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10. The London 2012 Games and their legacy – an update diverse selection of these, relating to green space, crime, cycling frequency, educational attainment and house prices. These are of both general and specific interest, although again primarily highlight the diversity of the six Growth Boroughs. So, for example, reported crime rates in 2014/15 in each of the six Growth Boroughs are in fact lower than the average for inner London, and have declined since 2012/13. Hackney remains the borough with the highest rates of cycling compared to the other Growth Boroughs, however significant growth is seen in Tower Hamlets, where the percentage of adults who cycle at least once a month is now higher than the inner London average. Average house prices remain generally lower than average for inner London, but the median house price in all Growth Boroughs has increased between 2011 and 2014, with particularly large increases (of around 40 per cent) in Hackney and Waltham Forest. The difference in house prices in part reflects substantial differences in the nature of the dwelling stock in each borough, and should not of itself be taken as an indicator of relative deprivation. Table 10.4 Selected indicators relevant to convergence. Olympic Growth Boroughs and appropriate comparators. Most recent-available year. Borough/area Crime rate per 1,000 population Adults who cycle at least once a month (%) Children attaining 5 or more GCSEs, inc. English & Maths, Grade A*-C (%) Median house price (£) 2012/13 2014/15 2010/11 2013/14 2011/12 2013/14 2011 2014 -1 -2 -3 Barking & Dagenham 92.2 83.4 9.0 6.5 58.6 58.0 170,000 215,000 Greenwich 82.5 79.4 14.0 11.6 63.7 58.8 249,950 317,000 Hackney 112.2 99.6 22.0 24.1 58.6 60.6 312,000 433,000 Newham 102 90.8 11.0 7.1 61.2 55.7 219,000 250,000 Tower Hamlets 113.4 99.9 15.0 19.3 62.1 59.2 300,000 383,000 Waltham Forest 94.1 78.0 11.0 12.8 56.4 58.3 232,000 320,000 Inner London 121.7 106.4 18.4 17.5 n/a n/a 360,000 465,000 Outer London 75.7 69.4 12.7 12.7 n/a n/a 250,000 318,000 Greater London 93.9 84.0 16.0 14.2 62.6 61.8 293,200 365,000 Source: GLA London Datastore, Borough Profiles: http://data.london.gov.uk/datastore/package/london-borough-profiles . Notes: 1. Values are for 2012/13 financial year. Based on Census mid-year population estimates 2010 and consequently subject to change reflecting availability of actual population data from the 2011 Census. 2. From Active People Survey - https://www.gov.uk/government/organisations/department-for-transport/series/walking-andcycling-statistics 3. Relates to pupils at maintained schools only. By borough of residence. 10.4 Travel behaviour change in the Olympic Growth Boroughs Approach Travel in London report 6 described a method for monitoring aspects of the travel behaviour of residents of the Olympic Growth Boroughs and Londoners more generally using TfL’s London Travel Demand Survey. This survey provides an annual sample of approximately 1,100 households across the six Olympic Growth 192 Travel in London, Report 8
10. The London 2012 Games and their legacy – an update Boroughs, in the context of a whole-London sample of about 8,000 households. Travel in London report 6 also set out groupings of ‘comparator’ boroughs that could be used to identify differential change in the six Growth Boroughs, reflecting progress towards Games legacy goals. When comparing results from this survey over time, it is important to recognise that the relatively small sample each year limits the level of disaggregation at which it is possible to identify change. Also the wider backdrop of demographic change in the Growth Boroughs will have an effect on the consistency of these indicators over time. Overall person trip rates and household car availability Average person trip rates are a basic measure of travel, and are normalised so as to take account of differing absolute levels of population in each borough. Car ownership rates are a similarly basic measure of access to this form of transport, changes to which should be viewed in the context of transport mode share aspirations for London and the Growth Boroughs specifically. These are of particular interest given the observed trend towards lower levels of car ownership and use observed across London over recent years, and the historic connection between car ownership levels and general prosperity. Table 10.5 summarises key data for both indicators. Table 10.5 Person trip rates (all modes) and household car ownership rates for Olympic Growth Boroughs (residents of boroughs only). Seven-day week, multi-year average values. Borough/area Resident average trip rate (3 year pre-Games) 2009/10- 2011/12 Resident average trip rate (2 year post-Games) 2013/14- 2014/15 Resident households with access to one or more cars (3 year pre-Games) 2009/10- 2011/12 Resident average households with access to one or more cars (2 year post-Games) 2013/14- 2014/15 Barking & Dagenham 2.1 2.1 55% 61% Greenwich 2.1 2.6 64% 60% Hackney 1.9 2.1 36% 34% Newham 2.4 2.3 45% 44% Tower Hamlets 2.4 2.3 37% 28% Waltham Forest 2.0 2.5 60% 58% Growth total/average 2.2 2.3 49% 46% ‘Geographic’ comparison 2.6 2.6 57% 58% ‘Most similar’ comparison 2.4 2.5 51% 52% Non-legacy boroughs 2.5 2.5 60% 58% Inner London 2.5 2.5 43% 40% Outer London 2.4 2.4 69% 68% Greater London 2.5 2.5 58% 57% Source: TfL Planning, Strategic Analysis. It is seen from table 10.5 that overall person trip-rates tend to be lower than average in the Growth Boroughs, compared to the various London comparators, as in general do car ownership rates – a feature that has not changed significantly with the latest data. There is also little evidence of differential change between the 193 Travel in London, Report 8
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