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

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)

Thameslink West: an alternative to Crossrail 2?

Crossrail 1, the most expensive transport investment for over a century, has proved even costlier than anticipated or hoped for. Observing the complex city centre stations – with their vast sub-surface ticket halls, demolishing half a dozen buildings at five central London stations – indicates that the line would be expensive. Slim-down design of stations, without complex ticket halls and interchanges with the tube, and with simpler escalator access at either end of the stations, directly from above ground, may have proved better value for money. Crossrail 2 of similar design, but with even longer tunnels deeper into the relatively low density southern suburbs of the city, needs to be simplified and redesigned to maybe half the cost. Thameslink West is an alternative approach, building on a 1943-idea to build a deep rail tunnel between Battersea and Paddington via Victoria. Thameslink West complements the existing Thameslink (East).

Thameslink West
– Thameslink West consists of a 3 kilometre tunnel between Victoria and Marylebone, with new sub-surface stations, tunnel ramps at either end and an intermediate station at Bond Street.
– Thameslink West has 16 carriage long train platforms at the three new sub-surface stations and several new or remodelled on-surface stations such as Brockley, Battersea, Wembley Park, Brent Cross West, Tottenham Hale.
– The costs of the three below ground stations would be £1.5bn each, the tunnel another £1.5bn. Several new train line junctions would be provided in the north, including at Finchley Road, Kenton, Wembley, Harringay, Seven Sister, Tottenham and/or Walhamstow. The new junctions and on-surface stations would cost on average £50m each.
– In the north, Thameslink West would extend to destinations such as Stansted, Cambridge, Hertford, Stevenage, Luton, Milton Keynes, Aylesbury and Bicester. And in the south to destinations such as Dartford, Sevenoaks, Gatwick, Horsham, Guildford and Heathrow via Staines.
– At Brixton, Clapham North, Willesden Junction, West Hampstead, Harringay and/or Tottenham, Thameslink West will relieve the Victoria, Jubilee, Northern, Bakerloo, Metropolitan and Piccadilly lines. Providing extra capacity for up to 200.000 passengers an hour on the six lines together at peak hours, the equivalent of the capacity of half the north/south tube lines.
– With Thameslink West, fewer commuters will need to travel through stations such as Highbury & Islington, London Bridge, Stockwell, Vauxhall, Green Park, Paddington, Euston, Moorgate and Liverpool Street, reducing station overcrowding at peak hours.

Afterword
Thameslink West is an opportunity for London to do away with overcrowded pubic transport at a reasonable cost to the city and the nation. The Thameslink West & East both allow direct journeys i) into the centre from the suburbs, ii) between outer boroughs as well as iii) more capacity north-south within the Circle lines and Overground loop. With double long 16 carriage trains, 2500 passengers can travel every 150 seconds in either direction on either line. The Thameslink West will not solve overcrowding forever – but should together with an enhanced Thameslink East, an enhanced Overground loop and the new Elizabeth line –provide enough capacity for several decades to come. North-south and east-west as well as diagonally between the outer boroughs of the metropolis.

• Thameslink West: an alternative to Crossrail 2? (4p pdf)
• Planning in London 

Flere syklister i norske byer? Lær av Berlin!

Kronikk Aftenposten 17. mai 2019
Oslos byråd ønsker en tredobling av antall syklister til en av fire av lokale reiser. En stille sykkel-revolusjon har allerede funnet sted i Berlin i løpet av det siste tiåret. Andelen personer som daglig pendler med sykkel er halvdoblet til mer enn en av fire. Denne artikkelen redegjør for noen lærdommer fra Berlin for Stor-Oslo og Norges tjue større byer og kommuner. Fra en by med  omtrent et halvt århundre med målrettet sykkel-tilrettelegging.

Det historiske, fysiske og juridiske rammeverket i Berlin er nokså forskjellige fra Norge, og høy sykkelandel hos oss er bare mulig med både fysiske og juridiske endringer. Endret kjøreatferd er nødvendig for å gi syklister den nødvendige prioriteringen, tryggheten og sikkerheten – opplevd og fysisk. Som kan kun gjøres ved å endre lover og forskrifter, samt omfattende kampanjer overfor bilistene om endringene. Endringer i reglene om prioritering i gatekryss, i rundkjøringer og ved forbikjøring av syklister har vært diskutert i et halvt århundre, kan ha størst virkning og haster mest.

