344. Delays are a Symptom of Centralisation, Not Simply of Road Building

The latest delay to approval of the first phase of the Hereford bypass is being presented as an administrative matter. Approval of the Full Business Case has slipped from July until September, while work on the Holme Lacy Road improvement scheme has also fallen behind schedule because of design changes and technical issues. The council says it will not enter a construction contract until the business case has been approved.

For many people this is simply another frustrating postponement. Yet the real lesson goes much deeper than delays to one road.

Britain has developed a system in which almost every important local decision depends upon lengthy approval procedures, detailed business cases, central government funding and layers of professional assessment. The result is that even projects which enjoy broad local support can spend years moving from one stage of bureaucracy to the next.

This is not simply a Herefordshire problem. It is a national problem created by centralisation.

Localism asks a different question. Why should local communities have so little authority over their own future?

A genuinely local system would allow localities to decide many of their own infrastructure priorities, raise a larger proportion of the money locally, and commission work directly. Decisions would still need to be made carefully and transparently, but they would be made much closer to the people who live with the consequences.

The endless cycle of studies, revisions, approvals and delays consumes both time and public money before a single vehicle uses the road. Every delay increases costs and undermines public confidence.

The bypass itself should not be viewed simply as another transport project. It raises a more fundamental question about how places organise themselves.

In a localist society, transport would be planned as part of a much wider pattern of local economic life. If more employment, shopping, food production, education and services were located within each locality, many journeys would disappear altogether. Roads would still be needed, but their purpose would change. They would connect self-reliant localities rather than compensate for an economy that requires people and goods to travel ever greater distances.

That does not mean bypasses have no place. Existing patterns of development have left Hereford with unacceptable congestion, and practical solutions are needed. But localism reminds us that the long-term answer is not simply to build more roads. It is to reduce unnecessary travel by rebuilding local economies that meet more of people’s daily needs close to home.

The repeated delays to the Hereford bypass therefore illustrate two different futures.

One future continues with increasing central control, where local projects wait for approval from distant institutions and progress depends upon complex administrative processes.

The other future trusts local people with greater responsibility for shaping their own places, reducing dependence on central bureaucracy and creating communities that need fewer large infrastructure projects because more of life takes place locally.

The debate about the bypass is therefore not just about transport. It is about where power should reside. As long as decision making remains concentrated at the centre, delays such as these are likely to remain a normal feature of public life rather than an exception.

318. The End of the Line? Railways, Nationalisation and the Limits of Industrial Infrastructure

Britain’s railways have once again become the battleground for a much larger argument. The Daily Telegraph article, “Labour’s rail nationalisation dream hurtles toward disaster”, presents the looming difficulties facing Great British Railways as a test of whether the state can successfully manage major industries. Yet perhaps the deeper question is not who owns the railways, but whether we have reached the limits of maintaining an industrial infrastructure that society can no longer afford.

The bizarre story of the “ghost train” from Manchester captures something of the absurdity of our predicament. A six-hundred-seat train departed empty to ensure that rolling stock would be available elsewhere, while passengers were left behind. Such incidents appear to confirm the failures of management, whether public or private. But they may also reveal something more profound. The system itself has become so complicated, so interconnected and so stretched, that rational decisions within one part of it produce irrational outcomes for those who depend upon it.

For decades Britain has debated whether railways should be privately operated or publicly owned. The arguments have become ideological. Supporters of nationalisation speak of public service and integration. Advocates of privatisation point to efficiency, competition and innovation. Yet both camps share an assumption that the existing scale of the railway network must somehow be preserved and expanded.

That assumption deserves examination.

The industrial age created infrastructures of astonishing complexity. Railways, motorways, airports, national electricity grids, water systems and telecommunications networks were built during periods of economic growth, abundant energy and confidence in continual expansion. They require constant renewal, enormous capital investment and highly specialised skills. Their maintenance costs do not stand still. As systems age, they often become more expensive to sustain.

The experience of HS2 should have taught this lesson. What began as a grand vision of modernisation became a symbol of spiralling costs and diminishing returns. Each additional mile demanded vast expenditure. The promise that ever larger projects would deliver prosperity appeared increasingly hollow.

Railways themselves face similar pressures. Tracks wear out. Signalling systems require replacement. Bridges age. Rolling stock must be renewed. Staffing costs rise. Passenger expectations increase. Yet the financial resources needed to satisfy all these demands may no longer exist in sufficient abundance.

The argument, therefore, may not be about state ownership at all. Public ownership cannot repeal economic reality. Nor can private ownership magically create resources that society does not possess. Changing the name above the door does not alter the underlying arithmetic.

Localism suggests another way of thinking.

Rather than assuming that every industrial structure inherited from the twentieth century must continue unchanged, communities may need to ask which systems remain essential and which have become unaffordable luxuries. Some railway lines undoubtedly perform vital functions. Others may represent attempts to preserve patterns of life shaped by an era of cheap energy and endless growth.

This is not an argument against railways. Rail transport remains one of the most efficient means of moving large numbers of people and goods. But it is an argument against the belief that bigger systems, more centralisation and ever greater complexity necessarily constitute progress.

Local economies depend less upon long-distance commuting and more upon opportunities close to home. If work, education, healthcare and recreation become more rooted in locality, the pressure on national transport systems may diminish naturally. The need for thousands to travel vast distances every day is itself a consequence of economic arrangements that separate people from the places where they live.

Perhaps the real lesson of Britain’s railway difficulties is that industrial civilisation has entered a period of choosing rather than expanding. The challenge is no longer how to build ever more elaborate systems, but how to simplify wisely and humanely.

Politicians may continue to argue over nationalisation versus privatisation. Yet future generations may judge that debate to have missed the central issue. The question was never simply who should own the railways. It was whether society had the means to sustain every inheritance of the industrial age.

In that case, the future lies not in preserving all infrastructure at any cost, nor in abandoning people to isolation, but in reshaping our way of life around what can be maintained locally, affordably and resiliently.

The ghost train leaving Manchester may prove to be more than an administrative embarrassment. It may stand as a symbol of an age trying desperately to keep moving along tracks laid down for conditions that no longer exist.

303. Pelago – A Modern Example of Localism in Action

The small Tuscan town of Pelago may be one of the most interesting modern examples of localism in Europe.

While many rural towns across Italy have been losing population as young people move to larger cities, Pelago has been doing the opposite. Its population has grown steadily and recently exceeded 8,000 residents. Young families are moving there from nearby Florence in search of affordable housing, a stronger sense of community and a better quality of life.

The key lesson for localists is that Pelago’s success has not come from attracting large corporations or building vast industrial estates. Instead, the local authority has concentrated on the things that matter most to families. Investment has been directed towards schools, nurseries, sports facilities and public spaces. The mayor has described this as putting families at the centre of community life.

Pelago also retains many characteristics that localists value. It is made up not only of the main town but also a network of smaller villages and hamlets. The surrounding countryside supports vineyards, olive groves, forestry and other traditional land-based activities. The area has a long history of rural self-reliance and close links between people and landscape.

An interesting feature is that Pelago is close enough to Florence for some residents to commute, yet far enough away to maintain its own identity and character. Around 1,000 residents travel to Florence for work, but they choose to live in Pelago because housing is much cheaper and community life is stronger.

From a localist perspective, Pelago demonstrates that prosperity does not necessarily depend on urban growth. People are often attracted by affordable homes, local schools, green spaces, safety and a sense of belonging. These are qualities that cannot easily be measured by GDP but are often more important in everyday life.

As the United Kingdom gradually adapts to the realities of a shrinking economy, Pelago offers an important lesson. The future may not belong solely to ever-larger cities. Instead, it may lie with smaller communities that provide the essentials of life close to home, strengthen local relationships and create places where families can flourish.

Pelago is not a complete localist economy, but it does show how a community can thrive by putting local people, local services and local quality of life ahead of endless economic expansion. In that sense, it may offer a glimpse of what a localist future could look like.

300. Quiet Lanes in the Countryside: Low Traffic Neighbourhoods and Localism: Reclaiming Rural Roads for Local Life.

The recent announcement that Oxfordshire County Council is rolling out a pilot programme of “quiet lanes” across rural roads fits neatly into a much larger shift that is now gathering pace across England. It also connects directly with the idea of localism, where decision-making, land use, and transport are increasingly shaped at the most local level rather than by distant national systems.

