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Mayor Boris Johnson’s Brexit vision, 6 August 2014

As Theresa May prepares her Brexit delay plea and the UK’s fellow European Union member states ponder how indulgent to be, it’s interesting to look back to a major statement on the issue of the UK’s relationship with the EU made five years ago by the man who would go to become a star of the Leave campaign, then May’s Foreign Secretary and then one of the severest critics of the her Brexit strategy.

The man in question is, of course, Boris Johnson, when he was London Mayor. He made a speech at the then London headquarters of Bloomberg (they’ve since moved) to launch a report by his economics adviser Gerard Lyons, entitled The Europe Report: A Win-Win Situation. At the time, an EU referendum was not certain: the then PM, David Cameron, had promised one if he won the next general election, which took place in 2015. There had, though, been European elections in May 2014, which had seen Nigel Farage’s UKIP top the poll. Leave fever was building. The London Mayor wanted to make his feelings known.

It was an archetypal Johnson address, delivered in full “Boris” mode, but it possessed content as well as style. He began by acknowledging “some of the good things about the European Union,” using a story about flying home from Poland to make a point about post-war stability and economic integration. But he went on to list a string of ways in which he thought the EU had begun failing: a Eurozone largely “mired in low growth”; falling levels of foreign direct investment; health and safety directives and other “social model” requirements that were “helping to fur the arteries to the point of sclerosis”.

Though describing himself as “one of the few politicians in this country willing even in principle to support the idea of immigration” – a point he made more than once around that time – Johnson wanted “more control over who we get” and said it was “absurd” that we were “kicking out” highly skilled Australians and making it harder for Indian business people or Chinese students to enter the UK. He read the European election results as “a rejection of ruling parties and elites across the EU” and bemoaned the appointment of Jean-Claude Juncker as president of the European Commission against the UK’s wishes.

So what did Mayor Johnson think the nation should do? He said his “number one option”, in line with the conclusions of Lyons’s report, was, in fact, that the best future scenario would be for the UK to continue being a member of the EU, but a greatly reformed one, especially in the areas of social and employment law, the common agricultural policy and the ability to manage migration – the latter would be important for London, helping boroughs in particular to plan for school place and welfare service demand.

However, if such reforms could not be secured, we would probably be better parting company. After all, “there is no other group of countries that has gone in for this painful pooling of sovereignty, this Freudian attempt to recreate our childhood in the Roman Empire”, reasoned the Conservative Mayor. Yes, there would be “a scratchy period” of uncertainty and less investment but “we must accept that”, Johnson said. But exports would boom and “with our savings in EU budget contributions, there would be £10 billion to spend on other things”. Furthermore, the leaving of the Union need not be painful:

“I think we could do that in a friendly way; there is no reason for hostility or rancour on either side. If we got it right, we could negotiate a generous exit, securing EFTA [European Free Trade Association] style access to the Common Market – and they would have every motive to do such a deal, given that the balance of trade is very much in their favour.”

How does his 2014 analysis square with Johnson’s stance on Brexit since? In most ways, it hasn’t changed: sovereignty, bureaucracy, over-regulated business and inconsistent, under-regulated foreign migration are still cornerstones of his Euroscepticism. However, any enthusiasm for continued “EFTA style” access to the single market – the “common market” as he termed it with meaningful nostalgia in his 2014 speech – has become less apparent.

Indeed, the impression has formed that he’s now against all forms of post-Brexit close alignment with the EU. Early last year it was reported that Johnson, who was still the Foreign Secretary at the time, feared the UK might become “just another Norway” – the latter nation is an EFTA member. In recent days he has railed against a customs union deal on the similar grounds that that this would be a “soft Brexit” surrender.

