At a time when finding up-to-date and accurate information has never been more important, organisations and individuals in the public, private and third sectors need to know where the best resources are.
All members of the Idox Information Service have access to the Idox database, which contains thousands of reports and journal articles on public and social policy.
The subjects range from planning and infrastructure to housing, health, education and culture. Each entry provides full bibliographic details, as well as an abstract summarising the key information contained in the original item.
Keywords and subject headings are allocated to each record, making it more likely to appear when searching for relevant items. Often, the abstract is enough to provide a searcher with the information they need. But if the full document is required, this is available, either online or by download.
The database is a highly respected library of high quality information, and brings together a wealth of articles and reports that are not available in a single source elsewhere.
To provide a flavour of what the database contains, here’s just a selection of the hundreds of items that have been added since the beginning of 2018.
End rough sleeping: what works
Published by Crisis
This report explores effective ways of tackling rough sleeping, drawing on a review of international evidence. The authors discuss key findings, impacts and barriers in relation to nine key interventions: hostels and shelters; Housing First; Common Ground; social impact bonds; residential communities; ‘no second night out’; reconnection; personalised budgets; and street outreach services. The report also highlights opportunities to improve the evidence base.
Fostering (House of Commons Education Committee report)
Published by The Stationery Office
In 2017, the Commons Education Committee conducted an enquiry into the foster care of children in England. The resulting report focuses on valuing young people and foster carers. As well as looking at the support for young people, including placements, engagement and transition to adulthood, the report considers the working conditions of foster carers, including financial support, employment status and training. The report concludes that foster care provides an invaluable service to society, but notes that England’s foster care system is under pressure. The Committee makes several recommendations for government, including the establishment of a national college for foster carers.
Still planning for the wrong future?
Published in Town and Country Planning, Vol 86 No 12 Dec 2017
Inactivity is one of the main factors impacting on health, and this article considers how planning may be a cause of, and a solution to, inactivity. The article discusses the health consequences of mass motoring in urban areas and the need to develop healthy communities through planning. The author calls for planning to develop more walkable, cyclable and public transport-based places, and recommends that places should be designed to make active and public transport more convenient than driving in order to increase physical activity and improve health.
Preparing for Brexit
Published by the Greater London Authority (GLA)
Brexit is, of course, a significant issue, and is likely to affect many different areas of public policy, from trade and the economy to public spending and devolution. The Idox database is collecting a growing library of reports and articles covering this important topic. This GLA report, for example, considers different scenarios to model five possible outcomes for the UK and London of the UK leaving the European Union (EU) Customs Union and Single Market. The report draws on data from the Office for National Statistics (ONS) and the macro-sectoral model, E3ME, and suggests that the more severe the type of Brexit, the greater the negative impact will be on London and the UK. It predicts that Brexit will not only reduce the size of the UK economy, but also put it on a slower long-term growth trajectory.
Work harder (or else)
Published in People Management, Mar 2018
Poor productivity is one of the most acute problems affecting the UK economy. This article suggests that the key to improving productivity lies with developing a happy, engaged and well-motivated workforce. And to reinforce the argument, the author provides evidence from a crystal glass products company in Cumbria. The article explains that since the company introduced a collective bonus for all employees based on turnover and margin improvement, turnover has almost doubled and gross margins have more than tripled. The article attributes this success to the company’s staff working together to make small, continuous improvements.
Plastic not so fantastic
Published in Envirotec Mar/Apr 2018
Increasing concerns about the scale of plastic waste, particularly in the world’s oceans, has pushed this issue to the top of the political agenda. This article reviews government and industry responses to the problem, including the benefits and drawbacks of deposit return schemes.
These are just a few examples, but there are many more reports and articles in the Idox database. For most of these items, full text access is also available, either via website links or through our document supply service.
Access to the Idox database is just one of the services provided to members of the Idox Information Service. Other benefits of membership include our enquiries service, a weekly current awareness bulletin and fortnightly topic updates.
If you would like to know more about the benefits of Idox Information Service membership, please get in touch with our customer development team today.
You can read more about the Idox Information Service in these recent blog posts:
- Another satisfied customer! How the Idox Information Service is keeping our members in the know
- Introducing the Idox Information Service … supporting evidence use for over 40 years
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By Steven McGinty
The government’s flagship digital identity programme, GOV.UK Verify, has not been short of problems lately. However, news that benefit claimants have been unable to register for the new Universal Credit (UC) because of problems using the service highlight that its failings are having real-world consequences.
In February, government statistics showed that only 30% of claimants were able to use GOV.UK Verify – well below the projected 80%. Further, research in the London Borough of Croydon found that even with one-to-one support only one in five people could prove their identity.
A history of problems
Problems were identified in the National Audit Office’s Digital transformation in government report in March 2017. The NAO found that the service, which was expected to simplify how citizens verified their identity to government agencies, had missed its initial launch date of 2012. Instead, only nine out of twelve services had been launched four years later in 2016.
Government departments who were expected to come on board have also thought twice. In December 2017, NHS England’s chief digital officer Juliet Bauer announced that they’d be developing their own digital identity system (although did suggest that GOV.UK Verify may be used for services which have less sensitive information). Similarly, HMRC announced last month that they will develop their own identity service – based on their 15-year-old Government Gateway Service – with rumours suggesting they have no confidence in the government’s solution.
