Foster & Partners / Delancey temporary bridge proposal

Bridge proposal

• Raised temporary deck envisages crossing for vehicles, pedestrians and cyclists on 2 levels.
• River traffic could pass underneath.
• Costs believed lower and timescale significantly faster than previous plans.
• Partial dismantling and offsite refurbishment of the existing structure while temporary structure in place.
• Transport Secretary given outline brief by H&F Council Leader on 25th November.

There’s been generally positive comment in the press and social media, and we were particularly pleased to see our favoured approach of offsite construction/restoration being embraced, which should improve the quality of the end result.

Funding

Since the public Task Force meeting in October, there have been snippets of gossip from behind the scenes, but little significant  progress to report. TfL have been instructed to pay for a temporary ferry river crossing, and to contribute £4M towards the bridge stabilising work, drawing from their recent £1.8B government emergency funding.

Central government has now promised to fund the project, conditional on a substantial contribution from the local authority.  LBHF report that funds are not available to meet this demand.  The Hammersmith Society and others are pressing the government to take the long view, and release the Bridge funds now, and negotiate separately with the local authority,  and this is set out in our letters to the Task Force chairman and the Secretary of State for Transport, as previously published.

Enquiries to LBHF and other parties have revealed some further context to the funding problem.  We understand that Hammersmith became involuntary owners of the Bridge in 1985, when the government abolished the GLC (Greater London Council); there is no record of a condition audit taking place at the time, and no maintenance arrangement accompanying the gift, which was perhaps a mistake.

In normal circumstances structural repairs to the bridges over the Thames have been paid for by TfL, with costs of a fraction of the c. £150M budget for Hammersmith Bridge;  this very substantial cost arises largely from the design of the structure with cast iron, and design restrictions on the repair methods imposed by Historic England Grade ll* listing status. 

 Letter to Grant Shapps MP, Secretary of State for Transport

Letter to Baroness Vere, Chair of Bridge Task Force

Letter to Dana Skelley, Director of Bridge Task Force

We’ve made suggestions borne of our various architectural & engineering experiences, and feedback from members who contributed, balancing aesthetics, cost-effectiveness, speed of the works vs. longevity & value to the public. 

We think the repairs might be done more quickly and cheaply, and the result might last longer and be more useful as a bridge, if the slightly modified approach were taken, as outlined.  As an alternative, we’ve also dared to think the unthinkable given the proposed closure duration and costs, and suggested bridge replacement. An architectural competition could be held to decide how to best reuse what is there, but make it fit for the next century as Bazalegette did to the 1827 original, back in the 1880’s.  As we’ve said, this need not involve a total loss of the iconic appearance; it would be up to innovative designers to come up with the solution – we’ve already seen ideas coming from local architects and engineers.

With huge sums of central Government capital and revenue expenditure being regularly announced, the cost of solving the Hammersmith Bridge problem seems small by comparison, and given the considerable inconvenience already endured both sides of the river by some of the most vulnerable members of society, the project deserves immediate and full financial support.

Capability Brown Statue

Awards Map snapshot – click to visit the interactive version

Firstly, we’ve subsumed the content of the  original Capability Brown Statue website, created as part of the project led by former committee member Richard Jackson. It now has a permanent home in the history section.  There are photos of some of his landscapes, a section describing the project, the history and development of the statue itself, with a video of the unveiling, links to our news stories during the project, and for the record, a list of benefactors, of which this Society was one. 

Also noteworthy is the news that there’s a fundraising effort for a riverside sculpture of Virginia Woolf in Richmond, by the same sculptor, Laury Dizengremel.

Each history page now has a set of pictorial/excerpt links to the other history pages at its foot, or in the sidebar, and each page has seen a little TLC too. The history sidebar also now appears on our home page.

Secondly, ‘Lockdown 2’ has provided the time to complete of a longstanding project to map all Awards and Nominations since the start of the scheme in 1990. In reconfirming the postcodes and/or exact locations of all 133 records, some information was updated, and a photo or two refreshed. Click on the map image to explore the area interactively – each colour-coded map pin identifies the type of award and what we know about it, provides a link to a picture if available, and to the relevant year’s Awards page.  Perhaps we’ll create some local walks based on it – watch this space!

In Lockdown 2, we continue to post updates on Facebook, Twitter and Instagram, and add diary entries of interest to members. Please follow us on these platforms if you have an account, and keep an eye on the diary which is updated with new events at least weekly.

