GOVERNMENT
REPORT
TO
THE
CULTURE
MEDIA
AND
SPORT
SELECT
COMMITTEE
Introduction
In their first report on the Millennium Experience, the Select
Committee on Culture, Media and Sport requested a progress report
on access issues. This report, prepared by the Government Office
for London on behalf of the Minister for Transport in London,
seeks to discharge that remit. It sets out the access strategy
of the Government and the New Millennium Experience Company (NMEC),
and reflects the progress on implementing the strategy as discussed
at the Millennium Access Steering Group on 25 February.
The Transport Challenge
2. It was clear from the outset that, if the Millennium Experience
were to be located at Greenwich, it would have to be a largely
car-free event. Compared with its rival sites (at Birmingham,
Derby and Stratford), the Greenwich Peninsula had relatively poor
access by road. The site is surrounded on three sides by water,
and the only means of road access from the north is via the Blackwall
Tunnel. East London is poorly served in terms of river crossings,
with the consequence that there is a lot of pressure on the Blackwall
Tunnels. They operate at capacity during the morning and evening
peak periods and have only limited spare capacity during the off-peak
periods. Because there is no good alternative route across the
Thames for road traffic in this area, any obstruction to the flow
of traffic through the Tunnels can rapidly lead to acute congestion
problems on the approach roads on both the north and south sides
of the River. This means that road access to the Millennium Experience
from the south could, on occasions, be every bit as difficult
as road access from the north.
3. These road access problems were obvious to the promoters of
the Greenwich bid and to the Millennium Commission. If the Commission
had followed the received wisdom, about the importance of providing
good car access to major events, they would quickly have ruled
out the Greenwich bid and chosen one of the alternative sites.
The Government welcomes the fact that the Commission adopted the
bolder course of backing the concept of a largely car-free event
at Greenwich. In the Government's view, the Millennium Experience
provides an excellent opportunity to demonstrate that it is possible
to accommodate large numbers of visitors to a prestigious event,
without providing for direct access by car. This would reinforce
the broader message about reducing dependence on cars which will
be a key element in the national-level integrated transport strategy
which the Government will set out in its forthcoming White Paper.
The Government therefore regards making a success of access to
the Millennium Experience as one of its key transport challenges.
4. There are two main planks to the transport strategy for the
Millennium Experience: to restrict direct access by car and to
facilitate access by all other modes. Taken together, they should
ensure that the Millennium Experience is a success in terms of
maximising the number of people who are able to visit, whilst
avoiding putting unacceptable strains on London's road network
or aggravating the city's environmental problems.
5. In devising the strategy, there are two other considerations
that have been taken into account. First, there are financial
and practical constraints on the extent to which access could
be facilitated by taking forward new schemes or deferring existing
schemes. Second, there is the Government's concern to secure legacy
value from the Millennium Experience.
- Financial and Practical Constraints
6. There were several ways in which access to the Millennium Experience
could have been improved, at the margins, by undertaking additional
transport investment. Proposals put to the previous Government
included improving the A13-A406 junction, providing a fixed public
transport link between the Millennium Experience and the North
Kent Line and tackling the sub-foreshore bypass around historic
Greenwich. However, it was made clear to those bidding to host
the Millennium Experience that their access plans must be based
on existing transport infrastructure or on schemes scheduled for
completion by 2000. There were several reasons for this. Public
expenditure was and remains constrained; the Millennium Experience
is a time-limited event; and, given the long lead-times for transport
infrastructure projects, the prospects of securing the necessary
powers and completing construction in time for the Millennium
Experience were remote.
7. Access to the Millennium Experience could also have been facilitated
by deferring work on improving junctions along the stretch of
the A13 between the Blackwall Tunnels and the North Circular.
However, the benefit to Millennium Experience visitors would have
been slight and deferral would have had an adverse impact on the
regeneration of the Thames Gateway area.
8. The previous Government therefore rejected the aforementioned
bids to take forward new schemes or defer existing schemes. The
present Government has endorsed that decision, subject to what
is said below about legacy value.
9. The Government is concerned to maximise what has been termed
the "legacy value" of the Millennium Experience. Although
the event is planned to last for only one year, the Government
wishes to ensure that it confers some more enduring benefits.
The clearance and reclamation of the highly contaminated Greenwich
Peninsula is, itself, an enduring benefit and was a key factor
in the decision to back the Greenwich bid. The present Government
has come forward with additional proposals in the same spirit.
