Policy & Planning
November 1, 2018

Comparative Ambitions: Housing Targets in London and Vancouver

 

Mayor agrees £1 billion plan to build 11,000 new council homes

The Mayor of London, Sadiq Khan, has … plans worth more than £1 billion with 26 London boroughs to build 11,000 new council homes at social rent levels over the next four years.

The plans form the cornerstone of ‘Building Council Homes for Londoners’ – the first-ever City Hall programme dedicated to council homebuilding. 

When Sadiq launched the programme in May, it set a target for 10,000 new homes – and today he has responded to overwhelming interest from boroughs by agreeing allocations for 11,154 new council homes at social rent levels, and a further 3,570 other homes, including those for London Living Rent. …

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From CityLab:

After 15 years of existence, London’s method of congestion charging is dated. It needs to be bigger, longer, and greedier. London’s congestion charge turned 15 in February and it is showing its age. When the charge was introduced, no one foresaw the rapid proliferation of private hire vehicles like Uber. From 2013 to 2017, private hire vehicle registrations soared by over 75 percent: These cars are exempt from paying the congestion charge. … Read more »


An interesting way to change the nature of traffic is written in this article by The Standard. Imagine  Walthamstow England (in East London)  which introduced partial road closures along twelve main roads. Traffic which was over 20,000 vehicles per day was cut by 50 per cent. The aim of the project was to reduce short cutting through the neighbourhoods, making roads safer for pedestrians and cyclists.
This project was part of  past Mayor of London Boris Johnson’s plan to bring cycling culture to  the suburbs, with 30 million pounds available to run these types of projects in Waltham, Kingston and Enfield. And surprise! “Traffic evaporation” occurred, where fewer trips were taken by car and less rat running happened in neighbourhoods.
Collisions were also reduced with none being reported after the partial closures, compared with 15 in a three-year period.  The project was backed by local residents but had some pushback from some businesses that feared it would reduce their commercial trade. The “full results — including an expected large increase in the number of people cycling and walking — will be released by the council early next year.” 
And the take away? As Simon Munk of the London Cycling Campaign observed ““It’s very clear that this is a replicable approach and other areas can do it. There is not some kind of ‘magic dust’ that means only Walthamstow can do it…It doesn’t cause chaos, despite what some people say. It’s capable of making our town centres and city centres, and communities where people live and work, work much better.”
 

 

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There are no roads in London. Take a look~there are Streets, Squares and Alleys, but “traditionally” not one single road. As The Londonist observes the word “road” was not developed until the late 1500’s, and by that time all the major streets in London had already been named. Even the historic Square Mile, which includes “Bleeding Heart Yard” had no Roads until 1994. At that time half of Goswell Road  went under the City’s jurisdiction, while the other half stayed in the Borough of Islington.

The word “road’ is used only once in the King James bible and at that time it meant a “raid”. Shakespeare used the word road to mean a type of street only three times, the other thirteen uses meant a trip or foray. The word comes from the old Anglo-Saxon “rad”, for a journey on horseback. And the word “street”? That is from Latin meaning a way paved with stone, and developed with a more urban connotation than the more rural usage of “road”.
Back to London. Purists still insist that there is technically no “road” in the City of London as the Borough only owns half of Goswell Road, not the full Road.

 
 

