Glass towers will be great for Greenwich Peninsula – but it still needs a bridge to Canary Wharf

An artist's impression of Peninsula Place. Image: Knight Dragon.

The plans for a £1 billion revamp of North Greenwich tube station look amazing on paper. A famous architect, 800 homes, a performance venue and 30-storey glass towers… What’s not to love about Santiago Calatrava’s Peninsula Place?

Greenwich Peninsula may finally get a building that replaces the Dome as its symbol. London’s mayor Sadiq Khan even showed up at the launch, purring about “unlocking” the area’s potential.

Peninsula Place is due to replace the Norman Foster-designed bus station that sits on top of North Greenwich underground. The 20th Century Society wants it listed, but it’s no longer fit for purpose. An awkward design leads to buses queuing up to exit the station, particularly during the evening rush hour and major O2 events.

The problems also come from North Greenwich being the only tube station south of the river for miles around. It’s burdened with huge demand even before the 15,000 new homes planned for the peninsula are taken into account.

Peninsula Place won’t stop the battle of the buses

When North Greenwich opened in 1999, few lived nearby. Commuters bussed their way in from neighbouring districts such as Charlton and Blackheath, grateful for an alternative to poor National Rail services to central London. It can be cheaper, too: westbound trips from North Greenwich start in zone 2, neighbouring stations are in zone 3.

That big catchment area now stretches out to zone 4 Eltham, with one bus running non-stop down the Blackwall Tunnel approach to North Greenwich. Unsurprisingly, the 132 is now struggling to cope with demand from cost-conscious commuters.

The bus station is now at capacity. It’s packed and chaotic in rush hour. There are occasional reports of fights among passengers, while police sometimes have to supervise queues. A modest expansion – space to fit 17 buses rather than 15 – has been approved in the area’s masterplan. But this is unlikely to satisfy demand.

Pressure could be eased by improving National Rail services in the area, and maybe tweaking their fares to incentivise people away from North Greenwich. But change seems years off. The UK government is unwilling to devolve these services to the London authorities. So the new facilities will continue to face huge demand from people who don’t live nearby – piling pressure on the Jubilee Line.

The Jubilee Line will soon be at capacity

There’s some room for expansion at North Greenwich station, such as putting new entrances in. But the trains themselves can only hold so many. After the next Jubilee Line upgrade, which should see 36 trains per hour from 2021, there’ll be no more room on the line itself.

With major housing schemes also coming to Stratford, West Ham and Canning Town, it’ll be an almighty squeeze. TfL admitted so much in a submission to Greenwich Council in 2015, when the peninsula’s masterplan was approved, saying: “Jubilee Line crowding is already an issue and is forecast to continue in 2031.”

There are no new plans to provide any significant public transport access off the Greenwich Peninsula – even if Sadiq Khan mistakenly told one TV interview the area is getting Crossrail.

So if the Jubilee Line breaks down, you’ll be stuffed. You’ll just be stuffed beneath some £1bn glass towers, rather than in a draughty bus station.

Greenwich Peninsula needs a bridge to Canary Wharf

But a fair chunk of North Greenwich’s commuters are heading only one stop west, to Canary Wharf. So why not build a pedestrian/cycle bridge over the Thames to the business district? One is already pencilled in for the west side of the Isle of Dogs – but one to the east would relieve the Jubilee Line, provide a bit of resilience and bring the peninsula closer to its neighbour across the water.

Building a bridge that could cope with shipping – including cruise liners – would be a challenge, but it wouldn’t be insurmountable. Architect Sir Terry Farrell has suggested a low-level lifting bridge.

In 2009, TfL estimated the cost at up to £90m – but dropped the idea and built the cable car around the other side of the peninsula instead.

Greenwich Council also turned its nose up at the idea when approving the peninsula’s current masterplan in 2015 – even though the planning gain on Greenwich Peninsula could have covered most of the cost.