Sluttord 
Lærdom og erfaringer fra Danmark, Nederland og Tyskland er godt tilgjengelig, og kan ideelt tilegnes og implementeres her i løpet av få år. Men vi mennesker er tross alt komplekse, og noe lærdom tar generasjoner å tilegne seg. Sør-Korea og Kina har imidlertid tilegnet seg enormt med kunnskap fra den vestlige verden på bare noen få tiår.

Så kanskje er det håp tross alt for at en av fire pendlere i de tjuefem største norske byene/ kommunene kan pendle på sykkel til og fra jobb fra mars til oktober – gjerne en fjerdedel på elsykkel og en fjerdedel på delesykkel. Til sammen en og en tredjedel million pendlere i 25 kommuner fra Arendal i sør, til Ålesund i vest og Tromsø i nord – hvor til sammen halve landets befolkning bor.

Ikke minst når en ny generasjon har hatt byrådsmakten i en valgperiode og tatt over sykkelplanleggingen i Oslo. Godt hjulpet hvis en ny generasjon planleggere, ingeniører, beslutningstakere, entreprenører m.fl mestrer flere språk enn engelsk og skandinavisk. For å tilegne oss lærdom direkte fra våre hundre millioner sykkelglade naboer i de tre landene på den andre siden av Nordsjøen. For storbyenes del, kanskje spesielt Berlin og Rotterdam, hvor store deler av byene ble gjenoppbygd på både sykkelens og bilens prinsipper – parallelt og likestilt.

• Kronikk Aftenposten 17. mai 2019 (pdf)
• A cycling revolution? PiL 97/16 2p pdf 
• Oslo anno 2050: City life in 2050 (Plan 5/2007 pdf)

Nyttige lenker

• http://www.adfc.de
• http://www.fahrradklima-test.de
• https://www.berlin.de/senuvk/verkehr/politik_planung/rad/
• http://www.cycling-embassy.dk/
• http://www.dutchcycling.nl/
• http://www.rotterdam.nl/fiets
• https://tfl.gov.uk/corporate/publications-and-reports/streets-toolkit

ADFCs årlige rangering av sykkelvennlige tyske byer viser følgende resultater i 2018 basert på 170.000 spørreskjema (pressemelding):

• Storbyer: Bremen, Hannover, Leipzig
• Større byer: Karlsruhe, Münster, Freiburg
• Middels byer: Göttingen, Erlangen, Oldenburg
• Mindre byer: Bocholt, Nordhorn, Konstanz

Is the 'brick' warehouse striking back?

Inner London may be about to leave one of its last post-war legacies behind – low density light industrial, storage, distribution, logistics and retail sheds. Typically still found along or near the orbital Overground, now that Stratford and Nine Elms are being transformed and regenerated more than maybe anyone could have imagined a few decades ago.

The 2020-decade Inner London warehouse will be different in five aspects from its one or two century old predecessor. This time around the warehouse is built with steel or concrete rather than iron columns. The ceiling heights are maybe double or triple, the lifts are indoors rather than a pulley on the outside, and the first floor will typically accommodate white van parking. With stunning outer walls of bright and colourful light weight materials, metals and/or glass. Rather than brown, red or beige brick, often now appearing as almost black.

High intensity giant logistics and distribution centres accommodating the 50 biggest logistics companies should all be accommodated in three inner or near-inner London locations respectively. As for the remaining 500 to 1000 medium size companies with light industrial, storage and/or logistics needs in the five inner southern London boroughs. Located one on top of the other in 3, 4 or 5 storey twenty-first century warehouse style buildings (see below figure from Berlin PZB).

Afterword
But dear Southwark and Mayor of London, please go back to the drawing board. Old Kent Road is nigh for redevelopment, but only as part of a holistic inner London strategy on retail sheds, light industry, storage, distribution and logistics.

Policies on white van emission and white van parking within Inner London and the North Circular Road are also needed. If one in three vehicles on Inner London roads is a van, then policies have to adapt to reflect this current situation.

Inner London policies on ground floor commercial, light industrial, workshops and civic use-class flexibility are also needed from the Mayor. As maybe as many as four fifths of apartment buildings in inner London are built at present with residential use on the ground floor. Mandatory flexibility on ground floors uses will benefit all Londoners and decrease the cost of local services needed by all – small businesses, the self-employed, start-ups and the like included.

• Is the 'brick' warehouse striking back? pdf 2p
• Planning In London