With this backdrop, it’s unsurprising that Civil Service Chief Executive and Cabinet Office Permanent Secretary John Manzoni has brought in management consultancy McKinsey to conduct a review into how digital identity could work within the public sector.
Community Weekly’s Editor in chief, Bryan Glick, suggests this review could lead to a fundamental rethink and the introduction of ‘Verify Compliant’. He explains that:
“Verify could become a brand name, rather than a product produced by GDS. That brand name will encapsulate a set of digital identity standards, for use across the public and private sectors. If you want to be part of the UK’s digital identity infrastructure, you need a product that is “Verify compliant”.
The impact of Brexit
David Bicknell, editor at Government Computing, suggests that Brexit preparations have pushed the transformation strategy – including GOV.UK Verify – off the agenda.
However, Government Digital Service (GDS) director general Kevin Cunnington has a different take on things. In his view, the GDS is continuing to deliver improved digital services, highlighting that GOV.UK Verify is available to local councils and is used by the Land Registry to support their new digital mortgage service.
Why the UK needs to tackle digital identity
People are increasingly using digital services to shop online, pay bills, and to interact with different levels of government. However, even though technology has dramatically changed, much of how people prove their identity is still paper based. For instance, paperless bank account holders still have to request paper documents to prove their address (possibly at an additional cost).
New industries such as the sharing economy, which includes the likes of Airbnb and Uber, rely on secure digital identity verification. Government has a responsibility to lead from the front and protect this ever-growing number of customers. For example, Airbnb customers across the world have experienced thefts from properties from criminals using false identification.
More generally, there has been a rise in identity fraud. According to fraud prevention charity Cifas, this now represents the majority of all fraud cases (approximately 56% in the first six months of 2017). An inability to verify identity is likely to have contributed to this increase.
In addition, many people are financially and socially excluded by a lack of photographic identification ID such as a passport or a driver’s license – particularly those from low income backgrounds or who have been in prison. This lack of ID can act as a barrier when applying for government benefits or financial services.
Gunnar Nordseth, CEO at digital identity provider Signicat, also argues that a failure to introduce a digital identity scheme could have serious consequences for the UK’s financial industry (especially the emerging fintech sector). He explains that GOV.UK Verify isn’t ‘fatally flawed’ but needs to be more ambitious, observing that:
“Unlike other European digital ID schemes GOV.UK Verify is limited to the public sector, does not support financial services and is not interoperable with its continental counterparts.”
Tackling the digital identity crisis won’t be easy. But recent statements acknowledging the challenges of GOV.UK Verify and the calling of a review suggest the Government Digital Service (GDS) are listening to concerns.
However, this time for reflection mustn’t last too long. Getting digital identity right has the potential to improve services for citizens, create efficiencies in government and business, and ensure the UK’s place as a world leader in the burgeoning digital economy.
The Knowledge Exchange provides information services to local authorities, public agencies, research consultancies and commercial organisations across the UK. Follow us on Twitter to see what developments in policy and practice are interesting our research team.
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Last year, we reported on the rapid rise of bike-share schemes around the world. Since then, bike-sharing has continued to grow in its existing strongholds, while new schemes have been launched in places as varied as Lisbon and Detroit. But the nature of bike-sharing has also undergone dramatic changes, with some welcoming the new developments, and others branding them a public nuisance.
The most significant change has been the rise of dockless bike-sharing schemes. Over the past four years, two companies – Ofo and Mobike – have transformed bike-sharing in China, enabling people to rent a bike simply and quickly with the aid of a smartphone app. There are no pick-up or drop-off bike stations; cyclists simply find a bike using a GPS locator, pay and go. When they’ve reached their destination, cyclists can leave the bikes wherever they please.
Ofo, Mobike and a growing number of rivals have revolutionised transportation in China. Half the population of Beijing – 11 million people – have registered for the schemes; across the country, more than 100 million bike-share apps have been downloaded. The success of app-driven bike-sharing schemes in China means they are now cropping up elsewhere in Asia, as well as in Australia, Europe and North America.
The pros and cons of dockless bike-sharing
Bike-sharing is an affordable and environmentally-friendly way of getting around, especially in congested city centres. And, as The Washington Post has observed, dockless bike-sharing schemes ‘solve what planners call the “first-mile-last-mile problem,” helping people get from their homes to a bus stop, for example, or from a subway station to their final destination.’
But the new schemes have also generated problems. In Shanghai, where there are now over forty bike-sharing companies, bikes have been abandoned in large numbers outside subway stations and office buildings, clogging up pavements and creating what locals have called “a new generation of trash”.
Elsewhere – from Melbourne to Manchester, Sydney to San Francisco – the sudden appearance of hundreds of bikes on the streets (sometimes without the permission of the local authority) has been met with mixed reactions.
For cyclists looking for a truly door-to-door service, the new schemes offer convenience and flexibility. However, instances of theft and vandalism have highlighted the negative impacts of dockless schemes.
Within a month of Mobike launching its bike-share scheme in Manchester, images of damaged bikes started to appear on social media, and at least two bikes were dumped in a canal. Similar incidents have been reported elsewhere in the UK, as well as in Australia, the United States and Spain.
