KHOODEELAAR! noting the confirmation of the charges against 3 MPs and 1 peer under the Theft Act 1968

1220 GMT

London

Friday

05 February 2010

Editor © Muhammad Haque

KKHOODEELAAR! noting the confirmation of the charges against 3 MPs and 1 peer under the Theft Act 1968.

We shall comment on this and on the BBC's continuous use of Joshua Rozenberg, in the course of the day. This is very strange. 

Given that by his own admission Rozenberg 'left' the BBC in 2000, his resurfacing on the BBC screens as 'the expert on the day's 'legal topic' is very strange indeed. 

Perhaps this phenomenon is related to something that is very much INSIDE the BBC's knowledge!

[To be continued]

KHOODEELAAR! noting the latest coverage of Crossrail tax by Boris Johnson

05/02/2010 10:13 

Mayor sets top rate for Crossrail levies - PlanningResource 

Mark Smulian, Planning, 5 February 2010 

London businesses with premises valued at more than £55,000 will pay the maximum 

contribution to Crossrail, London mayor Boris Johnson has announced. 

The levy is the first time that the Business Rate Supplements Act 2009 has been used. The act 

allows county and unitary councils to impose a levy of up to two per cent towards local 

infrastructure projects. 

Business groups in London have long supported Crossrail - which by 2017 will provide a 

direct rail connection across the capital from east to west - but wanted a lower levy. 

The supplement will last for between 24 and 31 years and meet £4.1 billion of the project's 

£15.9 billion cost. However, Johnson estimated that job creation and other economic benefits 

would outstrip the levy contributions threefold by 2026. "Once the rail link is finished London 

will be the best connected city in the world," he said. 

Business group London First welcomed the higher threshold for levy payments, initially fixed 

at £50,000. Chief executive Baroness Valentine said: "This small concession shows that 

Johnson has listened but it is not as much as we would have liked. In return for the business 

contributions, Crossrail must be built to the agreed specification, to time and to budget." 

Trade body the British Retail Consortium argued that the mayor should have set a lower rate 

because businesses already face higher bills from a rating revaluation in April. 

Mayor sets top rate for Crossrail levies

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KHOODEELAAR! noting the reported claims by JM Ross, one of the peddlers of the myth that Crossrail hole scam was to 'save the East End of London'. We shall examine SHORTLY this myth and its latest perpetration by the smirking slot that has been being maintained on the website of the London Guardian for the restoration of Ken Livingstone's claims and careers.

1905 GMT

London

Thursday

04 February 2010

Editor © Muhammad Haque

"
Regarding Crossrail one of the biggest fights we had with the City of London was to make sure the line went into East London - that is into London's most deprived areas. I had blazing public rows with the City Corporation at public meetings over the route, to make sure the East London southern section was included, and then more polite but firm ones took place between Ken and the City to make sure Whitechapel station was not cut out of the scheme - the significance of this is that is the interchange with the East London line. I am absolutely sure if Boris Johnson had been Mayor Crossrail would not have gone to East London...



"

Twitter, to End POVERTY

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KHOODEELAAR! contextually publishing of the texts of a comment [carried on the FT's web site September 2009] exposing the London FT's ignorant peddling of Crossrail

0925 GMT

London

Thursday

04 February 2010

Editor © Muhammad Haque

A slightly [two words] edited [04 February 2010]  version of the texts published in September 2009 as a comment on the Financial Times blog:

"

Crossrail is not a going concern. It is a slogan. So please stop referring to it as if it is already there. What you and others in the main media have done is to talk up a very small number of business persons who have not shown any valid economic case for this. Sure, a handful of companies will get to construct any project and in the process pocket loads of public money. But what is the economics of the thing? Look at the 'news' of the past five years, since February 2005 when Alistair Darling first put the Crossrail Bill in the House of Commons. What has led the way in the 'Crossrail news'? Hype, hype and even more hype. There is no need for Crossrail. Far more sensible is to improve the standard of service and the physical state of the existing tube lines and bus routes in London. Whatever the Tories may say or do is less important than what the economy needs and what the economic capacity is for funding such a luxury. What is so wrong in being prudent in the ordinary, pre-GB [Gordon Brown] sense of the behaviour? Unless someone has a secret plan waiting for a line of the description of ‘Crossrail’ which plan will be magically brought into play - delivering goodies and benefits that the world of transport has not heard of or experienced so far - as soon as there is operational line called Crossrail, there is no point in wasting breath on it. Let alone wasting scarce £Billions on it. And we knew why the scheme has had to be shelved in various forms before there has never been any economic justification for it. No wonder the official promoter of the Crossrail Bill ensured that neither MPs nor Peers could be allowed to really question anyone  about the hundreds of iffy, suspect aspects of the scheme. Not least of which has been its costs. As opposed to unproved economic or environmental benefits in the overall context.

