How Far Do England's Second-Order Cities Emulate London As Human-Capital ‘Escalators’?
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Final recommendations on the future electoral arrangements for Adur in West Sussex Report to The Electoral Commission July 2002 THE BOUNDARY COMMITTEE FOR ENGLAND © Crown Copyright 2002 Applications for reproduction should be made to: Her Majesty’s Stationery Office Copyright Unit. The mapping in this report is reproduced from OS mapping by The Electoral Commission with the permission of the Controller of Her Majesty’s Stationery Office, © Crown Copyright. Unauthorised reproduction infringes Crown Copyright and may lead to prosecution or civil proceedings. Licence Number: GD 03114G. This report is printed on recycled paper. Report No: 306 2 THE BOUNDARY COMMITTEE FOR ENGLAND CONTENTS page WHAT IS THE BOUNDARY COMMITTEE FOR ENGLAND? 5 SUMMARY 7 1 INTRODUCTION 11 2 CURRENT ELECTORAL ARRANGEMENTS 13 3 DRAFT RECOMMENDATIONS 17 4 RESPONSES TO CONSULTATION 19 5 ANALYSIS AND FINAL RECOMMENDATIONS 21 6 WHAT HAPPENS NEXT? 37 A large map illustrating the proposed ward boundaries for Adur is inserted at the back of this report. THE BOUNDARY COMMITTEE FOR ENGLAND 3 4 THE BOUNDARY COMMITTEE FOR ENGLAND WHAT IS THE BOUNDARY COMMITTEE FOR ENGLAND? The Boundary Committee for England is a committee of The Electoral Commission, an independent body set up by Parliament under the Political Parties, Elections and Referendums Act 2000. The functions of the Local Government Commission for England were transferred to The Electoral Commission and its Boundary Committee on 1 April 2002 by the Local Government Commission for England (Transfer of Functions) Order 2001 (SI 2001 No. 3692). The Order also transferred to The Electoral Commission the functions of the Secretary of State in relation to taking decisions on recommendations for changes to local authority electoral arrangements and implementing them. -
Combined Authorities and Metro Mayors
Combined Authorities and Metro Mayors What is a combined authority (CA)? A combined authority (CA) is a legal body set up using national legislation that enables a group of two or more councils to collaborate and take collective decisions across council boundaries. It is far more robust than an informal partnership or even a joint committee. The creation of a CA means that member councils can be more ambitious in their joint working and can take advantage of powers and resources devolved to them from national government. While established by Parliament, CAs are locally owned and have to be initiated and supported by the councils involved. 54 (17%) Number of local authorities (excluding the 33 London boroughs) with full membership of a combined authority 22% Percentage of population of England outside London living in a mayoral combined authority area Brief background to devolution and the combined authorities The idea of devolution has excited the imaginations of the political class for a long time even if the public has been less enthusiastic. The turnout rates for the May 2017 Metro Mayor 1 elections attest to this. Devolution was given a big push under New Labour but John Prescott’s North East Devolution Referendum 2004 was decisively rejected by the people (78% of voters were against). The idea was nevertheless pursued by the Coalition. Heseltine’s No Stone Unturned: In pursuit of growth 2012 report made a reasonable case for the concentration of funding streams and for these to be placed under local political control for greater efficiency and flexibility and to maximise effect. -
Hotel Needs Assessment
GVA RGA FINAL GVA 10 Stratton Street London W1J 8JR Hotel Needs Assessment Preston, Lancashire Prepared for: Preston City Council April 2013 Preston City Council Contents Contents 1. INTRODUCTION ..................................................................................................................................... 4 2. EXECUTIVE SUMMARY .......................................................................................................................... 6 3. PRESTON MARKET OVERVIEW........................................................................................................... 12 4. PRESTON HOTEL SUPPLY..................................................................................................................... 27 5. PRIMARY DEMAND RESEARCH ......................................................................................................... 38 6. PRESTON HOTEL PERFORMANCE ..................................................................................................... 43 7. HOTEL BENCHMARKING APPRAISAL................................................................................................ 48 8. HOTEL OPERATOR CONTEXT ............................................................................................................. 55 9. HOTEL DEVELOPMENT APPRAISAL ................................................................................................... 60 10. APPENDIX 1......................................................................................................................................... -
