HS2 Cuts: A Second Chance for Liverpool

Martin Sloman

As we wave goodbye (at least for now) to any ideas of HS2 reaching the north, a deafening chorus of betrayal is drowning out attempts to assess the project’s worth more rationally. Yet for all that, there is an inconvenient truth displayed every time a BBC journalist puts a microphone in front of the general public - the existence of a clear disconnect between the project’s advocates and your average paying train passenger. Lord Adonis may cry foul but many in the north have never been convinced of the value of HS2. In this article, Martin Sloman, a director at influential lobby group, 20 Miles More, considers the matter from Liverpool’s perspective. He asks the question, is the HS2 re-set a golden opportunity - a second chance at creating new transport infrastructure that works for our city?

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And so there it is. HS2 beyond Birmingham has gone the way of the Dodo. It is no more. It has ceased to be. It is an ex-railway.

Prime Minister, Rishi Sunak’s much trailed announcement at the Conservative Party Conference to hack back the UK’s largest public transport project represents not just a big throw of the political dice, but a huge scaling back of HS2’s ambitions. Unless you believe a Starmer-led Labour government will revive the scheme (don’t bank on it), the line will no longer extend to Manchester, instead terminating at Birmingham, the place that likes to call itself ‘the second city’. Brum’s claims have been bolstered now. This news is seen almost universally amongst the commentariat as a body blow to the much-vaunted ‘Levelling Up’ strategy, but what does it mean for Liverpool and our city region? Should we see it less as a disaster for the north and more as a second chance to get our city’s transport infrastructure right?

Liverpool came late to the HS2 debate. It was only after the Phase 2 proposal was revealed in January 2013 that we began to realise how the project would affect us. By then, the route was set in stone, and it didn’t look good. The new line was designed as if Liverpool didn’t exist. There would be stations at Manchester Piccadilly and Manchester Airport, a lengthy tunnel into Manchester city centre and a link to the north via Wigan. Liverpool would be lucky to get new, plastic platform seating.

Under the HS2 plan, its high speed trains would run from Liverpool to London but would first need to traverse almost 40 miles of Victorian railways at slower speeds before accessing new, gleaming track south of Crewe. The Liverpool service would be limited to the shorter 200m ‘classic compatible’ trains with half the seats and would run two services per hour with a running time to London of one hour and 34 minutes. Meanwhile, Manchester would receive the gold-plated service - three 400m double-length ‘captive’ trains per hour, speeding to the capital in one hour and 8 minutes – three times Liverpool’s capacity and 28% faster – the end of historic parity in connections to the south.

The lack of high-speed infrastructure to serve Liverpool would prevent the release of capacity on our existing local network, which was supposed to be one of the selling points of HS2. This would severely limit the development of new passenger and freight services and ran contrary to the recommendations of ‘Rebalancing Britain: Policy or Slogan?’ – the Heseltine / Leahy report of 2011 which stated:

‘Government should amend the currently proposed High Speed 2 route, so it connects to both Manchester and Liverpool directly. In the same time frame and to the same standard, Government should commit to assuring Liverpool’s historic parity with Manchester for travel time to London and thereby avoid harmful competitive disadvantage to Liverpool in attracting inward investment’.

That harmful competitive disadvantage was confirmed by accounting giants KPMG who produced their report – HS2 Regional Economic Impacts on behalf of HS2 in 2013. It showed maps of Britain covered in big green circles, where HS2 would uplift the economy of cities and towns. There were, however, little red circles and they were less good news and one of them was over Liverpool. To be fair, the report claimed Liverpool’s GDP could be uplifted by 1.2% in ‘favourable’ conditions, but equally it could shrink by 0.5% in ‘unfavourable’ ones. Not exactly a ringing endorsement and a worse outcome than for towns and cities that were not even connected to the network in any way, such as Hull.

In response to this threat, a coalition of academics and local business figures led by Andrew Morris banded together to form 20 Miles More, an independent campaign group lobbying for a direct, dedicated link to HS2. The 20 miles referenced in the name referred to the length of the shortest link to the HS2 network. Our group, of which I was a director, produced reports, met with political, business and transport leaders and responded to consultations. The assistance of political consultants Jon Egan and Phillip Blond helped us to secure television coverage for our launch event.

Something must have stirred because not long after the Liverpool City Region Combined Authority and the local councils woke up to the danger and launched their own campaign called Linking Liverpool and we’d like to think we had something to do with that. They calculated that a direct Liverpool link to HS2 would be worth £15 billion to the local economy and secure 20,000 new jobs. At last, the issue facing our city was being taken seriously.

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“That harmful competitive disadvantage was confirmed by accounting giants KPMG. Their report showed maps of Britain covered in big green circles, where HS2 would uplift the economy of cities and towns. There were, however, little red circles and they were less good news and one of them was over Liverpool.”

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One point that we made in our report was that a Liverpool link to HS2 could form part of a new rail link to Manchester and over the Pennines to Leeds. We felt vindicated when the Northern Powerhouse Rail initiative was launched in 2014. This envisaged six northern cities – Liverpool, Manchester, Leeds, Hull, Sheffield and Newcastle being linked by new high speed rail infrastructure. This resonated with Boris Johnson’s ‘Levelling up’ agenda.

In 2020, construction work on the first phase of HS2 (London to Birmingham) started and the realities began to strike home. The prospect of miles of countryside being torn up for a new railway generated local opposition and the wrath of environmental groups, especially in the home counties, but it was the rapidly escalating cost of the project that really concentrated minds. An initial 2010 estimate of £33 billion had now ballooned to £71 billion with some commentators suggesting  the final figure could be well over £100 billion.

Why costs spiralled out of control may be down to a number of reasons – overspecification of the initial project, inflation, procurement issues, planning delays, environmental mitigation, and of course, government interference.  The result was cutbacks and delays, culminating in Rishi Sunak’s announcement at the Tory’s Manchester Conference – bad news for ‘the north’ delivered in the self-declared heart of ‘the north’, eyeball to eyeball.

Figure 1

Routes and phasing of HS2 as they stand following Sunak’s recent announcement.

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Looking at the map, what Sunak has done is to prune HS2 back to Phase 1, which runs from London to Birmingham. Gone is Phase 2a from Birmingham to Crewe, Phase 2b (East) from Birmingham to East Midlands Parkway and Phase 2b (West) from Crewe to Manchester. What has been retained is the link from London Euston to Old Oak Common (reportedly now subject to finding private sector investment) – vital for delivering an effective HS2 service – as well as the link at Lichfield (Handsacre) junction to the existing West Coast Main Line, which allows trains from Liverpool and Manchester to make use of HS2.

