Illustrated London Picture Atlas

Illustrated London Picture Atlas_ During the last two years, we've prepared a medium size book on London that combined photos and text, and that covered both the outer and inner boroughs of the capital in equal measure...  

It is a draft illustrated picture book on the social, geographic, urbanism, transport & history of the 32 London boroughs. The latest version has 60 double pages with two thirds photos and one third text. Each double page contains half a dozen illustrations, each accompanied by a short story or text, present or historic. With an encyclopaedic introduction or summery per double page. 

The latest draft presents all outer and inner boroughs, the former typically on one double page, and the latter on one, two or three double pages respectively. Due to the very rich history of the eleven inner boroughs, focus is typically more on pre 1800 & post 1900.

The publication of the book will take some time, as there are 350 photos that need accreditation. An earlier draft also included about thirty thematic double pages on: history & society, work & leisure, built places & institutions.

Please get in touch if you can contribute in any way, or wish to know more.

• Two SW Inner Boroughs 4p revised PDF

2024_ This half year summer season in Berlin and London, has proved more complex that usual. With visits to the South Coast, Midlands, Channel Islands and Scandinavia. I typically cycle a long day trip bi/weekly, including Coastal Exmoor, North Downs, jog bi/weekly, and swim 2 to 6 times weekly, typically in lakes and the ocean. I've achieved four records this half year; cycled 75 km on Exmoor; 100 km in a day along Elbe; crawled 1.5k in 45min nonstop at LFL; and swam 1.1k in 45min nonstop in lake.

City of Southwark 2033

Below are eleven strategic steps for Southwark's (central) development areas, blue-green network, high streets, neighbourhoods and public health – to prosper, become carbon neutral and e- /cycling-first – within a decade.

Central & northern Southwark and northern Lewisham, showing development areas (red); river crossings & former canal (blue); larger parks & e-/bike grid (green); four potential train stations (r=½m); institutions, destinations & attractions (stars).

Southwark is historically the poorer 'half' of central London. This was partly magnified after the second world war by 'central' Southwark zoned for (social) housing and light industry/logistics. First reversed in the 1980s by the South Bank Uni and Shad Thames and gradually from the 1990s elsewhere. Southwark can continue and/or accelerate this process, and become the leading carbon neutral and e- /cycling-first inner southern London borough. 

With a great(er) mix of social, educational and employment offers, groups and classes. A majority of which choose e-/cycling for local journeys. And by providing attractions, services and job opportunities to locals, visitors and commuters, the self-employed and start-ups, craftspeople and artists, the young and the elderly alike. Near to where more than two-thirds of a million people live, work, shop and/or recreate. On a daily, evening, weekend and/or weekday basis.

• City of Southwark 2033 (pdf 3p)
• Planning in London

Gran Tranvia GC | Maspalomas 2033

Maspalomas 2033 Verde y carbono cero

Maspalomas tiene un gran futuro por delante como resort costero verde y cero emisiones de carbono. Maspalomas puede lograrlo invirtiendo en transporte, ámbito público y energía solar, incluidos edificios, instalaciones y servicios. Maspalomas tiene varias ventajas comparativas y puede mejorarlas y progresar aún más. Maspalomas puede presentarse como uno de los principales centros costeros del siglo XXI en el mundo durante las cuatro estaciones. A continuación se presentan DIEZ prioridades para Maspalomas durante la próxima década.

Maspalomas puede llegar a cero emisiones de carbono antes que otros centros turísticos costeros. Maspalomas puede lograrlo trabajando junto con empresas, habitantes y visitantes. A través de la recolección de energía solar y eólica con cero emisiones de carbono, mediante la adaptación de nuevas prácticas, aprovechando lo último en tecnología, ingeniería e innovaciones, y probando y demostrando esto a otros centros costeros en toda España, Europa y en todo el mundo.

Maspalomas 2033 Green & zero carbon 

Maspalomas has a great future ahead as a green and zero carbon coastal resort. Maspalomas can achieve this by investing in transport, public realm and solar energy – buildings, facilities and services included. Maspalomas has several comparative advantages, and can improve and progress these further. Maspalomas can present itself as a leading twenty first century coastal resort during all four seasons. Below are TEN priorities for Maspalomas during the next decade.

Maspalomas can reach zero carbon ahead of other coastal resorts. Maspalomas can achieve this by working together with businesses, inhabitants and visitors. Through harvesting zero carbon solar and wind energy, through adapting new practices – by taking advantage of the latest in technology, engineering and innovations – and by proving and demonstrating this to other costal resorts throughout Spain, Europe and worldwide. 

