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  • hilly 11:11 am on February 9, 2016
    Tags: , , oxleas wood, ,   

    River Crossing consultation closes on Friday 

    Evening rush-hour traffic on Plumstead Common Road

    Evening rush-hour traffic on Plumstead Common Road

    There are just a few days left to tell TfL our opinions about their proposed new river crossings at Gallions Reach and Belvedere: the consultation closes this Friday, 12th February. We can respond through an online survey with just 5 questions at:


    We can also tell TfL what we think by email to rivercrossings@tfl.gov.uk or by  writing to FREEPOST TfL CONSULTATIONS’.

    It’s an opportunity to tell Transport for London of our concerns about the increased traffic congestion in our area that their own traffic models predict will come as a result of the new crossings: congestion that will lead to even more dangerous air pollution and the health problems that it causes. The excellent Bexley Against Road Crossings web site has many more suggestions about what to say to TfL.

    The threat of traffic related air pollution is not hypothetical. The No to Silvertown Tunnel campaign undertook an extensive citizen science project to measure Nitrogen Dioxide levels across Greenwich in 2014. A snippet of the results, which was also published on the No to Gallions campaign web site, is shown below.

    No to Silvertown Tunnel pollution study results from 2014

    No to Silvertown Tunnel pollution study results from 2014

    The NO2 results map shows that the UK Air Quality Strategy and EU legislation  40 µg m³ limit for NO2 was exceeded at most measurement locations in Shooters Hill and Plumstead: at two sites along Plumstead Common Road and all sites along Shooters Hill and Shooters Hill Road. The cross roads at Shooters Hill Road and Academy Road, close to the Greenwich Free School and just down the hill from Christchurch Primary School  had an NO2 level 162.5% of the limit. A similar level was detected down in Woolwich at the junction of John Wilson Street and Wellington Street, close to Mulgrave Primary School. The level near Greenslade Primary was only just below the limit. Children are particularly vulnerable to the health effects of NO2 from traffic pollution.

    Upside Down Tube Map - with North/South reversal from not Geofftech.co.uk

    Upside Down Tube Map – with North/South reversal from not Geofftech.co.uk

    I’ve never really understood TfL’s argument justifying new crossings by the fact that there are many more road crossings to the west of tower bridge than to the east. It seems obvious to me that you would have fewer bridges closer to the sea because the river gets wider at it nears its estuary. A better comparison might be the difference in public transport, such as the tube, between north-west and south-east London. This is illustrated by the tube map variation from Geofftech, shown above, which reflects the tube map across to the south-east. If we were as well served as the other side of London we would have tube stations at the Rotunda, Woolwich Common, Shrewsbury Park and Plumstead Gardens, and the tube network would stretch as far as Tunbridge Wells.

    TfL would have far more chance of reducing traffic congestion and pollution by improving our current very unreliable and overcrowded public transport and creating new public transport links than by building more roads which will attract more traffic. It’s well worth reading former Greenwich councillor Alex Grant’s very informative post: The supporters of new roads across the Thames are stuck in the past. Without rail links they’d be a disaster for east London for more on the history of east London river crossings, how other modern European cities have tackled the problem of congestion and the recurrent fears that a motorway will be built through Plumstead, Woodlands Farm and Oxleas Wood.

    Transport for London seem determined to push ahead with their planned crossings: a recent e-mail from them said:

    Last week Transport for London’s Board gave approval for us to submit a Development Consent Order to the Secretary of State for Transport for powers to implement the Silvertown Tunnel scheme.  Our application will include a Consultation Report, which will set out our response to all of the issues raised in our recent consultation.  We received more than 4,000 responses to the consultation and these are continuing to help inform our final plans.
    We plan to submit an application for powers to implement the Silvertown Tunnel scheme in the spring 2016, and we will contact you again at this time once we are in a position to publish our Consultation Report.
    If our application is accepted by the Secretary of State, there will be a public examination on the scheme managed by the Planning Inspectorate. In that case, you will have an opportunity to make written representations and take part in hearings as part of the examination. We will explain how you can take part in the examination when we write again, later this spring.

    If you’re concerned about how these new crossings will affect traffic congestion and pollution in south-east London then you might like to attend the No to Silvertown Tunnel campaign’s annual general meeting which is at Mycenae House, Blackheath, on Thursday 18 February at 8pm. They ask that anyone planning to attend sign up at https://www.eventbrite.co.uk/e/no-to-silvertown-tunnel-agm-2016-tickets-21083026901

    Oh, and complete the TfL East of Silvertown consultation before Friday.