The implications for the North West are significant and on the upside, the damaging inequality between Liverpool and Manchester identified by Heseltine and Leahy has been removed. So, from the completion of Phase One (currently scheduled for some time between 2029 and 2033), both Liverpool and Manchester will have services to London making use of existing tracks as far as Lichfield. Trains will run on HS2 for over 60% of the distance from London to the North West with the remainder of the journey on the much slower classic network. That will give a journey time to Liverpool of around one hour and 46 minutes and to Manchester of one hour and 41 minutes. This five-minute difference contrasts with the 26-minute difference that would have occurred had Phase 2b gone ahead. Liverpool’s train capacity will be unaffected, remaining at two 200m long units per hour (each carrying up to 550 passengers) - whereas Manchester will see a halving of its promised capacity to three 200m units. This is because the 400m long, 1100 passenger ‘captive’ trains (trains that can only run on the new HS2 route) that were to serve Manchester under the original plans can no longer do so.

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“It is difficult to support a proposal that would deliver so little to our city and so much to a city that is an economic rival.”

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The reduction in overall train capacity and increase in journey time is, of course, a body blow to the North West and has resulted in accusations of betrayal in certain quarters. But while the avoidance of baked-in disadvantage between our two cities might provoke a sigh of relief in some, it would be wrong to assume that what is bad for Manchester must be good for Liverpool. As Jon Egan pointed out in his recent Liverpolitan article, Mancpool: One Mayor, One Authority, One Vision, the real disparity is not so much between Liverpool and Manchester but between the two cities and London. However, it is difficult to support a proposal that would deliver so little to our city and so much to a city that is an economic rival.

Rethinking Northern Powerhouse Rail

Another victim of the latest cuts is Northern Powerhouse Rail. This body is to be replaced by a new entity known as Network North and improved journey times are promised from Manchester to Bradford, Sheffield and Hull with £12 billion allocated to a link between Manchester and Liverpool. How that money is to be spent will be the subject of agreement between our civic leaders (and presumably other North West towns such as Warrington).

Northern Powerhouse Rail envisaged high speed lines linking the main cities of the North West. However, when the Department of Transport published the Integrated Rail Plan (IRP) in 2021, these aspirations were somewhat diluted.

Figure 2:

The Integrated Rail Plan (2021) - not so integrated now

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“What does all this mean for that ring-fenced £12bn route between Liverpool and Manchester? Will there still be a requirement for the Manchester Airport tunnel? Budgeted around the £5bn mark (before inflation hit) that would take a hefty chunk out of the available cash.”

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According to the IRP plan, the Liverpool to Manchester rail route would be achieved by a mixture of upgraded freight and passenger lines, some new construction and the Manchester branch of HS2.

This arrangement was never optimum – being seen as a ‘bolt-on extra’ to HS2. However, it did directly connect Liverpool to the new rail network allowing a London connection to HS2 via Tatton Junction.

Changes were made to the IRP routing following the publication of Sir Peter Hendy’s Union Connectivity Review in November 2021. Hendy identified that the best way of increasing passenger and freight capacity to Scotland and Northern Ireland (via the Port of Liverpool) was by upgrading the existing West Coast Main Line north of Crewe.

The proposed route of HS2 to the North – the ‘Golborne Spur’ to the east of Warrington - was subsequently deleted and a review put in place to determine an alternative route that better met the aspirations of the Hendy report.  This is, for now, clearly off the agenda.

So, what does all this mean for that ring-fenced £12bn route between our cities? Will it stay the same or once again morph into something else? Certainly, this is an opportunity to completely rethink the Liverpool to Manchester link. For example, will there still be a requirement for the Manchester Airport tunnel? If so, budgeted around the £5bn mark (before inflation hit) that would take a hefty chunk out of the available cash – although it is difficult to see how else a new link can be run into central Manchester. However, given that there is no longer a need to accommodate HS2, strictly speaking there’s no reason why an improved alignment can’t be sought. But there may be other ways to spend the money.

A Mersey Crossrail?

Prime Minister Sunak has promised that the £36 billion ‘saved’ by the cancellation of HS2 Phase 2 will be re-invested in a plethora of new transport projects. Mention has been made of electrifying the North Wales main line, extending the Midland Metro, a host of road projects and finally giving Leeds its long-promised metro. Given that the cancellation means that we in Liverpool will now suffer from reduced journey time to the capital, let’s hope that a reasonable slice of that money comes to our city.

Liverpool has a developed transport network thanks to the infrastructure work of the 1970s, which gave us the Merseyrail system. However, one problem with the network is its limited coverage. The frequent electric trains running underground in the city centre only serve the Wirral, Sefton, a narrow strip of north, south and central Liverpool (but not the east) and a small part of Knowsley. That is a result of a failure to complete the original project following funding constraints in the mid-70s.

Now, we have the chance to complete that project – something that would give the Liverpool City Region a comprehensive rapid transit system second to none in the UK outside the capital.

I’m going to call it Mersey Crossrail because it would truly open up transit from north to south and east to west. It would make possible near seamless travel not only within Liverpool but also to the important network of satellite towns around and beyond the city region. The access to new job and lifestyle opportunities that would arise would be transformative for our people, while also encouraging modal shift to greener forms of transport.  How much would this work cost? Probably in the region of £1 billion, which is a fraction of the cost of constructing a similar system in another city. That is because so much of the system is already in place.

So, what would this project entail? Apologies in advance because I’m now going to get into the nuts and bolts. I can’t help myself, I’m a rail enthusiast.

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“Mersey Crossrail would make possible near seamless travel not only within Liverpool but also to the important network of satellite towns around and beyond the city region.”

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Imagined, new Liverpool Central Station at the heart of an expanded Merseyrail network. Images by: mmcdstudio.

A 4-Step Transport Plan for Liverpool - Features and Benefits

Step 1. Expand Liverpool Central Station

First up, an expansion of Liverpool Central station, which currently hosts Northern Line services to Southport, Ormskirk, Kirkby and Hunts Cross. The station suffers from overcrowding due to its cramped island platform and the need for enlargement has long been recognised.. Widening the station envelope would not only improve the passenger experience, it would also unlock the next stage of transport expansion.

Step 2. Unlock the network by building the ‘Edge Hill Spur’

A new tunnel would be constructed from the south end of the station to Edge Hill connecting to the disused Wapping Tunnel which dates from the opening of the Liverpool and Manchester Railway in 1830. This proposal was formerly known as ‘The Edge Hill Spur’ and is the key to unlocking the true potential of the Merseyrail network because trains would now be able to run seamlessly east to west underneath the city streets in part by using old, mothballed underground tunnels. This Edge Hill link would effectively form a Mersey Crossrail with the prospect of services running between towns such as St Helens and West Kirby. Construction would involve minimal disruption to existing services thanks to header tunnels constructed back in the ‘70s.

The benefits of such a scheme are immense. Merseyrail would be cheaper to run because transiting through the city instead of terminating makes more economical use of trains and train crews, potentially increasing train frequency. However, it’s the expanded travel opportunities that would be the major plus.

Every station on Merseyrail would be within a maximum of one change of every other one. For example, City Line passengers would have direct access to Liverpool Central and Moorfields with their retail and employment opportunities or could run through to other destinations such as Birkenhead, Chester, Bootle or Southport.