Our report on the meeting has to tread carefully to resist the winds of political bias which seem to be jeopardising project navigation. The exchange of letters between the chairman of the Task force and LBHF reveals the entrenched and opposing positions of government and local authority concerning the funding of the bridge repair programme. At the meeting the Task Force chairman declared that the government is ‘completely ready to fund the entire project subject to local contribution’ – the proportion of this contribution was not defined – while the LBHF deputy leader reported that substantial local authority contribution has already been paid out for the bridge work to date, and LBHF could not afford any further funding. 

Alongside the funding impasse, the meeting provided an excellent explanation of the bridge problems, the anticipated repair works, the investigations in progress, and proposals for temporary pedestrian crossings.

A summary of the current critical issues:

• Project funding: government funding is confirmed conditional on LBHF contribution; LBHF and TfL have no funds available to contribute. TfL to fund the ferry crossing and contribute £4M towards the stabilisation works as a condition of their £1.7B second government support grant.
• Engineering works: completion of pre-design survey work requires a further 4-month programme to inspect each upstream pedestal (the lower housings at each end of the suspension chain); the contractor is ready to proceed with the work on release of funding. See project funding statement above.
• Project Plan: LBHF report that they have provided the ‘robust project plan’ called for by the chairman. We would expect to see a review of alternative options including the replacement of the bridge with a modern structure, taking into account the cost and programme viability of restoring a bridge built over 130 years ago for a very different traffic type and density. 
• Temporary crossing (stage 1): ferry transport for pedestrians and cyclists has been investigated and can be operational within 66 days of contract commitment and release of funding.  See project funding statement above.
• Temporary crossing (stage 2): pedestrian and cycle use of the bridge can be resumed for a  limited period after installation of temporary stabilising frames over the pedestals.  Obtaining the necessary statutory planning consents and carrying out site construction would require around 7 months; estimated cost is £14M.  See project funding statement above.
• Project programme: overall period for completion of the works as currently foreseen, including measures to meet TfL increased traffic loading requirements, is estimated at approximately 6 years – from release of funding.

Bridge permanent stabilisation – cast iron pedestals – slide from meeting

We’re a little concerned that substantial time and costs are currently being allocated for shoring up the cast iron pedestals that are clearly a long way past their best:  4 months/£2.3M blast cleaning prior to 7 months investigation and temporary stabilisation/£13.9M, followed by 21 months/£32M permanent stabilisation, in addition to a planned temperature control system to lower the risk of further cracking.

Following this, a government White Paper Planning for the Future proposed very significant changes to the planning process for public consultation which closed last week.

Changes to the planning procedure

At present, LBHF planning applications are assessed against the development policies in the LBHF Local Plan, in the London Plan, and in the government NPPF (National Planning Policy Framework). The White Paper proposes a new approach:  a new form of Local Plan, replacing the current format of more abstract policy guidance, by a format with a prescriptive system of development rules and a design code. The Local Plan would also include borough zone plans, which would identify three categories of development:

1. Growth areas where ‘substantial development’ would be suitable (similar, we suggest, to Earls Court, Old Oak Common etc)
2. Renewal areas such as existing built areas where development is encouraged (Hammersmith Town Centre, for example)
3. Protected areas like conservation and heritage areas, green belt and parkland.

Planning zones

In Growth and Renewal areas, proposals which are compliant with the Local Plan in height, use-type etc, and compliant with the government NPPF rules, would be effectively guaranteed an automatic outline planning consent, providing a level of certainty in site purchase values. At the next stage, a full planning application,  with detailed proposals, would be granted consent if the proposals comply with the more detailed rules and design codes of the Local Plan.

Community involvement

Public consultation in the planning process would be limited to the stage when the new Local Plan is put together by the local authority: community involvement would be excluded from full planning application stage, because (it is argued)  the application would be assessed against rules which have already been agreed through public consultation.

The intention is to establish a clear set of planning rules, which are in line with government policy, and have been agreed through community consultation; armed with these certainties applications would avoid the ambiguities of policy interpretation and community objection which (it is said) can delay the full planning application stage.

Design codes

CreateStreets – Bonnington Square

To illustrate examples of acceptable design and styling, and to provide a basis of resolution of design disagreements, Design Codes would form part of the Local Plan, and would be reviewed through public consultation when the new Local Plan is being put together. Design codes would be coordinated with the government’s National Design Guide, itself heavily influenced by the CreateStreets campaign and to the emerging National Model Design Code. To help the process, a chief officer for design and place-making would be appointed within each local authority.