Getting bike-sharing right
Cities have been on a steep learning curve in coming to terms with dockless bikes, and there have been some very different responses.
Shanghai, Beijing and Amsterdam have taken a hard line by banning new dockless bike-share services. In London, Wandsworth Council impounded more than a hundred bikes, claiming that they were causing obstructions and blocking parking spaces, although cyclists using the scheme argued the move was excessive.
Other cities have introduced new regulations on dockless bike-sharing. In September, Transport for London published a dockless bike-share code of practice outlining requirements for operators.
In Australia, three Melbourne local authorities have signed a memorandum of understanding (MOU) with dockless bike share operator oBike. The terms of the MOU require oBike to ensure their bikes do not obstruct access and to relocate any dangerously parked bikes.
The dockless bike-share companies themselves have been learning the lessons of early teething problems.
The Platform for European Bicycle Sharing and Systems, which brings together bike mobility companies across Europe, has prepared a policy framework which aims to guide cities through the process of implementing a new bike sharing system.
Other companies have turned to technology. Urbosolutions and oBike are among those bike-share services now providing local authorities with a “geo-fencing” option. This enables councils to designate zones where bikes may not be parked. Bike-share users entering a geo-fenced area are unable to lock their bikes until they move outside the zone. Cyclists who fail to comply will incur penalties.
The changing face of bike-sharing
The explosive growth of dockless bike-share services has undoubtedly benefitted city dwellers looking for flexible, affordable, sustainable and healthy transportation options. But as bike wars heat up among operators, and between bike share companies and local authorities, cities need to develop new regulatory frameworks for the smooth management of bike-share schemes. At the same time, the operators need to rethink how their businesses work.
As for the future, bike-sharing will continue to evolve, with forecast developments including payment for bike rentals using cryptocurrencies, the launch of dockless electric bikes and continued expansion into new territories.
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The last few years have seen a phenomenal growth in demand for electric vehicles in the UK. Nearly 50,000 electric and plug in hybrid vehicles were registered between July and September 2017 – a considerable achievement, when only 5 years ago it was less than 1,000.
Overall, there are now around 120,000 battery-powered cars on Britain’s roads, and this is expected to grow to 10m by 2035. From the modest Nissan Leaf, to the futuristic Tesla, the choice of electric vehicles is expanding, and various car manufacturers have announced ambitious plans to develop even more electric vehicles to suit a range of tastes and budgets.
The benefits of moving to electric are clear – as well as lower emissions, they are also cheaper to run – costing less than half as much than petrol-powered equivalents.
Out with the old
This means that a future where electric cars are the norm is now on the near horizon. Indeed, the UK recently committed to banning the sale of new petrol and diesel cars, including hybrid vehicles, by 2040. The Scottish government have set an even more ambitious target – pledging that by 2032 all new vehicles sold in Scotland will be electric. Norway, India and France have also set similar goals.
At the local level, Oxford is set to become the first city centre to ban all non-electric vehicles – with certain streets becoming electric-only by 2020, and the world’s first ultra-low emissions zone (ULEZ) will come into operation in London next year.
Delivery of EV infrastructure through the planning system
As desirable as a low emission, electric-only city may be, the use of electric vehicles poses a number of challenges for town planning and urban design.
Ensuring that there is sufficient infrastructure in place to meet the increased demand for electric vehicle recharging will be a key issue. While there has been a significant growth in the number and geographic spread of EV connectors across the UK since 2011, many more will be required if predicted demand is to be met.
While motorway services and petrol stations will soon be required by law to install charge points for electric cars, simply replacing existing fuel pumps with EV chargers will not provide sufficient capacity, as at present, charging an electric car can take anywhere between 30 minutes to a couple of hours. Additional charging stations will have to be incorporated into parking spots – either on the road, at home or in car parks.
The planning system is already taking some practical action to address this. Both planning policy and development management provide important delivery mechanisms.
At the national level, in England, the National Planning Policy Framework states that
“developments should be located and designed where practical to… incorporate facilities for charging plug-in and other ultra-low emission vehicles”.
In Scotland, high level planning policy also recognises the importance of considering EV charging infrastructure in new developments, with supportive text included in both the Third National Planning Framework and the Scottish Planning Policy 2014. In addition, permitted development rights for off-road charge points came into force in 2014.
At the regional level, some policies require planning authorities to incorporate facilities for charging electric vehicles. For example, The London Plan states:
“developments in all parts of London must… ensure that 1 in 5 spaces provide an electrical charging point to encourage the uptake of electric vehicles”.
Several local authorities also use local plan policies to require electric vehicle provision, and others use their development control powers to require developers to provide electric vehicle charging points.
Some authorities have also taken opportunities to broker EV via non-planning routes, for example, the provision of public recharging point provision through grants. One such example – the On-Street Residential Chargepoint Scheme – was set up in 2016, and provides up to 75% of the cost of procuring and installing chargepoints.
While progress is being made, a number of challenges remain.