Gran Tranvia GC 

Planificar un tranvía rápido de 160 km/h entre Las Palmas, Telde, Aeropuerto y Maspalomas con 6 estaciones en Las Palmas, 5 estaciones en Maspalomas, 7 estaciones intermedias – 7½ min de frecuencia en horas punta, 10 min de frecuencia fuera de punta, 45 min de trayecto hora. 

Plan a 160 km/h fast tram between Las Palmas, Telde, Aeropuerto and Maspalomas with 6 stations in Las Palmas, 5 stations in Maspalomas, 7 stations in between – 7.5 min frequency during peak hours, 10 min frequency off peak, 45 min journey time. 

• Maspalomas 2033 Verde y carbono cero pdf 4p
• Gran Tranvia GC pdf 2p
• English & French text only rtf

Mid-century zero carbon in outer London town centres

There are one to two dozen major town centres in outer London, about half known as metropolitan centres in the London Plan. Most of these have a thorough retail, housing, employment, transport, public realm, park, civic, culture, sport and/or educational offering. This articles contains seven recommendations of how the major and mid-size town centres in the  twenty-one outer boroughs can become carbon neutral whilst meeting opportunities and challenges during the next decade.

Some mid-size town centres may have the potential to expand into major zero carbon town centres, particularly in the eastern boroughs, some with substantial brownfield land. But only if they can also provide an outstanding retail, public realm, parks, transport, amenities etc offering. A small number of new mid-size town centres may also appear; Silvertown, Barking Riverside, Meridian Waters included. The recommendations are also valid for major and (fast) growing town centres elsewhere in England.

Mid-century zero carbon outer town centres

The outer London major and mid-size town centres have a great future ahead of them, and more so if each borough targets one or two for intensification within a one mile radius area. With particular focus on increasing housing diversity, transport U-turn, ground floor flexibility, upper floor residential intensification, as well as public realm renaissance. With dedicated support and grants from the Mayor of London and TfL for the thirty-odd (potential) major outer town centres.

At the same time, turning the twenty-one outer boroughs carbon neutral by commissioning 150 10MB offshore wind turbines annually for fifteen years to supply half of the total energy needed within the outer boroughs; transport, heating, cooling, construction and production included.

The long term aim is to increase population, employment, activities, amenities and service densities within a one mile radius of the town centres/stations. Where more people work, study, retail, exercise, recreate and travel locally by e-/bike – by adults, the elderly and the young included. Including by frequent zero carbon orbital commutes by e-/bike, rail and/or tram. This will provide a comprehensive choice of work, education, retail, sports and leisure opportunities, within and between the twenty- one outer London boroughs.

Planning in London

Mid-century zero carbon in outer London town centres (4p pdf)

Bridging Zero Carbon & Active London

The expansion of inner London eastwards since the 1980s, together with the ongoing pandemic, is gradually shifting the commuting patterns of the city. E-cycling and public transport will revolutionise orbital journeys between the twenty-one outer boroughs, including between two dozen major town centres. This article sets out 11 proposals for bridging London better together, both across the river Thames, as well as 'bridging' the outer boroughs of the city better together. Improving mental and physical health as well as eliminating the reliance on the motor car in favour of zero carbon active travel, E-bikes included, for local, commuter, education, retail and leisure journeys.

One of five pre-fab suspension swing bridges, with a single bike/bus, tram,
train or DLR track in centre, with wide pavements/biketracks on either side.

Set out below are various proposals that allow for extensions of the DLR in the north and east; the Overground in the east, southwest and northwest; the Tramlink in the east; as well as a new Heathrow & West London tramlink. At places such as the Greenwich peninsula and at Dartford/Tilbury/Gravesend, either a tram or a DLR will be provided; between Raynes Park and Kingston either a tram or an Overground.

Outer borough town centres will be pedestrian, (E-)cycling, e- cargo bike and public transport first, second, third and forth respectively, with the car as fifth. Suburban inhabitants within ½– 1½ miles of town centres, will typically cycle – using own, E-bike, shared bike, or (shared) e-cargo-bike. Benefitting and enhancing mental and physical health and well being. With only 1 to 3 return local car journeys per households per week, typically for once or twice a week shopping, day or weekend trips.

Mid-century zero carbon & active travel revolution

Together, the above eleven proposals will allow 99 per cent of Londoners to favour E-cycling, cycling, walking and public transport for 99 per cent of intra-London journeys. Throughout the twenty-one outer London boroughs, the share of car use for all journeys will decrease to levels seen in inner London – local, commuting, education, retail, leisure and weekends included. Improving mental and physical health, eliminating carbon emissions, air pollution and noise for all 8½m London inhabitants in all 3½m households throughout all of London's 32 boroughs – all car households and all households along all major roads included. Benefitting present generation and future generation Londoners alike, up to and beyond the middle of the century.

