skelmersdale maghull
Bootle
Liverpool
wigan
What is the affect of the infrastructure on the settlements along the m58 through time? Infra-space_Group 1 - Andrea, laura, sophie & zohir
Contents INTRODUCTION INITIAL READINGS KEY THEMES METEOROLOGY & RESEARCH QUESTION
LAND LAND/SpaCE/PLACE TWIN TOWNS MOVEMENT NOTATION LAND summary TIME LAND/TIME/TECH LAND/TIME HERITAGE CONSERVATION WAREHOUSE BUILDINGS TIME summary
VALUE PEOPLE/PLACE SOCIAL VALUE SOCIAL RE-PURPOSING/RECYCLING INFRA PEOPLE/LAND/VALUE TIME/LAND/VALUE VALUE summary
TECH TECH/VALUE/TIME INFRA PROFITS DIGITAL INFRA DIGITAL Tech summary
GOODS UNITED KINGDOM FREIGHTS UNITED KINGDOM PORT FREIGHTS UNITED KINGDOM DOMESTIC WATERBORNE FREIGHTS UNITED KINGDOM RAIL FREIGHTS UNITED KINGDOM ROAD FREIGHTS MERSEYSIDE CONNECTIVITY CORRIDORS MERSEYSIDE REGIONAL PORT FREIGHT MERSEYSIDE REGIONAL ROAD FREIGHT MERSEYSIDE REGIONAL RAIL FREIGHT BREXIT INFLUENCE ON FREIGHTS LIVERPOOL2 SUSTAINABLE FREIGHT GOODS summary
PERSONAL summaries bibliography appendix
Introduction
Infra - space
Infrastructure Space seeks to explore new territory, specifically the interface between digital communications, infrastructure and the production of space.
SITE
The M58 corridor connects the M6 motorway to the docks at Liverpool via the A5036 through Bootle including the port itself along the A565 as far south as the Stanley Dock.
CONTEXT
The M58 and the docks that are connected attach the territory to the world. The M6 motorway serves the two biggest conurbations outside of London - Birmingham and Manchester. The new town of Skelmersdale was built next to the M58 deliberately. The Leeds-Liverpool canal is a hidden infrastructure that is also within this territory.
Liverpool Railway
PROJECT
The project is to explore the territory, site, contexts and their histories, current proposals and the contemporary legislative landscape around matters of agriculture, manufacturing and trade in a post-Covid, post-Brexit world to investigate and inform the development of our own thesis questions and potential programmes.
Leeds and Liverpool canal M58
Initial readings Iceland Lessons. Industrial Landscape Key Points
Place: The Networking of Public Space Key Points
Notes on Infrastructural Monuments Key Points / issues
The text focuses on the artificial nature humans are creating in the name of preserving nature; resulting in less nature.
The text focuses on the paradox of being both connected and disconnected and the simultaneous connection of reality and digital networks, linking them to place.
The Megastructure “ has to be big to save the world” however, to be successful is too big to build.
The industrial revolution ideologies that nature is fully regenerative led us to climate change , which affect each part of the Earth.
Also shedding light on how technology has firstly defined boundaries of the city and how as technology has advanced is now blurring the same boundaries.
Plurality of the city.
All the waste is discomposing in small pieces and goes back to the food chain humans and animals are consuming.
Also addressing the positive and negative affects of technology and asking the question of if we are now “too connected”.
Iceland lessons suggest a more sustainable approach of each designer, architect, scientist to create a word with less pollution and more eco-friendly solutions.
Artificial nature: link to site and soil If the soils get contaminated the entire eco-system is. Soil is affected by the climate change and is affecting farming, and indirectly food chains, animals and plants. Soil and land value is determinate by the infrastructural development and urbanization of the area; the increasing urbanizations taking up the available land.
Gold Farming: Link to site and soil The link between the virtual and reality. Gold farming for Role Playing Games where low paid worker s mine games for gold, special objects and artefact, for 12 hours a day. These Objects are then sold for real money.
Time & Use Any structures that disrupt the Grain, Scale, Tempo and Memory of the City will be rejected by its Citizens. Lessons, can be learned by the design solutions that have been refined by the passage of time.
Reinterpretation of the city wall -Linear multi level footbridge, punctured by walled gardens and supporting public amenities. -Within the structure parks and gardens punctuate it with climatic greenhouses which can be travelled through. -Inter- connection of levels -This provides connections at all levels this may be a possibility for the M58 site . “Counterpoint to the City Centre, drawing a historical and cultural link to the Cities collective imagination”
key themes AGRICULTURAL
SCALE
timev
PEOPLE
tech
NATURE
alue
SPACE
Vertical atelier presentation
The first task undertaken within the atelier was a presentation on the subject of soil, which related to the M58 site. It was a quick project which introduced the atelier.
LAND ECOLOGICAL SCALE
time
land CONNECTION value
MARGINAL SPACE - SOLID / VOID
READINGS RELATED TO SOIL
TECH
time SPACE
land
VALUE
PERSPECTIVE tech PEOPLE SOCIAL
Readings
When reading the texts we continued the theme of “soil” explaining the text in diagrammatic form and applying them to the site and soil. This revealed further themes of Land, Time, Tech and Value through the lenses of Scale.
TIME
Investigation direction
With these 4 themes we took a step back from the “Soil” theme. Going back to the brief we zoomed in on the settlements of Skelmersdale & the M58, Maghull & the Canal and Bootle & the Railway, all situated along the M58 to investigate them through the lenses revealing from the readings.
SCALE
INCREMENTAL DEVELOPMENT
tech
SCALE
land
value
PLACE
Methodology What are the affects theINFRASTRUCTURE infrastructures onON theTHE WHAT IS THE AFFECT OFofTHE Settlements along the M58 throughout time? SETTLEMENTS ALONG THE M58 THROUGHT TIME?
£ TIME
LAND
TECH
VALUE
what can be understood through the exploration of land, technology & value through time?
what connections can land uncover in regards to people, nature & time?
through INCREMENTAL Technological DEVELOPMENT are we DESIGNING TOWARDS A FINITE POSITION BUT NEVER REALISED?
what is the value of land through ecological, social & technological perspective?
scale BTL
mag
SKEM
Local
Regional
National
TIME
n be understood through the tion of land, technology & value through time?
TECH
LAND what connections can land uncover in regards to people, nature & time?
through INCREMENTAL Tech DEVELOPMENT are we TOWARDS A FINITE POSITION REALISED?
scale
Land/Space/Place
Urban Space Green Space Green Belt
Bootle
Maghull
Skelmersdale
Green Space Urban Space Total Space Green Space Urban Space Total Space Green Space Urban Space Total Space 204ha
1786ha
1990ha
238ha
497ha
735ha
757ha
1437ha
2194ha
Looking at the three towns the green belt policy looks to have affected the growth of both maghull & skelmersdale having little to on affect in Bootle which is flanked by urban space.
Iceland Lessons. Industrial Landscape Artificial Nature and the era of domesticated nature and wild urbanization
Furthermore, the green space within Maghull & Skelmersdale accounts for a 1/3 of the boundary area, is this also linked to the surrounding green belt? Percentage of green space 10% Bootle 32% Maghull 34% Skelmersdale
Preserved/protected nature is sanitised and the more we control nature the less natural it is
https://digimap.edina.ac.uk http://alasdair.carto.com/viz/c1925a82-9670-11e4-ab1a-0e853d047bba/embed_map
Land/Space/Place The counties are surrounded by green belt, it limiting the urban development towards the fields and rural areas. Merseyside is composed by the Liverpool cosmopolitan, urbanities, rural areas and numerous hectares of agricultural fields. Similarly to the discussed settlements, Merseyside is surrounded by green belts corridor.
The government created the green belt to protect the green areas, keep them open and prevent urban sprawl, by keeping the land permanently open.
Lancashire and Cheshire counties have larger percentage of rural areas and agricultural fields, and considerable green belt regions. While great Manchester is composed by large urbanities and suburbanites, with lower number or rural settlements and lowest rate of agricultural terrains.
The green belt policy highlights five main purposes, controlling the unrestricted sprawls of large built-up areas and prevent neighbouring settlements to merge, to protect the countryside from infringement, to protect the historical town and nonetheless to assist urban regeneration, by encouraging re-purposing and recycling abandoned urban land.
The territory of England is dominated by green spaces and rural zones, with urban concentrations in key areas, such as near large ports, along main infrastructures, and around the capital. The main urban nodes are surrounded by the green belt as, London, Bristol, Birmingham, great Manchester, Liverpool.
On this protected land, there are limitations on what can be built and the types of activities undertaken. The proposed projects should be in plan with the identified specific requirements and be sustainable development, to not harm the green belt. The proposal can be related to agricultural activities and buildings, to outdoor sports and recreation.
Regional
National
County boundaries District boundaries
Green belt Rural residents Cosmopolitans Ethnically diverse living Multicultural metropolitans Urbanities Sub-urbanities Constrained city dwellers Hard-pressed living
Ethnically diverse living The maps indicate the character of regional and national area, and is known as Output Area Classification. It is a hierarchical classification that classifies areas in subgroups. (This land classification is based on the Digimap data created by the Office for National Statistics and University College London. https://digimap.edina.ac.uk/roam/map/society ) https://www.gov.uk/guidance/green-belt?fbclid=IwAR1IPqLBP7XnAguw3OkC4UNWspKxrCvqcofVxpq916BKv3X1nT4AVaIykPo
https://www.gov.uk/guidance/national-planning-policy-framework/13-protecting-green-belt-land?fbclid=IwAR2-dfn5CByc2mGKY51mNapWjBUrXdSfp_JRBH31oPTwP60vz7XMp1IIvS4
Twin towns The study of twin towns originated from the different scale of analyses present throughout this investigation. By finding a comparative location to the settlements being study along the M58 (Bootle, Maghull and Skelmersdale), that prospers from the same type of infrastructure, we could open the question to ‘why are these towns more successful and more prosperous than the ones along the site?’ In order to do so, we have gathered data from (...) to find any similarities and discrepancies that might help us understand what can be done in our future studies to take these settlements to their most profitable and stable future.
https://www.sefton.gov.uk/your-council/the-mayor/twinning-with-towns-and-cities.aspx?fbclid=IwAR2rdnAb4AydCsJi5r1tgo_fzs9HvRZrRxosnatKhgqDOR_A27tVyB7whVM
Despite many twin towns having loose connections, it is useful to see that ideas are still shared on a global level. An in understanding different cultures, perhaps between former foes as an act of peace and reconciliation whilst encouraging trade and tourism can begin to form interesting ideas spatially. In the same instance where precedent scenarios can be used to develop new concepts.
