Why estate residents should get to vote on regeneration schemes

The London skyline. Image: Getty.

Labour’s London Assembly Housing spokesperson on the need for local democracy.

On Friday, Sadiq Khan published his long-awaited Good Practice Guide to Estate Regeneration. The major change from his draft guide, published for consultation last year, is the inclusion of mandatory ballots where demolition takes place as a condition of schemes receiving mayoral funding. By including ballots, the Mayor has shown he has listened to community groups, as well as the unanimous voice of the London Assembly.

I have long argued for ballots where homes are to be demolished. Estate residents are generally the only people who face the prospect of having their homes demolished. Therefore, it is only right that they should be able to vote on whether demolition takes place.

The question of exactly who should be balloted is one on which a consultation will now take place. It is my strong view that those balloted should be actual residents who live in the homes that it is proposed are demolished. That means private tenants should get a vote, but not their non-resident landlords.

The Mayor’s Good Practice Guide to Estate Regeneration also reaffirms his pledge that there must be no net loss of social housing on regeneration schemes. This is crucial. An assessment by the London Assembly’s housing committee in 2015 found that there had been a loss of more than 8,000 social rented homes across 30 regeneration schemes in London. The Mayor demonstrated he is standing by this commitment recently when he used his planning powers to reject a proposed estate regeneration scheme at Grahame Park in Barnet that would have resulted in the net loss of 257 social houses.


Estate regeneration can work well, but it is always done best when led by, or delivered in partnership with, residents. The regeneration of Bacton Low Rise by Camden Council is a superb example of this, and could not be more different to Barnet’s approach. The quality of the new build council homes is absolutely stunning, with residents involved in the design of the scheme from the beginning. Once the scheme is completed there will be a net increase in the number of genuinely affordable council homes as well as new shared ownership homes. Yes, market sale homes have to be built to pay for the new council homes in the absence of government funding, but crucially Camden Council retains the ownership of the land on which they are built.

It’s important to remember that when local councillors are coming forward with regeneration schemes, they often can’t do what ideally they would like to do because of national government policy. Councils that are looking to provide more and better housing for local people are constrained by government restrictions on their ability to borrow to build new council homes, by the Right to Buy scheme, and by outdated compulsory purchase laws that mean land can’t be compulsorily purchased for a fair value. Never mind the fact that government funding for new social housing is practically non-existent. VAT rules can sometimes make knocking down and rebuilding housing cheaper than refurbishing it, because VAT is charged on refurbishment but not new build homes.

I believe councils should welcome the inclusion of ballots as adding legitimacy to proposed schemes. Some councils are very good at including residents in designing regeneration schemes, but others sadly are not. Mandatory ballots mean that councils and housing associations must engage effectively in order to gain approval. This necessitates the active inclusion and involvement of residents from the very beginning.

Tom Copley is Labour’s London Assembly Housing spokesperson. 

 
 
 
 

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.