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From the always affable Daily Scot, Scot Bathgate sends this rather cheeky article from The Guardian where 26-year-old Elle Hunt who defines herself as “squarely a millennial” decides to account for all her purchases to see if she can save up for a down payment on a place. And she is in London England. As Ms. Hunt notes “House prices have grown faster than rents and incomes, moving far beyond what is considered affordable, especially for twentysomethings. The only people my age I know who have bought a house have done so outside London, as part of a couple, with help from their parents or all three. But you wouldn’t know that from the commentators who argue that a deposit would be within the grasp of all millennials – if only we would cut back on takeaway coffee and avocado toast.”
“But I find the argument that I could afford a house simply by going without luxuries for a few years hard to swallow… But I have decided to test my assumption that, as a single twentysomething committed to living in a major city, I will never be able to buy a house.”
Ms. Hunt uses a money-saving “expert” to record all of her spending  for a month. Realizing she needs a mortgage of around 350,000 British Pounds (which is over $612,000 Canadian dollars) the “expert” suggests she won’t be able to save up, and asks if she has a Significant Other.
Ms. Hunt records all of her  purchases and thoughts over the month and at the end, the money “expert” tells Ms. Hunt that “on the basis of my salary and my spending, Lewis believes home ownership is within my grasp – even outside a relationship. I am astonished. Scanning my spending diary, he says it would be “very possible” for me to save from £400 to as much as £700 of my disposable income each month by cutting back on coffees, lunches out, rounds at the pub and holidays. “Let’s be blunt: you do not need a money-saving expert to tell you that.”
Of course it would take four to eight years to reach a ten per cent deposit of  35,000 British pounds, and that is assuming ten per cent down and prices staying stable. “But I have to want it, the money expert continues. He has pages of evidence that I do not. “The most telling point in the whole thing, for me, was this line: ‘Brought lunch in, felt smug about it.’ If you were deliberately saving for a house, that would be habitual. It would not be smug.” Elle Hunt’s journal entries of spending and wit are available here.

 

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From Time Out in London comes this unfailingly forward story about Brenda Puech. Brenda believes in sustainability, and she had a great idea. She went to buy an annual parking permit from her local council, but the council refused to give one to her because she did not have a car, and was not going to get one. So left with a parking space in front of her house, Brenda “decided to take the initiative and  “convert a parking space directly outside my home into a garden”.
Brenda noted that in her area of London there are twice as many households that don’t own cars as there are ones that do. The space she chose for her garden was “usually vacant, so I knew that using it would cause minimal inconvenience to my car-owning neighbours. On May 26, at the start of the summer, I officially launched the People Parking Bay: a patch of artificial grass the size of a car, with flowerpots, a bench and table, a bright red umbrella and a large sign that read “You’re welcome to park yourself on the bench.”

Brenda’s parking spot as public park with bench went viral. “People used the Parking Bay as a resting point on the way back from shopping or cycling; mums used it to feed their babies; locals watered the plants. One couple had their first date there. Some people left books and it became a mini-library. People even used the bay as a community noticeboard. I’m proud of how it became a focal point, where you’d see complete strangers smiling and talking to each other”. 
Brenda even left a visitor book for people to sign on the table. Five books were filled with comments within a month. Most comments were about the brilliance of the idea. But the local Council caught wind of the parking spot as public park, and an eviction notice arrived. Not to be thwarted, Brenda simply moved her parking spot as public park to differing locations in the neighbourhood with stealth like precision. But when the officials finally caught up to the moving park, it was game over.
As Brenda observes:  There’s no mini-garden now: I’ve had to bring it into my front yard, and sadly it’s not open to the public. When a parklet like mine has been so transformational for a local community, it’s such a shame the council insists on disposing of it. But if I hadn’t set up the People Parking Bay, people wouldn’t have realised it was even a possibility. Sometimes you have to take matters in your hands”.
You can check out Brenda’s website at the link available here.

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The London Underground map was drawn by draftsman Henry Beck in 1931. Mr. Beck was working as an engineering draftsman in the London Underground Signals Office and drew up the iconic map in his spare time. He was 29 years of age when he produced the map that is instantly recognizable and has been in use for almost ninety years.
Londoners have a strong attachment to their underground and to their “tube” line. As reported in the Indy 100  Adzuna.com, a job search engine, came up with the idea of pinning salaries within a quarter-mile of  tube stations and depicting those on the tube map.
As Adzuna co-founder Doug Monro states “Londoners love to argue about whose tube line is the best, and in terms of pay the Waterloo & City Line takes top place in the commuting charts, with the Circle and Central Lines following close behind. Meanwhile, Victoria Line commuters may boast of frequent tubes and a speedy service, but this research conclusively shows jobs located along the Victoria Line route offer the lowest pay, proving the Victoria Line is not where the money is.” 
Salaries also decrease the  further a person travels outside the central core. But at the locations close to the Barbican, Monument, Bank, Cannon Street and St. Paul’s  salaries were over 50,000  British Pounds which is close to $86,000 Canadian dollars. Adzuna also created a map by tube line colour showing the average advertised salary available within a quarter-mile of each subway line’s tube stops. That graph is below.