10. The Millennium Village is intended to demonstrate how a more
sustainable approach can be adopted to meeting housing needs.
The Millennium Transit service between Charlton railway station
and the Dome applies the same principle on the transport side.
A conventional bus service could have met the access needs of
visitors satisfactorily, but the Government has encouraged LT/LB
Greenwich and NMEC to work together to devise a bus service using
the most environmentally friendly and comfortable vehicles available,
in order to demonstrate to visitors the quality of service that
a truly modern bus can provide.
11. Similarly, frequent and rapid river services between central
London and the Dome would have met the needs of Millennium Experience
visitors, but the Government felt that the Experience provided
an opportunity to give a more substantial boost to the use of
the Thames for passenger transport. This prompted the Thames 2000
initiative which aims to ensure that new river services and new
infrastructure are put in place for the Millennium. As well as
providing dedicated services to and from the Dome, boat operators
will also provide a `hopper' service in Central London linking
the many new and existing visitor attractions along the Thames
including Parliament, the South Bank, the new Tate at Bankside,
the Globe Theatre and Tower Bridge. The tendering process for
new Millennium and legacy services is being co-ordinated by London
River Services Ltd, a newly formed subsidiary of London Transport
set to manage river services and piers, the outcome was announced
on March 16. The new services will be supported by the construction
of new piers and the refurbishment of existing ones which will
be financed by a combination of lottery, Government, and private
sector money.
- Restricting Direct Access by Car
12. The fact that road access to the site is limited is an advantage
in terms of restricting access by car. There will be no on-site
parking provision for employees (other than essential services,
maintenance etc. and those working overnight) or for the majority
of visitors. NMEC will provide on-site parking for disabled drivers
and VIP visitors only. In accordance with a condition attached
to the planning permission for the Dome, NMEC will fund the introduction
and the rigid enforcement of a controlled parking zone in an area
extending up to 3 kms to the south of the Millennium Experience
site. Coupled with the obstacle which the Thames presents to access
from the west, north and east, these measures effectively rule
out the possibility of direct access by car. NMEC will reinforce
the message that it is not possible to park at or near the site
in their pre-event publicity. They will also endeavour to publicise
the fate of those few motorists who will, inevitably, disregard
these warnings and attempt to get to the Experience by car, to
serve as a deterrent to others.
13. It is the NMEC's intention to accommodate access to the Experience
by taxi and minicab. That is consistent with the access strategy
for the Millennium Experience. Pending legislation to license
minicabs, there is no means of distinguishing them from other
cars. NMEC's current intention is, therefore, to allow any vehicle
to set down visitors at the Experience, including kiss-and-ride
trips, e.g. by parents dropping off their children. The latest
analysis of travel mode to the Millennium Experience (produced
by Buchanans for NMEC in October 1997) suggested that taxi, minicab
and kiss-and-ride trips would account, between them, for only
4% of all visitor numbers. At that level, they do not constitute
a serious problem. However, the Government and NMEC will keep
this element of the access strategy under review.
- Facilitating Access by Other Modes
14. Restricting direct car access to the Experience is a relatively
straightforward matter. Facilitating access by other modes is
a more formidable challenge, mainly because different types of
visitor will have very different travel preferences.
15. Many visitors will travel from or via central London. They
include international visitors and others who will make a visit
to the Experience a part of a longer stay in London. They also
include people travelling to London by rail via one of the main
line termini. The quickest and easiest way of getting from central
London to the Dome will be via the new Jubilee Line Extension,
which has a high-capacity station immediately adjacent to the
Millennium Exhibition. The River would provide a slower and higher-priced,
but more scenic alternative. The latest forecasts suggest that
36% of visitors will travel from central London using JLE and
8% using the River.
