Sustainability

The value and necessity of our green spaces and natural assets

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Rebekah Roebuck

Witton Lakes, Stockland Green, Birmingham: Photo by Tom Roebuck

Open spaces, whether green spaces (e.g. parks or forests), blue spaces (e.g. canals or rivers) or grey spaces (e.g. urban squares) have long been understood to be of great importance and value to society. Be it the creation of the Porticus Pompeiana in Ancient Rome or the wider opening of the Royal Parks to the public in the UK throughout the 1800s, the connection between open spaces and society’s wellbeing is complex but enduring. However, with the increase in financial precarity across local government, their status and quality may be at risk. This blog emphasizes the value of citizen relationships with open spaces using flash ethnographic research from four cities across the world, including the role of community organisations before considering potential impacts of local government finances for green spaces in Birmingham.

Norval Foundation, Cape Town, South Africa: Photo by Lauren Richards

Open spaces entail a wide range of places, including recreational facilities, public parks, heritage sites, beaches, and public squares. On an individual level, citizens around the world connect with local open spaces for a variety of often highly contextual and personal reasons. Open spaces can be places where people connect with heritage, with art and culture, developing a sense of self and connecting with the environment they live in. They are spaces we might use alone but can also act as hubs for community building and socializing.  We may choose to visit a park for a few hours, stay at a beach all day, or simply sit outside in public squares during lunch breaks.

Central Business District, Nairobi, Kenya: Photo by Saina Kiprotich

Some of our open spaces are treasured and achieve status such as becoming a UNESCO world heritage site. One such example is in Morocco, where Chellah, an ancient archaeological site and fortified necropolis, is listed and protected by the Moroccan authorities, and well maintained so visitors can feel safe and secure while enjoying the natural beauty and historical significance of the area. The standard, cleanliness and perceived safety of an open space impacts the desire of local residents to use it. In many places, including Birmingham, Nairobi and Cape Town, the standard of open spaces varies significantly, with more affluent neighbourhoods often having better maintained spaces

but some are simply ‘left behind’, neglected, or subject to fly tipping or dumping, causing visual pollution, and spoiling open spaces.

Chellah, Rabat, Morocco: Photo by Ilias Defaa

This lack of equality around green space access is well recognised by Birmingham City Council, who have a 25-year City of Nature Plan, with an ambition to be recognised as a city of nature, with the Birmingham Future Parks Accelerator Project developing an environmental justice map of the city by ward with ‘access to green space’ comprising one of the factors that generates the score, the first local authority in the UK to develop a tool to measure environmental justice.

The relationship we have today with our open spaces is gaining focus both here in the UK and globally. Increased attention to climate change, the importance of biodiversity and the value of open spaces as assets which can help with climate mitigation and adaptation is growing, alongside the intrinsic benefits to local people and communities.

However, despite this growing recognition, and plans such as the BCC City of Nature Plan and the West Midlands Combined Authority (WMCA)’s five year Natural Environment Plan, funding for parks in the UK has been cut significantly. The State of UK Public Parks 2021 report published by the Association for Public Service Excellence (APSE) found that the UK has lost a total of £690 million funding for parks between 2011-2021, providing ‘woefully inadequate’ funding for local authorities.

Community groups, such as in Birmingham, often provide support voluntarily alongside accessing grants not available directly to local authorities to improve and develop the space for use. Birmingham Open Spaces Forum coordinate and support the 130+ ‘Friends of’ and other community groups across Birmingham that caretake and protect not only those spaces that seem traditional to open spaces; parks, fields and gardens, but also litter pick in the streets, and maintain other smaller patches of ‘green’, which some may overlook, but are of equal importance. Cotteridge Park in the south of the city provides a gold star, ‘Green Flag’ awarded example of the success possible with volunteers.

‘The Shed’ at Cotteridge Park, Birmingham: Photo by Rebekah Roebuck

The value of open spaces is not always easy to quantify. However, under the concept of natural capital, there is an increasing drive to define a financial value on the services provided. Birmingham’s 600 blue and green spaces (over 4,700 hectares (47 Km2), not to mention the famed ‘more miles of canals than Venice’), is estimated by Birmingham Future Parks Accelerator to be worth around £11 billion, with £4 billion linked directly to the wellbeing of its residents.

