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. 

 
 
 
 

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.