4
5
Movement notation bootle
Key 1
2
paths
1
1
Bridge
2 3
Bridge
1
2
edges
2
3
3
Raised b 4
4
Tree lin
4 Bridge
Points o node
5
3
Bridge
4
Bridge
5
5 6 Bridge
7
6
6
7
Key
6
paths
8 rail
Bridge
roads
Key
canal
7 edges
Bridge
industrial
Road speed
Bridge
Bridge
institutional
Bridge
Bridge
view
Tree line
Edges
Bridge
node
7
8
slow
Raised banks
Points of decision
fast
Bridge
residential
8
Bridge
Bridge
8
built confindment walled confindment natural confindment https://www.google.com/maps/ The View from the Road by APPLEYARD,D, LYNCH,K, and MYER,J
Movement notation Key
maghull
paths
1
1
rail roads
Bridge
2
canal Bridge
edges
2
1
3
3
industrial institutional
Bridge
2
residential Raised banks
4
Tree line
4 Bridge
Points of decision node
5
Bridge
Bridge
5
3
4
5
6
7
8
6 Bridge
7
5
6
7
8
Key
Bridge
paths
1
rail
Bridge
Bridge
roads
2
Key
canal
Bridge edges
Bridge Bridge
Road speed
industrial institutional
3
Bridge
slow
residential
4
8
Raised banks
view
Tree line
Edges
built confindment
Bridge
Bridge
5
fast
Bridge
Points of decision
walled confindment
node
natural confindment https://www.google.com/maps/ The View from the Road by APPLEYARD,D, LYNCH,K, and MYER,J
Movement notation skelmersdale
Key paths
1
Key
rail roads
Road speed
canal Bridge
edges
2
industrial institutional
1
Bridge
2 slow
3 residential
4
Raised banks
view
Tree line
Edges
built confindment
Points of decision
Bridge
walled confindment
node 5
fast
Bridge
3
natural confindment
4
Bridge
Bridge
6
5
6
7
8
7
8
Key
Bridge
paths
1
Bridge
rail roads
Key
canal 2
edges
Bridge Bridge
Road speed
industrial institutional
3
Bridge
slow
residential
4
Raised banks
view
Tree line
Edges
built confindment
Bridge
Bridge
5
fast
Bridge
Points of decision
walled confindment
node
natural confindment https://www.google.com/maps/ The View from the Road by APPLEYARD,D, LYNCH,K, and MYER,J
Land summary
Connection The M58 connects Bootle, Maghull and Skelmersdale to the rest of the world. However, all three have strong connections to infrastructures. Bootle - Rail, Maghull Canal and Skelmersdale - Motorway. Looking further there are unseen connections such as twin towns. What further connections can be discovered and what will this reveal?
Greenbelt The green belt controls the unrestricted sprawls of large built-up areas and prevents neighbouring settlements to merge, as well as assists urban regeneration. The aim of Green Belts created under this new system was, as set out in a circular of 1955, to contain towns and metropolises. These policies very much restricted the spatial development of Maghull and Skelmersdale.
TIME what can be understood through the exploration of land, technology & value through time?
LAND
what connections can land u in regards to people, nature &
Land/time/tech Maghull
Bootle
Skelmersdale
m58
M58 motorway
19501970 1980 19902020 172ha
Canal railway Docks expansion
These time investigations, we wanted to investigate the growth of these settlements on the matters of ‘How?’, ‘How much?’ and ‘How long did it take to reach its final form.
M58
185018901920196019802020 161Ha
400Ha
590Ha
769Ha
508ha
862Ha
1110Ha
With this in mind we measured the area of expansion of each town and how did their specific infrastructures influence the growth. In the case of Bootle, we can note that its biggest growth came 3 decades after the arrival of the railway. In Maghull, with the canal, over 100 years later. Whereas in Skelmersdale, the biggest expansion on the town area occurred at the same time as the arrival of the M58 motorway because of the new town plan.
440ha
55ha
104ha
Notes on Infrastructural Monuments The City is central to the idea of the infrastructural monument as the city in its structure “defines and refines our space of coexistence”.
Place: The Networking of Public Space Technology drives change in how we see & use space
National
land/time/tech To study the effectiveness of these settlements through time, we compared them to their respective connecting towns on a national level. Bootle is compared to Southport. Both owe their expansion to the Liverpool railway, however we can observe that Southport has had a more significant growth. Skelmersdale is paired with Preston, both originated from the introduction of a motorway (M58 and M6 respectively). Again we concluded that Preston is more successful because Skelmersdale growth was limited to the New town plan and the Green belt. Lastly, Maghull is linked to Leeds, this being the origin city of the Leeds and Liverpool canal, just like Preston, this town has more successfully expanded due to the available land surrounding it as well as for the economical growth in the area.
Southport
Preston
Leeds
Linked to Skelmersdale and M58 through the m6 motorway.
1840 1890 1950 1980 Linked to Liverpool through the railway.
Linked to Maghull through the canal.
1840 1910 1950 1970 2020
1850 1900 1950 1980
Land/time These maps look at the rate of change from point of infrastructure from information available. They pick up any change in land and buildings on the sites within a 500 x 500m grid. What can be seen in all three cases is that change is mainly random but there is a loose increase in change near infrastructure.
Bootle
Maghull
The years observed in Bootle are: 1850, 1890, 1900, 1910, 1920, 1930, 1950, 1960, 1970, 1980 and 2020. It is interesting to note that Bootle developed with the railway but one of the areas of most change includes the canal which came to Bootle much later.
Skelmersdale
The years observed in Maghull are: 1850, 1890, 1900, 1920, 1950, 1960, 1970, 1980 and 2020.
The years observed in Maghull are:
The greatest increase in change in Maghull contains a section of the canal, a more zoomed in version would be able to identify if that was due to the canal or not. However, it has little affect on change throughout the rest of Maghull in the time frame explored. We were unable due to Covid-19 to source older maps that show the implementation of the canal.
The areas of most change in Skelmersdale seem to be completely random, however a more focused look at the areas of most change that are along the M58 may be informative.
1950, 1970, 1980, 1990 and 2020
Land/time
2 5
1
Bootle
4
6
1. peel Road
2. A565
3. marsh lane
4. vulcan street
5. hawthorne road
6. hawthorne road
7. brookhill road
8. denby park
3 7
8
Zooming in on the 4 areas of most change it can be seen that there are 6, 100 x 100m squares that have actually changed the most. However they don’t appear to be directly because of the rail or canal when looking at the photos. The photos show a mixture of spacial uses from residential, industrial & recreational.
1
Land/time
4 2
MagHull 1. Southport Road
2. Charlesworth Close
3. moss lane
4. Woodleigh Close
zooming in on the area of most change it can be seen that there is 1, 100 x 100m square that has changed the most. the photos show residential use only in this area, and looks like a typical residential area . The site has been farm land and residential only.
3
1
Land/time
2 3 4
Skelmersdale 5 1. white moss road
6
Zooming in on 2 of the 7 areas of most change focussing on the squares that intersect the M58. it can be seen that there are 4, 100 x 100m squares that have changed the most. These square are located either side of the m58. The changes are the erection of warehouse buildings which it could be argued is as a direct consequence of the close proximity to the m58.
2. Gerrard Place
3. Gillibrands Road
4. Whiteledge Road
5. Holland Moss
6. Whiteledge Road
Heritage & Conservation
There are 29 listings in Bootle: The earliest listing dates from 1963, with the majority of listings being 13 dating from 1986. The latest listing is from 2018, which is one of 4 listings that have been made in the last 10 years. The types of building listed contain: Churches, Government buildings, emergency services buildings, warehouses, statues & parks.
Bootle
CASTREE BROS WAREHOUSE, strand road late 19th century grade ii 1986
listed: 17-Jan-
Waterloo conservation area
Christ church Conservation area
FORMER FIRE STATION, strand road, 1902 grade ii 1985
listed: 24-Aug-
FORMER POST OFFICE MAPLE LEAF BOXING CLUB, 1905 Juvenile Court and front wall, 1890 Education Department and front wall, 1886 TOWN HALL AND FRONT WALL, 1882 grade ii Denby park Conservation area
4 listings 17-Jan-1986
4 & 9 effingham street, warehouse,
denby park, 1895
1884
Listed Building
Listed Scheduling Site
Conservation Area
Listed Park and Garden
grade ii 2015 2 listings
All Listed: 27-Apr-
grade ii 2002
Listed: 27-Aug-
All listed:
Heritage & Conservation
There are 14 listings in Maghull. The earliest listings date from 1968, with a total 6 of listings, closley followed by 1986 with 5 listings. The latest listing is from 2013, which is the only listing that has been made in the last 10 years. The types of building listed contain: Churches, farm buildings, epileptic houses, monuments & a bridge.