The Telegraph report on Low Traffic Neighbourhoods (LTNs) describes what are essentially rural minor roads where through traffic is restricted by gates, bollards, lower speed limits, and signage, while still allowing access for residents, farmers, emergency services, and local businesses. These are not closures in the absolute sense, but a reordering of priority. Roads that are used as convenient cut-throughs for non-local traffic are being returned to local use.

Gated lanes were not uncommon in the 1960s and earlier, especially where the lanes were unfenced, and sheep wandered freely.

Oxfordshire’s own documentation is explicit that this is about making minor roads “calmer and safer,” reducing speeds and vehicle numbers, and prioritising walking, cycling and horse riding, while retaining essential access. In practice, this is a structural change in how the countryside road network is being understood: not as a mini-motorway system, but as a local access system.

This sounds like localism

From a localist perspective, this development is significant for three reasons.

First, it restores the idea that rural lanes are primarily for the people who live and work along them. For decades, many of these roads have been treated as informal bypasses for satnav-driven traffic seeking quicker cross-country routes. Quiet lanes reverse that logic. They say, in effect, that speed and convenience for through-travel is less important than safety, peace, and local accessibility.

Second, it shifts power downward. The Oxfordshire scheme is explicitly locally led, dependent on support from parish and town councils and on evidence of local backing. That is a practical expression of localism: decisions about the character of a lane are made by those who experience it daily, not by a national traffic model.

Third, it changes the economic assumption behind rural infrastructure. The traditional model assumes that roads exist primarily to maximise movement efficiency at scale. The quiet lanes model assumes something different: that the value of a road can also lie in reduced traffic, reduced noise, and improved local usability.

Highway maintenance and the economics of quiet lanes

There is also a less discussed but important point: maintenance costs.

Quiet lanes are likely to reduce wear and tear on minor rural roads. Heavy through-traffic is a major contributor to:

  • carriageway deformation
  • verge erosion
  • hedge and ditch damage
  • frequent patching and resurfacing cycles

If through traffic is significantly reduced, the physical stress on the road network falls. That does not remove maintenance entirely, but it can shift a lane from being a heavily managed corridor to a lightly maintained local access route.

This matters because rural highway budgets are under constant pressure. Councils typically face the same dilemma: a long network of minor roads with limited funds for upkeep. In that context, reducing unnecessary traffic on the weakest parts of the network is not only a transport policy, it is a maintenance strategy.

Oxfordshire’s own approach acknowledges this indirectly by focusing on filtering through-traffic and keeping access only for those who genuinely need the route. Lower structural loads generally mean fewer interventions over time, particularly on narrow lanes that were never designed for modern traffic volumes.

A wider structural change

Seen in the broader picture, countryside LTNs sit alongside other changes: urban LTNs, 20mph zones, active travel planning, and the increasing use of modal filters. Together they point to a gradual reclassification of roads into two categories:

  • strategic routes for movement at scale
  • local routes for access and habitation

That distinction is very close to a localist model of geography, where scale matters. Not every road needs to serve national mobility. Some simply need to serve the locality well.

The tension

Of course, this shift is not without friction. Any reallocation of road space creates winners and losers. Through traffic is displaced onto main routes. Some journeys become longer. There is also a cultural adjustment required: the long-standing assumption that rural roads are “free for all movement” is being quietly revised.

But the direction of travel is clear. What is emerging is a countryside where the default assumption is no longer maximum connectivity for vehicles, but balanced use between local life and wider movement.

Conclusion

Quiet lanes and countryside LTNs are not just transport measures. They are a redefinition of rural space. They reflect a shift away from treating every road as part of a single high-mobility system towards a layered network in which local function is prioritised where appropriate.

In localist terms, they represent something quite simple: a return of rural roads to the people who actually live along them, and a recognition that not every journey needs to pass through the countryside at speed.

And if that also reduces maintenance burdens on fragile rural highways, it adds a practical economic argument to what is already a structural and cultural one.

296. Birmingham: The Reorganisation of the City in a Shrinking Economy

Birmingham was built as one of Britain’s great expansion cities. Its industry, transport systems, shopping districts, office centres, and suburbs were all shaped by an economy based upon increasing energy use, increasing movement, and continuous growth. Roads expanded, railways were reorganised around commuter demand, retail concentrated into large centres, and employment became increasingly specialised and centralised.

Today, Birmingham Council is, in effect, financially bankrupt. The city council has faced a severe financial crisis, service reductions, and an inability to sustain previous levels of expenditure. This is usually discussed as an isolated management or political problem, but it may also be a sign of something much larger: the gradual weakening of the growth economy upon which large modern cities depend.

A city such as Birmingham requires constant economic expansion to maintain:

  • extensive public services
  • large transport systems
  • complex administration
  • welfare support structures
  • continual infrastructure maintenance

When growth weakens, these systems become increasingly difficult to finance. The issue is not simply debt, but the inability of the surrounding economy to generate enough surplus to support the scale of the system that has evolved.

In this sense, Birmingham’s financial problems may not be an exception. They may be an early indication of structural economic change throughout the UK.


Economic shrinkage and the decline of discretionary activity

As the economy begins to shrink rather than grow, the city does not suddenly collapse. Instead, it gradually reorganises itself around different priorities. The important change is not simply less activity, but a change in the type of activity that can be sustained.

The first effects are in discretionary markets. Birmingham contains large sectors dependent upon discretionary spending:

  • retail shopping
  • hospitality
  • entertainment
  • leisure travel
  • conferences and events
  • non-essential services

These activities depend upon surplus income and constant circulation of money. When energy costs rise and real incomes weaken, discretionary spending contracts first. This affects employment quickly because many service-sector jobs depend upon high customer turnover and dense city-centre activity.

As these sectors weaken, employment becomes more unstable. Some work disappears entirely, while other work becomes part-time, informal, temporary, or localised. Unemployment, therefore, becomes less cyclical and more structural. The city is no longer reorganising around growth, but around constraint.

At the same time, public services become harder to maintain at previous scales. Birmingham depends heavily upon tax flows generated by a large urban economy. If economic activity weakens, pressure increases on transport subsidies, social services, housing support, and infrastructure maintenance. This creates a feedback process in which both public and private systems experience contraction simultaneously.

The result is not a uniformly declining city, but an uneven one. Some districts retain strong economic activity while others lose investment, transport frequency, or local services. Birmingham is gradually becoming less of a single, integrated labour market and more of a patchwork of differing local conditions.


The changing role of transport

Transport is central to this transition because Birmingham’s modern structure depends upon high mobility.

The city currently operates through:

  • extensive commuter rail
  • railway and tram systems
  • large bus networks
  • motorway access
  • continuous movement into and out of the centre

This structure assumes that large numbers of people travel considerable distances every day for work, shopping, and services.

In a shrinking economy, this assumption weakens.

Rail and Trams are likely to remain the strongest element of the system because they are efficient where fixed corridors already exist. Main lines and major commuter routes continue, but their purpose changes. Instead of supporting endless expansion, they increasingly become essential movement corridors.

Trams and light rail become especially important because they support concentrated movement patterns while using less energy. Birmingham’s tram system, therefore, becomes more than urban transport infrastructure. It begins to shape where settlement and activity concentrate.

Buses become more difficult to sustain at current levels because they depend heavily upon fuel costs, labour availability, and subsidies. Peripheral routes become thinner and some services reduce in frequency. The result is a more hierarchical system:

  • strong rail and tram corridors
  • weaker peripheral movement
  • reduced discretionary travel

Transport no longer functions primarily to support expansion. It becomes the framework through which a more localised city continues to function.


Housing nodes and corridor settlement

As movement becomes more expensive and less flexible, housing patterns will also change.

Instead of continual outward suburban spread, settlement begins to concentrate around reliable transport corridors, especially tram and rail stops. Along these routes, new housing nodes emerge.

A housing node is not a large new town. It is a concentrated cluster of activity built around a station or tram stop. Typically it contains:

  • medium-density housing
  • local food retail
  • health and care services
  • small repair and craft businesses
  • walkable access to transport

The tram stop or station becomes the centre of daily life.

This is a major change from the late twentieth-century development pattern where housing estates spread outward and depended almost entirely upon private car movement. In a lower-energy economy, transport corridors become fixed anchors for settlement.

The city, therefore, begins to reorganise itself into linked corridor systems rather than a single dominant centre with vast commuter catchments.


Economic and social restructuring inside the city

As discretionary employment contracts, Birmingham will also experience changes in its social geography.

