Boris Johnson, no less, once explained it: “Let us suppose you are losing an argument… Your best bet in these circumstances is to perform a manoeuvre that a great campaigner describes as ‘throwing a dead cat on the table, mate’.
“Everyone will shout ‘Jeez, mate, there’s a dead cat on the table!’; in other words they will be talking about the dead cat, the thing you want them to talk about, and they will not be talking about the issue that has been causing you so much grief.”
Well, a dead cat’s been thrown on the railway line that goes through Eltham and Blackheath. And it’s stinking out any chance of having a sensible discussion about how to make south-east London’s rail network work more efficiently.
It starts with Transport for London having an idea…
Last year, Transport Secretary Chris Grayling refused to allow Transport for London to take control of Southeastern’s metro train network. TfL had correctly identified the flaws that beset our trains, and wanted to set about fixing them.
Those flaws included:
- A fares system which means we pay more for a worse service than those on the Tube
- The network is too complicated, which makes it unreliable, and needs investment to make it simpler (through altering junctions and improving interchanges) into identifiable “lines” – reducing the number of terminal stations each line serves.
- There isn’t enough capacity on the network, but making it simpler would improve capacity
- Some services aren’t frequent enough, but could be more frequent if the network was made simpler
Instead, he’s putting a new Kent franchise up for grabs, which includes local London services, There’s a consultation on right now into what to do with it.
It includes the suggestion that the network is too complicated and could be made simpler – one line, one terminal station. It’s not a million miles from what TfL proposed. But there’s been outrage.
SE London’s train service is complexThe Southeastern metro lines through Lewisham and Greenwich are fiendishly complicated. Just heading to Dartford alone there are four different routes, with three different central London terminals.
- Cannon Street to Dartford via Greenwich and Woolwich – 6 trains per hour, evenly spaced out – this one is the simplest, as it can now only run to Cannon Street.
- Charing Cross, Cannon Street or Victoria to Dartford via Lewisham and Bexleyheath – 6 trains per hour, but unevenly spaced out and heading to/from different London terminals.
- Charing Cross or Cannon Street to Dartford via Sidcup – 4 trains per hour, half go to Charing Cross without calling at Lewisham, half to Cannon Street via Lewisham and New Cross.
- Charing Cross to Gillingham via Lewisham, Woolwich and Dartford – 2 trains per hour. This is the one that goes through the tunnel under Blackheath, and a service TfL wouldn’t have taken over as it runs far beyond London.
And then there are the trains that run to Hayes and Orpington/Sevenoaks, some of which also skip Lewisham and New Cross. Confusing? Imagine if you could untie some of the knots and make this easier to understand.Already, there’s been some simplification. As we’ve dealt with already, trains through Greenwich now only go to Cannon Street. This is currently inconvenient as their London Bridge platforms are being rebuilt, but should be much less of an issue once the job’s finished next year.
In the document for the new Southeastern franchise, there is a suggestion for a natural progression – that maybe all trains via Bexleyheath should also go to Cannon Street.
And it’s all kicked off, because people like their direct trains to Charing Cross and Victoria. But hang on…
Shoddy service on the Bexleyheath line
The current train service on the Bexleyheath line is pretty crap compared to what Greenwich line users enjoy, which (outside rush hours) is a train every 10 minutes in both directions. (Note: I’ve tweaked the examples here as I’d got the directions wrong earlier.)
At Lewisham, there are trains to Kidbrooke at 02, 08, and 14 past the hour – then nothing for 18 minutes before another flurry at 32, 38 and 44 past each hour. Then another 18 minutes with nothing, and so on. Not much fun if you’ve just got off the DLR and you’ve missed the 14 past. (It’s more even in the other direction, granted.)
If you’re coming from central London, then one train leaves from Victoria, one leaves from Charing Cross, one from Cannon Street. You’ll have to plan your going-home time pretty carefully, compared with Greenwich line users who can just rock up at Cannon Street (or London Bridge from next year) and be on a train within 10 minutes. (This is also useless if you want to start a business in this area – where will your staff/clients go if they want to come to you by train?)
So, making the service consistent and basing it around Cannon Street means our passenger at Lewisham waiting to go to Kidbrooke would benefit from a train every 10 minutes. That makes train travel attractive and takes pressure off local buses. And someone coming home from central London can just turn up at Cannon Street or London Bridge and be on their way home reasonably quickly, rather than pick one of three terminals and hope they get there on time.
