The World Health Organisation (WHO) has estimated that over 1 billion people are living with some form of disability worldwide – that’s about 15% of the world’s total population. And, with trends in life expectancy and the prevalence of chronic health conditions on the rise, the number of disabled people living in cities is expected to only increase in the coming years.
Despite this, many cities remain unfriendly and widely inaccessible to their disabled populations.
Those with physical disabilities can be presented with barriers built into the smallest details of manoeuvring around the city, which could be seen as trivial and unobtrusive to the average able-bodied commuter.
From impassable steep kerbs, to sandwich board-cluttered streets, to shops and restaurants without lifts- – the makeup of the typical streetscape is lined with potential obstacles and restrictions. Moreover, for people who are neurodivergent or learning disabled, a bustling urban environment can cause harm through sensory overload, anxiety and stress.
Transport is another everyday aspect of city living where disabled people can feel excluded.
In many big cities, the metro is the most convenient way to travel. A recent study found that only 31% of London Underground stations are accessible by wheelchair or mobility scooter from street to platform. Considering that a number of those still require staff assistance and ramps to board trains, the number of fully accessible stations is even less. Another study found that similarly poor access exists across the world’s major metro systems.
Disabled people commonly report that accessibility worries can be a major deterrent to engaging in public spaces that are unfamiliar.
“I must always be thinking about accessibility in the back of my head” says Grace, in a Guardian article where readers with a disability share their experiences of city access. “The barriers start before a trip begins” adds Stef, talking about autistic-unfriendly travel.
Discussing New York, Lucy describes how accessibility barriers can make her feel excluded in her own city: “I often end up feeling like a second-class citizen who doesn’t even appear in the thoughts of city planners”.
Numerous studies have found that disabled people are less likely to work or socialise in areas with poor accessibility. Moreover, cities are losing out on economic benefits from inaccessibility-– the ‘purple pound’ (signifying the spending power of disabled tourists) was estimated to be worth around £250bn in the UK pre-pandemic.
Whilst disabled access is rising in prioritisation amongst city and transport planning, there is undoubtedly still a long way to go in many cities. But there are also some good examples of cities taking action to make their spaces accessible to all.
Opening up Chester’s ancient streets
The first British city to win the coveted European Access City Award, Chester is now regarded as the UK’s most accessible city. Famous for its Roman heritage, the city pledged to make its many tourist sites fully accessible for disabled people–a sizeable challenge, considering the city’s ancient streets and medieval walls.
Chester has implemented fully accessible, wide passageways with tactile paving and added handrails above the walls and famous Chester Rows, which were previously only accessible by steps. Narrow and secluded walkways have now been connected by 17 wheelchair access points. In addition, there are disabled access focused tours, access guides, signs and online information platforms.
Transport has been revamped, as council policy requires all public buses and licensed taxis to have wheelchair access, induction loops and colour-contrast handles. The council has also committed to including a specifically designed Changing Places toilet in all new developments, adding to the numerous facilities already deployed in busy spots.
The successful implementation of an extensive access plan has not been quick, but is rather the results of Cheshire West and Chester Council’s long-term commitment to improving disability inclusion. The council has had a designated access officer since 1991 and a disability forum of 16 organisations that actively promote accessibility in new developments – such as the multi-million pound Storyhouse arts centre that has received accolades for its standard of access.
Chester’s award has seen the city become a model to other city governments from across the world, who are now visiting the city for inspiration. “We’ve had them from Dublin to Israel, they want to see how it’s done”, says Graham Garnett, Chester’s previous access officer.
Accessible route mapping in Seattle
Primarily designed for commuters in vehicles, most online routing maps can be unhelpful for people with limited mobility, lacking detail on hills, steep kerbs and access points. Aiming to rectify this, however, is the University of Washington’s Taskar Center for Accessible Technology, who have designed the AccessMap platform for the hilly city of Seattle.
AccessMap allows users to receive tailored routes dependent on customised preferences, such as only showing sloped pavements or limiting the incline of streets. As platforms such as Google Maps currently don’t take such factors into account, AccessMap will provide the user with an alternative route that is not based upon journey time or distance, but rather on safety and ease of access.
The map even uses recent data from the Seattle Department of Transportation to accommodate for real-world conditions on pedestrian pathways, such as a construction site or potentially hazardous surface conditions. In addition, the developers are aiming to turn the platform into an open street map, where users and volunteers can create up-to-date entries about the conditions they encounter.
The research team behind the project want to use their development to provide the toolkits and instructions to create similar maps in other cities. They have identified 10 urban areas in the US with the potential to replicate successful platforms, such as New York, Boston and San Francisco.
Chester’s motivation in becoming fully accessible is exemplary of a city that is leading the way in disability inclusion, ensuring that it is inherent to city government planning. Likewise, the mapping project in Seattle shows how alternative tools can enhance the experiences of disabled people.
But although these examples are encouraging, they are exceptions. As long as planners fail to acknowledge the needs of people with disabilities, most of our cities will remain, in effect, no-go areas for a substantial section of society.
Further reading: more on diversity and inclusion from The Knowledge Exchange Blog:
This year, Her Majesty the Queen will observe her 70th year on the throne – making her the first British monarch in history to reach a Platinum Jubilee. Celebrations will take place across the UK, with most concentrated on the Platinum Jubilee Central Weekend from 2 to 5 June 2022. Street parties, concerts and community lunches are just some of the initiatives planned on a local and national scale to mark the milestone, with a mixture of traditional and unconventional tributes set to take place. Taking just one example from Bradford, Councillor Sarah Ferriby said of the activities in her area:
“There are events planned for people who are experiencing homelessness, isolation or loneliness, there are dementia friendly events and intergenerational and intercultural events all reflecting the diverse communities of our district and the Queen’s Commonwealth. There really is something for everyone.”
The rich programme of events has largely been made possible by the multitude of funding opportunities, both large and small, on offer to community organisations throughout the country.
Diverse grants for diverse projects
The National Lottery has been perhaps the most significant provider of community funding for the Jubilee, offering more than £22 million through a range of schemes supporting everything from creative arts enterprises to preservation of local green spaces. According to a recent update, the National Lottery Community Fund (NLCF)’s Platinum Jubilee Fund has given awards to a wide variety of innovative projects, including a beekeeping initiative in Merthyr Tydfil, Wales, an intergenerational skill-sharing platform in Argyll and Bute, Scotland, and a programme of sporting events for those with acquired brain injuries in Worcestershire, England. The same update reports that, according to NLCF research, over half of all UK adults are likely to join in with celebrations in their local area. This marks the Jubilee as a monumental opportunity for the voluntary and community sector to create new, and strengthen existing, community networks in their areas of operation.
As well as these opportunities from larger funding bodies, many local councils throughout the UK have offered funding streams aimed at supporting community events in their neighbourhoods. Breckland Council has given almost 30 grants to local community groups and associations for activities such as picnics, quizzes, all-day parties and arts exhibitions, while the Scottish Borders Council has funded a range of projects including a 50s-themed party and the creation of a breeding facility for the ‘iconic’ Scottish red grouse. In Northern Ireland, Lisburn & Castlereagh Council has awarded funding to a total of 91 organisations in the area, highlighting the vast appetite for local celebrations and inclusive community activities.