• Planning in London
• Bridging Zero Carbon & Active London (3p pdf)

A new dawn for housing a more mature city

55+ Housing Communities 

After reading the latest London plan and the Westminster local plan, I wonder whether either authority have adequate regard for the oldest one sixth of the population. Twenty-first century London is about to either fail a majority of elderly or a large proportion of the elderly. Why that is, may be partly social, partly economic, partly cultural, partly ignorance. This article argues that the provision of housing for the elderly should change. For the benefit of the elderly, their children and grand children, the economy, the state, the health service, the social services, our local neighbourhoods, communities, villages, towns and cities alike. As well as for the benefit of families with school-age children, needing family size homes, now frequently occupied by senior couples and single pensioners. 

See below pdf for the following topics covered in the article

• Post-war wrong & inadequacy 
• Accessibility, mobility & e-cycling
• Look to Denmark & New Labour
• Rethinking London delivery
• Mixture of tenures
• Land requirement per borough
• Social, demographic & economic benefits
• Small household & suburban rethink needed 
• Home counties & coastal suburbia

Picture showing four floors of apartments above shop in SE16, replacing two storey inter-war restaurant building with flat above.  

Afterword

With an increasing number of single households among adults with grown up children, the post-war housing model of families in car-suburban housing neighbourhoods is not sustainable, in a society with a growing proportion of over 55 year olds. This is particularly evident throughout the British Isles, where a larger proportion of households live in car-suburban neighbourhoods than elsewhere in Europe. Where new car-suburban (typically row or semi-detaching) housing, outnumber new urban housing. Throughout most of England and Ireland, with the exception of London and maybe a handful of larger English cities.

Above, I advocate for a majority of new homes to be built in more accessible walking and bikeable urban communities – as quality apartments or mansion blocks with communal gardens – within long walking or short (e-)cycling distance of high streets and town centres. With the added benefit closer (urban) living has on mental and physical health – as well as for commercial, retail, social and leisure pursuits. Among both the over and under 55 year olds – singles, single parents, the young and childless couples included. 

• Planning in London
• 55+ Housing Communities: A new dawn for housing a more mature city (3p pdf)
• Too little, too late? Housing for an ageing population CBS | CSFI
• The Last-Time Buyer - how incentives to encourage downsizing could ease housing crisis CBS | CSFI

Heathrow in the post-car urban era

Nudging passengers to travel carbon free, is in everyone's interests 
Airports come in two different kinds, the high-carbon car intensive ones, and the low-carbon low-car ones. Only a few airports have a low-carbon low-car modal ground transport share. Some of these are located further away than the average from the city they serve, some may be exceptionally well served by public transport, and some fall within both categories.

Six zero carbon strategies
Could Heathrow and the other London airports change from high or medium carbon car to low carbon car? Could the great majority of both passengers and staff chose not to travel by car? This article sets out six strategies for Heathrow to initially decrease and eventually turn ground transport at and around the airport to zero carbon. Reducing car use by two-thirds or more, with the remaining cars, taxis, buses and vans to be electric. The six strategies are relevant whether the airport adds a third runway or not.

Modal shares and numbers
The initial four strategies above – the train, tube, tram and E- cycle networks – would together bring 2⁄3 to 3⁄4 of passengers and 2⁄3 to 3⁄4 of staff to and from the airport, seven days a week. This is twice the present public transport share, and three times the present public transport passenger numbers, taking account of a one third growth in staff and passenger numbers at the airport. Leaving one eight to one sixth to arrive by bus, coach or dial-a-E-van. With an equal one eight to one sixth to arrive by taxi, mini-cab or private car subject to the congestion and ULEZ charges.

Afterword
The future of air travel and reduction in carbon emissions are closely linked to the ground transport options and choices to and from airports. Heathrow has an existing comprehensive train and tube system, but the former is underused and the latter overcrowded. This should be reversed. In the interests of the environment and the society at large, nudging passengers to travel carbon free, is in everyone's interests: London's inhabitants, visitors and businesses, as well as the city, regional and national economy included.

• Planning in London
• Heathrow in the post-car urban era (pdf 2p)

Socio-Cultural Place Studies Guidance

What are Socio-Cultural Place Studies? 

Places can not only be understood as physical structures or as result of physical planning. How we experience a place and what meaning we attach to a place determined who we are, where we come from and who we meet. Moreover, the dominant social practices developing in a place, give the place cultural meaning. This results in a sense of belonging for some and a sense of exclusion for others. As such, there exists perhaps as many notions of the place as there are local people. 