As well as increasing the overall number of available charging stations, planners will need to ensure that they are adequately distributed within a city so that there’s always one within reasonable driving range. Specifying EV charging points on new developments runs the risk of a ‘scattergun’ approach, particularly where developments are concentrated in specific areas. Local authorities would do well to adopt a strategic and planned approach to EV provision to ensure adequate coverage. This will be particularly important in rural areas, as electric cars typically have a maximum range of around 150 miles. ’Range anxiety’ is an affliction suffered by many electric car drivers!
While various grants are available for electric car owners to install charging infrastructure at their homes, it is also not yet clear how home EV charging will work in densely populated areas without private parking, such as large blocks of flats. One potential solution may be the use of massive batteries kept in shipping container-style boxes, with up to 50 charging points attached.
The provision of on street EV charging facilities may present a design challenge in historic and/or conservation areas. In London, this has been dealt with by retrofitting existing street lamps with EV infrastructure, even including heritage lamps in Kensington and Chelsea.
There have also been concerns about the ability of the national grid to cope with millions of cars being plugged in to charge every evening. Encouraging drivers to charge ‘smart’ at off-peak times may be the way forward.
Despite these challenges, there are promising signs of progress. Some noteworthy examples include Elgin-based housebuilder Springfield Properties committing to installing cabling for electric car charging points in all new-build homes as standard, including its new 3,000-home development in Perth. There are also plans to turn the A9 into an ‘electric highway’ and for a new ‘charging hub’ in the centre of Dundee – which will also be part-powered by the use of solar canopies.
EV technology is an area of fast-paced change and addressing the many challenges that it presents will require planners to adopt similarly innovative and forward-thinking solutions. With advances being made on contactless under-road EV charging, it may not be long before electric streets charge our cars on the move. We in the Information Service are excited to see what the future holds, and will be keeping abreast of the latest developments in both policy and practice.
The Knowledge Exchange provides information services to local authorities, public agencies, research consultancies and commercial organisations across the UK. Follow us on Twitter to see what developments in policy and practice are interesting our research team.
The UK has had its fair share of landmark construction projects that struggled to reach their completion targets and suffered from soaring costs. Wembley Stadium, Edinburgh’s tram network, and the Scottish Parliament are just some examples of major projects affected by delays and cost over-runs.
But the significant problems affecting these sites appear minor in comparison with the seemingly never-ending story of Berlin’s Brandenburg Airport. It has become a copybook example of flawed project management, and dented Germany’s reputation for efficiency and engineering excellence.
The economic importance of airports
Once regarded alternately as glamorous gateways or noisy nuisances, these days it’s hard to overstate the significance of airports, not only to their locality, but to national economies.
In 2015, a study found that European airports and associated aviation activity create and facilitate a total of almost 12.5 million jobs, or 675 billion euro in gross domestic product (GDP) each year (that’s just over 4% of the entire European economy). The report noted that, aside from the economic importance of the aviation sector, wider economic activities are facilitated and supported by the connectivity that airports deliver:
“Tourists can spend money in previously unreachable locations. Businesses can produce goods to be consumed in far corners of the world. Investors can set up new offices, call centres and factories exactly where they are needed.”
In the UK, Heathrow Airport has been estimated to support 120,000 jobs and contributes £6.2 billion to the national economy, while Manchester Airport contributes £1.7bn each year to the North West’s economy.
At the same time, delays to the development of airports can have significant negative impacts on economic competitiveness. The CBI has warned that uncertainty surrounding the construction of a new runway at Heathrow could cost the UK more than £30bn by 2030.
A new airport for a reunited city
Berlin Brandenburg Airport (BER) was supposed to be one of the symbols of the reunited German capital. First announced in 2006, it was intended to replace Berlin’s existing smaller airports – Tempelhof, Tegel and Schönefeld – and to handle a projected 20 million annual passengers.
But, almost from the start, the project ran into difficulties. Property speculators learned of the planned acquisition of new land by the airport authority, bought up the properties and drove up the price. As one observer noted: “The airport corporation was half a billion euros in debt before ground had even been broken.”
As the project grew, so too did the problems. The 2008 global financial crisis meant banks were reluctant to issue loans for the new airport, and private investors backed out. The planned 2011 opening of BER was pushed back to the following year.
Growing faults, soaring costs
In the spring of 2012, all seemed set for BER’s grand opening, with Chancellor Angela Merkel and 10,000 guests invited to attend. But with just a few days’ notice, the inauguration was cancelled due to a fault with fire alarms and smoke extractors.
Hundreds of staff hired by shops for the new airport had to be let go, and airlines that had moved baggage handling facilities to BER had to move them back to Tegel – their claims for damages adding further to the spiralling costs.
The cost overrun of the extraction system added half a billion euro to the budget, and noise protection demanded by nearby residents another 600 million euro. But this was just the tip of a Titanic-sized iceberg.
Hans Brandt, in a report for Deutsche Welle has described the growing list of faults with BER:
“90km of electrical cables were incorrectly installed; all 4000 doors were incorrectly numbered; the escalators were too short; the planner-in-chief was not an engineer, but an imposter; and, last but not least, the emergency line to the fire department was not installed.”
The flight not now departing…
Further scheduled opening dates – May 2013, March 2013, October 2013 – have come and gone. Gone too are some of the key figures involved in the project, including Berlin’s mayor, Klaus Wowereit, whose high-profile role in the project sank his chances of challenging Angela Merkel as Chancellor of Germany. Last year, the airport’s spokesman was fired after claiming in a newspaper interview that “no one, unless he is addicted to drugs, will give you any fixed guarantees for this airport.”