Opportunities for last minute ideas
For community groups still looking for a chance to get involved, funding may still be available in their local area. For example, Richmondshire Council is offering grants from its Platinum Jubilee Festivals and Events Fund until September 2022, for projects which can take place at any point during 2022. Similarly, Harborough Council is offering grants to secure or develop capital assets across the district as a lasting commemoration of the Queen’s legacy until the end of July 2022.
Also armed with £5 million of National Lottery funding, Sport England’s Platinum Jubilee Activity Fund is still accepting applications for projects which involve physical activity as a means of tackling inequalities and engaging communities. Speaking on the fund, Tom Hollingsworth, CEO of Sport England, said:
“As part of the celebrations of an unprecedented anniversary, we’re excited to be able to mark the Queen’s Platinum Jubilee with a fund designed to help people to come together and get moving.”
Priorities for the programme include introducing those who are less active to new sports and activities and removing barriers to participation in areas of deprivation. Full guidance is available here.
Creating a legacy that endures
Despite the diversity of concepts, the common thread throughout all funded activities and programmes which have been offered is a sense of connection-forging, which has the potential to extend far beyond the Jubilee. Founded on local knowledge and the goal of understanding community needs, the charitable sector is key to fostering longevity in relationships, and ensuring the feeling of commonality created during these celebrations does not dissipate.
By harnessing the momentum which has been generated this year, community-focused initiatives could thrive to an even greater degree. With funding on Grantfinder covering the Jubilee and so much more, there is ample opportunity to take inspiration from the activities taking place in June 2022 and carve out even more new avenues for community-building.
GrantFinder and the Knowledge Exchange are part of Idox Funding and Information Services. GrantFinder is the leading funding database in the UK covering local, national, and international sources of funding. For further information about funding highlights, services and resources from GrantFinder, visit our website.
Further reading about funding on The Knowledge Exchange blog
Answer: the vehicles on our streets, primarily the not-so-humble passenger car.
Despite the (slow) migration to electric-powered cars, consumer trends are making driving even more wasteful and unequal. A recent analysis found the emissions saved from electric cars have been more than cancelled out by the increase in gas-guzzling Sport Utility Vehicles (SUVs). Around the world, SUVs alone emit more carbon pollution than Canada or Germany, and are causing a bigger increase in climate pollution than heavy industry.
While cars are sometimes necessary for people’s mobility and social inclusion needs – not least those with disabilities – car-centric cities particularly disadvantage the already-marginalised. In the UK, women, young and older people, those from minority communities and disabled people are concentrated in the lowest-income households, of which 40% do not have a car. In contrast, nearly 90% of the highest-income households own at least one car.
So the driving habits of a minority impose high costs on society, and this is especially true in cities. Copenhagen, for example, has calculated that whereas each kilometre cycled benefits society to the tune of €0.64 (53 pence), each kilometre driven incurs a net loss of -€0.71 (-59p), when impacts on individual wellbeing (physical and mental health, accidents, traffic) and the environment (climate, air and noise pollution) are accounted for. So each kilometre travelled where a car is replaced by a bicycle generates €1.35 (£1.12) of social benefits – of which only a few cents would be saved by switching from a fossil-fuelled to an electric-powered car, according to this analysis.
Reducing car use in cities
Half a century ago, the Danish capital was dominated by cars. But following grassroots campaigns to change policies and streets, including replacing car parking with safe, separated bike lanes, Copenhagen has increased its biking share of all trips from 10% in 1970 to 35% today. In 2016, for the first time, more bicycles than cars made journeys around the city over the course of that year.
But while many other car-limiting initiatives have been attempted around the world, city officials, planners and citizens still do not have a clear, evidence-based way to reduce car use in cities. Our latest research, carried out with Paula Kuss at the Lund University Centre for Sustainability Studies and published in Case Studies on Transport Policy, seeks to address this by quantifying the effectiveness of different initiatives to reduce urban car use.
Our study ranks the 12 most effective measures that European cities have introduced in recent decades, based on real-world data on innovations ranging from the “carrot” of bike and walk-to-work schemes to the “stick” of removing free parking. The ranking reflects cities’ successes not only in terms of measurable reductions in car use, but in achieving improved quality of life and sustainable mobility for their residents.
In all, we have screened nearly 800 peer-reviewed reports and case studies from throughout Europe, published since 2010, seeking those that quantified where and how cities had successfully reduced car use. The most effective measures, according to our review, are introducing a congestion charge, which reduces urban car levels by anywhere from 12% to 33%, and creating car-free streets and separated bike lanes, which has been found to lower car use in city centres by up to 20%. Our full ranking of the top 12 car-reducing measures is summarised in this table: https://datawrapper.dwcdn.net/NDMp4/12/
The inequality of car use
Cars are inherently inefficient and inequitable in their use of land and resources. On average, they spend 96% of their time parked, taking up valuable urban space that could be put to more beneficial uses such as housing and public parks. In Berlin, car users on average take up 3.5 times more public space than non-car users, primarily through on-street parking.
And it is overwhelmingly richer people who drive the most: in Europe, the top 1% by income drive nearly four times more than the median driver, accounting for some 21% of their personal climate footprint. For these highest emitters, climate pollution from driving is second only to flying (which, on average, generates twice as many emissions).
Prioritising cars as a means of transport also favours suburban sprawl. City suburbs typically possess larger homes that generate higher levels of consumption and energy use. North American suburban households consistently have higher carbon footprints than urban ones: one study in Toronto found suburban footprints were twice as high.
Electric vehicles are necessary, but they’re not a panacea. Since cars tend to be on the road for a long time, the migration to electric vehicles is very slow. Some studies anticipate relatively small emissions reductions over the coming decade as a result of electric vehicle uptake. And even if there’s nothing damaging released from an electric car’s exhaust pipe, the wear of car brakes and tyres still creates toxic dust and microplastic pollution. However a car is powered, can it ever be an efficient use of resources and space to spend up to 95% of that energy moving the weight of the vehicle itself, rather than its passengers and goods?
COVID-19: a missed opportunity?
Our study assesses urban mobility innovations and experiments introduced before the pandemic was declared. In response to COVID-19, travel habits (to begin with, at least) changed dramatically. But following large reductions in driving during the spring of 2020, road use and the associated levels of climate pollution have since rebounded to near pre-pandemic levels. Indeed, in Sweden, while public transport use declined by around 42% during the first year of the pandemic, car travel declined by only 7% in the same period, leading to an overall increase in the proportion of car use.
While entrenched habits such as car commuting are hard to shift, times of disruption can offer an effective moment to change mobility behaviour – in part because people forced to try a new habit may discover it has unexpected advantages. For such behaviour to stick, however, also requires changes in the physical infrastructure of cities. Unfortunately, while European cities that added pop-up bike lanes during the pandemic increased cycling rates by a stunning 11-48%, we are now seeing a return to car-centric cities, with extra car lanes and parking spaces once again displacing cycle lanes and space for pedestrians.