Quaker meeting entrance

Quaker meeting house frontage

Quaker meeting house brickwork

Quaker meeting plaque

Quaker meeting room 1

Quaker meeting room 2

Quaker meeting wooden ceiling

Quaker meeting outside and garden

(Click on images for full-sized versions, then scroll through the set)

Our member Victoria Timberlake has been instrumental on the New Meeting House Committee to get this project from inception to completion through many hurdles over a period of 17 years. We first reported on plans for the proposed development in our October Newsletter of 2014.

The previous post-war meeting house stood in a rather noisy location adjacent to the A4 and in the way of the new Town Hall development for which its site was required. The Council offered the new site as a swap, and we think this new use is an excellent fit for the area.

The new building brings a welcome break in the line of terrace houses on Bradmore Park Road, reminiscent of the open playground space that went before. Brackenbury is lucky to have this new neighbour, with its refreshing display of design enthusiasm enriching surface and form: the intriguing circular shape of the building, the gates, screens and brickwork on the street boundary. Careful design and quality of construction dress the functional needs of the interiors, and bring a quiet and serene air to the circular Meeting Room, full of light from the high clerestory windows and the views to the meadow garden behind, while maintaining privacy for the neighbours.

The space to the side and rear of the meeting house has been sown as a wild flower meadow, and will be spectacular next summer.  Alongside this greening, the building uses FSC (Forest Stewardship Council) sourced materials, and is designed to be environmentally efficient, with solar panels and CO₂ sensors for occupancy detection, adjusting air circulation in each space accordingly.  The low energy building database records it as AECB (Association for Environment Conscious Building) standard certified.

The plan now is to invite potentially interested developers of all three levels of stadium identified as commercially viable – a large scale sports stadium or arena as for QPR; a covered entertainment arena for music gigs and events; an enhanced but smaller community sports facility perhaps managed by Imperial College which would would primarily build the facilities for its students, but also allow Kensington Dragons FC, Thames Valley Harriers and the public to hire them – to put forward their bids. They would also have to say how they would address the planning issue of overcoming the protection of Metropolitan Open Land designation for LCS, and other challenges, including protecting the hospital, the pony centre, and the current users and nature of the Scrubs. There will then be assessment of which, if any, of the proposals should be invited to try to move forward. That is when they will have to focus on planning issues including overcoming the restrictions of MOL – almost certainly leading to a public inquiry and a decision by an inspector, not just an LBHF planning department decision.

‘Hospitality in the Park’ run by Slammin’ Events in Finsbury Park

Meanwhile, festivals promoter Slammin’ Events, has approached the Council with a project to put on a music festival for “up to 10,000” people as a test event in 2021. The attractions of such revenue-generating events for the Council must be obvious, but the location – adjacent to Hammersmith hospital, poorly connected to public transport, and liable to impact for all the neighbouring residential areas is just not suitable.

Hammersmith Bridge closed: Motor traffic:10th April 2019; Completely:13th August 2020

After much media/social media coverage, including stories on London TV news, a task force was set up on 9 September, chaired by Baroness Vere (roads minister), which includes representatives of the local councils, TfL and Network Rail (for their experience of cast iron bridges), the Port of London Authority and GLA. The task force’s project director is Dana Skelley, a chartered civil engineer, formerly director of roads for London and responsible for the London-wide roads modernisation ahead of the London Olympics and the repairs to Hammersmith Flyover.

Completing the full repair of the Bridge is currently predicted to cost £141-£163m, with stabilisation just to allow safe pedestrian and river traffic at £46m, considerably more than first envisaged.  We covered the announcement of a temporary pedestrian/cycle bridge in April, which is believed to have been costed at less than £10m.  Before lockdown, planning was to be sought for this during the summer with construction starting this autumn, but this has not happened.  We followed up in June with our ideas about widening the pathways while work progresses elsewhere, making the bridge suitable for safe bidirectional cycling and walking; these are also clearly ideas yet to be considered given the new circumstances of complete closure.

Neither the Council nor TfL can finance costs at this level, so government support is essential. The possibility of tolls to finance the work has not been ruled out, indeed some are campaigning for this to make more funds available to speed up the work.