    Orange fug over London at time of high air pollution

    Orange fug over London at time of high air pollution

  • hilly 1:58 pm on January 14, 2016
    Tags: , , oxleas wood, ,   

    Another River Crossing Consultation 

    Traffic in Shrewsbury Lane

    Traffic in Shrewsbury Lane

    How will the proposed new East London river crossings affect traffic in Shooters Hill? This was the question I looked for answers to in the documentation accompanying Transport for London’s latest consultation on the crossings. As TfL have previously accepted that the road infrastructure south of the Thames is not adequate to serve the proposed new crossings this seems to be an essential question for them to answer.

    The documentation includes a Traffic Impact Report: great, I thought, that’s where I’ll find the answer, but no, it turned out to be far more complicated to find what I was looking for.

    The first complication is that the report assumes that the proposed Silvertown Tunnel has already been built. It doesn’t explicitly say so: it models the traffic effect of the new crossings compared with a Reference Case, which  “reflects the highway network in 2031”.  Reading through it quickly becomes clear that the traffic flow changes calculated are the effect of adding the Gallions and Belvedere crossings to a road system which includes the Silvertown Tunnel. Not the change from today’s traffic flows to those after the proposed crossings are developed.

    No problem: there was a Silvertown Tunnel consultation recently, which included amongst its archive documents a Traffic Forecasting Report from 2014.  This should let me see the changes to traffic as a consequence of the Silvertown Tunnel, I thought, which I can combine with the latest report to see what the total impact of all the proposed new crossings will be.

    But again no. The Silvertown report also assumes a reference case which is the traffic in 2021. Why? They don’t seem to say. This reference case is defined as:

    Reference case (2021)
    6. The reference case represents 2021, and includes growth in population and employment from the 2009 London Plan. Population is expected to increase more rapidly in east and south east London than in other sub-regions.
    7.  The reference case also includes committed transport schemes. Public transport connectivity across east and southeast London improves because of planned investment including Crossrail. The Woolwich Ferry is assumed to have been enhanced with 30% additional capacity. The reference case does not include the Silvertown Tunnel.
    8. From 2012 to 2021 the proportion of travel by car is expected to fall in Greenwich, Newham and Tower Hamlets, but the growth in population and employment result in an increase in total car trips.

    Why they think the Woolwich Ferry will have 30% more capacity is also unclear – a footnote in the report just says that  “by 2031 Woolwich Ferry would need to either be upgraded at its existing location or replaced with a new crossing”. This upgrade is not a “committed transport scheme” as implied by the extract above. They also assume that the Woolwich Free Ferry will be charged, as would the Blackwall, Silvertown, Gallions Reach and Belvedere Crossings. The charges would be the same as for the Dartford Tunnel at peak times and half that rate at other times. TfL assert that these charges will counteract the “induced traffic effect” where new roads generate new traffic. However their rationale for this assertion  is unconvincing and they say it “… is not modelled in the Assessed Case.”

    The Silvertown Traffic Forecasting Report also considers in Appendix C the impact of the Gallions and Belvedere crossings on traffic flows. Interestingly it ends up with different results to those presented in the Gallions/Belvedere consultation Traffic Impact Report.

    The reports contain a large number of tables, graphs and maps of the traffic modelling results. I’ve extracted four maps to try to give a flavour of the impact of the crossings on our local streets. All four are for the afternoon rush hour traffic:

    1. The 2021 “Reference Case” from the Silvertown Tunnel Report;
    2. The impact of the Silvertown Tunnel compared to the reference case from the Silvertown Tunnel Report;
    3. The impact of the Gallions Reach and Belvedere crossings compared to the reference case and Silvertown Tunel from the Silvertown Tunnel Report;
    4. The impact of the Gallions Reach and Belvedere crossings compared to the reference case from the Gallions/Belvedere Report.

    Red on these maps indicates increased traffic flows and green reduced.