Some districts adapt better than others depending upon:

  • transport access
  • local economic resilience
  • housing conditions
  • community networks
  • proximity to functioning corridors

Neighbourhoods with strong local connections and practical services will stabilise even while city-wide growth weakens. Areas dependent entirely upon large-scale retail or office employment may struggle more severely.

This can increase unevenness between districts. The city becomes more differentiated, with some areas functioning as active local nodes while others lose economic density.

However, localism does not necessarily mean fragmentation. Under pressure, neighbourhood-level cooperation can become more important:

  • local food systems
  • repair economies
  • informal exchange
  • care networks
  • small-scale enterprise

The city therefore changes from a highly centralised economic machine into a more distributed network of local economies connected by transport corridors.


Birmingham as a corridor city

Historically, Birmingham developed as a junction city connected to multiple outward routes:

  • towards Stratford and Warwickshire
  • towards Redditch and Worcestershire
  • towards the Black Country
  • towards Coventry and the east
  • towards Staffordshire and the north

In a localised economy, these outward corridors regain importance because they connect the city to:

  • smaller settlements
  • productive countryside
  • food-producing districts
  • secondary market towns

The city becomes less dependent upon long-distance national systems and more dependent upon its surrounding hinterland.

Rail and tram corridors, therefore, become not simply passenger systems, but structural links between urban demand and nearby productive landscapes.


The underlying transition

The fundamental shift is this:

Birmingham moves from being a growth-oriented metropolitan system into a corridor-based network of local economies.

Movement still exists, but it becomes more selective and more essential. Housing concentrates near transport nodes. Local services regain importance. Discretionary activity reduces relative to practical activity. Rail and tram systems become more valuable where they already survive.

The city does not disappear, nor does it return to the nineteenth century. Instead, it reorganises itself around proximity, accessibility, and reduced surplus energy.

What emerges is a different kind of city:

  • less expansive
  • less centralised
  • more uneven
  • but potentially more locally grounded

In that sense, Birmingham’s financial crisis may represent more than municipal failure. It may be an early sign of a wider transition in which large cities built for continuous growth are forced gradually to reorganise around a more localised and constrained economic reality.

295. Local Bakeries and the Return of Bread to the Locality

One of the simplest and most practical businesses in a shrinking economy is the local bakery. Bread is an everyday necessity. Even in difficult times people still need basic food, and flour can often be sourced from relatively nearby farms. A bakery also creates local employment, keeps money circulating within the locality, and becomes a social centre as well as a food supplier.

Large industrial bakeries depend upon long-distance transport, huge energy inputs, complex machinery, packaging, national distribution systems and supermarket contracts. These systems work best in an expanding economy with cheap fuel and abundant consumer spending. In a shrinking economy they become increasingly vulnerable to energy prices, transport disruption and falling purchasing power.

The local bakery is different. It can survive on modest turnover, shorter supply chains and direct relationships with local people.

The Building Required

A local bakery does not need an elaborate building. In earlier times many villages had small bakeries attached to cottages or small workshops. Modern health regulations are stricter, but the principle remains the same – simplicity, cleanliness and practicality.

The ideal bakery building would contain:

  • A preparation and mixing room
  • A baking room with ovens
  • Flour and ingredient storage
  • Cooling racks and shelving
  • A small retail counter or collection point
  • Wash-up and sanitation area
  • Toilet and handwashing facilities
  • Possibly a small outside yard for deliveries and fuel

The building could be:

  • A converted shop
  • A redundant agricultural building
  • A workshop
  • A small industrial unit
  • A purpose-built single-storey structure
  • Part of a community food centre

The essential requirement is that it must be easy to clean, dry, well ventilated and safe from contamination.

A modest bakery might operate comfortably in a building of 800 to 1,500 square feet. A very small locality bakery could begin in even less space.

Ovens and Energy

The oven is the heart of the bakery. Modern electric deck ovens are efficient but depend entirely on the electrical system. Gas ovens are common where mains gas exists. In a more localist future there may be renewed interest in wood-fired ovens, particularly where local wood economies develop.

A wood-fired oven has advantages:

  • Fuel may be sourced locally
  • Heat storage can reduce fuel use
  • Bread quality is often excellent
  • The oven can become a centrepiece of the locality

However, wood-fired systems require labour, fuel storage and skill.

In practice many bakeries may use mixed systems – electric for reliability and wood-fired baking for resilience and lower fuel dependence.

Ingredients

The core ingredients are simple:

  • Flour
  • Water
  • Salt
  • Yeast or sourdough starter

A locality bakery should ideally develop relationships with nearby grain growers and millers where possible. Even partial local sourcing strengthens the locality economy.

As national systems become strained, local milling may slowly reappear in some areas. Small stone mills require comparatively little energy compared with giant industrial systems.

Employment

A bakery creates several kinds of work:

  • Bakers
  • Delivery drivers
  • Counter staff
  • Grain growing and milling support
  • Maintenance and cleaning
  • Firewood preparation if wood-fired ovens are used

Importantly, bakery work is essential rather than discretionary. People may stop buying luxury goods long before they stop buying bread.

Community Value

The old village bakery was often a social meeting place. People collected bread daily and exchanged information. In a future localist economy such centres may again become important.

A bakery may also connect with:

  • Local cafés
  • Schools
  • Care homes
  • Community kitchens
  • Markets
  • Food co-operatives

Unsold bread can feed animals, become breadcrumbs, or be composted locally, reducing waste.

Finance and Scale

One of the strengths of a local bakery is that it can begin modestly and expand slowly. It does not necessarily require huge borrowing.

A small bakery may begin with:

  • One baker
  • One oven
  • Limited product range
  • Direct local sales only

The danger comes when businesses over-expand, borrow heavily and become dependent upon distant markets.

In a shrinking economy resilience may matter more than growth.

The Future

As transport costs rise and national systems become less reliable, local bakeries may slowly return. Bread production is one of the oldest and most practical human skills. It fits naturally into a localist economy because it combines essential food, local labour, modest scale and community connection.

The future bakery may not resemble the giant industrial bread factories of today. It may instead resemble something much older – smaller, simpler, slower and closely tied to the life of the locality.

294. Localism and the Gradual Contraction of Britain’s Transport Economy

The growing pressures on Britain’s transport system may ultimately strengthen the case for localism.

For most of the industrial era, the economy depended upon cheap transport:

  • cheap diesel
  • expanding road systems
  • large freight movements
  • centralised warehousing
  • mass commuting
  • national retail chains
  • long-distance food distribution

This allowed Britain to organise economic life on an increasingly large scale.

Food travelled hundreds of miles.
People commuted long distances daily.
Goods crossed the country overnight.
Large urban centres absorbed workers from vast surrounding areas.

But all of this depended upon abundant surplus energy and affordable transport costs.

As diesel prices rise and the wider economy weakens, that model becomes progressively harder to sustain.

Heavy goods transport is particularly vulnerable because fuel is one of the largest costs for haulage firms. Some small operators already struggle with fuel costs and narrowing margins. At the same time, rail freight also faces rising energy and infrastructure costs because large parts of the railway system still depend upon diesel locomotives or expensive electrification.

Governments may attempt to support both road and rail systems through subsidy, but government itself faces growing financial pressures:

  • debt interest
  • welfare spending
  • NHS costs
  • infrastructure maintenance
  • ageing population costs

There are therefore limits to how much support can be provided indefinitely.

At the same time, households increasingly cannot afford continual increases in:

  • transport fares
  • fuel prices
  • delivery costs
  • energy bills
  • general living costs

The result may gradually become a contraction in transport demand itself.

This is especially important because much of Britain’s urban economy appears connected to discretionary activity:

  • hospitality
  • tourism
  • leisure
  • office administration
  • non-essential retail
  • entertainment
  • advertising
  • consumer finance

If discretionary spending weakens, associated travel and freight movement also weaken.

Meanwhile work-from-home patterns continue reducing:

  • commuting
  • season ticket use
  • office occupancy
  • peak-hour rail demand
  • business travel

The economy therefore begins moving toward:

  • fewer journeys
  • shorter journeys
  • fewer goods movements
  • more local supply
  • reduced transport intensity overall

This is where localism becomes increasingly important.

Localism reduces dependence upon large-scale transport systems because more activity occurs nearer to where people live.