Unsurprisingly, Johnson’s sterner critics regard the above as further evidence of typically shameless opportunism – a “hard Brexit” pitch to the fellow MPs and grassroots Tories who will choose the next Tory leader – just as they made much of the discovery that he had drafted two possible Telegraph columns about the 2016 referendum, one arguing the case for Leave, the other for Remain. The charge was and remains that “Good old Boris” will take whatever view on Brexit best serves his personal ambitions. Maybe, though, he could cite Lyons’ “Win-Win” report in his  defence. Drawing on projections by economics consultants Volterra, it sketched four future scenarios London under different relationships with the EU, explored them all in detail and weighed them with care.

It also had a section headed “What Happens If We Leave?” (page 92). This stressed the importance of London reaffirming its openness to the world – something Johnson’s successor Sadiq Khan has been at pains to do, of course. As well as that, it discussed Article 50 of the Lisbon Treaty, likening it to a nuclear weapon in that “the threat of its use may be a more powerful weapon than its actual use”. The problem with invoking it, Lyons explained, is that doing so “cedes power to EU institutions and thus the deal may not be in the UK’s best interests”. Oh dear. And what if the outcome of a referendum was close, unlike the one in 1975 which saw the UK vote to join the “Common Market” by a margin of two to one? Lyons wrote:

“In contrast, a small margin of victory would likely complicate subsequent developments. It might be seen as making it possible to have another future referendum, it might be seen as keeping open the option of re-entry, and who knows how it would impact the subsequent discussions between the UK and EU”.

Perhaps Johnson should have a look at Lyons’s report again.

 

Categories: Analysis

Ben Rogers: London’s ultra low emission zone is radical, if a little retro

It’s sometimes said that Sadiq Khan has failed to make his mark on the city, but it’s hard to make that argument stand up when it comes to air pollution. The Mayor, who suffers from asthma, quickly introduced a new “T-Charge” back in 2017, adding an extra levy on the most polluting vehicles during congestion charging hours. He then brought forward the introduction of the Ultra Low Emission Zone (ULEZ) – a Central London pollution charge operating 24/7 – by 17 months from the date Boris Johnson had set. Finally, he took the decision to later extend this ULEZ from the congestion charge zone to the North and South Circular roads, increasing its coverage by 18 times, though readers will note that this last measure falls the other side of next year’s mayoral election.

The cumulative effect of these reforms will be radical. Transport for London expects a quarter of the vehicles driving in Central London when the scheme launches next week will have to pay the charge – roughly 25,000 per day. But the extended zone, when established in October 2021, will affect perhaps 130,000 vehicles every day. The Mayor claims that the number of Londoners living in areas exceeding legal air quality limits will fall by 80 per cent, from 100,000 to 20,000. The number of primary schools in areas with illegal pollution levels within the zone will fall from 371 to 4.

TfL are not forthcoming on the amount of revenue they expect to raise from the expanded ULEZ, but if every one of those drivers were to pay the charge (£12.50 a day for cars, £100 for vans and £200 for lorries and buses), it would bring in as much as £750 million a year – three times the sum currently raised by the congestion charge. Even half that sum would go some way to filling the hole in TfL’s finances.

The scheme is not without its critics. Shaun Bailey, the Conservative mayoral candidate, is opposed to the expansion of ULEZ, hoping to capitalise on drivers’ attachment to their cars. You only have to look at France’s gilets jaunes to see how motorists can react when they feel they are being unfairly treated. But Sadiq is gambling, not unreasonably, that London is different. Car ownership is low and falling. More than 40 per cent of London households don’t own a car – twice the proportion of households outside the capital-  and a full 60 per cent of Inner London (or from 2021) ULEZ residents don’t. Finally, voters seem to be getting the point about the harm vehicle pollution does.

The real problem with the ULEZ is that it feels a little retro. Like the congestion charge, it takes a cordon-based approach. Cordon schemes are relatively simple to run, but crude in character. They are insensitive to the distance a vehicle travels and the costs it imposes on others in terms of pollution or congestion once it has entered the zone. Someone who drives 100 miles inside it is charged the same amount as someone who drives 100 yards. Moreover, the ULEZ simply adds to the growing patchwork of charges established or planned for London. These include tolls on the Dartford Crossing and planned tolls for the forthcoming Silvertown and existing Blackwall tunnels, the London-wide Low Emission Zone (for polluting commercial vehicles) and the likely creation of a charging regime at Heathrow.

