The busway that links Greenwich Millennium Village and North Greenwich station is set to be ripped out and replaced with a dual carriageway, under plans unveiled by Transport for London and Greenwich Council today.
A consultation has been launched into the scheme, which will also see new bus stops installed by the Pilot pub.
It follows a number of collisions in the area, with drivers and pedestrians confused by the unconventional layout, which has two single-carriageway roads placed next to each other; one for buses and one for general traffic.
A woman died in January after being hit by a bus in the Millennium Village during a morning rush hour.
The layout is a legacy of a failed plan to have the Millennium Dome served by guided buses. The buses kept crashing while on test, so the busway was covered in tarmac and handed over for normal bus use in June 2001.
Its proposed replacement would provides one lane for buses and one lane for general traffic in each direction. Despite Transport for London recently installing a “cycle hub” (in reality, a couple of double-deck cycle racks) at North Greenwich station, there is no dedicated space for cyclists. It also appears to improve the access route into North Greenwich station, and removes the traffic lights that hold up buses outside the Pilot, replacing them with a pelican crossing.
But while the new arrangement will be less confusing, it does allow rat-running through the Millennium Village to the car parks for the O2 and at North Greenwich station, with the route through GMV bring a popular cut-through in the mornings. The construction of a dual carriageway through this area may mean one problem has been swapped for another. It seems an opportunity has been missed to keep traffic that shouldn’t be in GMV out of it.
If the Silvertown Tunnel is built, the dual carriageway past the Pilot would also be the main access route to the O2 and surrounding amenities during the construction period.
It also means the under-construction St Mary Magdalene school would be surrounded by dual carriageways on both sides.
Local councillors are pleased with what’s planned…
…but to have your say, visit Transport for London’s consultation site.
Update, Friday 17 April: The consultation period has now been extended to Tuesday 28 April.
The general election’s well under way. But an arguably bigger decision for this part of south east London is also open for your thoughts – although you’ve only got until Friday to make your views known.
Last month, Greenwich Council quietly started consulting on changes to the 11-year-old Greenwich Peninsula masterplan. Considering the size and location of the site, this is one of the most important pieces of planning in the 50-year history of the borough (with only Thamesmead and the Royal Arsenal as competition).
Yet, as ever, engagement with the public seems to be the last thing on anyone’s mind. You know how the council claimed Greenwich Time was essential for engaging with local people? Well, not a word of editorial copy has appeared in its weekly paper about this in the three weeks the consultation has been open.
By contrast, the issue has been covered in both the News Shopper and the Mercury.
If there’s a development that demands proper discussion and debate – especially at general election time – it’s this one. It touches on the two most vital issues addressing our capital city – housing and infrastructure. Yet there simply isn’t one – it’s being swept under the carpet.
To his credit, Labour candidate Matt Pennycook mused on the issues after a consultation event in January (followed up by the Guardian’s Dave Hill), but that’s been about it. The local Peninsula ward councillors aren’t even mentioning it on their new blog.
If you want to find out more, head to Greenwich Council’s planning search and look for application 15/0716/O.
There are 191 documents to read. One person is not realistically going to manage to take on board this information all alone – even in the summary planning statement – so if you read the documents and something strikes you that’s not mentioned here, please feel free to stick it in the comments.
The plans include 12,678 homes (up from 10,100 in 2004); towers of up to 40 storeys high; 220 serviced apartments; a 500-room hotel; education and healthcare facilities; a film studio and visitor attraction; a new bus station/ transport hub; and a 5k running track around the peninsula.
Update, 21 April. Philip Binns has emailed to say the planning statement points out “up to 15,700 units could be delivered in total on the Peninsula as a whole”, explaining that this is made up of the 12,678 units referred to in the application notice plus a further 200 serviced apartments and 2,822 units which are currently being constructed or are to be implemented (approvals already having been granted). This would represent a 57% increase on what was permitted in 2004.
Like I said, there’s a lot to take in. But here’s two very broad themes that I reckon should be addressed. You may have different views.
Housing – who’s going to live there?
One vital question is unanswered – how many of these homes will people be able to afford to live in? No figures are given for social or “affordable” housing.
We already know that neither you nor I will be able to afford to live in part of the Peninsula, as Greenwich Council allowed the pre-emptive social cleansing of Peninsula Quays back in 2013, reducing the amount of social/affordable housing to 0%.
This decision was based on a viability assessment – can the developer afford to build social housing? – which was kept secret by Greenwich Council. Earlier this year, local resident Shane Brownie won a Freedom of Information battle to get this information out there.
