CityMetric Advent 11: The town where goat-based arson is a Christmas tradition

The 2005 goat, shortly before someone burnt it. Image: Broken Haiku on Flickr, licenced under creative commons.

The Yule Goat is a Scandinavian tradition which involves making a great big goat out of straw and tying red ribbons round it. It seems to have started out life as some kind of harvest offering linked to Thor, whose preferred method of transport was a goat-drawn chariot. In the pre-Santa 19th century, Swedish people sometimes used to dress as goats to deliver presents. The Yule Goat, in other words, is a symbol of warmth, a symbol of generosity, a symbol of plenty.

The Gävle Goat, by contrast, is a symbol of a stubborn refusal to accept the blindingly obvious fact that people really like setting fire to giant goats made of straw. It stands as a monument to man's pigheaded stupidity.

A bit of background here. In 1966 Stig Gavlén, an advertising consultant living in the eastern Swedish city of Gävle, came up with the idea of adorning the town with a giant yule goat in place of a public Christmas tree. 


With the help of some local bigwigs, he made this dream a reality. The goat was 13 metres tall, 7 metres long and weighed three tonnes. It stood proudly in the city's town square for the whole of December.

Then, on New Year's Eve, someone burnt it down.

No matter, you might think. Christmas was over, it was insured, and, anyway, these things happen if you built a giant goat out of straw. So a local business group took over the sponsorship of the goat, and agreed to build a new one next year.

All was fine for a couple of years but, in 1969, it burnt down again. In 1970, it burnt down again: that time it lasted all of six hours. The business lobby group, a bit sick of seeing its goat go up in flames, stopped sponsoring it. But someone else took over, and the goats kept burning.

The Gävle Goat Wikipedia entry is, very possibly, the greatest page on the entirety of the internet. It's pretty well footnoted but, as ever with Wikipedia, salt must be taken. Nonetheless, some extracts:

1972: The goat collapsed because of sabotage.

1974: Burnt.

1976: Hit by a car.

1978: Again, the goat was kicked to pieces.

1979: The goat was burnt even before it was erected. A new one was built and fireproofed. It was destroyed and broken into pieces.

...and on it goes. In 1983, the legs are destroyed. In 1985, the town erects a 2 metre high metal fence, hires security and leaves soldiers from the local infantry regiment on guard. It lasts until January, then it burns down.

In 1986, apparently not put off by any of this, the business lobby decide they want a piece of the action once again, and start building their own goat. From then onwards, some years, there are two goats. That just means there are twice as many goats to burn.

By 1988 the burning of the goat has become such a tradition that, a thousand miles away in England, people are placing bets on when it will go up in smoke. In 1998 there's a major blizzard on the night of 11 December, and the volunteer guards go to get some coffee on the assumption that you can't burn a goat in a snowstorm. This assumption turns out to be wrong.

The remains of the goat. 12 December, 1998. Image: Wikimedia Commons.

In 2001, a guy from Cleveland Ohio, who's only in the country for three weeks, burns the goat again, because he thinks it's part of the tradition, and it's worth quoting Wikipedia once again on this:

The court confiscated Jones's cigarette lighter with the argument that he clearly was not able to handle it. Jones stated in court that he was no "goat burner", and believed that he was taking part in a completely legal goat-burning tradition.

In 2005 the goat is burned by two guys, one dressed as Santa and the other as the gingerbread man. By 2006 they're storing the goat in a secret location. They need a secret location for their giant straw goat.

In 2013, they soaked the goat in an anti-flammable liquid. Guess what happened on 21 December?


In all, something like half the goats built in Gävle since the tradition began have burnt down. Another chunk have been destroyed in some other way. The survival rate for these things is barely one in three.

On, and in 1968 a couple had sex in it, but apparently that time it survived.

There are two lessons here. One is that festive traditions are pretty mutable. The Gävle authorities think the tradition is erecting the giant Yule Goat. Everyone else thinks the tradition is trying to set fire to it. Both these traditions have co-existed happily, sort of, for nearly half a century.

The other lesson is that people really like setting fire to goats.

For those who are interested in the fate of the goat this year, the authorities have helpfully set up the Gavlebocken Twitter feed. "I’m the biggest straw goat in the world," it says. "Follow my struggle to survive arson attacks."

At time of writing, the goat is still there. 

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This is how hosting the paralympics can help make cities more accessible

Some of Britain's paralympians wave to the crowds during the London 2012 victory parade. Image: Getty.