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“Every station on Merseyrail would be within a maximum of one change of every other one.”

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Step 3. A new underground station for the Knowledge Quarter

One proposal that’s never made it off the drawing board is an underground station near to the university on Catherine Street serving the Hope / Myrtle Street area. Build the Mersey Crossrail and this could become a realistic option, not only adding important services for our legion of students and academics but also a much-needed shot in the arm for the broader Knowledge Quarter, including the strategically important Paddington Village area with its growing medical biotech cluster.

Step 4. Create new Merseyrail branches to the wider city region and beyond

With the partial reconstruction of a former flyover at Edge Hill, City Line services could link Runcorn to St Helens and Newton-le-Willows. This would add three more branches to the Merseyrail network covering a broader sweep of Liverpool, Knowsley, St Helens and Halton. Services could even be extended beyond the City Region boundary to Wigan, Manchester and Crewe thanks to the Northern Hub electrification schemes of the last decade and the introduction of the new fleet of Merseyrail trains with their dual voltage capability.

Another opportunity, which is already in progress, and which would benefit from additional funding, is the extension of the existing Merseyrail network using battery technology. We can now see this technology in operation with the opening of the new Kirkby Headbolt Lane station. This is served by trains running off the electrified network from the existing terminus at Kirkby. Future proposed destinations include Preston via Ormskirk, Warrington Bank Quay via Helsby, Wigan Walgate via Kirkby and, possibly the complete length of the ‘Borderlands’ Line from Bidston as far as Wrexham.

One great benefit of battery extensions, apart from avoiding the cost of extending electrification, is the opportunity to displace existing diesel services (e.g. Kirkby to Wigan, Ormskirk to Preston), so both reducing operating costs and harmful emissions.

Figure 3:

Shows the Merseyrail extensions possible with the Mersey Crossrail scheme. It also shows the existing proposals for battery extensions of the existing Wirral and Northern Lines.

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With all of the proposed extensions in place, Merseyrail would become a powerful regional rail network, fully integrated into Liverpool City Centre. It would extend both into North East Wales and Greater Manchester.

It should be noted that, these extensions reflect the level of spending on transport expected for a city region the size of Liverpool, with a population of 1.5 million people. It is by no means extravagant.

The cancellation of Phase 2 of HS2 has been a blow for the North West region. However, the Liverpool City Region missed out on the initial proposals. Now, there is an excellent chance to redraw the rail map of the North West to give a more equitable distribution of the benefits that will still flow from the Phase 1 railway.

We now have a second chance with everything to play for. So, let’s hope that our political leaders take notice and deliver us the transport system that the region so clearly requires.

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Martin Sloman is a civil engineer and former railway consultant. He is a director of the ‘20 Miles More’ lobby group, a coalition of academics and local business figures, which campaigned for a direct link from Liverpool to HS2.

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Why we should stop banging on about Thatcher and the Toxteth Bloody Riots

Paul Bryan

My personal experience of the 1981 Toxteth Riots existed, as for so many others in Liverpool, solely on television. The nightly news reports showed lines of police officers cowering under shields as youths hurled stones and set light to cars and buildings. I didn’t know why it was happening but I knew it was exciting and so did my friends – as if through some mechanism of the collective unconscious we quickly turned it into a street game, unimaginatively called ‘Toxteth Riots’. The rules were fairly simple. All you had to do was clutch a metal bin lid and defend yourself from rocks and stones hurled somewhat half-heartedly by your mates. The winner was the one who could stick it out for the longest. Writing about this now, I’ve only just realised, we were instinctively putting ourselves in the shoes of the police. They at least seemed understandable. Still, it didn’t hold our attention for long. We got bored of it after two nights.

If only I could say the same about the national media. 41 years later and they’re still using the Toxteth Riots as the go-to framing device for just about any story on Liverpool. Of course, in no way do I mean to belittle the experiences of those who were there, or those who suffered under the social forces that made life more difficult. But for me growing up, the riots always felt like something distant, from some other Liverpool, far off and largely irrelevant. If anything, the Toxteth Riots were a boon – they gave me the chance to meet TV scarecrow, Worzel Gummidge at the International Garden Festival three years later, thanks to the intervention of Michael Heseltine, unofficially crowned the Minister for Merseyside.

I mention this personal story because I’ve noticed a tendency in the media and in political circles to describe Liverpool as a single unit, with a single, monolithic outlook and I find this approach unhealthy and untrue. The Toxteth Riots as history and metaphor have become something of an unquestionable foundation stone in our understanding of Liverpool’s journey. I’m not for one minute doubting their significance, but merely wish to flag that, due to the vicarious nature in which they were experienced by many, the events will never speak to us all in the same way and I think that’s worth acknowledging given the sometimes over-simplified, stripped-down caricature of ‘Scouse’ tales that we are often encouraged to identify with. And if that applies to someone who was alive at the time, you can bet it will apply even more to those who were as yet unborn.

The Toxteth Riots sit as the starting point of a master narrative that is told and retold ad finitum. Typically, it’s a story pitched as one of strife and rebirth – a city on its knees rising phoenix-like from the ashes with the regeneration that followed. Either that or it’s used to evidence our home town’s long history of racial inequality. There are further beats in the story of course and usually they point to ‘basket-case’ – a city that just can’t seem to catch a break or get its house in order. A place that is frankly perplexing. Journalists visiting Liverpool tell the same story, time after time, yet they never tire of it, new facts on the ground serving merely to embellish an already familiar pattern.  

It would be easy to point the finger at outsiders here, but this game plays out amongst Liverpool’s inhabitants too and I’ve begun to wonder… does the incessant focus on the 1980s (and we must throw the hate figure that is Margaret Thatcher into the same pot) does the constant repetition serve the city’s best interests? Do these references still yield insight or are they just a reheating of old battles, about as useful to understanding Liverpool today as the Suez crisis is to making sense of Britain’s contemporary approach to foreign policy?

A case in point. This week, the Mayor of Liverpool, Joanne Anderson was interviewed by a journalist from the left-leaning New Statesman magazine, enticed no doubt by the city’s hosting of the Labour Party Conference. Ostensibly about Liverpool’s current political crisis, the article began like this… “In 1981, the violent arrest of a young black man near Granby Street in Toxteth, Liverpool, led to nine days of rioting.” 

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“Journalists visiting Liverpool tell the same story, time after time, yet they never tire of it, new facts on the ground serving merely to embellish an already familiar pattern.”

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What followed was a tick list from the unofficial media guide to Liverpool which we presume is handed out by the NCTJ on journalism graduation day. Margaret Thatcher, ‘managed decline’, European Capital of Culture and the regeneration of the Albert Dock, Derek “Degsy” Hatton and the Militant Tendency, gang warfare and the shootings of young children, now sadly updated with new names. Welcome to Fleet Street’s version of Punxsutawney where we’re all doomed to live the same day, every day. Bill Murray, at least, found a way out. In Liverpool, we’re still looking.

