Destination stations: the role of railways in regeneration

King’s Cross Station, London © User:Colin / Wikimedia Commons, via Wikimedia Commons

From Roman roads, to Victorian ‘cathedrals of steam’, transport has played a pivotal role in the development of societies and economies throughout history.

Today, rising energy prices, road congestion, and climate change, as well as reduced household sizes and an increased demand for urban living have put the potential benefits of urban transport hubs back in the spotlight.

Transit-orientated development

Transit-orientated development (TOD) is one response. An American-concept, it involves the creation of high-density mixed-use developments around a transit station or stop, such as a railway station, usually within a half-mile radius (a 10-minute walk approximately).  It may include office space, retail, leisure facilities and housing, as well as public areas and green space, and a variety of public transport options.

The aim is to create attractive, diverse, walkable places.  TOD can also help to significantly reduce traffic congestion and air pollution.

Stations as ‘destinations’

In Europe, TOD has yet to ‘catch on’. However, it shares many similar principles with the increasingly popular concept of developing railway stations as destinations in their own right – for shopping, working and socialising.  Railways often form an important part of a town or city centre, and the combination of transport node and central location has the potential to attract people in great numbers.

The redevelopment of London King’s Cross station and the surrounding industrial wasteland made it one of the first ‘destination stations’ in the UK.  Around the station, new homes, shops, offices, galleries, bars, restaurants, a hotel, schools and a university were created, along with 20 new streets, 10 new public parks and squares, and 26 acres of open space.  In fact, the redevelopment was on such a scale that the area now has its own postcode – N1C.

Some other key examples of newly developed ‘destination stations’ in the UK include Manchester Victoria Station and Birmingham New Street Station. Network Rail last year stated that they intend to create many more such ‘destination stations’.

Economic and social benefits

As well as environmental benefits such as reduced air pollution and traffic congestion, mixed-use developments in and around railway stations can help meet housing demand, and spur the economic and social regeneration of their surrounding communities.  Particular benefits can include:

  • Improved passenger experience/satisfaction
  • Attracting more businesses into an area
  • Improving the supply of labour for businesses
  • New job creation
  • Increased demand for food, retail and leisure facilities from greater numbers of commuters, residents and workers
  • Helping high streets to compete with online retailers and out of town developments
  • Contributing to public health goals through increased walkability of areas
  • Making good use of previously inaccessible/waste land

Government support

There is strong government support for delivering improvements around railway stations.

The recent Housing white paper recognises the regenerative potential of railway stations, viewing them as key anchors for the next generation of urban housing developments.

Two new sources of funding for railway station developments have also recently been announced: the second round of the New Stations Fund – a £20 million pot to build new stations or reopen previously closed stations; and the Station Regeneration programme – which aims to develop railway stations and surrounding land, while delivering up to 10,000 new homes.

Alongside this, there are also plans to release large amounts of unused railway land for housing – enough to build 12,000 houses across 200 sites.

Large and small

In addition to developments focused around one particular station or city, there are also a number of major railway-based infrastructure projects currently taking place.  Among these are the Edinburgh-Glasgow Improvement Programme (including recently approved plans to redevelop Glasgow Queen Street station), Great Western Electrification, Crossrail and HS2.  All of these have the potential to catalyse regeneration in their surrounding areas.

At the opposite end of the spectrum, there are also a number of successful smaller scale regeneration projects involving railways.

Addressing the challenges

The development of railway sites can pose a number of challenges, including contaminated land, fragmented land ownership and reconciling short-term economic development goals with the longer time scales necessary in larger infrastructure projects.

However, according to James Harris, a policy officer at the Royal Town Planning Institute, planners are ‘uniquely’ placed to work with landowners, infrastructure providers, developers and the local community to help deliver a strategic vision for these locations.

Planners should also be flexible and creative in their approach towards station redevelopments, focusing on outcomes rather than processes, says David Crook, assistant director of station regeneration at the Department for Business, Energy and Industrial Strategy’s Cities and Local Growth Unit.  In doing so, he says, planners can help make a station regeneration project ‘more than the sum of its parts’.


Follow us on Twitter to see what developments in public and social policy are interesting our research team. If you enjoyed this article, you may also be interested in our blog post ‘Reimagining travel: how can data technologies create better journeys?

Helping people with dementia to live well through good urban design

Earlier this year, the Royal Town Planning Institute (RTPI) published their first practice note on how good planning can play a stronger role in the creation of better environments for people living with dementia.

It summarises good practice guidance from Oxford Brookes University, the Alzheimer’s Society and the Scottish Government, among others.

Living with dementia

According to the Alzheimer’s Society, there are currently around 850,000 people living with some form of dementia in the UK.  Although the risk of developing dementia increases with age, it is not just a disease of the elderly.  There are currently around 40,000 people with dementia in the UK under the age of 65.

The vast majority of cases of dementia cannot be cured. However, there is a lot that can be done to enable someone with dementia to live well with the condition. Many people with dementia can continue lead active, healthy lives for years after diagnosis.  Even most elderly people with mild to moderate dementia can continue to live in their own homes.

The importance of good urban design

Evidence has shown that well-planned, enabling environments can have a substantial impact on the quality of life of someone living with dementia and their ability to retain their independence for longer.

For example, being within easy walking distance of shops and other local amenities can help people with dementia to remain physically active and encourages social interaction.

