Can you spot the green belt on this map of housing supply increase?

How housing supply has changed in south east England since 2001. Image: Neal Hudson.

Okay everyone, who’s up for an invigorating game of “pin the green belt on the net change in housing supply map”?

The map above shows the change in the number of homes in every council in the south east of England between 2001 (when we didn’t have a housing crisis) and 2016 (when we emphatically did). It’s the work of Neal Hudson, an independent housing analyst, who got the data from this government dataset (table 125, if you’re interested).

Perhaps the biggest trend that jumps out on you is that there’s a ring of councils around London that have, let’s say, not done a great job of increasing their housing stock.

Further from London, the colours get darker as the numbers go up. A lot of inner London boroughs have done better, too: Tower Hamlets has managed more than 24 per cent; Islington, Hackney, Newham, Westminster and Southwark have all done over 18 per cent. (That tiny sliver of beige in west London, incidentally, is Kensington & Chelsea, the site of the Grenfell fire, which has barely built anything.)

Between those two, though, there are several dozen light yellow or beige boroughs, in outer London or in the commuter belt beyond it, representing only small increases in housing numbers.

Now what does that pattern remind me of?

The Green Belt. Image: Lower Thames Crossing Association.

Communities secretary Sajid Javid is soon expected to reveal plans which will force councils to increase their house building targets. That ring, Hudson argued, is very likely to be in his sights:

Is this enough new homes? Between 2001 and 2016, the UK’s population increased by around 12 per cent: at first glance, it looks like at least half of the councils on this map grew their housing stock by more than that (the three darker shades), so maybe things aren’t too bad.

And yet, that 12 per cent probably understates the population growth at this end of the country: as we’ve noted before, England’s fastest growing cities are all in the economically prosperous south.


What’s more, with a few exceptions in inner London, it tends to be the councils further from London that have done most to increase their housing stock. That’s a problem, for two reasons. One is that these councils had smaller populations to start with. A 20 per cent increase on a small number may be a lot less homes than an 8 per cent increase on a big one.

The other is that many of these new residents are likely to work in the capital, meaning long commutes, big carbon footprints and so on. The green belt is protecting the inner ring of commuter towns from sprawl, while loading it all onto places further out.

Oh yes – and consider that housing costs in the south have ballooned, of course. That suggests we’re not building enough homes, too.

Jonn Elledge is the editor of CityMetric. He is on Twitter as @jonnelledge and also has a Facebook page now for some reason. 

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Here’s a fantasy metro network for Birmingham & the West Midlands

Birmingham New Street. Image: Getty.

Another reader writes in with their fantasy transport plans for their city. This week, we’re off to Birmingham…

I’ve read with interest CityMetric’s previous discussion on Birmingham’s poor commuter service frequency and desire for a “Crossrail” (here and here). So I thought I’d get involved, but from a different angle.

There’s a whole range of local issues to throw into the mix before getting the fantasy metro crayons out. Birmingham New Street is shooting up the passenger usage rankings, but sadly its performance isn’t, with nearly half of trains in the evening rush hour between 5pm and 8pm five minutes or more late or even cancelled. This makes connecting through New Street a hit and, mainly, miss affair, which anyone who values their commuting sanity will avoid completely. No wonder us Brummies drive everywhere.


There are seven local station reopening on the cards, which have been given a helping hand by a pro-rail mayor. But while these are super on their own, each one alone struggles to get enough traffic to justify a frequent service (which is key for commuters); or the wider investment needed elsewhere to free up more timetable slots, which is why the forgotten cousin of freight gets pushed even deeper into the night, in turn giving engineering work nowhere to go at all.

Suburban rail is the less exciting cousin of cross country rail. But at present there’s nobody to “mind the gap” between regional cross-country focussed rail strategy , and the bus/tram orientated planning of individual councils. (Incidentally, the next Midland Metro extension, from Wednesbury to Brierley Hill, is expected to cost £450m for just 11km of tram. Ouch.)

So given all that, I decided to go down a less glamorous angle than a Birmingham Crossrail, and design a Birmingham  & Black Country Overground. Like the London Overground, I’ve tried to join up what we’ve already got into a more coherent service and make a distinct “line” out of it.

Click to expand. 

With our industrial heritage there are a selection of old alignments to run down, which would bring a suburban service right into the heart of the communities it needs to serve, rather than creating a whole string of “park & rides” on the periphery. Throw in another 24km of completely new line to close up the gaps and I’ve run a complete ring of railway all the way around Birmingham and the Black Country, joining up with HS2 & the airport for good measure – without too much carnage by the way of development to work around/through/over/under.

Click to expand. 

While going around with a big circle on the outside, I found a smaller circle inside the city where the tracks already exist, and by re-creating a number of old stations I managed to get within 800m of two major hospitals. The route also runs right under the Birmingham Arena (formerly the NIA), fixing the stunning late 1980s planning error of building a 16,000 capacity arena right in the heart of a city centre, over the railway line, but without a station. (It does have two big car parks instead: lovely at 10pm when a concert kicks out, gridlocks really nicely.)

From that redraw the local network map and ended up with...

Click to expand. 

Compare this with the current broadly hub-and-spoke network, and suddenly you’ve opened up a lot more local journey possibilities which you’d have otherwise have had to go through New Street to make. (Or, in reality, drive.) Yours for a mere snip at £3bn.

If you want to read more, there are detailed plans and discussion here (signup required).