Lessons from history: A century ago, the Tories accepted that only councils could solve the housing crisis

A London family with all their possessions in the street following eviction from a slum, c1901. Image: Hulton Archive/Getty.

Nothing symbolises the perversity of the contemporary housing market better than the surfeit of luxury accommodation in central London postcodes, much of it contained in a rash of high-rise developments along the Thames.

As homelessness and overcrowding rise, social housing waiting lists grow, and millions of families face the high rents and permanent insecurity of the private rented sector, developers have nevertheless managed to over-supply the demand for high-end living in the capital.

This misalignment of priorities in housing feels like a peculiarly modern phenomenon: a symptom of London staking its place to be one of the world’s premiere cultural and financial centres, not to mention a playground for the rich. But many of the dynamics of today’s housing market – particularly its chronic failure to cater not just for the poor, but for the average working family – would have been familiar a century ago.

For years, politicians and the press had been wringing their hands about the housing conditions of the working classes in Britain’s industrial towns and cities, particularly London. Rents were high; overcrowding was severe. Conditions were so appalling that “the housing question” was regarded, first and foremost, as a public health consideration.

It would be too much to suggest an equivalence between the squalor of the 19th century slums and the housing plight facing many Londoners today. But it is no exaggeration to say there are very clear parallels between the way the housing market operated then and now, which should give today’s policymakers pause for thought.

First, housebuilding failed, year after year, to keep up with demand. It proceeded in fits and starts, dictated not by the constantly rising need for homes (due to the rapidly expanding population), but by wider economic conditions and their impact on house prices. Whenever prices fell, builders reduced their output.


Second, housing costs were punishingly high – rents in London absorbing for many up to half their wage – and the vast majority of people could not afford to buy their own home. Private landlords, offering hardly any security of tenure, controlled about 90 per cent of the housing stock.

Third, attempts by philanthropists and the earliest housing associations to provide for the poor were heroic but ultimately futile. The cost of land meant that they were consistently crowded out by private builders who wanted to construct homes for people of greater means.

Fundamentally, the housing system provided for the better off, and ignored the poor. By 1914, politicians of all stripes had begun to see the situation for what it was. Tories and Liberals just as much as the small band of Labour MPs had begun to despair that the private sector builders would ever provide all of the homes the country needed.

By the First World War, politicians were beginning to realise there was only one way out of this mess. What was missing, as today, was a meaningful programme of public sector housebuilding to bypass the private developers.

In 1913, a Conservative Party pamphlet concluded that the housing problem would be “irremediable” without state support for local authority housebuilding. The following year, on the eve of war, the then Liberal chancellor David Lloyd George told the Commons:

“You cannot provide houses in this country by private enterprise. I do not care what party is in power: whatever party it may be, I predict it will have to realise the fundamental fact that the builder for years has gradually been passing out of the field in the building of houses [for the poor] — he has been passing on to something which he finds more profitable.”

As soon as the First World War was over, the government would stop relying on speculative private builders to meet the country’s housing needs, and order councils to make up any shortfall between supply and demand. What the private sector did not build, councils would – and the Treasury would pick up the tab.

The massive council housebuilding programmes of the 1920s and 1930s, and then after the Second World War in the 1950s and 1960s, transformed the housing market and improved the living conditions of millions of people. Supply got ahead of demand, prices relative to incomes levelled out or even fell. Owner-occupation grew, and decent provision was made for those without the means to buy their own home.

Since the 1970s, and the collapse of public investment in housebuilding, things have come full circle. The housing market is prone to speculation, building fails to keep up with need, housing costs are rising, and a new generation of private landlords is coming to colonise the housing stock. As ministers grapple with these issues, they could do worse than look back to their early 20th century forebears for inspiration.

Daniel Bentley is editorial director at the think tank Civitas. His latest report, “The Housing Question: Overcoming the shortage of homes” can be read here.

 
 
 
 

Cycling on London’s Euston Road is still a terrifying experience

Cyclists on the Euston Road. Image: Jonn Elledge.