The congestion charge was introduced in 2003, when the Nokia mobile phone was still cutting edge and no one had ever heard of the smart devices. Things have moved on and it’s time for London’s approach to traffic management to move on with them. Cities around the world are beginning to experiment with distance-based road pricing schemes that charge according to drivers’ actual contribution to pollution and traffic. Where the congestion charge and the ULEZ are run as standalone schemes, a more sophisticated system integrated with public transport could nudge travellers to use greener, healthier and cheaper travel options.

If London is going to retain its position as one of the world’s leading transport cities, the next Mayor will have to replace the charges mushrooming across the capital with something simpler, smarter and fairer.

Ben Rogers is the director of the capital’s dedicated think tank, Centre For London. 

 

Categories: Comment

Andrew Wood: Sadiq Khan’s Rotherhithe-Canary Wharf river crossing could collapse like the Garden Bridge

Following the Garden Bridge debacle, which cost £43 million of public money including £24 million of Transport for London’s before collapsing in ignominy, we might assume that lessons would be learned. But a similar fiasco about another proposed bridge across the Thames is quietly gathering pace.

In October 2016 Sadiq Khan announced that a new cycling and pedestrian bridge would be built to connect Rotherhithe and Canary Wharf which “could be open by as soon as 2020”. The structure now proposed will be the largest pedestrian and cycling bridge in the world, and also the largest with the ability to open up and lift in the middle, like Tower Bridge, in order to allow tall ships to pass through the gap.

But the TfL team formed to deliver the project did not start work until early 2017 and it knew it had to deliver it quickly. They began developing the project before they had done any work on looking at other options for making it easier to cross the river at that point.

One of the main arguments for building the bridge is to relieve pressure on the Jubilee line between Canada Water and Canary Wharf, which arose in the first place because TfL decided not to buy ten extra trains on the grounds that they weren’t needed. Meanwhile, it is often forgotten that there is already a pedestrian ferry service connecting Canary Wharf pier and Nelson Dock pier in Rotherhithe. It has never been used to full capacity.

When the Mayor made his original announcement about a new bridge, I wrote to his then deputy for transport suggesting that as an interim step the ferry could stop charging passengers and so enable TfL to get a better measure of pedestrian demand from Rotherhithe. However, TfL refused. This unwillingness to consider alternative approaches that might seem to contradict the Mayor’s public promise to build a bridge has been a fundamental problem all along.

If you believe funds are unlimited, the bridge might still make sense to you. By the cost of it is now becoming the critical issue. As of February 2019, TfL has already spent £9.9 million on the project and its budget suggests another £8 million will be spent this year even before planning permission is sought.

TfL originally said the bridge would cost between £120 million and £180 million to build and £2.4 million a year to run (like Tower Bridge, it will need to be staffed round the clock). Other calculations anticipate it will cost £200 million to build and, privately, some TfL officers have not disputed that the build cost could go as high as £400 million. We should get the next estimate of costs in late April, but for now £300 million seems to be a fair assumption. Remember, the original estimated cost of the shorter and simpler Garden Bridge was £60 million and ended up being forecast at over £200 million.

Would the new bridge represent good value for money? TfL assumes the equivalent of 3,333 pedestrians and 1,875 cyclists will use the bridge each day. But the figure for pedestrians might be optimistic: the bridge will be 800 metres long and the walk from the Canary Wharf side to the main area of local new development at Canada Water takes 27-minutes and it’s not clear how many people would want to cross the bridge on foot on a winter’s night.

If the bridge, which would be free to use, did end up costing £300 million to build and £2.4 million a year to operate, that would represent a capital cost of £57,604 per user and £461 a year to operate per user. This suggests a possible negative benefit-to-cost ratio possibly as low as 0.7, where 1.0 represents value for money.