"

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The KHOODEELAAR! CAMAPGN against Big Business agenda Crossrail hole scam has been part of a movement for the defence of the East End of London that had gone on for decades.

0430 GMT

London

Thursday

04 February 2010

The KHOODEELAAR! CAMAPGN against Big Business agenda Crossrail hole scam has been part of a movement for the defence of the East End of London that had gone on for decades.

That movement is active now in the continuing defence of all universally recognised rights, values and demands of the ordinary people in the East End of London.

The vehicle of our movement is and has been the rational one, again as based on universal criteria and standards as founded on the struggles of millennia for justice and say.

Our supporters have correctly perceived the direction and have shown, as in the following extract taken from one of the thousands of our posts published on UK Indymedia in 2006:

KHOODEELAAR! CONTEXTUAL action flashback to Wednesday 1 March 2006 when we demonstrated against the Crossrail hole scam-inviter clique in control of the Tower Hamlets Council. One participant in our demonstration, local [‘Bethnal Green and Bow constituency] MP George Galloway, invoked the 1930s spirit of the East End of London: THEY SHALL NOT PASS! The battle against Big Business MIC agenda continues on 4 February 2010 with Khoodeelaar! reiterating the resolution, "They shall not pass”.

0355 GMT

London

Thursday 04 February 2010

Editor©Muhammad Haque

KHOODEELAAR!  CONTEXTUAL action flashback to Wednesday 1 March 2006 when we demonstrated against the Crossrail hole scam-inviter clique in control of the Tower Hamlets Council. One participant in our demonstration, local [‘Bethnal Green and Bow constituency] MP George Galloway, invoked the 1930s spirit of the East End of London: THEY SHALL NOT PASS! The battle against Big Business MIC agenda continues on 4 February 2010 with Khoodeelaar! reiterating the resolution, "They shall not pass”.

[To be continued] 

Crossrail shall not pass through Brick Lane

03.03.2006 11:43

Me and my mates with you all the way.

We are ready to back you 100 percent and we are going to stop that CrossRail digging or vandalising our area.

I have mates in Stepney that are keen to come and join the fight against CrossRail

I have mates in Whitechapel that are getting organised to stop CrossRail attacking our east end.

Good luck to you brothers and sisters well done for this fight keep it up and we are with you all the way.

Solidarity and as Salaam to you all

East End Youth

George Galloway MP - summary of speech against Crossrail hole Bill

03.03.2006 16:52

This Edition of Khoodeelaaronline has been updated [3rd Edition of the day] at 1630 Hrs GMT on Friday 3 March 2006 from London United Kingdom

Key points from the speech against Crossrail hole delivered by George Galloway MP at the Khoodeelaar! demonstration on 1 March 2006:-

1. George Galloway MP for Bethnal Green and Bow spoke at the Khoodeelaar! Demonstration against Tower Hamlets Council over that Council’s role on Crossrail hole Bill, on Wednesday 1 March 2006 outside the ‘Town hall’ Mulberry Place in London E 14.

2. His first point was that he had just been to a meeting at the Home Office in London. He said that Tony McNulty, a Home Office minister, was about to publish new rules that would adversely affect the people in the Brick Lane London E1 area.

3. Galloway then stated factual links that explained the real agenda of the Blaired UK Government in its push for the Crossrail hole across the East End Borough of Tower Hamlets – to dispossess the people, to devastate the area and to make the area ready for takeover by the Big Business interests and Big capital

4. Galloway also recalled that the way that the Crossrail hole plan was being pushed had telling similarities with the way that the British Union of Fascists fronted by Oswald Mosley had targeted the then mainly-Jewish inhabited parts of the same East End of London. Galloway paid tributes to the fighters against Mosley’s Fascists and reiterated the determination of today’s. East End campaigners against the Crossrail hole attacks to stop the Crossrail passing through our area. “They shall not pass” said George Galloway, evoking the spirit of the 1930s East End anti-fascists. “They shall not pass” echoed the demonstrators. “Crossrail shall not pass” said demonstration leader Muhammad Haque., “Crossrail shall not pass” said the demonstrators.

[These khoodeelaar! news and events reports are to continue]

Tower Hamlets Crossrail-hole councillors behaved as bullies

04.03.2006 12:37

Khoodeelaaronline received [on Thursday 2 March 2006] comments from one of the speakers at the Khoodeelaar! demonstration against Crossrail-hole Council - outside the Tower Hamlets 'Town Hall' on 1 March 2006.

Speaking to KHOODEELAARonline, Kay Jordan, the director of the Spitalfields Small Business Association [SSBA] said,

“I am disgusted with the behaviour of those individuals who insulted a woman councillor and tried to undermine her confidence as she spoke in support of her motion.

That motion had more sense in it than the contents of the motions put forward by the whole lot of them on the subject over the past three years.