The most unsurprising announcement of 2017 came in January, when BER’s project chief confirmed that the airport would not open this year – the latest hold-up: faulty wiring for 1200 doors.
In the meantime, Berlin’s popularity as a tourist and conference destination has reached stratospheric heights. Tempelhof Airport closed in 2008, but last year Tegel and Schönefeld airports handled over 30 million passengers, higher than any recorded for a single year. As a result, it’s now claimed that on the day that BER finally opens, it will already be under capacity, and will have to be extended.
Capacity problems have prompted many to call for Tegel Airport to remain open after BER eventually becomes operational. Last month, a non-binding referendum saw a majority of Berliners voting in favour of retaining Tegel. However, the airport and city authorities continue to insist that Tegel will be turned into a business park once BER opens.
A byword for ineptitude
As things stand, there is still no firm opening date for BER, and the initial cost estimate of around 2 billion euro has reached nearly 6.5 billion euro.
It’s not unknown for major projects to bounce back from failure:
- The Scottish Parliament – three years late and ten times over budget – is now a working legislature and has won awards for its architecture, including the prestigious RIBA Stirling prize for the best building in the UK.
- Wembley Stadium opened in 2007, after years of delay and tripling its cost. But in 2015-16 the venue posted record revenue of £370 million.
- The Millennium Dome in London, which spent much of its early years being ridiculed as a waste of public money, is today a world-class entertainment venue.
On the other hand, Berlin’s airport authorities might be looking nervously at the experience of Montreal’s Mirabel Airport. Designed to replace the existing Dorval airport that was nearing capacity in 1975, Mirabel never managed to win the support of travellers. In the 1990s, Dorval was reopened to international traffic, while Mirabel was abandoned and eventually demolished.
There are so many lessons to be learned from the BER fiasco that perhaps it would be easier for future project managers to study BER’s entire experience as a model for how not to build an airport.
The German word for ineptitude is unbeholfenheit. But, until Berlin Brandenburg Airport is finally operational, perhaps “BER” can be used as shorthand for any major project that fails to get off the ground.
The Knowledge Exchange provides information services to local authorities, public agencies, research consultancies and commercial organisations across the UK. Follow us on Twitter to see what developments in policy and practice are interesting our research team.
People diagnosed with dementia can live independently for many years – in fact, 1 in 3 people with dementia are still able to drive safely. However, as the disease progresses, people with dementia must eventually stop driving. Public transport can be a good alternative to driving for those in the early stages of dementia, enabling them to stay connected with their families, friends and local communities, and provide access to healthcare.
Indeed, the provision of easily accessible public transport options is a key aspect of dementia-friendly communities. It is difficult to overstate its importance:
“If I didn’t have coping strategies to remain independent and mobile I’d be very lonely and soon sink into depression. Travel brings normality to an often abnormal life” Wendy Mitchell, recording a Dementia Diary for Upstream
However, the challenges faced by people with dementia mean that travelling by public transport can be daunting. This is because dementia affects more than just memory. Environments that are noisy and busy can be extremely disorientating for people with dementia, particularly when there are added time-sensitive elements such as bus or train times.
People with dementia often lose the confidence to travel. They may experience difficulties purchasing the correct tickets, become confused by different fares or travel options, or feel hurried or pressured. They may feel anxious or unsafe, for example, when becoming separated from their luggage or they may have a fear of becoming lost, or getting off at the wrong stop/station.
In addition to the cognitive, emotional and sensory challenges faced by people with dementia when travelling, there are a number of additional barriers. These include:
- Difficulties with journey planning
- The use of fast changing technology which can exclude certain groups of people
- A lack of service integration
- Staff with limited awareness of the needs of people with dementia
- Poor, inconsistent or confusing signage – or unclear rules regarding reserved seats/spaces
Policy and practice
The UK has set out the goal of becoming the best country in the world for people with dementia by 2020. It has made some significant steps forward – currently, there are now over 200 communities working towards becoming ‘dementia friendly’.
In regards to transport improvements specifically, earlier this year, the Bus Services Act gained royal assent in England. The Act provides powers to ensure that buses make both audible and visual announcements about the route and the next stop. These reminders can help to reassure people with dementia. The government has committed to work alongside the bus industry, passengers and disability groups to develop the policy further.
The government is also currently consulting on a draft ‘Accessibility Action Plan’, which addresses the barriers faced by people with disabilities using public transport, including a focus on hidden disabilities, such as dementia. It also commits to updating existing guidance on ‘inclusive mobility’ to incorporate current knowledge and understanding of the needs of those with hidden disabilities such as dementia.
Involving people with dementia in service design
Involving people with dementia in the design of services can help to ensure that their needs are addressed. Upstream is a project that does just that. It helps to give people living with dementia across Scotland a voice in the design of future mobility services.
Projects have involved visiting various groups in the Western Isles to learn about the challenges of island transport, workshops to gather insights about travel with Dementia Friendly East Lothian and the North Berwick Coastal Area Partnership; and developing training programmes in conjunction with transport providers. They have produced a report of their work so far.