TfL did model the cost of up to three electric roll on roll off electric ferries and new pontoons, but have since ruled it out as an option, even though it would cost less, be more comfortable to use in the winter and would often be a quicker way to cross the river – the bridge would have to open for ships passing by, normally for ten minutes but for up to an hour for larger ones.

But the main cost problem with the bridge is the opportunity cost. If it did cost £300 million to build, that would amount to around 20 per cent of TfL’s Healthy Streets capital programme between 2019-2024. Couldn’t that money be better spent on a range of smaller projects to encourage more cycling and walking that might deliver more benefits overall?

TfL will say that that there is public support for the bridge, with the last consultation showing that 93 per cent of respondents support it. Even so, only 37 per cent of those respondents said they would use it for commuting and 56 per cent for leisure purposes. And the consultation didn’t mention either the cost of the bridge or the possibilities of using a better ferry service.

The current ferry has very limited capacity to carry bicycles, but that could be expanded. An enhanced ferry service would not mean a bridge could not be built at a later date if demand for crossings clearly justified it. An advantage of a ferry system is that the craft and their pontoons can be easily moved to different locations. But if you build a bridge that turns out to be under-used, you’re stuck with it.

The Mayor should adopt a new approach to making it easier for pedestrians and cyclists to cross the Thames at this point in East London. He should first make the existing ferry service free in order to test demand more rigorously. Then, when more user data is available, he should re-consult, offering two choices: an expensive but permanent bridge and a cheaper, more adaptable and arguably more attractive roll on roll off electric ferry.

There’s a suspicion that political calculations have played too big a part in this project all along. Mayor Khan made his promise to build the Canary Wharf-Rotherhithe cycling and pedestrian bridge on the same day as he announced the Silvertown road tunnel would go ahead, perhaps to appease the green lobby which has strongly opposed the latter scheme. A failure by TfL to consult on the ferry option leaves them open to a formal challenge on the grounds that they haven’t properly considered alternatives and a resulting inability to secure the transport and works order it would need from the government in order to proceed.

Is that even the intention? The bridge is now financially unviable. It would be politically less embarrassing if the Mayor could blame the government for its failure rather than be accused of making mistakes very like those of Boris Johnson.

Andrew Wood is a councillor for Canary Wharf ward and leader of the opposition Conservative Group on Tower Hamlets Council.

Categories: Comment

Leonie Cooper: the Mayor’s ultra low emission zone will help the poorest Londoners

On Monday, the Ultra Low Emission Zone (ULEZ) will come into effect in central London. This is a world leading and ground breaking new policy that will radically improve London’s air quality for the younger generations, and especially for the poorest Londoners. By charging all but the cleanest vehicles to drive into it, the ULEZ – which will initially cover the same area as the congestion charge zone – will, along with other mayoral policies, encourage and enable people to change to cleaner forms of transportation.

Currently, London’s air is causing a public health crisis, contributing to nearly 10,000 early deaths each year and some of the highest rates of asthma in Europe. Each week seems to bring a new study showing the harm caused by polluted air to our bodies and even mental health. The Mayor is leading the way in taking action.

There is strong evidence that the poorest Londoners are most affected by air pollution. Data released in January showed that the most deprived areas of London have 24 per cent more nitrogen dioxide (NO2) pollution than the richest. The same data also showed that the most polluted areas were more likely to have higher ethnic minority than white populations. It is no coincidence therefore that Asthma UK revealed that the poorest parts of London have the highest numbers of asthma attacks. This is clearly unacceptable and cannot change soon enough.

We all know that prevention is better than cure, so tackling these health inequalities is rightly a priority for the Mayor. Road transport accounts for half of dangerous emissions in London, so we all need stringent action to reduce this. Modelling has confirmed that the Mayor’s actions on air quality, including the ULEZ and its expansion in 2021 out to the North and South Circular roads, will dramatically reduce the inequality in air pollution concentrations. By 2030, the gap between the most and least deprived areas will be reduced by 71 per cent, a hugely significant fall. Also by 2030 there will no longer be any schools in areas with illegal air pollution, protecting London’s children from toxic air. I cannot overstate the significance of these changes.

