The next phase of the Preston Model is the Public-Commons Partnership

The famous bus station in Preston, an obligatory inclusion in all stories about the Preston model. Image: Getty

With the erosion of NHS hospitals, G4S’s disastrous private prison scandal, and the collapse of Carrillion, the funeral for Public-Private Partnerships (PPPs) is long overdue.

So, what’s next? Building on the Preston model, we need local solutions of ownership and governance that can be both more democratic, easily scaled up, and effectively scaled out.

That’s what we’ve proposed in a new report on collective ownership and local governance for Common Wealth. “A joint enterprise structure that involves unions, social movements, and local government offers an incredibly useful institutional framework,” explains Preston Cllr Matthew Brown. “Public-Common Partnerships present an opportunity for local people to have a stake in how economic decisions are made in their area.”

A left-institutional turn needs a collective approach to decision-making for local energy systems, large-scale public housing, and infrastructure such as water, transport and food production and distribution. We’ve developed the idea of Public-Common Partnerships (PCPs) to address this need while linking local wealth-building ownership initiatives across the UK. 

This is how it would work: at the centre of a PCP is the Commons Association made up of citizen-owners. The Commoners Association would govern the PCP jointly with state government of the appropriate level, in partnership with a third group – a project-specific coalition of experts and stakeholders, from unions to experts in the field.

Like the procurement policy in Preston, PCPs reinvest gains back into the community, taking a substantial proportion of the surplus generated for its own growth, while the rest goes to capitalize other collective ownership schemes. 

Take, for example, the proposed Greater Manchester Energy Company. Called for by mayor Andy Burnham and developed by the GM Low Carbon Hub, local interpretations of economic and political risk are serving to lance any more ambitious and innovative models of ownership and governance.


An alternative solution would be a collectively owned energy company, co-governed by local residents in a commoners association, the Greater Manchester Combined Authority, and a stakeholders panel made up of energy and environmental experts, along with local trade unions representing energy workers. The company could reinvest surpluses in other climate mitigating Public-Common Partnerships building the kind of self-expanding circuit that problems the size of climate change demand.

This isn’t a model of top-down centralized State ownership – the Commons Associations are at the helm. Neither is it completely novel. One model to look at is BEG Wolfhagen, a German energy cooperative owned by citizens in a small town in the region of Hesse. These citizens get an annual dividend and make the decisions about how profits from the energy company are reinvested.

Although they all differ in reality, there are a wealth of examples – from Eau de Paris, the Parisian water company that was brought back into public control in 2010, to the Sacramento Municipal Utility District – that challenge conventional thinking and practices of how to successfully govern major utilities. 

Cooperatives are a time-tested governance structure. What makes PCPs different is the way they actively work to definancialise initiatives by creating a self-expansive circuit of PCPs across the country, bypassing reliance on the financial system and more equitably distributing wealth across the country. Unlike a PPP run by say, Carrillion, profit isn’t the driving force. Instead of a financialised system with off-balance sheet liabilities and value syphoned off by corporate investors, equity and democratic control would be held by local people.  

The times require a fundamental challenge to the dominant assumptions about how our infrastructure should run, and how our towns and cities should grow. Building on experiments in collective ownership and governance, such as those found in the Preston model, we believe PCPs can be a load-star for progressive bottom-up planning. Collective ownership in a co-governance structure offers a training in democracy, where residents get to decide the metrics of success in their own communities.

With calls to ditch GDP as a measurement of growth, we can reorient our economic thinking towards determining the common values upon which people wish to organise their lives. In this manner we can reach a situation where people can really ask themselves what sort of lives they wish to live.

Bertie Russell is a Research Associate at Sheffield Urban Institute. Keir Milburn is a lecturer in political economy and organisation at the University of Leicester, and author of Generation Left. You can read the full report here.

 
 
 
 

Barcelona’s car-free “superblocks” could extend lives. So will they catch on elsewhere?

Barcelona. Image: Getty.

The world’s biggest cities have larger populations and higher economic outputs than some countries. But as they grow in size and complexity, cities are also facing thorny challenges that threaten the health and happiness of residents. Congestion, pollution and a lack of community spaces have become major drags on people’s aspirations and experiences of urban living.

In response, cities must manage their resources and priorities to create sustainable places for visitors and residents, and foster innovation and growth. Enter Barcelona – the capital of Catalonia, in Spain – where a bold stroke of urban planning first introduced “superblocks” in 2016.

Image: ISGlobal/FAL.

