How Europe’s industrial cities bounced back from the brink

Bilbao, the phoenix from the ashes. Image: Getty.

From Sheffield to Torino, Lille to Leipzig, Belfast to Bilbao, Europe’s industrial cities are no strangers to hard times. Faced with depleted resources, plummeting populations and urban degradation, these cities struggled to round a corner. But somehow, around the turn of the century they recovered and began to flourish. The 2008 bank crash and the eurozone crisis dented their progress, but couldn’t stall it completely.

I have spent the last 20 years seeking to understand how the cities of Europe’s industrial heartlands backed away from the brink of ruin and recaptured their former glory. I discovered a strong common thread of industrial collapse, reinvestment and pulling through in spite of austerity.

The origins of industry

The north of England was the cradle of the industrial revolution, which swept like wildfire across Europe in the 18th and 19th centuries. By the time World War I had begun, hundreds of cities were in the grip of super-fast machine production, based on extraction, burning and waste dumping. It took two centuries, two world wars and many booms and busts for the industrial giants to run out of steam.

Knocking off in industrial Belfast. Image: Wikimedia Commons.

Yet by the 1980s, Europe’s mines were depleted; its land, water and air were poisoned. Unemployment rates were rocketing, factories were closing and migrant workers were no longer needed for cheap labour in factories. The populations of European cities, where industry had dominated, started to decline. Urban areas began to sprawl, as people sought to escape the grime and poverty of city centres.

Suddenly, there was too much of everything – too much subsidised housing, too many cars, too many factories, too many jobless people. Housing abandonment accelerated, ad city leaders woke up to their towns' “slow death”. Although many moved away to more prosperous cities, the large majority of people were stuck.

New beginnings

Gradually, new ideas emerged: new visions, enterprises and energy. Cities could be reshaped for the new economy; less energy-intensive, more service-based, more broken up and modern.

European governments opted to reinvest: after all, former industrial cities had produced most of the continent’s wealth. But they had also borne most of its growing pains and suffered the most extreme damage. There was no opposition to a hefty pay-back for cities which had become poor almost overnight.

Former industrial cities had immense (if worn out) assets: imposing civic structures, town halls, concert venues, public libraries and swimming baths, universities, hospitals, parks and public squares, railways, canals, rivers and above all, technical skill – now hugely undervalued.

These decayed and neglected assets promised a post-industrial rebirth, unique to former industrial cities. Heritage became a starting point for recovery, as cities displayed their grit and determination to recover “with dignity”. The vast infrastructure of these smaller cities has proved remarkably resilient in the makeover.

Getting smart

Old and new: Shoreham Street, Sheffield, by Project Orange. Image: Jack Hobhouse.

Investors were drawn by old and new attractions, but they also need quality housing for skilled new workers. Again, cities proved resourceful. Old neighbourhoods – often poor, run down and unpopular – had hidden potential. The terraced streets, courtyard blocks, modernist flats and houses invited major reinvestment and upgrading. Their environments and facilities needed intensive care and hands-on management; a new field of caring enterprise grew for underemployed city residents.

Residents were heavily involved in this laborious and costly process of renewal, as they stood most to gain. De-industrialisation created space and capacity for incomers who were not ultra-gentrifiers, but more the “urban pioneers” who reoccupy and upgrade neglected city spaces – old neighbourhoods, city-centre apartments and empty shop fronts. These people work in the city, create a demand for local services and, in doing so, bring service jobs to underemployed areas.

Universities were also valuable anchors. Their engineering schools trained designers and producers, managers and makers. Their pioneering and applied research spread into new fields, encouraging youthful start-ups among their bright graduates. Major companies sponsored new breakthroughs, research and development.

Their experimental laboratories rode the waves of new technology, bio-engineering, environmental innovation – breakthroughs that are today shaping a more sustainable future. Expanding student populations and enterprise led to radical breakthroughs into a new low-energy, low-waste and low-impact industrial era.

Success stories

Sheffield’s advanced manufacturing, super-precision machine making, super hard, strong and light blade expertise are now deployed in wind and nuclear. Thousands of SMEs in the city are driving the new economy. One has invented a new battery that is cheaper, more efficient, lighter and faster to recharge – a longed-for breakthrough for electric cars.

Belfast symbolises the drama and scale of the reinvention. Torn by civil and political strife for 30 years, it has used its Titanic fame (or infamy) and its battle-torn streets to create a new kind of urban-industrial tourism, using past disaster to build a better future. Belfast’s giant Titanic Dock is being reused to engineer the world’s first commercial sea turbine, strong enough to generate continuous energy from the tidal power of Northern Ireland’s Strangford Lough.

Torino, Leipzig, Bilbao, Lille and St Etienne have created their own breakthroughs in energy-saving district heating, decontaminating heavily polluted industrial sites, mainstreaming electric car production, designing hydrogen buses and ultramodern trains and planning for 100 per cent conversion to renewable energy.