Having access to green space and nature also has particular benefits, including better mood, memory and communication and improved concentration.

Key characteristics of a dementia-friendly environment

Drawing on the principles set out in ‘Neighbourhoods for Life’, the RTPI advises that urban environments should be:

  • Familiar – functions of places and buildings made obvious, any changes are small scale and incremental;
  • Legible – a hierarchy of street types, which are short and fairly narrow. Clear signage;
  • Distinctive – including a variety of landmarks and a variety of practical features, e.g. trees and street furniture;
  • Accessible – access to amenities such as shops, doctor’s, post offices and banks within easy, safe and comfortable walking distances (5-10 minutes). Obvious, easy to use entrances that conform to disabled access regulations;
  • Comfortable – open space is well defined with public toilets, seating, shelter and good lighting. Background and traffic noise minimised through planting and fencing. Minimal street clutter;
  • Safe – wide, flat and non-slip footpaths, avoid creating dark shadows or bright glare.

Dementia-friendly communities

In addition to specific guidance on how to improve the urban environment, the RTPI practice note also highlights the crucial role of planners in the creation of ‘Dementia Friendly Communities’.

This is a recognition process, which publicly acknowledges communities for their work towards becoming dementia friendly.  It aims to involve the entire community, from local authorities and health boards to local shops, in the creation of communities that support the needs of people with dementia.

There are 10 key areas of focus.  Those particularly relevant to planning include:

  • shaping communities around the needs and aspirations of people with dementia;
  • the provision of accessible community activities;
  • supporting people to live in their own home for longer;
  • the provision of consistent and reliable transport options; and
  • ensuring the physical environment is accessible and easy to navigate.

There are currently over 200 communities across the UK working towards recognition as dementia-friendly.  Dementia Friendly East Lothian and the Dementia Friendly Kirriemuir Project are two such examples.

Local government policy

By 2025, it is estimated that the number of people diagnosed with dementia will rise to over one million.  Significant under diagnosis means that the number of people who experience dementia may be even higher.

However, the RTPI report that at present few local authorities have made explicit reference to dementia in their adopted local plans.

Worcestershire County Council and Plymouth City Council are notable exceptions:

  • Plymouth have set out their ambition to become a ‘dementia friendly city’ in its current local plan; and
  • Worcestershire are currently developing a draft Planning for Health Supplementary Planning Document that covers age-friendly environments and dementia.

A beneficial environment for all

While these are important first steps towards the greater recognition of the role of planning in supporting people with dementia, it is imperative that planning explicitly for dementia becomes the rule, rather than the exception.

Not only will this benefit people with dementia and reduce healthcare costs, it may also benefit the wider community, including young families, people with disabilities, and older people.

As the RTPI rightly state, “environments that are easy for people to access, understand, use and enjoy are beneficial to everyone, not just older people with dementia.”


More, better, faster: the potential of service design to transform public services

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For government at all levels – national, regional and local – the year ahead promises even greater challenges.  The need to provide more, better and faster services, using fewer resources, while responding to unprecedented levels of technological, demographic, and social change is greater than ever.

Increasingly, public sector organisations are taking an interest in the concept of service design as a means of responding to these challenges and developing better public services.

In this blog post, we provide an overview of service design and consider how it can contribute to public service innovation.

What is ‘service design’? 

Initially a private sector concept, ‘service design’ is an innovative approach that has successfully been applied to the public sector in order to ‘do more with less’.

The Service Design Network defines it as:

“the activity of planning and organising people, infrastructure, communication and material components of a service in order to improve its quality and the interaction between service provider and customers”

Some of service design’s key principles include:

  • the creation of services that are useful, useable, desirable, efficient, and effective;
  • the use of a human-centred approach that focuses on customer experience and the quality of the service encounter;
  •  the use of a holistic approach that considers in an integrated way strategic, system, process, and ‘touch-point’ (customer interaction) design decisions;
  • an implicit assumption of co-crafting services with users (e.g. co-production).

Approaching service design in this manner has a number of advantages, including improved knowledge of user requirements, lower development costs, improved service experience, and improved user satisfaction.

Indeed, in 2012, the UK Design Council has estimated that for every £1 invested in the design of innovative services, their public sector clients have achieved more than £26 of social return.

Service design in the public sector

How should service design be applied within the public sector?

A report by the Service Design Network, drawing on research by public service designers around the world, identified five areas of the public sector that are particularly relevant for service design:

  • policy making
  • cultural and organisational change
  • training and capacity building
  • citizen engagement
  • digitisation

The report presents a number of examples of the successful application of service design in the public sector.  Two such examples are highlighted below.

Case study: Transforming mental health services in Lambeth

The London borough of Lambeth was under pressure to cut mental health budgets by more than 20%, at the same time as experiencing double the average rate of prevalence of mental health issues in England. In response, it employed a service design approach to transform its model of care for people suffering mental health problems.

The transformation was achieved over several years. Lambeth incorporated the use of service design by introducing a social networking site called Connect&Do, employing in-house service designers and prototyping new services through a multi-agency hub for community-based wellbeing.

These have all contributed to making Lambeth an award-winning pioneer in participation and innovative, collaborative commissioning.

Case study: Transforming services for vulnerable people in Brent

Brent Council worked with a design partner to support the review of three areas: employment support and welfare reform; housing for vulnerable people; and regeneration.