16. NMEC expect to attract a number of organised parties. Their
preferred method of travelling to the Experience is likely to
be the coach. This is a travel option which the Government is
keen to encourage. Partly because of their very high load-factors,
coach services are amongst the more environmentally friendly forms
of transport. Additionally, neither public transport nor the car
can meet the needs of organisers of school trips or excursions
for older age groups as effectively as the coach. Since the Government
wants the Millennium Experience to be open to young and old alike,
it has a particular interest in accommodating coach travel. However
for the reasons given at para 2 above, facilitating coach access
is likely to be one of the more difficult elements in the transport
strategy for the Millennium Experience. The Highways Agency has
therefore been charged with ensuring that work on the Hackney-M11
link road and the modernisation of the ventilation system for
the southbound Blackwall Tunnel are completed before the Millennium
Experience opens. An over-height lorry exit ramp at the entrance
to the northbound Tunnel was completed in 1997. The Highways Agency
and English Partnerships are responsible for ensuring the timely
completion of access to local roads from the A102(M). For their
part, the NMEC are liaising with coach operators to encourage
them to travel via the M25 and Dartford-Thurrock crossing wherever
possible, rather than via Blackwall. Taken together, these road
schemes and coach management measures, should ensure adequate
access to the Millennium Experience for the 13% of visitors who
are expected to travel by coach.
17. For some visitors, the main leg of their journey will be by
car, even though the final leg will have to be by some other mode.
It is neither the Government's nor NMEC's intention to put obstacles
in the path of such visitors. For family groups travelling from
beyond London, possibly from areas not well served by rail, the
car is the natural choice in terms of cost and convenience. However,
dealing with people travelling into London by car requires careful
management. it is a condition of the planning permission for the
Millennium Experience that NMEC secure the provision of 8,400
off-site parking spaces although this number reflects the original
estimates of 100,000 visitors a day and can be changed by agreement
with LB Greenwich. NMEC identified a short-list of five possible
park-and-ride sites linked to the Millennium Experience by dedicated
shuttle bus or boat services, or in one case by the JLE/DLR. However,
there are problems with this approach. There are difficult logistical
problems with operating dedicated shuttle bus and boat services
to provide an efficient service. The dedicated coach services
would put additional pressure on local roads. The traffic attracted
by the car park is, understandably, a source of concern to resident.
Last but not least, an approach based solely on dedicated car
parks relatively close to the site has the consequence of drawing
traffic further into London than is either necessary or desirable.
NMEC have always recognised that some car travellers would find
it easier to get to the Dome by parking at a rail or tube station
in outer London. In the light of the reservations mentioned in
this para, NMEC are exploring urgently with LT, the train operators
and others the scope for pursuing an alternative strategy which
makes more use of existing car parks at or close to the rail or
underground.
18.People travelling from within London are expected to account
for at least 60% of total visitor numbers including those who
live elsewhere in the UK or from overseas who stay overnight in
London. They have a range of options for getting to the event,
and their choice of mode will be heavily influenced by where they
start from. Many will make their final approach to the Millennium
Experience via the JLE, either from the east or west, taking advantage
of its many interchanges with rail, DLR and bus services. Some
will use the River. Some will want to walk or cycle. Some will
use the taxi, minicab or kiss-and-ride options. For those close
to a station on (or with good connections to) the North Kent Line,
the rail service to Charlton would be an attractive option, with
a link to the Dome itself provided by the Millennium Transit bus
service (see para 10 above). For those who are relatively close
to the event, but beyond walking distance, a conventional bus
service may be more attractive, and LT will ensure that their
south east London services have the capacity to meet demand.
19. Because there are so many choices of mode and route, journeys
from London can probably be accommodated with relatively little
impact on London's transport system. The total number of people
travelling to the Dome at any one time will be no more than 35,000.
This represents less than 1% of the total transport demand that
London accommodates each weekday morning. However, the success
of the Millennium Experience does depend critically upon delivering
the JLE on time and, to a slightly lesser extent, on completing
the roadworks mentioned at para 16 and on managing the off-site
parking issue referred to at para 17.
Responsibility for Delivering the Strategy
20. Each of the access issues and transport schemes mentioned
in paras 11-18 has a body which is clearly identified as having
the lead responsibility for successful delivery. LT is responsible
for the JLE, Millennium Transit and for running the competition
for river services. The Highways Agency is responsible for delivery
of trunk road improvements and connections to local roads. London
Borough of Greenwich along with Sustrans are responsible for the
cycleway.
21. NMEC has specific responsibility for issues, such as on- and
off-site parking arrangements, route-signing, and providing a
pier for visitors arriving by boat and appropriate facilities
for visitors arriving by bicycle. More generally, NMEC are in
the lead on the management of the event, its promotion and its
marketing. Many of the decisions which it takes on these issues
will have transport implications. For example, it was recognised
very early on that, in order to ease pressures on the road and
tube networks during the morning period, the Dome should not open
before 10 am.