All these cities rely heavily on small and medium-sized enterprises, many of which survived the industrial crisis. This model of small-scale survival and reinvention has served the “weak market cities” well. Their populations have slowly recovered, jobs have returned and they have found new ways of making and doing which reuses what is already there – starting with their civic infrastructure, and spreading to poorer neighbourhoods. They are re-skilling their people, as well as restoring their homes.

Along the way, the shrinkage in global resources, the urgency of climate change, the potential of green energy illustrates the need for the circular economy – where we only take out what can be restored. Europe’s former industrial cities are developing new ways to recycle, remake and regrow, as well as pioneering renewable technologies. For the world’s smallest continent, these cities are the future.The Conversation

Anne Power is professor of social policy at the London School of Economics and Political Science.

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



Why is it acceptable to kill someone? On the mysterious history of Britain’s road death toll

A London speed camera, 2004. Image: Getty.

A decade ago I became fascinated by a graph. This one:

I had been tracking the underlining data for years. The figures were easy to remember. Every year it was 3,500, plus or minus a percentage point or two.

Yet when the 2008 data was released, it had fallen to 2,538. This was 1,000 less than the figure in 2003. I plotted the above graph, and as I said, I became fascinated.

Because this is a really important graph. This is a plot of the number of people killed on Britain’s roads each year.

In Great Britain, collectively, we used to kill nearly 3,500 people on our roads every year. Consistently or, dare I say it, boringly: 3,500 deaths a year, 10 a day. It was accepted, in a, “Well yes it’s bad, but what can you do about it” kind of way. There was no clamour for change. Newspapers weren’t running headlines about the deaths mounting up, as they do with knife crime.

Meanwhile a train crash would be front page news for a week. Take the train that derailed at Hatfield on 17 October 2000, a tragedy in which 4 people died. That led to huge media interest, massive upheaval on the railways, and, ultimately, as the re-nationalisation of Railtrack, whose failings had caused the crash. Yet more than twice as many people will have died on the roads that day. Nothing was written about those deaths. Nothing changed.

In 2000, four people died in train crashes, while 3,409 died on the roads.

Here are those figures again.

1997 – 3,599 people killed on our roads

1998 – 3,422

1999 – 3,423

2000 – 3,409

2001 – 3,450

2002 – 3,431

2003 – 3508

But, in 2004 the figure dropped below 3,400 for the first time, to 3,221. Then in 2005 to 3,201.

2006 – 3,172

2007 – 2,946

Below 3,000! This was change. Significant change: 500 lives a year were not being lost. If you use Britain’s roads, your life may have been one of them.

2008 – 2,538

2009 – 2,222

When the 2010 figures came out I was amazed by the headline figure: 1,857.

That’s still far too high, of course, but it was 1,701 lower than seven years earlier.

This was a major story that deserved a ton of coverage, which it failed to get. Having shown no concern for when we were killing 3,500 people, it wasn’t overly surprising that the fact we were now killing 1,700 fewer wasn’t celebrated.

At any rate, the graph had flat-lined for years, then, in half a dozen years, it halved. Why?

The lack of media coverage resulted in an absence of answers. One commentator, Christian Woolmar, observed that there was no clear answer to why this had happened. But he went on to point out that there had been a fall in the average road speed over this period.

My anticipation of the 2011 figures troubled me, because I expected them to go up. Obviously I didn’t want them to: I desperately want zero deaths on our roads. But something happened in 2010 that I was sure would lead to more fatalities and bring a halt to the falling trend.

I was right. In 2011 we killed 1,901.

Sometimes, being right is shit.

The news was better in 2012. The fatality rate was 1,754. So was the 2011 figure just a blip, due to some significant snowfalls that year? No: the trend was over.

The number of people killed on our roads has remained stuck in the 17 hundreds. 

2013 – 1,713

2014 – 1,775

2015 – 1,732

2016 – 1,792

2017 – 1,793

2018 – 1,782

We have returned to a flatline on the graph – and if anything, I’m more fascinated now than I was before. Road deaths flatlined at 3,500 for years, then fell sharply, then flatlined again at half the rate.

This can’t have happened by accident. I wished I could explain it. I wish we could repeat it. No: I wish the second flatline hadn’t happened, and the fall had continued. If the rate of fall had continued, we’d have reached zero deaths on the road by now. You’d be right to question whether this is possible – but if you can half the number in a few years, why can’t we eradicate them altogether? The railways are an example of what is possible. The last time a passenger died in a train crash on Britain’s railways was in 2007.

It was time to figure out the answers to two questions. Why did the death toll fall? And why did it stop falling?

The obvious reason for a reduction in deaths on the road is the improvement in car safety features. This could create a gradual fall in the death toll as new, safer cars replaced older ones. But I’m not sure it can explain a 40 per cent fall over a 4 year period.

There’s a way to check whether cars on the road became almost twice as safe between 2003 and 2010: you can compare the figures with the rest of the EU. Car safety features are international, and any new feature would have appeared around the same time across the continent.

