North Kent Marshes self guided Heritage Trails around Cliffe

The Charnel House Project – protecting our heritage

Set in a Hoo Peninsula landscape that inspired Charles Dickens to write ‘Great Expectations’ and overlooking globally important wetlands lies the village of Cliffe and this photograph from Friends of the North Marshes Flickr photostream shows the opening of the restored Charnel House on the 28th June 2008 – one of only three in the whole of Kent – located in the north west corner of St Helens churchyard.

The Charnel House was restored with the help of the Heritage Lottery Fund, Groundwork Kent & Medway and St Helens PCC. Friends of the North Kent Marshes were proud to be a part of this wonderful project.

Many visitors come to this historic village and as part of the project Friends of the North Kent Marshes produced some free self guided trails around Cliffe to promote and celebrate the natural and cultural heritage of this unique area.

Cliffe Heritage Buildings Trail FoNKM

Cliffe Literary Heritage Trail pdf FoNKM

Cliffe Military Heritage Trail FoNKM

Cliffe Industrial Heritage Trail FoNKM pdf

Cliffe Farming Heritage Trail FoNKM

Cliffe Wildlife Heritage Trail

The restoration process can be seen on the interpretation boards outside of the building.

The Charnel House, located in a corner of the graveyard at St Helen's Church in Cliffe, Kent, England.
The Charnel House, located in a corner of the graveyard at St Helen’s Church in Cliffe, Kent, England.

Above photograph by Slaunger (Own work) [CC BY-SA 4.0 (http://creativecommons.org/licenses/by-sa/4.0)%5D, via Wikimedia Commons

Advertisements

How you can help say No Estuary Airport with the RSPB

Say NO Estuary Airport with the RSPB

With 300,000 birds visiting every year we know the Thames is amazing, but we are concerned that the Airports Commission haven’t yet had the chance to really understand how special it is. With all this focus on the Estuary as an airport location, it would be easy to lose sight of the Greater Thames as a place that’s home to six million people. A place that has been at the heart of our country’s economy for centuries, as a base for commercial shipping, intensive farming, heavy industry, power generation but yet is still one of the most important places for nature in the UK.

And a place that we want future generations to be able to enjoy too.

The Commission is currently examining all the technical evidence for and against an airport in the Estuary and they will be consulting on their conclusions later in the summer. But until then, please help us remind them of what is at stake.

Please go to RSPB Thames Estuary online actions   ‘How you can help’

 

5 Inner Thames Estuary Airport Options Are Still on the Table!

The UK Airports Commission are currently calling for evidence and studying 5 inner estuary airport options on the Hoo Peninsula. These options were studied in the run up to the Airports Commission Interim Report announcement in December 2013 when they were published alongside many other documents which can be found here
The five options are

Foster Partners Thames Hub Airport 46 Foster Sift 2 FINAL

Mayor of London Inner Estuary Airport 51 Mayor of London – Isle of Grain Sift 2 FINAL

IAAG Cliffe Airport 47 IAAG Sift 2 FINAL

Thames Reach airport 48 Metrotidal – Thames Reach Airport Sift 2 FINAL

Airports Commission own airport option based on a combination of the above which has sought to minimise cost, environmental impact and avoid relocation of the existing LNG facility 67 Isle of Grain Sift 3 FINAL

We believe that the idea of a Thames estuary airport is deeply flawed on every level

Here are some useful links to help you respond

RSPB are vehemently opposed to the construction of an airport in the Thames Estuary

Kent Wildlife Trust is vigorously opposed to any proposals to build an airport in or near the Thames Estuary.

Medway Council case against a Thames Estuary airport

CPRE Protect Kent is utterly opposed to any new airport anywhere in the Thames Estuary

FoNKM – Great Expectations and Profound Concerns

Say No Estuary Airport facebook

Please respond to this important consultation – the call for evidence closes on the 23rd May

 

Strawberry Tea – with Pimm’s! – Saturday 22 June 2013 2:30-4:30pm

Strawberry Tea – with Pimm’s! – Saturday 22 June 2013 2:30-4:30pm

The churchyard of St James Church, Cooling was the setting for the opening scene in Charles Dickens world famous novel ‘Great Expectations’ where Pip met the escaped convict Magwitch

My father’s family name being Pirrip, and my Christian name Philip, my infant tongue could make of both names nothing longer or more explicit than Pip. So, I called myself Pip, and came to be called Pip.