Instead of:

  • national food chains
  • long-distance commuting
  • centralised production
  • massive warehousing systems

a localist economy increasingly depends upon:

  • local food production
  • nearby employment
  • local repair
  • smaller distribution systems
  • shorter supply chains
  • walking and cycling where possible
  • essential rather than discretionary movement

In this context, localism is not simply an environmental preference or political theory.

It may become an economic adaptation to rising transport costs and declining surplus energy.

The implications are profound.

Large supermarkets depend upon huge distribution networks and constant freight movement.
Urban office economies depend upon mass commuting.
Online retail depends upon extensive delivery systems.
Tourism depends upon discretionary travel affordability.

If transport costs continue rising while real incomes weaken, these systems become progressively more fragile.

Localism potentially offers greater resilience because:

  • food is produced nearer to consumption
  • fewer transport stages are required
  • communities become less dependent upon national logistics
  • local work reduces commuting demand
  • repair and reuse reduce freight demand
  • smaller local economies require less movement of goods overall

This does not mean the complete disappearance of national transport systems.

Britain will still require:

  • rail freight corridors
  • essential road freight
  • ports
  • strategic railways
  • specialist distribution systems
  • national infrastructure

But the balance may gradually shift.

The industrial growth economy assumed ever-increasing movement:
more goods, more travel, more commuting, more consumption.

A shrinking economy increasingly encourages the reverse:

  • localisation
  • simplification
  • shorter supply chains
  • reduced discretionary movement
  • greater emphasis upon essentials

Under those conditions, localism may evolve not through ideology alone, but because it increasingly fits the economic realities of a society facing rising energy costs and declining transport affordability.

259. Rethinking Sustainable Development: Hot Water in a Post-Industrial World

Much of what is currently called sustainable development is not truly sustainable. Many modern solutions depend on a complex industrial system that may not last indefinitely. Heat pumps, photovoltaic panels, advanced electronics and digital control systems all rely on global manufacturing, rare materials, specialist maintenance and international supply chains. If the industrial system that supports them weakens or contracts, these technologies may become impossible to repair or replace.

A different test must judge true sustainability. A technology is sustainable only if future generations, using mainly local materials and modest tools, could continue to build and maintain it. In other words, the system must survive even when the complex industry fades.

Hot water is a good example of the challenge. Every household needs it for washing and hygiene. The question, therefore, becomes: what kind of hot water system could continue to work in a simpler, more local economy?

Principles of a Truly Sustainable System

A sustainable hot water system for the long future would need several qualities.

First, it must rely on natural energy flows that will always exist, such as sunlight or wood.

Second, it must be mechanically simple, with few parts that can break.

Third, it must be repairable with basic tools and local materials such as wood, clay, brick, copper or steel.

Fourth, it should work without electronics, pumps or complex control systems.

These principles suggest a very different approach from modern industrial devices.

The Passive Solar Water Wall

One possible design is a passive solar water wall.

Imagine the south-facing wall of a house. On the outside of that wall is mounted a simple panel made from dark metal sheets or blackened copper pipes. Behind the pipes is insulation made from clay, wool or straw. A sheet of glass or clear plastic covers the front to trap solar heat.

Water slowly circulates through the pipes and into an insulated storage tank inside the house. Circulation occurs naturally by gravity through a process called thermosiphon. When water in the panel warms in sunlight, it becomes lighter and rises into the tank. Cooler water from the tank flows down to the panel for reheating.

Because the system relies on natural convection, it requires no pump or electricity.

The main parts are simple:

  • metal pipes or channels
  • a storage tank
  • a glass cover
  • insulation
  • two connecting pipes

All of these could be made or repaired locally for centuries.

Winter Backup Using Wood

In northern climates, sunlight is weaker in winter. A sustainable system, therefore, needs a second source of heat.

A simple solution is to connect the water tank to a wood-heated stove or range. Many traditional stoves already heated water through a metal coil or small boiler. When the stove is used for cooking or heating the room, some of the heat automatically warms the water.

Wood can be harvested from local coppice woodland, a renewable system used in Britain for many centuries. Managed woodland produces a continuous supply of fuel without destroying the forest.

The result is a dual system:

  • Solar heating during sunny months
  • Wood heating during darker winter periods

The Masonry Storage Tank

Another improvement would be to store hot water in a large insulated masonry tank built into the house structure. The tank could be lined with clay, lime plaster or metal. Thick insulation around it would keep the water warm for long periods.

Because the tank holds a large volume of water, it acts as a thermal storage device. One sunny day can provide hot water for several days afterwards.

Longevity

Such a system has remarkable durability.

Solar panels of this kind can last for decades and are easy to repair. Pipes can be replaced individually, and glass covers can be swapped if broken. The tank and basic plumbing could last for generations.

Most importantly, none of the components requires advanced industry or electronic control.

A village blacksmith, plumber or metalworker could maintain the system indefinitely.

A Different Meaning of Sustainable Development

Seen in this way, sustainable development is not mainly about high technology. It is about designing systems that continue to function when societies become simpler and more local.

The aim is resilience rather than technical sophistication.

A passive solar water wall combined with wood heating is only one possible design. Many variations could exist. But the key lesson remains the same: sustainability must be measured not by modern efficiency alone, but by the ability of future communities to build and maintain the system using local skills and materials.

That is the kind of technology that can genuinely endure.

251. The Great Northern Canal: Canada’s Localist Water Future

Ludovic Viger
Mar 11

Why the original national infrastructure is the key to our decentralized survival.


Water transport is the oldest organized transport system in Canada, predating railways, highways, and even Confederation itself. Long before the first spike was driven into the Canadian Pacific Railway, Indigenous peoples navigated vast river systems for trade, migration, and sustenance. European exploration simply amplified this reality, turning waterways into the primary lifelines for the fur-trading empires that built the early economy.

Water: The Original National Infrastructure

The 19th-century canal revolution—from the Lachine (1825) and Welland (1829) to the Rideau (1832)—proved that artificial waterways could secure both trade and national defense. These projects allowed massive loads to move with minimal energy:

A single small engine or team of horses could tow barges carrying hundreds of tonnes. Canada’s resource economy—logging in B.C., wheat from the Prairies, and iron ore from the Shield—simply could not have flourished without this hydraulic backbone.

Decline, Survival, and the Logic of “Slow Freight”

While railways and trucks diminished commercial water transport in the 20th century, the network never truly disappeared. Today, as global supply chains falter and energy costs rise, the timeless logic of water reemerges.

In a localist Canada prioritizing self-reliance, waterways offer a low-energy alternative to fossil-fuel-dependent roads. A barge leverages gravity and displacement, using a fraction of the energy per tonne-kilometer compared to a semi-truck. Localities with river access gain a structural edge: the ability to move timber, grain, or aggregates without being held hostage by the volatility of global diesel prices.


A Grand Vision: The Great Northern Canal

To supercharge this localist revival, we must envision a project tailored to our geography: The Great Northern Canal. This monumental waterway would link the Mackenzie Delta in the Arctic southward through the boreal heartland, across the Prairies, and into the heart of the continent.

Strengthening the Continental Link: The Red River “Slot”

This isn’t a “moonshot” built from scratch; it is a project of connecting the dots. The natural geography for a north-south corridor already exists:

  • The Red River of the North: Unlike most rivers, the Red flows north from the United States into Lake Winnipeg. It serves as a ready-made “continental slot.”
  • The Lake Winnipeg Hub: By utilizing the massive reservoir of Lake Winnipeg and the Saskatchewan River system, we create a central terminal for the entire Canadian interior.
  • The Mississippi Connection: A short, strategic canal link between the Red River headwaters in Minnesota and the Mississippi River system opens a continuous water route from the Arctic Ocean to the Gulf of Mexico.

This creates a “Bi-National Watershed” that bypasses fragile coastal ports and expensive rail monopolies.


The Advantages of a Connected Watershed

  1. Low-Energy Supremacy: Gravity and currents do the heavy lifting. In an energy-scarce world, moving bulk goods—timber south, grain north—becomes viable again.
  2. Climate & Water Security: As southern droughts worsen, this canal serves as a “water redistribution artery,” moving northern surplus to irrigate Prairie farmlands and recharge aquifers.
  3. Economic Anchors: Construction and maintenance foster local skills in engineering and ecology. Wharves become hubs for small-scale industry—sawmills, granaries, and workshops—that cannot be outsourced or automated away.

