Playing house: the Eastleigh by-election and planning control politics

Creating pro-housing planning laws won't be easy, if the Conservatives' defeat in Eastleigh is anything to go by.

Looking down on southern England from a great height, the land lacks firm and definite boundaries as to where the dominion of humanity ends and that of nature begins. English woods, fields and hedgerows appear ineffably tender, “mild, softened, rounded in things, on which hands or their immediate tools have worked;” if not the hands of those who live there, then those of their ancestors, such that not one single square inch remains free from some tinge of past or present labour. The countryside is less a place, more a world view.

It should not therefore be surprising that land use is a potent political question there, as evidenced by the February 18th approval of a mere 1,400 homes in an empty field by some Liberal Democrat planners in Hampshire which wound up becoming the central issue in last week's parliamentary by-election in Eastleigh. In the decision’s wake, the incumbent Lib Dems made a desperate and ultimately successful rearguard pivot to portray themselves as pro-conservation, claiming to have “blocked Conservative County plans for housing at Allington Lane, Tanhouse Lane and Kings Copse Avenue”. Refusing to allow that characterisation to go unanswered, the Chairman of the Conservative Party responded by accusing his Liberal opponents of “misleading” the electorate and “planning to concrete over Eastleigh's countryside” while local activists counterclaimed that their “underhanded,” “Janus-faced” opponents were “parasites on the body politic.”

The truth is less hysterical. Both parties are pro- and anti-development at once, with national parties broadly in favour and local parties generally in opposition. At least some of this political cleavage arises from that deeply-inscribed English parochialism which, giving Fulham in London as an example, allows local planners to admit on the one hand that “tall buildings can help regenerate an area by attracting investment” while concurrently claiming that they are “unacceptable” in any area which might interfere with “the setting of a listed building,” “open spaces and their settings” and “Historic Parks and their settings.” This approach to urban planning is clearly absurd; few would argue that the New York Public Library and Bryant Park are diminished in the least by their supertall neighbours, whereas one would struggle to describe the planning-controlled surroundings of Fulham Palace and Bishops Park as even slightly edifying.

This English lack of cosmopolitan awareness is one with which those who would reform planning policy must contend, especially in the wake of the reforms brought about by the Planning Act 2011 which give local communities and councils more power to decide the course of planning applications, not less, including mandatory pre-application consultation for major planning applications (being residential developments of over 200 units or any development which brings on-line 10,000 square metres of gross floor space).

The *Economist* proposes that a solution lies in understanding that Councils have “few incentives to approve building… [as they] can only extract part of the value [for approving developments]” in the form of planning gain, though such amounts are “rarely enough to calm local opponents.” To the contrary, it argues, it would be “better to change the incentives to favour development”. Take, for example, Germany, "where local authorities that attract new residents get bigger grants and more tax revenue, as well as gains from giving planning permission. That ensures a steady supply of housing, even when prices are not rising.”

Such an approach might work, and the interests of councils, residents and developers might be easier to align, if the only considerations in planning control were tax revenues and government grants. It is widely accepted that the benefits of government grants, including welfare, accrue to the common landowner by being capitalised into house prices; as a study by the Spatial Economics Research Centre points out, the provision of local amenities of a financial nature such as lower rates of council tax and better public facilities including policing and schools is spending which is “valued by the marginal homebuyer.”

The same cannot be said of new housebuilding, in relation to which existing homeowners stand little to gain—and much to lose.

Non-pecuniary benefits of the provision of open space, such as in Eastleigh, accrue to landowners in the same way as a grant or subsidy; however, since (to paraphrase von Mises) neither value nor price are measured in money but merely consist in it, this value can be difficult for an untrained eye to identify. It can nonetheless be measured, as done in a study authored by Stephen Sheppard and Paul Cheshire.

“The market price of ‘vacant’ land within an urban area”, they wrote, “reflects the supply of amenities and local public goods available at each location in addition to the value of the land as pure space with accessibility [to an employment centre],” and “land use planning determines the quantity of several amenities available at any location and also influences the overall supply” of such land. It necessarily follows that “land use planning determines the quantity of several amenities available at any location and also influences the overall supply of land as pure space,” and restrictive land use planning will constrain that supply—increasing its price.

But where the distribution of land is unequal, so will be the distribution of the benefits of planning control. The authors note that while the “provision of open space that is generally accessible to the public” such as a city park “generates benefits that are significant and tend to reduce inequality,” conversely the “provision of open space that is inaccessible to the public (largely located at the urban periphery),” such as the Green Belt or fields between Eastleigh and Winchester, “generates benefits that are very unequally distributed… in a way that favours those who are already favoured with higher incomes,” namely those who are likely to own land. Overall, the authors conclude, the net cost of planning control to society is “equivalent to a tax on incomes of 3.9%,” with attendant rises in Gini inequality attributable to the provision of inaccessible open space (+3.54 per cent), restraining the availability of industrial land (+0.92 per cent), and the house price capitalization of planning amenities in general (+3.10 per cent).

Which brings us back to Eastleigh, where the Government suffered the political equivalent of a dissociative episode over plans to erect less than one half of one percent of the new stock which must be built annually if the housing crisis is to ease.

The by-election paints the planning system in a terrible light, little more than a rent-seeking vehicle controlled by local property owners; local planning seems just as ineffective as central planning at ensuring efficient and equitable use of the country’s land stock. Reform is prudent and necessary. As legislation exists that ensures that developers refrain from causing environmental and physical harm to their tenants, adjacent properties and the community at large, there are many reasons—the housing crisis chief among them—to let people build what they like upon land that is theirs, unfettered by political control. In a free society, this would not be a radical proposal.

House of Commons: The Liberal Democrat MP for Eastleigh, Mike Thornton, with Nick Clegg. Photograph: Getty Images

Preston Byrne is a fellow at the Adam Smith Institute.

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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.