Using socio-cultural place studies, these images, positions and practices can be analysed to provide a better basis for decisions about what a place may be. Socio-cultural place studies, where a place is considered a social and cultural construction and a 'local community product', can provide valuable knowledge for use in work on local place making and development. Important concepts in such analyses are place use (practice), place images (positions and representations) and place interests (power relations). 

Socio-Cultural Place Studies Bring New Dimensions...

Socio-cultural place study bring new dimensions into local place making and development in relation to historic, physical or aesthetic place analyses. Such traditional place studies are primarily based on registrations of landscape, buildings and other physical structures. The purpose has been to improve the aesthetic and functional qualities of cities and towns. Through conferences and courses, extensive guidance material. And assisted by architect and landscape architect consultants,  traditional place studies where prepared by increasing number of municipalities throughout Scandinavia. They use methods of analysis of variation through time, i.e historic development, and through space, i.e characteristics of a place. 

See link below for preliminary 2019
40p draft guidance in English

The social and cultural aspects of a place is rarely mentioned in such traditional place studies, in line with what was intended. In guidance issued by the Norwegian Environment Ministry it states that; 'As a rule, [traditional physical] place studies will constitute a limited knowledge base for [spatial] planning' (Environment Ministry 1993). 

What traditionally has been perceived as physical spatial planning, affects socio economic groups differently, have different symbolic meaning for different groups and are subject to conflicts of interest, both among professionals and throughout a community. These experiences, views and interests are important to clarify, both in strategic long term local planning, and in the more short term or local detailed planning in the form of zoning, master and building plans. In the latter type of planning, socio-cultural place studies can offer an important contribution. 

It is also possible to use socio-cultural place studies in locations that have an unfavourable local place image, and where different participants join forces to try to 'rebuild' a local place image, or construct a new one. In such instances it will be important to identify the different notions or images of a place, and which participants relate to what notion or image. The perspectives and methods described in this guidance, is useful in preparing such studies as well as in preparing a new or rebuilt local place image. 

Socio-Cultural Place Studies Can Increase the Social Capital of a Place

Socio-cultural place studies can mobilise local communities, by establishing a dialog between participants and make the various participants aware of each others roles and positions within a local community. Socio-cultural place studies can increase the social capital of a place, by establishing links, contacts and relationships criss crossing social and cultural lines. 

Socio-cultural place studies can also uncover long established power relations within a community, or newly established relations that may have a major impact on local place making and development. 

It is important to stress that socio-cultural place studies are not the same as traditional community participation. The origin of participation in a Scandinavian physical planning practice, is that different groups and actors have different standpoints and interests, but that these participants are often involved relatively late in the preparation drafting a development plan, in line with current planning legislation, practice and guidance. Traditional community participation further reflects a different understanding of place and uses a narrower variety of methods than is available in socio-cultural place studies. 

While traditional community participation reflects stakeholders' views about a place or a place's development, socio-cultural place studies consider a local place as a product, and a mixture, of different participants' and groups' beliefs, values and interests. An important difference is that socio-cultural place studies also consider the role of planners, politicians, developers and the media, i.e groups that are active participants and groups that set the agenda in local place making and development. 

Why Do We Need Socio-Cultural Place Studies? 
We live in a society where there are increasing demands for transparency. Decision making should be transparent, and different stakeholders should get insight into processes that determine the parameters for their daily life or business. At the same time, society has become more diverse socially and culturally. The multicultural perspective is also about cultural differences and lifestyles that can combine or break up traditional social categories such as class and gender. One example is new consumer patterns, that are very important in local development. This is evident in gentrified neighbourhoods such as Grünerløkka, where many new kinds of shops and services have emerged that target new lifestyle groups, in what was traditionally a working class neighbourhood of inner Oslo. One of the objectives of socio-cultural place studies is to capture this diversity and analyse its importance in urban development.

Contents of Socio-Cultural Place Studies
The basis of socio-cultural place studies is that there exists different notions of a place's qualities, specialities or weaknesses, and not least about how the place should be developed in the future. The images of a place are formed by the perspectives or interests the place is viewed from. Different stakeholders may have the same or diverging understanding of the potential of a place, what kind of development that is desirable and what should be prioritised. Socio-cultural place studies particularly emphasise how different players use a place, what images they have of the place today and in the future, and what interests are related to this. As such, the stakeholder perspective is essential.

Methods of Socio-Cultural Place Studies 
The choice of method, i.e the implementation of socio-cultural place studies, is determined by the intent and the purpose of the study, and by the size of the place. Key questions are: - How will different stakeholders' stances and positions in relation to images or associations with a place be identified? - How can one uncover different stakeholders' use of a place and interests related to this? - What methods are suitable to uncover issues covered by these three approaches?

• Preliminary draft guidance in English (40p January 2019)