Conclusion: Making Canada Connected Again

In a shrinking economy, endurance trumps expansion. Water transport is decentralized, adaptable, and rooted in the land. From the historic Rideau to the visionary Great Northern Canal, we have the opportunity to reconnect a sprawling nation within its natural limits.The land has been waiting. The rivers are ready. It’s time to make the water work for us once more.

249. Shrinking the Road Network: The Lawful Transfer and Reclassification of Local Lanes in a Contracting Economy

  • In law, a highway is a right enjoyed by the public to pass and repass. The adjoining landowners may own the surface, but the public right-of-way sits above it. In most rural lanes, the highway authority does not own the freehold. It maintains the surface and verges, but the subsoil usually belongs to the frontagers up to the centre line.

Highway authorities are normally county councils or unitary authorities under the Highways Act 1980. They have a statutory duty to maintain highways that are maintainable at public expense.

As the economy shrinks, traffic declines, and maintenance budgets shrink, authorities may conclude that certain minor lanes are no longer viable as publicly maintained carriageways.

Stopping up a public highway

To close a lane as a public highway, the authority cannot simply lock a gate. The public right must be lawfully extinguished.

There are three principal mechanisms:

  1. Stopping up under section 116 of the Highways Act 1980.
    The highway authority applies to the Magistrates’ Court for an order stopping up the highway on the ground that it is unnecessary. Notice must be given to frontagers and the public. Objections can be heard in court.
  2. Stopping up in connection with development under section 247 of the Town and Country Planning Act 1990.
    This is used where development makes the highway redundant. The Secretary of State makes the order following consultation.
  3. Diversion rather than extinguishment under section 119 of the Highways Act 1980.
    The route may be altered instead of removed.

The authority must demonstrate that the highway is unnecessary for public use. In a shrinking economy, this argument would increasingly rest on measurable traffic decline, lack of strategic function, and the unsustainable cost of maintenance.

Transfer of responsibility and ownership

Stopping up extinguishes the public right. It does not automatically transfer ownership, because the highway authority often does not own the land beneath the surface.

In most rural lanes, once stopped up:

  • The land typically reverts fully to the adjoining landowners up to the centre line, free from the public right of way.
  • If the authority owns any strip of land, it may dispose of it under section 263 of the Highways Act 1980 or under general local authority disposal powers.

A formal extinguishment order should clearly identify boundaries to prevent later dispute. Land Registry updates may be required.

Reclassification as a bridleway

Instead of completely stopping up, a carriageway may be downgraded to a bridleway or restricted byway. This retains public passage, but only for specified user classes.

The categories of public right of way are defined in the Countryside and Rights of Way Act 2000 and related legislation. A bridleway allows passage on foot, horseback, and bicycle, but not motor vehicles.

Reclassification usually proceeds by:

  • A traffic regulation order removing vehicular rights, or
  • A public path extinguishment and creation order under the Highways Act 1980.

The process requires consultation, advertisement, and an opportunity for objection. If objections are not withdrawn, the order may be determined by the Secretary of State after inquiry.

Who maintains a bridleway?

If the former highway becomes a public bridleway:

  • The highway authority remains responsible for maintaining the surface so that it is passable for the class of users entitled to use it.
  • Adjoining landowners remain responsible for cutting back overhanging vegetation from their side.
  • The authority is not required to maintain it to vehicular standards.

If the route is fully extinguished and becomes private land, maintenance becomes the landowners’ responsibility entirely.

The financial and structural context

In a shrinking economy that does not return to previous levels of throughput, the issue is structural. Traffic volumes decline not temporarily but permanently. Fuel usage falls. Tax revenues contract. The network, designed for expansion, becomes oversized relative to demand and public finance.

The legal system already contains the mechanisms required. What changes is not the law but the frequency with which those powers are used.

Over time, minor lanes may move through three stages:

  • Full public carriageway
  • Downgraded bridleway or restricted byway
  • Fully extinguished highway, reverting to private land

Each step reduces the public maintenance burden.

The critical requirement is procedural order. Public rights cannot simply lapse. They must be lawfully extinguished or modified. If done carefully, the contraction of the highway network can be managed without legal confusion and without leaving ambiguous strips of land.

247. Running a Tramway in the Street, Along a Former Railway, or Across Open Land – Legal and Practical Processes in the United Kingdom

At some time in the shrinking future of the UK trams will again become financially viable.

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Historic tram on the Burton & Ashby Light Railway crossing countryside between settlements (early 1900s).

Although the engineering principles are similar, the legal and procedural requirements differ in important ways. What follows sets out the principal processes in the UK context.


1. Securing Statutory Powers

In all three cases, statutory authority is required. This is normally obtained through a Transport and Works Act Order under the Transport and Works Act 1992.

A Transport and Works Act Order can:

  • Authorise construction and operation
  • Confer compulsory purchase powers
  • Permit stopping up or diversion of highways and rights of way
  • Grant deemed planning permission, and
  • Authorise works to or within the highway or open land

The application is made to the Secretary of State for Transport and includes detailed plans, land ownership schedules, and an Environmental Statement. Objections may trigger a public inquiry. Modern systems, such as Manchester Metrolink and Nottingham Express Transit, have used this procedure effectively.


2. Environmental Assessment and Consultation

Most tramway schemes require an Environmental Impact Assessment.

The Environmental Statement assesses:

  • Noise and vibration
  • Traffic and transport
  • Ecology and wildlife
  • Landscape and visual impact
  • Heritage and cultural assets
  • Flood risk and climate implications

Public consultation is formal and statutory. Consultees include local planning and highway authorities, the Environment Agency, Historic England, and utility undertakers.


Street-Running Tramways Within the Public Highway

Highway Authority Agreements

When rails are laid in the public highway, detailed agreements with the highway authority are essential.

Agreements cover:

  • Road layout alterations
  • Traffic signal control
  • Pedestrian and cyclist crossings
  • Maintenance responsibilities
  • Surface reinstatement standards

Traffic Regulation Orders under the Road Traffic Regulation Act 1984 are often needed to:

  • Restrict turning movements
  • Remove parking
  • Create tram-only lanes
  • Modify speed limits

Utility diversions are usually extensive due to dense underground services.


Tramways Along Abandoned Railways With Rails Removed

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Ownership of the Corridor

A former railway alignment may be owned by:

  • Network Rail
  • A successor railway body
  • A local authority
  • A private landowner

Historic railway land can be fragmented. Some sections may have been sold, built upon, or absorbed into adjoining property. Careful title investigation and land registry checks are essential before acquisition. If voluntary purchase cannot be agreed, compulsory purchase powers within the Order are used.

Status and Structures

Former railway corridors may be subject to:

  • Public rights of way
  • Cycle routes
  • Ecological or landscape designations

Bridges, tunnels, culverts, and retaining structures must be inspected for load capacity and compliance with modern safety standards.


Tramways Across Open Land on New Alignments

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Constructing a tramway across open land, whether agricultural, undeveloped, or peri-urban, introduces distinct legal and practical considerations.

Land Ownership and Acquisition

Open land must be assembled from multiple owners. Interests to consider include:

  • Freehold and leasehold ownership
  • Agricultural tenancies
  • Easements and covenants

Compulsory purchase powers under a Transport and Works Act Order may be required if agreements cannot be reached. Compensation must follow established statutory principles.


Agricultural and Rural Issues

If the route crosses farmland:

  • Field access and severance must be addressed
  • Drainage systems may need redesign
  • Fencing, livestock crossings, and farm access points must be incorporated

Agricultural tenants hold statutory rights that must be recognised and safeguarded.


Planning Policy and Landscape Impact

Open land schemes often raise planning issues:

  • Green Belt considerations
  • Local landscape character and scenic value
  • Impact on rural heritage and ecology

Although a Transport and Works Act Order can grant deemed planning permission, national and local planning policies and designations are central to the assessment.

Mitigation measures may include:

  • Earth bunds and tree planting
  • “Green track” surface construction
  • Sensitively designed alignments

Public Rights of Way

Open countryside frequently contains:

  • Footpaths and bridleways
  • Byways open to all traffic

These routes must be diverted, stopped-up, or accommodated with formal crossings authorised through the Order process. Protests from user groups are common and must be addressed.


Ecology and Environmental Constraints

Open land is more likely than urban streets to contain protected habitats or species. Surveys may identify:

  • Bats and breeding birds
  • Watercourses and wetland features
  • Priority habitats

Mitigation and habitat replacement can be required as conditions of project approval.


Safety Regulation and Authorisation

Before passenger operation, the Office of Rail and Road must authorise the system.