The trade-off is that if you were heading into central London from Kidbrooke and you didn’t want to go to Cannon Street, you’d have to change at London Bridge for Charing Cross, and Lewisham for Victoria.
Let’s assume – and this is a big assumption here – that all Sidcup line trains end up being routed into Victoria via Lewisham. The Sidcup line is only just down the road. If you live in Eltham and have a hospital appointment at King’s College Hospital, you can get a train from Mottingham or New Eltham to Denmark Hill. Or you can change at Lewisham. It shouldn’t be too bad.
Unfortunately, the Department for Transport has offered no detail, so it’s tough to come to an informed decision. But the principle isn’t a bad one – it needs investment to do right, though. And this is what TfL wanted to provide.
How do you solve a problem like Lewisham?Why simplify? Go to the London ends of the platforms at Lewisham and the answer will stare at you in the face – a junction where two sets of lines (from Blackheath and Hither Green) cross and go different ways (to Victoria/Charing Cross, and to Cannon Street).
A couple of years ago, this “diamond crossing” failed and services were disrupted for four weeks because the parts had to be specially-made.
So, if you’re Network Rail, you don’t want to be depending on it too much. Simplify the service, and if things do go wrong with this junction, there are fewer repercussions.
Transport for London talked about rebuilding this junction in its bid to take on Southeastern’s metro lines – which would enable more trains to get through, although it’s likely the flexibility of the current arrangement would go.
But the Department for Transport have no plans to rebuild this junction – this is essentially doing a chunk of what TfL wanted to do, but on the cheap. (Bidders for the new franchise are being told “no significant infrastructure projects are planned”).
And Lewisham station is, let’s be honest, a crap interchange. Some of the internal walls were knocked down a couple of years back to make things easier, but it needs flattening and rebuilding (and hopefully with the dangerous gap in the Hither Green/Ladywell-bound platform sorted out), with the interchange tunnels widened. Not a peep from the DfT about this either.
The TfL proposalTfL’s suggestion wasn’t quite one line, one terminal. But it did involve pulling Charing Cross trains from the Bexleyheath line (except during peak hours). With a rebuilt Lewisham, it planned to offer six trains to Cannon Street and three to Victoria each hour.
The Sidcup line would have six trains to Charing Cross and three to Victoria, with extra rush hour trains to Cannon Street.
A rebuilt Lewisham would mean changing trains wouldn’t be a hassle. But this row means nobody’s demanding that.
The problem isn’t simplifying the lines – it’s that TfL isn’t doing it
So there’s a genuine problem that TfL has tried to solve – it even gave it a name, “metroisation” – and the DfT is also pondering it, albeit in a more cack-handed, tight-fisted manner.
So cue the outrage. Early out of the traps were the Bexley Tories, launching a campaign to Keep Bexley On Track – even though Bexley Council leader Teresa O’Neill wrote a foreword to the document proposing what she is opposing. (The tweet below also pictures Labour’s Teresa Pearce, representing Erith & Thamesmead.)
All this achieves is to shield the Tories from being criticised over Grayling’s refusal to let TfL have the train service.
Then Eltham MP Clive Efford joined the angry brigade. This became about “Tory cuts” – not about Grayling’s refusal to work with Sadiq Khan to give us all a better train service.
None of this screaming and shouting is going to get anyone to work on time. It’ll just perpetuate a run-down, knackered network that needs a revamp. None of this is going to take a single car off the road or relieve pressure on buses and other forms of transport. It won’t cut our fares to the level that the rest of London pays.
And none of this is going to get any more trains through Lewisham, which is what’s badly needed here. And the only people who were going to get this done were TfL. And this row has neatly distracted attention from Chris Grayling’s failure to give Londoners control over our trains.
I would have expected our local politicians to have seen through this and taken the opportunity to campaign on this and tell us all to tell the DfT to just hand them over. But instead, with one exception (Greenwich & Woolwich’s Labour candidate Matt Pennycook, who has taken a more nuanced view) they just went on about trains from Blackheath, Eltham and Bexleyheath. It’s disappointing, to put it politely.
A more sensible answer would simply be to demand no simplification takes place until Transport for London is given control of the Southeastern Metro network.
