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 mans 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 citys town square for the whole of December.

Then, on New Years 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. Its 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 theres a major blizzard on the night of 11 December, and the volunteer guards go to get some coffee on the assumption that you cant 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, whos only in the country for three weeks, burns the goat again, because he thinks its part of the tradition, and its worth quoting Wikipedia once again on this:

The court confiscated Joness 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 theyre 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. 

Jonn Elledge is the editor of CityMetric. He is on Twitter as @jonnelledge and also has a Facebook page now for some reason. 

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Pittsburgh is bucking the US trend by growing its transit ridership numbers. How’s it doing it?

Pittsburgh. Image: Getty.

It’s no secret that public transit in the US is struggling to grow, with ridership in many cities dropping quarter over quarter. There are, however, a few cities,  like Pittsburgh, Pennsylvania, that are managing to buck the trend and provide strong rider experience that is keeping riders with the service.

What is this midwestern city doing to keep people riding at a rate that’s 92 per cent higher than the national average? It is continuing to implement new solutions and not shying away from the challenges that transit agencies face. This is where Pittsburgh’s Port Authority and city government excels, and their success provides key lessons that other cities and transit agencies should heed.

With the 26th largest public transit system in America – largely reliant on buses – Pittsburgh is a bit of an unlikely candidate for such a high rate of ridership. When looking closer, it becomes apparent that the city and Port Authority’s continued commitment to address issues and develop new strategies and services makes this transit system stand out.

Ride-hailing apps, like Uber and Lyft, have varying impacts on transit ridership around the country. The effects differ depending on location and mode – with bus networks seeing more of a negative impact than rail due in part to their first/last mile focus that directly competes with the ride hailing model. Pittsburgh has been lucky, because studies have found that the apps are having negligible impacts on transit in the city – except late night-buses and a bus route to the airport, which have seen declines.

Rather than accept that riders will continue to choose TNC’s over public transit, the Port Authority is actively working on ways to bring riders back and is evaluating better ways to co-exist with ride-sharing companies. One such example is adding luggage racks on buses that travel to and from the airport, to improve the experience for riders who might be lured by the ease of taking an Uber to the airport rather than dealing with where to store suitcases on a bus.

The city also recently appointed a mobility & infrastructure director, Karina Ricks - to work with residents and transit agencies to figure out the best way to improve transportation throughout Pittsburgh. The city’s mayor Bill Peduto created the Department of Mobility & Infrastructure and appointed Ricks as the Department’s director, after a study found that none of the city’s government agencies had direct oversight of transportation issues. This willingness to find solutions and restructure government agencies to better serve transportation needs is a great example of what makes the city excel.


Innovative new services are also integral to Pittsburgh’s success. The Port Authority recently rolled-out a bus-to-bike option for commuters that will allow them to switch directly from a bus to a bike offered through the city’s bike share, for a free ride to their final destination. Seamlessly combining different transportation options directly benefits riders by providing a better overall experience. The simpler an agency can make the journey for riders, the more inclined riders will be to use the service – especially when it’s often a much more economical option than alternatives like ride-sharing.

This innovation isn’t limited to the Port Authority. Mayor Peduto’s office also hasn’t hesitated to implement new ideas that might improve rider experience. One such initiative involves a partnership between the mayor’s Office and the Pittsburgh Downtown Partnership that will rearrange traffic flow for vehicles, buses and pedestrians on the city’s busy Liberty Avenue. The project will add a dedicated bus lane for outbound buses – minimising delays – and add a sidewalk extension that separates pedestrians from those waiting for a bus, reducing sidewalk bottlenecks.

The end result should provide a much needed reduction in congestion for the thousands of Pittsburgh commuters that walk or ride along the street each day. The mayor’s willingness to invest in new ideas and take calculated risks to improve traffic flow is the type of initiative that other cities should replicate to solve their own transportation dilemmas.

Pittsburgh has managed to become a top city for public transit use due to the willingness of city officials to collaborate, experiment and face challenges directly. It’s a sentiment that cities around the country should replicate as they  combat the downward trend that plagues many transit systems. Recent budget cuts to the Port Authority threaten Pittsburgh’s success due to imminent service cuts, but the city’s proven track record of innovating in response to challenges positions it well to find cost-saving ways to mitigate issues and continue to improve service for riders.

Brian Zanghi is chief executive of the transport ticketing company Masabi.