    Reference case afternoon peak traffic flow increases from Silvertown Tunnel Traffic Impact Report

    Reference case afternoon peak traffic flow increases from Silvertown Tunnel Traffic Impact Report

    Post-Silvertown Tunnel afternoon peak traffic flow increases from Silvertown Tunnel Traffic Impact Report

    Post-Silvertown Tunnel afternoon peak traffic flow increases from Silvertown Tunnel Traffic Impact Report

    Post-Silvertown Tunnel and East London crossings afternoon peak traffic flow increases from Silvertown Tunnel Traffic Impact Report

    Post-Silvertown Tunnel and East London crossings afternoon peak traffic flow increases from Silvertown Tunnel Traffic Impact Report

    Afternoon peak traffic flow from Gallions Reach and Belvedere Traffic Impact Report

    Afternoon peak traffic flow increases from Gallions Reach and Belvedere Traffic Impact Report

    The scale and resolution of the maps make it difficult to work out which local roads suffer traffic increases, but it’s just about possible by zooming in and looking at the shape and orientation of the roads. The red/green bar method of showing traffic changes also tends to obscure rather than illuminate. Anyway, here’s my interpretation of what the modelling is showing.

    The reference case, which just reflects population growth and an increase in Woolwich Ferry capacity, already has big increases – 100 cars per hour or more –  along Shooters Hill Road, Shrewsbury Lane, Plum Lane and slightly surprisingly Donaldson Road too. The increase along  Plumstead Common Road looks even bigger, and also along Kings Highway, Wickham Lane down towards Knee Hill.

    Bringing the Silvertown Tunnel into the model there is a decrease in traffic flow along Shrewsbury Lane and Plum Lane, but an increase in Red Lion Lane which runs in a similar direction. Along Shooters Hill and Shooters Hill Road traffic flows increase again, and the route down through Charlton to the tunnel has more traffic, affecting Baker Road and  Stadium Road past the hospital then Charlton Park Lane and Cemetery Lane.

    In the Silvertown Tunnel report the impact of the additional crossings at Gallions Reach and Belvedere is a very slight reduction of traffic along Shrewsbury Lane, but an increase along Eaglesfield Road to Plum Lane which is unexpected (and unlikely I would have thought), and an increase in Plum Lane itself. Not unexpected are the additional increases in Plumstead Common Road and the route down to the High Street via Griffin Road, nor those from Plumstead Common down Kings Highway to Wickham Lane and Basildon Road and Eynsham Drive. There is lots of red showing big increases from the A2 over towards Gallions Reach and Belvedere, affecting Upper Wickham Lane, Lodge Hill, Okehampton Crescent, Brampton Road and Knee Hill (yet again).

    It also predicts that traffic going along the bottom of Herbert Road, through the shops will increase. Can you imagine even more cars trying to negotiate the hazardous route between parked vans and oncoming buses in the rush hour?

    The final map, from the current consultation, is similar to the previous one but now there is an increase in traffic along both Shrewsbury Lane and Eaglesfield Road. Other flows appear to be increasing less than in the Silvertown report. In the Gallions Reach/Belvedere report TfL admit to using an earlier version of the traffic model than in the Silvertown report, but don’t really explain why.

    The striking feature of all of these maps is the amount of red on them, showing cumulative increases in traffic flows as each crossing is built.

    The traffic modelling doesn’t seem to take account of how the roads actually are. For example, that nice straight red line showing increased traffic from Shooters Hill along  Shrewsbury Lane and Plum Lane through to Plumstead Common Road. These are residential roads, not suitable to be used as a through route, with speed bumps, and a 20mph limit along Plum Lane.  Very often the traffic is single file due to parking on either side of the road. Plum Lane passes close by Plumcroft Primary School. And at the bottom there’s that narrow one way stretch of Plum Lane, making traffic going down the hill turn left and then right along Kirk Lane to get through to Plumstead Common Road. The very sharp turning between Plum Lane and Plumstead Common Road doesn’t exist as far as TfL are concerned.

    Similar points could be made about many of the other roads showing increased congestion on TfL’s maps. There are campaigns in Plumstead and Bexley to oppose the crossings, largely because of the devastating impacts on local residential roads.

    With increased traffic and increased congestion comes increased pollution, and that means increased damage to people. In 2010 9,416 Londoners died as a result of air pollution, according to research by Kings College, London. Nine thousand four hundred and sixteen people just in London. The health effects of Nitrogen Dioxide, NO2, are a particular concern:

    The main effect of breathing in raised levels of nitrogen dioxide is the increased likelihood of respiratory problems. Nitrogen dioxide inflames the lining of the lungs, and it can reduce immunity to lung infections. This can cause problems such as wheezing, coughing, colds, flu and bronchitis.
    Increased levels of nitrogen dioxide can have significant impacts on people with asthma because it can cause more frequent and more intense attacks. Children with asthma and older people with heart disease are most at risk.