Rowing over trains at Blackheath allows the government to dodge more serious issues
In any case, there are a heap of more serious issues that aren’t being addressed. In effect, the “no trains to Victoria” issue is a dead cat, stinking out issues that are more pressing.
- Why can’t we have TfL control our trains?
- Why are south-east Londoners paying more to use trains than those who use TfL services? Deptford to Slade Green is £2.80 off-peak – the equivalent journey on a TfL service would cost £1.50.
- Why is the Greenwich line’s rush hour service so unforgivably crap – it’s less frequent than the off-peak service, and is set to remain this way in 2018’s timetable – and what are the plans to fix this?
- Why on earth is the DfT working with out of date housebuilding figures?
- What planet is the DfT on when it expects passenger growth to be so slow?
- Why can’t we have TfL control our trains?
- Why can’t stations be staffed from first train to last, as happens on London Overground?
- What on earth is happening with the Gillingham to Charing Cross service? Is it going to be switched into a Thameslink service to Luton – as TfL’s business case for Southeastern suggests it may be – possibly cutting a rail link from Woolwich to Lewisham (and – incredibly, which is why I’m sceptical about this – leaving a huge piece of infrastructure, the Blackheath tunnel, little-used)?
- Are there any plans to cut service frequencies on any of our lines?
- Can we have the Bakerloo Line to Lewisham, then through Catford to Hayes as soon as possible, please?
- Why can’t we have TfL control our trains?
But no, the conversation has been derailed because of a row over where trains go from Blackheath and Eltham.
Have your say, and do it now
So there’s a consultation about all this, and a long questionnaire. It’s worth taking some time to read and respond. Replies need to be in by Friday 30 June (the deadline has been extended).
If you want to reply yourself, feel free to add to and play with this version of the response I’m sending. That’s if you want to try to shoehorn in as many references to TfL as possible, which is something you should be doing. The actual online form is restrictive, so it’s better if you send your response to the email address given.
In short, tell the government not to simplify Southeastern services unless they are handed to Transport for London, so the necessary improvement works can be carried out at Lewisham.
Oh look, a Tory candidate claims to be saving the day
On Wednesday, Bexleyheath & Crayford’s Tory candidate David Evenett posted that he had written to Chris Grayling. And guess what Grayling’s response was?
“To be clear, we are not proposing to reduce or change specific services.”
So, yes, dead cat. Of course, it’s only a consultation – any proposal to change services would come later. But this row has served its purpose in getting Chris Grayling off the hook for not devolving our trains so that Londoners can make decisions about their own trains. And MPs, councillors, passenger groups and amenity societies have fallen for it.This isn’t about you – or me. It’s about the neighbours we don’t yet have
It’s easy to see how this came about. There have been various consultations and documents about rail in south-east London (and Kent) over the past year or so, and many have been poorly and ambiguously presented.
Add this to the fact that many of our local politicians are simply clueless on infrastructure matters and are happy to parrot whatever they’re told, then you can see why a poorly-explained proposal can suddenly become a smokescreen for others to avoid scrutiny for their own clueless and dangerous decisions.
And frankly, this is about fairness. These campaigns are often led by people who have never had to avoid zone 1 to save money, or traded down to the bus to avoid Southeastern’s fares altogether. The vitally-important issue of TfL taking over and making our fares fairer often doesn’t even occur to them.
We may get a new transport secretary in the reshuffle that will follow the general election. And that may put a TfL takeover back on the table. If you don’t ask, you don’t get.
The future of transport in our part of London isn’t about your right to get an uninterrupted journey from Blackheath to your well-paid job near Victoria, nor is it about my right to cruise to from Charlton to Charing Cross. Even if you live in Eltham or Blackheath, you’ll be getting new neighbours soon, who’ll want to travel just as you do. It’s about the coping with fast-rising populations – and shifting me, you, and our new neighbours around the capital as quickly and efficiently as possible.
The days of gentlemen turning up in pin-stripes to get one of the three daily trains to Holborn Viaduct have long gone. We need frequent and reliable services that don’t rely on junctions that are shot to pieces.
If the price of extra trains and extra capacity is you or I having to wait five minutes at Lewisham for another train, then so be it. Our train network will be simplified eventually because it’s the only way to cope with greater demand. The real battle is over who’s in charge of it – people who understand London transport, or people who don’t.
