Housing isn't just a battle between terrace and tower

There's far more options available than Policy Exchange make out.

Policy Exchange's report calling for tower blocks to be demolished and replaced with streets of terrace houses and low-rise flats "that people actually want to live in" has made a rather big splash.

My initial reaction was that the report was unfairly slanderous to the reputation of vertical living. Conclusions about tower blocks from the 50s, 60s and 70s are generalised to be about all such buildings, while the worst of terrace housing is overlooked. It is true that many of the post-war towers are in dire need of refurbishment, and it may well be better to tear them down and start again. But their failure has as much to do with being built on the cheap, abandoned by councils and then unmaintained for half a century as it does to do with them being tower blocks.

And there is an element of expertise in building tower blocks which should not be overlooked. Quite simply: we've got better at it since then. Whereas terraced houses are much the same as they were 100 years ago, even affordable high-rise living is nearly unrecognisable compared to that practiced post-war.

But more, I want to highlight the false dichotomy that the report creates. Arguing about tower blocks versus terraced streets ignores the fact that there are a huge number of alternative styles of living.

For instance, most British cities are alarmingly low rise. That's not just that they have no tower blocks or skyscrapers, though; it's also that whoever decides the number of stories a building should have seems to count like Terry Pratchett's trolls (one, two, many, lots). There's room for buildings which aren't the tower blocks of yore, but do still fit a huge number of people in a small space, allowing more than just the rich to experience the benefits — walkability, culture, shorter commutes — that inner-city living offers.

And take a look at places like the German town of Vauban, which houses 5,500 people in a square mile — with no cars allowed. That's not terraced living as Policy Exchange would imagine it, but it mixes some of the best aspects of tower blocks (high density, big shared spaces, and not having to walk particularly far to reach transport links) with those of terraces (like being relatively flat and open).

The Swedesh village of Jakriborg does this even better. It houses over 1000 people in an area a third of the size of a Maryland park-and-ride car park, by mixing the small streets and car free living of a town like Vauban with houses which are five or six stories high.

There's been a lot of changes in city and suburban living since the 1950s. Treating town planning as a battle between 1950s-style homes and 1900-style ones ignores that there are more options available than ever before in the year 2013.

Jakriborg. Photograph: Wikimedia Commons

Alex Hern is a technology reporter for the Guardian. He was formerly staff writer at the New Statesman. You should follow Alex on Twitter.

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Air pollution: 5 steps to vanquishing an invisible killer

A new report looks at the economics of air pollution. 

110, 150, 520... These chilling statistics are the number of deaths attributable to particulate air pollution for the cities of Southampton, Nottingham and Birmingham in 2010 respectively. Or how about 40,000 - that is the total number of UK deaths per year that are attributable the combined effects of particulate matter (PM2.5) and Nitrogen Oxides (NOx).

This situation sucks, to say the very least. But while there are no dramatic images to stir up action, these deaths are preventable and we know their cause. Road traffic is the worst culprit. Traffic is responsible for 80 per cent of NOx on high pollution roads, with diesel engines contributing the bulk of the problem.

Now a new report by ResPublica has compiled a list of ways that city councils around the UK can help. The report argues that: “The onus is on cities to create plans that can meet the health and economic challenge within a short time-frame, and identify what they need from national government to do so.”

This is a diplomatic way of saying that current government action on the subject does not go far enough – and that cities must help prod them into gear. That includes poking holes in the government’s proposed plans for new “Clean Air Zones”.

Here are just five of the ways the report suggests letting the light in and the pollution out:

1. Clean up the draft Clean Air Zones framework

Last October, the government set out its draft plans for new Clean Air Zones in the UK’s five most polluted cities, Birmingham, Derby, Leeds, Nottingham and Southampton (excluding London - where other plans are afoot). These zones will charge “polluting” vehicles to enter and can be implemented with varying levels of intensity, with three options that include cars and one that does not.

But the report argues that there is still too much potential for polluters to play dirty with the rules. Car-charging zones must be mandatory for all cities that breach the current EU standards, the report argues (not just the suggested five). Otherwise national operators who own fleets of vehicles could simply relocate outdated buses or taxis to places where they don’t have to pay.  

Different vehicles should fall under the same rules, the report added. Otherwise, taking your car rather than the bus could suddenly seem like the cost-saving option.

2. Vouchers to vouch-safe the project’s success

The government is exploring a scrappage scheme for diesel cars, to help get the worst and oldest polluting vehicles off the road. But as the report points out, blanket scrappage could simply put a whole load of new fossil-fuel cars on the road.

Instead, ResPublica suggests using the revenue from the Clean Air Zone charges, plus hiked vehicle registration fees, to create “Pollution Reduction Vouchers”.

Low-income households with older cars, that would be liable to charging, could then use the vouchers to help secure alternative transport, buy a new and compliant car, or retrofit their existing vehicle with new technology.

3. Extend Vehicle Excise Duty

Vehicle Excise Duty is currently only tiered by how much CO2 pollution a car creates for the first year. After that it becomes a flat rate for all cars under £40,000. The report suggests changing this so that the most polluting vehicles for CO2, NOx and PM2.5 continue to pay higher rates throughout their life span.

For ClientEarth CEO James Thornton, changes to vehicle excise duty are key to moving people onto cleaner modes of transport: “We need a network of clean air zones to keep the most polluting diesel vehicles from the most polluted parts of our towns and cities and incentives such as a targeted scrappage scheme and changes to vehicle excise duty to move people onto cleaner modes of transport.”

4. Repurposed car parks

You would think city bosses would want less cars in the centre of town. But while less cars is good news for oxygen-breathers, it is bad news for city budgets reliant on parking charges. But using car parks to tap into new revenue from property development and joint ventures could help cities reverse this thinking.

5. Prioritise public awareness

Charge zones can be understandably unpopular. In 2008, a referendum in Manchester defeated the idea of congestion charging. So a big effort is needed to raise public awareness of the health crisis our roads have caused. Metro mayors should outline pollution plans in their manifestos, the report suggests. And cities can take advantage of their existing assets. For example in London there are plans to use electronics in the Underground to update travellers on the air pollution levels.

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Change is already in the air. Southampton has used money from the Local Sustainable Travel Fund to run a successful messaging campaign. And in 2011 Nottingham City Council became the first city to implement a Workplace Parking levy – a scheme which has raised £35.3m to help extend its tram system, upgrade the station and purchase electric buses.

But many more “air necessities” are needed before we can forget about pollution’s worry and its strife.  

 

India Bourke is an environment writer and editorial assistant at the New Statesman.