    The UK Air Quality Strategy and EU legislation both set an annual average limit for NO2 of  40 µg m-³. In London in 2013 only two local authorities met the limit for NO2, and Greenwich wasn’t one of them. Kings College’s London Air web site has mapped 2010 NO2 levels across London: I’ve included a snippet showing Shooters Hill below. The 40 µg m-³ is shown in yellow on the map, with higher concentrations in deeper shades of orange and red. As well as the major roads, there are high levels along Shrewsbury Lane and down Eglinton Hill, Sandy Hill Road, Burrage Road, Plumstead Common Road and Swingate Lane.

    Modelled annual mean NO2 air pollution, based on measurements made during 2010 from London Air web site

    Modelled annual mean NO2 air pollution, based on measurements made during 2010 from London Air web site

    We have until Friday 12th  February to respond to this latest consultation. The main themes of this consultation are whether it would be better to build a bridge or dig a tunnel at the two locations, and about how public transport might link to them. We can respond through an online survey, by email to rivercrossings@tfl.gov.uk or by  writing to FREEPOST TfL CONSULTATIONS’.

    As I’ve said before in posts about a previous consultation and about Oxleas Wood  TfL need to say how they will solve the inadequacies of the transport network south of the Thames and demonstrate that new crossings will not cause congestion and pollution in residential roads. Otherwise people will think that they are cynically conspiring to cause chaos and compromise air quality in south-east London so as to be able to justify a new motorway from the A2 to the river through Oxleas Wood, Woodlands Farm and hundreds of Plumstead homes.

    Traffic in Plum Lane

    Traffic in Plum Lane


    • Deborah 5:14 pm on January 14, 2016

      It is shocking the number of people living in Plumstead who argue that traffic will be reduced, when even TfL’s models (and answer in Parliament) say otherwise. They are going to answer yes, regardless of the evidence. When I asked about tolling at the TfL roadshow, I was told that, when Dartford Bridge is congested, tolls will be adjusted to send traffic west to Gallions and Silvertown, thus adding to the traffic problems on the lower road and Shooters Hill.

  • hilly 7:04 pm on March 5, 2015
    Tags: , oxleas wood, ,   

    Green light for Gallions Reach Bridge, Red for the Woolwich Free Ferry 

    View towards Gallions Reach from Plum Lane

    View towards Gallions Reach from Plum Lane

    Transport for London are continuing with their plans to build a new bridge at Gallions Reach, but it’s the beginning of the end for the Woolwich Free Ferry following the results of the consultation into new river crossings east of the Blackwall Tunnel. TfL’s e-mail about the results said:

    The majority of feedback supported the introduction of new fixed link crossings, rather than enhancement of existing or introduction of new ferry crossings. Having considered all of the issues raised in the consultation, we will now continue to develop the concepts of new bridges at Gallions Reach and Belvedere, and we will also consider whether tunnels would be more suitable by releasing greater land for development than would be possible with a bridge.


    We will put our consideration of proposals for a new ferry at Woolwich and a ferry at Gallions Reach on hold, pending the outcome of this work.

    65% of respondents to the consultation “strongly supported” the Gallions Reach bridge option and a further 15% “supported” it (80% total support), as you can see in TfL’s summary of the results below. In comparison the figures for improving the Woolwich Free Ferry were 19% and 18% respectively (37% total support). Opinion has hardened in favour of a Gallions Reach bridge and against the Free Ferry since the previous consultation in 2013: a Gallions bridge or tunnel  had the support of 71% and the Free Ferry 51% in that consultation.

    The Consultation Report gives all the results and presents a selection of the comments made by the public about each of the options. Strangely it manages to find no comments in favour of the Woolwich Ferry option and a page and a half against. You would almost think that TfL were trying to present a particular point of view rather than impartially report on the results.

    In the image at the top the new Gallions Reach bridge would cross the river roughly in the centre of the photo, this side of the Barking Creek tidal barrier – the high structure just to the right of centre,  on the river. The bridge would be higher than the Barking barrier.

    Summary of support for different options from TfL Consultation Report

    Summary of support for different options from TfL Consultation Report

    The proposal for a new tunnel at Silvertown was not included in this consultation, in fact it is assumed in all the supporting documents that the Silvertown Tunnel will have been built by the time any of the consultation options are constructed. Additional traffic capacity at Silvertown is the main plank of TfL’s defence against the charge that the road infrastructure south of the river is inadequate for the expected traffic going to the new crossing at Gallions Reach.