So I found the EU figures for 2000 to 2017, indexed for 2000 and plotted the graph for multiple countries. It was a busy graph. For clarity the following graph only includes Britain, Germany, France, Spain and Italy along with a straight line drop for comparison.

The good news is that things are improving across Europe – but no country had quite the same trajectory as Britain. They all have a fall much closer to a straight line of the sort you’d expect a general improvement in car safety would produce.

One thing I did notice is that, from 2013, these five countries stop falling. The technology based solutions of recent years, such as automatic emergency braking, don’t appear to be saving lives as of yet.

So, yes, cars are safer – but that doesn’t seem to explain why British roads suddenly became 40 per cent safer between 2006 and 2010.

In 1999, the New Labour government announced that it was going to reduce deaths on our roads. The target was a 50 per cent reduction by 2010. As you now know, it succeeded. This was a major achievement for a government. The kind of thing you would bang on about all the time. “Deaths on our roads halved by Labour!” But the party wasn’t in government when the 2010 figures were released – and it’s hard to take credit for your achievements from the opposition benches.

That it was government policy is not a full explanation, and how this happened is a little opaque. From what I can gather there was a wide ranging approach. The fire and rescue service changed their practices: because they recognised that survival rates were directly dependent on how quickly people got to hospital, this became the priority. Disturbing a police crime scene was allowed if it saved a life. Accident black spots were located, highlighted and safety measures implemented. Throughout that period road safety campaigns focused on speed, with “Speed Kills” being the dominate message for that decade. The government also changed the laws on speed cameras.

RoSPA, the Royal Society for the Prevention of Accidents, has a lot to say about speeding and speed cameras. Its “Speed Camera Factsheet” states that, “Cameras are a very effective way of persuading drivers not to speed, and thereby reducing the number of people killed and seriously injured.” It reports that an independent review published by the Department for Transport (DfT) in 2005 said that “cameras significantly reduce speeding and collisions, and cut deaths and serious injuries at camera sites”, adding that cameras sites were delivering 100 fewer deaths per year.

Cameras first appeared in 1991, and revenue from court fines and fixed penalties went to the Exchequer. However in 2000 a trial scheme saw local councils keep the fines to pay for the cost of speed and red-light cameras. The pilot was so successful that, in 2001, legislation enabled this to happen across the country. The cost of providing and operating cameras moved from the local authority to the law breaking motorist.

The golden age of the speed camera had begun.

There was a tweak to this legislation in 2007. Fines reverted back to the Exchequer’s piggy bank. The DfT switched to funding cameras through a road safety grant. The intention was to create a greater mix of road safety measures agreed between local authorities and the police.

The number of people killed on British roads in 2007: 2,946

The number of people killed on British roads in 2010: 1,857

So perhaps the creation of the Road Safety Grant had a significant impact.

The second question: why did the death toll stop falling?

In 2010 I was unaware of Labour’s target to halve deaths on the roads. But, the change in government was enough for me to predict that the fall was over.

When the Tory/Lib Dem government negotiated its way into power in May 2010, the press declared that it was the end of the horrible nanny state – a return to personal freedom, liberty and the rule of common sense.

The way that this was to play out in real practical terms was on our roads. The evil speed camera was in the firing line. The narrative was that these cameras were just there so councils could extract cash from the poor public. Completely ignored were the facts that the fines were only handed down to dangerous, law-breaking drivers, and that councils no longer got the cash from fines.

Soon after the election the coalition government said that “Labour's 13-year war on the motorist is over” and pledged to scrap public funding for speed cameras. The Road Safety Grant to local authorities was cut from £95m to £57m. This meant that the government was now receiving an estimated £40m more raised in fines than it was spending on road safety. The cut to the grant reduced the camera maintenance budget by 27 per cent. It removed all the funding for new cameras, speed humps and other safety measures.

And the golden age ended.

Councils across the country announced their change of policy. Oxfordshire County Council switched off its speed cameras on 1 August 2010. Money was saved; lives were lost.

Eight months later, on 1 April, Oxfordshire’s cameras snapped back into life when the council reversed its decision because deaths on the county’s roads had immediately increased.

Turning off speed cameras sent out the message that we were no longer taking speeding seriously. The road safety campaigns changed their focus. The message that Speed Kills fell away and was replaced by drink- and drug-driving messages. It’s easy to miss that these campaigns move from encompassing virtually every driver to targeting a minority. A switch from confronting a socially acceptable behaviour to re-enforcing something already unacceptable. The state is no longer challenging everyone to be safe – only the small minority of bad people.

Yet speed still kills. The World Health Organisation states that an increase in average speed of 1 km[h typically results in a 3 per cent higher risk of a crash involving injury, with a 4–5 per cent increase for crashes that result in fatalities.
The majority of safety measures installed before 2010 remain in place and are saving lives. But with the funding gone councils are no longer installing new measures and the death toll is no longer falling.

So you can make a strong case that the pattern of road deaths was the result of government policy.

Which begs the question of our government: why has it accepted that it’s OK to kill, or be killed, on our roads?