Truth is, the story could have been about anything – crime, the opening of an arts festival, or an important football match and it could have been published anywhere – The Telegraph, The Guardian, The New York Times or Unherd. It doesn’t really matter what the initial prompt is, as long as the story stays the same. Liverpool, the city, is perennially cast as the troubled lead in a Shakespearean morality play, fuelled by righteous anger, touched by tragedy, let down by treachery, now sadly a watchword for – (insert your favoured macro-political, agenda-driven blank here).

Refreshingly, the Mayor was not too impressed with the New Statesman article. On Twitter, Joanne claimed the writer had “focused on a whole load of scouse stereotypes” and accused him of “lazy journalism”. I found myself in agreement so I reached out to the Mayor for further comment, and to my surprise she replied. What she had to say, for a local Labour leader is, I think, important and worth hearing. But you’ll have to wait a while. You see, first I have this theory and it involves turning our attention inwards. It’s the real meat in this piece. For as much as we might want to blame the media, I believe that the press are, in large part, reflecting back what we as a city put out about ourselves.

Sometimes, our own worst enemy

Compare these two statements. The first is by a journalist, Oliver Brown, Chief Sports Writer at the Telegraph, who was writing about Liverpool’s complex relationship with the establishment in light of some fans failing to observe a minute’s silence to mark the death of the Queen.

“Liverpool is a city that feels that it has been shunted to the margins of British society. It is scarcely an unfounded view.”

The second is from Kim Johnson, MP for Liverpool Riverside who was describing her sense of betrayal at Labour Leader, Keir Starmer writing in the Sun in 2021.

“We are the Socialist republic of Liverpool, a city that marches to the beat of a different drum, a resilient city that will always come back fighting.  But we have a long memory and will not forget this betrayal by the leader of the Labour Party, in our Labour city.”

Can you spot the similarities? For starters, they are both quite careless in their use of the collective – back to that sense of the monolithic, singular opinion to represent the Liverpool way. But they also both spoke to something else – a powerful sense of grievance baked into the city identity. Kim Johnson’s quote in particular was the perfect crystallisation of a view that has become increasingly noisy in recent years – the idea that Liverpool is ‘Scouse, not English’ – a place apart, waged in a perpetual battle to get a fair deal, coalescing around some sense of the ‘Other’.

A few weeks back, the Liverpool Echo’s Dan Haygarth, in a quite remarkable article, attempted to explain why so many in the city reject national identity. As explanations go it was comprehensive, yet strangely unconvincing, but it was a perfect reflection of what passes for common sense around here. Supposedly, our 19th-century Irish roots had turned us into ‘rebels’ sceptical of authority; our coastal location transformed us into natural internationalists who looked out rather than in; a history of being ‘let down by the establishment’ first by the Thatcher government in the 1980s and then over the Hillsborough disaster had for many ‘broken the city’s relationship with England beyond repair.’ Throw in the generosity of EU European Objective 1 funding followed by savage post-2010 cuts from Westminster, a Brexit vote that went the wrong way and a nasty article in the Spectator under Boris Johnson’s watch and a seemingly irresistible case was made for a city destined to walk alone.

Haygarth’s article concludes – “The phrase 'Scouse, not English' not only encapsulates Liverpool's civic pride and a healthy rebellious spirit, but expresses a feeling that the city has been so often let down by the establishment of this country. It should come as no shock that large swathes of this Labour-voting, outward-looking, and heavily-Irish city do not feel like they have much in common with the rest of England.”

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“They also both spoke to something else – a powerful sense of grievance baked into the city identity… a mutual connection made through the collective swallowing of bitter pills… our loudest voices complicit in the forging of our own myth of alienation.”

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For me, the sense of our loudest voices being complicit in the forging of our own myth of alienation is palpable and the justifications horribly deterministic. Who here thinks their life choices and personality are determined by people born 200 years ago? Stitching together disparate events, our public figures and opinion-formers are consciously weaving a narrative that seems to share some of the features of an accelerated national story – one encompassing communal loss and betrayal, a unique sense of difference forged through a mythic connection to lands beyond the horizon and an othering from a surrounding horde of distinctly unsympathetic barbarians. But as foundation stories go, it seems to lack many of the positive elements that make nationhood worth having – with little sense of victories past or historic purpose hard won. Today, it’s hard to look back to our past days as the Second City of Empire with any pride – our fine buildings now come tinged with a dusting of racial guilt. Meanwhile, victories in the class war seem thin on the ground. We are adrift.

What is striking about this evolving story of self, and I must point out that this is about the narrative, not the individual, what is most striking is that it does seem to cohere around a strong sense of grievance for slights endured – a mutual connection made through the collective swallowing of bitter pills made palatable by the odd-football win. Of course, many will simply feel this description does not fit and may take offence at any perceived slight on their scouse identity. But this project to manufacture a sense of separation is very real.

In my view, we are being sold a pup and it’s one that needs to take a trip back to the vet. While we gripe against lazy stereotypes in the media, we are, in truth, guilty of playing to them ourselves and too often take on these restrictive ideas as our own. Liverpool, and I say this with genuine love, is in danger of becoming an addict to its own class-A narrative.

Stuck in the past – where’s our sense of agency?

I’m conscious I need to explain how I think this works and why I believe it’s so dangerous to our health of mind and our future prospects. Let’s go back to that Liverpool Echo article and the popular argument. It has the benefit of simplicity. It goes like this… our sense of grievance, which is legitimately founded, is fuelling our independent, republican spirit, our demand for fairness and our rejection of Englishness, and this is entirely understandable and in some ways positive. It is up to the English and the English alone to make good or we’ll carry on our separate way. Should you be so minded you can buy the mug or the t-shirt and proudly proclaim your support for the Scouse Republic.

Now let me explain what I think is really happening. It ain’t pretty. Strap yourself in. I won’t be winning any prizes for popularity.

My argument is that our sense of grievance is fuelling not a positive assertion of independence but a downward spiral into insularity. The modern sense of political scouse identity that we are being encouraged to adopt, is a perversion of the positive and energetic forms that went before. It is forming primarily around negative assumptions – everyone hates us, we never get treated fairly, we have to fight for everything, and the outcomes that we want are largely beyond our control. There is a sense that the game is rigged against us, feeding a loss of faith in government authority both in Westminster but also increasingly at the local government level too. That’s one of the reasons why we’ve been seeing such low electoral turnouts. After all, if you view things that way, what is the point?

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“Our sense of grievance is fuelling not a positive assertion of independence but a downward spiral into insularity. The modern sense of political scouse identity that we are being encouraged to adopt, is a perversion of the positive and energetic forms that went before.”

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A primary feature of this outlook is pessimism and a loss of faith in the future. Our belief in our own agency to identify and solve the city’s problems and to conceive of big, ambitious solutions is becoming eroded over time. This is why today, in Liverpool of all places, we feel the pull of the past so strongly, expressed as it is in our stubborn defence of heritage (even when it makes no sense) or our determination to keep fighting old battles long after the social forces that made them have ceased to apply. Looking to the past is simply more reassuring because there is already a map to guide us and our obsession with the 1980s is at least in part, down to this nervousness about our future. It is also a politically convenient way of passing the buck.