In the light of Birmingham City Council’s proposed service cuts, including city operations which includes responsibilities for parks, the role that community groups play in the protection, maintenance and guardianship of our green spaces feels even more critical. BOSF are backing the ‘Save Birmingham’ Campaign, formed in response to concern about the prospect of a ‘fire sale’ of vital spaces. They are asking local residents to nominate spaces and other facilities as an “asset of community value”, to demonstrate the public support for these and with a view to potentially developing further co-operative solutions for spaces in the future.

Be it simply the reduction in servicing and maintaining our parks, to the more serious prospect of the selling off or repurposing of open space assets, it seems likely that despite the recognition of the growing necessity to protect these open spaces, they may be at risk. To achieve environmental justice and equality of access to open spaces in Birmingham, how parks are funded, maintained, and improved must remain a focus for local government.

Rebekah Roebuck is undertaking a PhD on the governance of energy decarbonisation in the Department of Public Administration and Policy at the University of Birmingham. She is also interested in environmental justice, disability rights and community engagement. She can be contacted at [email protected]

https://www.linkedin.com/in/rebekah-roebuck/

This blog derives from a longer blog on Open Spaces and Mobility published for the University of Birmingham developed via a EUniWell project focused on international collaboration, written by the author alongside Ilias Defaa, Lauren Richards, Nana Amponsah and Saina Kiprotich.

More Collaboration, Less Disruption? Shaping Tomorrow’s (Digital) Cities

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Dr Timea Nochta

Promising Artificial Intelligence (AI) tools, most recently the likes of ChatGPT, have created an atmosphere of imminent disruptive change. News outlets bombard us with novel tools and applications that are poised to become the ‘new game in town’, revolutionising various sectors, jobs and ultimately the entire global economy. However, such sensationalist predictions often overlook the complexity of moving from where we are today to working effectively with novel, AI-powered tools in specific, concrete contexts and situations.

AI in the built environment: Digital twins

One such example of a recent hype are digital twins (DTs). Digital twins (virtual replicas) of physical objects or systems have been used for over two decades, most prominently in product engineering and manufacturing. Applications of the technology in the built environment are more recent, and in the UK in particular, the development of digital twins for built environment assets, systems and processes has been triggered by the National Infrastructure Commission’s Data for the Public Good (2017) report. Despite this relatively short history, technology promoters (often suppliers themselves) nowadays pitch the ‘digital twin’ as a ready-made, off-the-shelf data product to city authorities. Further contributing to the hype are various cities who market themselves on the global stage as leaders in digital innovation, and their digital twin projects, including the likes of Helsinki, Singapore, Barcelona, Xiong’an or Herrenberg. In the UK, cities such as Cambridge, Birmingham, Bristol and London have been experimenting with digital twins.

Are urban digital twins better characterised as ‘technology’ or ‘socio-technical innovation’ and why does it matter?

The urban digital twin (UDT) as a technology is often defined as a three-dimensional virtual replica of a city that makes use of a combination of technological innovation in sensors, big data and data science; building and city information modelling (BIM and CIM); and artificial intelligence (AI), machine learning (ML) and automation. At a more fundamental level, it is underpinned by a motivation to create an all-encompassing, single-source-of-truth digital simulation of the city’s built environment which is linked to the physical city via automated bi-dimensional data flows. Whilst the objective may be seen as admirable, there remain a myriad of unanswered questions when trying to unpack the UDT concept from a more practical view, including but not limited to:

  • Is the large-scale investment into the digital infrastructure (sensing, data storage and processing, analytics and modelling) justifiable given the expected benefits?
  • Is there enough good-quality evidence to suggest that the expected benefits can in fact be delivered in a particular context?
  • If so, what conditions might be necessary to enable benefit realisation?
  • How does the UDT project affect and/or incorporate urban citizens, communities and other stakeholders?
  • How does the proposed UDT fit into the existing landscape of data and digital tools in use?