The council also wanted to strengthen its internal capacity by developing an innovation hub and training a cohort of managers and officers in service design methods.

Three reviews were conducted in parallel by a multidisciplinary team of designers, researchers and managers. They conducted extensive research, including ethnographic interviews, observations, focus groups, pop-up community events, expert interviews, data analysis and visualisation. At key points, the teams came together to share insights and critique each other’s work as they progressed from research into idea-generation and prototyping.

The new innovation hub aimed to build staff capability, hold idea-generation events and provide an accepting environment for rule-breaking experimentation. It also included leadership development for innovation through specialist guidance of the senior management team.

Thinking outside the box

Service design encourages people to get alternative perspectives and develop creative solutions that go beyond their usual comfort zones. By doing so, it has the potential to positively transform public sector service delivery and improve efficiency. In effect, service design is all about viewing things from a different angle, which – as Albert Einstein observed – can often open up new possibilities:

“The significant problems we have cannot be solved at the same level of thinking with which we created them”


If you found this article interesting, you may also like to read our previous blog on service design.

Follow us on Twitter to see what developments in public and social policy are interesting our research team. 

Is it time to start building on the Green Belt?

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The tree which moves some to tears of joy is in the eyes of others only a green thing that stands in the way.”
William Blake, 1799

The forthcoming Housing White Paper from the Department for Communities and Local Government is expected to tackle the thorny issue of the Green Belt. Initially due for publication at the end of 2016, the paper has now been delayed twice, heightening speculation about its contents.

The Telegraph has suggested that councils are likely to be encouraged to make greater use of the controversial policy of ‘green belt swaps’. Green Belt swaps allow councils to remove protections on one part of green belt in return for creating a new area of protected land elsewhere.  This may enable councils to better meet demand for housing.  Current planning legislation for Green Belt swaps already exists, but often fails to work in practice. Proposals are often rejected at the planning stage due to the newly identified land failing to meet Green Belt definitions. The Times indicates that the White Paper may contain a more aggressive approach towards the use of the Green Belt for housing.

Potential benefits

There is no denying the need for more housing.  In general, experts agree that a minimum of 200,000 new homes will be needed each year in order to keep up with demand.

Recent government statistics on Green Belt in England in 2015/16 estimated that it covered around 13% of the land area of England. It has been argued that development on just 1% of reclassified Green Belt would allow for almost half a million new homes to be built. However, building upon the Green Belt provokes much passionate debate.

Proponents of green belt flexibility argue that:

Paul Cheshire, Professor Emeritus of Economic Geography, LSE, argues that many opponents of building on the Green Belt hold a romanticised image of the nature of the land, which is not truly representative of the majority of Green Belt land.

“Of course parts of the Green Belts are real environmental and amenity treasures, such as the beautiful bits of rolling Hertfordshire, the Chilterns or the North Downs. Or rather, the beautiful bits to which there is public access. Such areas really need to be preserved against development. But almost all Green Belt land is privately owned, so the only access is if there are viable public rights of way.”

He goes on to suggest selective building on the least attractive parts of Green Belts, which are close to cities where people want to live.

A similar sentiment is found in the recent LSE report ‘A 21st Century Metropolitan Green Belt’. Dr Alan Mace, Assistant Professor of Urban Planning Studies at LSE (one of the authors of the report) concludes that:

“People often look at the Green Belt and say, ‘who would want to lose this?’ but often they’re looking at land that is protected in other ways, such as Metropolitan Parks or Areas of Outstanding Natural Beauty, and this would not change. Some parts of the Green Belt are neither aesthetically pleasing nor environmentally valuable and these are the areas that should be looked at for potential development.”

Potential limitations

However, Green Belt swaps are not without potential problems.  For example, Shelter has cautioned that Green Belt flexibility “could create a mini industry in speculative land trading in Green Belt areas, making cheap land release much harder as landowners hold out for high prices”.

There is also much opposition to building on the Green Belt among the general public and environmental groups. Paul Miner, planning campaign manager at CPRE, is concerned that the Green Belt is being chipped away, arguing that, among its benefits, the Green Belt:

“…continues to provide impetus for urban regeneration, and makes environmental and economic sense in protecting the breathing space around our towns and cities.”

Perhaps Rowan Moore, writing in the Guardian, neatly describes the desire of many to protect the Green Belt when he states “The fact that it is named in the singular, although there are many green belts, indicates its status as an idea, even an ideal, as well as a place. It is part of English, if not British, national identity, protected by the shade of William Blake”.

Future policy

The government has remained tight-lipped on the contents of the White Paper, but if they do choose to include Green Belt swaps as a key feature of the paper, they will face an uphill battle in tackling public perception and reassuring environmental and conservation groups.

Reconciling these differences of opinion will not be easy.  Ensuring that there is no overall loss in the total land area and overall quality of the Green Belt will no doubt be a key step towards addressing this.


Follow us on Twitter to keep up to date with the latest news on the publication of the Housing White Paper and other planning policy developments.

Planning for an ageing population: designing age-friendly environments

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In the UK, increased life expectancy means that people can expect to live longer than ever before.  While this is clearly good news – and has a number of potential economic benefits – the shift in demographic structure towards an increasingly elderly population has a number of significant implications.

Following Wednesday’s blog post on the implications for planning of the ageing society, today we highlight some of the ways in which planners can help support the creation of age-friendly environments by influencing the design of the urban environment, transport, housing and the wider community and neighbourhood.