Overall, the opportunities to align pandemic recovery measures with climate targets have largely been squandered. Less than 20% of government spending on pandemic measures globally were likely to also reduce greenhouse gas emissions.
The extent to which workers resume driving to their offices is another key issue determining future car use in cities. Thoughtful travel policies to reduce unnecessary travel, and opportunities for faraway participants to fully participate in meetings and conferences digitally, could slash emissions by up to 94% – and save time to boot. Those who work remotely three or more days per week travel less overall than their peers. But long car commutes can quickly wipe out such emissions savings, so living close to work is still the best option.
No silver bullet solution
The research is clear: to improve health outcomes, meet climate targets and create more liveable cities, reducing car use should be an urgent priority. Yet many governments in the US and Europe continue to heavily subsidise driving through a combination of incentives such as subsidies for fossil fuel production, tax allowances for commuting by car, and incentives for company cars that promote driving over other means of transport. Essentially, such measures pay polluters while imposing the social costs on wider society.
City leaders have a wider range of policy instruments at their disposal than some might realise – from economic instruments such as charges and subsidies, to behavioural ones like providing feedback comparing individuals’ travel decisions with their peers’. Our study found that more than 75% of the urban innovations that have successfully reduced car use were led by a local city government – and in particular, those that have proved most effective, such as congestion charges, parking and traffic controls, and limited traffic zones.
But an important insight from our study is that narrow policies don’t seem to be as effective – there is no “silver bullet” solution. The most successful cities typically combine a few different policy instruments, including both carrots that encourage more sustainable travel choices, and sticks that charge for, or restrict, driving and parking.
So here are the 12 best ways to reduce city car use:
1. Congestion charges
The most effective measure identified by our research entails drivers paying to enter the city centre, with the revenues generated going towards alternative means of sustainable transport. London, an early pioneer of this strategy, has reduced city centre traffic by a whopping 33% since the charge’s introduction by the city’s first elected mayor, Ken Livingstone, in February 2003. The fixed-charge fee (with exemptions for certain groups and vehicles) has been raised over time, from an initial £5 per day up to £15 since June 2020. Importantly, 80% of the revenues raised are used for public transport investments.
Other European cities have followed suit, adopting similar schemes after referenda in Milan, Stockholm and Gothenburg – with the Swedish cities varying their pricing by day and time. But despite congestion charges clearly leading to a significant and sustained reduction of car use and traffic volume, they cannot by themselves entirely eliminate the problem of congestion, which persists while the incentives and infrastructure favouring car use remain.
2. Parking and traffic controls
In a number of European cities, regulations to remove parking spaces and alter traffic routes – in many cases, replacing the space formerly dedicated to cars with car-free streets, bike lanes and walkways – has proved highly successful. For example, Oslo’s replacement of parking spaces with walkable car-free streets and bike lanes was found to have reduced car usage in the centre of the Norwegian capital by up to 19%.
3. Limited traffic zones
Rome, traditionally one of Europe’s most congested cities, has shifted the balance towards greater use of public transport by restricting car entry to its centre at certain times of day to residents only, plus those who pay an annual fee. This policy has reduced car traffic in the Italian capital by 20% during the restricted hours, and 10% even during unrestricted hours when all cars can visit the centre. The violation fines are used to finance Rome’s public transport system.
4. Mobility services for commuters
The most effective carrot-only measure identified by our review is a campaign to provide mobility services for commuters in the Dutch city of Utrecht. Local government and private companies collaborated to provide free public transport passes to employees, combined with a private shuttle bus to connect transit stops with workplaces. This programme, promoted through a marketing and communication plan, was found to have achieved a 37% reduction in the share of commuters travelling into the city centre by car.
5. Workplace parking charges
Another effective means of reducing the number of car commuters is to introduce workplace parking charges. For example, a large medical centre in the Dutch port city of Rotterdam achieved a 20-25% reduction in employee car commutes through a scheme that charged employees to park outside their offices, while also offering them the chance to “cash out” their parking spaces and use public transport instead. This scheme was found to be around three times more effective than a more extensive programme in the UK city of Nottingham, which applied a workplace parking charge to all major city employers possessing more than ten parking spaces. The revenue raised went towards supporting the Midlands city’s public transport network, including expansion of a tram line.
6. Workplace travel planning
Programmes providing company-wide travel strategies and advice to encourage employees to end their car commutes have been widely used in cities across Europe. A major study, published in 2010, assessing 20 cities across the UK found an average of 18% of commuters switched from car to another mode after a full range of measures were combined – including company shuttle buses, discounts for public transport and improved bike infrastructure – as well as reduced parking provision. In a different programme, Norwich achieved near-identical rates by adopting a comprehensive plan but without the discounts for public transport. These carrot-and-stick efforts appear to have been more effective than Brighton & Hove’s carrot-only approach of providing plans and infrastructure such as workplace bicycle storage, which saw a 3% shift away from car use.
7. University travel planning
Similarly, university travel programmes often combine the carrot of promotion of public transport and active travel with the stick of parking management on campus. The most successful example highlighted in our review was achieved by the University of Bristol, which reduced car use among its staff by 27% while providing them with improved bike infrastructure and public transport discounts. A more ambitious programme in the Spanish city of San Sebastián targeted both staff and students at Universidad del País Vasco. Although it achieved a more modest reduction rate of 7.2%, the absolute reduction in car use was still substantial from the entire population of university commuters.
8. Mobility services for universities
The Sicilian city of Catania used a carrot-only approach for its students. By offering them a free public transport pass and providing shuttle connections to campus, the city was found to have achieved a 24% decrease in the share of students commuting by car.
9. Car sharing
Perhaps surprisingly, car sharing turns out to be a somewhat divisive measure for reducing car use in cities, according to our analysis. Such schemes, where members can easily rent a nearby vehicle for a few hours, have showed promising results in Bremen, Germany and Genoa, Italy, with each shared car replacing between 12 and 15 private vehicles, on average. Their approach included increasing the number of shared cars and stations, and integrating them with residential areas, public transport and bike infrastructure.
Both schemes also provided car sharing for employees and ran awareness-raising campaigns. But other studies point to a risk that car sharing may, in fact, induce previously car-free residents to increase their car use. We therefore recommend more research into how to design car sharing programmes that truly reduce overall car use.
10. School travel planning
Two English cities, Brighton & Hove and Norwich, have used (and assessed) the carrot-only measure of school travel planning: providing trip advice, planning and even events for students and parents to encourage them to walk, bike or carpool to school, along with providing improved bike infrastructure in their cities. Norwich found it was able to reduce the share of car use for school trips by 10.9%, using this approach, while Brighton’s analysis found the impact was about half that much.
11. Personalised travel plans
Many cities have experimented with personal travel analysis and plans for individual residents, including Marseille in France, Munich in Germany, Maastricht in the Netherlands and San Sebastián in Spain. These programmes – providing journey advice and planning for city residents to walk, bike or use (sometimes discounted) public transport – are found to have achieved modest-sounding reductions of 6-12%. However, since they encompass all residents of a city, as opposed to smaller populations of, say, commuters to school or the workplace, these approaches can still play a valuable role in reducing car use overall. (San Sebastián introduced both university and personalised travel planning in parallel, which is likely to have reduced car use further than either in isolation.)