To local authority practitioners these questions may sound common-sense or even routine. However, taking such issues into consideration essentially represents a move away from the purely technological towards a ‘socio-technical’ understanding of UDTs. From this perspective, UDTs are not off-the-shelf data products as they do not exist independently of the contexts in which they are applied. Ultimately, any digital twin will only ever be a partial representation of a city and its built environment, and therefore there are key decisions involved in designing UDTs for different cities (or regions). Such decisions can identify diverse technology design and/or implementation requirements based on specific, pertinent local policy questions or problems, existing data availability and digital twins (e.g., of energy systems) internally or accessed from other stakeholders, citizen and community preferences or needs, currently existing digital expertise, and so on. This process of developing requirements and solutions for digital twins has been termed ‘digital twinning’ in the literature, with scholars arguing that it represents an ‘act of governance’.

This is not to say that each and every UDT will, or need to be, bespoke. However, neither do UDTs need to be uniform, holistic and all-encompassing from the start – even if this were at all possible. Instead, federated systems of digital twins representing different aspects of cities can organically develop and evolve over time and as needs arise and change.

An alternative conceptualisation of UDTs: Transcending silos

Whilst it may not be possible or desirable to develop all-encompassing, ‘single-source-of-truth digital twins, UDTs nevertheless offer the possibility of linking certain currently siloed policy and governance processes which may benefit from some degree of integration to respond to contemporary challenges. One such example could be the intersection of energy, environment, transport and land-use in support of policy goals relating to net zero transition, affordable housing, mobility and employment – a use case we explored in the context of Cambridge.

Siloed working within and between local and regional authorities led to generic policy goals and targets being translated into conflicting sectoral implementation strategies across development planning (for housing, industry and services), electric charging infrastructure and incentives, and upgrades to the electric grid. Developing solution options to this issue necessitates understanding why different people travel, how and where they travel and therefore when and where they might charge their (future) electric cars.

Addressing it did not require extensive sensor deployment for data collection, or the development of ‘single-source-of-truth’ digital twin technology – instead, we could draw on existing available data (e.g., census and employment data) and models (e.g., land-use and transport models). The research team developed a small ‘module’ which served to integrate previously unconnected models and data sources. The exercise concluded that a potentially impactful policy option would be to offer incentives for charging at home and/or disincentives for charging (and/or parking) at workplace for electric car drivers, given travel patterns, the locations of housing, services and employment centres, and electric infrastructure upgrade needs and costs.

Conclusion: Working effectively with digital twins?

So what does such a socio-technical perspective imply in terms of working with UDTs in (local) government? Working effectively with digital twins may, in fact, require more collaborative working both across and between local and regional authorities, as well as with technology and data product designers – as opposed to joining the digital (twin) hype. Collaboration can also contribute to learning and skills development, beyond technology design. Re-establishing some specialist technical competencies through extensive collaboration (which may have been lost in local government in the last few decades) can in turn help developing confidence and competence in commissioning digital (and/or AI-powered) tools, and understanding the impact and implications of their adoption.

If you have any comments or would like to discuss any of the above, please feel free to get in touch via email ([email protected]). If you would like to read more on using a socio-technical perspective to design and implement digital twins for cities, or explore other use cases, you may wish to consult our recent book on Digital Twins for Smart Cities: Conceptualisation, Challenges and Practices.

Timea Nochta is a Lecturer at the Institute of Local Government Studies (INLOGOV) in the Department of Public Administration and Policy, at the University of Birmingham. Her research focuses on networks and governance in urban policy and implementation in the context of technological change, especially decarbonisation and digitalisation.

In (Climate) Emergency Break The Mould 

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Paul Joyce, Philip Whiteman and Jason Lowther

Cities must be at the heart of a successful response to the climate crisis. Hundreds of local authorities in the UK are acting responsibly by taking the climate crisis seriously, whether it is by setting net zero targets or proclaiming a climate emergency. But they will be hampered in their endeavours for a number of reasons, including the significant capacity constraints that contradict their aspirations, even though national government in the UK has also set a net zero target.  

Support for local government action could increase if government ministers listen to the recommendations of a report by the Rt Hon Chris Skidmore  Environmental Audit Committee (EAC) Chairman, who issued a report on  how the UK could better meet its net zero commitments.  It’s an impressive piece of work, reflecting over 1800 written submissions as part of the official Call for Evidence.  Central to its recommendations is the need for central government to empower regions, local government and communities to play a greater role.    