Use of technology
The expansion of real time audio and visual information as set out in the Bus Services Act provides a good example of where technology can be used to make transport more accessible for people with dementia and other disabilities.
Other ways in which technology may help include the expansion of live departure boards at bus stops and increasing the use of journey planners – either online or via the telephone. Apps may also have the potential to help organise shared modes of transport for groups of people in rural areas, and in the future, driverless cars may offer an additional transport option for people living with dementia.
Improved awareness of dementia among travel staff
Improving awareness of dementia among transport staff, and developing training programmes on how to respond to the needs of passengers with dementia, is another key way in which services can be improved.
For example, East Anglia Trains, has worked with the Dementia Society to deliver a dementia-awareness training pilot for staff at four of its stations, and plans to roll this out to all East Anglia staff. Arriva Rail Northern has also announced funding to develop the Bentham Line from Leeds to Lancaster and Morecambe as a ‘centre of excellence’ for people with dementia.
Transport assistance cards are another example of possible ways to improve transport for people with dementia. These cards record details of an individual’s needs so that the individual can show the card privately to the driver or other travel staff as a means of asking for extra assistance. Many individual transport operators and local authorities across the country already issue such cards. Standardising these schemes across the UK may be one way to help improve people’s confidence when using public transport.
While these initiatives are making a significant impact, there is still much to do. If the growing number of people living with dementia are to maintain their independence, then it is essential that transport services become more dementia-friendly. Bringing together the shared knowledge and experiences of those living with dementia, and the skills and experience of professionals involved in the design and delivery of transport services will help to create a more inclusive, person-centred public transport system.
Dr Joy Watson, an ambassador for the Alzheimer’s Society who herself has been diagnosed with dementia, sets out an admirable goal:
“A diagnosis of dementia is not the end of the road, but the beginning of a new journey. Some people need a little more help to take the first steps, and if I can contribute to them living well, then my mission is fulfilled.”
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By Steven McGinty
“If regeneration has been so successful, why are there still so many pilots?”
This was just one of the many thought-provoking points raised at the Scottish Urban Regeneration Forum’s (SURF) 25th Anniversary Conference, where the very activity of regeneration was put under the microscope.
In a packed room of delegates, the day opened with two opposing views.
- The first argued that although regeneration had undoubtedly had its failures, there had been a number of important successes, which had resulted in better places and opportunities for both communities and individuals.
- The second – and more pessimistic perspective – was that regeneration policy had entirely failed, and that the areas experiencing poverty and deprivation had barely changed over the past 25 years (particularly in Glasgow, where much of the regeneration activity has been focused).
This provided a useful lens through which to view regeneration, as we moved onto a day of workshops and debates on 25 years of regeneration policy, starting from New Life for Urban Scotland all the way up to City Region Deals.
Below I’ve outlined some of the most interesting points to come from these sessions.
There was broad agreement that regeneration was about more than building homes, and that one of its core purposes was to tackle inequality.
Universal Basic Income is a policy in which everyone in society is given a sum of money, without any conditions. This policy – likely to be popular – was proposed by a delegate, highlighting its potential for addressing increasing levels of income inequality. A pilot study is already underway in Finland, with participants reporting lower stress levels and greater incentive to work. The Scottish Government has also recently committed to funding local experiments in Fife, Glasgow and North Ayrshire Councils.
Communities need assets
In many of the debates, it was felt that community ownership of buildings and land was key to ensuring a fairer distribution of society’s wealth. Other benefits of community ownership include protecting key local services/facilities (which may have otherwise been lost) and offering better stewardship, as the community have a greater understanding of local needs.
Research has also shown that local communities – who have replaced private landlords – have outperformed the landlords they have replaced. In the past two decades, the value of their land has increased by almost 250%.
Distinctiveness of place
Delegates highlighted that local areas often need local solutions. For instance, a representative from the Bute Island Alliance noted that addressing their declining population was key to their regeneration goals.
There was a strong feeling that communities had to be consulted. A representative from a local charity explained that “if you are working for a community, then it must include the community”. Others, suggested that some communities would not have the capacity to make decisions on regeneration projects. Yet, this was quickly deemed patronising, with many noting the series of failures by public officials.
Charrettes were seen as an ideal tool for consulting with communities. The Scottish Government define a charrette as:
“an interactive design process, in which the public and stakeholders work directly with a specialised design team to generate a community vision, masterplan and action plan.”
The representative from the Bute Island Alliance highlighted that this process had been very helpful in the development of their regeneration plans.
Bringing communities together
It was widely acknowledged that communities are becoming more diverse, and that it’s important to include all members of society. One delegate recounted her experience of Social Inclusion Partnerships (SIPs) – an initiative which aimed to reduce social exclusion – explaining that this model was very successful at engaging with black and minority ethnic (BME) groups. We’ve also seen the Scottish Government recognise the need to encourage young people to get involved in local planning decisions.
Building an inclusive economy
Regeneration has always found it difficult to respond to wider political, economic, social and technological factors. Over decades, deindustrialisation and the change to a more knowledge-based economy has caused significant challenges for communities. For regeneration policy to be successful, it was suggested that people would need to be equipped with the skills to take part in future industries; otherwise we may see inequalities widen. Cities such as Dublin have seen rents increased dramatically due to the inward migration of highly-skilled technology workers, putting pressure on household budgets and showing the challenge for regeneration.