So, please make time to read the document and respond to the consultation (here are some points worth making – please customise and add your own concerns – will work better if you email your response rather than use the online form). Demand TfL runs our railways, and gets the chance to sort out the tracks at Lewisham. It’s not the sexiest of rallying cries, but it might make all our lives easier in years to come.
Update 21 May: I’ve made a few tweaks to the response as the online form is very restrictive in how you can answer (and seems to think we all live near the high speed line…) Incidentally, below is an example of a well-meaning politician campaigning on this issue but getting it hopelessly wrong; Lewisham East Liberal Democrat Emily Frith prioritising the demands of well-heeled Blackheath over the needs of Hither Green and Lee.
Update 22 May: Lewisham East Lib Dem candidate Emily Frith has been in touch to say she has responded to the consultation and said TfL should take over Southeastern’s London services. See also her comment below.
It’s just a shame, though, that candidates seem to be prioritising the demands of narrowly-focused amenity societies in their campaigning rather than taking a broader view. What’s this? Oh, no, not the Greens as well…
Today’s announcement that the government won’t be devolving Southeastern’s metro rail services to Transport for London is the worst of all worlds for south-east London – and threatens to put parts of our local infrastructure under even greater strain.
Despite clear improvements to train services in north London which have already been transferred to mayoral control, transport secretary Chris Grayling has called such a move “deckchair shifting” – while refusing to let go of the Titanic’s wheel.
It’s also a massive blow to mayor Sadiq Khan – we’ve seen under Ken Livingstone, and to a smaller (and more ambiguous) extent under Boris Johnson, that fixing transport is the most visible way a mayor can change London for the better.
The devolution plan – first concocted under Johnson – would have separated Southeastern’s metro services from Kent/Sussex trains, and handed them to TfL to manage. This system – where TfL takes responsibility for fares, services and staffing – has worked wonders on London Overground, where services are up while delays and fare-dodging are down.
Now Khan looks like he’ll be denied this, as Grayling decides the service on the Grove Park to Bromley North shuttle is more appropriate for Westminster to deal with rather than City Hall.
But it also leaves south-east Londoners the most exposed to the ill-effects of Khan’s fare “freeze” – where fares on TfL services are frozen but travelcard, fare caps and National Rail fares will continue to increase.
Because of the actions of Grayling and Khan, south-east Londoners who rely on Southeastern face paying far more for our travel than those use can use the Tube or most services north of the river.
Here are the current fares – you can see where National Rail fares are increasingly out of synch with TfL tickets in the outer zones, despite the far inferior service. The TfL fare scale also applies to many National Rail services in west, north and east London, as part of recent policy decisions or for historic reasons.
Most National Rail fares will be 10p dearer from 2 January – but TfL tickets are frozen.
|2016 Oyster/ contactless fare||TfL – all||National Rail only||Using both in Zone 1|
With Khan pledging to keep TfL fares frozen until 2020, and Tory policy to keep increasing National Rail fares, these disparities will get worse, and start to affect people further into London. Worse still, commuters who use Southeastern and then change to the Tube in Zone 1 will continue to face a profiteering surcharge of up to £1.60 that many rail users in north, west and east London do not face.
Note also that off-peak zone 2-6 TfL fares are held down to £1.50 – the price of a bus fare – to drum up trade during quieter hours. No such good sense on National Rail. So someone travelling from Deptford to Erith gets whacked with a £2.70 fare; Canary Wharf to Upminster is just £1.50.
It’s worth pointing out here that Sadiq Khan refused an offer by TfL to freeze Travelcard prices and fare caps, which would have lessened the blow of continued National Rail fare rises.
This isn’t just about south-east Londoners being financially penalised. This also sets back infrastructure improvements – because TfL knows that central government’s inept management of National Rail services is putting pressure on its own operations.
TfL’s business case raised the possibility of improvements such as rebuilding the junction at Lewisham, which would enable more services to run through the station, and building new platforms at Brockley which would take pressure off the Jubilee Line at Canada Water.
These ideas don’t just come out of the goodness of TfL’s own heart. People are already voting with their feet because of the cost and unreliability of National Rail services. The business case highlighted how many passengers would rather take the bus to Brixton for the Tube than use unreliable National Rail services closer to their homes.