22. If capacity allows, NMEC are hoping to introduce a separate
programme of evening events. For this to be successful they will
need to ensure the availability of effective access and parking
arrangements during the evening. Pubic transport services tend
t tail off in the evening therefore NMEC will need to negotiate
with the operators to provide adequate service levels for the
number of visitors arriving and departing from the Dome late in
the evening (estimated up to 10,000). Otherwise there is the risk
that people will try to arrive by car and park locally after parking
restrictions expire.
23. One area where NMEC need to work particularly closely with
the transport operators is on ticketing and marketing issues.
The Select Committee rightly stressed the importance of integrating
the arrangements for selling admission tickets and tickets for
travel to and from the Experience. NMEC, LT and the train operators
have pursued their discussions on how to ensure that visitors
can purchase admission and travel tickets together and in advance
of the event. Progress on this is reported below. The option of
including public transport to and from the Experience within the
admission price has also been considered by NMEC and the operators,
but rejected on cost and equity grounds. The provision of free
public transport to the event (probably in the form of a free
Zone 1/2 one-day Travelcards) would represent a significant cost
to LT or NMEC, unless it were recouped by increasing the overall
price of admission. However, the latter approach appears to the
Government and NMEC to be manifestly unfair to other visitors.
Those using the Zone 1/2 Travelcard would, in effect, have their
travel cross-subsidised by cyclists, walkers, coach travellers,
users of river services and users of public transport who did
not travel via central London. That is not a defensible arrangement
or one that can be justified on environmental, commercial or transport
policy grounds.
Transport Access Co-ordination
24. The government has been reviewing the current arrangements
for co-ordinating transport access issues. Whilst NMEC are required
to focus on getting people to and from the Dome their remit does
not extend to the broader impacts of the strategy on the area
or how it might best be integrated with other transport links.
Substantial investment is going into the Greenwich area to promote
access by tube, bus, coach cycle and foot. All of these separate
projects must be delivered in time to support the Millennium Experience
and to ensure that it is car-free event. There will be a legacy
for Greenwich in a public transport system that is genuinely integrated.
25. The Government has been considering how this might be managed
most effectively. Good progress is being made and there are no
show-stopping problems at the moment, but with a project of this
scale unforeseen problems can arise which although minor in themselves
could have an impact on transport access if not quickly resolved.
26. The existing Millennium Access Steering Group has been a useful
way of keeping interested parties informed about development.
However, in order to ensure the delivery of a properly integrated
transport system for the Millennium Experience, Glenda Jackson
will chair a new coordinating group, which will comprise representatives
of the NMEC, the Association of London Government and the bodies
responsible for providing transport links to the Dome. Its remit
will be to keep all aspects of access to the Millennium Experience
under regular review, including the issues of ticketing and marketing,
on- and off-street parking, opening hours and arrangements for
special events. It will be supported by a sub-group, chaired by
Lord Levene, which will be responsible for monitoring progress
on the delivery and integration of the new transport links, including
the Jubilee Line Extension.
PROGRESS
TO
DATE
Jubilee Line Extension
27. Tunnelling and tracklaying for the Jubilee Line Extension
(JLE) are complete. Electrical and mechanical work, such as the
fitting of escalators and lifts, is continuing. London Underground
Limited (LUL0 announced on 9 February that the JLE will open with
a 24 train per hour through service from Stanmore to Stratford
in spring 1999, well in time for the Millennium Experience. The
service will rely on existing, conventional, signalling technology.
The high-technology moving block signalling system--which will
provide for up to 36 trains per hour--remains under development
but is unlikely to be introduced before September 1999. Even if
the high technology signalling system is not ready before the
start of the Millennium year, the 24 trains pr hour available
will provide ample capacity for carrying visitors to the Millennium
Experience, based on the New Millennium Experience Company's patronage
forecasts.
28. As part of the normal project process trial operations will
be carried out over about three months before opening, in order
to identify and correct any teething problems and to practice
appropriate action to take in the event of various breakdown and
emergency scenarios. This will ensure that if, after opening,
a fault or breakdown occurs, staff will be able to take corrective
action immediately.
Millennium Transit
29. London Transport have taken on responsibility for planning
the shuttle transport between the Millennium Experience Site at
North Greenwich and the railway network at Charlton Station. London
Borough of Greenwich are also closely involved with the scheme,
as are English Partnerships, because of their development role
for the Millennium Village.