In the past 25 years there has been an important shift in regeneration, moving from house building programmes to a more holistic approach, which includes policy areas such as health, employment, and the environment. However, the most recent Scottish Government regeneration strategy was published in 2011. It might therefore be time to revisit this strategy and provide a new vision for regeneration, taking recent learning and the changing environment into account. Maybe then, in the next 25 years, there will be no doubt over the successes of regeneration.
According to Savills estate agents, about 90,000 people over the age of 65 in the UK downsize to smaller homes each year. On the face of it, that’s a substantial number, but it still leaves more than three million houses under-occupied.
With an ageing population and a serious housing shortage, government at local and national levels is looking for ways to encourage older people to downsize their accommodation so that more family-sized housing is made available.
Benefits of downsizing
Everyone needs good housing, but as people grow older their homes become especially important as places where they can feel safe, independent and comfortable. Downsizing from larger properties can offer significant benefits to older people:
- Smaller homes can be easier to heat and have lower utility bills.
- People downsizing to sheltered housing can retain their independence, while having access to support when it’s needed.
- Smaller homes are easier to manage and cheaper to maintain.
- People moving into specialised retirement accommodation can experience improvements in their health and wellbeing.
Enabling people to remain in their own homes may also alleviate the pressures on the country’s social care system – pressures that are likely to intensify as the population age rises.
While there are attractions to downsizing, important factors are putting off large numbers of people from moving to a smaller home. Some may feel too confined in a smaller space, experience problems storing their possessions, or miss having a large garden. Others may feel that they’ve taken a long time to climb the property ladder, and want to enjoy the home they have spent a lifetime working to achieve.
But for those who do want to move, downsizing can be expensive. It may release equity, but some households find the costs of moving – notably stamp duty – may cancel out the financial benefits. And although lower maintenance costs can be a major reason for downsizing, older people moving into apartments may find that costs for maintenance and factoring, may be higher than in a standard family home.
Downsizing: the real story
A 2016 report by the International Longevity Centre (ILC) explored the experiences and expectations of people downsizing from under-occupied housing later in life. The report found that one in three homeowners over 55 are considering or expect to consider downsizing. However, while demand for downsizing is substantial, the reality is a different story:
“In many ways, the older generation is stuck in its current housing, which has resulted in the UK having one of the lowest moving rates amongst its older population compared to other developed countries.”
The study echoed the findings from a 2014 Age UK report which showed that the scarcity of suitable and affordable retirement housing was a barrier to downsizing:
“At the moment, retirement housing makes up just 5-6% of all older people’s housing. Research indicates that many more older people might consider downsizing if alternatives were available, although not just retirement housing schemes.”
The Age UK report noted that, based on demographic trends, specialist retirement housing would need to increase by between 35 and 75% just to keep pace with demand. The report also pointed to poor access standards and cramped accommodation in some sheltered housing schemes as downsizing deterrents.
The Scottish Government’s strategy for housing for older people, published in 2011, supports downsizing, and highlights Highland Council’s scheme as an example of good practice. In association with local housing associations, the council has provided financial and practical incentives to support older people wishing to move because their homes are too large for their needs.
Another approach, popular in Scandinavia and the Netherlands, is co-housing, which offers older residents a balance between independence and community life. Co-housing schemes are run totally by the residents, offering support when needed to those who live there, while respecting their dignity and independence.
In the Netherlands, there are now more than 200 co-housing communities. Successive governments there have supported co-housing because it has had such positive impacts on demand for health and social care services.
In April, the UK’s first co-housing project for older women opened in Barnet, north London. One of the scheme’s proponents, Maria Brenton, believes that it will be a model for similar projects:
“One of our purposes is to promote the idea of senior co-housing. Now we have shown the way, we are a living, breathing example, it will encourage people enormously.”
As the ILC report notes, the policy debate on housing in the UK has focused almost completely on first-time buyers. However, with more than three million homeowners aged 55 or over open to the idea of downsizing, the impact of freeing up large numbers of family homes could be significant. Before that happens, the under-supply of affordable homes meeting the particular needs of older residents needs to be addressed:
“Fundamentally, the notion of downsizing in later life should be about choice rather than obligation. It therefore becomes clear that if we were to develop the right policy environment, we can enhance the choices available to people in later life, encouraging downsizing and creating a more dynamic housing market.”
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The digital tech sector is the UK’s fastest growing sector. Recent statistics show that it is growing as much as 50% faster than the wider economy. In London alone, a new tech business starts up every hour. Beyond London, digital tech clusters across the country are driving the economic resurgence of many cities and city regions.
The rapid growth of the sector means that its spatial footprint has become increasingly evident in towns and cities across the UK. In May, the Royal Town Planning Institute (RTPI) published guidance on how town planning can respond to and guide the future development of the digital economy. It makes recommendations for planners in two areas:
- how to encourage the growth of the tech sector in their local area; and
- how to make best use of the opportunities provided by the tech sector for the planning system
What is the tech sector?