Requirements include:

  • A Safety Management System
  • Comprehensive risk assessments
  • Operating rules and procedures
  • Driver training and certification
  • Emergency plans

Street-running sections raise interaction risks with pedestrians and other road users. Former railway and open land sections require fencing, boundary security, and level crossing safety.


Funding, Governance, and Construction Controls

Capital funding must be secured before construction begins. Funding sources include:

  • Central government grants
  • Local authority transport budgets
  • Borrowing and bonds
  • Developer contributions

During construction, controls include:

  • Temporary road closures
  • Traffic Regulation Orders
  • Environmental management plans
  • Compliance with Construction (Design and Management) Regulations

Open land construction typically involves earthworks, new structures, and utilities installation.


Ongoing Maintenance and Liability

Responsibilities must be allocated for:

  • Track maintenance
  • Interfaces with highway surfaces
  • Bridges, culverts, and structures
  • Boundary fencing and vegetation management

Liability, insurance, and indemnities must reflect the mix of public highway, segregated corridor, and open land environments.


Conclusion

A tramway within a public street depends heavily on highway law and traffic regulation. A tramway along an abandoned railway depends upon precise title investigation and structural renewal. A tramway across open land demands comprehensive land assembly, planning justification, and environmental mitigation.

In every case, the Transport and Works Act 1992 provides the statutory backbone. What drivers, planners, and communities see on the surface is the result of careful legal and administrative work behind the scenes.


240. How boroughs and cities were fed – and why this mattered

Before oil, refrigeration and global trade, towns and cities did not sit above the countryside as separate worlds. They were part of it. Every borough and city was embedded in a living web of farms, smallholdings, woods, rivers and market gardens that existed to keep it fed. But the dependence ran both ways. The countryside fed the town, and the town sustained the countryside.

The feeding ground

Every town had a feeding ground. This was the ring of land that lay within a day’s travel by foot, horse or boat. From this land came milk, vegetables, fruit, meat, eggs, grain, fish, fuelwood and animal feed. Fresh food could not be stored for long and could not be moved far. This made proximity essential.

A town could not grow larger than the land around it could feed. If harvests failed, the town suffered. If the countryside prospered, the town prospered too.

Markets as the heart of the system

Food moved through markets. Farmers, growers, fishermen and smallholders brought their produce into the borough on market days. Bakers, butchers, brewers, innkeepers and ordinary households bought directly from them.

This was not just trade. It was a social and economic bond. People knew who grew their food. Prices reflected real local supply. If one valley had a bad year, the town felt it immediately.

Markets were also where news travelled, where labour was hired, where credit was extended, and where disputes were settled. The market was the countryside’s window into the town.

Towns were also farming places

Towns did not just consume food. They produced it.

Inside and around boroughs there were:

  • Market gardens supplying vegetables and herbs
  • Dairies keeping cows for fresh milk
  • Piggeries fed on kitchen waste
  • Poultry yards
  • Orchards and hop gardens
  • Maltings, breweries and bakeries

Some towns even ran their own farms. Hereford, for example, had the Hereford City Farm, which survived into the modern period and only closed recently. It was a direct survival of the old idea that a town should have its own land to help feed its people.

Urban waste went back to the land as manure. Animals turned scraps into meat. Nothing was wasted. The town and its surrounding fields formed one working system.

The countryside depended on the town

Farmers did not live in isolation. They depended on the town for things they could not easily provide themselves.

They relied on:

  • Lawyers to handle land, inheritance and leases
  • Markets to sell produce and buy tools
  • Blacksmiths, wheelwrights and harness makers
  • Millers, brewers and maltsters
  • Banks, credit and money changers
  • Doctors, vets and apothecaries
  • Churches, schools and courts

The town was where rural society was organised and kept functioning. It was the administrative and commercial brain of the local food system.

Family and memory tied town and country together

Most town dwellers were not strangers to the countryside. They, or their forebears, had come from nearby villages and farms. They still had relatives working the land. They knew the lanes, the fields and the farms that supplied their bread, milk and meat.

This kept the system human. Food was not anonymous. It came from people you knew, or people you were related to.

What the industrial age destroyed

Railways, refrigeration and oil broke this balance. Food was pulled in from far away. Towns stopped needing their surrounding land. Farmers were absorbed into national and then global markets. The old local food web dissolved.

Cities became dependent on distant places they would never see.

Why the future will look more like the past

As energy becomes expensive and long supply chains weaken, towns and cities will not be able to rely on food from far away. They will have to rebuild what once existed.

Not self sufficiency in isolation, but a renewed partnership between towns and the land around them.

That is how boroughs were fed for centuries. It is how they will be fed again.

234. Learning Where the Water Goes: Localism and the Future of Flooding

With homes flooded, roads impassable and schools closed after Storm Chandra, the question has surfaced again, not as a surprise but as a reckoning. Flooding is no longer an occasional emergency. It is becoming a recurring condition of life in many parts of the UK.

Warmer, wetter winters mean that rivers are behaving differently. They rise faster, stay high for longer, and then fall back into drought. As Professor David Sear of the University of Southampton has observed, rivers are now shaped by extremes, more extremes of flooding and more extremes of drought. In simple terms, the land is being asked to hold more water, more often.

For most of the last century, the response has been to push water away. Ditches were deepened, channels straightened, and floodplains drained to make room for roads, houses and productive farmland. Water was treated as an inconvenience to be moved on as quickly as possible. That logic is now failing.

What is emerging instead is a quieter, more grounded approach, one that sits naturally with localism. Rather than asking how to remove water, communities are beginning to ask where it should be allowed to go.

At Wild Woodbury, near Bere Regis, this shift is already visible. The project covers land upstream of the River Sherford and uses what is known as stage-0 river restoration. Instead of forcing the river into fixed channels, water has been released from ditches and allowed to spread across the land, finding its own paths and re-occupying old routes remembered by the soil.

The result has been striking. According to project manager Rob Farrington, water that once rushed through drainage channels now spreads out, slows down, and sinks in. Minor roads that used to flood no longer do so. The land behaves like a sponge, holding water during heavy rain and releasing it slowly over time. Pools and streams have become so clear they appear almost unreal.

This is not just about wildlife, although wildlife has returned. It is about downstream villages, coastal waters, and places like Poole Harbour that receive whatever the land sends them. Slower water means cleaner water, fewer nutrients, less damage, and more resilience.

Yet even here there is honesty. Farrington acknowledges that this solution cannot be applied everywhere. It requires space. It works best on flat land. In many localities, roads and houses already sit on floodplains. The industrial system put them there, confident that engineering and insurance would deal with the consequences.

This is where localism becomes essential. National policy struggles with such complexity. It thinks in standards and exceptions. Local communities think in gradients, lanes, and memories.

Older maps tell a different story from modern ones. Villages, churches and farmsteads were once built just beyond the winter reach of rivers. People understood floodplains as seasonal riverbeds. They did not need hydrological models to tell them where not to build.

Localism allows that understanding to return, not as nostalgia, but as practical judgement. A village faced with repeated surface water flooding may decide that holding the line is no longer sensible. Instead of endlessly repairing damaged homes, it might choose to move new building to higher ground within the locality, while allowing lower land to become wet meadow, storage ground, or managed marsh.

This is not retreat imposed from above. It is adaptation chosen from within. It may happen slowly. One cluster of houses not rebuilt. A new lane laid slightly higher. A community hall relocated upslope. Over time, the village shifts, just as many have shifted before.

History offers plenty of precedent. The lost medieval town of Dunwich slipped into the sea not overnight, but over generations. Inland settlements have also crept away from waterlogged ground as conditions changed. What matters is not permanence, but continuity.

Professor Sear warns that isolated projects, however successful, are not enough on their own. The scale of change required is large. But scaling up does not mean scaling up machinery. It means linking many local decisions together, each working with natural processes rather than against them.

Localism does not deny the need for engineering. It simply puts engineering in its place. Hard defences may still protect some assets. But the broader task is cultural. It is about relearning how to live with water, not in spite of it.

Surface water is becoming a defining feature of the future landscape. Whether it brings repeated disruption or a new kind of stability depends on who is allowed to decide. When decisions are made locally, with a clear view of the land and its limits, water stops being an enemy and becomes part of the settlement again.

