British cities are moving to reduce the impact of “studentification”

Those were the days: the cast of The Young Ones, c1982. Image: BBC.

The tension between town and gown is as old as the existence of universities themselves. The appropriately named St Scholastica’s Day Riot of 1355 was an actual battle between the students of the University of Oxford and the residents of the town. It broke out over the quality of some wine, and only ended when almost a hundred were dead.

Nowadays, the tension may be less deadly, but it remains, nonetheless. The total number of students in Britain has shot up 400,000 in the last 17 years – and they all need somewhere to live.

The grottiness of student life has been almost mythologised, with all the noise, rubbish and midweek parties that spill out into the street. The growth of the student population can even affect the very fabric of an area as the local economy starts to cater to their needs (more student bars, fewer primary schools). Local families are priced out as landlords see the benefits of buy-to-lets for students.

In true modern fashion we’ve even come up with a neologism, to help us get our head around this phenomenon. We call it “studentification”.

At the root of all this is Houses in Multiple Occupation, or HMOs. Defined as houses where at least three tenants live, they are perfect place for young professionals and students to live for a few years.


In the vast majority of UK cities between half and three quarters of students live in HMOs or similar types of accommodation. Usually focused on areas close to universities, the concentration of student HMOs in certain areas has led to them derogatorily being called ‘student ghettos’.

By way of example: student accommodation now makes up 75 per cent of the Green Lane area of Durham, two-thirds of Headingley in Leeds and as high as 90 per cent in certain areas of Nottingham. The remaining permanent residents have to put up with all the chaos of student life, as well as neighbours who change on a yearly basis.

Studentification can have political repercussions, too. In last year’s General Election, the constituency of Canterbury voted Labour for the first time in 100 years. Many attributed this to the student vote.

Local government is taking steps to combat the massive change student concentration cause. Councils have sought extra powers to limit the numbers of HMOs in Oxford, Durham, Nottingham, Birmingham, Worcester and Leeds. In Exeter, the City Council has set a target that 75 per cent of all increases in the student population should be housed in what is known as Purpose Built Student Accommodation (PBSA) – more colloquially, halls of residence.

PBSAs do combat the effect of students living in HMOs, but can’t resolve the ‘ghetto’ effect of concentrated student areas. The disruption to local communities can only be resolved by city planners working with PBSA providers to figure out the best place to build new student accommodation.

Students can bring great advantages to an area: an increased range of goods and services, development of social/cultural spaces and a vibrant population. But these need to be harnessed and planned for. If ex-industrial land and other brownfield sites were to be used for PBSA developments they could be part of the revitalisation of the area.

Otherwise, students will spill out into the private HMO sector which, left unchecked, can seriously damage local communities. And we don’t want another St Scholastica’s Day Riot on our hands, do we?

 
 
 
 

Here are eight thoughts on TfL’s proposed cuts to London’s bus network

A number 12 bus crosses Westminster Bridge. Image: Getty.

In 2016, the urbanism blog City Observatory had a modest proposal for how American cities could sort out their transport systems: “Londonize”.

Its theory, the name of which referenced another popular urbanism blog, Copenhagenize, was that the key plank of Transport for London’s success was something that even transport nerds did not consider very sexy: its buses.

Though the Tube might get more glamorous press, London’s bus service really is impressively massive: It carries roughly 2.3bn passengers per year—much more than the Tube (1.3bn), close to the New York City subway (2.8bn), and nearly half as much as every bus service in America combined (5.1bn), while serving a population roughly 1/35 as large.

How has TfL done this? By making its bus network high frequency, reliable, relatively easy to understand and comprehensive. We rarely talk about this, because the tube map is far more fun – but the reason it’s so difficult to fall off the transport network in Greater London is because you’re never that far from a bus.

Given all that, we should probably talk about TfL’s plans to rethink – and in most cases, cut – as many as 36 different central London bus services over the next few months.

I’m not going to rehash details of the changes on which TfL is consulting from next month: there are just too many of them, and anyway it’s someone else’s scoop. The story was originally broken by Darryl Chamberlain over on 853 London; there’s also some fascinating analysis on Diamond Geezer’s blog. You should read both of those stories, though preferably not before you’ve finished reading this one.

Before offering my own analysis of the proposed changes, though, I should offer a few examples. More than a dozen routes are facing a trim: the 59 from King’s Cross back to Euston, the 113 from Oxford Circle to Marble Arch, the 171 from Holborn all the way down to Elephant & Castle and so on. A couple – the 10, the 48, the C2, and at most times the special routemaster version of the 15 – are being withdrawn altogether.