I give Pirrip as my father’s family name, on the authority of his tombstone and my sister — Mrs Joe Gargery, who married the blacksmith. As I never saw my father or my mother, and never saw any likeness of either of them (for their days were long before the days of photographs), my first fancies regarding what they were like, were unreasonably derived from their tombstones. The shape of the letters on my father’s, gave me an odd idea that he was a square, stout, dark man, with curly black hair. From the character and turn of the inscription, `Also Georgiana Wife of the Above,’ I drew a childish conclusion that my mother was freckled and sickly. To five little stone lozenges, each about a foot and a half long which were arranged in a neat row beside their grave, and were sacred to the memory of five little brothers of mine — who gave up trying to get a living, exceedingly early in that universal struggle — I am indebted for a belief I religiously entertained that they had all been born on their backs with their hands in their trousers- pockets, and had never taken them out in this state of existence.

Ours was the marsh country, down by the river, within, as the river wound, twenty miles of the sea. My first most vivid and broad impression of the identity of things, seems to me to have been gained on a memorable raw afternoon towards evening. At such a time I found out for certain, that this bleak place overgrown with nettles was the churchyard; and that Philip Pirrip, late of this parish, and also Georgiana wife of the above, were dead and buried; and that Alexander, Bartholomew, Abraham, Tobias, and Roger, infant children of the aforesaid, were also dead and buried; and that the dark flat wilderness beyond the churchyard, intersected with dykes and mounds and gates, with scattered cattle feeding on it, was the marshes; and that the low leaden line beyond, was the river; and that the distant savage lair from which the wind was rushing was the sea; and that the small bundle of shivers growing afraid of it all and beginning to cry, was Pip.

Please help to protect our cultural heritage here on the North Kent Marshes

 

A major new aviation report argues “claims about the economic benefits of connectivity are not founded on solid evidence”

A major new report The Economics of Airport Expansion‘, launched  in the House of Commons in April, challenges the view that improved international air connectivity will necessarily bring significant benefits to the UK economy. The report by the independent Dutch consultants CE Delft, and commissioned jointly by WWF, RSPB and the Heathrow campaign group HACAN, argues that “claims about the economic benefits of connectivity are not founded on solid evidence.”

The report was launched at packed meetinghosted byZac Goldsmith MP.The speakers included Jasper Faber from CE Delft, the main author of the report.

The report is timely.  The Airports Commission, set up by the Government under Sir Howard Davies, has been charged with looking at whether the UK, and London and the South East in particular, requires additional airport capacity in order for the UK to maintain its first rate international links over the coming decades.  At present it is actively looking at evidence on aviation connectivity .

CE Delft concluded: “many studies find a positive correlation between aviation and economic growth, but no causal relationship between connectivity and economic growth was found”.  Their analysis of the evidence shows that increasing connectivity is less beneficial for developed countries than for developing economies.  They also found that extra connectivity in cities that are already well-connected, like London, does not necessarily deliver measurable or substantial economic benefits.

The report also challenges the way that the costs and benefits of airport expansion have traditionally been measured. It points out gaps in the Cost Benefit Analysis (CBA) which should “provide an overview of current and future pros and cons of a particular project for society as a whole (public, private sector and government) as objectively as possible.” It argues that the DfT’s current Cost-Benefit Analysis method still omits key social or environmental costs, resulting in an overestimation of economic benefits.

There are also enormous uncertainties in CBA work as it must predict future demands and costs. For example, the Department for Transport estimated that Heathrow expansion would produce £5 billion in economic benefits but when the New Economics Foundation re-ran their figures using different predictions for growth and oil prices but the same models they found that Heathrow expansion would result in a £5 billion loss.