225. The History of Water Transport in the UK and Its Localist Future

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4

Water Transport as the Original National Infrastructure

Water transport is the oldest organised transport system in the UK. Long before railways or motor roads, rivers and coastal waters carried bulk goods cheaply and reliably. Timber, stone, grain, coal, clay, lime and later manufactured goods all moved by water. Settlements grew where boats could reach. Waterways shaped the economy, the landscape, and the pattern of daily life.

Natural rivers such as the Thames, Severn, Trent and Ouse formed the backbone of early trade. By the seventeenth century, these rivers were being improved with locks, weirs and cuts to make them more reliable. The real transformation came in the eighteenth century with the building of canals.

The canal age began with the Bridgewater Canal in 1761. Built to carry coal cheaply into Manchester, it demonstrated that artificial waterways could dramatically reduce transport costs. This triggered a national boom. Over the next seventy years, thousands of miles of canals were built, linking coalfields, factories, farms, ports and towns into a single connected system.

Canals allowed heavy goods to move using very little energy. A single horse could pull a boat carrying thirty tonnes. This was not just cheaper than road transport, it was transformational. The industrial economy of the UK could not have developed without canals.

Decline, Survival and Reuse

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The arrival of the railways in the nineteenth century, followed later by motor transport, reduced the commercial importance of canals. By the mid-twentieth century, much of the network was derelict. Some waterways were filled in or abandoned. Others survived by chance.

Yet the network never disappeared. A surprising proportion of canals and navigable rivers remained intact. In recent decades, many have been restored for leisure boating, walking, wildlife and heritage. Organisations such as the Canal & River Trust now maintain a system that still links much of England and Wales.

What is often overlooked is that this network remains physically capable of carrying freight.

Water Transport in a Shrinking, Localist Economy

As the formal industrial economy contracts, the logic that once made water transport essential begins to reassert itself.

Road transport depends heavily on diesel, imported vehicles, complex supply chains and continuous cash flow. Water transport depends on gravity, simple engineering, and modest maintenance. It is slow, but it is reliable and extremely energy-efficient.

Localist areas with access to canals or navigable rivers have a structural advantage. They can move bulky, low-value goods without relying on long-distance lorry traffic. Timber, firewood, charcoal, building stone, bricks, lime, grain, compost, soil conditioners and even prefabricated components can all be moved by water.

In such localities, workshops, yards and small processing sites naturally cluster near wharves. Employment follows. Skills return. Boat building, maintenance, loading, unloading and storage all create work that cannot be outsourced.

Water transport also encourages cooperation between localities. One area produces surplus timber. Another produces lime. A third grows food for processing. The canal or river quietly links them without requiring a centralised system.

The Return of Local Export Networks

The historic canal network already connects much of the UK. From the Midlands, goods can reach the Thames, the Severn, the Mersey and the Humber. This allows local production to reach distant markets without relying on fragile road systems.

In a localist future, export does not mean mass global trade. It means surplus moving steadily between localities. A woodworking area exports finished timber products. A food-producing area exports preserved food. A pottery area exports bricks, tiles or domestic ware.

Waterways allow this to happen at a human pace, aligned with declining discretionary demand and rising practical need.

Building New Canals for New Localities

One of the most important possibilities is the construction of short, new canals linking productive areas into the existing network.

These would not be grand national projects. They would be modest, locally driven connections. A productive area that lacks water access could justify a new canal if it enables long-term export of bulky goods.

Historically, canals were often built by local investors for very specific purposes. There is no reason this logic cannot return, especially where land values fall and employment needs rise.

Waterways as Economic Anchors

In a shrinking economy, stability matters more than speed. Water transport provides that stability. It is resilient, decentralised and understandable. It supports local production without demanding constant growth.

Localities with access to canals and rivers are likely to become anchors of the emerging informal economy. They will be quieter than the industrial past, but more durable. Water will once again shape how goods move, how people work, and how localities relate to one another.

The future of water transport in the UK is not nostalgic. It is practical. It fits a country learning how to live within limits, while still remaining connected.

218. From Coal Tracks to Railways: What Britain’s First Waggon Ways Really Did

The early waggon ways of Britain, built long before steam engines, were not the beginnings of a public transport system. They were something much more specific and much more powerful. They were the physical infrastructure of the coal economy.

From the early 1600s onwards, hundreds of miles of wooden and later iron-railed tracks were laid across Northumberland, Durham and parts of Yorkshire. Their purpose was simple. They moved coal from pitheads to rivers and ports. Almost every early line ran from a colliery to a staith on the Tyne, Wear or Tees, where coal could be tipped straight into ships bound for London and other cities.

This was not a minor trade. By the late seventeenth century, London was burning well over half a million tons of coal each year. Houses, breweries, glassworks, brick kilns, metal workshops and lime burners all depended on it. Without cheap, reliable coal transport, the city would have stalled.

Waggon ways made that possible. Iron-tyred wagons running on wooden rails created far less friction than carts on muddy roads. A single horse could pull a load five or six times heavier than it could on an ordinary track. The cost of moving coal collapsed, and the volume surged. These lines were, in effect, long, thin conveyor belts feeding the capital with energy.

Because of this, the geography of the system was highly specialised. Tracks ran downhill from pits to rivers. They did not link towns to towns. They did not form networks. They were industrial arteries, not public roads.

This brings us to the question of farm produce.

In practice, waggon ways carried almost no agricultural goods. Farmers did not use them to send grain, vegetables, milk or animals to market. There were three reasons.

First, the lines were privately owned by coal companies. They were built, maintained and controlled to serve pits and staithes. They were not open-access routes for the surrounding countryside.

Second, their layout made them useless for farming. They ran from mine to river, often across open moorland or along narrow industrial corridors. Farms lay scattered across fields and lanes, nowhere near the rails.

Third, agriculture already had a transport system that suited it better. Farm produce moved in small, mixed loads to many different markets. That was done by carts, packhorses and later canals. Waggon ways were designed for one thing only, moving huge volumes of a single heavy commodity in one direction.

There were a few later exceptions. Some lines carried stone, lime or iron ore where those lay close to collieries. But these were still extractive, bulk materials, not the outputs of everyday farming.

When steam locomotives appeared in the early nineteenth century, they did not create a new pattern of movement. They inherited an old one. The first railways ran where the waggon ways had already gone, from coalfields to ports and industrial towns. Passenger services and agricultural freight came later, layered onto a system that had been built to serve energy first.

In that sense, Britain’s railways did not grow out of a desire to connect communities. They grew out of the need to feed a distant city with fuel.

The iron roads that eventually carried people and food across the country began life as wooden tracks whose sole purpose was to move black rock to the sea.

217. Remembering the Scammell Scarab – and the Future of Freight in the UK

Scamell Scarab three-wheeled delivery tractor used by British Railways in the 1950s.

When I was young in the 1940s and 50s, there was a very particular sight around country railway stations that many people today have forgotten.  It was the small three-wheeled delivery tractor with a single wheel at the front and two at the back, pulling a flat trailer of goods from the station yard to shops, farms and businesses.

Many of these vehicles were Scammell Scarabs.  They were not lorries in the modern sense.  They were designed to work in tight spaces.  Their triangular shape allowed them to turn almost on the spot, which made them ideal for crowded goods yards and narrow village streets.

In those days, the railway goods (freight) system was intensely local.    Trains brought coal, fertiliser, food, animal feed and parcels into small towns and villages.  From there, these little tractors took the goods the last mile.  Rail did the long haul.  The Scarab did the short haul.

That system was not scrapped because it was inefficient.  It disappeared because diesel lorries and motorways enabled the centralisation of everything into distribution centres far from where people lived.  For a while, that seemed cheap and convenient.  But ithas tied the whole freight system to liquid fuel and long road journeys.

Now we are moving into a very different world.  Diesel is not literally running out, but it is becoming more expensive, more politically sensitive and more vulnerable to disruption.  At the same time, the government is pushing to end the sale of new diesel heavy goods vehicles over the next fifteen years.

Electric lorries may work well for some jobs, especially where vehicles return to base and can charge overnight.  But for long-distance heavy freight, they remain difficult.  Batteries are heavy.  Charging takes time.  Motorway service areas do not yet have the electric power required to recharge fleets of lorries.

This is why rail will come back into the conversation.   Rail is already one of the most energy-efficient ways to move heavy loads over long distances.  If the main routes are electrified, trains can then run on domestic electricity rather than imported diesel.

But rail on its own is not enough.  Every load still has to get from local stations to its final destination.  That last mile is where modern electric vans come in.  They are the modern descendants of the old Scarabs.