On, and one new route is planned – the 311, from Fulham Broadway to Oxford Circus. This will help plug some of the cuts to the 11, 19 and 22.

So, what does all this mean? Some thoughts:

1) This might not quite be as awful as it initially sounds

TfL says that demand for buses has fallen by around 10 per cent in London in recent years. It predicts it’ll fall further when Crossrail opens, as passengers switch to the new line, or to the tube routes relieved by the new line. So: the idea of taking some unwanted capacity out of the system is not, in itself, terrible.

Striping out unnecessary buses should also improve air quality in some of London’s worst pollution hot spots, and improve traffic flow, hopefully speeding up journeys on those buses that remain. 

A map from the presentation in which TfL explained its plans, showing the reduction in bus numbers on key arteries. Hilariously, notes Darryl Chamberlain, “It no longer produces its own maps, so has had to use one prepared by a bus enthusiast”.

The plans might even free up buses and staff to increase frequencies in outer London where demand hasn’t fallen – though these plans won’t be unveiled until next year and, for reasons I’ll come to below, I’ll believe it when we see it.

2) For many bus users, a lot of these changes will pass almost unnoticed

By my count, I use nine of the affected routes with any regularity – but only three of the changes are things that I’m likely to be at all inconvenienced by. Most of the changes either affect a part of the route I don’t take, or one where there are easy, and pain free, alternatives.

This is anecdotal, obviously – perhaps I’m just lucky. But my suspicion is that a lot of these changes will go unnoticed by most passengers. It’s only the sheer number of them happening at once that makes this look like a big deal.

3) The Hopper fare makes this easier...

Once upon a time, if you had to switch buses, you had to pay a second fare. This isn’t true of journeys on the tube or railways – and since bus passengers have, on average, less money than tube passengers, it amounted to a pretty unfair tax on poorer Londoners.

But in January, in what is probably his most notable policy achievement of his two years in office so far, London’s mayor Sadiq Khan changed the rules. Now you can take as many buses as you want within an hour, for a single fare: that means you can switch buses without paying a penalty.

That will have made it easier for TfL to cut routes back: replacing a direct bus journey with one that requires a change no longer means imposing a financial penalty on passengers.


4) ...but not that easy

That’s about where the good news stops, though – because there are reasons other than cost why people prefer direct bus routes. Needing to change buses will be difficult for anyone with any form of mobility impairment, for example. Even for those of us lucky enough not to fall into that category, it’ll be annoying: it’s just easier to stay in one seat for 40 minutes than to get turfed off and have to fight for a new one halfway through.

More than that, from the passengers’ point of view, excess capacity feels quite good a lot of the time: it means your bus may well be nice and empty. Reducing the number of buses along those key corridors will also make those that remain more crowded.

5) The motive is almost certainly financial

Another of Sadiq Khan’s big policy promises was to freeze fares. He made this promise at a time when central government is massively reducing the financial support it gives TfL (the work, Chamberlain notes, of Evening Standard editor George Osborne, back when he was chancellor). And the Hopper fare, while a great idea in many ways, means a further reduction in income.

So: TfL is scrambling for cash: this is why I remain cynical about those new outer London bus routes. I would be amazed if money wasn’t a motivation here, not least because...

6) TfL thinks no one will notice

Any attempt to reduce tube frequencies, let alone close a station, would result in uproar. Hashtag campaigners! Angry people pointing at things in local newspapers! Damning reports on the front of the Evening Standard from the bloke who made it happen!

Buses, though? Their routes change, slightly, all the time. And do you really notice whether your local route comes every 10 minutes or every 12? That’s not to mention the fact that bus passengers, as previously noted, tend to be poorer – and so, less vocal – than tube passengers.

So cuts, and the savings they bring, are much easier to sneak through. TfL probably would have gotten away with it, too, if it hadn’t been for those meddling bloggers.

Although...

7) Scrapping the C2 might be a mistake

The C2 runs from Parliament Hill, through Kentish Town and Camden to Oxford Circus. In other words, it links north London, where a lot of journalists live, to the offices of the BBC and Buzzfeed.

As occasional New Statesman writer James Ball notes, this is probably not the easiest route to quietly shelve.

8) None of this is set in stone

The consultation doesn’t even begin until next month and then will run for six weeks – so all these plans may yet be forgotten. We shall see.

Anyway – here’s Darryl Chamberlain’s original scoop, and here’s some detailed analysis on Diamond Geezer. Please support your local bloggers by reading them.

Jonn Elledge is the editor of CityMetric. He is on Twitter as @jonnelledge and on Facebook as JonnElledgeWrites.

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