We should acknowledge that on some measures the UK is already performing relatively well on environmental issues, particularly in reducing greenhouse gas emissions.  The UK was placed joint second in Yale’s global Environmental Performance Index 2022, with Finland and behind Denmark.  It achieved the fastest improvement of the three countries (and third best globally) in the last decade. Between 1990 and 2020, the UK reduced emissions by almost 50%, driven in part by a reduction in the use of coal and toward natural gas and renewables.  Some of this success stems from historic decisions such as the 2008 Climate Change Act, which committed the UK to reaching 80% emissions reductions by 2050, and actions such as the introduction of a carbon price floor in 2013 and investments in solar and wind energy.   

It may become more difficult for the UK to keep performing well as new, more challenging actions are needed.  The EAC report is clear that local government is critical to developing and implementing the necessary actions, and that this requires a fundamental change in its relationship with central government.  We highlight four essential changes. 

First, simplify net zero funding arrangements.  The report is clear that “current central government funding arrangements are standing in the way of effective local action”.  The funding landscape is disjointed, unfair, and expensive for local authorities because of its complexity and reliance on short-deadline competitive bidding.  

Secondly, trust local government.  The report recognises that “to achieve a place-based, place-sensitive, locally-led transition to net zero, Government must place its trust in local leaders and communities to deliver”.   Analysis by UKRI found that a “place-specific” approach to decarbonisation costs 70% less and delivers 90% more benefits than one which is “place-agnostic”.  The report recommends a high-level framework and an agreement to close future partnership working between central and local government. 

Thirdly, allow local communities to determine their priorities and approach within the national framework.  The report recommends a new statutory duty on local authorities to take account of UK net zero targets.  Disappointingly, government is asked to back only “at least one” Trailblazer Net Zero city, local authority and community, with the aim for these places to reach net zero by 2030.   

Finally, align the planning system with net zero ambitions.  The current framework sometimes stands in the way of councils insisting on high standards.  And cumulative cuts to planning department budgets mean many councils lack the staff to deliver effective planning inputs quickly.  As the report says: “Reforming the relationship between central and local government on net zero will empower local authorities to deliver place-based, place sensitive action and unlock the high levels of local net zero ambition that we have across the UK. Unblocking the planning system and aligning it more closely with net zero will enable widespread pro-growth, net zero development” (p.189).  

In our discussions with local councils, we often find strong aspirations to address the environmental agenda.   To turn green aspirations into reality, we need city and town governments that are properly empowered and resourced to achieve this.  One of our concerns is that while the local authorities in the towns and cities are positive about cooperating with central government to promote sustainable development, their capacity is limited by comparison with European counterparts such as Sweden, Germany, The Netherlands, Norway, and Denmark.  In consequence, the centralised approach to public governance in the UK has produced little “depth” to sustainable development by public authorities.   Furthermore, we note that whilst may local authorities aspire to improve the environmental agenda, there is often a lack of specific or explicit connectivity to international targets, comparing less favourably to local authorities in other countries.

It is time to empower local government to become a powerful means of transformation of UK society, to give them much more fiscal autonomy, and to give them a strong mandate for sustainable development of cities and towns.  This needs to be effective not just for the biggest cities, but also for smaller cities and towns where the capacity is sometimes more limited.  Chris Skidmore’s report has recognised many of these issues, we now need to break the mould and give local government the mandate, capacity and collaborative approach it needs to succeed. 

Paul Joyce is an Inlogov associate.  Paul has a PhD from London School of Economics and Political Science. His latest book is Strategic Management and Governance: Strategy Execution Around the World (Routledge, 6 June 2022). He is a Visiting Professor in Public Management at Leeds Beckett University.

Philip Whiteman and Jason Lowther are Inlogov staff members.

Decarbonising Transport: How Can we Work Together to Make an Impact?

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Dr Louise Reardon

With the COP26 climate change conference only days away, the media is awash with pieces on the challenge we face and the policy options available (or not) for us to meet our net-zero commitments. One of the areas needing significant attention is transport.