    As well as the Consultation Report, TfL have published a Response to the Issues Raised document which gives TfL’s opinion on specific objections raised about the different crossing options. It has sections on concerns about increased traffic and congestion, and about the threat to Oxleas Wood.

    They have two responses on traffic increase and congestion: Paraphrasing, firstly they say they warned us that there would be more traffic on some roads, but they don’t know which roads will be affected. Part of their work in the next stage will be to work out what  impact a Gallions Reach Bridge will have on traffic flow and what they can do about it. The second response is that they think most non-local traffic will use the tunnels at Blackwall and Silvertown and not the new bridge because the tunnels have better links on the other side of the river.

    Doesn’t exactly fill me with confidence that they’ve thought this through, and there is an implicit assumption that the crossing will go ahead and any problems will be “mitigated”: even if the future work shows that Plumstead will be gridlocked with traffic that will not stop the crossing’s construction. An almost identical response is given to concerns about the environmental impact: we’ll do some more work to understand the impact and how it can be “mitigated”.

    TfL’s response on concerns about the threat to Oxleas Wood points out the differences between the current proposals and earlier schemes such as the East London River Crossing. In particular they say:

    It is not the intent that the new crossings will provide a new strategic route for traffic with no local origin or destination, and it is not intended to carry traffic between the A2 and the North Circular, a journey which would remain more convenient via the Blackwall tunnel.

    What does “local” mean in this context? TfL don’t say.

    The response also mentions that the Gallions Reach Bridge would be one of three new crossings, with the Silvertown Tunnel and Belvedere Bridge, so the traffic load would be spread, and it asserts that tolling the crossings will allow TfL to manage how much traffic uses them.

    Some of the details given about the new bridge are interesting. It will have two lanes of traffic, but one will be reserved for public transport and HGVs. There will be provision for pedestrians and cyclists to use the bridge, and they are considering whether it should carry the DLR over the river to Thamesmead and Abbey Wood.

    As well as traffic and environmental impact assessments, TfL’s next steps include considering “whether we might need to take additional traffic management or other mitigation steps to ensure the new crossings operate successfully and sustainably” and “how we can make best advantage of the opportunities that new river crossings would give us to improve cross-river links for pedestrians, cyclists and public transport passengers”. They don’t say when the next stage will be complete.

    Whatever emerges from the next steps the future doesn’t look good for the Woolwich Free Ferry.

    Woolwich Free Ferry and tall ship

    Woolwich Free Ferry and tall ship

    • Deborah 9:51 pm on March 5, 2015

      And it doesn’t look good for Plumstead and Shooters Hill.

  • hilly 6:00 pm on August 1, 2014
    Tags: , , oxleas wood,   


    Picture of the Falconwood Hotel from Greenwich Heritage Centre

    The Falconwood Hotel (photograph from Greenwich Heritage Centre)

    It’s hard to believe now that the little track running into Oxleas Wood from Shooters Hill was once the drive way to the Portland-stone Palladian mansion shown in the photograph above from Greenwich Heritage Centre. It was the home of Lords and Barons, painted by society artists and also once a hotel with 20 bedrooms. It was as grand inside as out, as shown in the set of photographs in the London Metropolitan Archive. These were taken in 1955 not that long before its demolition, and depict its elegant drawing rooms and a magnificent double-branched curved staircase as well as the boarded up exterior.

    The site of Falconwood is today a butterfly-filled meadow surrounded by Oxleas Woods.

    When the mansion was built in 1864-67 by the 2nd Lord Truro, Charles Robert Wilde,  it was called Falconhurst. Lord Truro was related to Sir James Plaisted Wilde, who became Lord Penzance, and lived nearby at Jackwood. In the London Metropolitan Archive there is a typed sheet of reminiscences by Major C.E.S Phillips of Castle House about Falconwood. He has this to say about Lord Truro:

    Falconwood was built by Lord Truro, reputed an illegitimate son of George IV. It is on Crown Land and was granted to him free of ground rent. Lord Truro had lived much in Italy and built Falconwood in purely Italian style. When his wife died (about 1880) she was buried under the lawn at mid-night by Lord Truro and his gardener Mr. Hart. The grave was surrounded by some beautiful wrought iron work, but after Lord Truro’s death in Italy this was removed and nobody knows now exactly where the grave is.