The importance of an age-friendly environment

Age-friendly environments are underpinned by three key factors:

  • Safety
  • Accessibility
  • Mobility

Such environments impact positively upon the quality of life of older people by enabling and encouraging physical activity and social connection.  This in turn has a beneficial impact upon their physical and mental health, and helps to tackle social exclusion – which can be a particular problem among older people.

Conversely, as the World Health Organisation (WHO) notes, poor design can have a negative impact:

“older people who live in an unsafe environment or areas with multiple physical barriers are less likely to get out and therefore more prone to isolation, depression, reduced fitness and increased mobility problems”

Creating an age-friendly environment

There are a number of areas in which planners may have an influence on the provision of age friendly environments:

  • the design of the urban environment
  • supporting appropriate transport options
  • the provision of age-appropriate housing
  • adequate neighbourhood and community facilities

Urban environment

In terms of the urban environment, green spaces are an integral aspect of age friendly environments.  Access to green spaces supports the physical activity of older people, makes a positive contribution to their health and wellbeing, and provides opportunities for social interaction.

Research has found that green spaces that are poorly maintained, perceived as unsafe, or contain potential hazards resulting from the shared use of parks and walkways are less likely to be used by older people.  Suggestions for improvement include the creation of small, quieter, contained green spaces and improved park maintenance.

Paths, streets and pedestrian areas are also a key planning consideration. Older people have greater reliance on pedestrian travel and are more likely to be physically active in areas that are pedestrian friendly.  The perception of safety also influences use – therefore, lighting and road safety measures can help to enhance this.

Adequate public toilet provision will also become an increasingly important issue.  Recent cutbacks have resulted in many public toilets being closed – in their review of public toilet provision in the UK Help the Aged noted that provision was sporadic. They found that the majority of older people had experienced difficulties in finding a public toilet, and even when toilets were found, they were often closed.

Transport needs

Responding to the transport needs of different groups will also present a key challenge. For example, an analysis of major European cities  by the Arup engineering consultancy found that older people typically make fewer journeys, use private cars less, public transport more (trams and buses in particular) and walk more.  In addition to this, older people’s typical walking speed – as well as the average length of walking trips – were lower than younger people’s patterns.  These differences must be considered when designing age-friendly environments.

The growing population of older people in rural and semi-rural areas, and the reliance on cars in areas with limited public transport options were also identified by Arup as important issues.

Age-appropriate housing

There will be increased demand for age-appropriate housing that meets the needs of older people as the population ages. People are likely to have longer periods of retirement and possibly longer periods of ill-health. As noted by the Future of an Ageing Population Project, unsuitable housing can damage individual wellbeing and increase costs for the NHS.

In order to meet demand, it will be necessary to both adapt existing housing stock, as well as ensure that new housing can adapt to people’s changing needs as they age.  Age-appropriate housing that supports independent living can reduce demand on health and care services, and positively enhance the lives of older people.

Thinking ‘beyond the building’

There is also a need to think ‘beyond the building’. It is thought that interventions that improve homes are likely to be less effective without similar improvements in the neighbourhood.  The ability to socialise and to access services is considered to be particularly important.

Therefore, planning for the provision of local shops and other community facilities such as GP surgeries, post offices and libraries, in tandem with an increased focus on walkable neighbourhoods and public transport provision, will help older people to be physically active and more independent.

Raising awareness

Despite a pressing need for action, the provision of age friendly infrastructure in the UK has been constrained by a lack of resources, and assigned a relatively low priority.  However, there is growing recognition of the need to raise awareness of the potential effects of the ageing population and its implications for the design of cities, towns and villages across the UK.

Planning departments cannot address these implications in isolation.  However, for their part, knowing and understanding the potential implications of the UK’s ageing population is a positive step towards the creation of a successful age-friendly built environment.


For further information, you may be interested in our other blog posts on the creation of age-friendly towns and cities and the economic opportunities presented by an ageing society.

We have also published two members-only briefings on Ageing, transport and mobility and Meeting the housing needs of older people.

Planning for an ageing population: some key considerations

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On average, the UK’s population is becoming older and living longer, healthier lives.  This is due to historically low fertility rates and reduced mortality rates.  Between 2014 and 2039, the government predicts that over 70% of UK population growth will be in the over 60 age group. Although this trend is partially countered by migration, by 2037 there will be 1.42 million more households headed by someone aged 85 or over.

The implications of population ageing for society are so complex and far reaching that they are impossible to fully predict. However, a key priority is the provision of age-friendly environments.  This is where local government, and planning departments in particular, have a crucial role to play.

In this blog post – the first of two on the implications of population ageing for planning – we highlight some key areas for consideration.

Some areas will be more affected than others

While headline-grabbing statistics paint a very clear picture of the significant growth in the number of older people that is predicted, often they obscure the subtleties of the way in which population ageing will occur across the UK.

In reality, it is likely that population ageing will not occur equally in all areas of the UK.  The degree to which some local authorities – and therefore planning departments – will be affected varies considerably.

The impact of population ageing is measured by a ‘dependency ratio’ – the number of people aged over 65 for every person between 16 and 64.

Recent research has found that coastal localities are likely to have higher dependency ratios than urban areas.  Urban areas will, however, experience a larger overall number of older people.