 

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Lloyd Alter in Tree Hugger has written about two completely avoidable accidents~one in Brooklyn and one in Toronto where bicyclists “lost control and fell under the wheels of a tractor-trailer”. Lloyd notes that in our “blame the vulnerable user” mentality we suggest that the cyclists may have  slipped, or have fallen or was somehow responsible for the lack of control ending their lives. But as Lloyd says “It is a sad coincidence, two cyclists just losing control like that. Bikes are pretty stable and safe. People who ride in December are usually the type of cyclists who ride all year and don’t just fall off their bikes.”
But in the Toronto fatality there was not a separated bike lane on that block, a clear design problem. And looking at the trucks involved in the fatalities, the cyclists went under the rear wheels of trucks that did not have side guards, which are required in most of the world but not in North America, where the industry fights them as being heavy and expensive. In Canada, the Minister of Transport just introduced new rules to make trucking safer, mandating stability control systems and logging devices, but not a peep about side guards.”
Why? “In New York City the need for them is recognized; Mayor de Blasio made them mandatory on all trucks — by 2024. (In the UK, cyclist deaths dropped 61 percent and pedestrian deaths 20 percent when they became mandatory.) They should be mandatory everywhere, and a lot sooner than 2024.”
Since 2015 London England has mandated that any truck operating in the City  MUST have side guards and large side mirrors on each side of the vehicle. Price Tags Vancouver has previously written about  the City of London going even further realizing that 50 per cent of all cycling mortalities and over 20 per cent of all pedestrian deaths result from  a certain kind of truck with poor sight lines/visibility from the truck cab. The statistics in three years pointed out that these  35,000 trucks operating with limited visibility from the cab were responsible for 70 per cent of cyclists deaths. These are largely construction trucks and the Mayor of London is banning them from London streets. With one simple change the City was made safer for cyclists and pedestrians.
And back to Canada~mandatory side guards on trucks  save lives.  As long as large trucks are sharing spaces with cyclists and pedestrians, we should be insisting that truck side guards be installed. As for the  pushback from the trucking association regarding the cost of side guards? In the Vision Zero world of road safety, the impact of restricting these vehicles from causing further mortalities is priceless. Let’s hope Canadian cities follow London’s lead.

 
 

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The British  non-profit Sustrans has been examining governmental plans to increase walking and cycling and have figured out that if the plans are implemented within ten years, that 13,000 lives will be saved and nearly 9.31 billion pounds or 16 billion Canadian dollars still in coffers.
The CEO of Sustrans stated “The new findings reiterate that walking and cycling have a huge role to play in tackling the air quality crisis that causes tens of thousands of premature deaths every year. If we are to make a major modal shift, we need to provide a network of direct protected cycle routes on roads in addition to quieter routes across the UK.”
That’s an interesting thing to talk about protected bicycle routes, as air pollution in Great Britain causes 40,000 early deaths a year. The toxicity is mainly from diesel vehicles in the form of nitrogen dioxide. Many British towns and cities do not meet the WHO guidelines for mitigating air pollution, the most dangerous, PM2.5 coming from vehicle tires and brakes. “A report last month revealed that every area in London exceeds World Health Organisation limits for PM2.5.”
“Sustrans, in partnership with the environmental consultancy Eunomia, found that if targets to double journeys by bike and increase walking by “300 stages per person” in the England’s Cycling and Walking Investment Strategy were met, this would prevent more than 8,300 premature deaths from air pollution. This would result in £5.67bn in benefits over 10 years through the avoided costs associated with poor air quality, including NHS treatment in hospital for respiratory diseases.”  
Modal change from vehicles “to bikes, not diesel for electric” is the best way forward with even bigger savings if the wider impacts to health and well-being of physical activity were encouraged. This is the first time that Sustran’s data has been used with public health data to ascertain the impact of walking and cycling on a person’s exposure to air pollution.  “Our analysis suggests investment in cycling and walking has considerable potential to improve local air pollution. We believe this innovative model could be of considerable value in supporting local authorities and government as these bodies consider options to tackle the air pollution emergency at a local level.”

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