Management Case for High Speed 2
Management Case for High Speed 2 1 Contents Introduction 4 Timetable to an operational railway 5 Governance 7 Planning 16 Risk Management 17 Issue Management 18 Change Control 19 Assurance 24 Benefit Realisation and Evaluation 25 Communication and Stakeholder Management 26 Building Capability and Capacity 28 Document Control 30 Annex A – Governance Framework for High Speed 2 31 Annex B – Remit letter 32 Annex C – DfT High Speed Rail Organogram 36 Annex D – HS2 Ltd Organogram 37 Annex E – Risk and Issue Management Strategy 38 Annex F - Integrated Assurance and Approvals Plan 53 Annex G – Benefit Realisation and Evaluation Strategy 73 Annex H - Communications Plan 84 Annex I – Resource Management Plan 111 2 Purpose 1. The purpose of the Management Case is to provide confidence that credible and robust arrangements are in place to deliver the High Speed 2 (HS2) programme to time, cost and quality. It includes: . an outline of the HS2 programme and how it will be delivered; . governance arrangements for the programme, including the role of the High Speed Rail Programme Board, the separate Project Boards and HS2 Ltd’s own governance; . details on the programme of work planned and how key milestones are tracked; . evidence on how risks and issues are managed and escalated; . detail on how change is and will be managed within the programme; . arrangements for programme and project assurance; . our communication plan for the programme, including how we engage with stakeholders; . how we plan to manage and record the benefits from the programme; . contingency and resource planning arrangements; and . document control arrangements. 2. -
SD5 Downland Adur Valley
Overall Character THE WEST SUSSEX LANDSCAPE Land Management Guidelines The River Adur rises deep in the Low Weald, extending from Shipley at its northernmost point, to the sea at Shoreham. This Character Area covers the section from Upper Beeding to Old Shoreham, where the Adur cuts through the South Downs. The steep downland sweeps in ever gentler slopes to the valley floor, and the river meanders across a broad floodplain. The valley is a mixture of arable farmland and Sheet SD5 chalk grassland with small hamlets and farmsteads, interspersed with a number of intrusive elements such as busy roads, disused cement works and pylons. Key Characteristics Downland Adur G Small lanes and brick bridges. G Wide open flat bottomed valley, with gently meandering river. G Impressive views across the valley including striking views of Lancing College. Valley G Wide sloping chalk valley sides with steep tops. G Visual intrusion from the disused cement works and chalk quarries, major roads and South Downs G Main river tidal, with salt marsh and mud flats. Mostly canalised, and contained by levees. pylons. G River levees carrying recreational routes adjacent to river on both sides. G Bounded on the south by the complex of flyovers where the A27 trunk road and the The area covered by the Sheet is derived from: G Wet floodplain meadows, streams and water channels. A283 intersect. G Small hamlets and farmsteads on lower sides using varied materials including flint, brick Adur Valley (03) Landscape Character Area as defined in the G Some significant areas of arable farmland on the valley floor and lower slopes. -
The London and South-Western Railway Act, 1834
4275 say, " the London and South-Western Railway Act, otherwise Ruspar, Rudgwick otherwise Ridgwick, 1834," "the London and South-Western Railway Warnham, Roughey otherwise Roughey Street, Kings- Deviations Act, 1837," "the Portsmouth Branch fold, Roughbrook otherwise Roughook otherwise Row- Railway Act, 1839," "the London and South- hook, Shortsneld, Horsham, Southwater, Sullington, western Railway Company's Amendment Act, 1841," Slinfold otherwise Slingfold otherwise Slindfold, Saint " the London and South-Western Railway Company's Leonard's, Itchjngneld otherwise Ichingfield, Shipley, Wandsworth Water Act, 1841," "the Salisbury Branch Nuthurst, Nutfield, Broadwater, Loxwood, Billing- Railway Act, 1844," "the London and South-Western hurst otherwise Billingshurst, Advershane otherwise Railway Company's Amendment Act, 1846," " the Lon- Adversane otherwise Hertfordsherne otherwise Had- don and South-Western Railway Metropolitan Exten- fortsherne, West Grinstead otherwise West Grinsted, sion Act, 1845," " the London and South-Western Cowfold, Shcrmanbury, Henfeld, Ashington Buncton Railway Company's Amendment Act, 1846," " the otherwise Buncton Chapel, Ashurst otherwise Ashurst London and South-Western Railway Chertsey and near Steyning, Woodmancote, Blackstone, Seeding, Egham Branch Act, 1846," " the London and South- Upper Breeding otherwise Seale Beeding otherwise Western Farnham and Alton Branch Act, 1846," Seele Beeding otherwise Seale otherwise Seele, Lower " the London and South Western Railway Hamp- Beeding otherwise Seale Beeding -
DIRECTIONS from the East and North East