    Lord Truro left the place and a strip of freehold land on the other side of the road to a very beautiful lady of limited virtue. They were a magnificent pair on horseback, both perfect riders. The legacy proved a nightmare for the legatee, for as soon as the Earl died, the Crown Office afixed a ground rent of £400 per annum on the property and she had no means of paying it. It was put up to auction but the first time there was not a bid for it. On the second auction it was bought by Sir Clarence Smith for I think £5000. It has cost £50,000.

    I am indebted to our old Mr. Hart for the matter of the 1st part of this, it was he who helped bury Lady Truro, for all the rest I have relied on my memory only as I was familiar with all the facts at the time.

    David Lloyd Bathe’s “Steeped In History” gives more details of the story: it reprints an article from the Daily Telegraph from 17th October 1879 which says that Lord Truro used a light coffin so as to “not arrest the process of natural decay”, and that the burial spot was chosen by Lady Truro. It also says that they understood that the Lady’s remains were later removed by her relatives. The burial in non-consecrated ground shocked the neighbourhood, and one resident said they could smell the emanation of sulphurous gases.

    The caricature of Lord Truro below is from the National Portrait gallery and is reproduced under the creative commons licence, as is the image of Baroness d’Erlanger further down.

    Charles Robert Claude Wilde, 2nd Baron Truro by Carlo Pellegrini watercolour, published in Vanity Fair 1 January 1887 12 1/4 in. x 7 1/8 in. (311 mm x 181 mm) Purchased, 1970 Primary Collection NPG 4749 © National Portrait Gallery, London

    Charles Robert Claude Wilde, 2nd Baron Truro by Carlo Pellegrini
    watercolour, published in Vanity Fair 1 January 1887 12 1/4 in. x 7 1/8 in. (311 mm x 181 mm)
    Purchased, 1970 Primary Collection NPG 4749
    © National Portrait Gallery, London

    “Steeped In History” details the subsequent occupancy of the mansion. After Hull MP Clarence Smith moved out in 1908 he was unable to find a purchaser and the lease reverted to the crown. It was then let to Catherine (Kate) Rose Marie Antoinette d’Erlanger (née de Robert d’ Aqueria de Rochegude), wife of Baron Emile Beaumont d’Erlanger.  Baroness d’Erlanger was known as “the Flame”  because of the colour of her hair, and was renowned for her lavish entertaining. She was very well connected, as Philip Mershon says:

    Catherine cultivated the most astonishingly irreverent continental society of bohemians, artists and aristocrats at salons in her homes.  She was pals with Ravel, Debussy, Nijinsky and Proust.  She was also financial patroness to Diaghilev, The Ballet Russe de Monte Carlo and Cecil Beaton.

    The Erlanger’s main home in London was 139 Piccadilly, but for weekends the Baroness “considered it wildly amusing for guests to drive eastwards down the Old Kent Road to Shooters Hill”. A glimpse of the interior of Falconwood in its heyday can be seen in Sir John Lavery‘s “The Drawing Room, Falconwood. This painting may include the Baroness’s daughter Liliane, usually called Baba, who  later became Princess de Faucigny Lucinge. Baba was also painted by Augustus John in his “Portrait of Baronne Baba d’Erlanger (1901-1945) and Miss Paula Gellibrand (1898-1964)“, and was photographed by Cecil Beaton.

    Catherine herself was photographed by Cecil Beaton, and also by Lafayette Ltd in the picture below from the National Portrait Gallery. It shows her in a “tableau vivant”, which was part of an entertainment called The Masque of War and Peace held in aid of the Widows and Orphans of the Household Troops during the Boer War.

    © National Portrait Gallery, London Baroness (Marie Rose Antoinette) Catherine D'Erlanger (née de Robert d'Aqueria) by Lafayette (Lafayette Ltd) sepia-toned bromide print, 1900 12 in. x 7 5/8 in. (305 mm x 193 mm) image size NPG Ax134833

    Baroness (Marie Rose Antoinette) Catherine D’Erlanger (née de Robert d’Aqueria) by Lafayette (Lafayette Ltd)
    sepia-toned bromide print, 1900
    12 in. x 7 5/8 in. (305 mm x 193 mm) image size
    NPG Ax134833 © National Portrait Gallery, London