To fully maximise the potential of the ULEZ, some Londoners need help with making the switch to clean transportation. That’s why the Mayor introduced his £48 million diesel scrappage scheme for eligible micro-businesses, charities and the poorest Londoners. This provides grants to help meet the cost of changing to an electric or hybrid vehicle. These have dramatically lower running costs, which means changing to them can save owners money in the long run.

What is especially exciting about the scheme is that Londoners can also apply for a grant to contribute to the costs of public transport in exchange for scrapping their dirty vehicle. We know that travel costs can be a struggle for Londoners, so I welcome the Mayor including this as an option. He is also investing in making our public transport more affordable and accessible and has set the ambitious goal of 80 per cent of journeys being made by walking, cycling or public transport by 2021.

Increasing mode shift to these cleaner forms of transport will not only reduce air pollution, but also encourage more active travel, meaning Londoners benefit from physical activity. With air pollution costing London’s economy a staggering £3.7 billion each year, taking action makes economic sense, as well as being the right thing to do to support Londoners.

All that said, even one death related to air pollution is one too many. We cannot stop working together to improve air pollution once the ULEZ is in place. London also suffers from transboundary pollution, which is pollution created elsewhere but blown into the city by the weather. Londoners need action to be taken at national and international level to truly make our air safe to breathe. I hope that other cities can learn from London’s example and take similar steps to improve their air. But in the meantime, this will be a happy Monday.

Leonie Cooper is the London Assembly Member for Merton & Wandsworth and a member of the Assembly’s environment committee.

Categories: Comment

Vic Keegan’s Lost London 85: Queen Mary’s steps

Whitehall Palace has effected one of the great disappearing acts of English history. It was built by Henry VIII, starting from 1530, by means of expanding York Place, which he confiscated from Cardinal Wolsey. It became the biggest – and ugliest – palace in Europe, with over 1500 rooms rampaging down Whitehall from today’s Trafalgar Square almost to Parliament Square. Henry married Anne Boleyn and Jane Seymour there and, in 1547, died there too.

Today, nothing is left of it in public view except the steps shown in my photo above, with the accompanying river wall at the junction of Horse Guards Avenue and the Victoria Embankment. The steps were reconstructed by Christopher Wren to enable Queen Mary (she of William and Mary) to descend from her private quarters to her carriage on the river. The Thames in those days, before Joseph Bazalgette built the Embankment, was much wider. 

Surprisingly, the earlier and much more ancient original Palace of Westminster, an 11th century  royal dwelling which occupied the area around Westminster Abbey and where its successor of the same name hosts parliament today, still boasts two brilliantly preserved historic buildings: Westminster Hall, with the biggest hammer beam roof in the world, and the boutique Jewel Tower of Edward III. Henry abandoned that residence in 1512 after most of it was destroyed by a fire.  

There are remnants of Whitehall Palace off limits to the public, such as Cardinal Wolsey’s wine cellar and bits of its former “real tennis” courts and occasionally, if workmen dig deep when laying cables, you can see the remains of Tudor brickwork underneath. Otherwise, Britain’s largest ever palace has been erased from history. 

Read more of Vic Keegan’s Lost London stories here.

Categories: Culture, Lost London

Can London’s vital restaurant sector keep thriving after Brexit?

London’s restaurants are big business, at the heart of the capital’s global popularity as a visitor destination. “Forget everything you’ve heard about bland, mushy British food – the restaurant scene here is fabulous”, as travel website TripAdvisor said last week, announcing London as best destination in its annual travellers’ choice awards.

In fact, with the number of food outlets in the capital doubling since 2001, and three times as many chefs as in 2009, the last two decades or so have been something of a golden age for London’s food scene, for quality and diversity as well as quantity.

Some 55,000 people work as chefs in London, alongside 100,000 kitchen assistants and waiting/front of house staff – more than the total number of graphic designers, lawyers and chartered accountants in London combined.