Dependency ratios will vary considerably between local authorities.  On average, it is predicted that by 2036, there will be over four people aged over 65 for every 10 people aged between 16-64.  However, local figures are likely to vary – from just over 1 in 10 in Tower Hamlets, up to 8 in 10 in West Somerset.

You can see how your own area is likely to change in an interactive map created as part of the Future of an Ageing Population Project.

Differences between the ‘young old’ and ‘older old’

And while there is awareness of the growth in the overall numbers of ‘older people’, another complexity is that ‘older people’ are not a homogenous group. 

As life expectancy increases, the differences between different age groups become more significant.  For example, there are variations in the needs, tastes and lifestyles between the ‘older old’, i.e. those aged over 80, and the ‘young old’ who are just approaching retirement age.

Some planning departments are already taking this into consideration.  Northumberland County Council – who have a higher than average number of older people within their population – use a three phase definition as part of their strategy to prepare for the ageing population. They categorise ‘older people’ into three distinct groups: older workers; ‘third agers’; and older people in need of care.

Understanding social impact and interpretation

The physical environment is commonly understood to be a ‘societal context’ in which ageing occurs.  This is reflected in the term ‘physical-social environment’ – it suggests that there is no physical environment without social interpretation.

However, recent research has found that while planners were reasonably aware of the physical needs of older people, they were less aware of the social and economic contexts of older people’s lives.  This included the links between wellbeing and attractive environments, green space, activity and health, and the positive impact of place attractiveness on social interaction.

Related to this, older people’s social interpretation of the built environment – including the importance of place meanings, memories and attachments ­– is likely to become an increasingly important consideration for planners.  As too is the potential effect of redevelopment on older people – which may include feelings of insecurity and alienation, disorientation, loss of independence, and social exclusion.

Involving older people in the planning system

How to effectively involve older people in the planning system in an increasingly technology-dependent age will pose a number of challenges.

Planners will need to think creatively about options for engagement.  Increasingly, social media platforms and other online media have been used to engage with users.  However, these technologies may not be readily accessible or easily used by older people due to a lack of technological skills or access to the internet.

Older people may also need certain adaptations to support them to become involved – either online or in person – if they have physical or other disabilities.

Negative assumptions about technology’s usefulness held by some older people may need to be challenged or worked around.

Supporting healthy and happy lives

There is no way to fully predict the impact that population ageing will have across all sections of society.  Developing our understanding of the way in which the built environment can help to support and enable older people to live happy and healthy lives – and the implications of this for planning towns and cities across the UK – is increasingly important.

In our next blog post we will look at some of the ways in which planners can help support the creation of age-friendly environments through their influence on the design of the urban environment, transport, housing and the wider community and neighbourhood.


For further information, you may be interested in our other blog posts on the creation of age-friendly towns and cities and the economic opportunities presented by an ageing society.

How to become a more effective coach

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Coaching can be described as the use of positive support, feedback and advice to help improve personal effectiveness.

Its use within the work environment is not a new concept.  Indeed, according to the CIPD, 9 out of 10 organisations already use coaching by line managers, and 2 out of 3 use external coaches.

However, despite its prevalence, there is very little research evidence about what makes a ‘good’ coach and whether coaching actually works.

The Institute for Employment Studies (IES) are among those working to address this.  In August, they published a report which explored the factors leading to coaching success, from both the coach and the coachee perspective.  They also examined the nature of an effective coaching relationship and set out practical advice for organisations on how to improve coaching elements of everyday work.

The key to success

They found that, according to coachees, the most important characteristics of a coach were:

  1. Communicates clearly (including the ‘ability to listen’, ‘ask good questions’ and being ‘non-directive’)
  2. Displays emotional intelligence (e.g. ‘presence’, ‘emotionally involved’, ‘awareness’, ‘connection’, ‘sensitive’, ‘empowering’, and ‘authentic’)
  3. Has experience within the coachee’s industry
  4. Is challenging but supportive
  5. Displays acceptance of the coachee

In the context of achieving successful outcomes from coaching specifically, coachees felt that successful coaches:

  1. Displayed acceptance of the coachee
  2. Were calm
  3. Displayed self-confidence
  4. Were organised
  5. Had experience within their industry

The characteristic ‘has experience within my industry’ was of particular interest.  Whether or not coaches need experience of the industry in which their coachee works is a point of contention between different coaching researchers and practitioners.  Based on this research, the IES suggest that industry experience may help to improve coach credibility, but also note that who coaches are has importance to coachees, not just what they do”.

They conclude that “the key to effective coaching lies within the coachee having respect for the coach’s ability. A coachee can also derive comfort from the coach’s experience in dealing with situations, and in the coach’s confidence and manner”.

While the characteristics perceived as important by coach and coachee were broadly similar, it was noted that coaches being organised, calm and self-confident was considered very important to coachees – much more so than to the coaches themselves.

In terms of the coaching relationship, the coach having ‘similar values’ was considered the key to success.   It is thought that such shared values may promote the sense of connection between the coach and coachee.  The coach being the same gender, age or having a similar personality was less important to the development of a successful coaching relationship.

