In which British cities do people work from home?

Blackpool, where a surprising proportion of people work from home, but like – in the 1890s. Image: Trials and Errors / Flickr

The latest instalment of our weekly series, in which we use the Centre for Cities’ data to crunch some of the numbers on Britain’s cities.

Working from home is a beautiful, underappreciated human phenomenon. Honestly. David Attenborough should study it in his next big programme.

In its natural habitat of the small unkempt conversion flats of North London, the young adult male freelancer hunches over the light of his laptop. He is emailing his boss and, as is common for his species, is doing so in his pyjamas. He has not showered yet today, and it is unlikely that he will for the foreseeable future.

It’s a great life, right? You wear whatever you want, eat whenever you want, smell as bad as you like, but you still get the job done, contribute to the UK economy, build a country that works for everyone etc etc. Everybody wins.

Which is what makes it surprising that so few people in the UK do it.

Admittedly, the most recent data we have on this is from 2011 – the last UK census  but the figures are still worth looking at.

Even in the top five cities in which people work from home, the numbers aren’t that huge. Around 12 per cent of Brighton-dwellers take up the opportunity; 11.3 per cent in Bournemouth relish underpants-office-life; 11.2 per cent feel similarly in Aldershot; Reading comes in fifth with 11 per cent.

Given the wonders of the internet – Skype, Slack, Facebook, email, screensharing and the importance of wearing pyjamas, the fact that only one in ten choose to work from home even in cities with high concentrations of home-workers seems surprising.

There doesn’t seem to be wild variation between cities, either. Even the cities where people are least likely to work from home aren’t so far behind Brighton and its ilk.

Brighton, with ilk variously parked in cars. Image: Diego Torres / Flickr.

In Hull, 5.1 per cent work from home; 6 per cent of Liverpudlians are work-from-homers. Sunderland has 6.3 per cent, Crawley 6.6 per cent, and Plymouth 6.7 per cent.

And there doesn’t seem to be a phenomenal rush to work from home, either. Comparing the data from the 2001 and 2011 censuses shows visually that proportions have crept up a little bit, but Brits still seem reticent to throw in the towel and work from home.

Click to expand. Image: Centre for Cities.  

The biggest increases came in the aforementioned Brighton – where the percentage of people who work from home has gone up by 2.8 points from 2001 – and Belfast, where the increase was 2.5 points. The hallowed halls of Cambridge and Oxford saw a growth of 2 points or so, while Reading clocked a 1.9 percentage points increase.

Click to expand. Image: Centre for Cities.  

In a vague attempt to try and work out how the most work-from-home-ish cities might have earned their titles, it’s worth looking at house prices, as ever. But it’s worth doing that with a slight caveat. London, obviously, warps everything. Its house prices are so far beyond the pale, and its diversity in employment, workplaces, and just about every metric means that it is a fairly severe outlier on this comparison.

So, to make life more convenient, I’ll just leave it out. The graph below compares the proportion of people who worked from home according to the 2011 census – the most recent data available with the average house price in 2015 again, the most recent data, with London taken out of the equation altogether.

Click to enlarge. Image: Centre for Cities. 

Now it’s not perfect, but you can see there’s definitely a slight correlation. Cities like Oxford and Cambridge stick out because of their stupendous house prices, while Blackpool overperforms on the working from home front relative to its lower house price average.

But interestingly, when you change the view from a static picture to a changing picture, that correlation doesn’t hold up as well.

Click to enlarge. Image: Centre for Cities. 

This graph shows house price growth from 2003 to 2015 (the full range of data available) alongside the change in the proportion of people working from home from 2001 to 2011 (again, full range of data).

You can see fairly quickly that the correlation isn’t anything like as strong. Oxford, Cambridge, Brighton, and London stick out like a sore thumb, whilst all the other cities sort of huddle together generically like they’re waiting for the sad bus to hyper-cool-city-land.

I really can't think why house prices might be high here. Image: Alex Brown / Flickr.

So for now, all we really know is that if you live in a city where house prices are higher, you’re probably a little more likely to work from home. I guess if you’ve paid through the teeth for a place, you’re more likely to want to spend every waking moment working in it and every sleeping moment sleeping in it.