Superblocks are neighbourhoods of nine blocks, where traffic is restricted to major roads around the outside, opening up entire groups of streets to pedestrians and cyclists. The aim is to reduce pollution from vehicles, and give residents much-needed relief from noise pollution. They are designed to create more open space for citizens to meet, talk and do activities.


Health and well-being boost

There are currently only six superblocks in operation, including the first, most prominent one in Eixample. Reports suggest that – despite some early push back – the change has been broadly welcomed by residents, and the long-term benefits could be considerable.

A recent study carried out by the Barcelona Institute for Global Health estimates that if, as planned, 503 potential superblocks are realised across the city, journeys by private vehicle would fall by 230,000 a week, as people switch to public transport, walking or cycling.

The research suggests this would significantly improve air quality and noise levels on the car-free streets: ambient levels of nitrogen dioxide (NO₂) would be reduced by a quarter, bringing levels in line with recommendations from the World Health Organisation (WHO).

The plan is also expected to generate significant health benefits for residents. The study estimates that as many as 667 premature deaths from air pollution, noise and heat could be prevented each year. More green spaces will encourage people to get outdoors and lead a more active lifestyle.

This, in turn, helps to reduce obesity and diabetes and ease pressure on health services. The researchers claim that residents of Barcelona could expect to live an extra 200 days thanks to the cumulative health benefits, if the idea is rolled out across the city.

Space to play. Imag: Mosa Moseneke/Unsplash.

There are expected to be benefits to mental health, as well as physical health. Having access to such spaces can stave off loneliness and isolation – especially among elderly residents – as communities form stronger bonds and become more resilient.

Stumbling blocks

It was Salvador Rueda, director of the Urban Ecology Agency of Barcelona, who first championed the introduction of superblocks – and he argues that the idea could be used in any city. Even so, authorities looking to expand the concept in Barcelona or beyond will need to be mindful of some concerns.

Changes like these require capital investment. Even as the car-free streets are transformed with urban furniture and greenery, the remaining major roads will likely have to accommodate heavier traffic.

Nothing comes for free. Image: Zvileve/Flickr/creative commons.

Further investments in local infrastructure – such as improving surrounding roads to deal with more traffic, or installing smart traffic management system – could be required to prevent serious congestion. Then the question remains, how to finance such investments – a higher tax rate is unlikely to be popular.


What’s more, whenever a location becomes more desirable, it leads to an increase in property demand. Higher prices and rent could create pockets of unaffordable neighbourhoods. This may lead to use of properties for investment purposes and possibly, displacement of local residents.

It’s also worth noting that Barcelona is an old and relatively well-planned European city. Different challenges exist in emerging global cities across Asia, Africa and Latin America – and in younger cities in the US and Australia. There is a great deal of variation in scale, population density, urban shape and form, development patterns and institutional frameworks across the cities. Several large cities in the developing world are heavily congested with uncontrolled, unregulated developments and weak regulatory frameworks.

Replicating what’s been done in Barcelona may prove difficult in such places, and will require much greater transformations. But it’s true that the basic principles of superblocks – that value pedestrians, cyclists and high quality public spaces over motor vehicles – can be applied in any city, with some adjustments.

Leading the way

Over the history of human civilisation, great cities have been at the forefront of innovation and social progress. But cities need a robust structure of governance, which is transparent and accountable, to ensure a fair and efficient use of resources. Imposing innovation from the top down, without consultations and buy-in, can go squarely against the idea of free market capitalism, which has been a predominant force for modern economies and can lead push-back from citizens and local businesses.

Citizens must also be willing to change their perspectives and behaviour, to make such initiatives work. This means that “solutions” to urban living like superblocks need to have buy-in from citizens, through continuous engagement with local government officials.

A man speaks at a public consultation on the Eixample superblock in Barcelona. Image: Ajuntament Barcelona/Flickr/creative commons.

Successful urban planning also needs strong leadership with a clear and consistent vision of the future, and a roadmap of how that vision can be delivered. The vision should be co-developed with the citizens and all other stakeholders such as local businesses, private and public organisations. This can ensure that everybody shares ownership and takes responsibility for the success of local initiatives.

There is little doubt that the principles and objectives of superblocks are sound. The idea has the potential to catch on around the world – though it will likely take a unique and specific form in every city.

The Conversation

Anupam Nanda, Professor of Urban Economics and Real Estate, University of Reading.

This article is republished from The Conversation under a Creative Commons license. Read the original article.