If George Osborne wants to support the Northern Powerhouse, he should run for mayor of Manchester

Well, that worked out well: George Osborne in Manchester, January 2015. Image: Getty.

Manufacturers of high viz jackets and other personal protective equipment, rejoice: George Osborne is back – and he's worried.

Two months after the former chancellor was unceremoniously – one might almost say gleefully – fired by Theresa May, Osborne popped up on this morning's Today Programme to fret about his beloved Northern Powerhouse. Speaking in code so obscure it could defeat the Enigma machine, he said there had been a "little bit of a wobble" about whether May's government was "still committed to the concept".

Luckily, though, George is on hand to sort things out. He's launching a new think tank, the "Northern Powerhouse Partnership", which he has generously agreed to chair. The body will bring together political and business leaders from across the north, and campaign for greater devolution and improve transport links. It will do, in other words, most of the things Osborne wanted the Northern Powerhouse to do when in government, with the one minor difference that he’s now outside it.

The left has often questioned Osborne's commitment to the north. His austerity budgets, by an odd coincidence, tended to fall disproportionately heavily on regions that voted Labour, a group including almost all the northern cities. And some in the opposition have campaigned against devolution, on the grounds it was just a way of putting Labour councils on the hook for Tory cuts.

For some, the cynicism runs yet deeper. Many on the left have sneered at the idea a Conservative could even care about a region of the country his party had effectively left to rot in the eighties. Osborne loved Thatcher; Thatcher hated the north; ergo, Osborne must hate the north, too.


I've never quite bought this. It always seemed to me that there was a very good reason why an ambitious Tory would want to revive the northern economy: rich constituencies are less likely to vote Labour. It’s not a contradiction for Osborne to be sincere about the Northern Powerhouse, yet be cynically trying to undermine Labour, both at the same time.

Now he's out of power, and what do you know, his own political self-interest is aligned with the right thing to do once again. Heading up his new think tank will allow Osborne to keep banging the drum for the north, while also giving him a new powerbase and continued political relevance.

But there’s a danger that this looks a bit, well, half-hearted. Exactly what the Northern Powerhouse Partnership will do is difficult to work out, because it doesn't exist yet – but Britain is not short of think tanks, and why this will be any different remains to be seen.

If Osborne really wants to build his powerhouse, he should stop mucking around and go for the big job: mayor of Greater Manchester.

The king in the north

The Tories are not over flowing with potential candidates in Greater Manchester. Of its 10 boroughs, only one (Trafford) is held by the Tories; just five of the region's 27 MPs are Conservative, and none of them is a household names.

Osborne's constituency (Tatton, in Cheshire) isn't in Greater Manchester – but it does border it, and consist of places well within its orbit. He has as good a claim to the party's nomination as anyone.

More to the point, though, this is his baby. The Northern Powerhouse, city regions, metro mayors – all were Osborne's idea. If he wants to show that he was serious, that this was more than an attempt to wrong-foot Labour, well, here's his chance.

Labour's mayoral candidate Andy Burnham, a man who has never been accused of being overly tactical in his positioning. Image: Getty.

In its early days, the London mayoralty was not taken seriously, and struggled to attract top-flight candidates. But a Manchester mayoral election in which a former chancellor faced off against a former Labour health secretary would show, from the start, that this is a big job for serious people. If Osborne wants the new mayors to be taken seriously, he could do worse than run for the job himself.

I don't believe for a second that Osborne will do this, for the very good reason that he will probably lose: Manchester is a Labour city, and Osborne is not exactly electoral cat nip. (Last March, a YouGov poll found that, after six years as chancellor, just 8 per cent of the British electorate thought he'd be "up to the job of Prime Minister".)

But another hit against Osborne has always been that he treats politics as one big chess game: that he is a man without principal, concerned only with tactical advantage. Fighting a quixotic campaign that he is highly likely to lose might, paradoxically, boost his reputation.

Oh, and he'd probably get to wear a lot of high viz gear on the campaign trail, too.

So, come on George. You want to show you believe in the north and its powerhouse. You want the new metro mayors to be serious political figures. And you want a platform from which you can rebuild your reputation and, what the hell, throw a few rocks at the people who fired you.