The New Road, which skirted the northern boundaries of London’s built up area, first opened in the 1750s. Originally, it was intended to link up outlying villages and provide a route to drive sheep and cows to the meat market at Smithfield without having to pass through the congested city centre. 

As with bypasses and ring roads the world over, however, it increasingly became congested in its own right. Today, you won’t often find livestock on the route, which is now Marylebone, Euston and City roads. But you will find up to six lanes of often stationary buses, cabs, and private vehicles. In a city whose centre is largely free of multi-lane highways, London’s northern ring road has long been the sort of abomination that you avoid at all costs.

But now, somewhat surprisingly, the road is seeing yet another new use. Earlier this week, the first phase of a temporary cycle lane opened on the Euston Road, the middle section of the route which runs for roughly a mile. As London rethinks roads throughout the city, this addition to the cycling map falls solidly into the category of streets that didn't seem like candidates for cycling before the pandemic.

It is, to be clear, temporary. That’s true of many of the Covid-led interventions that Transport for London is currently making, though those in the know will often quietly admit to hoping they end up being permanent. In this case, however, the agency genuinely seems to mean it: TfL emphasized in its press release that the road space is already being allocated for construction starting late next year and that "TfL will work with local boroughs to develop alternate routes along side streets" when the cycle lane is removed.

At lunchtime on Friday, I decided to try the lane for myself to understand what an unlikely, temporary cycle lane can accomplish. In this case it's clear that the presence of a lane only accomplishes so much. A few key things will still leave riders wanting:

It’s one way only. To be specific, eastbound. I found this out the hard way, after attempting to cycle the Euston Road westbound, under the naive impression that there was now a lane for me in which to do this. Neither I nor the traffic I unexpectedly found myself sharing space with enjoyed the experience. To be fair, London’s cycling commissioner Will Norman had shared this information on Twitter, but cyclists might find themselves inadvertently mixing with multiple lanes of much, much bigger vehicles.

It radically changes in width. At times the westbound route, which is separated from the motor traffic by upright posts, is perhaps a metre and a half wide. At others, such as immediately outside Euston station, it’s shared with buses and is suddenly four or five times that. This is slightly vexing.

It’s extremely short. The publicity for the new lane said it would connect up with other cycle routes on Hampstead Road and Judd Street (where Cycleway 6, the main north-south crosstown route, meets Euston Road). That’s a distance of roughly 925m. It actually runs from Gower Street to Ossulton Street, a distance of barely 670m. Not only does the reduced length mean it doesn’t quite connect to the rest of the network, it also means that the segregated space suddenly stops:

The junction between Euston Road and Ousslston Street, where the segregated lane suddenly, unexpectedly stops. Image: Jonn Elledge.

 

It’s for these reasons, perhaps, that the new lane is not yet seeing many users. Each time I cycled the length of it I saw only a handful of other cyclists (although that did include a man cycling with a child on a seat behind him – not something one would have expected on the Euston Road of the past).


Though I hesitate to mention this because it feeds into the car lobby’s agenda, it was also striking that the westbound traffic – the side of the road which had lost a lane to bikes – was significantly more congested than the eastbound. If the lane is extended, it could, counterintuitively, help, by removing the unexpected pinch points at which three lanes of cars suddenly have to squeeze into two.

There’s a distinctly unfinished air to the project – though, to be fair, it’s early days. The eastbound lane needs to be created from scratch; the westbound extended. At that point, it would hopefully be something TfL would be keen enough to talk about that cyclists start using it in greater numbers – and drivers get the message they should avoid the Euston Road.

The obvious explanation for why TfL is going to all this trouble is that TfL is in charge of the Euston Road, and so can do what it likes there. Building cycle lanes on side nearby roads means working with the boroughs, and that’s inevitably more difficult and time consuming.

But if the long-term plan is to push cyclists via side roads anyway, it’s questionable whether all this disruption is worth it. A segregated cycle lane that stops without warning and leaves you fighting for space with three lanes of buses, lorries, and cabs is a cycle lane that’s of no use at all.

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