12. Apps for sustainable mobility
Mobile phone technology has a growing role in strategies to reduce car use. The Italian city of Bologna, for example, developed an app for people and teams of employees from participating companies to track their mobility. Participants competed to gain points for walking, biking and using public transport, with local businesses offering these app users rewards for achieving points goals.
There is great interest in such gamification of sustainable mobility – and at first glance, the data from the Bologna app looks striking. An impressive 73% of users reported using their car “less”. But unlike other studies which measure the number or distance of car trips, it is not possible to calculate the reduction of distance travelled or emissions from this data, so the overall effectiveness is unclear. For example, skipping one short car trip and skipping a year of long driving commutes both count as driving “less”.
While mobility data from apps can offer valuable tools for improved transport planning and services, good design is needed to ensure that “smart” solutions actually decrease emissions and promote sustainable transport, because the current evidence is mixed. For instance, a 2021 study found that after a ride-hailing service such as Uber or Lyft enters an urban market, vehicle ownership increases – particularly in already car-dependent cities – and public transport use declines in high-income areas.
Cities need to re-imagine themselves
Reducing car dependency is not just a nice idea. It is essential for the survival of people and places around the world, which the recent IPCC report on climate impacts makes clear hinges on how close to 1.5°C the world can limit global warming. Avoiding irreversible harm and meeting their Paris Agreement obligations requires industrialised nations such as the UK and Sweden to reduce their emissions by 10-12% per year – about 1% every month.
Yet until the pandemic struck, transport emissions in Europe were steadily increasing. Indeed, current policies are predicted to deliver transport emissions in 2040 that are almost unchanged from 50 years earlier.
To meet the planet’s health and climate goals, city governments need to make the necessary transitions for sustainable mobility by, first, avoiding the need for mobility (see Paris’s 15-minute city); second, shifting remaining mobility needs from cars to active and public transport wherever possible; and finally, improving the cars that remain to be zero-emission.
This transition must be fast and fair: city leaders and civil society need to engage citizens to build political legitimacy and momentum for these changes. Without widespread public buy-in to reduce cars, the EU’s commitment to deliver 100 climate-neutral cities in Europe by 2030 looks a remote prospect.
Radically reducing cars will make cities better places to live – and it can be done. A 2020 study demonstrated that we can provide decent living standards for the planet’s projected 10 billion people using 60% less energy than today. But to do so, wealthy countries need to build three times as much public transport infrastructure as they currently possess, and each person should limit their annual travel to between 5,000 kilometres (in dense cities) and 15,000 kilometres (in more remote areas).
The positive impact from reducing cars in cities will be felt by all who live and work in them, in the form of more convivial spaces. As a journalist visiting the newly car-free Belgian city of Ghent put it in 2020:
The air tastes better … People turn their streets into sitting rooms and extra gardens.
Cities need to re-imagine themselves by remaking what is possible to match what is necessary. At the heart of this, guided by better evidence of what works, they must do more to break free from cars.
Artificial intelligence (AI) has come a long way since computer pioneer Alan Turing first considered the notion of ‘thinking machines’ in the 1950s. More than half a century later, advances such as natural language processing and translation, and facial recognition have taken AI out of the computer lab and onto our smartphones. Meanwhile, faster computers and large datasets have enabled machine learning, where a computer imitates the way that humans learn.
AI has already had important impacts on how we live and work: in healthcare, it’s helping to enhance diagnosis of disease; in financial services AI is being deployed to spot trends that can’t be easily picked up by conventional reporting methods; and in education, AI can provide learning, testing and feedback, with benefits both to students and teachers. And now, intelligent automation is being adopted by local government.
AI goes local
A decade of austerity has left local councils struggling to ‘do more with less’. The Covid-19 pandemic has presented additional challenges, but has also accelerated efforts by local government to find digital solutions.
AI offers local authorities the benefits of streamlining routine tasks and processes, freeing up staff to focus on higher value activities which deliver better services and outcomes to citizens. Intelligent automation could also have important economic impacts. IPPR has estimated that AI could save councils up to £6bn in social care costs.
When it comes to system and data updating, intelligent automation really comes into its own. From managing council tax payments to issuing parking permits, there are now digital solutions to the many task-driven processes that are such a major part of local government’s work.
Many local councils are also exploring the application of chatbots or virtual assistants. These technologies enable customer services to provide automated, human-like answers to frequently asked questions on subjects as varied as waste management, street lighting and anti-social behaviour. The time and cost savings from this kind of digital solution can be substantial. Newham Council in London deployed a multilingual chatbot to answer residents’ questions. Within six months, the technology had answered 10,000 questions, saved 84 hours of call time and generated cost savings of £40,000.
The challenges of AI in local government: getting it right
Earlier this year, a report from the Oxford Commission on AI and Good Governance identified the major challenges facing local authorities when considering AI.
Inaccurate or incomplete data can delay or derail an AI project, so it’s vital that data quality issues are addressed early on. The report highlighted a project where one local authority explored how predictive analytics might be used to help prioritize inspections of houses in multiple occupation (HMOs). Predictive analytics involves the use of historic data to predict new instances. But in this case the challenges of cleaning, processing and merging the data proved too intractable to produce successful predictions.
Another important step for local authorities is to clearly define the objectives of an AI project, providing a clear vision of the outcomes, while managing expectations among all affected stakeholders – especially senior managers. The report points to a successful project implemented by Manchester City Council which developed an integrated database that allowed them to automate record searches and build predictive tools. The project had a clearly stated aim of identifying troubled families to participate in the government’s payment-by-results programme. This approach gave the project a specific focus and an easily measurable assessment of success.
It’s also important for local councils and technology suppliers to work together, ensuring that suppliers are aware of local contexts, existing data and processes. At the same time, making full use of in-house expertise can help AI technologies work better in a local government setting. The Oxford Commission report explains that after the disappointing results from the previously mentioned HMOs project, in-house data scientists working in one of the participating local authorities developed their own solution.
Sometimes, councils will discover that AI is a good fit in some parts of their work, but doesn’t work in others. In 2019, Oxford City Council explored whether chatbots could help solve design problems in some of their services. The council found that, while waste and recycling enquiries could be easily handled by a chatbot, the complex nature of the planning service would have made it difficult to remove humans from the conversations taking place in this setting. That said, another council has found it possible to develop a chatbot for its planning applications.
At the same time, digitalisation is compelling councils to adjust to new ways of working, something discussed in a Local Government Association presentation by Aylesbury Vale District Council.
The future of AI in local government
Since we last looked at this subject, local government involvement in AI has increased. But there are still important governance and ethical arrangements to consider so that AI technologies in public services can achieve benefits that citizens can trust.
The Oxford Commission report set out a number of recommendations, including:
minimum mandatory data standards and dedicated resources for the maintenance of data quality;
minimum mandatory guidance for problem definition and project progress monitoring;
dedicated resources to ensure that local authorities can be intelligent consumers and capable developers of AI;
a platform to compile all relevant information about information technology projects in local authorities.
