khan’s comments leave former environmental campaigner Zac Goldsmith as the tunnel’s only outright supporter in the race for City Hall. At the very least, they reflect his need to win second-choice votes from supporters of Liberal Democrat Caroline Pidgeon and the Green Party’s Sian Berry, who are both opposed to the scheme. The No to Silvertown Tunnel campaign is currently asking supporters to send the two leading mayoral candidates postcards telling them to oppose the plans.
Greenwich is the only affected borough to have continued backing the scheme, despite opposition from rank and file party members and many councillors.
You can contribute to the Enderby Wharf crowdfunding campaign at www.crowdjustice.co.uk/case/cruise-liner. Full disclosure: I’m a founder member of the No to Silvertown Tunnel campaign.
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 runs via Stratford City bus station, beside the Westfield shopping centre, to Stratford International station. The new route would see it run alongside the edge of the Queen Elizabeth Olympic Park, with a stop at the London Aquatics Centre.
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 run via 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 via 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…
Happy new year. Sorry, back to the cable car again.
If you use public transport in London, 2016 opened with a fare rise – and that included the Emirates Air Line, which slapped 10p on an adult single trip. The annual round of fare rises also kicked off campaigning for May’s mayoral election, with the Greens’ Sian Berry demanding London’s fare zones be axed (Woolwich residents fuming at being stuck in zone 4 take note) and Labour’s Sadiq Khan pushing his plan to freeze fares.
Khan told the Evening Standard he would fund the £450m freeze by scrapping Boris Johnson’s “vanity projects”, with our very own cable car in the firing line.
“I’ll start by ending any further public funding for the Emirates cable car as soon as the contract allows — if that means it closes, then so be it,” he said. “It has been a disastrous waste of money and costs more than £5 million a year to run.”
This is cobblers. The cable car’s operating costs are certainly about £5m – but its popularity as a tourist attraction means it’s making a sum quite near that back in fares. This is a bit like Khan demanding the 177 bus is scrapped because it costs £4.6m each year to run – he’s ignoring what it makes back in revenue.
Indeed, I’m indebted to Mayorwatch’s Martin Hoscik for chasing up the figures with TfL – the accounts show it makes a surplus.
An analysis of Transport for London’s audited accounts show that, instead of receiving a “subsidy”, the scheme’s fare revenue met or exceeded operating costs in each of the last three financial years.
In its first nine months of operation, the period covered by TfL’s 2012/13 accounts, just under two million passengers were carried, generating fares revenue of £6m.
During 2013/14 passengers numbers, which were boosted the previous year by the scheme’s novelty and London’s hosting of the Olympics, fell to 1.5 million passengers with fare revenue of £5m.
Passenger numbers remained flat in 2014/15 at 1.5 million but revenue increased from £5 million to £6 million.
We know that operating costs have fallen – which is why a story last summer that the cable car was losing money fell apart. Transport Commissioner Mike Brown’s most recent report to the TfL board said the Emirates Air Line has made a £1m surplus since it opened.
This doesn’t suddenly make the cable car a brilliant idea – user numbers have pretty much flatlined, and Boris Johnson’s stated aim of it paying its build costs (£16m (£60m minus £36m from Emirates and £8m from the EU)) looks like a tricky proposition.
It’s also certainly so far failed as both a commuter link and a generator of significant extra employment, both justifications used for building it.
But Khan was wrong to have highlighted the operating costs.
The big flaw in the cable car is that £16m that could have gone into, say, improving the botched bus infrastructure on the Greenwich Peninsula (where a pedestrian died yesterday morning) has instead gone into a tourist attraction that sits apart from the public transport system with incompatible fares.
Indeed, as Mayorwatch points out, the Emirates sponsorship contract ties TfL into operating it until 2021, by which time London could be on its fourth mayor. There is a break clause in 2017, but it’d be costly for TfL to break the contract and it would lose a big chunk of the Emirates sponsorship cash.
So the mayoral candidates are stuck with a tourist attraction that seems to just about tick over financially. It’s one to watch – maybe tinkering with fares could boost weekday usage – but with TfL losing all its government grant by 2019, there are bigger things to worry about, like protecting bus services.
Asked to comment on the scheme’s published finances, a spokesman for Mr Khan’s campaign said: “We’ll review it… and the likeliest option is it closing in 2021”.
But Sadiq Khan doesn’t know what the Royal Docks and Greenwich Peninsula will be like in 2021, when the Emirates contract ends. Nor do any of us. I’m not sure whether there’ll be a significant commuter traffic (you’d need a lot of people living on the peninsula and working in the Royals, or vice versa) but there’s clear evidence of plenty of leisure traffic. Closing it would leave London one river crossing down – however flawed it may be, and may leave TfL recording an overall loss.
The mayor in 2021 could sell the cable car, which could guarantee an instant return); could cut opening hours (the current contract mandates opening up by 7am, when hardly anybody uses it); or could go the other way and integrate it into the public transport system (which could cost a bit but most public transport costs a bit).
Or the 2021 mayor could carry on as now, with a new sponsor contract, maybe wiping the build costs once and for all, and leave the issue for few years in the future.
The cable car is an intriguing problem for the next mayor – and how they react to it will tell you a lot about them. What we’ve learned about Sadiq Khan is that he needs some new advisors – fast.
This has been kicking around for a few days, but as this website’s gong through a bit of an infrastructure phase, it’d be daft to ignore it – Transport for London’s commissioner has said the Bakerloo Line could be extended to Lewisham by 2030, running via the Old Kent Road and New Cross Gate. (See original London SE1 story and page 38 of the TfL commissioner’s report.)
But Mike Brown’s preferred plan is to build only a first phase to Lewisham – instead of extending the route over National Rail lines through Catford to Hayes.