As we struggle to find solutions to the problems we face and lose hope of better outcomes, our instinct as proud men and women of Liverpool is to throw our ire outwards, to say, ‘Sod you’ to the rest of England, which as the mooted source of our suffering is cast as the villain (the Scots, Welsh and Irish have our sympathies as they are also considered to be under ‘the yolk’). So then we double down on our own sense of uniqueness - we are hated because we are different - which is mostly a palatable rationalisation of our own sense of defeat. Of course, some people just go away, fire up their belly, and take charge of their lives, for example by setting up a business in places like the Baltic. Others just go away. Meanwhile, as a community, we re-commit to our grievances.

Unfortunately, despite the likelihood of a new government and a change in policy direction, there is little prospect of a shining knight riding over the hill to rescue us. We know this, don’t we? Our grievances serve no purpose in a battle we cannot win. All they do is fuel our sense of powerlessness. What we need to do as a city, as a people and as individuals is to reclaim our sense of power and agency and we can only do that by just doing it. Some, like Metro Mayor Steve Rotherham, will argue that this is why he is trying to gain more powers for the Combined Authority so that the region can exercise more control over decisions and that is right. But unless our leaders can find a way to turn their backs on the dominant pessimism of these times, they will dream only little dreams.  

What ‘Scouse, not English’ and the backward-looking forever-focus on the 1980s offer us is a shrunken vision of our place in the world. A tiny Scouse Republic of Retreat - a new Pimlico. Sure, it doesn’t require a passport for entry and exit, but just like in that famous Ealing Comedy, it brings with it a wariness of the outside and a closing of doors at the exact time we need to be opening them. We should have no truck for this limited and carefully edited version of ourselves, this ‘Petty Scouser’ mentality. Instead, let’s stand tall, be open to the world and claim our confident place amongst it.

So, back to Thatcher and Toxteth

A little section here about our 1980s obsession and who stands to benefit. Let’s be clear. When in 2022 people re-raise folk devils from 40+ years ago as if they are still relevant, they are doing it for a reason. In Liverpool, it gives activists and elected representatives an alibi, allowing them to point the finger of blame outwards for the city’s sorrows, instead of looking within. It’s a way of avoiding scrutiny and of taking responsibility for inventing new stories and new sources of power and success. It’s time we all got wise to it. We deserve better.

Folk-Devil: In Liverpool, Margaret Thatcher was seen as a real-life Voldemort (Photo: Paul Marriott /Alamy)

More concerning though is what an over-zealous focus on the past communicates to the world outside and to the people we’d like to partner with. Forever talking about the 1980s pins us as irrelevant, backward-looking, and worst of all, passive in the face of the present. By using long-gone events to explain the outcomes of today, we risk turning ourselves into victims of history, still driven by events we cannot change. Time to let go.

What’s in a name?

At Liverpolitan, we’ve often been chided for adopting such a name. Why didn’t we use Liverpudlian? Nobody calls themselves a Liverpolitan. But exercising our agency means waving goodbye to insularity and engaging fully with the world around us. It is our signal that this country and in fact the whole planet is full of Liverpolitans making their way beyond the narrow confines of the city limits. What is remarkable about many of these people, is that though their lives have taken them elsewhere, they retain their passion for their ultimate home. They are a resource, they are legion and they are on our side. We should use them.

Last words to Joanne…

So what did the Mayor say that was so interesting? If we are being honest, it is the Left in the city that has been more prone to mining the past. You can argue it’s been an election-winning strategy, but that doesn’t mean it’s the right thing to do. So when the Labour Mayor of Liverpool tells us it’s time to face forward, I think we should listen. Here’s what she had to say.

“Every city has its challenges, and Liverpool is no different. But outdated scouse stereotypes and harking back to the 1980s does not define our city today. It is blatantly obvious that the city has undergone massive transformation and is continuously evolving. We have a dynamic culture and arts scene and major regeneration projects, whether it’s the growing health and life sciences sector, the film studios on Edge Lane, or Bramley Moore Dock. It is damaging when publications rely on the same old tired cliches and narratives about Liverpool, as it just perpetuates old myths that simply are not true. Liverpool is looking forward with optimism – maybe it’s time others do too.” Joanne Anderson, Mayor of Liverpool.

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Paul Bryan is the Editor and Co-Founder of Liverpolitan. He is also a freelance content writer, script editor, communications strategist and creative coach

*Main picture by Alex McCarthy on Unsplash

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Vanished. The city that disappeared from the map

Jon Egan

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When I was a young child my parents bought me a truly wondrous gift ‐ an illuminated globe of the world. It was a magical object with the power to inspire and enrapture, but it also taught me two important, but hitherto unknown, facts about the world.

The first was that my country, Britain, was very small. So small in fact that it was only possible to fit the names of two cities onto this tiny morsel of irradiated pinkness. The second lesson, that followed ineluctably from the first, was that my city clearly was important. As far as the world was concerned Britain could be adequately represented by only two places – London, its capital, and Liverpool, its global gateway. We were on the map, or at least we were then.

A few years ago, when passing through the John Lewis department store, I stopped to browse at a selection of highly impressive (but sadly not illuminated) globes. Britain remained within its familiar miniscule dimensions, but the cartographers had skilfully managed to inscribe on its terrain the names of not two, but five significant British cities – London, Birmingham, Manchester, Leeds and Glasgow. It merely confirmed what I had long suspected ‐ we were no longer important.

There is of course a serious point to this parable, and it is that we are not simply absent from physical maps, but also from the conceptual and metaphorical maps that shape policy and influence important decision‐making. Despite the incessant hype to the contrary, data from the Centre For Cities suggests we are making little progress in closing the performance gap with competing and emerging economic centres.

A well‐placed insider described Liverpool as “the city that has forgotten how to conjugate in the future tense.”

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We have become peripheral ‐ largely outside the thought processes and priorities of political decision‐makers, investors, media commentators and influencers. Addressing and reversing this process – or putting Liverpool ‘back on the map’ ‐ has been, or certainly should have been, a guiding principle for our political and civic leaders over the last four decades. With a City Council mired in crisis and multiple criminal investigations, and the most recent State of The City Region (2015) report presenting a picture of chronic levels of ill‐health, worklessness and deprivation, it’s clear we still have a very long way to go.

For anyone wondering if the economic picture has improved since that last report was published, check out the tale of woe in the new Shaping Futures report, The Demographics and Educational Disadvantage in the Liverpool City Region (2021).

