Meet the Sheffield social enterprise using shipping containers to tackle the housing crisis

A shipping container, repurposed as housing. Image: REACH.

A Sheffield-based social enterprise is hoping to navigate the rocky waters of the UK housing market, by creating affordable 1, 2 and 3-bedroom homes from shipping containers.

Inspired by an episode of Grand Designs, former police officer Jon Johnson set up REACH – Recycled, Environmental, Affordable Container Homes – in January 2017. Following a small grant from charity UnLtd, the social enterprise built a prototype which it is currently showing off to interested parties from around the UK. Johnson believes it can build 6,000 units a year, helping to plug the housing shortfall and creating genuinely affordable homes.

Just 1.4 per cent of homes in large developments approved by planners in Sheffield in 2016 and 2017 met the government’s affordable definition. In Manchester, it was literally none..

“We need to build the houses people want, where they want them, rather than what developers can bully through,” says Johnson. “I’ve got 40 or 50 housing reports. Are we going to keep writing reports or are we going to do something about it?”

During Johnson’s almost 30-year career in the police force, he saw first-hand the effects that insecure and poor-quality housing can have on communities in Britain. “It underpins everything in society. Everybody needs somewhere to live,” he says. “And if you haven’t got a decent place to be, that is adding to mental or health problems. You're onto a loser from the outset.”


“Decent housing is a human right like air and water,” he goes on. “It’s always been done to us by people who don’t care about standards or quality as long as they’re making money.”

Johnson used skills learnt through his furniture recycling store, Strip the Willow, to decorate the prototype, and sourced every bit of second-hand wood he used locally. The panelling used to be a counter in a local Indian takeaway, the cladding on the roof came from a local mosque. The bedroom headboard is made out of a piano, and light fittings are made out of cymbals.

Each of his eco homes will be 60 per cent recycled, built offsite in three weeks and powered by renewable energy sources. “We aim to make use of million tons of waste we put into landfill every year,” he says.

Changing the playing field

But followers of the UK housing market will be unsurprised when Johnson says there are vested interests and serious obstacles to overcome before REACH can achieve its dream of turning a cottage industry something more substantial.

“The same people will just keep profiteering out of everyone else’s misery,” he says. “We're trying to do housing the right way. It’s about people and planet, not just profit. Housing shouldn't be about giving out millions in bonuses at end of the year.”

But REACH won't be able to build any homes without land – perhaps the biggest hurdle for them to get over.

Following the Second World War, the government freed up land and built prefab housing estates around the country. Johnson believes a similarly bold approach is needed to meet the housing demands of the 21st century.

However, the publication of the social housing green paper last week made no promises to build more social housing. It “doesn’t commit a single extra penny towards building the social homes that are desperately needed,” said housing charity Shelter.

Frustration with this situation led Johnson to set up the National Federation of Affordable Building (NFAB), which brings together organisations from across the offsite construction sector who all would like to see a change in policy. “The reason we set up NFAB was because so many SMEs have had conversations with Homes England and got nowhere.”

The current Homes England system for listing land means building companies need to have a turnover of £50m before they can even be considered for public land – a bidding process that excludes all SMEs such as REACH.

REACH does have backing from the Local Government Assocation, though. It also has Sheffield City Council on board, and is hoping the council will soon be given a piece of land to build the first nine homes, freeing up funds for its first off-site factory.

It's clear that it’s going to take some forward-thinking councils for it to succeed. “We need a Dunkirk style situation with SMEs getting some innovation into the market,” Johnson says. “The issue of land and how much its worth is entirely notional. Land is expensive because people think it is.

“If Homes England can ringfence a percentage of the land they give to the big builders every year, and have that for affordable development, we won’t have a problem because the SMEs will have somewhere to access the market instead of queueing up for massively expensive land.”

At the moment, he notes, “Big builders don’t want to do things any differently because they're protectionist of their profit margins. SMEs can’t get a look in. We need to alter that playing field.”

A sustainable trend?

One popular misconception of homes made from shipping containers is that they are too cold in winter and uncomfortably hot in summer. Some critics also suggest that say the current trend for modular housing is a fad.

But Johnson says that residents will need the heating on for only two months a year: the homes are designed using ‘Passivhaus’ principles, which optimises energy efficiency through its design.

“They are light and spacious,” he says. “It’s how we use the offset of parts of the containers. They are like adult Lego. We can use architectural glass and make some fabulous buildings.

“They’re affordable but they will look like architect-designed houses.”

The one, two and three bedroom models will be sold at £35,000, £65,000 and £90,000 respectively. There is already a large waiting list of people ready to move in once they've secured some land.

At present, “I don’t think it’s a trend,” Johnson admits. But “it will take over the market if it's done right. The tech has now caught up and modular housing can be controlled a lot more intelligently in the factory. It cuts down on construction costs, waste and theft of materials from sites. It makes the whole process of housebuilding a lot more efficient.

“It’s a once in a lifetime opportunity to get housing moving in the right direction and get sustainability on the agenda,” he concludes. “That’s not going to happen if we leave it to the big builders.”