This report also looks at some of the economic arguments being used by proponents of airport expansion and finds them to be miscalculated and exaggerated, distorting the aviation debate.

RSPB economist Adam Dutton said, “This report highlights the uncertainty surrounding the economic benefits of aviation expansion. New airport infrastructure could destroy internationally important and increasingly scarce habitat, such as that found in Thames estuary, and jeopardise the UK’s legally binding greenhouse gas emissions targets, all for uncertain economic benefit and a net loss to society. More specifically, this report urges caution about automatically linking improved connectivity with economic performance. While some base level of connectivity is important for any economy, this report demonstrates that the benefits of extra connectivity in a city as well connected as London are doubtful and difficult to demonstrate with certainty”.

Jean Leston, head of transport policy at WWF, said, “The methods for assessing the benefits and costs of new runways and airports are hopelessly inadequate and open to gross manipulation.  CE Delft has instilled a dose of reality into the airports debate.  We hope that the Airports Commission and the Department for Transport will adopt the better SCBA methodology and require development proposals to do the same.”

HACAN Chair John Stewart said, “This report could not be more timely.  It comes just as the Airports Commission is asking the hard questions about airport capacity and connectivity.  And its message is clear:  new runways may not be nearly as important for our economy as is commonly assumed.”

Cost Benefit Analysis does not take social and environmental costs into account
Cost Benefit Analysis (CBA) is a widely used tool for complex decision making but it has limitations and is easily manipulated to favour particular results.
The complexities of CBA can lead to double counting and an overestimation of benefits since they tend to be easier to measure in monetary terms than costs. Indeed, some costs are currently excluded, such as landscape impacts, water pollution and biodiversity.
CE Delft recommends CBA could be improved to include external effects, such as social and environmental impacts, that are not internalised in market prices. CBA should also avoid overestimating the economic benefits.
For those of us living in the Thames Estuary for whom our biodiversity, iconic landscapes, historic heritage and water are of paramount importance to us, the CBA finding is extremely worrying indeed. When these effects are not taken into consideration, it could lead to a large under-estimation of the costs of an airport investment project. Environmental values must not be underestimated!
As Jean Leston at WWF says “We hope that the Airports Commission and the Department for Transport will adopt the better SCBA methodology and require development proposals to do the same”

A brief 2 page summary of the report please click here

Full 55 page report please click here

Saving special places Great Expectations and profound concerns

A flavour of what it’s like to face the obliteration of your local landscape – with all its connections and heritage – not to mention internationally important wildlife.  Friends of North Kent Marshes was formed in the heat of battle ten years ago when last the airport planners came calling.

Please click on link below to read

 Saving special places Great Expectations and profound concerns

Our thanks go to RSPB Andre Farrar who started the RSPB Saving special places blog.

Read his bio below:

This blog is where you can read about the places we work to protect and the people on the front line.  The scope of this blog covers planning, the policies and legal framework that exists to protect the best places for wildlife and of, of course, the individual cases that are the daily work of staff across the UK.  We help BirdLife International partners overseas – and you will be able to read contributions from Europe and further afield.

Of course – probably of the best way to save a site is to a acquire it as a nature reserve – this blog will sometimes feature our reserves and the role they play in future of our wildlife, but the full story of the RSPBs network of nature reserves is told elsewhere: http://www.rspb.org.uk/reserves

This blog features the contributions of many individuals – I will have the pleasure of holding the ring and acting as the narrator to this compelling story.  So a little about me; I’m Andre Farrar and my first active involvement with the RSPB was in the late 1970s as a volunteer with our Leeds Local Group http://www.rspb.org.uk/groups/leeds.

I was one of many who wrote to their MPs as part of the campaign to get the best outcome for what became the Wildlife and Countryside Act (1981).  It wasn’t perfect but it was a good start.  Thirty years on, I’m still in the thick of it campaigning for our protected areas and special places for wildlife.  Are we winning?  Read on and find out, and see how you can help.