Addressing the barriers

The majority of coachees felt that their coaching was effective.  However, there is clearly room for improvement – around 1 in 10 people felt that their coaching was of limited or no effect at allPrevious research by the IES has also shown that as many as 84% of coachees have faced barriers to their coaching experience.  These include:

  1. Unclear goals
  2. Emotions getting in the way
  3. Lack of commitment
  4. Unsupportive boss
  5. Defensiveness

Coachees also faced difficulties with:

  • Their own readiness and engagement
  • The coaching model used
  • Organisational culture/boss
  • Coaches skills or manner
  • External events
  • The coaching relationship

Awareness of the barriers commonly experienced by coachees and the factors coachees perceive as contributing towards their success is a useful first step towards developing and adopting effective coaching practices.

Improving coaching practice

According to the IES, their research on coaching is a conscious attempt to “shift away from ‘guru’- led coaching practices to research-informed and evidence-based practices”.  Based on their research to date, they offer the following advice for coaches and line managers:

  • Not to worry about having less experience than coachees – that the coachee having respect for your ability is more important
  • Weave reflection into everyday coaching practice after each session/encounter – consider how to best help your coachee, how your coaching made a difference, and how your coaching compares to that of others
  • Obtain feedback from your coachee about what you did that made the coaching successful (or unsuccessful) for them, and ask them to contribute to collective feedback mechanisms such as evaluation surveys

Follow us on Twitter to see what developments in public and social policy are interesting our research team. If you found this article interesting, you may also like to read our briefing on coaching and mentoring.

Equal to the task? Addressing racial inequality in public services

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Throughout October, a series of events to promote diversity and equality will take place as part of Black History Month. Although there are many achievements to celebrate, it is an unfortunate fact that many people in the UK today still experience disadvantage due to the colour of their skin.

Over the summer, reports by the Equality and Human Rights Commission (EHRC) and the UN Committee on the Elimination of Racial Discrimination (CERD), found that racial inequality in the UK was ‘worryingly high’.

In its biggest ever review of race inequality in the UK, the EHRC concluded that:

“while for certain people life has become fairer over the past five years, for others progress has stalled and for some– in particular young Black people – life on many fronts has got worse.”

Audit of racial disparities announced

The government responded quickly by announcing an audit of racial disparities in public services. It promises to ‘shine a light on injustices as never before’.

From summer 2017, Whitehall departments will be required to identify and publish information annually on outcomes for people of different backgrounds in areas such as health, education, childcare, welfare, employment, skills and criminal justice.

As well as enabling the public to check how their race affects the way they are treated by public services, the data is also intended to help force services to improve.

The audit is being called ‘unprecedented’ – and it certainly is – up until now, public services in the UK have not systematically gathered data for the purposes of racial comparison. Indeed, according to the FT, very few countries, if any at all, currently produce racial impact audits.

‘Worryingly high’ levels of racial inequality

The audit will have its work cut out.  The review by the EHRC found that, compared to their White counterparts, people from ethnic minorities were more likely to be:

  • unemployed
  • on low wages and/or in insecure employment
  • excluded from school
  • less qualified
  • living in poverty
  • living in substandard and/or overcrowded accommodation
  • experiencing mental and physical health problems
  • in the criminal justice system
  • stopped and searched by police
  • a victim of hate crime
  • a victim of homicide

Institutional racism

Similarly, the CERD findings into how well the UK is meeting its obligations under the International Convention on the Elimination of All Forms of Racial Discrimination (ICERD) raised serious concerns about the level of institutional racism in UK public services. Omar Khan, of the Runnymede Trust, suggested that the findings would ‘embarrass the UK on the world stage’.

Longstanding inequalities in access to services, the quality of care received and patients’ health outcomes were criticised, as was the over-representation of persons belonging to ethnic minorities in psychiatric institutions.

The committee echoed the EHRC’s concerns regarding higher unemployment rates and the concentration of persons belonging to ethnic minorities in insecure and low-paid work.  They also criticised the use of discriminatory recruitment practices by employers.

In education, there were concerns regarding reports of racist bullying and harassment in schools, and the lack of balanced teaching about the history of the British Empire and colonialism, particularly with regard to slavery.

The committee also concluded that there had been an outbreak of xenophobia and discrimination against ethnic minorities, particularly since the EU referendum campaign.  Indeed, the rise in post-Brexit racial tensions has been widely acknowledged.

Equal to the task?

Although the audit has been welcomed by many, including the EHRC, others have raised concern about the extent to which it will tackle the root of the problem.  Danny Dorling, of Oxford University, remains sceptical, stating that “within two or three years every single one of these audits is forgotten”.

Some have noted that in order to be effective, the audit will also have to capture outcomes for migrant families, and for poorer White people, who also suffer from discrimination and disadvantage.  Others, including Labour’s Angela Rayner, shadow equalities minister, have noted that there is a ‘huge gap’ in the review as it would not include the private sector.

The EHRC have called upon the government to createa comprehensive, coordinated and long-term strategy to achieve race equality, with stretching new targets to improve opportunities and deliver clear and measurable outcomes.”

Certainly, the data produced by the racial equality audit may well provide some basis for the establishment of such targets.

So while this October there is cause for celebrating the progress made so far, the findings of the EHRC and the CERD underline just how entrenched and far-reaching race inequality remains.  As the EHRC states:

“We must tackle this with the utmost urgency if we are to heal the divisions in our society and prevent an escalation of tensions between our communities.”