In September 2016, 4,350 Paralympic athletes will arrive in Rio de Janeiro to compete for medals across 23 different sports. The games in Rio have a lot to live up to. London’s 2012 Paralympics proved to be a magnet for sponsorship, and competitors have said that the crowds – and their enthusiasm – were unparalleled.

But there’s another respect in which the 2012 games set the standard for future Paralympic tournaments: it made the host city itself more accessible.

In order to secure their bid for the London 2012 Olympic and Paralympic games, organisers had to make two key promises to do with transport. One was to make public transport a key part of their sustainability agenda. The other was to make London 2012 more accessible than any previous games. London 2012 was planned as a public transport-driven games, and the London Organising Committee of the Olympic and Paralympic Games (LOCOG) took action to maximise its usage.


The challenges

To live up to their promises, the committee had to overcome a number of challenges. Parts of London’s transport system had to undergo a radical overhaul. The commitments also had major implications for venue design, equipment and even the workforce of the games. And because the idea of “legacy” was central to all of the preparations for the games, the solutions put in place needed to work over the long term – not just the main event.

When LOCOG started its work, disabled people’s confidence in using the public transport network was very low, so there was a need to change people’s perceptions through advertising. The demand from disabled people to attend the Paralympics was higher than expected, but organisers did not know what sort of mix of disabled spectators they needed to plan for. For example, while they knew that many groups of wheelchair users would be arriving, they did not know how many would be using electric wheelchairs, manual wheelchairs or scooters – each of which has different requirements for travel.

Finally, the transport system needed to be flexible enough to accommodate the extra short-term influx and diverse needs of disabled people, and revert back to more “standard” operations after the event. For a transport system first developed in the mid-1800s, these were no small demands.

Queensway tube station, circa 1900. Image: Pigsonthewing/Wikimedia Commons.

The London Underground – commonly known as “the tube” – was the first underground rail network in the world. At some points, the tracks are almost 60m below ground.

Modernising such a system involves working around complex arrangements of existing infrastructure. For example, adding a two-lift shaft to Green Park station in central London in time for the games required engineers to build a straight path between pedestrian tunnels, escalators, stairwells and the platforms themselves – not to mention finding the least disruptive times to carry out the developments and space to store the construction equipment.

Such logistics meant that it was impossible for LOCOG to create new accessible entrances into all of the stations. Nevertheless, the organising committee worked with Transport for London, the city’s transport authority, to adapt the public transport system and improve accessibility.


The changes

Evidence such as wheelchair ticket sales, pre-booked journeys and increased lift usage suggests that many more people with disabilities were using public transport throughout the games. Tactile paving and protective walls at the platform edges made the system safer for the visually impaired. And 66 of London’s 270 functioning tube stations were fitted with step-free access (the overground DLR system was already fully accessible).

In many stations – particularly on the Piccadilly line – the issue was the height difference or the gap between the platform and the carriage floor. Changing the position of the platforms would have been disruptive and costly. So instead, platform ramps were installed across four stops on the Piccadilly line, while manual ramps were provided at 16 strategic stations, to make it easier for wheelchair users to get on and off the train.

These ramps not only benefited disabled people but could be used by the wider community, including parents with pushchairs and tourists with suitcases. They were left in place after the games as part of LOCOG’s legacy commitment – and, since then, they have been added to 28 more stations.

Of course, there’s still much to be done before London can be a truly accessible city – a fact highlighted by Paralympian Hannah Cockroft, who challenged London mayor Boris Johnson to spend a day navigating the tube in a wheelchair (he declined). And there are concerns that the momentum toward further improvements is waning.

But London 2012 still marked a major leap forward in disabled access to public transport. Through a combination of controlled traffic management, communication with Londoners and collaboration with industry partners, LOCOG was able to develop practical and efficient transport solutions. These did more than fulfil the transport requirements for the Olympic and Paralympic Games: they also left a legacy value for Londoners to enjoy, and set a new standard in games-time transport.

Now, Rio is taking the challenge to heart, by launching projects to improve accessibility in the city ahead of the 2016 Olympic and Paralympic Games. Indeed, British experts have been actively involved in helping to transfer the learning from London 2012 to improve accessibility for Rio 2016.

Rio has a golden opportunity to seize this legacy opportunity and set even better standards. Let the games begin.

David Bamford is professor of operations management at the University of Huddersfield.

This article was originally published on The Conversation. Read the original article.