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)