    The house next door to Falconwood was Warren Wood, home of our favourite Shooters Hill historian Colonel Bagnold, and his more famous daughter Enid Bagnold. Enid, author of National Velvet and one of Samantha Cameron’s great-grandmothers, went to visit the Baroness; an event described in a biography of Enid by Anne Sebba:

    Enid, turning her ‘ardent snobbish eyes, mad with interest’ on the beau monde, soon wandered through a hole in the hedge. Announcing her credentials boldly, she told the Baroness she was a journalist poised to write books. She knew that her inadequate clothes and schoolgirl fresh face were not enough. ‘Whatever I have looked like, and what my face has not carried, I have always had a sort of vitality that did instead’. She managed to put herself over. But the d’Erlangers were installing a hard tennis court and Enid’s immediate entry ticket was her facility with a tennis racket. She quickly became a daughter of the household.

    The d’Erlangers left Falconwood at the time of the First World War. In June 1924 the Baroness applied to the London County Council for a licence to hold music and dancing entertainments in the drawing room on Falconwood’s ground floor. The licence committee notes in the London Metropolitan Archive say that it was proposed  to use Falconwood as a private hotel. In 1932 the Baroness surrendered the lease and later moved to Hollywood.

    Falconwood continued as a hotel under new management. In the archives there are Music and Dancing licence applications from Walter Frank Mills in 1933, Frederick Henry Clark in 1934 and F. Hugh Gough in 1936. The hotel seems to have continued in operation until after the war, but eventually failed. According to E.F.E. Jefferson’s “The Woolwich Story” Falconwood was acquired by Woolwich Borough Council in 1936  and was “laid out” in the 1950s and incorporated into Oxleas Wood. The house itself was demolished in 1959.

    What is the connection between this Falconwood, near the top of Shooters Hill, and Falconwood the place down the hill?  A.D. Mills’ Dictionary of London Place names says:

    Falconwood Bexley. This district was developed in the 1930s as Falconwood Park on the site of a large wood called West Wood on the Ordinance Survey maps of 1805 and 1876 (earlier Westwood 1551). It is said to have been given this name to attract new residents.

    So West Wood – the wood at the west end of the Manor of Bexley – was the name of the district, and of the farm there,  until Ideal Homesteads built Falconwood Park in the 1930’s, Maybe the company was inspired by the history up the hill when  naming its new estate.

    As for the site of the mansion it is now a peaceful butterfly-filled meadow only occasionally enlivened by walkers and dogs.

    Site of the former Falconwood Hotel

    Site of the former Falconwood Hotel

    Common Blue butterfly at site of former Falconwood Hotel

    Common Blue butterfly at site of former Falconwood Hotel

    Meadow Brown butterfly at site of former Falconwood Hotel

    Meadow Brown butterfly at site of former Falconwood Hotel

  • hilly 7:26 pm on July 25, 2014
    Tags: , , oxleas wood, ,   

    New River Crossing Consultation 

    Gallions Reach from Barking Creek

    Gallions Reach from Barking Creek

    Two thousand and twenty-eight pages in eighteen impenetrable documents have been published by Transport for London as part of their consultation on new river crossings in East London, and nowhere does it discuss the prospect of increased traffic in residential roads south of the river. A surprising omission since the poor road infrastructure south of the Thames  was one of the major issues in earlier consultations, and could be seen as the reason that the previous Thames Gateway Bridge scheme was cancelled.

    Also, bizarrely, all the traffic modelling assumes that the Silvertown Tunnel is already in place! Why? Not only is it not in place, but its construction is not even part of the current consultation: there will be a separate consultation later about Silvertown. Even if the tunnel  is approved it will take longer to construct than a bridge or ferry at Gallions Reach so for several years we’ll be dealing with the impact on traffic in the absence of the tunnel, and that’s what the modelling should have shown.

    This assumption that the Silvertown Tunnel has already been built pervades the Traffic Impact Report, to the extent that many of the traffic flow maps  don’t show how traffic will change compared to today, but how they will change compared to the flow after the Silvertown Tunnel has been developed. They are useless for anyone trying to work out how traffic flows will change in the future.

    The consultation asks for our opinions about four possible river crossings:

    1. A new modern ferry at Woolwich
    2. A ferry service at Gallions Reach
    3. A bridge at Gallions Reach
    4. A bridge at Belvedere

    We have until 18th September 2014 to respond, and can do so using an online survey. It can be completed quite quickly; there are just 15 simple questions.  Transport for London are holding some roadshows about the proposals where TfL say their staff will be able to answer any of our questions. There is one at Woolwich Library tomorrow (26th July) between 11.00am and 4.00pm and another at the Broadway Shopping centre, Bexleyheath on Saturday 30th August from 9.00am to 2.00pm.