30. The Transit will be a bus-based system, possibly segregated
over a section of the 2 mile route, with scope for a guidance
system if that is cost effective and technically feasible within
the timescale. It will aim to demonstrate the best available in
proven current technology, but it must above all be reliable and
delivered on time. Expressions of interest were invited from potential
operators for the Transit in February. The response has been good
LT, in collaboration with the other interested organisations,
are now drawing up the full invitation to tender which will be
issued in April. Bids will be evaluated in may with a view to
awarding a contract in July. This will allow the contractor a
good 15 months to process the order and ensure that the vehicles
are delivered by the Autumn of 1999 and available well before
the official start of the event.
Thames 2000
31. London River Services Ltd., in conjunction with the Cross
River partnership, the Port of London Authority and NMEC, evaluated
the bids to provide new Millennium and legacy river services.
John Prescott announced the outcome of the tendering process on
16 March. Two companies achieved preferred bidder status and between
them they plan to invest some £6 million in new vessels.
There will be two river services to the Millennium Experience:
a shuttle service between Historic Greenwich and NME in fast 60-seater
boats that will connect to existing river services, and an express
service using high capacity vessels connecting the NME site with
new piers at Waterloo and Blackfriars. The latter were selected
for new Millennium piers because they allow excellent integration
with key transport interchanges on both banks of the river. The
Millennium Commission approved Cross River Partnership's bid for
a contribution to the funding of new and refurbished piers on
11 March. A grant of £6.83m was awarded for two new and two
refurbished piers.
Cycling to the Millennium Experience
32. The main cycle access to the Experience will be via the Thames
Cycle Path which is pedestrian and cycle route running immediately
next to the river. This is being developed by the boroughs and
Sustrans, which is a charity that aims to create the National
Cycle Network. The western section up to the Cutty Sark is being
studied by consultants. Much of it utilises existing public ways
that need to be brought to a higher and more attractive standard
to accommodate cycling. One short stretch nearest to the Experience
is not presently available and is the subject of consultation
with the owners. In case of any delays alternative plans are being
developed to bring the cycle route into the site via the footbridge
over the A102(M). To the east, up to the Thames Flood Barrier,
there is a similar situation with the major upgrading needed.
Sustrans is also exploring with Railtrack a possible link from
Westcombe Park Station. The programme is for these sections to
be completed by 2000 plus two other routes coming from the north
and south which will connect at the Greenwich foot tunnel. Secure
footage for both bicycles and motorbikes will be available at
the Dome.
Road Schemes
33. The Highways Agency are responsible for delivering the following
schemes:
A12 Hackney to M11 Link Road--The road is planned to be
opened in Autumn 1999. The Highways Agency fully expects this
target to be met. To facilitate achieving this programme they
have entered into a partnering arrangement with one of the contractors.
They are also working closely with the other contractors to ensure
the road is opened on time.
A102 Blackwell Tunnels--An escape ramp to remove overheight
lorries from the northbound entrance to the tunnel was completed
in October 1997. This measure is already assisting the flow of
northbound traffic, travelling away from the Dome. The time to
remove overheight vehicles from the tunnel approach has been substantially
reduced. A contract for refurbishment of the southbound tunnel
ventilation system was awarded in December 1997 with site works
due to commence in March 1998. Completion is anticipated by Summer
1999. Other urgent work is also programmed for completion before
the Millennium. Remaining work to complete refurbishment of the
tunnel will be deferred until after the year 2000. Any routine
maintenance work to either tunnel required during that time will
be programmed to avoid conflict with Millennium activities.
A102(M) Access Improvements--The Highways Agency is preparing
detailed designs for slip road improvements to access local roads
in the Greenwich Peninsula regeneration area, which include the
Millennium Dome and Village. The works will be 100% funded by
English Partnerships under a Highways Act 1980 Section 278 agreement.
Following a favourable Secretary of State's decision to the Public
Inquiry into draft compulsory Purchase (CPOs) and Highways Order,
works are due to commence in July 1998 for completion in June
1999. Phased completion is programmed to allow English Partnerships
an early start on pre-Millennium works.
Primary route Network Re-signing--The Highways Agency is
preparing contracts to re-sign the network in London. This will
entail placing many of the green-backed directional signs within
the M25. Tenders for the area of East London affecting routes
to Greenwich have been invited with completion programmed for
Autumn 1999.