My own involvement with efforts to reposition and rehabilitate Liverpool’s external image has been deeply frustrating and depressingly circular. When in 2002 Liverpool was bidding to become European Capital of Culture, bid supremo, Bob Scott, suffered a heart attack in the closing stages of the process. City Council CEO, Sir David Henshaw took control of the bid, and invited myself as director of the agency that had devised the bid’s World in One City branding, and the Lib Dem’s political strategist, Bill le Breton, to review the campaign and communication messaging. This was an interesting and instructive exercise. Talking to people very close to the then Culture Minister, Tessa Jowell, and contacts equally close to the leading members of the judging panel, the feedback on Liverpool’s campaign pitch was not entirely encouraging. One of the most memorable comments from a very well‐placed insider described Liverpool as “the city that has forgotten how to conjugate in the future tense.” In a competitive process that was supposedly about regeneration and the role of culture in stimulating economic transformation, Liverpool had, until that point, focused almost entirely on showcasing its “great cultural heritage” and waxing nostalgically about its past glories as the Second City of Empire.

A radical rethink was needed, and fast if the city was to be ready in time for the judges’ second visit. We’d need a whole new bid narrative, rigorously disciplined messaging and a tightly scripted programme to change hearts and minds. The new story would be about the future ‐ a city applying its creative energies to embrace cutting‐edge culture, commerce and technology – and it worked. The only problem was that having won, we quickly abandoned the brave, new language and future‐focused vision. 2008 became, as Phil Redmond, Capital of Culture’s, last‐minute appointee as Creative Director, once testified, the proverbial “Big Scouse wedding” with Uncle Ringo on the karaoke.

Consigned to the second tier of UK cities, Liverpool had somehow become pigeon‐holed as economically and maybe even culturally irrelevant.

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Fast forward to 2010 and the festival’s former marketing supremo, Kris Donaldson, arrives back in Liverpool to take up a new position as the city’s Destination Manager, only to discover that the promise of Capital of Culture as a platform to radically re‐position Liverpool had largely been squandered. Research commissioned by economic regeneration company, Liverpool Vision had suggested the city was perceived as quirky and entertaining, but news of its “regeneration miracle” was still a dimly perceived rumour amongst the nation’s influencers and decision‐makers. Without any significant expectation of success, I joined forces with journalist, political campaigner and former BBC Radio Merseyside broadcaster, Liam Fogarty and two local creatives (Jon Barraclough and Chris Blackhurst) to pitch for the city re‐branding brief that emerged from Kris’s sobering discovery. Our proposal was less of a pitch and more an indulgent exercise in provocation. Having initially been sifted out of the process by a dutiful underling at Liverpool Vision, Kris reinstated us onto the shortlist for interview. Our presentation began with a miscellany of quotes from ministerial speeches, broadsheet Op‐Eds and the authoritative musings of a polyglot of professional commentators. They were all opining on the need for economic re‐balancing and the incipient promise of that great new hope, the Northern Powerhouse. But amongst their mountain of words, one city was consistently and depressingly absent, and it was of course, Liverpool.

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Permanently consigned to the second tier of UK cities, Liverpool had somehow become pigeon‐holed as economically and maybe even culturally irrelevant. The bold promise of 2008 had been replaced by fatalistic resignation, punctuated by occasional blasts of delusional bombast and mawkish nostalgia. As a result, Liverpool ceased to be discussed when the adults were in the room.

Winning the brief, with an ominous feeling of déjà vu and an almost Sisyphean sense of futility, we set out to equip the city once again with a future tense vocabulary and a story that would surprise and challenge the preconceptions of those we most needed to convince and convert. But like an aging soap star struggling with new scripts and plot lines, the city inevitably lapsed into its well‐worn phrases and crowd‐pleasing clichés. The It’s Liverpool campaign became less of a device to “package surprises” and orientate future ambition, but more an excuse to recycle familiar messages and tell the world what they already knew.

Fast forward another seven years to 2017 and I am sitting in the campaign HQ of the man bidding to become the first Liverpool City Region Mayor, the Labour MP for Walton, Steve Rotheram. We are discussing how to frame a transformational narrative for his soon to be launched election campaign. I find myself agreeing with him that devolution is the last chance saloon for a city (or City Region) being left behind by its competitors and too often ignored by those whose judgments and decisions shape its future. I think we may even have used the phrase “putting Liverpool back on the map” as shorthand for a project to reassert the city’s status as a Premier League player (forgive the clumsy football cliché) ensuring it once again became an integral component in the national economic narrative. I was increasingly hopeful that Steve’s refreshingly insightful analysis of the city’s deficiencies could be the prequal to a visionary devolution project. Four years on, and the consensus is that our Metro Mayor has yet to reset Liverpool’s trajectory or restore our status as an important economic or creative asset for the UK. If devolution was the last chance saloon, then the barman, with one eye on the clock, appears to be reaching ominously for the towels.

Four years on, and the consensus is that our Metro Mayor has yet to reset Liverpool’s trajectory or restore our status as an important economic or creative asset for the UK.

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The initial stimulus for this article was the then imminent launch of Rotheram’s re‐election campaign in March 2020, before, of course, normality was put on hold by Covid and what we imagined were urgent political challenges dissolved into irrelevancy in the face of a global human tragedy. That earlier, never published version of this article, drafted in the format of an open letter to the Metro Mayor‐elect, was triggered by a series of events that acted as timely reminders of our reduced circumstances. Former Chancellor of the Exchequer, George Osborne had used his resignation as Chair of the Northern Powerhouse Partnership to restate his vision of a rebalanced Britain where the “great cities of the north” (predictably we weren’t name‐checked) counterbalanced the wealth and prestige of London. But the tipping point for me, however, came on a day when Rotheram launched the latest phase of the Mersey Tidal Energy study, part of his big plan to recast the Liverpool City Region as an exemplar for sustainability and innovation. He might as well as not have bothered for all the attention it got. Instead, on that same day, a Simon Jenkins’ Guardian Op‐Ed calling for economic rebalancing, once again seemed to have been drafted with a map of Northern England where Liverpool was inexplicably absent. Twelve years after Capital of Culture and four years after devolution, the sad fact is that we are still not on the map.

The constructive, and at the time topical, section of the article was a positively motivated attempt to offer some suggestions for Rotheram’s critically important second term. Not that I thought I was especially qualified to provide such advice, but more to help stimulate a bigger, smarter and more diverse political conversation – in fact, the kind of energised democracy that devolution was designed to foster.

In a strange way Covid has given us more time, and an even more urgent imperative to take stock of where our City Region is heading. We need to be more radical, more imaginative and more willing to challenge the myths and shibboleths that have constrained thinking, blighted ambition and stunted potential.

So, in that spirit, here are five ideas about how we might help to remake and re‐position our city.

1. Appoint smart people – preferably from places more successful than Liverpool

Scouse exceptionalism and insularity are tragically compounded by a debilitating public sector culture. As the employer of last resort, our public institutions have evolved a defensive protectionist mindset that all too often fosters inertia and promotes mediocrity. I’m not necessarily advocating a Dominic Cummings‐style cull of staff and an invitation to assorted geeks, weirdos and misfits to replace them, but for devolution to make a difference it needs to be delivered by different people with higher levels of ambition, achievement and creativity. The kind of people capable of imagining possibilities beyond the recently launched hotchpotch of reheated pet projects and lame platitudes which masquerade as the city’s “transformational vision” for a post‐Covid future. What we need more than anything are people with a track record of delivery in a city or City Region that is palpably more successful than Liverpool. To extend the football analogy, we need a Klopp rather than a Hodgson; an Ancelotti or Benitez, not a Big Sam.