It’s mixed news for Lewisham Council’s campaign to bring the Tube to the borough, as while Lewisham itself – undergoing rapid redevelopment – would get a much-needed Underground link, its southern neighbour faces being stuck with inferior overground services, despite also being home to big regeneration schemes.
On first sight, it appears a remarkably short-sighted proposal. If you consider how congested North Greenwich is now, a Bakerloo terminal at Lewisham – attracting passengers from all points south and east – could make that look calm and peaceful.
Furthermore, the really big costs would be in tunnelling to Lewisham – converting the old Mid-Kent rail route through Ladywell, Catford Bridge, Lower Sydenham and out to Hayes would be relatively cheap.
(Readers with very long memories will remember we’ve been here before – the original 1965 Jubilee Line (then Fleet Line) proposals would have seen the line extended in phases to run to Hayes by 1980.)
But as mentioned last year, Bromley Council has long been unhappy about losing direct trains to the City from Hayes – even though the Bakerloo can shift far more people, and is likely to be at least as quick for suburban travellers than existing services.
If Bromley’s rather inexplicable opposition continues, it’ll also remove one of the key benefits of the scheme – freeing up extra National Rail routes through Lewisham after the Hayes line is transferred to the Underground.
Of course, this does open up the opportunity for others to belatedly come in – last year the Eltham Labour Party agreed a motion backing a Bakerloo extension along the Bexleyheath line, a slightly more sensible proposal than the DLR on stilts on top of the A2.
Lewisham Council studied a variety of different options in a report five years ago, but its findings were largely ignored this side of the border. More recently, Greenwich Council has lent its backing to a Lewisham extension. Local Tories are also supporting the idea.
Bakerloo campaigners will now look at persuading London’s next mayor to look afresh at the scheme so he/she opts to implement the whole extension, rather than just a link to Lewisham. But with TfL losing all its government grant from 2019, the future of the whole scheme isn’t fully guaranteed yet.
17 December update: TfL has now published its full report into the Bakerloo line extension, confirming the above – and indicating that a route through Catford has not so much been kicked into the long grass, but booted into the pond, but also opens up the possibility of a route through Eltham and Bexleyheath to Slade Green. “Planning and engineering work for options to Lewisham will be undertaken on the basis of avoiding preclusion of a future onwards extension including to Hayes and potential other locations such as towards Bexleyheath. This will include working with stakeholders to safeguard necessary delivery of the infrastructure that may be required.”
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.
Tom also chronicled the ups and downs (well, mostly downs) of the cable car, and last year wrote a fantastic demolition of the Silvertown Tunnel scheme that may well come in handy if you’re looking to respond to the current consultation. He was a fantastic character and he’ll be missed by many people.
I’ve written a little bit about him and his Boris Watch work over at Medium.
The prospect of London’s cycle hire scheme coming to Greenwich came a step closer this morning after mayor Boris Johnson backed a proposal to bring the scheme to the area.
While the ‘Boris bikes’ – formally Santander Cycles after a recent change in sponsor – are a regular sight in Greenwich, it is impossible to hire or dock a bike in the area.
Instead, visitors take bikes from stations close to Island Gardens and take the bikes through the Greenwich Foot Tunnel, or they cycle from docking stations closer to Tower Bridge.
The scheme has largely avoided south-east London – despite poor transport connections, particularly around Walworth, Camberwell and Bermondsey – pushing out instead to east London and more affluent parts of west and south-west London. But Greenwich’s status as a tourist destination could now help bring the scheme to the area.
Asked by Conservative Assembly member (and Tory mayoral hopeful) Andrew Boff if TfL would consider three to five stations in Greenwich, Johnson said he would back an expansion to Greenwich – with a larger number of terminals.
Presumably 45 terminals would be enough to fill the gap between Tower Bridge and Greenwich. The answer’s a surprise as TfL has appeared to have been prioritising filling in gaps in the existing area rather than expanding the service further.
Later, Boff gave credit to Greenwich Tory councillor Matt Clare – probably Woolwich Town Hall’s keenest cyclist – for coming up with the suggestion.
Boff also asked about a wider expansion towards New Cross and Lewisham, and suggested asking Network Rail for money as such a scheme would help mitigate the effect of the Thameslink works at London Bridge. We’ll find out a fuller answer to that in the coming weeks.
Could this actually happen, though? It’s likely to end up in the next mayor’s in-tray, and it’s worth noting that past expansions of the cycle hire scheme have required local boroughs to contribute £2 million each – are Greenwich, Lewisham and Southwark up for that? The bikes are largely used by tourists and more affluent commuters – but that hasn’t stopped Greenwich, which has stepped up its cycling efforts in the past year, giving funding to Thames Clippers. Other boroughs may take different views.
The level of expansion is also worth considering. The hill separating Greenwich from Blackheath could be a natural barrier (although being hilly hasn’t stopped an identical bike hire scheme taking off in Montreal), but the mayor’s involvement in redevelopment schemes in Greenwich Peninsula and Woolwich’s Royal Arsenal could see even further expansion.
Santander’s new branding includes the Millennium Dome, even though it’s impossible to hire or dock a bike there. Incidentally, Green Assembly member Darren Johnson has asked TfL to investigate a walking and cycling connection from the peninsula to Canary Wharf – a connection that would make the extension of the hire scheme to the peninsula a no-brainer.
If the hire scheme is extended, private hire operators could lose out for the visitor market – tourists can hire less cumbersome bikes from Greenwich’s Flightcentre for £4/hr, but recent changes to the hire scheme now mean Boris bikes match that price.
An expansion to Greenwich is by no means a certainty, but it’ll be interesting to watch how this plays out in the weeks and months ahead.