End of term report: How is Andy Street doing as mayor of the West Midlands?

Andy Street, mayor of the West Midlands. Image: Getty.

In the first of the Centre for Cities’ round up of the first half-year of metro mayors, we look at Andy Street, Conservative mayor of the West Midlands.

Back in May, the close race between Conservative candidate Andy Street and his Labour counterpart Sion Simon made the West Midlands the key political battleground of all the mayoral elections. Given that the city region is a traditional Labour stronghold, Street’s victory with a 50.6 per cent share of the vote (after the second round) was testament to the strength of his campaign, and to the strong emphasis the Conservative national leadership placed on supporting his bid.

After taking office, the former John Lewis boss wasted no time in setting out his vision for his first 100 days and a long term plan for 2020. But with six months having gone by, what progress has he made in realising this vision, and what challenges does he face?

Progress and key moment

Street kick-started his term by launching the ‘Mayor’s mentors scheme’, aimed at supporting young people to improve their skills and move into employment, and concluded his first 100 days by ticking off all the objectives he set himself for the first few months.

These included meeting with the Prime Minister Theresa May to discuss the ambitions of the combined authority. They also comprised meeting his target of 1,000 applications for his mentor scheme, and holding ‘Ask Andy’ sessions to engage with the public in areas across the city region. Street also went on a trade mission to Toronto to raise the profile of the region, and brought Robin Walker – a government minister for Exiting the European Union – to the West Midlands to discuss its future in light of Brexit.

Beyond these achievements, the most high-profile moment of Street’s mayoralty has been his address to Conservative Party Conference last month. This made him the only newly-elected metro mayor to individually address any of the party conferences, helping to raise both his profile and that of the West Midlands.

As he pointed out in that speech, “the mayor’s job is all about leadership”, and he has exercised it both on the national stage – by addressing conference – and also at the community level, where, among other initiatives, he took part in the Cure Leukaemia half marathon to raise awareness and funds. Furthermore, to promote the West Midlands across the country, Street has led Birmingham’s bid to host the Commonwealth Games and to become the new home of Channel 4, as well as Coventry’s bid to be named UK City of Culture in 2021.


Toughest challenge

One of Street’s mayoral priorities is to boost employment and improve skill levels in the West Midlands. In his vision for 2020, the new mayor pledged to reduce the number of young people not in education, employment or training to zero by 2020. And given the high number of residents with no qualifications and the low employment rate, it’s clear that urgent action is needed on this front in the West Midlands.

However, Street will have to attempt to tackle this problem without having control over the adult skills budget. That’s because the Department for Education (DfE) has delayed devolution of this budget until 2019, despite it being one of the key powers set out in the West Midland’s devolution agreement.

The mayor should therefore make the most of his existing powers to influence employers, schools and universities to work together to improve residents skills and ensure they are relevant to business needs. As we suggested in the run up to the election, this would be a first and important step to unlocking the potential of the West Midlands and its citizens.

Opportunities and future priorities

Improving transport and infrastructure will be critical in driving economic growth and opportunity in the West Midlands, and this also formed a central part of Street’s manifesto aimsAs our metro mayor dashboard shows, people in the West Midlands use public transport (both bus and train) less than the national average. This is problematic as connecting people with employment opportunities is key for the success of the region, and requires urgent action.

Street has pledged to deal with this issue by introducing smart ticketing, improving rail services and the tram system, and promoting cycling and walking. These aims offer the biggest opportunities for success for the mayor, and should be his priority in the coming months and beyond.

For this reason, it is welcome to see the mayor’s office cutting fare prices for young apprentices and trainees, and consulting on the introduction of a bike sharing system similar to the one in place in London. The mayor should now build on these initial successes by improving public transport within the combined authority, opening new bus routes and maximising the impact of HS2.

Elena Magrini is a researcher at the Centre for Cities, on whose website this article originally appeared.

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Does it matter that TfL are renaming White Hart Lane station Tottenham Hotspur?

New White Hart Lane. Image: Getty.

Pretend for a moment that you’re travelling in the London of 1932. You’re taking the Piccadilly Line northbound and alight at Gillespie Road station. The name should be obvious: it’s inscribed in bespoke brown tiling on the platform.

But that 31 October, following an intense campaign by the eponymous football club, the London County Council changed the station’s name to Arsenal (Highbury Hill). The area’s growing association with the name “Arsenal” ended in a lengthy negotiation that changed maps, signs and train tickets alike. Football had acquired so much power that it changed the name of not just a Tube station but an entire suburb, even before the era of Wenger or the Emirates.

Now the spectre of name changes is on the horizon once again. As Tottenham Hotspur FC inches closer to completing its new stadium, the club is clamouring for a renamed Overground station. Despite the fact the new stadium is located on almost exactly the same site as the old just off White Hart Lane, and fans have long been calling the scaffolding-laden mess “New White Hart Lane”, the club’s executive director is adamant that the station’s existing name cannot stand. White Hart Lane station, on the Overground line leaving Liverpool Street, is set to be renamed “Tottenham Hotspur”, at a cost to the club of £14.7m.

Little has been made of the fact that this peculiar PR kerfuffle is tied to Spurs’ failure to convince Nike to sponsor the venue. Some sources have even claimed that the sponsorship is yet to be finalised because it is somehow contingent on the renaming of the Overground station; beyond the ridiculous Johnson-era vanity project that was the Emirates Air Line, it seems improbable that TfL will allow any more corporate-flavoured information pollution. There will be no “Nike Stadium” station on the way to Enfield, much as there is no “Emirates” on the way to Cockfosters, especially if public consultation gets a look in.

The scene of the crime. Image: TfL.

But there’s a problem with the new name, all the same. “White Hart Lane” already means “football stadium”, in the same way Loftus Road or Stamford Bridge do. Changing it to “Tottenham Hotspur” risks opening the floodgates to an “O2 North Greenwich” or a “Virgin Euston” at some point in future, names as banal as there are dystopian. The Greater London Authority has promised to spend the £14.7m fee on community programmes in the local area – but that’s not much money to set the precedent that a private company can mess about with the Tube map.


What’s more, as CityMetric has often observed, there are plenty of station names across London that could do with a tidy up. Picking one that’s perfect already and asking for £14.7m to change it is adding insult to injury. How much would it cost a community group if they asked to change the name of Goodge Street to Fitzrovia? Why does a vast corporate entity backed by international sponsors and thousands of season ticket holders get to set the standard?

Back in Arsenal’s day, changing names on the Tube must have been easy; changes could be accommodated gradually without bothering the every day traveller. But in our world of online information, maps and apps, name changes are rather more complicated.

The question is – if TfL can bring itself to balefully accept this particular proposition, why can’t it accept ours? Why sort out a single non-issue on the Tube Map when you can catch lots of real ones in one go? A day’s pandemonium might just be a price worth paying to fix the Bethnal Greens problem once and for all.