Three years ago, MJ magazine described AI as a ‘game-changer’ for local government. The potential benefits are clear. AI can generate labour and cost savings, but also offers the promise of reducing carbon footprints and optimizing energy usage. But while residents may welcome greater efficiency in their local councils, many will have concerns about data privacy, digital inclusion and trust in the use of public data.
At its best, artificial intelligence will complement the services provided by local authorities, while ensuring that the all-important element of human intelligence remains at the heart of local government.
Further reading: more on digital from The Knowledge Exchange blog
The RTPI Awards for Research Excellence celebrate high quality, impactful spatial planning research carried out by chartered members and accredited planning schools from around the world.
For a seventh year, The Idox Knowledge Exchange has been pleased to sponsor three of the Awards categories – the Planning Practitioner Award, the Student Award, and the Sir Peter Hall Award for Research Excellence.
The Sir Peter Hall Award for Research Excellence
Hannah Hickman MA, MSc, MPhil, MRTPI, senior research fellow at the University of West England, was announced as the winner of the Sir Peter Hall Award for Research Excellence.
Ms Hickman’s research explored the under-researched and poorly-understood area of post-consent – the journey of a development from the point of permission through to delivery and on-going management. In particular it evidenced a worrying decline in design quality occurring at this point. It identified some of the causes, and considered what local authorities might do to address this decline.
Mr Rifkin’s ‘Complex City: London’s Changing Character’ project made the case for character-based densification and provides recommendations for local authorities and cities attempting to meet growth demands while preserving local character.
Commended: Colin Robinson, Lichfields Planning
Nicole Collomb BA (Hons) MSc, University of Brighton, department of architecture and design
Nicole Collomb was handed the Student Award for her research into the effectiveness of green factor policies, in which she identifies a need for robust evidence base for these policies to be successful.
Commended: Samuel ‘Nepo’ Schrade, University of Brighton
Also announced at today’s ceremony were the two recipients of the two £5,000 grants from the Practitioner Research Fund.
The winners of the grants are:
Oscar Wong for the project: ‘Strategic legacy planning for mega-events to achieve sustainable development goals: critical lessons learnt from London Olympics 2012 and Rio 2016’
Timon Moss for the project: ‘Regional community wealth building in Scotland’.
An exceptionally high standard
Dr Wei Yang FRTPI, RTPI President, said: “After receiving many brilliant entries for this year’s awards, the RTPI is now delighted to announce the stand-out projects across our four categories and recipients of the Practitioner Research Fund.
“I would like to congratulate all the winners and those who were shortlisted. The quality of submissions was exceptionally high this year, and we thank all the entrants for their submissions.
The RTPI is grateful to all applicants for sharing their fresh and innovative work. The awards give us the opportunity to celebrate the best and brightest work in the sector which is vital in driving the profession forward.
I would like to extend our great appreciation to the awards sponsors, Routledge Taylor & Francis Group and Idox Knowledge Exchange.
The awards would not be possible without our excellent judges, who have volunteered their time to review all of the entries in their categories and we would like to thank you all for your continued support for the research awards.”
John McLaren, Head of Business for Grantfinder and The Knowledge Exchange at Idox said:
“Idox is very pleased to be continuing our relationship with the RTPI and supporting the RTPI Awards for Research Excellence for another year”.
Further information about the 2021 RTPI Awards for Research Excellence, including the winners, judges and sponsors are available here.
You can also read our guest blog featuring the winner of the 2016 Sir Peter Hall Award, Dr Paul Cowie from the University of Newcastle, about the impact of winning the award for the Town Meeting project, which used theatre to engage communities in planning.
Policy determines almost every aspect of our lives. It dictates the social, ecological and economic conditions around us and acts as the backbone to a functioning society.
For policy to be fair and reflective of everyone’s needs, it should have a solid grounding in evidence. Voluntary, community and social enterprise (VCSE) sector research can have a huge part to play in evidence-based policy development. Organisations in this sector tend to be embedded in the communities they serve and operate on a “values-driven” basis, making them ideal candidates to represent those from all facets of society who may not otherwise be represented in the policy sphere.
Using third sector research to influence policy and practice was the focus of a recent Policy Scotland webinar, where guests from across the sector shared insights and experiences of harnessing their third sector research projects as vehicles for policy engagement.
Developing projects with policy in mind
Dr Hannah Tweed of Health and Social Care Alliance Scotland commenced her presentation by emphasising the importance of allowing real life experience to guide policy. Her project, which focused on experiences of self-directed support in Scotland, was co-produced with peer researchers who utilised their lived experience of social care to direct the design of the study – including which areas to focus on and how best to phrase questions.
Hannah went on to discuss how the team sought to involve local authorities and third sector partners working in social care in the development stage of the project. In doing so they benefitted from practical expertise on how to distribute surveys and conduct interviews in the most accessible formats. This helped to reduce barriers to participation and ensure a wider range of responses.
Engaging governing bodies early on in the project was also a reliable way of garnering interest which could be useful for policy influence down the line. Third sector partners offered invaluable local knowledge and contacts which may not have been reached without the power of word-of-mouth. Additionally, by invoking this level of cross-sectoral input in the project, the team were able to amplify the magnitude of the research, making as many people aware as possible.
Reports, news releases, policy briefs and social media posts were just some of the project outputs that Robbie highlighted as being crucial to gaining and maintaining traction around his research. Timing was a key element for disseminating research outputs, as this piece of work began to take shape around the time of the 2019 general election. Seizing an opportunity, Robbie and his team lobbied with party spokespersons and researchers across the political spectrum, delivering regular consultations and briefs. The end result was that almost every political party featured 20-minute neighbourhoods or a similar idea in their manifestos, which gave a strong sense of added value for the concept.
Both Hannah and Robbie discussed the merits of a succinct set of recommendations, covering large and small issues, in gaining the attention of policy makers. Hannah explained that policy recommendations at the small scale should not be forgotten as they can act as useful, simple outcomes to meet and complement the larger, national changes. Recommendations should be robust, showing consideration for practicalities and cost implications, whilst also painting a clear picture of “where next” for policy, practice and future research avenues.
Knowing your stakeholders
Dr Sarah Weakley of Policy Scotland rounded off the webinar by highlighting the importance of well-defined stakeholders in achieving policy influence. She began by describing how best to position a piece of research within the policy landscape. This involves working out which policy actors are key players in the area, what kind of work they have been known to engage with in the past, and, crucially, what new perspectives can be offered. Taking the example of poverty, she explained:
“We know about poverty, it has been with us forever, there’s nothing new about it. What can be added are some of the new solutions that your research might point to.”
Knowing the policy space was noted by all three speakers as being key to achieving influence. Sarah followed this up by acknowledging that the range of policy stakeholders is far wider than just central government. Some examples of other lesser-considered policy actors include:
community planning partnerships;
other third sector organisations; and
Establishing a network of groups and individuals who are doing work either directly or tangentially in a similar field and forging connections was a message echoed by all speakers. Sarah summarised this most succinctly by stating that policy making is based on relationships. Knowing not just the kind of work being done in an area, but also the people working in and around the area, is essential for exerting influence.