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Makerspaces – bringing creativity and innovation to communities

ernycfwp8iBy Donna Gardiner

Makerspaces, hackerspaces, fab labs, hack labs – the variety of terms can seem a little bewildering at first.  Although there may be subtle differences between these, essentially they all share the same key features:

  • the provision of a shared space where people can come together to share skills, ideas and equipment
  • a focus on informal, peer-led, networked ‘learning by doing’
  • an encouraging and inclusive environment, where people of all skill levels are welcome

As well as the names used, makerspaces can also vary widely in terms of their size, the tools offered, and their governance and membership models.

Makerspaces have grown from the increasing popularity of ‘maker culture’ – in which people enjoy designing and creating new objects, as well as tinkering with existing ones.  In the UK, the number of makerspaces is growing rapidly – there are currently around 100 – with at least one in nearly every UK city, and at least two in every UK region.

What sort of activities do they include?

Makerspaces most commonly provide access to machinery like 3D printers, electronics, soldering guns, laser cutters, and sewing machines.

However, other activities that makerspaces may facilitate include:

  • computer programming
  • robotics
  • video production
  • music making
  • print making and photography
  • woodworking and wood carving
  • ceramics and sculpture
  • baking, homebrewing, winemaking, and pickling
  • urban agriculture and composting
  • handmade cosmetics and perfumes
  • hairdressing lessons
  • kit cars, vehicle tuning, electric vehicle conversion

Aside from the physical resources, one of the key benefits of makerspaces is that they attract skilled and enthusiastic people who are happy to share their knowledge with others.

Makerspaces within libraries

The makerspace ethos of providing equal access to knowledge resources is not a new concept; libraries have been doing this for many years!

The increasing popularity of makerspaces has led to many forward thinking libraries establishing makerspaces of their own, particularly in the US.  One of the first to do this was the Fayetteville Free Library in New York – which has three distinct makerspaces – one lab for digital creation, one for physical creation, and a makerspace for children aged 5-8. It also runs a number of different programmes and clubs for both adults and children.

Makerspaces are also becoming more common within school and academic libraries too.

In the UK, library makerspaces are still in their infancy. However, there are a few notable trailblazers, including:

Wider benefits of Makerspaces

The main reasons people tend to use makerspaces are for socialising, learning and making. However, there is growing interest among researchers in the wider benefits of makerspaces.

Such community benefits include:

  • enabling minorities or underrepresented populations, like women or people with disabilities, to become involved with technology or other fields they may not have previously considered
  • tackling social isolation among older people by providing a means for them to connect with others (similar to Men’s Sheds)
  • providing a ‘space for communities’ and reinforcing the library’s role as a hub of community activity and information
  • crowdsourcing’ community skills and voluntary effort – for example, the E-Nable community where volunteers produce prosthetic limbs for people with disabilities

From an educational perspective, makerspaces in libraries can also help to:

  • build links between libraries, schools, colleges and universities
  • promote STEM education and careers, particularly among underrepresented groups
  • develop students’ critical thinking skills and ability to learn from failure

And for libraries themselves, the provision of makerspaces may help to

  • increase footfall, particularly among young people
  • position the library as a ‘platform’ where it can be used by the community for a range of different things, beyond traditional book lending

There is also potential for makerspaces to be used by local councils to fill empty shops and attract people back to the high street. For example, South London Makerspace recently received funding from the GLA High Street Fund.

Although there are some issues to address, particularly around encouraging users from diverse backgrounds, makerspaces present a fantastic range of opportunities for encouraging creativity and fostering connections in and between communities.


We regularly blog on community issues such as tackling social exclusion. If you enjoyed this article, read our articles on Men’s Sheds and regenerating High Streets.

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Is 20 plenty? The evidence for lower speed limits

20mph

Image from Flickr user Edinburgh Greens via Creative Commons License

By Donna Gardiner

This week (18-25 May) it’s Walk to School Week – where parents and children are encouraged to leave the car at home and experience the benefits of walking to and from school.

The campaign is particularly important given recent evidence which suggests that the number of children who walk to school is falling. The most recent Department for Transport National Travel Survey found that only 42% of children walked to school regularly in 2013, compared to 47% in 1995/97. Indeed, Britain has one of the lowest levels of children walking or cycling to school in Europe.

A recent YouGov survey of 1,000 parents of five- to 11-year olds in Great Britain found that speeding traffic was the main reason that parents no longer let their children walk to school. In particular, 39% felt that school-run traffic was dangerous. Almost two-thirds reported that they would like to see car-free zones outside both primary and secondary schools, as well as 20 mph speed limits in surrounding areas.

20 mph limits and zones

The introduction of 20 mph speed limits and zones has received widespread interest of late, with a number of large schemes, such as the one planned in Edinburgh, capturing the headlines. The Edinburgh scheme is particularly notable for its scale. It covers over 80% of the city’s roads – effectively making 20 mph the default speed for all of its urban areas. Implementation is due to start in late 2015.

At the other end of the UK, the London Borough of Hackney has this week begun the rollout of its own 20 mph scheme, through which more than 99% of the borough’s roads will become subject to 20 mph limits by October 2015.

The Edinburgh and Hackney schemes join a host of others across the UK, including those in inner London, Liverpool, York, Bath, Bristol, Manchester, Newcastle, Brighton, Oxford and Glasgow.

Support for further implementation

Numerous campaign and road safety groups have called for the greater implementation of 20 mph zones and limits across the UK, including the Royal Society for the Prevention of Accidents (RoSPA), Sustrans, the Campaign for Better Transport, CTC – the national cycling charity, 20’s Plenty for Us, The Slower Speeds Initiative and the European Transport Safety Council (ETSC).