Transport contributed 28% of total domestic Green House Gas emissions in 2018, making it the UK’s largest emitting sector. To date the sector is proving a tough nut to crack, with transport emissions 4% higher now than they were in 2013 and only 3% lower than in 1990. To be on track we need an annual rate of emissions reduction of at least 6%. We therefore need bold and significant action.

While electric vehicles have been the primary focus of central government attention and are an important part of the policy mix, many experts have highlighted how they alone will not be enough to achieve the sustainable transition we need. We also require significant behaviour change (shifting from car use to walking and cycling for example) and less travel full stop.

Easier said than done. Our current CREDS research is identifying the multitude of different ways organisations are (and can) work together to decarbonise transport at the city level and their views on the barriers and opportunities for affecting change. Some of the issues arising are cultural (the car as a status symbol for example), some are institutional (lack of capacity to focus on decarbonisation, for instance), and others political (will the electorate support this?).

Whatever the issues, no two towns and cities will have the same mixture of challenges, solutions and therefore pathways to a more sustainable transport system. Moreover, the reasons why we travel in the first place (and the means of doing so) are a result of complex intersections of social, economic and political factors. To change this system therefore requires a multitude of coordinated interventions, including action from individuals and a diverse range of institutions all pushing in the same direction.

With that said, it can be hard to know where to start. While the climate change challenge is global, there is real opportunity and need to act locally on transport to make significant progress. While many rightly turn to their local authority for action, it is unrealistic to think they can act alone, especially when many of the changes we need to make may be potentially controversial (at least for some).

To help identify ways forward we will be hosting a webinar (on 11 November) as part of the ESRC’s Festival of Social Science. Two inspirational panellists – Karen Creavin (CEO, The Active Wellbeing Society) and Chris Todd (Director, Transport Action Network) – will join us. Both of whom, in their different ways, have sought to transform our transport system to a more sustainable and fair one and have plenty of insights to share.

The session will be interactive, aiming to get a real conversation going about the strategies we can employ to make sustainable transport a reality. It’s free to attend and we’d love to hear your views and insights. You can register here. Do join us!

Louise Reardon is Associate Professor of Governance and Public Policy at INLOGOV and currently leading the CREDS funded project Facilitating Policy Change towards Low-Carbon Mobility, in collaboration with INLOGOV Lecturer Timea Nochta and Li Wan, University of Cambridge. You can also follow Louise on Twitter @LouiseReardon1

Inter-municipal Cooperation is the key to better environments in our cities.

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Victor Osei Kwadwo

The 2021 United Nations Climate Change Conference (COP26) aims at “Uniting the World to Tackle Climate Change”. While the technical aspects to addressing climate change is more evident in the goals of COP 26, it is time attention is equally paid to the governance of climate change at the metropolitan scale made up of our major cities.

Due to rapid urbanization, the world is increasingly becoming metropolitan. Cities have expanded outwards and have become more interdependent with their immediate peripheries. Cities occupy only approximately 2% of the world’s total land yet host 54.5% of the world’s population. Cities are responsible for 70% of the world’s GDP, over 60% of global energy consumption, 70% of global greenhouse gas emissions, and 70% of global waste.

As cities agglomerate, the footprint and interdependence within and between cities blur existing administrative boundaries to the extent that development issues in one local government jurisdiction have spillover effects on neighbouring jurisdictions. These spillover effects have led to a call for cooperation on functional grounds, making metropolitan areas a salient scale for public policy interventions. Metropolitan areas such as Cape Town, London, Mexico City, São Paulo and Tokyo are mainly characterised by densely inhabited functional urban areas and their surrounding interconnected lower-density areas.

In the management of metropolitan areas, for instance, many cities in the USA, Greater London, Brussels, Dar es Salaam and Greater Accra, the joint provision of metropolitan-wide services or jointly addressing a cross-boundary problem is an explicit choice of local governments that make up the metropolitan area. This voluntary nature of cooperation poses a collective action dilemma when local governments have to address problems jointly.