Maghull
LYDIATE BRIDGE, 1770 grade ii Listed: 17-Jan-1986
Maghull Manor moated site &Scheduled Monument site Building: 18th century Site: moated between 1250-1350 Listed: 11-Oct-1968
CHAPEL HOUSE FARM 17th century grade ii Damfield lane Conservation area
listed: 11-Oct-1968
MAGHULL CHAPEL Listed Building
Listed Scheduling Site
late 13th century
Conservation Area
Listed Park and Garden
grade ii*
FORMER OUTBUILDING TO SOUTH OF CHAPEL HOUSE FARM 17th century Listed:
grade ii
Listed: 11-Oct-
Heritage & Conservation Skelmersdale
There are 34 listings in skelmersdale: The earliest listing dates from 1952, with the majority of listings being 27 dating from 1973. The latest listing is from 1993, which is one of 3 listings that have been made in the last 20 years. The types of building listed contain: farm buildings, cottages, windmill, public house, war memorial & gate piers. WAR MEMORIAL, 1920 Grade ii Listed: 11-Aug-1993
Collection of farm buildings Built between 16th & 18th century Grade ii Listed: 25-Jun-1973 29-Jun-1989 11-Aug-1993
Collection of buildings Built between 17th & 19th century Grade ii Listed: 25-Jun-1973
Listed Building
Listed Scheduling Site
Conservation Area
Listed Park and Garden
THE OLD TOBY PUBLIC HOUSE, 1712
WHITELEDGE FARMHOUSE, 1693
Grade ii
Grade ii
listed: 25-Jun-
listed: 25-Jun-1973
Heritage & Conservation “Listing marks and celebrates a building's special architectural and historic interest, and also brings it under the consideration of the planning system, so that it can be protected for future generations. The older a building is, and the fewer the surviving examples of its kind, the more likely it is to be listed. The general principles are that all buildings built before 1700 which survive in anything like their original condition are likely to be listed, as are most buildings built between 1700 and 1850. Particularly careful selection is required for buildings from the period after 1945. Buildings less than 30 years old are not normally considered to be of special architectural or historic interest because they have yet to stand the test of time.
Grade I buildings are of exceptional interest, only 2.5% of listed buildings are Grade I Grade II* buildings are particularly important buildings of more than special interest; 5.8% of listed buildings are Grade II* Grade II buildings are of special interest; 91.7% of all listed buildings are in this class and it is the most likely grade of listing for a home owner.”
The newest listing across the three towns was built in 1920 making it 100 years old, why has nothing newer been listed? What makes a building “special” or have “architectural and historic interest”? just because something is old does that mean it needs keeping? why is 30 years the marker for “test of time”?
Warehouse buildings bootle
maghull
skelmersdale
CASTREE BROS WAREHOUSE
FORMER OUTBUILDING TO SOUTH OF CHAPEL HOUSE FARM
2 potters place
Outbuilding. Believed to be built 17 century.
Warehouse. Built 1980’s
Warehouse. Built late 19 century.
Grade ii Listed
Grade ii listed
maghull
bootle
skelmersdale Within the three towns there are buildings created as by products of the infrastructure. These buildings reflect the level of technology available at the time, but also reflect a social quality.
££
£££
£
The diagram shows the chronological order of build, the difference in size, ornamentation speed of build and cost.
https://www.google.com/maps/ https://historicengland.org.uk
Time summary
Time & land summary
Expansion
rates of Change
Expansion & Greenbelt
We can speculate that the infrastructure in the three case study towns has influenced the direction of growth over time.
The rate of change within the towns from the point infrastructure was introduced, appears to not be directly linked to infrastructure.
Skelmersdale and Maghull are completely surrounded by the Greenbelt. This suggests that the Greenbelt may have been a factor in the restriction in the development of these towns. However, Bootle has expanded into near by towns blurring the boundaries of Bootle.
What are the factors that affect change?
Heritage The protection of heritage is one factor that affects change. Across the three towns the most recent listing was 2015 and the newest building to be listed was built in 1920. What has happened in the last 100 years? What is the future heritage? Can the listing process be applied to infrastructure?
£ TECH
NCREMENTAL Technological ENT are we DESIGNING A FINITE POSITION BUT NEVER REALISED?
VALUE what is the value of land through ecological, social & technological perspective?
ENGL A ND
People/place
e oth r
h
S WID AM OW E SE E S DIV PARATED D EX OR CE D
30-59 16-29 0-15 85
3059 1629 0-1 5
-90+
60-8 4
me Wo n Me
en
Wom
Good Fair
Women
health
Me Menn
MARRIED
od Very go
s ion
qual if i c at
D
Ap pr e
se’s
Other
alific
ed
es
mp
ime t-t
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No Gc
ation s
se ific Othe ’s atio r ns De 2+ a gree -l
erm
tu.
loy
EDUC HEA
LTH
RET AIL
MA
e
ord
ndl : La
er : oth ted Ren l ia soc
ted
CON
LTH
NUF ACT
STR
LIC
MIN O
ATIO
ed
HEA
TION
IC AD
e
PUB
TRUC
PUBL
f-e
tim ll-
e 5+ g vels cse ’s 1-4 g cse’s
sel
Fu
qua l
gt
nt egr a-l icesh ee ev ip e 5+ gc ls No 1-4 gcs se’s Gc e’s
Lon
l-t im
Ren
re ing tenu
No
Ful
hous
2+
CONS
sic or king a k or dis fa ab f ret mily ter home led ir
un sel ema f-e plo mp yed loy ed
ith ed w own tgage mor
ht wrig d out owne rd ndlo ed: La Rent : other d Rente social
IL TA RE le
le
eop
ple
peo
eop
house
5-6
+p
7-8 4p
y occupanc
e
opl 3 pe
e
opl
2 pe
son
1 per
le peop 7-8+ eople 5-6 p le 4 peop
le
e 2 peopl
1 person
5-6 people
7-8+ people
4 people
3 people
2 people
1 person
3 peop
Skelmersdale
RETAIL
l-ti m
r Pa
self Par -emplo t-tim yed e Ful
ed
Loo
ith owned w ge mortga
owned outwright
Rented: Landlord
Rented: other social
owned with mortgage
owned outwright
Maghull
Retir
Fullt une ime Stud map ent loy ed
t Fla ed rac Ter ed ach i-Det Sem ched Deta Flat aced Terr
Semid Detache
Detached Flat
Terraced
Semi-Deta ched Detached
refer to the appendix at the end of the presentation.
TORING
OTHER LONG TERM SICK Look ing aft OR DISAB LE er ho me or D famil y
nt i n dus t r y
AB
No
l qua
DE c2
MANUFAC
ime
C1
at ific
t yp e s
s ion
sing hou
er
Oth
HEALTH
em p l o yme
G
C1 AB
EDUCATION
Full-t
ty
No
’s cse
ec
ree Degeship ic s ent -level e’s r p Ap 2+ a gcs ’s 5+ gcse 1-4
C1 AB DE c2
CONSTRUCTION
Retired Full-time Studen t unemaployed self-empl oyed Part-tim e
on o m i ca c t ivi
Ba bad Very
OTHER LONG TERM SICK OR DISABLED Looking after home or family
c2
gr a d e
Good Faird
SINGLE
DE
social
Fair
D
DIVORCE
Good
Men
Very good
SEX SAME ED WIDOWRATED SEPA
SINGLE
Other
RIED
MAR
status
der gen
good
D
RCE
DIVO
n
et
er
X E SE SAM WED D O WID ARATE SEP
ship
oth
y in cit
For more information on the demographics percentages and data, please
Bootle
GLE
SIN
n atio rel
ite
Very
60-84
16-29 0-15
85-90+
30-59
e
Co u
Whit
r
- And relationship status Maghull and Skelmersdale is mostly married people, Bootle is in its majority single residents.
e oth
- Housing occupancy, where the number of residents per household in Bootle is just one person, in Maghull and Skelmersdale is majority two per household.
e
Wh
- Qualifications where Bootle presents a higher percentage of residents with a degree, whereas in Maghull and Skelmersdale there is a higher percentage of residents with no GCSE’s.
- Housing tenure, where in Maghull the houses are mostly owned outright and in Bootle and Skelmersdale they are mostly owned with mortgage.
it Wh
er
IED
RR
MA
age
r he
oth
The collected data shows us that these towns are quite similar to each other. With only a few contrasts, for instance:
- Housing types, while Bootle and Skelmersdale have a preference for terraced housed, Maghull, on the other hand, has a significant bigger number of semi-detached houses.
o ry t n ot
As part of our local research, the investigation led us to the investigation of the demographics of the three settlements of study.
ND
60-84
r he
GLA
85-90+
D LAN ENG
ot
EN
irth b f
AD
MIN
ORI
UCT
AN
ION
DD
EFE
NSE
NG
N
R DE
FENS
E
People/place When comparing the demographics of the settlements of this study with the regional and national demographics, we can see that these towns are very similar to other towns in other regions of the country. Even though there are some clear differences between them, in a wider scale, these towns are considered to be the ‘typical English town’.
Regional
national
North West population
UK population
7,052,177
66,796,800 £
143.8
150.6
38.2 40.6 328.8
163.5
469.7
62.5 134.1
49.4% 50.6% £
290.5
347.1
292.4
169.7
223.3 280 64.4
93.3
99.3
SOCIAL VALUE Social value Social value looks at how much people find the changes in their lives, important. For our three towns, the main changes are the infrastructure and but the question is how much did these changes, benefit the lives of the people. We identified a main aspect of social impact we believe directly relates to the infrastructure and looked at how much value this brought to the towns and its people.
CONNECTIVITY Connectivity is the reason behind the construction of the railway which heavily impacted Bootle socially. Further connectivity allowed for a series of benefits for its locals Over time the railways network periodically developed where local activity and events emerge.