The digital tech sector is increasingly diverse, and there is no straightforward definition. The 2016 Tech Nation report identified 16 different sectors, some of which include:
- app and software development
- digital advertising and marketing
- ecommerce and marketplace
- the Internet of Things (IoT) and connected devices
- Online gambling
There are currently around 58,000 active digital tech businesses in the UK. It employs 1.64 million people, and job growth is more than double that of other sectors. Roles are generally highly skilled and well paid, compared to other sectors. Indeed, the average salary is 44% higher than the national average!
Digital tech, as a sector, thrives off well-planned spaces with access to good local infrastructure. Tech firms and their employees tend to prefer easily accessible, walkable, multi-use districts. This results in the creation of ‘clusters’ of similar firms in central urban locations.
Clustering has a number of advantages for digital tech businesses – including easy access to large talent pools and the ability to network and exchange ideas face-to-face with local, likeminded businesses and employees – a key driver of innovation.
London, Manchester and the Greater South East have some of the largest digital tech clusters in the UK; however, the Tech Nation 2017 report mapped 30 significant clusters across the length and breadth of the UK – from Dundee to Exeter.
Facilitating the growth of the sector
The recent growth of the sector has already led to a number of economic policy responses, including the development of enterprise zones, innovation and business centres, and ‘innovation districts’. The RTPI guidance also highlights a number of smaller-scale responses that can be utilised to attract and foster tech industry growth, including:
- ‘de-risking sites’ by making sure that planning requirements are “practical, clear and known in advance of specific proposals coming forward”
- using public money for assembling and servicing sites that are more challenging
- the provision of Wi-Fi in specific locations
- making districts pedestrian and cycling friendly
- leveraging Public Private Partnership models to build digital infrastructure
In addition to these responses, the RTPI makes three recommendations for planners on how they can create an environment that is attractive to digital tech firms.
First, it suggests that planners should monitor the local economy to get a sense of what local growth industries are. Policies can then be adapted to local economic conditions. Some local authorities already do this using company registration data. For example, Camden Borough Council use this data to inform a quarterly ‘Business and Employment Briefing’. It covers a range of measures, including business size and type, employment in the borough, commercial property, unemployment, worklessness and qualifications.
In order to attract and assist the growth of the digital tech sector, it is important for local planning teams to have a proper understanding of the sectors’ spatial preferences. This is particularly important when drawing up local plans. Therefore, the second recommendation made by the RTPI is that local authorities should employ someone to engage with local tech firms to find out how planning could help to better facilitate their growth. The roles of The Dublin Commissioner for Startups and the Amsterdam Chief Technology Officer are potentially interesting models for this.
Third, the RTPI recommends ensuring that there is sufficient housing, office space and transport infrastructure to meet capacity. These three elements are the “fundamental ingredients for an economically and socially successful city”. Without them, no amount of other interventions will attract firms to an area.
The Tech Nation 2017 report found that 30% of digital tech community members cited their local transport infrastructure as a ‘business challenge’. Tech London Advocates report similar concerns, whilst also highlighting the challenges posed by digital infrastructure: “It has become increasingly clear that a fundamental challenge facing tech companies in London is infrastructure. The tech sector has grown so fast that the provision of office space and digital connectivity is having to play catch up”.
The digitisation of planning
The growth of the digital tech sector not only creates jobs and generates wealth; it creates opportunities for improved efficiency in other sectors too. In planning, digitisation can free up time and resources, and create new tools for planners to utilise. From the adoption of geographic information system (GIS) software for mapping, to experimental trials of 3D modelling software and virtual reality in plan making and community engagement, technology has and continues to present a number of opportunities to improve the planning system.
Beyond planning, innovations in the digital tech sector aid the creation of ‘smart cities’ – where information and communication technology (ICT) and ‘Internet of Things’ (IoT) technologies are integrated to manage cities’ assets, with the overall aim of improving efficiency. Examples of potential usage vary considerably, from supporting people with disabilities or chronic illnesses, to the provision of real-time traffic data, controlling streetlights and monitoring environmental data.
As such, a final recommendation made by the RTPI is to make use of local firms’ skills and resources to address cities’ infrastructural challenges.
Despite the rapid growth of the digital tech sector and its contribution to job and wealth creation, there is an increasing recognition that the benefits created by the sector can be insular and often do not spill over to the local economy.
Indeed, studies have found that the higher the share of tech employment in a city, the more income inequality there is. On this basis, the digital tech sector has been criticised for its potential to create a ‘two-tier economy’. There are also concerns about the gentrifying effects of digital tech clusters on local areas. In London, for example, tech growth has increased the cost of living in some parts of the city, displacing smaller firms and lower income families. It also poses a potential threat to innovation as startups are priced out of successful digital tech clusters.
Clearly addressing these issues poses some significant challenges for policymakers. Last year, the RTPI made a number of recommendations in this regard, including helping local people to develop the skills needed by local tech companies.
The digital tech sector has enormous potential to enhance economic growth. Through its ability to create the optimal conditions for the digital tech sector to thrive, planning can help to encourage this growth. Understanding local economic trends, consulting with digital tech businesses about their needs, and ensuring that local infrastructure has the capacity to meet these needs, are vital to successful planning for the digital tech sector. At the same time, ensuring that this growth is sustainable and benefits wider society are key challenges for planners.