So which English cities are actually getting devolution deals?

Steve Roteram and Andy Burnham, Labour's candidates for mayors of the Liverpool and Manchester city regions. Image: Getty.

This May, an indeterminate number of English cities, city regions and other combined authorities will elect their first metro mayors.

These mayors won’t be powerful local bosses on the American or European model – but like London’s Sadiq Khan, they will be able to promote their region, and will have a hand in tricky things like local infrastructure development. It’s quite possibly the biggest change to English municipal government in 40 years or so.

You might think then, that, four months out, we’d be able to tell you exactly how many of these new mayors there were going to be, and which cities they’d be representing. You would be wrong: while the government has been very enthusiastic in putting out press releases every time a deal is agreed, it’s tended to be less forthcoming when, with distressing frequency, they’ve collapsed once again.

But the clock is ticking, so – with a little help from Ed Clarke at the Centre for Cities – we decided it was time we started keeping track of what was going on. This week, we’re doing our best to answer an unexpectedly difficult question: which areas are actually getting mayors?

Absolutely probably definitely

First up, there are three big conurbations that are all but certain to hold elections this May.

Greater Manchester is by far the most coherent city region in England outside Greater London. Its 10 boroughs are used to working together and so, with a little help from former chancellor George Osborne, it has the most advanced and powerful deal. (At some points over the last couple of years, in fact, it’s looked plausible it might be the only deal.)

Most of the major parties have now picked their candidates for this one. The runaway favourite must be Labour’s Andy Burnham: Manchester is traditionally a left-leaning area, and Burnham is a much bigger figure than the Tory candidate, Trafford’s 29 year old leader Sean Anstee. That said, if I were forced to name a party and a politician capable of losing an apparently guaranteed election, “Labour, Andy Burnham” would be near the top of the list.

More certain in electoral terms is the Liverpool City Region (the five boroughs that once made up Merseyside, plus Halton, from Cheshire). That area is so red it would be mind-blowing if Labour's Steve Rotheram didn’t win this one.

The more interesting political tension here is actually likely to be between Rotheram as metro mayor and Joe Anderson, the existing Labour mayor of Liverpool, who failed to get the party’s nomination for the region-wide job (either because he’s not left-wing enough, or because the outer boroughs didn’t want someone from Liverpool-proper). In theory, the metro mayor is the bigger job. But at least some the power in these roles comes from their bully-pulpit function, and “mayor of Liverpool” is frankly the much better job title. This’ll be fun to watch, is what I’m saying here.

Last but not least there’s the West Midlands deal (call it Greater Birmingham at your peril). This covers the old metropolitan county: the three cities of Birmingham, Wolverhampton and Coventry, plus four other suburban boroughs.

Electorally this will be by far the most interesting, as it genuinely could go either way. Labour’s Siôn Simon is facing Andy Street, the Conservative former boss of John Lewis – and because the Tories might actually win, the government is likely to throw everything at it. Were I betting man, my money would be on Street. We’ll see.


Definitely maybe

Then there are three deals that are receiving much less attention, because the areas they cover are smaller, and so the candidates are likely to be more obscure.

The Tees Valley – Middlesbrough, Hartlepool and so forth. This lot used to be the made-up county of Cleveland, make up a pretty coherent region, and the deal is probably going ahead.

Then there’s the West of England deal: Bristol, Bath and South Gloucestershire. Like the Tees Valley one this was once a non-traditional county (Avon), but it’s lost a bit: North Somerset, which dropped out last summer. The deal will probably go ahead, but the fact not all the Avon councils wanted to play suggests a measure of fragility, as well as the tension between a Labour-voting city and its Conservative commuter belt.

Lastly there’s an area which isn’t a city region at all: Peterborough & Cambridgeshire. Despite talk, this is the only non-metropolitan region likely to get a mayor. That means it’s the only one that’s almost certain to elect a Tory next May.

There’s no reason to think these deals won’t happen – except that sometimes deals collapse over local issues that the rest of us aren’t really aware of until the last minute. Also, because they’re less visible, there’s less momentum: it’s hard to imagine the government abandoning the Liverpool deal at this point; it’s quite plausible it could abandon the Bristol and Bath one.

Even if they do go ahead, these mayors are likely to be less influential figures than those of the big city regions, in terms of both their legal powers, and their effective influence.

The big question mark

There’s one area where it’s genuinely hard to tell what’s happening. The Sheffield City Region was one of the first deals to get a green light, probably because of the support of then deputy prime minister Nick Clegg.

But it’s remained fairly tormented ever since. The deal at one stage involved councils from three counties (South Yorkshire, Derbyshire, Nottinghamshire), so there was a row over how the financing would work. Many of the regions’ politicians demanded the extra powers and funding on offer without bothering to elect a mayor, which delayed things, further. And, inevitably there’s the “thou shalt not divide Yorkshire” lobby mucking things up, too.

At any rate, we’re four months out, and it’s not clear if the region is even getting a mayor, or who would run in the election if it did. The smart money has to be on no deal, but who knows.

Never gonna happen – or at least, not this year

And finally, a brief list of the fallen.

The North East – Big regional deal, collapsed after those councils south of the Tyne pulled out because they didn’t want a mayor. It briefly looked like there would be a north-bank-only deal, until someone realised that a metropolitan authority that included Newcastle but not Gateshead would be stupid, and the whole thing went away.

Greater Lincolnshire - “Dead, buried and will not be resurrected”, according to one local big wig.

Norfolk & Suffolk - Died after half a dozen councils pulled out.