DIRECTIONS From the East and North East From the M25 (clockwise), exit at J7 (M23/A23) towards Gatwick and Brighton. Continue south along the M23/A23 toward Brighton for approximately 30 miles. At the roundabout, take the left lane for the slip road, joining the A27 (Worthing) About a mile beyond the Southwick Tunnel on the A27, there is a three lane traffic light intersection (opposite Shoreham Airport). Take the right hand slip road at the traffic lights signposted to Lancing College. From the North West From the M25 (anti-clockwise), exit at J9 (A243 Leatherhead/A24 Dorking) towards Dorking. Follow the A24 south for approximately 30 miles, until you reach the Washington roundabout. Take the first exit left signposted A283 Steyning and Bramber. Stay on the A283 for five miles until you reach the roundabout under the A27 flyover. Take the second exit marked A27 Worthing. On joining the A27, immediately take the right hand lane. You will come to a three lane traffic light intersection (opposite Shoreham Airport). Turn right at the traffic lights signposted to Lancing College, into Coombes Road. From the West Follow the A27 through Arundel and Worthing. 3 miles east of Worthing, approximately half a mile after the Lancing Manor roundabout on the A27, you will come to a three lane traffic light intersection. Turn left at the traffic lights signposted to Lancing College, into Coombes Road. ALL TRAFFIC From Coombes Road Drive 200m and take the first turning on the left. After 100m turn right into the College Drive - signposted. The Pavilion is a thatched building halfway up the drive on the right. -
Adur & Worthing Local Walking & Cycling Infrastructure Plan (LCWIP)
Adur & Worthing Councils Local Cycling & Walking Infrastructure Plan We received an overwhelming positive response at the consultation. I’m delighted to support this plan to improve our cycling and walking infrastructure across the Borough Dan Humphreys Leader (Worthing Borough Council) 2 Contents It’s clear that our residents Our vision 4 What is the LCWIP 10 and visitors to the District Adur and Worthing 18 would cycle and walk more Worthing Borough 22 Adur District 28 with improved routes. This plan Case studies 34 provides us with a fantastic Liveable cities & towns 36 Low traffic neighbourhood 38 foundation to create the Worthing walking & cycling network map 40 Adur walking & cycling network map 42 network of the future PCT commute data 46 Neil Parkin PCT school data 47 Worthing PCT commute data 48 Leader (Adur District Council) Adur PCT commute data 49 Worthing PCT school data 50 Adur PCT school data 51 Adur & Worthing census commuters by car 52 Glossary of terms 54 All maps © Crown Copyright and database right (2020). Ordnance Survey 100024321 & 100018824 Our Vision We share the ambition to achieve this through: To create a place where walking and Better Safety Better Mobility cycling becomes The Councils share A safe and reliable way to travel for More people cycling and walking - easy, the preferred way of the government’s short journeys normal and enjoyable ambition: Streets where people cycling and More high quality cycling facilities To make cycling and • • moving around Adur walking feel they belong, and are walking the natural More urban areas that are considered safe • and Worthing. -
City Deals and Skills
City deals and skills: How have City and Local Growth Deals supported the development of employment and skills policies that reflect local demand? Naomi Clayton & Louise McGough July 2015 city growth through people About Centre for Cities Centre for Cities is a research and policy institute, dedicated to improving the economic success of UK cities. We are a charity that works with cities, business and Whitehall to develop and implement policy that supports the performance of urban economies. We do this through impartial research and knowledge exchange. For more information, please visit www.centreforcities.org This report is the first of an 18-month partnership between Centre for Cities and the UK Commission for Employment and Skills. About the authors Naomi Clayton is a Senior Analyst at Centre for Cities [email protected] / 020 7803 4314 Louise McGough is a Policy Officer at Centre for Cities [email protected] / 020 7803 4325 Acknowledgements With thanks to UKCES for supporting this work. All views expressed in this report are those of the Centre for Cities. All mistakes are the authors’ own. city growth through people City deals and skills • July 2015 Executive Summary How to deliver responsive and flexible local employment and skills strategies that support job creation, local economic development and labour market inclusion is a long-standing issue. In support of this, over the last five years various aspects of employment and skills policy have formed a significant element of devolution policies. During this period the government trialled various approaches to decentralisation across the UK but predominantly in English city regions. -
The Great British Brain Drain an Analysis of Migration to and from Newcastle
