The problem of Herefordshire: on the difficulty of fairly representing small places

The River Wye in Herefordshire. Image: AnitaHolford/Wikimedia Commons.

One of the odder things that I witnessed this past political conference season: an event on the Labour fringe being hijacked by what seemed to be some sort of Herefordshire Popular Front.

The event in question was on the rise of the metro mayor, and what it meant for Britain’s cities. But almost as soon as the chair invited questions, a man from Herefordshire popped up to complain that this focus on cities would cause us to forget about areas that were not, in fact, cities.

Shortly afterwards, a woman raised her hand, to make exactly the same point (she turned out to be married to the first questioner). A third person – not, to my knowledge, from Herefordshire – complained that the rise of mayors would simply turn the regional cities into “mini-Londons”, although exactly what this meant (rich? Good public transport?) wasn’t exactly clear.

At any rate: the point that come through loud and clear was that any party which aspires to government mustn’t forget Herefordshire and other largely rural counties.

The problem is, there are two reasons why Herefordshire rarely features in Labour thinking. One is that the party barely exists there. Herefordshire council has 27 Tories, nine independents, two LibDems, three Greens and 10 representatives of the intriguingly named “It’s OUR County!” party. It doesn’t have a single Labour councillor, and its two parliamentary constituencies are both safe Tory holds. It’s not crazy that Labour isn’t giving that much thought to Herefordshire.

There’s another reason this is true: to the first approximation, nobody lives in Herefordshire. It has a population of around 190,000, which is nothing, really: under 0.3 per cent of the UK population. If it were an urban area, which it very obviously isn’t, it’d be the 40th largest in Britain, slightly above such bustling metropolises as Crawley and Swindon.

We can take that further. There are 10 boroughs in Greater Manchester. Herefordshire has fewer people than nine of them, and roughly ties with Bury. London has 32 boroughs. Herefordshire’s population is roughly on a par with that of the 29th largest, Richmond-upon-Thames.

The reason I’m banging on about this – see, you knew I’d get to a point eventually – is because it doesn’t feel to me like we treat these two units of roughly equal population as the same. Demanding attention for Herefordshire at a political conference feels silly, but it doesn’t feel ridiculous: of course we can’t go ignoring entire counties.

Now imagine someone standing up to demand attention for Richmond-upon-Thames, or the Metropolitan Borough of Bury. It doesn’t work, does it? Somehow a county has something – a landmass; an identity – that gives it weight beyond its population, a right to be heard.


Except – does it? Why do the 190,000 people who live in Herefordshire deserve more attention than the 190,000 people who live in Bury? Why should one matter more than the other?

This is a less theoretical problem than one might suppose. We hear a lot in British politics about the over-mightiness of London, which is fair enough, really: the capital does dominate national political life to an unusual and damaging extent.

But there’s another part of the UK that also, I think, gets attention out of proportion to its actual population. Scotland (pop: 5.4m) doesn’t get as much attention as London (pop: 8.8m), of course. But its internal politics gets vastly more coverage than that of any other area of the UK, even though several – Yorkshire, the West Midlands and the North West, to name but three – have more people.

So why do people from those regions get angrier about the way London warps national debate around itself than they do about Scotland doing the same? Partly it’s because London’s dominance is greater; partly because hated of the capital is a fairly universal phenomenon.

But also, I suspect, it’s something else, summed up by the response you tend to get if you point out to a Scottish nationalist that there are lot more people in London than in Scotland: the latter is a nation, the former merely a city. There’s something there – a history, an identity – that gives it a weight beyond its mere population size.

This tendency to privilege some sorts of identity over others is a natural and fairly universal impulse. Sovereign states get one seat at the UN regardless of population, and Germany and Malta are both EU members, even though the former is around 190 times the size of the latter. All 50 states get the same number of US senators, even though their populations vary by a factor of 67.

But it bothers me, nonetheless. Luxembourg and Malta are not as important as Germany and France. And when it comes to government policy, London should get more attention than Scotland: including its commuter belt, it has over twice the people, and contributes far more to the UK’s growth and prosperity. From a purely utilitarian, sum-of-human-happiness point of view, London matters more. Bugger nationhood: it’s simply a property of the maths. In the same way, it’s not that I think we can ignore Herefordshire, I just think it’s less important than, say, Milton Keynes.

I’m aware this is a difficult area, that historic identities are important, that population size isn’t everything. Nonetheless, I think population size is most things, and that we are more prone to under- rather than -over-playing its importance.

Don’t believe me? Look at the United States election of 2016, where Hillary Clinton got 3m more votes than Donald Trump. So why is the latter president right now? Because the US electoral system gives disproportionate weight to states with tiny populations.

I don’t want to overstate this: I’m just saying that paying too much attention to Herefordshire could literally bring about nuclear war with North Korea, that’s all.

Jonn Elledge is the editor of CityMetric. He is on Twitter, far too much, as @jonnelledge.