WORKFORCE
ACCESSIBILITY
Workforce is the main social impact of the Canal in Maghull which provided many with well paid jobs. The canal created an all new paid labor force to build operate the canal.
Accessibility is the main factor which socially impacted the town. However, such a large peice of infrastructure requires acres of space.
Canals provided new opportunities in many other industries due to easy transport of goods available, new markets opened up and industries grew bigger as trade became cheaper.
Whilst this system shares similair social value to the railway or canal, it holds a substantial amount of bad response.
NOISE AND VIBRATION BIODIVERSITY AND HABITATS
RAIL CONNECTIVITY T0 WIDER CONTEXT
LANDSCAPE AND VISUAL
50% + 45%-50% 40%-45% 30%-40% 20%-30% 10%-20%
CULTURAL HERITAGE TRAFFIC ACCIDENTS
WIDER CONTEXT ACCESSIBILITY
BOOTLE
WIDER CONTEXT
COMMON SOCIAL VALUES
TRANSPORT
POLLUTION
TOURISM
LESS SPACE
TRADE WORK
COMMON SOCIAL LIMITATIONS COMPETITION CHANGE
Man approached me after taking this photo and said:
Social
“ Do you love yourself?”
Part of the Transpennine Trail
I said “ Oh no just taking a photo of the Bridge” Man: “Where your from?” Me: “East Yorkshire” Man: “Oh. Can you do Maths?” Me: “Yep” Man then proceded to quiz me then said “ youve got 2 left havent you?!” Me: “Yep!” chuckle Man: “You liked that didn’t you!”
Man Fishing from Bootle
Then he walked off.
Fishings Cleaner in Maghull than in Bootle. Bootles OK.
Maghull “Peaceful” “Can be out in thr country and that suites me, you see i go the long way to do the shopping”
Skelmersdale “All rounabouts” “Need wellies, underpasses flood” “Suprising the amount of people who dont drive” “Get the train from Ormskirk or Wigan” “Switch Island needs knocking down” “Skems dead on a Sunday, you get get anywhere” “It needs a train station” “love the green” “underpasses not well lit, not the safest” “Friends of Tawd Valley”
repurposing/recycling infra Former Rail track
Route 62 I transpennine trail
Route 56
Route 562
Route 91 I Lancashire Cycleway
208.7 miles, 335.9 kilometres
44.2 miles, 71.1 kilometres
22.7 miles, 36.5 kilometres
17 hours 20 minutes 69 hours 35 minutes
3 hours 45 minutes 14 hours 45 minutes
1 hour 50 minutes 7 hours 30 minutes
The Lancashire Cycleway is formed of two distinct, roughly 130-mile loops that take in the fantastic scenery of the Red Rose county.
71.1% Traffic-free | 67.3% Asphalt, 30.3% Unsealed firm, 2.3% Unsealed loose
52.0% Traffic-free I 86.8% Asphalt, 11.9% UnsealedFirm, 1.2% UnsealedLoose
61.4% Traffic-free | 69.8% Asphalt, 21.4% Unsealed loose, 8.8% Unsealed firm
Route 62 connects Fleetwood in the Fylde region of Lancashire with Selby in North Yorkshire.
Route 56 is open and signed from Chester to Wallasey and via the Mersey ferry to Liverpool where you can connect with Route 62.
Route 562 of the National Cycle Network is in development. Once completed it will connect Southport with Aston via Burscough, Wigan, St Helens, Widnes and Runcorn.
mersey rail ale tour https://www.liverpoolecho.co.uk/whats-on/food-drink-news/merseyrail-pubcrawl-join-ale-10124917
Leeds/liverpool canal Narrow boat holidays 127 1/4 Miles I 91 Locks I Approx 75hrs Completed in 1816, some 46 years after work began. Canal boat hire holiday experiance.
people/land/value
Average semi-detached house price: £119,000
Average semi-detached house price: £198,591
Average semi-detached house price: £129,718
Average terraced house price: £ 90,000
Average terraced house price: £167,270
Average terraced house price: £ 95,456
Average detached house price: £130,000
Average detached house price: £281,729
Average detached house price: £198,420
In Bootle the new development areas have higher property prices and lower densities, while in the older parts, the density is much higher, and the housing prices are considerably lover. The warehouse starting point prices per square meter are similar in the northern industrial area as well near the port. POPULATION DENSITY PER HECTARE
in a similar situation, in Skelmersdale the areas with lower density have the housing prices significantly higher. They differing with approximately ~£450,000 for a detached house, and with ~70£ for semi detached house, a significant amount difference. in contrast, in Maghull the property price cannot be related to density, modes of transport nor to new built residential schemes, prices varying from £220,000 to £425,000 for a detached house near the same place. This data illustrates how density, new/old housing, and urban quarter influences the property prices.
60.1 to 70.0 people per hectare reference: https://www.rightmove.co.uk/house-prices/ skelmersdale.html
people/land/value Regional and national Comparing the settlement property prices on the regional scale, the arrange prices is similar with the average price in Merseyside, however lower then neighbouring counties. at the national scale, the properties in and around London have the higher price, the capital being the main economic node. Here the density is much higher then anywhere else in UK, fallowing Great Manchester and West Midlands. In the other parts of the countries, average prices can be related to density, proximity to coastline, and proximity to major economic hubs.
£250.000+
£300.000+ £350.000+
£220.000+ £180.000+ £300.000+
£175.000
£190.000
£350.000+
£400.000+
£220.000
£400.000+
£180.000 £200.000+
£300.000
£150.000
£700.000+
£1.000.000+
£180.000
£700.000+
£800.000+
£350.000+
https://digimap.edina.ac.uk/roam/map/society https://www.propertyheatmap.uk/ https://a.plumplot.co.uk/ https://www.primelocation.com/heatmaps/
Time/land/value Regional Average house price, by English region, January 2005 to January 2020 As per the following graphic, we can clearly notice that the house prices have progressively become more expensive with time, predominantly the southern parts of the regions and country. Including the North West area, where the site is located. However, the graphic shows us a small drop in prices on Jan 2020.
https://www.ons.gov.uk/economy/inflationandpriceindices/bulletins/ housepriceindex/january2020
time/land/value National The impacts of historical events on farmland values inform our forecasts for the next five years.
https://www.savills.co.uk/research_articles/229130/228020-0
VALUE summary
Value, time & land summary
£££
Value not only shows us whether investments in the infrastructures looked at paid off; socially or economically. It also shows us where faults have occurred or where possible interventions could be made. This links greatly with the digital aspect of our research. This raised the question of whether these infrastructures would have benefited from digital input.
In many instances, a greater influx of money could have improved the functioning of each infrastructure. All three infrastructures were created to improve connectivity across the region which in turn unlocked the towns nationally and even globally. A lot of money was transacted as a result.
£££ Socially, greater investments would ultimately lead to further opportunities. For example, if more barges were bought to facilitate more cargo, an increase of transaction would occur, meaning more manpower is required to deal with more trade.
What can be seen from the research is that there is a steady increase in the value of land but they are subject to external forces within the economy.
When we create new infrastructure the speed of transportation increases leaving the existing infrastructure to become less used or re-purposed to accommodate social value and heritage value.
£ TECH
LAND
ections can land uncover to people, nature & time?
through INCREMENTAL Technological DEVELOPMENT are we DESIGNING TOWARDS A FINITE POSITION BUT NEVER REALISED?
scale
VALUE
what is the value of land ecological, social & techn perspective?
Tech/value/time Bootle
Maghull
Skelmersdale
infra Profits
This page shows us which piece of infrastructure was most profitable taking into account its initial building cost, investments, developments, cargo/ traded value and projected value. This could for example begin to highlight some possible interventions where digital infrastructure could be implemented to revive the canal and possibly generate a greater income. This would spatially take a currently dorment infrastructure and re-appropriate its use.
CHEAPER INVESTMENT MORE LOAD CARRIED = MORE MONEY MADE
DIGITAL INFRA
Interconnected System
PHYSICAL INFRASTRUCTURE DEVELOPMENT +
DIGITAL INVESTMENT ALLOWS EFFECTIVENESS + CONVENIENCE YET
HISTORICALLY LIMITED INTERACTION
Looking at the digital implication of these infrastructures we can begin to perhaps, draw some programmatic uses such as, a data centre. Outlining the fundamentals of what makes something digital, could project these very physical infrastructures into the direction of automation or hi-technology.
Digital During our technology and digital studies, we started to question the future of digital working spaces.
User classification
The flexibility of working from outside of an office or place of work has become more famous in recent years, however, this method of work has been more meaningful this past year (2020) due to the break of the COVID-19 virus in the country and in the world. These working professionals have increasingly moved to suburban areas where they can still carry on with their current job but improving their personal quality of life as well as their families. However, this can only be possible if the digital connectivity can be kept and there is no consequences on their work life. These might affect the location to where these professionals move to and tells us about the areas in the region and country where the digital connectivity is poor.
Population density
Neighbourhood description
Broadband availability
https://digimap.edina.ac.uk/roam/map/society
Bootle
Maghull
Skelmersdale
@ A0
national-population density 0m
Digital - national London - e-professionals & Digital youth Cardiff - Passive users 1000000m
Birmingham - Passive users Manchester - e-professionals & Passive users Liverpool - Passive users Leeds - e-professionals & Passive users Durham - Passive users Glasgow - e-professionals & Passive users
Glasgow
On a national level, we can clearly see there are concentrations of digital users and more digitally connected places. With the previously mentioned assumption that the professional workers will be able to continue their current and pre-pandemic habits in suburban areas, this investigation led us to question how will this movement of people will happen, to where and if they will really still be able to continue with their daily habits, as they might find themselves in more distanced where a trip to the supermarket is no longer a 5min walk away, next day delivery might be unavailable and food delivery limited.