D2N2 – Derbyshire/Derby/Notthinghamshire/Nottingham. This one’s gone suspiciously quiet but seems unlikely to happen.

Yorkshire – The demand from rural Tories for a Yorkshire-wide deal probably killed off any chance of a Leeds City Region, and may have ultimately helped finish off Sheffield too. Nonetheless, there doesn’t look likely to be a Yorkshire deal any time soon either, so well done there.

That, best we can tell, is where things stand – but, as I said at the top of this thing, there’s surprisingly little transparency surrounding this entire process. If you know better, honk.

Thanks to Ed Clarke, the Centre for Cities and the good people of Twitter for their help on this.

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

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Everything you ever wanted to know about the Seoul Metro System but were too afraid to ask

Gwanghwamoon subway station on line 5 in Seoul, 2010. Image: Getty.

Seoul’s metro system carries 7m passengers a day across 1,000 miles of track. The system is as much a regional commuter railway as an urban subway system. Without technically leaving the network, one can travel from Asan over 50 miles to the south of central Seoul, all the way up to the North Korean border 20 miles north of the city.

Fares are incredibly low for a developed country. A basic fare of 1,250 won (about £1) will allow you to travel 10km; it’s only an extra 100 won (about 7p) to travel every additional 5km on most lines.

The trains are reasonably quick: maximum speeds of 62mph and average operating speeds of around 20mph make them comparable to London Underground. But the trains are much more spacious, air conditioned and have wi-fi access. Every station also has protective fences, between platform and track, to prevent suicides and accidents.

The network

The  service has a complex system of ownership and operation. The Seoul Metro Company (owned by Seoul City council) operates lines 5-8 on its own, but lines 1-4 are operated jointly with Korail, the state-owned national rail company. Meanwhile, Line 9 is operated jointly between Trans-Dev (a French company which operates many buses in northern England) and RATP (The Parisian version of TfL).

Then there’s Neotrans, owned by the Korean conglomerate Doosan, which owns and operates the driverless Sinbundang line. The Incheon city government, which borders Seoul to the west, owns and operates Incheon Line 1 and Line 2.

The Airport Express was originally built and owned by a corporation jointly owned by 11 large Korean firms, but is now mostly owned by Korail. The Uijeongbu light railway is currently being taken over by the Uijeongbu city council (that one’s north of Seoul) after the operating company went bankrupt. And the Everline people mover is operated by a joint venture owned by Bombardier and a variety of Korean companies.

Seoul’s subway map. Click to expand. Image: Wikimedia Commons.

The rest of the lines are operated by the national rail operator Korail. The fare structure is either identical or very similar for all of these lines. All buses and trains in the region are accessible with a T-money card, similar to London’s Oyster card. Fares are collected centrally and then distributed back to operators based on levels of usage.

Funding

The Korean government spends around £27bn on transport every year: that works out at 10 per cent more per person than the British government spends.  The Seoul subway’s annual loss of around £200m is covered by this budget.

The main reason the loss is much lower than TfL’s £458m is that, despite Seoul’s lower fares, it also has much lower maintenance costs. The oldest line, Line 1 is only 44 years old.


Higher levels of automation and lower crime rates also mean there are fewer staff. Workers pay is also lower: a newly qualified driver will be paid around £27,000 a year compared to £49,000 in London.

New infrastructure is paid for by central government. However, investment in the capital does not cause the same regional rivalries as it does in the UK for a variety of reasons. Firstly, investment is not so heavily concentrated in the capital. Five other cities have subways; the second city of Busan has an extensive five-line network.

What’s more, while investment is still skewed towards Seoul, it’s a much bigger city than London, and South Korea is physically a much smaller country than the UK (about the size of Scotland and Wales combined). Some 40 per cent of the national population lives on the Seoul network – and everyone else who lives on the mainland can be in Seoul within 3 hours.

Finally, politically the biggest divide in South Korea is between the south-west and the south-east (the recently ousted President Park Geun-Hye won just 11 per cent of the vote in the south west, while winning 69 per cent in the south-east). Seoul is seen as neutral territory.  

Problems

A driverless train on the Shinbundang Line. Image: Wikicommons.

The system is far from perfect. Seoul’s network is highly radial. It’s incredibly cheap and easy to travel from outer lying areas to the centre, and around the centre itself. But travelling from one of Seoul’s satellite cities to another by public transport is often difficult. A journey from central Goyang (population: 1m) to central Incheon (population: 3m) is around 30 minutes by car. By public transport, it takes around 2 hours. There is no real equivalent of the London Overground.

There is also a lack of fast commuter services. The four-track Seoul Line 1 offers express services to Incheon and Cheonan, and some commuter towns south of the city are covered by intercity services. But most large cities of hundreds of thousands of people within commuting distance (places comparable to Reading or Milton Keynes) are reliant on the subway network, and do not have a fast rail link that takes commuters directly to the city centre.

This is changing however with the construction of a system modelled on the Paris RER and London’s Crossrail. The GTX will operate at maximum speed of 110Mph. The first line (of three planned) is scheduled to open in 2023, and will extend from the new town of Ilsan on the North Korean border to the new town of Dongtan about 25km south of the city centre.

The system will stop much less regularly than Crossrail or the RER resulting in drastic cuts in journey times. For example, the time from llsan to Gangnam (of Gangnam Style fame) will be cut from around 1hr30 to just 17 minutes. When the three-line network is complete most of the major cities in the region will have a direct fast link to Seoul Station, the focal point of the GTX as well as the national rail network. A very good public transport network is going to get even better.