A key piece of advice offered was to not be afraid of reaching out to those in the sphere. Policy makers are usually looking for expertise in a broader sense, rather than a very narrow specialism on one specific topic – meaning research can be beneficial in policy areas which may seem digressive at first glance. Moreover, cuts to local authority departments over the years mean that there has been a decline in in-house research capacity. As such, there can often be more enthusiasm for external engagement. On this note, Sarah explained that local authority engagement can also influence practice on a grander scale if you can find the “right” person, making a further case for the necessity of networking.
This webinar provided invaluable information on how to use third sector research to influence policy and practice. Each speaker gave practical advice on designing a far-reaching research project, disseminating outputs to the right people at the right time, and understanding the policy landscape – all contextualised neatly within their own research.
Evidence-based policy making is integral to building an equitable society that functions effectively for everyone. Third sector organisations conducting novel and meaningful research are well-placed to contribute to this and have the tools to enact real policy change. The guidance from this session could be a useful starting point for organisations looking to maximise their social impact and alter the policy landscape for the better.
Further reading: more from The Knowledge Exchange blog on the third sector and policy making
The UK is one of the most geographically unequal countries in the developed world. It ranks near the top of the league table on most measures of regional economic inequality. Fixing this is a priority for a government elected in 2019 on a pledge to address inequalities in former industrial regions, and in coastal and isolated rural areas.
So far, over £8bn has been put aside by the government for additional investment in so-called ‘left behind’ areas. The policy also appears to enjoy public support. The recent success of the Conservative candidate in the Hartlepool by-election, and the election of mayors in Teesside and West Yorkshire show that voters will back politicians with strong levelling up messages.
Local authorities and businesses are eager to bid for the first pots of levelling up funding that are coming onstream. But is there room for charities to get involved, and is there still time for them to shape the levelling up agenda?
This was the focus of a webinar organised by NPC, the think tank and consultancy for the charity sector.
Defining levelling up
There are different views about what the phase ‘levelling up’ actually means. But Tom Collinge, policy manager at NPC explained that this has become clearer now that various initiatives under the government’s levelling up agenda have got under way:
The Levelling Up Fund is a £4.8bn fund to invest in infrastructure that will regenerate town centres, upgrade local transport and invest in cultural and heritage assets.
The Community Ownership Fund will provide £150 million to help community groups buy or take over local community assets at risk of being lost.
Levelling up funds: making the case for charities
Looking at this funding from a voluntary sector perspective, Tom acknowledged that charities may find it hard to see how they can fit into the kind of work that is eligible for funding. A lot of the focus is on capital spending – transport infrastructure, repairing buildings and creating new parks. An NPC analysis of the levelling up funds found that as much as 87% could go on capital investment. This could be challenging for charities whose work involves delivering services in areas such as youth provision, addiction or homelessness.
Even so, Tom suggested that charities shouldn’t write off their chances of accessing these funds. He explained that a lot of the language used in the funding documents is ambiguous – there are repeated references to ‘community’ and ‘community assets’ without making clear what they mean. This ambiguity could work in charities’ favour. At the same time, many charities work under the banners of skills, employment, heritage and culture. It’s up to charities, therefore, to identify elements in the funding that match what they can offer.
Deadlines are tight: bids for the first funds must be submitted by June 18. So, the time has come, said Tom, for charities to be vocal and make an economic case for levelling up funding. Collaboration with local authorities and metro mayors is likely to be crucial, and Tom suggested that charities with already good relations with local stakeholders are more likely to succeed in their bids.
Levelling up : the local perspective
Kim Shutler, Chair of Bradford District Voluntary and Community Sector (VCS) Assembly agreed that collaboration with local councils is key for charities looking to bid for levelling up funds. But although Bradford’s VCS has a strong relationship with local government, Kim explained that making the voluntary sector’s voice heard can be challenging.
While Kim has experience of partnering with statutory services in delivering mental health support to adults, bids for levelling up funds are handled differently. She was critical of the lack of clarity in how charities can influence the levelling up agenda in meaningful and sustainable ways, and suggested that the top-down nature of the process is detrimental to grass-roots charities.
Where charities can succeed, she suggested, is to demonstrate to local authorities and other partners that the voluntary sector has a compelling story to tell. Learning the language of the people with the money, making a good business case and articulating what charities can bring to the table means the voluntary sector can find a way into the levelling up process.
Shaping the levelling up agenda
As corporate director of children’s services at Barnardo’s, Lynn Perry is well placed to talk about levelling up. Much of what the charity does involves working at the heart of communities, in partnership with local agencies, young people and families.
Charities like Barnardo’s have a unique understanding of the challenges facing the country’s poorest communities. Lynn believes that this perspective strengthens the voluntary sector’s offer, not just in terms of service delivery, but in designing policies and thinking about community assets.
Looking at the bias towards capital projects in the levelling up funds, Lynn argued that a broader definition of infrastructure is needed. Support for families, care for the elderly and improving the lives of disabled people is every bit as important as 5G and better transport. And with the right social infrastructure, young people who get early and continued support can grow up to be the nurses, engineers and climate scientists we’ll need in the years to come.
Lynn observed that this is a unique moment to recognise the value charities can bring to the levelling up agenda. During the pandemic, the voluntary sector has played a vital role in supporting communities in ways that some public services could not. She believes that the future of the levelling up agenda should be shaped by working with communities and the charities that support them. And, along with Kim Shulter, she stressed the need to make better use of the insights and social data collected by charities to demonstrate the real value of the voluntary sector.
Tom Collinge supported this, and suggested that while it might be too late for charities to influence the existing levelling up funds, they should be looking towards the Shared Prosperity Fund. The delay in its introduction may be beneficial, giving the voluntary sector time to think about making the case for revenue funding.
Raising the voice of the voluntary sector
The UK has a long road to follow before it can say the work of levelling up is done. As the Institute for Fiscal Studies has observed,
“The differences between regions are rooted in history going back decades, even centuries. Having fundamental effects on them will require reallocating capital spending for sure, and a whole lot more — investment in skills, in health, in early years, and a coherent and long-term industrial strategy.”
Working with local stakeholders, charities can bring their insights, skills and experience to this process, both in terms of accessing funds and influencing future programmes. It’s now time for the voluntary sector to speak up on levelling up.
Further reading: more from The Knowledge Exchange on community development and regeneration
Town centres have taken a battering in the past year, with many shops and services forced to close during lockdowns and growing numbers of stores going out of business.
But even before Covid-19, UK high streets were already under pressure. Economic recessions, rising business rates, higher rents, the growth of online shopping and development out-of-town retail parks have left Britain’s town centres struggling to survive.
Last month, Planning magazine brought together a panel of experts to discuss the future of town centres. Among the issues considered were trends affecting town centres, how demand for town centre property is changing post-pandemic and how developers are responding to changes in market demand and planning laws.
The bigger picture: online shopping and working from home
Jennet Siebrits, head of CBRE UK’s research team, gave a helpful overview of two key trends affecting town centres.