Durham
leeds Liverpool
manchester
Birmingham
Cardiff
0m
London
TECH summary
tech, Value, time & land summary
Infra profits
Digital infra
Our research on the local infrastructure of each settlement, led us to conclude that the most resourceful and profitable is the canal in Maghull. The Liverpool and Leeds canal showed to be the cheaper investment as well being able to carry more load which led it to be the best investment out of the three.
Connection of the physical and digital infrastructures. How does the digital infrastructure include and influence the physical infrastructures and how will this affect the use of infrastructures in the future?
How can we predict and measure the social and monetary value of the future of tech? How long until the future technologies have an impact on e-societies in order to keep us connected? Is it already happening? How will e-societies along with the infrastructure influence the spacial arrangement of the cities and the country?
Digital The evolution of the e-society and the dispersion of the professional workers from the city centres to the suburban areas across the country and the possible difficulties in regards to their physical and digital connectivity.
SETTLEMENTS ALONG THE M58 THROUGHT TIME? SETTLEMENTS ALONG THE M58 THROUGHT TIME? SETTLEMENTS ALONG THE M58 THROUGHT TIME? What is the affect of the infrastructure on the settlements along the m58 through time?
£ £ £ TIME TIMEtime TIME
LAND land LANDLAND
TECH TECH TECH tech
£
value VALUEVALUE VALUE goods
what connections can land can uncover can be understood through the through INCREMENTAL Technological what is the value ofvalue land through landcan uncover what can be through the what connections land uncover what canunderstood be understood through the what connections through INCREMENTAL Technological what is the landvalue through through INCREMENTAL Technological what isofthe of land through in regards to people, nature & time? ration of land, technology & DEVELOPMENT are we DESIGNING ecological, social & technological in regards to people, nature & time? exploration of land, technology & in regards to people, nature & time? DEVELOPMENT are we are DESIGNING exploration of land, technology & & technological DEVELOPMENT we DESIGNING ecological, social ecological, social & technological value through time? TOWARDS A FINITE POSITION BUT NEVER perspective? valuevalue through time? TOWARDS ATOWARDS FINITE POSITION NEVER BUT NEVER perspective?perspective? through time? A FINITEBUT POSITION REALISED?REALISED? REALISED?
scale scale scale
With the growth of an e-society, will major cities remain hubs for tech development? And if so, How will infrastructures support/ influence the current and future movement of physical and digital goods?
scale
GOODS What is the relationship between the distribution of goods and infrastructure & what does this look like now and in the future?
UNITED KINGDOM FREIGHT
Freight network
Freight transport is an essentially private sector activity which has wider economic, social and environmental impacts. Top 3 major ports, in terms of the tonnage handled in 2019, are Immingham & Grimsby, London and Liverpool; united kingdom importing and exporting yearly 23.3 million tonnes, worth £905 billion. The modes of transport have different strengths and weaknesses but for domestic freight, road is competing with rail and, to a lesser extent, coastal shipping. For international freight transport, maritime transport has the highest market share in terms of tonnage, but the air freight is used for the transport of very urgent and high-value inter-continental cargo and the Channel Tunnel fixed link competes with cross-Channel ferry services for traffic to and from the European continental mainland.
GREAT GLASGOW EDINBURGH
TYNE
The cost of road freight transport is usually relatively low compared to the value of the goods being transported. The one-way cost for a 13.6-metre trailer carrying up to 26 pallets between a distribution centre in the Midlands and the North West might be in the region of £260, which could equate to as little as £0.01 per kilogramme of goods transported.
TEESPORT & Hartlepool 28.2mt
BELFAST 18.5mt GREAT MANCHESTER
Ports are critical to Economic Growth, but the onward connections by rail and road are equally as crucial to facilitate these international movements. Congestion and capacity issues on these networks, even away from ports, can impact on the efficiency of moving goods to markets.
LIVERPOOL 34.3mt
WEST YORKSHIRE HULL IMMINGHAM & grimsby 54.1mt
SHEFFIELD NOTTINGHAM LEICESTER WEST MIDLANDS FELIXSTOWE 25.3mt
CARDIFF
9%
13%
78% BRISTOL
£6.1 billion Gross Value 35.28% exported £365 billion
2019
DOVER 23.4mt
79.000 jobs SOUTHAMPTON 33.2mt
Areas
23.3mil unites 486.1mt
LONDON 54.0mt
64.72% imported £540 billion
Density of freight flow
Major built up areas/ freight hub
Above 5 million
Major port
3.5 - 5 million
Significant port in major built up area
2.5 - 3.5 million 2 - 2.5 million References: https://www.gov.uk/government/statistical-data-sets/rfs01-goods-lifted-and-distance-hauled#history http://maps.dft.gov.uk/port-freight-statistics/interactive-dashboard/ https://data.oecd.org/transport/freight-transport.htm#indicator-chart https://www.networkrail.co.uk/industry-and-commercial/rail-freight/ https://www.networkrail.co.uk/industry-and-commercial/rail-freight/freight-site-opportunities/ https://www.railfreight.com/railfreight/2020/11/10/logistics-uk-supports-hs2-if-government-supports-freight/?gdpr=deny
UNITED KINGDOM PORT FREIGHTS
Major ports, 2019 Orkney
As an island nation, the United kingdom relays on international trade, in the form of imports and exports. Ports are critical to economic growth. The main imports are from the Netherlands and Norway and exports the Netherlands and Belgium, ports handling 190.9 million tonnes between the UK and European Union (2019). Across the united kingdom, the ports sector directly contributed in 2017 to the country’s economy with £1.7 Billion in Gross Value and employed approximatively 24.000 people. The activities related to the port sectors, such as ship buildings and shipping, increased the gross value added with £7.8 billion and had 101.000 employees. England’s ports handle a range of cargo types, in 2019 the port tonnage of liquid bulks increased with 5% from the previous year to 200 million tonnes, while the roll-on Roll-off, dry bulk and lift-on & lift-off had decreased with 2%. The major ports handling over 1million tonnes of cargo per year are Immingham & Grimsby, Southampton and Liverpool. In the current political scenario, ports are detrimental to the economy. large investments are made towards expanding the ports and in new technologies, to accelerate the exchange of the goods.
aberdeen
glensandra clyde
Loch Ryan
short sea freight
tyne tees & hartlepool 28.2mt
Cairnryan belfast 18.5m5
grimsby & immingham 54.1mt Liverpool 34.3mt
holyhead
56%
Forth 25.2mt
44% deep sea international freight London 54.0mt
5.5milion unites
10.5milion unites
Milford Haven
Plymouth Ro-ro cargo
lo-lo cargo
24.000
35.000
directly employed by UK ports
employed by port sector contributes
Bristol
Felixstowe 25.3mt
Dover 23.4mt
Southampton 33.2mt
volume by tonnage type Dry bulk and other general cargo Liquid bulk Roll-on/ Roll-off Lift-on/ Lift-off References: http://www.worldportsource.com/ports/commerce/GBR_Port_of_Liverpool_86.php https://www.peelports.com/port-locations/liverpool http://maps.dft.gov.uk/port-freight-statistics/interactive-dashboard/
UNITED KINGDOM domestic waterborne FREIGHTS major inland waterway routes, goods moved, 2019
The total amount moved via domestic waterborne way within the United Kingdom increased with 4% to 25.2 billion tonnes-kilometres in 2019, despite the recent downwards trends. the trend over time for gods moved on coastwise and one-port routes is broadly reflected in tonnage handled, On port 19.4 million tonnes being lifted, while coastwise are 37.8 million tonnes, and inland water 50.5 million tones. Waterborne freights account for a relatively small share of domestic goods moved across all modes, road dominating, with an estimate 13% of goods moved, and 6% goods lifted in 2018. The main cargo transported is the liquid bulk (46%), followed by dry bulk (32%), showing a 3% increase from 2018. after the decline of the oil extraction from the North Sea in 2000, the majority of liquid bulk was composed by crud oiler and oil products. the dry bulk is composed of aggregates extracted from the sea bed. With the increase in the cargo tonnage moved by the ports, they have been investing to enhance the efficiency of their process to match the new flow of goods. the new it systems and vehicles at ports allow the smart container management and movement, decreasing the loading and unloading time. The data illustrates the low percentage of inland water transport, and the opportunity to develop this freight mode, to take up some of the road traffic, and use a more sustainable approach. vessels can carry large amounts of goods, and there is potential to use the existing rivers and canals and boost the local economy by reintroducing this mode.
River ouse 0.8mt km Manchester Ship canal & River mersey 1.5mt km
air & calder <0.001mt km River humber 1.6mt km
River trent 0.6mt km River severn 0.2mt km
freight moved within the uk by water transport, 2017 inland water
River thames 10.3mt km
One-port
coastwise
River orwell 0.4mt km
River medway 0.2mt km
Goods freight, 2019 Other cargo 2.0 bt-km Unitised traffic 3.7 bt-km 25.2 bt-km
Dry bulk 8.0 bt-km
Liquid bulk 11.5 bt-km References: https://www.gov.uk/government/statistical-data-sets/port-and-domestic-waterborne-freight-statistics-port#major-port-traffic-by-cargo-type https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/735335/domestic-waterborne-freight-2017
UNTIED KINGDOM RAIL FREIGHT
Strategic freight network enhancement scheme
The train transported in 2019 220,711 goods, an increase after four successive years of decline. it contributes with about £1.7 billion to the economy, the freight moved worth 17.4 billion net tonne-kilometres in 2019. The railway plays a big roll in reducing congestion and carbon emission. The electrification scheme reduced the co2 emission with an estimate of 4.1% freight train, and 10.3% for the passenger train from 2018. The railway industry was supported by the government with £7.1 billion, and £1.1 billion by private companies in 2018-2019. The government supported the railway freight movement with £16 million to develop the movement of freight from road and port to rail. One in four sea containers arriving at united kingdom ports is carried inland by rail, and Each train takes approximatively 60 heavy goods vehicles (HGV) off the road. However, road transport is still dominating over rail mode. The strategic rail freight enhancement scheme enhances the network to allow larger amounts of goods to be transported and to make the rail freight more efficient and fats. Improving the rail network, efficiency and connectivity, will lead to reducing the lorries number on road, and decrease the congestions, delivering the carriage in a greener, faster and safer, as well as this will compete with the other transport modes.