Thomas Barrett is the editor of New Start magazine, where this story first appeared. He tweets as @tbarrettwrites.

All images courtesy of the author/REACH.

 
 
 
 

The media scumbag’s route of choice: A personal history of London’s C2 bus

A C2 bus at Parliament Hill. Image: David Howard/Wikimedia Commons.

London’s C2 bus route, which runs from Parliament Hill, by Hampstead Heath, down to Conduit Street, just off Regent Street, is one of the bus routes recently earmarked for the chop. It has oft been noted that, of all the routes recently pencilled in for cancellation after a consultation late last year, it was the one most likely to survive, for the simple reason that it links liberal suburban north London with BBC Broadcasting House and Soho; it’s thus the route most likely to be used by people who can convince someone to let them report on its imminent demise.

So it would come as no surprise that former Guardian editor Alan Rusbridger took to the Camden New Journal when the consultation began, arguing that it would be a disservice to the local community to discontinue a route where you can always get a seat – seemingly missing the point that the fact you can always get a seat is not a great sign of the route’s usefulness.

It wasn’t always that way. When I left university in 2000, and moved from accommodation near college to up to a rented shared house in N6, the C2 was my bus. I commuted to Soho for sixteen years: for more than a decade from flats around the Swain’s Lane roundabout, and for five years from Kentish Town. While my place of work bounced around from Golden Square to Lexington Street to Great Marlborough, it was always the most convenient way to get to, and from, work; especially given the difference between bus and tube prices.

So when it comes to the C2 I’ve seen it, I’ve done it, and bought the bus pass. And by bus pass, I mean those little paper ones that still existed at the beginning of this century. Not just before contactless, but before Oyster cards.

More importantly, it was before London buses operated a single zone. There was an outer zone, and an inner zone, with different prices. To travel from one zone to another cost £1.30, meaning an all cash commute was £2.60, whereas a paper bus pass was £2.00. That made it worth your while to divert to an early opening newsagents on your way to the bus stop (GK, in my case), even if you only got two buses a day.

It’s a measure of how greatly London’s buses have improved over the last twenty years, since first brought under control of the mayoralty, that pretty much everything about this anecdotage, including the prices, seems faintly mad. But there’s more: back when I started getting that bus down to Stop N, literally at the very end of the route, the C2 used single decker buses with a single door. It’s an appalling design for use in a crowded city, which meant most of any journey was, for most passengers, spent fighting your way up and down the middle of the bus to find a seat, and then back again to get off; or – and this was more likely – fighting your way up the bus to get into standing space the driver insisted was there, before fighting your way, etc.

Such buses – and in my former life in the English Midlands I went to school on one of these buses every day – are perfectly functional where bus stops are infrequent and buses rarely standing room only. But running through Camden Town at rush hour, they’re wholly unfit for purpose.

A Citypacer. Image: RXUYDC/Wikimedia Commons.

It could have been worse. I didn’t know this at the time, but a few years before the C2 route had been run using Optare City Pacers. Those are, let us be frank, not really buses at all, but minibuses. That’s something the reveals the C2’s origins, as a hopper route to the west end largely intended for the daytime use of Gospel Oak’s pensioners in the years immediately before bus privatisation. (The C11 has a similar origin, taking the same constituency from Archway to England’s Lane.)

Once responsibility for London Buses was moved to the newly established mayoralty, things improved dramatically. Under Ken Livingstone it went double decker in 2005, and 24 hour in 2007. Under Boris Johnson it was extended from its once, and future, terminus of Conduit Street to Victoria Station, swallowing up the cancelled sections of the 8 bus; this extension was quietly disposed of a few years later, once it was clear no one would notice. (I did.)


In those years I must have taken a C2 the best part of ten thousand times; but for all the years when I wouldn’t have been able to live without the C2, times have reduced its utility, and not just for me. I’m now a 214 sort of guy: these days the top chunk of the C2 route is duplicated exactly by that other bus, which starts up in Highgate Village and, once it gets to Swain’s Lane, follows the same path until the fork of Kentish Town Road and Royal College Street, opposite the long defunct South Kentish Town tube station.

From a few hundred metres below that point, at Camden Gardens, stop C, the 88 starts. That duplicates the rest of the C2’s route, with the exception of the run down Albany Street and onto Great Portland, for much of which the C2 is the only bus.

So the C2, old friend that it is, is pretty redundant in the age of the hopper fare, which allows you to change buses without paying a second fare. That’s even more true now the C2’s otherwise un-serviced stops are being giving over to a re-routed 88, which will pick up the C2’s most northern leg, by not finishing at Camden Gardens anymore and instead going all the way to Parliament Hill Fields. Which will be nice for it.

All this, however, ignores the best reason for getting rid of the C2 (or rather for merging it with the 88, which is what’s actually happening): that first character. The letter. Who wants a bus route with a letter in front of it when even half the night buses don’t have the N anymore? It’s relic of the route’s aforementioned origins as a ‘Camdenhopper’.

That C is twenty five years past its own utility. It’s just untidy. City Metric hates that sort of thing. Get rid.