The dilemma arises from the externalities of environmental outcomes that drive low incentives for cooperation and a high risk of free-riding. To find joint solutions to cross-boundary problems in metropolitan areas, inter-municipal cooperation (IMC) is identified as critical for better economic and environmental outcomes in service delivery. There is empirical evidence that inter-municipal cooperation saves costs but does it also improve environmental outcomes?

Governments tend to be reluctant to cooperate when environmental outcomes are at stake, and this is partly due to the limited evidence on the impact of cooperation on environmental outcomes. It is therefore important to provide an evidential basis on which local governments can justify and initiate cooperation arrangements to address environmental concerns jointly.

In a study I co-authored with Tatiana Skripka, we provide this evidence using data covering 229 metropolitan areas in 16 OECD countries. The study tests the impact of cooperation in transportation on CO2 transport emissions. We did this by estimating a three-level mixed-effects model that takes into account both national and metropolitan-specific characteristics.

The results demonstrate that if local governments cooperate, better environmental outcomes can be achieved. Metropolitan areas that worked together on transportation issues were able to reduce CO2 transport emissions.

The findings give an indication of what needs to be done to effectively fight the environmental challenge. More significantly, beyond normative predictions, the findings provide a basis for local governments to justify and pursue local to local partnerships to address environmental issues.

What we measured

We used “working together on transportation” as a measure of cooperation and “CO2 transport emissions” for environmental outcomes to estimate the impact of cooperation on CO2 transport emissions reported in 2000, 2005 and 2008 for 229 metropolitan areas in 16 OECD countries.

We accounted for factors such as the year of observation, economic status, socio-cultural, geographical, technological and governance measures such as mitigation policies, enforcement, and metropolitan structure. The factors covered both the national and metropolitan area-specific characteristics: socio-cultural conditions, level of technology, geography, and metropolitan governance structure. We used data from the OECD metropolitan governance database, the OECD Metropolitan Governance Survey, the World Bank, among others.

Key findings

We found that metropolitan governance structures, whether fragmented or consolidated, are equally inefficient in delivering reduction in CO2 transport emissions. The finding contrasts with an increasing trend of scholars advocating for fragmented metropolitan structures that favour voluntary cooperation, compared to consolidated structures that address collective action problem through coercion.

We also found that countries with a higher GDP were more efficient in reducing CO2 transport emissions. In contrast, metropolitan areas with higher GDP recorded increases in CO2 transport emissions. While national funding can dictate climate-related interventions and standards, metropolitan wealth is more flexible in taking on such obligations. As metropolitan areas are mainly production centres, investments in environmentally-friendly interventions may be more easily sacrificed at the metropolitan level for economic gains.

We further found that CO2 transport emissions increase despite the mere presence of environmental mitigation policies. This is consistent with empirical observations. For example, while the Paris Agreement has 196 Parties adopting to limit global warming to less than 2 degrees Celsius, emissions have continued to rise globally by 1.4 per cent per year on average since 2010. Environmental policy effectiveness lies in the ability of the cooperating parties to ensure widespread policy implementation and enforcement.

The crucial factor explaining the reduction of CO2 transport emissions in metropolitan areas is inter-municipal cooperation that facilitates coherence and widespread enforcement of mitigation policies. The impact of cooperation on CO2 transport emissions is magnified in metropolitan areas within countries that have stringent environmental mitigation policies.

Next steps

Inter-municipal cooperation (IMC) is critical in the governance of metropolitan areas if better environmental outcomes are to be achieved in our cities. Cooperation ensure policy uniformity, facilitates the possibility of widespread enforcement and reduces incentives for free-riding irrespective of governance structure. It is recommended that scholars and policymakers emphasise how to incentivise effective cooperation regardless of the metropolitan governance structure. Also, efforts must be geared toward uniform mitigation policies and their subsequent enforcement across local jurisdictions in metropolitan areas.

Read the full paper here

https://www.tandfonline.com/doi/full/10.1080/03003930.2021.1958785

Victor Osei Kwadwo is a PhD fellow in Economics and Governance at UNU-MERIT and Maastricht University. He has broad expertise in political science, economics, and public policy with a special emphasis on urban governance and development. For his PhD, he explores how and why independent local governments cooperation arrangements emerge to address transboundary issues in metropolitan areas.