The UK Government have also shown support for the wider implementation of 20 mph zones and limits. In 2013, they published revised guidance to make it easier for local authorities to implement 20 mph limits and zones in their areas, and earlier this year, new guidance which further supports 20 mph limits was published by Transport Scotland.

There is also clear evidence of the public’s desire for lower speed limits. A recent YouGov survey found that the majority of respondents supported the introduction of 20 mph speed limits in residential streets (65% support or strongly support) and busy shopping areas and busy streets (72%). Improved road safety and children’s safety were the key reasons for this, along with other reasons – such as making our streets more pleasant to live in, encouraging more walking and cycling, reducing noise and improving the quality of life.

The YouGov survey echoes the findings of the British Social Attitudes Survey 2013, which found 68% of people to be in favour of 20 mile per hour speed limits in residential streets.

Talking of the Hackney scheme, Cllr Feryal Demirci, Cabinet Member for Neighbourhoods and Sustainability, Hackney Council neatly summarises the anticipated benefits of 20 mph zones:

“We strongly believe this 20 mph rollout will be better for everyone. It will mean a safer, calmer and more liveable neighbourhoods for all residents, leading to more walking, cycling and playing outside, which in turn will have a positive impact on health and the community.”

Evidence of the benefits

But does the evidence support these anticipated benefits?

One of the most commonly cited benefit of lower speed limits is improved road safety, resulting from a reduction in the number and severity of collisions. There is widespread evidence that this is the case – for example, research published in the BMJ in 2009 concluded that 20 mph zones were effective measures for reducing road injuries and deaths. Specifically, their introduction was associated with a 41.9% reduction in road casualties, with the effect being greatest in younger children and for the category of killed or seriously injured casualties.

Similar findings have been reported elsewhere, for example, in a review of evidence reported to the London Road Safety Unit, in research by the DfT and by the SWOV Institute for Road Safety Research.

There is also evidence that lower speed limits may help to tackle health inequalities. This is because children and young adults are more at risk of road traffic accidents within poorer localities than in richer urban neighbourhoods. Indeed, in January 2014, Danny Dorling, Halford Mackinder Professor of Geography at the University of Oxford, went as far as to claim that implementing 20 mph speed limits was the main way in which local authorities could effectively improve the health of the local population and reduce health inequalities.

Similarly, research published in the Journal of Public Health in 2014 reported that targeting 20 mph zones in deprived areas may be beneficial. It also concluded that “20 mph zones and limits were effective means of improving public health via reduced accidents and injuries”.

Improved public health is another often cited benefit of lower speed limits. Evidence from Bristol and Edinburgh demonstrates that 20 mph zones do indeed encourage increased levels of physical activity, including walking and cycling, and there is also evidence that they improve resident quality of life, through increased opportunities for social interaction and less noise and air pollution.

The reduced levels of pollution also mean that lower speed limits can be better for the environment.

Finally, there is also some evidence that 20 mph zones may result in increased local economic activity – with improved walking environments having many potential benefits for local business. Research conducted by Living Streets in London also found that pedestrians tended to spend more than those arriving by car.

Driver concerns and attitudes

Despite the evidence in their favour, 20 mph zones are not always welcomed with open arms. There remain a number of concerns about the implementation of 20 mph zones, including fears that they may lead to increased levels of congestion, increased carbon emissions, suffer from a lack of enforcement, increase journey times, and increase emergency response times.

Most of these concerns have been countered by research evidence; however, attitudinal barriers remain. In an analysis of a YouGov survey of public attitudes towards 20 mph zones, Professor Alan Tapp of UWE Bristol, reports that a sizable minority of people (31%) claim that ‘If a 20 mph speed limit is introduced, I may not stick to it’. He also points out that 49% felt that ‘It is just too difficult to stay at 20 mph’ and almost a third of people (30%) thought that 20 mph is an example of a nanny state.

The way forward

So despite the progress that has been made, there is clearly still some way to go before 20 mph limits and zones become a fully accepted part of UK towns and cities. Implementing more 20 mph limits is only the start – it seems that there is also a need for local authorities to tackle the negative perceptions of 20 mph zones held by many drivers in order to ensure that 20 mph limits are adhered to in practice.

Sharing evidence of the positive benefits of 20 mph zones and demonstrating that many of the main concerns associated with them are ill-founded is likely to play an important part in encouraging more positive attitudes, changing driver behaviour, and in turn, make streets safer and more enjoyable for children and adults alike.


 

The Idox Information Service can give you access to further information on improving road safety. To find out more on how to become a member, contact us.

Further reading:

Addressing health inequalities: five practical approaches for local authorities (Perspectives in Public Health, 2014)

Reducing unintentional injuries on the roads among children and young people under 25 years (Public Health England, 2014)

Road safety and public health (The Royal Society for the Prevention of Accidents, 2014)

Achieving safety, sustainability and health goals in transport (Parliamentary Advisory Committee for Transport Safety (PACTS), 2014)

Unlimited aspiration for a calmer city (speed limits) (Local Transport Today, 2011)

Sign of the times (20 mph speed limits in Portsmouth) (Parking Review, 2010)

Review of 20 mph zone and limit implementation in England (Department for Transport, 2009)