It’s a key sector, but there’s a growing recruitment and retention crisis in the capital’s kitchens, which is likely to get worse with EU exit and tighter immigration rules, according to a new report, Kitchen Talent: Training and retaining the chefs of the future, from the Centre for London think tank, launched this week.

Figures suggest that skilled chefs are leaving the workforce more quickly than new chefs can be trained, the report says. Ten per cent of UK chefs quit every year; at the same time, more than eight out of 10 London chefs are born outside the UK, making the sector particularly vulnerable to tougher immigration control.  

Screen shot 2019 04 04 at 14.02.42
Screen shot 2019 04 04 at 14.02.42

Urgent action is needed on several fronts, the report argues, from culinary education and training to working conditions and pay rates.

Half of London’s chefs earned less than £21,000 last year – rates which have hardly shifted since 1997 – and many chefs report an average working week of 50 to 60 hours including significant unpaid overtime. Workplaces tend to be inflexible – women make up just 15 per cent of chefs in London – and kitchens are still seen as high pressure, macho and often hostile or even abusive environments, with poor management and support.

Celebrity chefs may have raised the profile of the professional but haven’t always helped either. “Getting shouted at by people like Gordon Ramsey” was a significant off-putting factor for teenagers considering a kitchen career, according to a Surrey University survey cited in the report.

While not enough young people were entering the industry, reforms were also needed “to get people from different backgrounds and different stages of life into kitchens,” chef, entrepreneur and Mayor of London food board member Angela Malik said at the report’s launch.

Progress had been made since the 1970s when “induction was someone throwing an apron at you”, said veteran restaurateur Jeremy King, of Le Caprice and the Ivy fame and co-founder of the successful Corbin & King portfolio. But colleges still taught trainees to “cook a menu, not how to cook”, and proprietors were not doing enough to develop their staff.

London’s catering training offer should be revamped as a two-stage foundation and more specialist system, with current provision brought together as a new high-status London College of Food along the lines of the University of the Arts London, the report recommends.  

And the Mayor should work with the capital’s restaurants towards compliance with Mayor Khan’s Good Work Standard covering flexible working, training and wellbeing, zero tolerance of discrimination, harassment and bullying and paying the London Living Wage.

The capital’s culinary offer exemplified Mayor Khan’s “London is open” message, City Hall development, enterprise and environment director Debbie Jackson said, offering mayoral support for reform. Can the industry, and London’s institutions, rise to the challenges it faces, or is the golden age drawing to a close?

Read Centre for London’s Kitchen Talent report in full here. Photograph by Noirin Shirley from Flickr. 

Categories: News

Scheme to help rough sleepers reported missing receives funds from Sadiq Khan

An online tool that helps with reconnecting homeless people who sleep on London’s streets with family members or friends who have reported them missing has received financial backing from the capital’s Mayor.

Sadiq Khan has provided £62,000 for the “missing people matching tool” run by the charity Missing People, which helps bring children and adults who have lost touch with each other back together.

The tool uses a limited quantity of personal data, which is cross-referenced with that held on the Mayor’s combined homelessness and information network (CHAIN) database of rough sleepers. Its purpose is to assist outreach workers discover if rough sleepers they help have been reported as missing.

Missing People provides a 24 hour helpline for people who are concerned about someone, often a child or young adult, who has disappeared from their lives. City Hall says that homeless people found to have been reported missing can be informed of this and given the option of letting those concerned about them know how they are or bringing about a reunion, should they wish to.

The charity also provides services for those who have run away from home and need advice about their options, including the possibility of reconnecting.

The missing people matching tool is being piloted in London with a view to possible nationwide use in the future. The financial support for it comes from the Mayor’s rough sleeping innovation fund, whose stated goal is to “stimulate new and innovative approaches to tackling rough sleeping in the capital”.

Missing People director of policy and research, Susannah Drury, said the online tool was devised by the charity “as a way of using technology to help missing people reconnect with their loved ones”. She added that CHAIN is the first database to be linked in to it.