~240.000
Liverpool
17.4 Billion
employed by railway Freight moved, net tonne km, 2019 London
6.012km electrified 38% 62%
9.835km not electrified
Co2 per net freight tonne km other
coal construction
oil & petroleum metals international
key commodities moved, 2019
domestic
Gauge Train lengthening General/capacity/capability Existing
References: https://www.networkrail.co.uk/industry-and-commercial/rail-freight/ http://www.rfg.org.uk/rail-freight/facts-figures/ http://maps.dft.gov.uk/port-freight-statistics/interactive-dashboard/ https://www.networkrail.co.uk/industry-and-commercial/rail-freight/
UNITED KINGDOM ROAD FREIGHTS The main transport mode inland is the Road, accounting 78% of the goods movement in the United Kingdom. in 2019, were lifted 8.3 million tonnes in total, 6% less than in the previous year, and 5.0 billion tonnes kilometres moved, 12% less than in 2018. 99% of goods were to or from the European Union, and 26% were between the United Kingdom and France. The decline of goods lifted was driven by a decrease in both goods exported and imported. This possibility reflects businesses looking to transport goods internationally in response to Brexit. The main export countries in 2019 were Irish Republic (29%), France (27%), Belgium (16%), and the main import countries were Belgium (27%), France (24%) and the Irish Republic (16%). Food products, including beverage and tobacco, were the main commodities imported and exported via vehicles in 2019, followed by groupage of different products, and agricultural products.
M90
M80
M8
M77
M74
a74
The most common good exported and imported via vehicles, in 2019, was the food product category, including beverage and tobacco. The groupage (mixed consignments category, with no single commodity, make up 75%or less) occupied the second pace, with the same percentage for imports and exports. In contrast, the 3rd category, agricultural products had an 11% export rate, and 9% imported. The statistics illustrate the potential to produce more food production, an industry which could easily expand considering the amount of rural and agricultural land available.
4.0mt
goods lifted for exported from uk
a1
M6
M58
M58
M65 M61
M62
M66
M56
M1 M6
2.5bt km moved from uk
M18
M60
M54
M5
M42 M69
M42
M45
M50
4.2mt
2.5bt km moved to uk
goods lifted for imported to uk
a1 M1
M40
M4
M25
M4 M3
goods export, 2019
transport equipment
machinery and equipment
agricultural products
M11
M23
M20
M5 food products
Groupage References: https://www.gov.uk/government/statistical-data-sets/rfs01-goods-lifted-and-distance-hauled https://www.gov.uk/government/statistical-data-sets/rfs01-goods-lifted-and-distance-hauled#history
MERSEYSIDE CONNECTIVITY CORRIDORS
Freight corridor illustrating export routes, container movement, ro-ro & L-Lo movement, energy
Overlaying all the different trade routes and main trade hubs, the map illustrates rail and rod corridor running parallel in the majority of cases. The manufacturers operate on a ‘just in time’ bases, holding minimum amounts of materials, which helps the business to reduce costs and waste, creating a more productive and more competitive industry. This highlights more the need of good structures, fast and safe transport mode. The carrier ships may not be at the closest port, goods being moved significant distances around UK. this operational system relays on efficient hinterland connections and on-time distribution, any small delays or changes have several impacts on the factory and shipping operation. Foods beverages are frequently transported in large amount, in containers, via heavy goods vertices, using Load-on Load-off system at the ports, and Roll-on & Roll-off inland; linking up distribution centres around the country. Depending on the goods transported, the ability to deliver from and to the port in a timely and cost-effective manner are detrimental factors of the supply chain.
Heysham
Tyne
These are just a few examples illustrating the importance of strategy connectivity between port and destination. Ports play a key role in both the import and export of products. They act as a conduit for the movement of goods and are an important part of the value-added process, as is the case for sea dredged aggregates. Liverpool port is relatively well connected, having an operational rail connection and access to the Liverpool- Manchester shipping canal, and direct access to A5036. However, the motorway is jammed during the day, being the main path to the port and city centre. The Bootle branch line is the only rail connection to the port of Liverpool, and the Liverpool2 dock extension project would require branch line improvements and line extensions.
Liverpool
yorkshire
Immingham
Crewe bescot
Felixstowe
Large ports key manufacturing/distribution cities energy generation cities
London
Bristol
road corridor rail corridor rail network strategic roads rail freight corridor Road freight corridor
southampton References: https://www.ons.gov.uk/economy/nationalaccounts/balanceofpayments/datasets/tradeingoodsmretsallbopeu2013timeseriesspreadsheet https://www.gov.uk/Government/uploads/system/uploads/attachment_data/file/608426/foodpocketbook-2016report-rev-12apr17.pdf
MERSEYSIDE REGIONAL port FREIGHT
Workington
Liverpool Port and Manchester Ship Canal handle a comprehensive range of facilities, with more than 40 million tonnes of cargo and 15,000 ship movements a year, the River Mersey being Britain’s third busiest river. The key markets in the Workington port are general cargo and bulks including biomass, forestry products, as well as support to the offshore wind sector and providing materials for construction projects.
barrow-in-furness
Barrow-in-Furness port supports services and bulks for energy production. Wile Heysham port is predominately a roll-on & roll-off port, with routes to Isle of Man and Ireland.
heysham
Garston handles dry bulks such as aggregates, agribulks and scrap for regional markets. In contrast, Manchester is a domestic waterborne Port, connected via the canal to Mersey, and it has predominately liquid and dry bulk cargo. Liverpool port is the largest in the area, handling 54 million tonnes annually, 76% of exports and 24% imports. It has terminals for roll-on & Roll-of, Lift-on & Lift-off, it has container shipping facilities, as well as dedicated storage for different cargo types.
Liverpool
The National Policy Statement for Ports identifies a modal shift from road to coastal shipping as a potential mitigation measure against traffic congestion and strain on inland infrastructure. Gateways to the northern powerhouse: A northern ports strategy there is no explicit mention of the need to promote a modal shift in the National Planning Policy Framework.
Manchester
Garston
total tonnage handled by ~13% ofthetheEngland’s ports, 2016
the total contribution made ~16% ofby all ports in England, 2015
key the total employed in the ports ~19% ofsector in England, 2015 Source: CEBR (GVA and jobs); DfT port freight statistics (tonnage)
Port rail network Network issues active rail connection rail connection, not operational Other port
references: http://www.worldportsource.com/ports/commerce/GBR_Port_of_Liverpool_86.php https://www.peelports.com/port-locations/liverpool https://www.gov.uk/government/statistical-data-sets/port-and-domestic-waterborne-freight-statistics-port#major-port-traffic-by-cargo-type http://maps.dft.gov.uk/port-freight-statistics/interactive-dashboard/
MERSEYSIDE REGIONAL Road FREIGHT A66
Road freight moves from ports in the North West across the North of England, with the trans-Pennine M62 corridor important for freight movement to the East, and the M6 a key North-South corridor. There are reported pinch points on strategic and local roads between the regions ports and the main North-South and trans-Pennine routes.
M6
At the Workington and Barrow ports are connectivity issues between the port and M6, respectively A590, and the ports need more capacity to handle and move the goods. In The Manchester region, various sections need updates, as the smart motorways M6, M60, m62, and the smart spines at the northern end and The Northwest. The A5036 is the main access to the Liverpool port, and it is the same with the commuter route, this being congested with time reliability issues. A5036 needs to be upgraded, to improve the access to and from the Liverpool port, as well as to the city centre. A complementary landside access improvements to ports would reduce local road congestion, especially along the route of the M62/M60 north of Manchester and into Hull and Liverpool.
heavy goods vehicles
M62
other
light goods vehicles car
M58 traffic statistics, all traffic, 2017
key single road dual road motorway Network issues
references: http://www.worldportsource.com/ports/commerce/GBR_Port_of_Liverpool_86.php https://www.peelports.com/port-locations/liverpool https://roadtrafficstats.uk/traffic-statistics-lancashire-m58-bickerstaffe-37947#.X7c6t2j7RPb https://www.gov.uk/government/statistical-data-sets/port-and-domestic-waterborne-freight-statistics-port#major-port-traffic-by-cargo-type
MERSEYSIDE REGIONAL rail FREIGHT Workington
Liverpool, Manchester, Barrow and Workington have rail connections, with rail freight mainly used for bulk freight including biomass outwards from Liverpool to Drax on the trans-Pennine route. Following their Liverpool2 container terminal development, Liverpool also has plans for container traffic by rail. North-South connectivity is predominantly via the West Coast mainline, but East-West connectivity is also important for freight. Conform with the connectivity study undertaken by the Department of transport, in the are Mersey and North West ports are identified connectivity issues. Manchester’s rail connection which is not operational could be updated and brought back to function for better connections with the country. The Heysham and Garston ports would benefit of a railway line and smart motorway to reduce the congestion time in the peak hours and to raise the capacity handled.
barrow-in-furness heysham heysham
Manchester Liverpool
Garston
key strategic roads rail network Network issues active rail connection rail connection, not operational Other port references: http://www.worldportsource.com/ports/commerce/GBR_Port_of_Liverpool_86.php https://www.peelports.com/port-locations/liverpool https://roadtrafficstats.uk/traffic-statistics-lancashire-m58-bickerstaffe-37947#.X7c6t2j7RPb
https://www.gov.uk/government/statistical-data-sets/port-and-domestic-waterborne-freight-statistics-port#major-port-traffic-by-cargo-type
BREXIT INFLUENCE ON FREIGHTS SUPPLY CHAIN With Brexit taking place in Spring 2021, numerous discussion has been addressed towards the trade and transport of goods, as target prioritisation could exponentially improve freight network The number of goods lifted sow a decrease in both goods imported and exported during the Brexit political uncertainty. The 6% fall could be interpreted in this political context, businesses looking to transport internationally in response to the Brexit preparation. As part of the EU, the UK has benefited from the free trade market that exists between the 28 member states. This benefit will be lost on leaving the EU, resulting in an increase in trade tariffs and more complex customs procedures. This could cause a reduction in UK/EU trade volume, negatively affecting the shipping industry. However, with new global trade deals set to enter negotiation post-Brexit, Liverpool2 is a good example of what United Kingdom have to offer the logistics industry worldwide, enabling the port to trade with America, India and Far East.