    Routing of trips using a charged Gallions Bridge from TfL's Traffic Impact Report

    Routing of trips using a charged Gallions Bridge from TfL’s Traffic Impact Report

    I must admit I haven’t read all 2028 pages of TfL’s technical documentation, though I did search them all for mentions of Shooters Hill, Oxleas and Plumstead: I found barely a handful that were relevant, and only one on traffic impacts. This was in a footnote to a summary table at the end of “Report F Gallions Reach Ferry and Tunnel”, which indicated that there may be critical traffic impacts on the South side:

    Particularly increased traffic on tunnel approach roads in Thamesmead, Plumstead & East Wickham (on A2016, A206, A209 & A205). Highways works and traffic management will mitigate but not necessarily eliminate negative impacts

    The traffic flow map above comes from the Traffic Impact Report. Compared to the map in the London Borough of Newham’s report on the Economic Impact of Gallions Reach Crossings it seems to show lower flows through residential roads in Plumstead and Bexley. This may be because it uses a different traffic modelling tool to that used by Newham. It uses a model called the London Regional Demand Model (LoRDM) which models highways using TfL’s River Crossings Highway Assignment Model (RXHAM); Newham used another TfL model called ELHAM. However TfL do add the caveat:

    It should be noted that the RXHAM is strategic in nature and is used to identify broad changes in traffic patterns across the highway network, as well as the magnitude of this change. The results should not be taken as a definitive forecast of future flows, especially on minor roads or at individual junctions. Also the models do not yet assume any mitigation measures that might be introduced such as changes to junction capacities or new traffic calming measures.

    The map shows some traffic increase through Plumstead and Knee Hill, but surprisingly nothing coming from the South Circular at Woolwich. I wonder where all the traffic that currently crosses the river on the Woolwich Free Ferry goes to? Later in the document in the section about the routing of trips using an enhanced Woolwich Ferry it states that “the main roads used to access the ferry south the River Thames are Beresford Street, Western Way and Eastern Way.” Again no South Circular. Is something missing from the model?

    I wrote in a previous post about Oxleas Wood:

    TfL’s work on the traffic impacts of a Gallions Reach crossing will not, in my opinion, be complete unless they include a convincing, costed proposal for solving the inadequacies of the transport network south of the Thames that politicians commit to. Otherwise the additional traffic generated by the new crossing will overload local residential roads leading to pressure for new roads and a renewed threat to our heritage ancient woodland.

    It’s still not complete, and as it stands will lead to increased traffic through residential roads that weren’t designed to take it, leading to pressure for more road building and threatening Plumstead and Oxleas Wood.  Not to mention the end of the Woolwich Free Ferry. A campaign to oppose the Gallions Bridge is being set up.


    I asked my questions at the roadshow in Woolwich on Saturday. As far as TfL is concerned the Silvertown Tunnel is going ahead so they felt it would be wrong to not include it in the traffic models, and they expect it to be complete before any of the other crossings. Of course if there were no Silvertown Tunnel, I was told, traffic flows over the other crossings would be significantly higher. They didn’t feel it was dishonest not to include the results of modelling without Silvertown. There will be two more consultations about the Silvertown Tunnel, but they would not be about whether it was built but how.

    I expressed surprise at the results of the traffic modelling: in particular the predicted reduced traffic flows from the South Circular Road through Woolwich to a proposed Gallions Reach Bridge, and that the increased flows predicted seemed to show traffic would go along the M25 as far as the approach to the Dartford Crossing, and then turn off along the Thames to Gallions Rach to cross there. The only response was “that’s what the model shows”. There are no current plans for improved road infrastructure South of the Thames, and I was advised to express my concerns in the consultation.

    HOK and Arup design for proposed Thames crossing bridge

    HOK and Arup design for proposed Thames crossing bridge

    • Kristine Inglis 4:24 pm on July 29, 2014

      Thank you , Hilly, for all your efforts made at distilling the basic threats/holes/discrepencies of this consultation for us. I’ve had a look at some of it and read your comments and will do the survey. It’s a snow job, TFL operates on uninformed assumption whenever the idea of increased river crossing comes up and floods the public with volumes of words – and it sounds like pretty poor answers at public consultations.
      Will pass your article on.

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