How about it?

Jonn Elledge is the editor of CityMetric. He is on Twitter, far too much, as @jonnelledge.

Want more of this stuff? Follow CityMetric on Twitter or Facebook.

 
 
 
 

The Delhi Metro: How do you build a transport system for 26m people?

Indraprastha station in 2006. Image: Getty.

“Thou hath not played rugby until thou hath tried to get onto a Delhi Metro in rush hour,” a wise Yogi once said.

If you’ve never been on New Delhi’s Metro, your mind might conjure up the the conventional image of Indian trains: tawdry carriages, buckets of sweat, people hanging out of windows and the odd holy cow wandering around for good measure.

Well, no. The Delhi Metro is actually one of the most marvellously sophisticated, affordable, timely, and practical public transportation systems out there. On a 45C day in the Indian summer, many a traveller has shed tears of joy on entering the spacious, air-conditioned carriages.

Above ground, Delhi is a sprawling metropolis of the scariest kind: 26m people, three times the population of London, churn and grind through Delhi itself.

The National Capital Region, an area which includes Delhi and its surrounding satellite cities – now victim of its never-ending urban sprawl – has an estimated population of almost 50m. So how do you tie such a huge population together?

The map; click to expand. Image: Delhi Metro Rail.

Motorised vehicles won’t do it alone. For one, air pollution is a horrific problem in Delhi, as it is across India. Last November, the government declared a state of emergency when the Indian capital was engulfed by a toxic, choking fog so thick that you could barely see several metres in front of you, drawing allusions to the great Victorian fogs in London.

Then there’s Delhi’s famous traffic. Twenty-five years ago, the travel writer William Dalrymple observed that you could reduce the Delhi’s road laws to one simple idea: the largest vehicle always had the right of way. The traffic has tamed somewhat in the 21st century, but the number of vehicles has multiplied again and again, and it’s not uncommon for people to be stuck in four-hour traffic jams when they try to traverse the mighty city.

Enter the Delhi Metro – a huge network of 164 over- and underground stations – and by any account, a titan of civil engineering and administration.

The numbers are simply colossal. Every day the metro serves on average almost 3m people. Annually, it carries around 1bn.

In a country where intercity trains still turn up a day late, the Delhi Metro is extraordinarily timely. On the major lines, trains will come every several minutes. The trains are extraordinary speedy, and you’ll reach your destination in a fraction of the time it would take for you to drive the distance.

The minimum fare is 10 rupees (12p); the maximum fare, to and from the airport, is 50 (60p).

The evolution of the metro. Image: Terramorphus/Wikimedia Commons.

Construction of the metro system began in 1998, with the first section completed in late 2002. Keen to avoid the catastrophic corruption and bureaucratic mismanagement which plagued eastern city of the Kolkata Metro, developers took advice from Hong Kong’s high-tech system There have been several stages of development to add extra lines; more is planned. By 2020, it is hoped that the 135 miles of line will have increased to over 300.  

One thing quite striking about the metro is its women’s only carriages at the rear and the front of the train, marked by pink signs. Sexual assault and harassment has been a horrific problem on Delhi’s transport systems. Women can of course go anywhere on the train – but men who violate the carriage system will have to deal with the scathing anger of the entire pink carriage.


One of the under-discussed impacts of widespread and well-used public transportation systems is their propensity to break down social and class barriers over time. As the London Tube began to be used more and more in early 20th century London, people from completely different walks of life and classes began to brush shoulders and share the same air.

The story is similar in Delhi. The necessity of the metro helps to break down old caste and class divisions. Of course, many elite Delhiites would not be seen dead on the metro, and choose their private chauffeur over brushing shoulders with the common man. But slowly and surely, the times are a changing.

What’s more, the Delhi Metro system is one of the greenest around. Six years ago, the Metro was the first railway system in the world to be awarded carbon credits from the United Nations for helping to reduce pollution in the capital by an estimated 640,000 tonnes every year.  

All praises sung and said, however, at peak times it’s less mind the gap and more mind your ribs – as a fifth of humanity seems to try to get on and off the train at once.

Want more of this stuff? Follow CityMetric on Twitter or Facebook