Estate regeneration can be done well. Here’s how

South London's un-regenerated Heygate estate. Image: Getty.

Everyone knows that regeneration is frequently done badly. Everyone knows that consultation can be tokenistic or faked. These are people’s homes, people’s communities – and people’s lives. People deserve better than being lied to or materially ignored by developers, as is all too frequently the case.

It can be hard to dissociate the very word “regeneration” from all the well-known negative examples. But it is not inherently impossible to upgrade the urban form. It can be done well.

This won’t solve all of society’s ills, which run much deeper and more systematically than anything a change or urban form can fix: education and social capital top architecture.

But what has been proven is that urban form can, and frequently does, have a meaningful impact on wellbeing. Multiple studies have shown that, even accounting for broader socio-economic factors, urban design can have a positive impact if done well – and a negative one if done badly.

And as the housing crisis reaches new levels of the stratosphere, urban form is edging closer to the forefront of policy debate. This gives an opportunity for meaningful action and meaningful impact, to try to avoid the mistakes of the past.

Seven habits of highly effective regenerations

At Create Streets, we use seven tests for assessing regeneration – and argue that there’s scant point in changing the urban fabric of a place if it doesn’t pass these tests. Stubborn? Perhaps, but a development that fails these test will end up doing more harm than good. They are also eminently passable, as we’ll see. 

The seven questions are:

  • Does it have support of residents?
  • Does it have support of neighbours?
  • Does it increase total housing?
  • Does it at least keep social housing equal & treat leaseholders and tenants fairly?
  • Is the new spatial layout better – and does it “plug into” streets and city?
  • Are new internal standards better and good enough?
  • Does it produce mixed community by tenure and use?

Just to be clear, the answer to all of the above should be “yes.”

A lot of high profile estate regenerations have failed these tests: indeed, often one of the reasons why they are high profile is precisely because they’ve not gone about things properly. Neglecting these points can obviously have a negative impact on residents – but more than that, failing these tests creates controversy and therefore opposition.

“Residents could be re-housed without being decanted”

Compliance with these tests should therefore be a no-brainer. As Savills’ recent report for the Cabinet Office recommended, new developments should give “a genuine and privileged role for the local community”. And don’t let anyone tell you that the “value” is not there to do it properly. Again, the recent Savills reports shows quite clearly the value inherent in medium-density, provably popular urbanism. It can work on everybody’s terms.

The secret of my success

The community on north London’s Packington Estate had this sort of input. Built in the late 1960s in Islington, tucked behind Upper Street and bordering the Regent’s Canal, the process of redeveloping the estate began in 2006: a poll of residents approved transfer of ownership to the social landlords the Hyde Group, who then funded the improvements through densifying.

The rebuilding shows the value of effective consultation and dialogue with residents. The process led to an estate that residents were pleased with and proud of. It re-instated integrated streets (86 per cent wanted a new development to reinstate the traditional street pattern), built more houses and, crucially, avoided the high-rise towers residents had explicitly said they did not want. The rebuilding process took place over several stages, meaning that residents could be re-housed without being decanted.


The maximum height at Packington was increased by just 33 per cent (from six storeys to eight). But the development still managed to increase overall density by 56 per cent (from 538 homes to 839). This was a very clear and specific win for residents: Hyde themselves have acknowledged that they would have built higher without this input from residents, and without a planning authority who supported the residents.

The Portobello Square development in North Kensington, by Catalyst Housing, is also worth citing. Its rebuild will create more homes, and the housing of all existing residents, including the social housing provision, will be fully replaced.

After consultation, the key design objectives were reintegration with the surrounding neighbourhood, and the creation of a new square at the heart of the scheme to replace a previously poorly-located square. The visual typology is one of the key strengths of this redevelopment: it was drawn from “traditional Kensington residential precedents,” including mews houses and townhouses, and fits into the local street network. This also helped to keep the development in line with the densities of the borough, the second densest in London. 

Neither of these examples are perfect. Little in life is. Some of the squares in Packington, for example, have confused fronts and backs.

But they do show that working with residents and listening to both their concerns and preferences can lead to a popular urban form that is dense enough to increase London’s total housing stock, but of high enough quality to boost wellbeing and improve lives.

Indeed, if you’re not making better and more popular places that can function as an integrated part of the city for generations then what, in the long term, is the point?

Kieran Toms is a researcher and urban designer at Create Streets, a social enterprise encouraging urban homes in terraced streets.

 
 
 
 

There isn’t a war on the motorist. We should start one

These bloody people. Image: Getty.

When should you use the horn on a car? It’s not, and anyone who has been on a road in the UK in living memory will be surprised to hear this, when you are inconvenienced by traffic flow. Nor is it when you are annoyed that you have been very slightly inconvenienced by another driver refusing to break the law in a manner that is objectively dangerous, but which you perceive to be to your advantage.

According to the Highway Code:

“A horn should only be used when warning someone of any danger due to another vehicle or any other kind of danger.”

Let’s be frank: neither you nor I nor anyone we have ever met has ever heard a horn used in such a manner. Even those of us who live in or near places where horns perpetually ring out due to the entitled sociopathy of most drivers. Especially those of us who live in or near such places.

Several roads I frequently find myself pushing a pram up and down in north London are two way traffic, but allow parking on both sides. This being London that means that, in practice, they’re single track road which cars can enter from both ends.

And this being London that means, in practice, that on multiple occasions every day, men – it is literally always men – glower at each other from behind the steering wheels of needlessly big cars, banging their horns in fury that circumstances have, usually through the fault of neither of them, meant they are facing each other on a de facto single track road and now one of them is going to have to reverse for a metre or so.

This, of course, is an unacceptable surrender as far as the drivers’ ego is concerned, and a stalemate seemingly as protracted as the cold war and certainly nosier usually emerges. Occasionally someone will climb out of their beloved vehicle and shout and their opponent in person, which at least has the advantages of being quieter.

I mentioned all this to a friend recently, who suggested that maybe use of car horns should be formally restricted in certain circumstances.

Ha ha ha. Hah.

The Highway Code goes on to say -

“It is illegal to use a horn on a moving vehicle on a restricted road, a road that has street lights and a 30 mph limit, between the times of 11:30 p.m. and 07:00 a.m.”

Is there any UK legal provision more absolutely and comprehensively ignored by those to whom it applies? It might as well not be there. And you can bet that every single person who flouts it considers themselves law abiding. Rather than the perpetual criminal that they in point of fact are.


In the 25 years since I learned to drive I have used a car horn exactly no times, despite having lived in London for more than 20 of them. This is because I have never had occasion to use it appropriately. Neither has anyone else, of course, they’ve just used it inappropriately. Repeatedly.

So here’s my proposal for massively improving all UK  suburban and urban environments at a stroke: ban horns in all new cars and introduce massive, punitive, crippling, life-destroying fines for people caught using them on their old one.

There has never been a war on motorists, despite the persecution fantasies of the kind of middle aged man who thinks owning a book by Jeremy Clarkson is a substitute for a personality. There should be. Let’s start one. Now.

Phase 2 will be mandatory life sentences for people who don’t understand that a green traffic light doesn’t automatically mean you have right of way just because you’re in a car.

Do write in with your suggestions for Phase 3.