Peter Salva of homelessness charity St Mungo’s, which manages CHAIN, said that the tool will enable outreach workers to “know they are being missed and looked for” but stressed that “it will be up to the people themselves how they want to take things from there”.

A fund launched by the Mayor to help homeless charities has so far raised £233,286.

 

 

 

 

 

Categories: News

The many pleasures of the Tufnell Park Film Club

I think of Tufnell Park Film Club as a sort of library. A community asset run on a shoestring with understated expertise, it quietly introduces people to each other and to films they may or may not have seen or heard of before. It’s also great value at just twenty quid a year for weekly screenings, an annual short film festival, a quarterly quiz and occasional director Q&As. Sometimes there’s cake. Members also get a discount on food at The Lord Palmerston, the pub in whose upstairs room the club meets.

I’m sure you could say the demographic is very North London, yet the film club’s membership is in other ways diverse to the point of quirky. Certainly it’s multi-generational. One of the oldest members was a refugee from Nazi Germany. There is the occasional amorous younger couple, plus parents, friends and siblings. Regulars have their preferred seats.

Like good librarians, founders Nigel Smith and Wayne Gooderham guide (and only sometimes direct) film choices by offering a themed selection on which members vote. That’s on what they call “chain” evenings, when each film is somehow connected to the previous one screened.  These alternate with tribute screenings and other calendar specials such as Scalarama, Directed by Women or Pride London. Recently, for example, we’ve had Don’t Look Now and The Umbrellas of Cherbourg in tribute to director Nicholas Roeg and composer Michel Legrand, respectively. I’ve seen old favourites, classics I’d somehow previously missed and films I wouldn’t have gone to see if TPFC hadn’t made me give them a try.

I also credit the club with helping me feel connected. When I moved to my flat five years ago after 14 in my previous one I felt somewhat dislocated, even though I’d only migrated three miles. When I told new neighbours where I used to live, they responded, “It’s much nicer here”. I still laugh at this (pace @Zone1Bracket‘s World Cup of London Boroughs, Camden versus Islington is a pretty subtle distinction in the niceness stakes). But I did need something to make me feel at home after this change. The film club is somewhere local to go, alone or with friends, pre-booked or spontaneously, and where there’s a sense of belonging in a minimum fuss, no commitment London sort of way.

Nigel and Wayne take their inspiration from Billy Wilder: “I have ten commandments – the first nine are ‘thou shalt not bore’.” Members describe them as a great double act and say that this is one reason the club works so well. They themselves put their success down to the club “having a bit of personality” and offering a varied programme of consistently high quality. This in turn leads to them being trusted. Again, the library comparison seems apt.

From very small beginnings in 2012, TPFC has built up to a membership of over 250, of which around 100 typically attend once a month. Early screenings only attracted a dozen or so people, but most now are at full 40 seat capacity. There’s also a feeling of shared ownership – literally, on occasion. When equipment went missing during a recent pub refurb, members chipped in for replacements as well as paying for some extra chairs.

As a born and bred Londoner (and great great granddaughter of immigrants), I’ve always rejected any suggestion that London is intrinsically unfriendly or too big for a sense of community. Film clubs like ours – run by enthusiastic locals, to which everyone walks, and which has grown exponentially by word of mouth – put the lie to that.

In case you’re wondering:

Yes, I do have a favourite seat.

First film I saw at the club: A Streetcar Named Desire.

Favourite film so far in 2019: Satyajit Ray’s Mahangar (The Big City).

You can read the Tufnell Park Film Club Annual Review 2018 here. The Lord Palmerston is on Dartmouth Park Hill, which just happens to be the Islington-Camden border.

Catherine Max is a health and sustainability consultant who helps organisations improve wellbeing and reduce health inequalities. She walks and cycles her home city at every opportunity and is a keen allotment gardener. Read her Sense Of Place blog here and follow her on twitter @catherine_max.

Categories: Culture