In the past decade, e-commerce has seen a dramatic increase in activity. Since 2011, the value of online shopping has mushroomed from £23 billion to £58 billion –a 158% increase. But in 2020, even that figure was eclipsed, with the value of e-commerce rising to £84 billion – a 44% increase in just one year. The evidence from the first national lockdown suggests that this step change is here to stay.
The impact of this, along with the Covid-19 restrictions, has been grim for town centre stores. Over 11,000 shops closed in 2020, and while not all of those closures were due to online shopping, it’s clear that e-commerce has been a real driver of this.
Jennet suggested that, as the restrictions ease, it’s likely that supermarkets, along with in-store health and beauty and DIY stores will continue to attract customers. But other sectors will have to come up with innovative ways to lure consumers off their iPads.
Jennet also highlighted the increased move towards home working. Once people return to their workplaces, it’s likely that many will ask to continue working from home, at least for part of the working week.
The rise in home working may also affect demand for residential property, with more people moving further away from city centres. This could have a knock-on effect for ancillary services like coffee kiosks and sandwich bars, with local town centres capitalising on the losses experienced by city centres.
The legal perspective: changes to planning laws
David Mathias, a specialist planning solicitor at Shoosmiths law firm described some recent planning law changes that have particular relevance to town centres.
Since the demise of Woolworths in 2008, more and more UK department stores have been closing down, leaving big gaps on the high street. In future, it’s likely that many property developers will want to convert from retail to residential.
Until recently, permitted development rights for conversion to residential only applied in a limited set of commercial uses. But the UK government has announced new permitted development rights in England enabling greater flexibility on conversions without the need for planning permission. These will go ahead in August, subject to certain conditions.
In addition, further legislation on expansion of permitted development rights introduced last summer allows the construction of an additional storey on freestanding blocks and buildings on a terrace to create additional housing, and the demolition of buildings built before 1990 and construction of new dwellings in their place.
The government has argued that these changes will help to revive town centres, although others believe easing planning rules for developers will have the opposite effect.
The developer’s perspective: re-imagining Manchester
Martyn Evans from the U+I Group offered his view of how developers are responding to changes in market demand and planning. He did so using U+I’s development at Mayfield in Manchester.
Located next to Piccadilly railway station, in the centre of the city, this 24 acre-site is being redeveloped from derelict railway land. A consortium of Manchester City Council, Transport for Greater Manchester and London & Continental Railways (LCR), along with U+I, has been working to regenerate the area, with the first buildings due for completion next year.
Right from the start, the consortium focused on the importance of creating a place where people want to live, work, rest and relax. One important feature of the development is a seven-acre park. Although it was planned into the scheme years ago, this green space has become all the more significant in the past year.
The pandemic has demonstrated the importance of green space as a vital part of city living, both for physical health and mental wellbeing. Such spaces not only attract workers, residents and visitors, they also increase the value of developments. And because decisions about commercial property are increasingly being taken by HR teams rather than finance departments, the wellbeing benefits of workers’ surroundings are being taken more seriously. In short, understanding quality of place gives developers more of a competitive edge.
The local authority perspective: managing change
To conclude, Michael Kiely from the Planning Officers Society looked at what local planning authorities can do to help sustain town centres.
Michael described some of the planning tools local authorities can use, including strategic planning, masterplanning and local plans. But with recent changes in planning laws, including the use classes order, Michael argued that policies such as Town Centre First may be ineffective.
However, local authorities can still make a difference, through partnerships with other stakeholders, such as land owners and Business Improvement Districts (BIDS), and the use of intervention and compulsory purchase powers.
In closing, Michael suggested the need for a licensing or permitting regime to manage and curate activities so that they do not cause harm and town centres can thrive.
Future perspectives: rethinking town centres
A £150m project to revamp London’s Oxford Street signals that high streets are already re-imagining themselves as leisure-focused and “experiential shopping” centres. And the Mayfield site in Manchester has the potential to transform a part of the city centre that has been underused for decades.
These are just two examples of the planning community working together to help sustain town centres. Britain’s high streets face substantial challenges, but this interesting discussion suggested there are good reasons to optimistic about the future.
A recording of The Future of Our Town Centres discussion is available to watch on-demand at the Planning magazine website.
Further reading: more on town centres from The Knowledge Exchange blog
Two years ago, the UK became the first major economy in the world to pass a law pledging to bring all greenhouse gas emissions to net zero by 2050. Achieving net zero means balancing the amount of greenhouse gases we emit with the amount we remove, and it’s a critical factor in tackling climate change by reducing global warming.
The necessity: why buildings need to be decarbonised
In 2014, emissions from domestic properties accounted for 34% of total UK greenhouse gas emissions. A combination of high energy prices and improvements in energy efficiency brought that figure closer to 19%. But those reductions have stalled, and because the UK’s building stock is one of the oldest and most energy-inefficient in Europe, the need to decarbonise is even more urgent.
The benefits: environmental, health, economic
While achieving net zero is one good reason for making our buildings more energy efficient, decarbonisation offers further dividends.
Energy efficient homes are cheaper to run, reducing the levels of fuel poverty that affect millions of households. They can also bring health benefits in the form of healthy air temperatures, lower humidity, better noise levels, and improved air quality.
In addition, a nationwide programme of decarbonising buildings could make a vital contribution to the recovery of the economy from the coronavirus pandemic. A recent inquiry by the House of Commons Environmental Audit Committee (EAC) found that investing in energy efficiency alone could create 34,000 full-time jobs within the next two years. In the longer term, energy efficiency investment could support an estimated 150,000 skilled and semi-skilled jobs to 2030.
The problems: high costs, skills uncertainty and a “disastrous” insulation scheme
The UK government says the cost of decarbonising homes is between £35 billion and £65 billion. But the EAC believes that this seriously underestimates the cost of upgrading the energy efficiency of homes. With 19 million homes in England requiring energy efficiency installations, this could cost £18,000 per home, even before the installation of a heat pump.
Another area of concern is skills. Brian Berry from the Federation of Master Builders told the committee that every tradesperson in the country needs to be upskilled in retrofit techniques in order to secure overall competency in the supply chain:
“We need to upskill people in the building industry because there is a needto understand how their skills interrelate to one another. You cannot justpick out one bit of this. It has to be seen holistically, which is why I think there needs to be a national retrofit strategy, a clear political direction anda commitment to reducing carbon emissions in our homes.”
The EAC was also outspoken in its criticism of the government’s flagship home insulation scheme. The Green Homes Grant was launched in 2020 to offer £1.5bn in subsidies for insulation and low-CO2 heating. However, only 6.3% of the money has been spent, despite exceptionally high demand.
The committee said the scheme was rushed and poorly implemented, and described its administration as “nothing short of disastrous.” Just six months after its launch, the scheme has now been scrapped. Instead, energy saving upgrades and low carbon heating will be delivered to homes through local authorities in England.