AGRICULTURAL PRODUCTION
IMPORT & EXPORT
MANUFACTURING
MANY INDUSTRIES WILL BE AFFECTED BY BREXIT
There are possible positive impacts, concentrating towards local food production and manufacturing, a customer based delivery, and trade with countries outside the EU restrictions.
38% non-UK work force
63% meat industry person-
50% extorts of total agri-
nel from EU
food production
possible positive beneficial impacts
increase in regional food production References: https://www.business-live.co.uk/ports-logistics/liverpools-shipping-heritage-could-become-17032663 https://www.gov.uk/guidance/trading-cites-listed-specimens-through-uk-ports-and-airports-from-1-january-2021 https://www.wallertransportservices.co.uk/industry-news/liverpool2-drives-ahead-logistics-industry/
Businesses can increase customer base deliver
with the removal of the EU import restrictions, possibility to source from non EU sources
LIVERPOOL 2 Despite the decline of some bulk cargo, numerous ports are expecting growth over the next years, in a range of areas including container traffic, automotives and biomass. Ports are investing in increasing their capacity and in offsetting energy sector. Liverpool2 Port
Liverpool2 is a Peel Part’s new deepwater container terminal, with investments over £400 for the container terminal and £100million in biomass silos. The site sits on 16 hectares reclaimed from the sea, and the first phase was completed and functional in 2016, forecasting the completion in 2021. On a 112km radius around Liverpool has the largest volume and density of large warehousing, 28%, of any UK region, 58% of the Uk’s population being closer than around the competing southern ports.
Picture Source, Echo newspaper (https://www.liverpoolecho. co.uk/news/business/peel-ports-offloads-fifth-final-10485144)
The sustainable approach, will reduce considerably the carbon emission, and will create new work, opportunities locally and nationally, estimated 5000. On the other hand, This large development will further emphasis and create new infrastructural and logistics problems, affecting the capacity and efficiency of transport. Of particular concern is the impact this would have on the ability of the North to capture the significant opportunities from planned increases in port capacity. On the other hand.
Liverpool2 Port aerial view
(Source: https://shipsmonthly.com/wp-content/uploads/2019/09/ Aerial-shot-of-Liverpool2-site-looking-south-west-820x547.jpg)
There is no mention of freight movement from road or rail to ship in current government policy. The industry needs more clarity and changes to the grant support system for freight feeder services between ports. Improvements to inland and coastal transport notwithstanding, the port facing a considerable challenge to get more container traffic efficiently through Liverpool2.
economic growth
work opportunities
biomass
Traffic congestion
Larger co2 emission
capital loss
Liverpool2 existing road and rail network
dock expansion
Liverpool docks
References: https://www.peelports.com/capabilities/our-investments/liverpool2 https://www.business-live.co.uk/ports-logistics/liverpools-shipping-heritage-could-become-17032663 https://www.investsefton.com/wp-content/uploads/2014/12/L2-Newsletter-Issue-2-Interactive1-peelports.pdf https://www.vesselfinder.com/news/7677-Official-Opening-Of-Peel-Ports-400-Mln-Liverpool-Container-Terminal-Video https://www.liverpoolecho.co.uk/news/business/peel-ports-offloads-fifth-final-10485144 https://www.ippr.org/files/publications/pdf/gateways-to-the-northern-powerhouse_June2016.pdf?noredirect=1 https://shipsmonthly.com/wp-content/uploads/2019/09/Aerial-shot-of-Liverpool2-site-looking-south-west-820x547.jpg)
SUSTAINABLE freight LONG DISTANCE
Sustainable growth Lower cost of driving electric vans and zero emission road and rail freight may support economic growth with lower environmental impacts, which will be essential to meeting the UK’s climate change targets. Road and rail freight transport is responsible for nine percent of the UK’s greenhouse gas emissions. Competitiveness Zero emission HGVs and vans could have lower operational costs, possibly reducing the costs of freight transport and supporting the UK’s competitiveness and productivity. To reduce the internal port operational cost and environmental impacts, ships could be powering using ofshore liquid natural gas, rather than on board engines while docked at a port. However, infrastructure to support liquid natural gas (LNG) is very capital-intensive, with a long payback period. This necessitates certainty of energy policy and LNG supply into the medium term. As such, the government’s energy policy is of fundamental importance to the northern ports. recent changes in the government’s energy policy have already had significant negative effects upon the ports. Prior to the recent implementation of the Contracts for Difference mechanism for funding renewable energy projects, ports complained of a lack of clarity in how incentives for renewables investment would be ensured in the long term.
INLAND
OFFSHORE
ZERO EMISSION SHIPPING
SHORT SEA
PASSENGER
FERRIES
A modal shift from road to rail and coastal shipping would further reduce the co2 emission and create more sustainable transport. While significant infrastructure investment is required to alleviate the North’s capacity and efficiency problems, a modal shift also requires changes to the grant structures that incentivise freight providers to use particular transport modes. Developing rail- or water-connected multimodal distribution parks, would minims the cost of onward distribution by road, enabling sustainable access to employment and futureproofing for the potential longer-term introduction of low/zero carbon ‘last mile’ distribution solutions. electric train
Zero emission Heavy Weight Vehicles & vans
Rail reduces Co2 emission by
76% compared to road References: https://nic.org.uk/studies-reports/uk-freight/freight-study-impact-and-costing-note/ https://www.ippr.org/files/publications/pdf/gateways-to-the-northern-powerhouse_June2016.pdf?noredirect=1 https://www.networkrail.co.uk/campaigns/sustainability/
co2
Ofshore Ship power with Liquid Natural Gas
gas is produced by 9% ofrailukandgreenhouse road transport
GOODS summary
Land availability LAND
road transport
infrastructure development
The primarily mode of freight in Uk is via the road, 78%, this creating congestion corridors, resulting in delivery delays, production delays, and larger Co2 emission.
With brexit and the Liverpool2 opening, the infrastructure will need to be developed to take upon the Cargo increase, in a efficient, cost effective, and sustainable mode.
Without land, transport would not be possible. It requires land for rails, roads, stations and storage.
Efficiency TIME
Successful freights are efficient in time management, requiring goods connectivity and fast loading &unloading.
Sustainable transport
VALUE Port to inland network Ports and onward connections by rail and road are crucial to facilitate these international Freight movements. Congestion and capacity issues on these networks, even away from ports, can impact on the efficiency of moving goods to markets.
Shifting towards a carbon-free transport would imply large initial investments, however, on a longer run, it will improve the environment and value of life.
Comprehensive policy The industry needs more clarity and changes to the grant support system for freight feeder services between port.
Containerisation TECH
The development in the transport sector has increased the capacity of handling large numbers of containers per year, creating more jobs and revenue.
PERSONAL reflection - Andrea
How will e-societies develop? how can a dispersed society work? how can it can be kept together? what will be the role of AI in the near future?
PERSONAL reflection - Laura
INFRASTRUCTURE DIGITALISATION
LOCAL FOOD PRODUCTION
HOW CAN BE COMBINED DIGITAL INFRASTRUCTURE WITH LOCAL FOOD PRODUCTION TO ENHANCE FUTURE PRODUCTIONS?
personal reflection - SOphie
£££
What is the future heritage? re-purposing infrastructure? the value of heritage & infrastructure?
PERSONAL reflection - zohir
Infrastructure in my mind is a solution to a problem or a tool used to facilitate an idea. Whatever this facilitation may be, it should definitely include the people inhabiting the surrounding location. Yet social value in terms of increased opportunities is valuable, a more integrated approach to the spatial qualities of such infrastructures seem to be lacking within the three towns. My project can initially start to look at the failure of these infrastructures, with specific insight into effects on society, economically and socially. Could digitisation rectify such issues within a piece of infrastructure? What type of infrastructure do the people and town need to improve quality of life or harbour a new mean of opportunity.