They are forcing the community to have no tolerance towards them. If they will not even show respect to a woman speaking in support of the community, which is what that motion was then what is the point of our having a so-called elected council?

Are they saying that they will bully us because they can do so in the safety of the council chamber?

Do they think we are stupid and won’t notice how they are treating this one councillor who had the guts to stand up and speak out against the wrong polices of this Council?

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KHOODEELAAR! arguing for the holding to account of Transport for London,[=TfL]. They are getting away with huge waste to the tunes of £Billions by incompetence & negligence and by constantly reciting PPP as ‘the cause’ of it all. PPP is wrong. But PPP is NOT ALL London's transport problems. Lack of proper audit and absence of democratic accountability of TFL and of the role of the holder of the post of ‘mayor’ in the name of the people of London is a far bigger problem. The real problem.

2010 GMT
London
Wednesday
03 February 2010

Muhammad Haque has in the past 15 minutes told the London daily Independent’s website [that is run via Microsoft’s LIVEJOURNAL for comments] the following:

Twitter, to End POVERTY

"As with most things passaged through a stooged HOUSE OF COMMONS, during the Blaired years, the measure approving of so much powers being given to the occupant in the post of mayor in the name of the people of London has been a major contributory factor to  the lack of accountability by transport for London. It is time that this really disastrous outfit were scrutinised. And fast. If it is held to account then £billions of public money will be saved and a significant quality difference – too long overdue -  will  at last begin to appear in the standard of transport 'service' in London.  It is widely agreed that ppp is a disaster. But ppp is not all the transport problems in London, not even over the underground issues. Let us have all the facts on all aspects of the mess that is London transport.  How about starting that scrutiny and accountability process by looking at the real conduct of transport for London?"

London's Tube deal can't close the gap

With yet another row erupting over the Underground upgrade programme, the fractious PPP deal looks as much part of the problem as ever

By Sarah Arnott

Wednesday, 3 February 2010

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Another week, another domestic in the "arranged marriage" between London Underground and Tube Lines, its public private partnership (PPP) bedfellow. The latest spat is over the upgrade to the Northern Line. But it is just the latest in the flurry of accusation, counter-accusation, denial, review and arbitration that characterises an arrangement fraught with financial and political dispute.

When Richard Parry, the London Underground (LU) chief executive, and Dean Finch, his opposite number at Tube Lines, faced the London Assembly's transport committee yesterday, there was almost no point of agreement. Even the third member of the panel – Chris Bolt, the independent arbiter tasked with setting the value of Tube Lines' second seven-year tranche of work, due to start in July – was unable to bridge the gaps.

It has been a troubled set-up since the start. Within five years of the PPP's creation in 2003, Metronet, the other private contractor, collapsed, costing taxpayers £2bn. The work was passed back to the public sector, in the shape of LU, leaving London's Tube network as neither one thing nor the other.

LU is now Tube Lines' customer for the delivery of upgrade and maintenance contracts on the Northern, Piccadilly and Jubilee Lines. But it is also its comparator – a situation that appears to work for no one but the lawyers. Against the background of long-standing political opposition from Transport for London, LU's parent organisation, the Tube Lines chairman David Begg recently described the PPP as "an arranged marriage where one partner does not want to be in it".

The situation is not improving. The first seven-year phase of the PPP is coming to a close, with considerable rancour over delays to the Jubilee Line upgrade it included. The second tranche, which covers substantial upgrades to the Northern and Piccadilly Lines, starts in June. But the two parties have been unable to agree a price.

Mr Bolt published his draft determination before Christmas, setting an initial value of £4.4bn on the work – some £400m more than LU's submission but a whopping £1.4bn below Tube Lines' assessment. Both parties' responses were delivered to Mr Bolt on Monday and he will publish a final decision on 4 March.

London's mayor, Boris Johnson, has also waded into the debate. Yesterday he urged the Government to pressure Tube Lines shareholders Bechtel and Amey to forego the £1.1bn he claims they are to receive in secondment fees. "You have an obligation to intervene immediately, either by funding the shortfall from government resources, or by persuading Tube Lines shareholders to give up their extraordinary returns in the light of their abject failings," he wrote to the Transport Secretary, Andrew Adonis.

In the meantime, the dispute over the planned closures which Tube Lines will impose to upgrade the Northern Line is emblematic of the confusion that dogs the PPP. Tube Lines originally said it would need 40 full weekends and 12 months of evening closures. Now it says it needs much more. So far, some 65 weekends have been put forward for approval, but Tube Lines estimates it will actually need 82 weekends and 16 months of evenings.

LU is drawing up the battle lines. "We are very concerned at the extent of the closure programme and we think it is unnecessarily disruptive," LU chief executive Richard Parry told the committee. But Tube Lines says it has already made huge concessions. Its chief executive, Dean Finch, said: "If we took the same methodology as on the Jubilee Line we would need 140 weekend closures."