Rather than a being a dynamic galvanising body with a transformational agenda, our post‐devolution governance has somehow coalesced into an unhappy amalgam of Merseytravel and the Local Enterprise Partnership (LEP) – a stifling bureaucracy with a highly developed aversion to any form of risk or innovation. For the next term to be successful, our Metro Mayor needs to transform the calibre, capacity and orientation of the Combined Authority. It remains to be seen whether the new Head of Paid Service can create a different dynamic and organisational culture or can inculcate the expansive perspective that has thus far been absent from our devolution project.

2. Have a story that makes sense, and then stick to it

Liverpool’s tragedy is that it is famous but no longer important. It means people already have an idea about who we are, what we’re good at and what we’re not so good at – like having an economy. The Combined Authority issued a brief to create a new City Region narrative, but the process seemed to be firmly in the hands of people who were too deeply immersed in the old dispensation, and too easily seduced by trite PR‐speak and marketing gobbledygook. So, here’s a radical suggestion – and one in the spirit of recommendation 1 – let’s appoint a world‐class creative with an international reputation to help us frame and articulate what this City Region is about. There are extraordinary flowerings of innovation and excellence here, but they currently look more like an advent calendar than a big picture. Rather than designing another procurement process and issuing yet another brief, why don’t we appoint somebody of the calibre of Bruce Mau, the Canadian branding and design genius? Let’s get a fresh set of eyes to re‐imagine the planet’s first “World City” and the place that globalised popular culture. Unless we can answer the existential question – what is Liverpool for? – we cannot hope to persuade people that we are still relevant today.

3. Get out there and spread the message

OK, I understand the electoral context and the reason why it was attractive for Steve Rotheram to launch the Tidal Energy study ‐ and a raft of more recent policy announcements ‐ in his own back yard, but guess what? No‐one east of Newton‐le‐Willows is taking any notice. The world is not watching or listening to Liverpool, so we need to get out there and tell them. That means doing the big announcements in London or wherever they’ll get noticed. It means having a Metro Mayor who is prepared and confident to do the awkward, challenging and high‐risk national media gigs. It means being willing to get on planes and fly to the four corners of the earth to spread the Liverpool (City Region) message. The great thing about not being weighed down with a plethora of statutory and service delivery responsibilities, is that a Metro Mayor can be our foreign minister, our ambassador – the kind of advocate and propagandist that this place has lacked and still so badly needs.

4. Find the causes and campaigns that make the story sticky and believable

As Boris Johnson so ruthlessly demonstrated in the Brexit and General Election campaigns, the world, the media ‐ and especially social media ‐ abhor complexity. Messages need to be sharp, self‐explanatory and sticky. They need to reveal and illuminate the bigger picture, and have the power to vanquish the myths, clichés and stereotypes that continue to blight perceptions of the City Region. We need to be able to definitively answer some key questions. What are the three most important ideas that can be the foundation of a new economic identity that gives our City Region a competitive edge and compelling new story? How do they connect? Who will they effect and why is it absolutely vital and non‐negotiable that we deliver on them? Whatever these ideas prove to be, underpinning them is a very simple ambition; to make Liverpool not just relevant, but also important – somewhere that is vital to the vision of a rebalanced, prosperous and successful UK.

5. Look for short cuts – if necessary, borrow someone else’s reputation and influence

It’s possibly the quickest win and the hardest pill to swallow, but we do have one big asset on our doorstep that could and should be mobilised to our advantage. George Osborne once observed that Manchester and Leeds city centres are closer to each other than the two ends of London’s Central tube line. Perhaps, from the distant vantage point of the Evening Standard editor’s office, he is unable to see the inconveniently positioned mountains or the fact that Liverpool and Manchester are even closer together! We even share two centuries of economic interdependence, and between us possess all of the attributes that sociologist, Saskia Sassen identifies as the defining characteristics of a global city. Abandoning football terrace rivalry to position Liverpool City Region closer to its burgeoning neighbour is both logical and necessary. An integrated transport authority, a shared policy unit and a merged LEP are all ways in which Liverpool City Region could begin to reposition itself within an expanded urban economy with the scale and asset base to counter‐balance London. Let’s not be constrained by redundant mindsets or arbitrary administrative boundaries. Liverpool – and Birkenhead – more than anywhere else can claim to have invented the template for modern civic governance in Britain, so why not pioneer new and liberating models designed to deliver the levelling‐up economic agenda, that will otherwise remain pious rhetoric?

Of course, these suggestions were offered in the confident expectation that the Metro Mayoral election was a mere procedural formality. Not even the implosion of Mayor Joe Anderson’s city mayoralty, the Caller Report and the national party investigation into Liverpool Labour were able to dent Rotheram’s majority. Labour’s almost Belarussian control of the City Region, and the fatalistic impotence of a fractured opposition, leaves us with a hollowed‐out politics where, notwithstanding the heroic efforts of Independent candidate Stephen Yip, the impetus for an inclusive civic discourse is blunted by establishment complacency and partisan insularity. A competitive electoral democracy, intelligent media scrutiny and strong independent civic voices (rather than meek subservience to the local state) are the prerequisites for energised politics and the possibility of a visionary civic project. So maybe the big question isn’t simply about what Steve Rotheram and Joanne Anderson need to do next, but how do we make space for genuinely transformational alternatives that might help Liverpool regain its former economic prestige and put us back on the map.

Jon Egan is a former electoral strategist for the Labour Party and has worked as a public affairs and policy consultant in Liverpool for over 30 years. He helped design the communication strategy for Liverpool’s Capital of Culture bid and advised the city on its post-2008 marketing strategy. He is an associate researcher with think tank, ResPublica.

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Where’s our levelling up, Whitehall…?

Liverpolitan Contributor

If you’ve had the good sense to avoid much of the news media over the last year, one of the major political announcements beyond the pandemic has been that of major relocations of the Civil Service from London to the regions.

The so-called ‘levelling up’ agenda is the narrative driving this major change in policy and we’ve been watching keenly ever since to discover how ambitiously and fairly it is being implemented. This is clearly long overdue in a nation that is one of the most politically and economically centralised countries in the western world, and comes 15 years after it was last seriously discussed following the Lyons Review, which largely failed to deliver any meaningful change. Opponents of the idea usually point to the Office for National Statistics move to Newport, which failed to generate much of a boost to its local economy, but I’m not sure what they really expected from relocating such a specific service function to a mid-sized city with little potential to leverage commercial multiplier benefits. Other relocations of civil service jobs and functions have shown limited success due to them effectively being the outsourcing of lower grade roles rather than senior policymakers with real influence. The Government’s own statistics show that over two-thirds of the most senior civil servants remain based in London.