The great British brain drain An analysis of migration to and from Newcastle March 2017 Introduction The economic performance of UK cities is increasingly dependent on the skills of their workforce. Cities across the UK face the challenge of both attracting and retaining high-skilled talent. The Great British Brain Drain investigates migration within the UK, specifically between cities.1 It finds that migrants tend to be younger and more highly-skilled than the population overall. Looking specifically at graduate migration, many university cities lose some of their graduates to London and this movement is especially strong for the highest performing graduates with 2.1 or 1st class degrees from Russell Group universities. Despite this, most university cities experience a ‘graduate gain’; they gain more graduates than they lose. This is because the majority of movements to and from cities consist of students moving to a new city for university, and then moving again for work, with over half of all graduates following this pattern. This briefing is a complementary piece of analysis to the main report, in which we look in detail at the nature of migration and graduate mobility to and from Newcastle. Firstly, it looks at overall migration patterns into and out of Newcastle. Secondly, it looks specifically at the movements of students and new graduates. Finally, it looks at the new graduate labour market in the city. Centre for Cities uses the Primary Urban Area (PUA) definition of cities. For Newcastle this comprises of Gateshead, Newcastle-upon-Tyne, North Tyneside and South Tyneside local authorities. For more information visit: www.centreforcities.org/puas. -
The Impact of Population Change and Demography on Future Infrastructure Demand
THE IMPACT OF POPULATION CHANGE AND DEMOGRAPHY ON FUTURE INFRASTRUCTURE DEMAND NATIONAL INFRASTRUCTURE COMMISSION National Infrastructure Commission report | The impact of population change and demography on future infrastructure demand CONTENTS Introduction 3 1. How population affects the demand for infrastructure services 4 2. How many people will there be? 8 3. Where will people live? 13 4. Age, household size and behaviour change 18 5. Feedback from infrastructure to the population 22 6. Conclusion 25 References 27 2 National Infrastructure Commission report | The impact of population change and demography on future infrastructure demand INTRODUCTION The National Infrastructure Commission has been tasked with putting together a National Infrastructure Assessment once a Parliament. This discussion paper, focused on population and demography, forms part of a series looking at the drivers of future infrastructure supply and demand in the UK. Its conclusions are designed to aid the Commission in putting together plausible scenarios out to 2050. The National Infrastructure Assessment will analyse the UK’s long-term economic infrastructure needs, outline a strategic vision over a 30-year time horizon and set out recommendations for how identified needs should begin to be met. It will cover transport, digital, energy, water and wastewater, flood risk and solid waste, assessing the infrastructure system as a whole. It will look across sectors, identifying and exploring the most important interdependencies. This raises significant forecasting challenges. The Assessment will consider a range of scenarios to help understand how the UK’s infrastructure requirements could change in response to different assumptions about the future. Scenarios are a widely-used approach to addressing uncertainty. -
1 Hull City Council Fair Funding Needs Review Consultation
Hull City Council Fair Funding Needs Review Consultation Response Hull City Council’s responses to the individual questions are attached at Annex A. The narrative below sets out the factors the Council sees as key to both the Needs and Resources elements of any system of Fair Funding for Local Government. In recent years the city has been very successful in drawing in additional investment into the City. Hull has experienced its highest ever levels of public and private sector investment, with developments totalling £1bn now being delivered in the city. The Council has invested in a £100m ‘destination Hull’ programme which has begun to transform city centre streets, public spaces and cultural venues, setting the stage for a spectacular cultural programme for the city’s year as City of Culture in 2017. The work will also ensure Hull secures a lasting legacy from its year in the spotlight in the shape of increased participation in the arts, a strengthened cultural economy and a regenerated and vibrant city. Specifically the Council is funding investment in the public realm within the City Centre, major refurbishment of the New Theatre and Ferens Art Gallery as well as a new conference/music venue However, despite this recent economic success, the city still faces economic and social challenges engrained through 30 years of economic ‘stagnation’ which present themselves through the city’s position in the Indices of Multiple Deprivation. Income levels, child poverty and health related challenges persist and those distanced from work, in the longer term, measured through Employment Support Allowance / Incapacity Benefit are at 9.5%, the highest on record.