Towns are the winners from Britain’s great urban exodus

Rotherham High Street. Image: Getty.

You may not notice it unless you or your offspring are university-bound, but every autumn brings with it a vast movement of people around the country as the university term begins. More specifically, it triggers an exodus of young people from the UK’s towns and countryside, as they flock to fill university campuses, most of which are based in cities.

Our cities rob the rest of the country of their bright young things. In 2014-15, 420,000 more university students moved to cities compared to the number going in the opposite direction. And this in part helps to explain why the average age of cities is four years younger than the rest of the UK.

But perhaps somewhat surprisingly, cities only see a net inflow of people in the 18-21 age group, and among 25 and 26-year-olds.  As the chart below from the Centre for Cities’ recent report Talk of the Town highlights, in every other age group, cities in England and Wales lost people to towns and rural areas between 2009 and 2017. In fact, over this period over 500,000 more people turned their back on cities than were lured by the bright lights of urban life – with the biggest contributor to this urban exodus being the 31-45 age group.

Migration by age in England and Wales, 2009-17. Source: ONS, Internal migration by local authorities in England and Wales.

And of these people who leave cities, a large proportion of them hold a degree. Data from the Census reveals that in 2011, 40 per cent of people aged over 16 who moved out of cities were graduates.

This varies with age. Cities saw a net inflow of degree holders aged 22 to 30. But this trend was reversed for older age groups, with 31-to-45-year-olds, in particular, moving out of cities.

Migration of degree holders to and from cities, 2011. Source: Census 2011. Data is for England and Wales only.

People’s decisions to move in or out of cities are influenced by their changing need for amenities as they get older. Previous research by Centre for Cities has shown that the main drivers bringing young people into cities (and city centres in particular) are access to jobs, transport and amenities such as restaurants and shops. These benefits are traded off against disadvantages such as smaller living space, higher levels of pollution and more limited access to green space.


But as people get older, the availability of amenities such as schools and green space becomes more important, and so a suburban or non-urban location begins to appeal more.

So yes, towns and rural areas lose young adults to cities as they head off to university. But they also see an inflow of higher-qualified people back into their areas, as those people’s lifestyles and needs change with age. The older average age of non-urban areas isn’t just driven by a loss of young people to cities – it’s also the inflow of older degree holders from cities too.

Paul Swinney is head of policy & research at the Centre for Cities, on whose blog this article first appeared.

Read the Centre’s Talk of the Town report to find out more about the relationship between cities and towns, and what this means for policy.

 
 
 
 

Transport for London’s fare zones secretly go up to 15

Some of these stations are in zones 10 to 12. Ooooh. Image: TfL.

The British capital, as every true-blooded Londoner knows, is divided into six concentric zones, from zone 1 in the centre to zone 6 in the green belt-hugging outer suburbs.

These are officially fare zones, which Transport for London (TfL) uses to determine the cost of your tube or rail journey. Unofficially, though, they’ve sort of become more than that, and like postcodes double as a sort of status symbol, a marker of how London-y a district actually is.

If you’re the sort of Londoner who’s also interested in transport nerdery, or who has spent any time studying the tube map, you’ll probably know that there are three more zones on the fringes of the capital. These, numbered 7 to 9, are used to set and collect fares at non-London stations where the Oyster card still works. But they differ from the first six, in that they aren’t concentric rings, but random patches, reflecting not distance from London but pre-existing and faintly arbitrary fares. Thus it is that at some points (on the Overground to Cheshunt, say) trains leaving zone 6 will visit zone 7. But at others they jump to 8 (on the train to Dartford) or 9 (on TfL rail to Brentwood), or skip them altogether.

Anyway: it turns out that, although they’re keeping it fairly quiet, the zones don’t stop at 9 either. They go all the way up to 15.

So I learned this week from the hero who runs the South East Rail Group Twitter feed, when they (well, let’s be honest: he) tweeted me this:

The choice of numbers is quite odd in its way. Purfleet, a small Thames-side village in Essex, is not only barely a mile from the London border, it’s actually inside the M25. Yet it’s all the way out in the notional zone 10. What gives?

TfL’s Ticketing + Revenue Update is a surprisingly jazzy internal newsletter about, well, you can probably guess. The September/October 2018 edition, published on WhatDoTheyKnow.com following a freedom of information request, contains a helpful explanation of what’s going on. The expansion of the Oyster card system

“has seen [Pay As You Go fare] acceptance extended to Grays, Hertford East, Shenfield, Dartford and Swanley. These expansions have been identified by additional zones mainly for PAYG caping and charging purposes.

“Although these additional zones appear on our staff PAYG map, they are no generally advertised to customers, as there is the risk of potentially confusing users or leading them to think that these ones function in exactly the same way as Zones 1-6.”


Fair enough: maps should make life less, not more, confusing, so labelling Shenfield et al. as “special fares apply” rather than zone whatever makes some sense. But why don’t these outer zone fares work the same way as the proper London ones?

“One of the reasons that the fare structure becomes much more complicated when you travel to stations beyond the Zone 6 boundary is that the various Train Operating Companies (TOCs) are responsible for setting the fares to and from their stations outside London. This means that they do not have to follow the standard TfL zonal fares and can mean that stations that are notionally indicated as being in the same fare zone for capping purposes may actually have very different charges for journeys to/from London."

In other words, these fares have been designed to fit in with pre-existing TOC charges. Greater Anglia would get a bit miffed if TfL unilaterally decided that Shenfield was zone 8, thus costing the TOC a whole pile of revenue. So it gets a higher, largely notional fare zone to reflect fares. It’s a mess. No wonder TfL doesn't tell us about them.

These “ghost zones”, as the South East Rail Group terms them, will actually be extending yet further. Zone 15 is reserved for some of the western-most Elizabeth line stations out to Reading, when that finally joins the system. Although whether the residents of zone 12 will one day follow in the venerable London tradition of looking down on the residents of zones 13-15 remains to be seen.

Jonn Elledge was the founding editor of CityMetric. He is on Twitter as @jonnelledge and on Facebook as JonnElledgeWrites.