Want more of this stuff? Follow CityMetric on Twitter or Facebook

 
 
 
 

Self-driving cars may be safe – but they could still prevent walkable, liveable communities

A self-driving car, driving itself. Image: Grendelkhan/Flickr/creative commons.

Almost exactly a decade ago, I was cycling in a bike lane when a car hit me from behind. Luckily, I suffered only a couple bruised ribs and some road rash. But ever since, I have felt my pulse rise when I hear a car coming up behind my bike.

As self-driving cars roll out, they’re already being billed as making me – and millions of American cyclists, pedestrians and vehicle passengers – safer.

As a driver and a cyclist, I initially welcomed the idea of self-driving cars that could detect nearby people and be programmed not to hit them, making the streets safer for everyone. Autonomous vehicles also seemed to provide attractive ways to use roads more efficiently and reduce the need for parking in our communities. People are certainly talking about how self-driving cars could help build more sustainable, livable, walkable and bikable communities.

But as an urban planner and transportation scholar who, like most people in my field, has paid close attention to the discussion around driverless cars, I have come to understand that autonomous vehicles will not complement modern urban planning goals of building people-centered communities. In fact, I think they’re mutually exclusive: we can have a world of safe, efficient, driverless cars, or we can have a world where people can walk, bike and take transit in high-quality, human-scaled communities.

Changing humans’ behavior

These days, with human-driven cars all over the place, I choose my riding routes and behavior carefully: I much prefer to ride on low-speed traffic, low-traffic roads, buffered bike lanes or off-street bike paths whenever possible, even if it means going substantially out of my way. That’s because I’m scared of what a human driver – through error, ignorance, inattention or even malice – might do to me on tougher roads.

But in a hypothetical future in which all cars are autonomous, maybe I’ll make different choices? So long as I’m confident self-driving cars will at least try to avoid killing me on my bike, I’ll take the most direct route to my destination, on roads that I consider much too dangerous to ride on today. I won’t need to worry about drivers because the technology will protect me.

Driverless cars will level the playing field: I’ll finally be able to ride where I am comfortable in a lane, rather than in the gutter – and pedal at a comfortable speed for myself rather than racing to keep up with, or get out of the way of, other riders or vehicles. I can even see riding with my kids on roads, instead of driving somewhere safe to ride like a park. (Of course, this is all still assuming driverless cars will eventually figure out how to avoid killing cyclists.)

To bikers and people interested in vibrant communities, this sounds great. I’m sure I won’t be the only cyclist who makes these choices. But that actually becomes a problem.

The tragedy of the commons

In the midsize midwestern college town I call home, estimates suggest about 4,000 people commute by bike. That might not sound like many, but consider the traffic backups that would result if even just a few hundred cyclists went out at rush hour and rode at leisurely speeds on the half-dozen arterial roads in my city.

Technology optimists might suggest that driverless cars will be able to pass cyclists more safely and efficiently. They might also be directed to use other roads that are less clogged, though that carries its own risks.

But what happens if it’s a lovely spring afternoon and all those 4,000 bike commuters are riding, in addition to a few thousand kids and teenagers running, riding or skating down my local roads? Some might even try to disrupt the flow of traffic by walking back and forth in the road or even just standing and texting, confident the cars will not hit them. It’s easy to see how good driverless cars will enable people to enjoy those previously terrifying streets, but it also demonstrates that safety for people and efficiency for cars can’t happen at the same time.


People versus cars

It’s not hard to imagine a situation where driverless cars can’t get anywhere efficiently – except late at night or early in the morning. That’s the sort of problem policy scholars enjoy working on, trying to engineer ways for people and technology to get along better.


One proposed solution would put cars and bicycles on different areas of the streets, or transform certain streets into “autonomous only” thoroughfares. But I question the logic of undertaking massive road-building projects when many cities today struggle to afford basic maintenance of their existing streets.

An alternative could be to simply make new rules governing how people should behave around autonomous vehicles. Similar rules exist already: Bikes aren’t allowed on most freeways, and jaywalking is illegal across most of the U.S.

Regulating people instead of cars would be cheaper than designing and building new streets. It would also help work around some of the technical problems of teaching driverless cars to avoid every possible danger – or even just learning to recognize bicycles in the first place.

However, telling people what they can and can’t do in the streets raises a key problem. In vibrant communities, roads are public property, which everyone can use for transportation, of course – but also for commerce, civil discourse and even civil disobedience. Most of the U.S., however, appears to have implicitly decided that streets are primarily for moving cars quickly from one place to another.

There might be an argument for driverless cars in rural areas, or for intercity travel, but in cities, if driverless cars merely replace human-driven vehicles, then communities won’t change much, or they may become even more car-dependent. If people choose to prioritise road safety over all other factors, that will shift how people use roads, sidewalks and other public ways. But then autonomous vehicles will never be particularly efficient or convenient.

The Conversation

Daniel Piatkowski, Assistant Professor of Community and Regional Planning, University of Nebraska-Lincoln

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