Park and Ride
34. Of the five sites for which NMEC submitted planning applications,
conditional planning permission has been received for three, a
fourth has been deferred and the fifth awaits resolution. The
applications were for far more spaces than are needed and decisions
on which of these if any will be developed, will be taken in the
light of the number and distribution of spaces identified in the
current extended search and the relative practicality of shuttle
bus and boat services from these sites. A series of car parks
away from the site are being identified in which visitors can
utilise available capacity at rail or underground stations or
those close to the public transport network. This will disburse
traffic around London away from the site and in smaller numbers.
The capacity available at commuter tube and rail car parks is
limited during the working week but at weekends which will be
the busiest times for the Dome, several thousand spaces are likely
to be available. In addition spaces will be available at sports
grounds and educational establishments and similar. Some of these
car parks may not be available 100% of the time so by identifying
more than is needed the capacity can be used as the seasons and
demand dictates. NMEC is aiming to confirm its park and ride
strategy within the next few weeks although putting the detailed
arrangements in place will take a number of months. The strategy
is subject to approval by London Borough of Greenwich.
Ticketing
35. NMEC require a secure and robust ticketing database, which
will permit both national and international reservation, purchase
and distribution of tickets for the Experience itself. The system
needs to be capable of dealing with up to 35,000 visitors per
session and up to 70,000 visitors per day. It may also need to
cover tickets for special events at the Dome. Since the Millennium
Experience is very much a national event, the ability to purchase
tickets needs to be available locally throughout Britain, for
both cash and credit sales, and this will be achieved by exploiting
the Lottery terminals at 25,000 retail outlets. Tickets also need
to be available over the telephone, via an NMEC call-centre service,
or credit card and cheque payments.
36. It is clearly important that these ticketing arrangements
are used to provide visitors with advice on how to get to the
Experience and to encourage them, wherever possible, to use public
transport rather than the car. To that end, tickets handed to
Lottery outlet customers or posted to call-centre customers will
be in information folders, which will provide travel information
and advice. Tickets for travel by rail, coach, bus or tube should
be available at the same time as visitors purchase their admission
tickets, subject to agreement between NMEC and the operators on
detailed terms. Ticket allocations will be available to selected
transport operators to allow them to put together special deals,
eg rail or coach excursions to the Experience from more distant
areas of the country. Spaces at off-site park-and-ride facilities,
where these are under NMEC's own control, should also be bookable
at the same time as purchasing an admission ticket.
37. NMEC and the transport operators are working together to make
the purchase of admission to the Experience and of travel to and
from the event as simple and straightforward as possible. The
details are a matter for commercial negotiation between the different
parties. However, the Government will continue to monitor progress
closely.
Cable Car
38. A Cable Car system is being promoted by a private company
to cross the River from the DLR station on the North bank (East
India) into the Dome site. This project has received planning
permission from the relevant authorities on both sides of the
river and, subject to the receipt of other necessary clearances
and approvals, construction work could start in Summer 1998. The
promoters envisage the cable car carrying up 2500 passengers per
hour and will provide a novel means of reaching the Dome but,
it is not a crucial element of the access strategy. The cable
car may prove to be an attraction in itself and bring some car
visitors to the area, but this has not been of sufficient concern
to the local highway authorities--Tower Hamlets and |Newham--for
them to oppose the scheme at the planning stage.
39.Interest in Greenwich in 200 is expected to extend beyond those
who go to the Millennium Experience. Aside from the central issue
of access for visitors who need to travel to and from the Dome
there are expected to be other groups who will be visiting the
area who do not feature in NMEC's visitor numbers. There will
be the sightseers who do not wish to go to the Experience itself
but want to go and look at the Dome and perhaps the cable car.
More work needs to be done here by NMEC along with the borough
to assess the likely numbers involved and how these visitors might
be managed.
40. There are also the visitors, whom Greenwich wish to encourage,
who wish to make a visit to historic Greenwich as part of the
days visit to the Experience. There will be a number of special
events focused on the town the Museum and the Observatory which
will generate additional tourism. This group should be well catered
for by planned public transport links between the two locations.
There will be good connections by boat. There will be the new
cycle/walkways and rail links via DLR/JLE will be possible. In
addition, Greenwich are pursuing with London Transport the possibility
of operating a dedicated bus service.
April 1998