Before we explore this theme further, one of the many impacts of the pandemic has been to change where people want to live and work. This is not to argue that traditional offices, or the town and city centres where they are located, are set for a prolonged demise. Far from it. Offices will continue to thrive as centres for work, but in a repurposed way that maximises a more flexible, collaborative and agile working culture. But increasingly, London does appear to be falling out of favour. Over the last year many thousands of people have escaped the capital for a better quality of life in towns, cities and villages all over the UK. This includes many who have moved back to the Liverpool Metropolitan Region, so it was no surprise to read a recent article in This is Money showing that house price growth in Liverpool over the last 12 months has been the highest of any city in the UK, and more than five times that of London. There are numerous reasons for this, but one significant contributing factor is undoubtedly people escaping the high prices of the capital to return back to where they grew up or attended university. One could describe this as a reversing of the brain-drain effect that all cities have suffered to London over many decades.

Location of Senior Civil Service roles

Source: Moving Out: Making A Success of Civil Service Relocation; IFG Insight November 2020; Institute For Government

There is no doubt that the Liverpool Metropolitan Region has a compelling case for people to relocate to as a great place to live and work. It’s human nature for us to be drawn to water, so the great natural assets we have in the River Mersey, Wirral peninsula and the miles of beaches and sand-dunes on the Sefton coast are a huge draw. Only a little further afield - a mere stones-throw away - lies the mountains and coastlines of North Wales. Then there is the depth of the arts and culture scene and their institutions, quite possibly unmatched in any other city outside London. Liverpool is probably the most architecturally significant regional city, with more listed buildings than any other, and is home to many beautiful parks. It also has a thriving independent food scene and a nightlife that is frequently regarded as the best in the UK. There is good reason why the people who visit Liverpool often come back time and time again. The start of this shift in focus away from the capital is hugely important to our nation and its economic and cultural future.

Back to the levelling up agenda, and it’s worth considering the moves of the BBC. Although not directly controlled by the state, large swathes of the institution have already upped and moved to Manchester/Salford over the last decade to ‘benefit the North’. It now provides jobs and opportunities for more than 3000 people in that city region and has added significant multiplier benefits to its local economy. Currently, the BBC only employs around 30 people in the Liverpool Metropolitan Region, although there is some talk that they might open a small training hub both here and in Hull. This is a matter which I’m sure we’ll come back to in the future. Meanwhile, back in 2018, there was the competition between the major regional cities to secure the new Channel 4 HQ, a selection process which did not give the impression of being particularly fair or transparent. Although the government does not get to tell these organisations where to move, as publicly-owned bodies their decision-making often follows the political theme and thought processes of the day.

The start of this shift in focus away from the capital is hugely important to our nation and its economic and cultural future.

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What department relocations have been announced so far?

In recent months, we have seen news of a new Treasury campus being established in Darlington, albeit with a little nod and wink from Rishi to his Conservative Tees Valley Metro Mayor friend, Ben Houchen. Meanwhile, Leeds was gifted the UK Infrastructure Bank plus a new Bank of England hub, both of which are likely to provide an extremely positive influence on the prosperity of that city and its suburbs. In time, we’ll see how evenly the funds it distributes are spread around the nation. More recently, the Department for Business, Energy and Industrial Strategy (BEIS) announced increases in its regional headcount, with Birmingham and Salford/Manchester being by far the greatest beneficiaries. The Ministry of Housing Communities and Local Government (HCLG) is moving to Wolverhampton. Peterborough will also secure over a thousand new roles from the HM Passport Office and the Department for the Environment.

What does that leave left for the other large cities so far overlooked?

The fear is that the bigger prizes are already gone. Recently, the Leeds-based think tank the Northern Policy Foundation graded all of the major northern urban areas on their overall suitability for large-scale relocations. Liverpool scored rather well. It then went on to suggest suitable locations for departments based on seven grading indexes. Defence in Preston, Education in Lancaster, Crime to Newcastle, Infrastructure in Warrington, and then Liverpool as the most appropriate location for the various Health and NHS Departments. This was partly based on the city having more specialist hospitals than any other outside London, its research-intensive universities (notably the University of Liverpool and School of Tropical Medicine) and one of the largest biopharmaceutical manufacturing clusters in Europe. It’s hard to disagree with any of that. But what else could we have on our ‘levelling up equitably’ list’?

Department of Culture, Media and Sport

Liverpool has a rich history and expertise in both culture and sport. In 2008, the city of Liverpool was awarded the prestigious title of the European Capital of Culture and, according to our local leaders, encouraged by central and regional government to focus on culture and tourism rather than business to drive future prosperity. As unthinkable as that strategy is to most intelligent people, for the Government to not award this department here would be a huge disappointment. And media? This is an area where the Liverpool Metropolitan Region is seriously underserved, but housing that Government function here could provide some counterbalance to the poor treatment the city region and its people have suffered at the hands of regional and national media over many decades. Perception is critical to any region’s prosperity and with better representation we’d hope to see a gradual improvement in the way media institutions depict our region. A more equal playing field would also provide opportunities for our future generations.

Department for Transport

I won’t go into the hugely damaging side-lining of the Liverpool Metropolitan Area by HS2. That will no doubt feature elsewhere. Nor that Liverpool is statistically the poorest connected out of all the core cities by rail. But, over the last 20 years many other regional cities have benefitted from significant amounts of capital expenditure with whole new tram systems, new railway routes and underground lines. Although we have a local rail network in Merseyrail that is the envy of many others, having to wait 10 years for each new (typically small-scale suburban) station seems more like levelling down and does a huge injustice to a network that covers an area of nearly 2 million people. Would such disparity be allowed if the government department responsible for it made its home in the place it has seemingly ignored for so long?

The above are, perhaps the most obvious examples, but there are others that we could make a genuine and compelling case for…

National Cyber Force

It has already been announced that this new function will have a permanent new base in the North West of England in a so-called ‘cyber corridor’. With Manchester already having been gifted a new outpost for GCHQ, including its Accelerator programme, as well as other support to the local business community, surely locating the new National Cyber Force in the Liverpool Metropolitan Region is right to achieve levelling up fairly? We are already home to a thriving tech and start-up scene. Our four universities develop large numbers of quality graduate talent. And with large historical and civil service links to the Ministry of Defence, it would seem entirely logical and equitable.

Advanced Research and Invention Agency (ARIA)

As well as a leading research-intensive university and health and biotech sectors, the Liverpool Metropolitan Region is also a leading player in advanced manufacturing and robotics, and is home to The Hartree Centre, a research facility for the advanced high-performance computing, data analytics and artificial intelligence (AI), which is based in Halton. It is well known in university circles that those in London and the South have traditionally secured greater allocations of research funding and investment than those in northern cities. It was at the time of the new Millennium that the Government took the decision to move the Synchrotron Radiation research facility from Daresbury to Oxfordshire, along with £500m of investment that came with it, so maybe now it’s time to correct the mistakes of the past and truly level up…

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