Repeating the mistakes of the past

Instead, a ferry to Canary Wharf is being mooted. But it’ll be expensive for users, will be vulnerable to the weather and is unlikely to provide round-the clock access.

The controversial Silvertown Tunnel road scheme (declaration of interest: I’m involved in the No to Silvertown Tunnel campaign) is likely to provide some extra buses (watch that bus station capacity). And the much-mocked Emirates Air Line cable car may see fare cuts if the tunnel gets the go-ahead.

But none of these will provide much capacity or resilience for the most popular journeys – and the peninsula will stay isolated from other areas of the capital.

Greenwich Peninsula was meant to be a community of the future. But much of what was built in the late 1990s hasn’t lasted. If Sadiq Khan and developer Knight Dragon want to avoid those mistakes and really unlock the area’s potential, they should think about putting some proper infrastructure in before the glass towers go up.

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To make electric vehicles happen, the government must devolve energy policy to councils

The future. Image: Getty.

Last week, the Guardian revealed that at least a quarter of councils have halted the roll-out of electric vehicle (EV) charging infrastructure with no plans to resume its installation. This is a fully charged battery-worth of miles short of ideal, given the ambitious decarbonisation targets to which the UK is rightly working.

It’s even more startling given the current focus on inclusive growth, for the switch to EVs is an economic advancement, on an individual and societal level. Decarbonisation will free up resources and push growth, but the way in which we go about it will have impacts for generations after the task is complete.

If there is one lesson that has been not so much taught to us as screamed at us by recent history, it is that the market does not deliver inclusivity by itself. Left to its own devices, the market tends to leave people behind. And people left behind make all kinds of rational decisions, in polling stations and elsewhere that can seem wholly irrational to those charged with keeping pace – as illuminted in Jeremy Harding’s despatch from the ‘periphery’ which has incubated France’s ‘gilet jaunes’ in the London Review of Books.

But what in the name of Nikola Tesla has any of this to do with charging stations? The Localis argument is simple: local government must work strategically with energy network providers to ensure that EV charging stations are rolled out equally across areas, to ensure deprived areas do not face further disadvantage in the switch to EVs. To do so, Ofgem must first devolve certain regulations around energy supply and management to our combined authorities and city regions.


Although it might make sense now to invest in wealthier areas where EVs are already present, if there isn’t infrastructure in place ahead of demand elsewhere, then we risk a ‘tale of two cities’, where decarbonisation is two-speed and its benefits are two-tier.

The Department for Transport (DfT) announced on Monday that urban mobility will be an issue for overarching and intelligent strategy moving forward. The issue of fairness must be central to any such strategy, lest it just become a case of more nice things in nice places and a further widening of the social gap in our cities.

This is where the local state comes in. To achieve clean transport across a city, more is needed than just the installation of charging points.  Collaboration must be coordinated between many of a place’s moving parts.

The DfT announcement makes much of open data, which is undoubtedly crucial to realising the goal of a smart city. This awareness of digital infrastructure must also be matched by upgrades to physical infrastructure, if we are going to realise the full network effects of an integrated city, and as we argue in detail in our recent report, it is here that inclusivity can be stitched firmly into the fabric.

Councils know the ins and outs of deprivation within their boundaries and are uniquely placed to bring together stakeholders from across sectors to devise and implement inclusive transport strategy. In the switch to EVs and in the wider Future of Mobility, they must stay a major player in the game.

As transport minister and biographer of Edmund Burke, Jesse Norman has been keen to stress the founding Conservative philosopher’s belief in the duty of those living in the present to respect the traditions of the past and keep this legacy alive for their own successors.

If this is to be a Burkean moment in making the leap to the transformative transport systems of the future, Mr Norman should give due attention to local government’s role as “little platoons” in this process: as committed agents of change whose civic responsibility and knowledge of place can make this mobility revolution happen.

Joe Fyans is head of research at the think tank Localis.