The Transformative Politics of the European Green Deal

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by Jon Bloomfield

COVID 19 has highlighted our fragile relationship to the planet. But it represents a minor challenge compared to the permanent havoc that runaway climate change threatens. Politicians and governments – some at least – are beginning to recognise the scale of the danger. In this article we assess the evolution of policy thinking on how to make climate transitions happen; the potential of the European Green Deal; and how progressives need to shape it and any UK counterpart to meet the challenges of modern society.

The European Green Deal initiative launched in December 2019 arose from a broad coalition spanning the political spectrum. Yet its central thrust of active government offers the prospect of reviving a battered social democracy. Green Deal politics failed to cut through after the 2008 financial crisis. Post COVID19 offers a second chance. There is a greater consensus around the need for active government and public investment to help the economy, underpinned by a recognition of the importance of equity to address issues of inequality and disadvantaged regions. This is moving politics onto traditional social democratic terrain, even when it is German Christian Democracy and French centrism that is taking it there. The politics of climate transition needs to be developed on a broad, cross-party basis but it offers major opportunities for social democracy, if it is able to embrace a pluralist and environmentalist approach suited to the challenges of the 21st century.

So what can a ‘social democracy re-born’ offer?  The starting point has to be a recognition that the climate crisis requires a re-making of everyday politics, on the Left as well as the Right. The 19th and 20th century model of high-carbon, fossil fuel intensive economies where the core task is for ‘man to conquer nature’ has run its course. To safeguard our common future a new low carbon model of sustainable development has to become the ‘common sense ‘of the age. That’s what the policy specialists and architects of the European and the US Green Deal have formulated. Politicians and parties across the spectrum are trying to catch up. The anticipated post-Covid, green recovery programmes in the run-up to COP 26 will show which political forces are best able to translate this thinking into everyday politics and to make low or zero-carbon initiatives the golden thread that runs through their policy proposals.

The elements of active government, collective goods, and social inclusion chime with the social democratic tradition yet it needs to overcome the contradictory baggage of utopianism on the one hand, and industrialism on the other. There are four areas in particular where a shift in social democratic thinking is needed.

Firstly, it needs to adopt a 21st Century modernity. The Green Industrial Revolution should no longer be the metaphor of choice. It speaks to a technocratic, top-down model of traditional Keynesianism.  This conjures images from the past while constricting the imagination of the present and future. The potential of a mix of social innovation and digital revolution to transform ‘soft’ infrastructure needs to be at the heart of green deal proposals.  Currently they play second fiddle to ‘hard’ infrastructure investment. Yet new tech opens new vistas.

Secondly, the potential widespread attractiveness of changes in lifestyle through sustainability transitions should be highlighted.

Thirdly, pluralism has to be at the heart of any effective, green deal movement. Successful sustainability transitions rely on a wide alliance of social actors with a shared vision.

Fourthly, the 21st century world is interdependent. We live in a world where the local and regional overlap and are intertwined with the national, Continental and global.   The interconnections are all the stronger when it comes to tackling a great societal challenge like climate change which is why centralised, top-down methods are not the answer. Rather than reheat an old, mission-driven approach, sustainability transitions need a challenge-led approach where national government specifies the broad direction but acknowledges that experimentation around a diversity of solutions must be nurtured with groups of stakeholders at local and city level.  The classic big national projects find this very difficult. They favour national ‘rollout’ with budgets held in Whitehall and local authorities administering central government decisions. The debacle on the UK’s COVID test and trace programme has served to highlight the limitations of this model of politics. Central to the green deal should be transition programmes which set clear sustainability targets but where budgets are devolved to enable localities to design initiatives appropriate to their needs in partnership with local stakeholders.

Our article indicates the openings here for a pluralist, ecological Left. The run-up to the next global climate conference –COP26- will be a vital period which will show whether parties and governments across the world are prepared to meet the climate change challenge.

Jon Bloomfield HeadDr. Jon Bloomfield. Honorary Research Fellow, Institute of Local Government Studies, University of Birmingham.

Policy Advisor on EU Climate Knowledge Innovation Community (KIC) programme; writes on cities, governance and migration as well as climate change.