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Appendix Demographics
Gender
Ethnicity
Bootle Men: 17610 (48.5%) Women: 18656 (51.5%) Maghull Men: 15313 (48.6%) Women: 16150 (51.4%) Skelmersdale Men: 23627 (48.6%) Women: 24947 (51.4%)
Bootle White: 35279 (97%) Mixed ethnicity: 376 (1%) Indian: 44 (0.1%) Pakistani: 26 (0.07%) Bangladeshi: 30 (0.08%) Chinese: 155 (0.4%) Other Asian: 93 (0.3%) Black African: 91 (0.25%) Black Caribbean: 26 (0.07%) Other black/ Caribbean/ African: 24 (0.07%) Other: 122 (0.3%) Maghull White: 30996 (99%) Mixed ethnicity: 207 (0.66%) Indian: 56 (0.17%) Pakistani: 10 (0.031%) Bangladeshi: 8 (0.025%) Chinese: 72 (0.23%) Other Asian: 41 (0.13%) Black African: 32 (0.1%) Black Caribbean: 13 (0.04%) Other black/ Caribbean/ African: 9 (0.03%) Other: 9 (0.06%) Skelmersdale White: 47676 (98%) Mixed ethnicity: 437 (0.89%) Indian: 176 (0.36%) Pakistani: 44 (0.09%)
Age Bootle 0-15: 7315 (20%) 16-29: 7303 (20%) 30-59: 14197 (39%) 60-84: 6937 (19%) 85-90+: 514 (1.4%) Maghull 0-15: 4823 (15%) 16-29: 3906 (15%) 30-59: 12491 (40%) 60-84: 8661 (27.5%) 85-90+: 782 (2.5%) Skelmersdale 0-15: 10134 (21%) 16-29: 8422 (17.3%) 30-59: 19437 (40%) 60-84: 9837 (20.1%) 85-90+: 744 (1.5%)
Bangladeshi: 4 (0.008%) Chinese: 51 (0.10%) Other Asian: 71 (0.15%) Black African: 45 (0.09%) Black Caribbean: 18 (0.04%) Other black/ Caribbean/ African: 4 (0.008%) Other: 48 (0.09%)
Health Bootle Very good: 15219 (42%) Good: 11373 (31.4%) Fair: 5857 (16%) Bad: 2944 (8%) Very bad: 873 (2.4%) Maghull Very good: 15014 (48%) Good: 10360 (33%) Fair: 4313 (14%) Bad: 1405 (4.5%) Very bad: 371 (1.18%) Skelmersdale Very good: 22636 (47%) Good: 15966 (33%) Fair: 6478 (13%) Bad: 2656 (5.5%) Very bad: 838 (1.7%)
Demographics
Education and Qualifications
Housing types
Bootle Degree or similar: 3442 (9.5%) Apprenticeship: 859 (2.4%) 2+ a levels: 3386 (9%) 5+ GCSE’s, an a-level or 1-2 a-levels: 4895 (13.5%) 1-4 GCSE’s: 4675 (13%) No GCSE’s: 10636 (29%) Other: 1058 (2.9%) No qualifications: 7315 (20%) Maghull Degree or similar: 6586 (21%) Apprenticeship: 1370 (4.4%) 2+ a levels: 3427 (11%) 5+ GCSE’s, an a-level or 1-2 a-levels: 4416 (14%) 1-4 GCSE’s: 3754 (12%) No GCSE’s: 6174 (20%) Other: 913 (2.9%) No qualifications: 4823 (15%) Skelmersdale Degree or similar: 7874 (16%) Apprenticeship: 1314 (0.2%) 2+ a levels: 4589 (9.4%) 5+ GCSE’s, an a-level or 1-2 a-levels: 6462 (13%) 1-4 GCSE’s: 5965 (12%) No GCSE’s: 10495 (22%) Other: 1741 (3.6%) No qualifications: 10134 (21%)
Bootle Detached: 563 (3.4%) Semi-attached: 4576 (27.5%) Terraced: 8593 (52%) Flat: 2873 (17%) Maghull Detached: 2438 (18.6%) Semi-attached: 8703 (66.5%) Terraced: 1060 (8%) Flat: 871 (6.6%) Skelmersdale Detached: 4637 (22%) Semi-attached: 5753 (28%) Terraced: 7910 (38%) Flat: 2374 (11.5%)
RENTED: OTHER SOCIAL: 377 (3%) RENTED: PRIVATE LANDLORD: 772 (6%) Shared ownership: 35 (2.7%) Rented: from council: 158 (1.23%) Rented: other: 110 (0.85%) RENT free: 108 (0.84%) Skelmersdale Owned Outright: 5328 (27%) Owned with mortgage: 7487 (3705%) Rented: from council: 4285 (21.5%) RENTED: PRIVATE LANDLORD: 1897 (9.5%) RENTED: OTHER SOCIAL: 462 (2.3%) Shared ownership: 68 (0.34%) Rented: other: 184 (0.92%) RENT free: 264 (1.32%)
Housing occupancy
Bootle 1 person: 5993 (37%) 2 people: 4660 (29%) Housing tenure 3 people: 2610 (16%) Bootle Owned Outright: 2986 (18.5%) 4 people: 1809 (11%) 5-6 people: 945 (5.9%) Owned with mortgage: 4214 (26%) 7-8+ people: 78 (0.5%) RENTED: OTHER SOCIAL: 4438 (28%) RENTED: PRIVATE LANDLORD: 2453 (15%) Maghull 1 person: 3376 (26%) Shared ownership: 126 (0.78%) 2 people: 4581 (36%) Rented: from council: 1521 (9.5%) Rented: other: 158 (0.98%) 3 people: 2216 (17%) 4 people: 1976 (15%) RENT free: 199 (1.2%) 5-6 people: 684 (5.3%) Maghull Owned Outright: 5934 (46%) 7-8+ people: 28 (0.2%) Owned with mortgage: 5367 (42%)
Demographics Skelmersdale 1 person: 5557 (28%) 2 people: 6730 (34%) 3 people: 3484 (17.4%) 4 people: 2833 (14%) 5-6 people: 1305 (6.5%) 7-8+ people: 66 (0.03%)
Employment Social grade Bootle AB: 862 (7%) C1: 3458 (28%) C2: 2518 (21%) DE: 5473 (45%) Maghull AB: 1782 (22%) C1: 3130 (39%) C2: 1904 (23%) DE: 1304 (16%) Skelmersdale AB: 2354 (16%) C1: 3924 (26%) C2: 3209 (21%) DE: 5569 (37%)
ECONOMIC ACTIVITY
Bootle FULL-TIME: 8712 (33%) PART-TIME: 3779 (14%) SELF-EMPLOYED: 1319 (5%)
UNEMPLOYED: 2217 (8%) FULL-TIME STUDENT: 2143 (8%) RETIRED: 3553 (13%) LOOKING AFTER HOME OR FAMILY: 1344 (5%) LONG TERM SICK OR DISABLED: 2833 (11%) OTHER: 807 (3%) Maghull FULL-TIME: 9070 (39%) PART-TIME: 3352 (15%) SELF-EMPLOYED: 1986 (10%) UNEMPLOYED: 697 (3%) FULL-TIME STUDENT: 1680 (7%) RETIRED: 4390 (19%) LOOKING AFTER HOME OR FAMILY: 515 (2%) LONG TERM SICK OR DISABLED: 855 (4%) OTHER: 596 (3%) Skelmersdale FULL-TIME: 13446 (38%) PART-TIME: 4951 (14%) SELF-EMPLOYED: 2742 (8%) UNEMPLOYED: 1993 (5%) FULL-TIME STUDENT: 2731 (8%) RETIRED: 5219 (15%) LOOKING AFTER HOME OR FAMILY: 1555 (4%) LONG TERM SICK OR DISABLED: 2071 (6%) OTHER: 665 (2%)
EMPLOYMENT INDUSTRY
Bootle RETAIL: 2498 (31%) HEALTH: 2115 (26%) PUBLIC ADMIN AND DEFENCE: 1447 (18%)
CONSTRUCTION: 1057 (13%) MANUFACTURING: 1032 (13%) Maghull RETAIL: 2263 (26%) HEALTH: 2207 (25%) EDUCATION: 1587 (18%) PUBLIC ADMIN AND DEFENCE: 1530 (6%) CONSTRUCTION: 1249 (14%) Skelmersdale RETAIL: 3849 (28%) MANUFACTURING: 3036 (22%) HEALTH: 2863 (21%) EDUCATION: 2237 (16%) CONSTRUCTION: 1574 (12%)
RELATIONSHIP STATUS Bootle SINGLE: 13152 (46%) MARRIED: 9435 (33%) DIVORCED: 3154 (11%) SEPARATED: 1041 (4%) WIDOWED: 2130 (7%) SAME SEX: 39 (0.13%) Maghull SINGLE: 7568 (28%) MARRIED: 14391 (54%) DIVORCED: 1836 (7%) SEPARATED: 437 (1.6%) WIDOWED: 2384 (9%) SAME SEX: 24 (0.1%)
Demographics Skelmersdale SINGLE: 13011 (34%) MARRIED: 17651 (46%) DIVORCED: 3749 (10%) SEPARATED: 1190 (3%) WIDOWED: 2783 (7%) SAME SEX: 56 (0.15%)
COUNTRY OF BIRTH Bootle ENGLAND: 34494 (95%) WALES: 204 (0.6%) SCOTLAND: 223 (0.6%) NORTHERN IRELAND: 117 (0.3%) REPUBLIC OR IRELAND: 171 (0.5%) EUROPEAN UNION: 476 (1.3%) OTHER: 5813 (1.6%) Maghull ENGLAND: 30193 (96%) WALES: 244 (7%) SCOTLAND: 255 (0.8%) NORTHERN IRELAND: 104 (0.3%) REPUBLIC OR IRELAND: 146 (0.5%) EUROPEAN UNION: 186 (0.06%) OTHER: 335 (1%) Skelmersdale ENGLAND: 45250 (93%) WALES: 325 (0.6%) SCOTLAND: 522 (1%) NORTHERN IRELAND: 227 (0.5%)
REPUBLIC OR IRELAND: 173 (0.4%)
EUROPEAN UNION: 1435 (3%) OTHER: 642 (1.3%)
tech/ land/ value