The recommendations: strategies, incentives and insights from overseas
There’s no shortage of suggestions for driving decarbonisation forward. The EAC has called for a government strategy for the next decade to give industry and tradespeople time to upskill and to give households the right signals to invest in energy efficiency. The committee also recommends that VAT on the labour element of refurbishment and renovations is reduced to 5%, a measure also supported by the Royal Institute of Chartered Surveyors.
It’s also worth looking at ideas from overseas. In February, research by the University of Edinburgh reviewed the heat decarbonisations policies in nine European countries. The report highlights particular progress made by the Nordic countries in decarbonising buildings’ heat supply and in making greater use of electricity as a potential future source of low-carbon heating.
The solutions: putting promises into practice
While the challenge of decarbonising homes may be daunting, a growing number of housing providers are taking steps to cut emissions from domestic properties.
The Welsh Government has provided £20m in funding for Optimised Retrofit. Through this scheme, 28 social landlords can retrofit homes and test the ways heat and energy are produced, stored and supplied. If it’s successful, the scheme could be the model for decarbonising all of Wales’ 1.4 million homes by 2050.
Last month, Sutton Council launched an energy-efficiency programme to transform draughty properties with high energy bills into net zero carbon houses which are warmer and cheaper for residents. The programme is based on a successful Dutch initiative known as Energiesprong (energy leap). In the Netherlands, 1300 net zero energy refurbishments have been completed, and a further 500 are being built. The initiative involves insulating the external walls and roof areas, replacing windows and doors and installing new solar panels to power a new central heating and ventilation system. Sutton is the first London borough and the latest UK housing provider to adopt the programme, which has already been taken up in Nottingham and Maldon.
Many housing associations are at the start of their journey to net zero, but a National Housing Federation survey has shown that two thirds of social housing landlords have started planning to make their homes greener and warmer. Three quarters (74%) of survey respondents expect to retrofit homes in 2020-21. A similar proportion (73%) expect to retrofit homes in 2021-22. However, the survey also reported that lack of finance and continuing policy uncertainty remain major obstacles to decarbonising homes. That’s important, particularly given the cost of decarbonisation of social housing – £104bn by 2050.
The future: decarbonisation begins at home
Local authorities, housing associations, and the construction industry are all keen to transform existing homes into greener, warmer places to live in. At the same time, residents – especially those having to make the choice between heating or eating – need to be taken out of fuel poverty. And, as we’ve seen, achieving net zero will only be possible by making the nation’s housing stock more energy efficient.
With so much riding on decarbonisation of domestic properties, the need for more funding as part of an ambitious policy approach is clear. As the UK prepares to host the critical climate change talks in Glasgow this year, there has to be a better understanding that tackling the climate emergency starts on our own doorstep.
Further reading from The Knowledge Exchange blog on housing and energy efficiency
Long waiting lists, high rents, thousands sleeping rough, millions living in insecure or unsuitable homes and a generation of young people priced out of the market: these are the hallmarks of the UK’s broken housing system.
In England, the government is committed to building 300,000 new homes a year by the mid-2020s. But in 2019, the number of new homes amounted to 170,000 – fewer than half of which were affordable homes. It’s a situation that is almost certain to get worse. Housing analysts have suggested that the restrictions caused by the coronavirus pandemic in 2020 will mean a 30% reduction in homes delivered.
Local authorities are rising to the challenge of the housing crisis. Between 1999 and 2002, councils delivered just 60 new homes as a consequence of central government housing policy. But in recent years councils have been returning to housebuilding in large numbers. A 2019 RTPI report found that:
“…more than two thirds of local authorities are now involved in directly delivering housing and local authorities are delivering homes in numbers not seen for 20 years.”
In the same year, The Guardian newspaper highlighted some examples of council housing projects:
“Bournemouth is building housing above many of its surface car parks, and has won planning awards for the results. Wigan is transforming tricky former mining sites with an exemplary programme of housing for older people. Exeter has one of Europe’s largest Passivhaus schemes underway, while Liverpool is developing rent-to-buy homes.”
But if councils are to succeed in their efforts to deliver more affordable, low carbon housing, they will need to change the way homes are built. Increasingly, prefabricated modular construction is being seen as a way to meet some of the demand for new housing. Built offsite in factories, with fittings included, prefabricated housing offers comfortable, well-insulated homes that can be constructed more quickly than traditional building. Offsite construction can deliver a modern apartment block in half the time that it would take to build using traditional methods, which means that units for sale or rent can start making money more quickly.
An article in the 12 November 2020 issue of MJ magazine reported further benefits, noting that:
“…these homes are delivered with up to 40% less carbon, fewer defects, and less disruption to neighbourhoods where sites are located. Once completed the fact they are made in a factory is not obvious to the passer by or occupant, it is just great housing, beautifully built, with low running costs.”
A shortage of skilled labour presents another reason why the old ways of building homes need to change, as a 2016 review of the construction market highlighted:
“We will not have the labour force to deliver what the country needs by working in those ways, and those ways will not create enough added value for clients or suppliers to allow construction firms to prosper, and make those investments in our people and performance.”
The report demonstrated that prefabricated housing can make a significant difference to satisfying demand:
“Tokyo alone is able to build nearly the same number of homes per year that the UK delivers nationally. This is purely due to the reliance on a different delivery model for single family homes which benefits from the mass market cultural acceptance of pre-manufactured modular housing.”
Housing the homeless
Further evidence that modern methods of construction can work well has come from a project in Cambridge, where six modular homes were installed on a temporary site to house local homeless people. A report by the Cambridge Centre for Housing & Planning Research noted that residents were impressed with the design, space and quality of the modular units, and were keen to be involved in efforts to build a thriving community.
The Cambridge project is especially important in the light of the UK’s large number of rough sleepers and ‘hidden homeless’. In March 2020, more than 14,000 homeless people were housed in England as part of the ‘Everyone In’ initiative to take rough sleepers off the streets during the first wave of the pandemic. The programme was hailed as one of the leading successes of the government’s coronavirus response, but it ended in May and has not resumed during the current lockdown.
The future is modular?
So, could modular construction offer a solution to the UK’s housing shortage? Recent research published in the Journal of Engineering, Design and Technology set out to compare the traditional approach with modular construction, and to assess whether a shift in construction systems offers the potential to alleviate the UK’s domestic housing crisis. The study stressed that more research was needed to provide greater certainty about how modular methods could be more effectively grafted onto the current UK construction practices. However, the authors concluded that:
“…modular construction promises strategic solutions to the lack of affordable housing currently experienced in the UK.”
In the meantime, recent developments suggest that the prefabricated housing sector seems to be going from strength to strength:
A 20,000 sq ft unit will be the manufacturing site for a new modular housing company in Durham, with plans to produce 1,000 modular homes a year.
A modular housing developer owned by Ikea has signed a 750-home deal with a housing association in the south of England.
Planning consent has been granted for 185 homes to be located in Bristol after they are shipped in from a factory in Yorkshire. Half of the homes will become part of the city council’s affordable housing stock.
The numbers of prefabricated homes are still too low. But if this trend continues, offsite construction might start to have a bigger impact on the UK’s housing shortage. The days of bricks and mortar could be numbered.
Further reading More from The Knowledge Exchange blog on modern methods of housing: