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It is difficult to fully understand the role that sport plays in contemporary global society without understanding how and why governments, NGOs and other organizations formulate and implement policy relating to sport. The Routledge Handbook of Sport Policy is the only book to offer a comprehensive overview of current perspectives, techniques and approaches to the analysis of sport policy around the world. The book introduces a diverse range of approaches to policy analysis across the full range of political and societal contexts, including developed and developing economies; state-centric, mixed economy and market-led systems, and both liberal democracies and political systems characterized by a dominant elite. It is arranged into five sections addressing the key topics and themes in the analysis of contemporary sport policy, including: theory and its implications for methodology, globalization, governance, partnerships and networks, elite sport policy, development, sport and joint policy agendas, sport policy and social theory. With contributions from leading policy analysts around the world, including Europe, North America, the Middle East and Asia, this book is important reading for any student, researcher or professional working in sport management, sport development, sport and society, or mainstream public policy, policy analysis or social policy.

So Nissan has decided to remain in the UK; how soon and how much new investment will take place here remains to be seen; but Nissan keeping its existing assets going is good news, for now. How far its operations remain oriented to Europe or become more UK-focused will be interesting to observe.In truth, with even the thin UK-EU deal which was agreed at the end of 2020, Nissan was always much more likely to stay than go. Nissan made clear that without the deal, the plant would have closed; even so, this is not winning the Premier League – it is staying in it, with difficulty, rather like Burnley seems to do each year.

As the UK's automotive manufacturing sector copes with the administrative burden of Brexit (fortunately without tariffs and with no limits, as yet, on EU market access) and emerges from COVID-induced economic slowdown, the lack of semiconductors (chips in common parlance) is hitting the industry where it hurts – in its supply chain run on just-in-time principles. Global forces are having as big an impact on UK production as any Brexit-induced shocks have had to date.

Speaking to the FT from a Westminster café, rather than the gilded rooms of the Treasury, Sajid Javid told UK businesses that they had had three years or more to prepare for leaving the EU so they should be ready for the UK to no longer follow EU rules.The country will no longer be a rule taker.

Recently the rather unusual plans of a new entrant into automotive manufacturing –Ineos –to make SUVs in Wales have been paused (for which read almost certainly cancelled); shortly after this news came reports that a fledgling –but as yet not fully funded –British start-up, Britishvolt, would build a gigafactory for in Wales, near the new Aston Martin plant. One piece of bad news quickly followed by a piece of potentially good news.Maybe, or maybe not.

As the UK economy is slowly released from its lockdown, the free-market-oriented Conservative government is facing up to having to a change in strategy, involving a degree of state involvement or direction across huge swathes of the economy; this would be an anathema to many on the right of UK politics.

Amidst the economic, political and social confusion which COVID-19 has generated, car companies have –a few exceptions (Aston Martin, Lotus and McLaren) apart –stopped production.

While the UK political system has ground to a halt amidst the ongoing Brexit saga (with no certainty that Thursday's upcoming general election will solve the problem), the once dynamic vehicle manufacturing sector has entered a period of potentially inexorable decline.

One of Brexit's biggest cheerleaders, billionaire Jim Ratcliffe, the man who founded Ineos Chemicals and who took over the controversial Sky cycling team, has committed to making his long-heralded Grenadier, the so-called spiritual successor to the Land Rover Defender, in Wales.

This is an Accepted Manuscript of an article published by Taylor & Francis in International Journal of the History of Sport on 1st March 2013, available online: http://dx.doi.org/10.1080/09523367.2013.765721 ; The issue of athlete 'dual careers' in elite sport and education or work has received increasing attention over recent years from a whole range of stakeholders. In particular the European Commission has engaged in research and dialogue with a range of stakeholders over the past decade, fuelled in part by the development of a 'soft' competence in sport in Article 165 of the Treaty of Lisbon which came into effect in December 2009. This paper traces the nature of the European Union's interest in this policy issue and in particular the rationale for, and the manner of, EU involvement. Two principal rationales exist for the protection of athletes' access to education and vocational training, namely (a) a rights-based discourse in which athletes are seen to be denied access to education and vocational training which are protected for other workers or citizens; and (b) a performance-based discourse in which the athlete's ability to perform in athletic terms is enhanced by virtue of their access to educational opportunities. The paper reviews the relevance of these two rationales, and argues that although the EU engagement with dual careers might rest not on a sports competence but on prior competences relating to workers' rights and the protection of minors, the identifying of a performance rationale for supporting dual careers may be important in terms of engaging coaches and administrators.