It’s a complex issue that affects other areas of London and elsewhere – the most notorious case affects Southwark Council and the Heygate estate – and one that’s barely being heard in the election campaign. The BBC’s Sunday Politics London spoke to Shane when it dealt with the issue a few weeks back. (Thanks to Alex Ingram for the recording.)
It’s entirely possible Knight Dragon has been spooked by Greenwich being forced to disclose this document, and is playing its cards even closer to its chest.
Indeed, this planning application going out to formal consultation during an election may even stifle debate – although the decision to run it now would have been the council’s call, rather than Knight Dragon’s.
But where else in London would a development of 12,000 new homes emerge without any discussion about who they are for?
The transport infrastructure – can North Greenwich cope?
The plans also include rebuilding and moving North Greenwich bus station. It’s approaching capacity and struggles to cope with demand as it is. But the increase is small – space for 17 bus stands rather than 15, and 11 bus stops rather than seven.
There’s pressure for North Greenwich to handle even more buses. Very few other tube stations in London are expected to handle demand from such an absurdly large area (Finsbury Park – which has to serve areas such as Crouch End and Muswell Hill – is probably the nearest equivalent).
Politicians keep demanding extra services from Kidbrooke and Eltham (as opposed to demanding improvements to rail services there), while existing routes from areas much closer to North Greenwich still struggle to cope. Route 108, in particular, is still overwhelmed each morning despite demands for a boost to services, which were met with the miserly addition of a single extra bus.
And this is before the next phase of homes open on the peninsula – adding more “one-stop” passengers on the buses and more demand for the tube station itself.
Yet TfL’s only significant transport boost in the area has ben to create a cable car which is aimed at tourists and charges premium fares. If it was a bus route, it’d be London’s 407th busiest.
It’s a crude measure – especially as these figures cover all passengers, not just ones heading to North Greenwich – but a cursory glance at passenger numbers on the eight services would suggest they’ve pretty much hit their rush-hour capacity.
Add to this the continuing huge developments planned for Canary Wharf and the Royal Docks, together with predictions that Crossrail will hit capacity within months of opening, and you’ve got a big problem in depending so heavily on the Jubilee Line. The queues for Stratford-bound trains at Canary Wharf show just how big demand is here.
Move the peninsula closer to Canary Wharf
One answer would be to give Canary Wharf workers an alternative to the Jubilee Line. At this point, up will pop Transport for London, claiming the Silvertown Tunnel would provide that for buses.
But it’s very likely that before long, any buses routed this way would get stuck in the same snarl-ups as the 108 through Blackwall, or new ones north of the Thames.
Building new roads won’t bring the high-density regeneration Greenwich Peninsula needs – this isn’t a suburban business park or a collection of warehouses. You get better results when you build workplaces within walking distance of shops, restaurants, other workplaces and railway stations.
The mostly-empty office block at 6 Mitre Passage, whose lights have stayed dim on winter evenings, shows how the Greenwich Peninsula has failed to attract businesses – one stop from Canary Wharf might as well be the other side of London.
So why not a pedestrian and cycle link to Canary Wharf? Proposals for a bridge from Rotherhithe to the Wharf have recently been dusted off – but one to the east would bring the Greenwich Peninsula within walking distance of shops, offices and the new Crossrail station.
It’d transform the area, tying it into Canary Wharf and freeing up space on both Tube and buses, and making it more attractive for businesses to set up shop.
In 2009, the cost of a bridge was put at £90m, not including maintenance and operating costs, and a TfL assessment as part of the cable car business case said it would be an “iconic” scheme, “likely to attract investment” in the area.
It added that “the walking routes on both sides of the Thames would need substantial improvement associated with developments for the environment to be of a high quality”. Well, those improvements are coming now. And without a fixed connection to Canary Wharf, those improvements on the Greenwich Peninsula may never fully reach their potential.
It’s election time – why isn’t this an issue?
London is growing at a bewildering rate. Property developers are ruling over local people like feudal landlords, while local councils are treated like mug punters who fall for three card tricks.
Yet this simply isn’t an issue in a general election where it’s become fashionable to bash London. Planning desperately needs reform to give councils more clout – but this isn’t being addressed in manifestos.
The lack of serious discussion about how to manage London’s growth reflects poorly on our city’s politicians and media. And we’ve one of the worst examples of it here in Greenwich, a borough run by councillors that have too often lacked curiosity in what’s presented to them.
In the same way that Greenwich councillors fell for poor road-building schemes because the area lacks river crossings, they may well fall for an unsustainable plan for the peninsula simply because they’re desperate to see all that brownfield land built on with the first thing that comes along.
