TfL wants to bring construction forward – but where will the Bakerloo line extension actually go?

All stops to Lewisham: a Bakerloo line train. Image: Wikimedia Commons.

Transport for London just released its new business plan. It promises various dull-but-worthy administrative reorganisations in search of financial savings, shuffles various station upgrade plans around the schedule (Camden Town, Holborn), and includes £20m set aside to develop a plan for rail devolution just in case Chris Grayling has an unexpected change of heart.

The most exciting bit, though, is that it confirms plans to extend the Bakerloo line to the south east through a newly bored tunnel. That’s actually been the plan since last December – but TfL have brought it forward, and now reckon that, instead of getting it done by 2030, it might be finished for 2028-9.

What with one thing and another, all this remains a bit theoretical, but nonetheless, here’s the map:

It’s hard to imagine the station names “Old Kent Road 1” and “Old Kent Road 2” surviving contact with the enemy, though. So what else might they be called?

One possibility – the boring possibility – would be simply “Old Kent Road North” and “Old Kent Road South”. This would have the virtue of clarity, I suppose, but I can’t bear stations named after roads, and it would in any case also be unbelievably dull.

So what else might they be called? Let’s assume for a moment – perhaps optimistically – that this map is intended as literal, and that the points marked on it represent actual proposed station locations, rather than simply a vague aspiration to have two stations somewhere on the Old Kent Road. Do that and, best I can tell – comparing the station to the position of the Thames, borough boundaries, and so forth – the two new stations are roughly where I’ve placed the two black stars on this map:

The northern stop looks to be somewhere in the vicinity of the big Tescos by the junction with Albany Road. Buses terminating around there used to refer to that junction as “Old Kent Road / Dun Cow” after a long dead pub. (It’s now a doctor’s surgery.) But they don’t often do that any more, instead defaulting to “Old Kent Road / Tesco”, and no way are Tesco getting their name on a tube stop on my watch.

So a more sensible name would probably be “Burgess Park”, after, well, guess. It’s not ideal – the park in question is nearly a mile wide, its western edge lying all the way over on the Walworth Road – but it’s a nice park more people should know about, and Dun Cow is a stupid name for a tube stop.

A map of Burgess Park. Image: Open Street Map/Dan Karran.

The southern one is easier, albeit sillier: the junction with Peckham Park Road still revels in the name “Canal Bridge”, as this was once the point where the Old Kent Road crossed the Grand Surrey Canal.

The canal in question is long gone: its route through Burgess Park is now a cycle path, its previous role visible only in the occasional, slightly vexing iron bridge. But the junction still goes by that name, and there is something wonderfully London-appropriate about naming a new tube stop after a canal that’s not there any more.

So, if I had my way, here’s how the bottom of the Bakerloo line will look, c2030:

It won’t, of course. I’m almost certainly reading more detail into that map than it actually contains. And there’s already a campaign to add a third Old Kent Road stop at the very top of the road: Bricklayers Arms, another long dead pub, which gave its name to a long dead freight terminal and latterly a big roundabout with a flyover.

So, no, for those and no doubt other reasons, my map is almost certainly wrong. But I got to draw a map, that’s the important thing. I like maps.

Maps.

Jonn Elledge is the editor of CityMetric. He is on Twitter, far too much, as @jonnelledge.

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Communities can take control of the regeneration agenda. Hastings Pier proves it

The remains of Hastings Pier in 2010. Image: Getty.

I was blown away when I learned that Hastings Pier – once an abandoned and derelict Victorian relic – had won this year’s Stirling Prize. A community-led development has been officially declared the UK’s best new building. This victory demonstrates that excellent architecture and meaningful regeneration can be achieved through projects that are led by local citizens, and rooted in their communities.

I came to know about Hastings Pier through my involvement in the campaign to save London Road Fire Station in Manchester. These two very different structures have a few important things in common.

Both buildings are held in deep affection by their local communities; both recognised as having important heritage value by official bodies such as Historic England – and both were left to decay.

London Road Fire Station: inspiring. Image: Andrew Turner/Flickr/creative commons.

Sadly, it is not unusual for significant buildings to be left to ruin for decades, when owners can’t or won’t act to sell or save them. Situations like these can be described as “difficult” or even “delinquent” ownership.

In such cases, the ownership of the site becomes a long-term stumbling block preventing regeneration – often with a knock-on effect to the wider area. Even where there is the investment and the political will to bring a building back into use, a project can be stalled permanently by a landowner who refuses to cooperate.

Local consultant Jericho Road Solutions, which was involved with the campaign to save Hastings Pier, established the Community Assets in Difficult Ownership (CADO) programme to work with ten such projects, including Hastings Pier and the London Road Fire Station. Between them, these ten buildings have been empty for a total of 224 years, representing a loss to the economy of more than £1bn.

Local community groups associated with each project received grants, advice and mutual support to help them progress.

People power

Hastings Pier was eventually freed from its private owner, Ravenclaw, through the use of a Compulsory Purchase Order (CPO). CPOs are legal powers available to local authorities, which can force land owners to sell land or buildings under certain circumstances.

A balance has to be struck between a person’s right to own property and the wider public interest. One example of when a CPO might be used would be to acquire land for major infrastructure projects, such as HS2. For this reason, CPOs can be viewed as a threat by local communities looking to protect their homes and land. But CPOs can also be used to buy a site needed to support urban regeneration, or to save a historic listed building which is in urgent need of repair. This latter mechanism was the one used to save Hastings Pier.

In desperate need of some TLC. Image: jtweed/Flickr/creative commons.

In Hastings, the pressure for the CPO actually came from the local community. Councils are often risk averse and prefer to avoid confrontational action such as CPOs – which can result in significant legal costs if things don’t go according to plan.

By 2011, the Hastings Pier and White Rock Trust (HPWRT) had been established, and was raising funds with the long term ambition of taking over the pier to run it as a community asset. But the project remained in limbo due to its “difficult owners”.

With expert advice on both sides and a series of productive meetings, the HPWRT and the local council came to an agreement. The necessary building repairs were identified and Ravenclaw were given an opportunity to carry them out. When this didn’t happen, the council was in a position to acquire the pier using a CPO.

The pier was then immediately transferred to the HPWRT, in what is known as a “back-to-back” agreement. The success of this strategy is a credit to the willingness of both parties to work hard at developing a constructive relationship and to try a new approach.


Inspiring change

The CADO programme has recommended new laws to support the regeneration of buildings that are languishing under a “difficult owner”.

But until those changes can be made, I hope that local authorities and government can take confidence from the success in Hastings and view community groups as partners, working carefully to use enforcement powers that are already available to them. These strategies can secure the highest standards in architecture and – unlike much private investment in development and regeneration – the buildings belong to the community.

The ConversationThere are also lessons here for community activists. Those working to influence their local area often find themselves reacting to proposals by developers. Precious time and resources are consumed with this essential scrutiny work to fight inappropriate developments. But the story of Hastings Pier should inspire citizens everywhere, reminding them to sometimes take a proactive approach to pursuing the kind of built environment they yearn for.

Emma Curtin, Architect and lecturer, University of Liverpool.

This article was originally published on The Conversation. Read the original article.