But with more people working self-employed, and the fabled portfolio career – if under 30, read: unemployed; if over 30, read: more successful than you – becoming more popular, who knows? Maybe the 2021 census will hold out all kinds of working-from-home-related excitements.

One can only hope.

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The Delhi Metro: How do you build a transport system for 26m people?

Indraprastha station in 2006. Image: Getty.

“Thou hath not played rugby until thou hath tried to get onto a Delhi Metro in rush hour,” a wise Yogi once said.

If you’ve never been on New Delhi’s Metro, your mind might conjure up the the conventional image of Indian trains: tawdry carriages, buckets of sweat, people hanging out of windows and the odd holy cow wandering around for good measure.

Well, no. The Delhi Metro is actually one of the most marvellously sophisticated, affordable, timely, and practical public transportation systems out there. On a 45C day in the Indian summer, many a traveller has shed tears of joy on entering the spacious, air-conditioned carriages.

Above ground, Delhi is a sprawling metropolis of the scariest kind: 26m people, three times the population of London, churn and grind through Delhi itself.

The National Capital Region, an area which includes Delhi and its surrounding satellite cities – now victim of its never-ending urban sprawl – has an estimated population of almost 50m. So how do you tie such a huge population together?

The map; click to expand. Image: Delhi Metro Rail.

Motorised vehicles won’t do it alone. For one, air pollution is a horrific problem in Delhi, as it is across India. Last November, the government declared a state of emergency when the Indian capital was engulfed by a toxic, choking fog so thick that you could barely see several metres in front of you, drawing allusions to the great Victorian fogs in London.

Then there’s Delhi’s famous traffic. Twenty-five years ago, the travel writer William Dalrymple observed that you could reduce the Delhi’s road laws to one simple idea: the largest vehicle always had the right of way. The traffic has tamed somewhat in the 21st century, but the number of vehicles has multiplied again and again, and it’s not uncommon for people to be stuck in four-hour traffic jams when they try to traverse the mighty city.

Enter the Delhi Metro – a huge network of 164 over- and underground stations – and by any account, a titan of civil engineering and administration.

The numbers are simply colossal. Every day the metro serves on average almost 3m people. Annually, it carries around 1bn.

In a country where intercity trains still turn up a day late, the Delhi Metro is extraordinarily timely. On the major lines, trains will come every several minutes. The trains are extraordinary speedy, and you’ll reach your destination in a fraction of the time it would take for you to drive the distance.

The minimum fare is 10 rupees (12p); the maximum fare, to and from the airport, is 50 (60p).

The evolution of the metro. Image: Terramorphus/Wikimedia Commons.

Construction of the metro system began in 1998, with the first section completed in late 2002. Keen to avoid the catastrophic corruption and bureaucratic mismanagement which plagued eastern city of the Kolkata Metro, developers took advice from Hong Kong’s high-tech system There have been several stages of development to add extra lines; more is planned. By 2020, it is hoped that the 135 miles of line will have increased to over 300.  

One thing quite striking about the metro is its women’s only carriages at the rear and the front of the train, marked by pink signs. Sexual assault and harassment has been a horrific problem on Delhi’s transport systems. Women can of course go anywhere on the train – but men who violate the carriage system will have to deal with the scathing anger of the entire pink carriage.


One of the under-discussed impacts of widespread and well-used public transportation systems is their propensity to break down social and class barriers over time. As the London Tube began to be used more and more in early 20th century London, people from completely different walks of life and classes began to brush shoulders and share the same air.

The story is similar in Delhi. The necessity of the metro helps to break down old caste and class divisions. Of course, many elite Delhiites would not be seen dead on the metro, and choose their private chauffeur over brushing shoulders with the common man. But slowly and surely, the times are a changing.

What’s more, the Delhi Metro system is one of the greenest around. Six years ago, the Metro was the first railway system in the world to be awarded carbon credits from the United Nations for helping to reduce pollution in the capital by an estimated 640,000 tonnes every year.  

All praises sung and said, however, at peak times it’s less mind the gap and more mind your ribs – as a fifth of humanity seems to try to get on and off the train at once.

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