That said, the recent ousting of Chris Roberts acolyte Ray Walker from his role as planning board chair can give us hope – his replacement, Mark James, has a background in transport, so actually has an understanding of the issues at stake. With Matt Pennycook taking a more sceptical view of big developments than his predecessor, some of the mood music around Greenwich and regeneration could be about to see a welcome change.
If you’ve a couple of hours free this week, give the plans a read and send your views (try the planning statement and design and access statements for summaries) to the council. At least then, they can’t say they weren’t warned.
If you’re planning to rock up to North Greenwich station’s ticket office this morning to buy a ticket, you’re too late. The blind came down for the final time yesterday as part of City Hall’s drive to eradicate ticket counters from the Tube network (or to use TfL’s euphemism, “transforming our stations“.)
With new technology replacing old paper tickets, losing ticket offices from the Tube network has been coming for a while. But it’s a surprise to see North Greenwich – the eighth-busiest station outside zone 1 – be one of the first to lose a counter that’s always seemed to be busy.
Staff will now be in the ticket hall and will be able to access extra functions on ticket machines if needed, but if you have a potentially fiddly transaction (like using a company cheque to pay for a travelcard), it’s not quite clear what you need to do. Annual tickets will soon only be available online, removing the satisfying/depressing (depending on your outlook) yearly ritual of talking to a human being while parting with a four-figure sum.
Or you could, for now, hop one stop west to Canary Wharf, where the ticket office will stay open until nearer the end of the year.
There will now be a month of “improvement works”, whatever that means – more ticket machines; or an Argos outlet, as seen at Cannon Street? We’ll have to wait and see.
Whatever the rights or wrongs in this case, the money saved on closing North Greenwich’s ticket office will go on vital services like the kiosk upstairs promoting the cable car, still staffed on Sunday despite the
aerial folly vital transport connection being closed for its annual service.
Residents on Greenwich Peninsula have won an 18-month battle to force Greenwich Council to release a document that influenced its decision to scrap all ‘affordable’ housing on a key development there.
A tribunal has told the council it should release “viability assessments” which prompted it to cut a requirement for developer Knight Dragon to include affordable housing on Peninsula Quays, on the west side of the peninsula facing Canary Wharf, in exchange for building more on the east side.
Greenwich said its decision – backed by seven councillors, including current leader Denise Hyland – was taken after an independent assessment showed the scheme wouldn’t be viable if Knight Dragon had to build social housing, and that it needed to be approved quickly so Knight Dragon could get £50m in grants.
The plans include a private school, “high-end private residential” units at Drawdock Road, and a four/five star hotel at Ordnance Crescent.
But all affordable properties will now be pushed to the south, towards City Peninsula and Greenwich Millennium Village, rather than being spread evenly across the peninsula, which had been council policy since 2004.
To make up for this effective social cleansing of Peninsula Quays, new developments to the far south of the Dome – around where the City Peninsula tower now sits – will see levels of affordable housing shoot up to between 54% and 58%, mostly for social rent rather than shared ownership.
Residents of City Peninsula and Greenwich Millennium Village asked Greenwich Council to release the viability assessment under the Environmental Information Regulations – similar to the Freedom of Information Act.
But Greenwich refused, and appealed against an Information Commissioner decision that it should release the assessment.
Greenwich’s appeal meant the case ended up at a tribunal, which sat over three days last October and November. The council hired an external lawyer, Christopher Knight from 11 KBW, at a cost quoted in October at £2,200.
The council could appeal and take the case to a further tribunal – at further cost – but it may face an uphill battle considering the comprehensive nature of the judgment against it. You can read the full judgment here.
Key passages include:
First, the number of affordable homes to be provided on this enormous development, as well as their location, is an important local issue on which reasonable views are held strongly on both sides.
Second, this is a case where a company, robust enough to take on the development of a huge site over a period of 20 years… immediately asks to be relieved of a planning obligation freely negotiated by its predecessor. It justifies this change on the basis of a downturn in house prices it knew about at the time of purchase, using a valuation model that looks at current values only and does not allow for change in the many factors that may affect a valuation over time. It seems to us that in those circumstances the public interest in openness about the figures is very strong.
One argument against disclosure of the redacted information was that those receiving it would be unlikely to understand it. In our experience this is never a useful objection to disclosure under FOIA or EIR. It is increasingly open to question whether the public should be expected to accept the “expert view” without opportunity to see the supporting factual evidence.
Indeed, the final paragraph of the judgment is one that should ring alarm bells as to how Greenwich’s planning system works.
It points out that the eight-strong planning board – which included three cabinet members and was chaired by the Labour group’s chief whip – that approved the decision to cut affordable housing at Peninsula Quays had no more information than the general public.
Effectively, they were taking the decision on trust, and hadn’t been shown the viability assessment in question. Should they have asked for more details?
“It is not for us to say what depth of information Councillors should have expected or asked for, although we note that at least one Councillor would have preferred more detail about the appraisal,” the judgment says. That councillor, who is not named, was Hayley Fletcher, who voted against the proposal and later left the council citing problems with bullying in the ruling Labour group.
The tribunal’s decision comes as Knight Dragon consults on plans to increase housing on the peninsula from 10,000 to 15,000 – with big question marks over whether anyone will actually be able to afford the new properties. (Labour candidate Matt Pennycook and The Guardian’s Dave Hill have written about this.)
More broadly speaking, it’s also a significant decision in terms of councils’ relationships with developers as they struggle to cope with the demands of an overheated and little-regulated property market.
Last year, Southwark Council was told to release parts of a similar viability assessment for redeveloping the Heygate Estate near Elephant & Castle. The Greenwich decision may now give confidence to others who want to find out more about the relationship between their local councils and developers.
The members of the planning board who supported the decision: Denise Hyland (Labour, then cabinet member for regeneration, now council leader); Ray Walker (Labour, then chief whip, remains planning chair); Steve Offord (then cabinet member for housing), Sajid Jawaid (then cabinet member for community services, no longer a councillor), Clive Mardner (Labour), Geoff Brighty (Conservative), Dermot Poston (Conservative, no longer a councillor).
Hayley Fletcher (Labour, no longer a councillor) voted against, then-leader Chris Roberts (Labour, no longer a councillor) was absent.
Seven years after the O2 opened, finally, finally, the miserable open space outside, Peninsula Square, has started to look like the “new leisure destination for Londoners and tourists alike” promised back then.
New York band We Are Scientists opened up Meantime Brewery’s Beer Box with a blistering free live show last night. It looks like the Beer Box, on empty land above the Jubilee Line tunnels, is only around for a little while – it was only erected over the last 10 days – but hopefully the shot of life it’s brought to this long-wasted space will last for a while longer.
Fingers crossed, it’ll stay and there’ll be more live events here. Keep the bar, sort out the big screen showing inane promos, and perhaps Peninsula Square will be something Greenwich can be proud of, instead of an embarrassment that’s walked through as quickly as possible.
A year ago, I wrote how Peninsula Square, the open space between North Greenwich station and the Dome, planned as “a buzzing, exciting place to visit”, had become a sorely disappointing spot – simply nothing more than a glorified holding pen for O2 Arena customers.
Twelve months on, and here was the scene as the opening ceremony of the 2014 World Cup got under way in Brazil. Directly below, people were passing through North Greenwich to watch the opening ceremony and the first match on screens large and small. But on a balmy June evening, all the big screen in Peninsula Square could muster were the same old crappy promos for the O2 Arena. What a waste.
Even the unfortunate Frank Dekker (remember him?) managed better on Olympics opening night with his ill-fated Peninsula Festival big screen. Oh well. In the meantime, Woolwich’s big screen might just be the place to head to (particularly for Iran v Nigeria on Monday and Ghana v Germany on Saturday 21st.)
PS. There won’t be any football there, but one open space in Greenwich is open for the community this weekend – the riverside garden at Ballast Quay, by the Cutty Sark pub.
As you may have noticed, it was rather hard to get home to south-east London last night.
A fire in signalling equipment at London Bridge saw all trains through the station cancelled at the beginning of the evening rush hour. The delays lasted beyond the rush hour and right to the end of the day.
I came through Charing Cross at 11pm and just managed to get a train back to Charlton which ran via Lewisham. Judging by the announcements telling people to use local buses, it seemed Southeastern had simply given up running a service on the other metro lines.
The disruption spread, and a perfect storm hit North Greenwich station – swamped by people bumped off Southeastern trains on the night of a gig at the O2, plus a Charlton Athletic home match. It’s chaotic enough on a normal night, but last night the police were called and the station was closed for a spell.
Everyone had their own story to tell. While a total wipeout of trains from London Bridge is rare, from 2015 there’ll be severe restrictions on mainline trains stopping at London Bridge as the station’s rebuilt for the Thameslink programme. Will North Greenwich be able to cope with the extra load?
Still, everyone caught in the disruption last night can be comforted by the fact that Greenwich Council, Boris Johnson and the owners of the O2 have the solution to everyone’s transport worries at North Greenwich. Yes, that’s right, they want to build a new road tunnel.
Oh, and don’t forget Boris Johnson’s other solution to our travel woes…
The future of our local transport is clearly in safe hands.