We see the same effect locally at North Greenwich, where thousands pile onto buses to avoid using Southeastern, putting massive strain on the local transport network. Part of this is down to the fare structure – travelling from North Greenwich only means a zone 2 travelcard, even if you start your journey by bus in Eltham or Blackheath. But if you miss a Jubilee Line train, there’s usually another one in two minutes. You can’t say that for Southeastern trains.
The punishment fare for changing in Zone 1 is also a factor. The DLR’s Woolwich Arsenal services were overwhelmed within months of their introduction. If you had a job at, say, Angel, why would you pay £5.50 to start your journey on an unreliable Southeastern train if taking the DLR would only set you back £3.90?
So SE London commuters face more years of paying more for less, unless the government can be persuaded to change its mind.
The government has little interest in the views of voters in Greenwich or Lewisham, as Tory election wins are thin on the ground here. But will voters in true-blue Bexley and Bromley punish their Tory MPs and councils over this? And will Khan have to modify his fare “freeze” so south Londoners lose out less? We’ll have to wait and see.
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…
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.
Back in January, this website noted the sudden cut to bus route 53 caused by roadworks by Westminster Bridge. The service stopped running the full length of its route to Whitehall, depriving many local workers, from cleaners to civil servants, of their usual route to central London.
The diggers have moved away from Bridge Street, but initial dates for the restoration of service in March and then April have been missed. Transport for London blames new works at the Elephant & Castle for continuing to stop the service at Lambeth North. However, no other bus through the Elephant is suffering such a severe cut in service.
Local politicians have been strangely silent on the matter – at least in public – although I do know Woolwich Common’s Labour councillor David Gardner has raised the issue with Transport for London, citing the number of low-paid workers who use the bus.
Over 3,800 people have signed a petition demanding Transport for London saves the Woolwich Ferry, which is threatened by its new river crossing proposals.
Greenwich Council supported closing the ferry in its submission on a planned new road bridge at Gallions Reach, and TfL has recently canvassed opinions on whether or not the 50-year-old vessels and pontoons should be replaced with new ships and structures.
Notably, in publicising the recent consultation into the Silvertown Tunnel, TfL claimed those who backed a revamped Woolwich Ferry were backing a new river crossing, exaggerating support for the transport authority’s new road plans.
Closing the crossing would remove the problems of lorries queuing at the ferry approaches in Woolwich and North Woolwich and open up more riverside land for development.
But regardless of the flaws or merits in TfL’s road crossing plans, closing the Woolwich Ferry would send more HGVs to the Blackwall Tunnel (and potentially a Silvertown Tunnel, which TfL admits would lead to a 20% increase in traffic on its approaches) – it would certainly be simpler for lorries to reach there than any new bridge at Gallions Reach – and would remove an alternative option for crossing the Thames.
Closing the ferry would also remove a part of the history of Woolwich – TfL and its predecessors have been legally obliged to provide a free ferry here since 1889, on the basis that Woolwich taxpayers (on both sides of the river) had paid for free crossings for west London.
Local politicians have generally kept their support for the ferry’s closure quiet – it would have shut two years ago if Ken Livingstone’s Thames Gateway Bridge had been built.
Any move to shut (or charge for) the ferry would need to be endorsed by parliament, so I wonder if any of Greenwich & Woolwich’s general election candidates will back the Save the Woolwich Ferry campaign?
Campaigners against a planned Ikea in east Greenwich have stepped back from taking legal action over the proposed development after being advised they would be unlikely to win.
Five Greenwich councillors, including current leader Denise Hyland, defied local opposition to approve outline plans for the store just under a year ago, a choice which was later endorsed by London mayor Boris Johnson.
The decision was made just four months after plans for the store – to replace the current “eco-friendly” Sainsbury’s store, which is moving half-a-mile down Woolwich Road to Charlton – were first made public.
Greenwich Council talks up Ikea’s claims that the development will bring 400 jobs, but neighbours say the store will add to already-high levels of congestion and air pollution around the Blackwall Tunnel approach and Woolwich Road.
The No Ikea Greenwich campaign had hoped to force a judicial review of the approval, which had only been finalised by planning officers late last year after the Government temporarily halted the process. (Here’s the council’s decision notice.)
But now the campaign has received legal advice telling it that since Transport for London has agreed with Ikea’s claim that the development will not add any more traffic to the area, that any action is unlikely to succeed.
It says on its Facebook page:
“We’re really sorry it’s taken so long to post and doubly sorry, because our excellent barrister has advised us against a legal challenge. This is mainly because TfL has okayed Ikea’s transport assessment (that shows Ikea will have a neutral effect on the traffic). So even if we were to wheel out another transport expert that might disagree, it would come down to two disagreeing experts.”
TfL meekly going along with Ikea’s assessment is something that should alarm people across London, especially considering its role in promoting the Silvertown Tunnel, potentially funnelling more traffic from east and central London to east Greenwich. The wider implications of Greenwich’s decision was something Tower Hamlets Council woke up to last autumn, although by then it was too late.
The group isn’t completely ruling out legal action if the store gets built and fails to live up to promises, and is holding onto money it’s raised so far as a “future fighting fund”.
But for now, it looks like neighbours and others are left to pick up the pieces from one of the most notorious planning decisions in recent Greenwich history.
Ikea has recently been meeting community groups – including the new East Greenwich Residents’ Association, Charlton Society, Westcombe Society and Charlton Central Residents’ Association ahead of submitting a detailed planning application.
It also recently met Matt Pennycook, Labour’s general election candidate for Greenwich & Woolwich, along with current MP Nick Raynsford. Pennycook wrote a short piece for Greenwich.co.uk about his experiences.
Hamburg Altona? Last summer, Ikea opened its first “inner-city” store in Germany, aimed at public transport users, walkers and cyclists – although it still has 730 car parking spaces. The Altona store is aiming to keep drivers down to 50% of its customers; the Greenwich store (with a 1,000-space car park shared with B&Q and the Odeon) is aiming for 65%.
“We made clear that Ikea Greenwich must not be a standard out-of-town blue shed but instead needs to be a sustainable, public-transport friendly building that is appropriate to its unique setting.
We made clear to Ikea that the local community will want to see a store design that:
– Is a worthy replacement, both aesthetically and in terms of sustainability, for Paul Hinkin’s Sainsbury’s eco store;
– Is designed in such a way and with the relevant accompanying features (for example cargo bikes and bike trailers for locals that purchase bulky goods) to actively promote the levels of public transport use that we will need to see if Ikea’s optimistic transport assessments are to be realised;
– Sets extremely high sustainability standards (ie, it cannot simply be an Ecobling powered box) and;
– Can be adapted to changing circumstances.
Something, in short, that is more akin to Ikea Hamburg Altona than Ikea Croydon.”
If Greenwich policymakers want to hop over the North Sea to see what it’s all about, nobody in their right mind should begrudge them the trip. It’d be better value than some of the things the council spends its cash on.
Pennycook also did something very unusual for a Greenwich politician – he revealed the Section 106 agreement which outlines what Ikea will have to do for its planning permission.
– £750,000 to fund travel plan improvements that will be reviewed on an annual basis over five years by an independent assessor;
– £500,000 for improvements to public transport namely the provision of extra buses to serve the development, and the upgrade of two bus stops adjacent to it;
– £115,000 for enhancements to the Greenwich Peninsula Ecology Park including the improvement of the range of water bodies and linked habitats within the Park, enhancement of ponds and ditches and the provision of classroom facilities;
– £243,000 for measures associated with the Borough’s Air Quality Action Plan;
– £486,000 for the provision of local skills and training which will include contributions towards training as part of the Greenwich Local Labour and Construction (GLLaB) project;
– Local highway and junction improvements including new and improved signage;
– The promotion of travel by sustainable modes of travel for staff and customers of Ikea travelling to and from the development;
– £24,000 for the provision of public art on and around the development;
– The development of a car park management plan to tighten up what has been, until now, pretty much a free-for-all for commuters and visitors to the O2 arena.
While Ikea’s refusing to budge on the one thing that it could cut on car use – its delivery charges, which start at £35 for large items, Pennycook’s “cautiously optimistic” about coming out with a decent result for the area.
This is going to need Greenwich Council to start playing hardball with a company it bent over backwards for at the beginning of last year. That’s not impossible.
But what happens from here will need to be a great deal more transparent than the process followed a year ago, the pungent stink from which has yet to go away. Ikea’s not yet communicating directly with residents, but if you have strong views, get in touch (and get involved) with those community groups, and bend your local councillors’ ears.
(See past stories about Ikea Greenwich.)