The issue has been batted back and forth since June. And with no settlement in sight, the Northern Line improvements look set to be delayed before they have even begun. "I'm concerned that the extent of this programme of closures is more than is needed," Mr Parry said. "We are very concerned at this approach being taken and are not confident that the Northern Line will not overrun."

Tube Lines is already in the doghouse over delays on the Jubilee Line upgrade. Mr Finch said yesterday that the new signalling system will be used for passenger trains at weekends by the end of May and should be fully in service by the end of October, possibly even earlier. But it was due to be completed at the end of 2009 and Tube Lines will pay out £14-15m in penalties.

Even with such hefty fines at stake, Mr Finch is not willing to guarantee that the Northern Line upgrade will hit its January 2012 target, blaming LU for the uncertainty. "It is chicken and egg," he said. "If we can drive our signalling contractor to a more efficient methodology, we may be able to get to the 2012 date. But I can't say, because we don't know what access we need and that will depend on LU."

The difficulty in pinning down the plans for the Northern Line is nothing compared with the arbiter's task in setting the value of the overall contract. And there is a great deal still to play for.

Mr Bolt's draft determination in December rejected Tube Lines' claims that it deserved more money because of LU being a difficult client, explicitly leaving the company to make claims on a case-by-case basis. LU believes it scored a victory last week when a £327m compensation claim from Tube Lines was thrown out by the adjudicator. But, as with everything in the tangled world of the Tube, it may not be so simple.

The decision may even play out in Tube Lines' favour. Mr Finch says that the company lost the case simply because it waited too long after the event before making the claim. And Mr Bolt says he will now need to decide whether to build such losses into his final determination. "Had Tube Lines got a better outcome from the adjudication, then the issue of my adding in costs for the time and effort of dealing with LU wouldn't have arisen," he said yesterday. "But I will look at that again and if I am persuaded that costs arising from the behaviour of LU are not recovered in other ways I will have something in there."

Meanwhile, even the value of claims in the first seven-year tranche is the subject of dispute. Tube Lines says it has submitted £200m in claims over that period, and had £140m – or about 70 per cent – back. But LU rejects the figures, contending a success rate of 40 per cent. The arbiter says the figure is at least £100m, and could well be more. To further complicate matters, neither side can specify what proportion of those claims are for work that falls outside the scope of the original brief, and which result from the difficulties of LU as a client.

And that's not all. There is a second major disagreement, which concerns the cost of LU's upgrade of the Victoria Line – also central to projections for Tube Lines' work. More independent experts have been drafted in to resolve the discrepancy between the costs submitted by LU to the arbiter, and subsequent data provided under the Freedom of Information Act. The conclusions are now being fact-checked by LU and will go to Tube Lines next week. The outcome is crucial, and far from predictable.

"This is not a theoretical debate," Mr Bolt told the committee. "If it turns out that the Victoria Line costs are higher than originally represented by LU, then there will be consequential changes for Tube Lines' upgrade cost in the March determination."

To add an additional layer of uncertainty, both Mr Parry and Mr Finch are leaving their positions in the near future. Both maintain, with less passion, that there are areas of full collaboration between the two companies, and that their successors will work hard to maintain such teamwork. But given the structure of the PPP that binds them together, and the unavoidable fact that the cost of upgrading the Tube was significantly underestimated at the time the contract was put together, they will have their work cut out.

"The marriage is going badly wrong again," London Assembly member Valerie Shawcross concluded.

London Underground: Disputes saga

2000 London Regional Transport is replaced by Transport for London (TfL), with a board appointed and chaired by the Mayor.

2003 A public-private partnership (PPP) is created under which the Underground infrastructure is maintained by private contractors but the service is operated by TfL, through London Underground Limited (LU). Tube Lines, a consortium of Bechtel and Amey, now owned by Spain's Ferrovial, wins the contract for the Jubilee, Northern and Piccadilly Lines. The rest go to Metronet, which includes Balfour Beatty, WS Atkins, Bombardier, EDF Energy and Thames Water.

2005 The cracks appear. TfL commissioner, Bob Kiley, describes the PPP as "bordering on disaster" and Metronet's executive chairman, John Weight, is sacked. The company is massively behind, with only 13 of a scheduled 32 station refurbishments started, more than a year of delays on District Line train upgrades, and only 28km of track replaced, instead of 48km.

2007 Metronet collapses, costing the taxpayer £2bn and leaving its upgrade and maintenance commitments to be picked up by LU.

2009 Tube Lines' Jubilee Line upgrade misses the December deadline. LU and Tube Lines fail to agree the value of the second contract period, which includes upgrades to the Northern and Piccadilly Lines.

July 2010 Second seven-year review period starts.

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