This is where the idea of rebuilding some branch lines and local stations with goods yards becomes essential.  We do not need to reopen every rural railway.  But having more rail-connected local freight hubs would allow containers, pallets and bulk goods to be brought close to where they are needed.

From there, local electric vehicles could quietly and cheaply deliver the goods.  Villages would no longer need streams of heavy lorries coming from distant warehouses.   Instead, they would be served from nearby rail hubs, just as they once were.

In effect, we would be recreating a modern version of the old system.  Rail for the long distance.  Small electric vehicles for short distances.  It is not nostalgia.  It is simple energy logic.

[ChatGPT created the picture at the top of this article.  It shows a Scammell Scarab doing that job in the 1950s.  But it shows the vehicle on the passenger platform.  I could not persuade ChatGPT to place the vehicle on the other side of the building.]

205. The possible revival of UK heritage railways in a shrinking economy

Heritage railways exist across the UK, mostly as leisure attractions. They are usually short lines, often between five and fifteen miles long, using restored steam or early diesel locomotives. Many follow the routes of former branch lines closed in the mid-20th century. There are over 150 heritage railways, with a combined track length of roughly 550 to 600 miles. Most are run by charities or trusts and rely heavily on volunteers.

In their current form, heritage railways depend largely on tourism and discretionary travel. Families visit for days out. Enthusiasts travel long distances to ride behind particular locomotives. This model assumes spare income, cheap fuel, and a willingness to travel for pleasure. In a shrinking economy, those conditions weaken. Discretionary spending falls. Tourist travel declines. Long journeys become less affordable and less frequent. As a result, the existing heritage railway model becomes increasingly fragile.

However, decline in tourism does not automatically mean decline in usefulness. It may instead force a change of purpose.

In the 19th century, Britain’s railways flourished in an economy far smaller than today’s. Total economic output was a fraction of current levels. Average incomes were low. Most people lived close to where they worked. Travel was limited and purposeful. Yet by the 1870s Britain had more than 15,000 route miles of railway, much of it serving small towns, villages, farms, quarries, forests, and ports. Many lines were slow, lightly used, and short. They existed to support everyday life, not leisure.

The key difference lies in the nature of travel. Victorian railways did not depend on tourism or discretionary trips. They carried workers, food, fuel, tools, animals, mail, and local passengers making short journeys. A five or ten mile trip was normal. Speed was modest. Frequency mattered more than comfort.

A shrinking economy pushes society back towards that pattern. As discretionary travel declines, people travel less often and over shorter distances. Car ownership becomes harder to sustain. Fuel costs become uncertain. At the same time, economic activity becomes more local. Food production, repair, care, storage, and small-scale manufacture take place closer to where people live.

In that context, heritage railways could evolve away from tourism and towards local utility.

Many heritage lines already connect small towns with their surrounding countryside. Some pass close to farmland, woodland, former industrial land, or edge-of-settlement sites suitable for workshops and depots. Their low speeds are not a disadvantage when journeys are short. A train running at 20 miles an hour over five miles is slow only by modern, long-distance standards.

Energy use also matters. Steam traction, often dismissed as obsolete, is adaptable. Steam locomotives can operate on coal, wood, or charcoal. In a future where liquid fuels are scarce or expensive, this flexibility becomes valuable. Heritage railways already possess the skills, tools, and workshops needed to maintain such systems without digital dependence.

Employment is another factor. Heritage railways are labour-intensive. They require drivers, firemen, track workers, maintenance staff, signal operators, and administrators. In a shrinking economy, labour becomes more available while capital becomes more constrained. What is now volunteer activity could shift towards modest, locally paid employment, embedded in the locality rather than dependent on visitors.

Socially, local railways function as shared assets. Stations become practical places again, not attractions. Timetables respond to local needs rather than tourist peaks. Governance remains close to the ground, fitting naturally with a wider shift from centralised systems towards informal, locally managed ones.

Not every heritage railway would be suitable for this transition. Some are isolated. Some serve routes with no remaining local demand. Some are too closely tied to the visitor economy. But others could adapt gradually. Tourist services might reduce while regular local services increase. Goods wagons could return alongside passenger coaches. Income could shift from visitor fares to subscriptions, local contracts, or support linked to food, fuel, and materials movement.

As tourist and discretionary travel declines, systems built around leisure struggle. Systems built around necessity endure. The revival of heritage railways would not be about nostalgia or days out. It would be about rediscovering a form of transport that works at small scale, with low energy use, high human involvement, and strong local purpose.

The 19th century railway network grew in an economy far smaller than today’s and with very limited discretionary travel. As the modern economy contracts, similar conditions re-emerge. Under those conditions, heritage railways may find that what once made them seem obsolete is precisely what makes them relevant again.

BUT. The construction of the vast railway network in the 19th century was an essential element of the growing capitalist economy. Not so now.

152. Localism in Cities, Towns and the Countryside

I received the following comment in relation to one of my pieces:

Cities are the opposite of localism and cannot be made “local”. They are concentrations of the fruits of worldwide industrialism and cannot stand on their own. In the rich world, over 80% of people live in cities. They will do everything they can to keep them liveable as long as possible and when cities are no longer liveable they will die.

I believe that localism will apply to cities, but in a different way from the countryside.

Localism is not a choice. It will happen as the economy contracts. Supply chains will shorten. Imports will fall. The industrial systems that feed and support cities will become less reliable.

In villages, localism will feel positive. Small shops and services will return. Food will be grown nearby. People will rely more on their neighbours and less on distant suppliers. Communities will adapt.

In cities, the change will be harder. Large populations depend on constant supplies. When these fail, people will have to reorganise how they live. We are likely to see:

  • Growing pressure on food, water, and energy.
  • New sharing and trading networks within neighbourhoods.
  • More urban farming, using gardens, rooftops, and open spaces.
  • As a first step to moving out some will commute out to farming and food related activities out-of-town..

Some cities will manage the transition. Others may struggle and decline. Localism in cities will not mean independence but survival through smaller, self-supporting communities.

The countryside and the city will move in the same direction but at different speeds. Rural areas will regain more control and resilience. Urban areas will face harder choices. Both will be shaped by the same shift – from a global industrial economy to smaller, place-based systems.


146. Is this the beginning of the English revolution?

Copied from the Daily Telegraph – 25th August 2025

Recent demonstrations under St George’s Cross reveal a country questioning who it is and who it wants to be Robert Tombs

Robert Tombs

When we see people of all ages and both sexes demonstrating under St George’s Cross and the Union flag, and when local residents hang flags on lampposts, it is a sign of something momentous.

This combination of English and British flags is full of meaning, symbolising respectively the culture of the country and the sovereignty of the state – both now under threat.

Usually, displaying the flag signals loyalty. Today, it has become a sign of discontent. When local authorities remove our national flags because they are deemed “dangerous”, the point is emphatically underlined. “We are the people of England, and we have not spoken yet”, warned the writer GK Chesterton in 1908.

Some of our rulers would prefer that it remain that way.

The English exception

Flags have not usually inspired in England the emotion they hold in some other countries. We use them on shopping bags, underwear and cushion covers. We shrug if angry foreigners burn them. This is partly because we have many other national symbols, most obviously the monarchy.

People in Union Flag waistcoats at the VE Day 80 procession pass the Houses of Parliament, London, 2025
People in Union flag waistcoats at the VE Day 80 procession in London on May 5 2025 Credit: Jose Sarmento Matos/Bloomberg

Moreover, when England was at the heart of an empire and of a successful multinational state, flag-waving seemed unnecessary and even provocative. It was what foreigners did. The English, and the British more generally, confined themselves to a limited number of official days on which the Union flag would be decorously flown. We were confident enough in who and what we were not to need to wrap ourselves in it. Today, however, flying flags that assert English and British national identity challenges the legitimacy of the country’s own elites.

This is not the first time such a thing has happened.

The idea of national sovereignty was, from its beginnings in the 17th century, a weapon against the traditional powers of monarchs, nobles and priests. The English version was the idea of the “Norman yoke”, which had dispossessed the indigenous people and replaced Saxon liberty with oppression. Even today, one study suggests, people with traditional English surnames are less well off than those with French-sounding names.

Yet this never had the explosive force of other countries’ nationalist myths. The English elite – including the descendants of the Normans – generally sought the consent of their subjects, and were sensible enough to widen the political nation to include potential opponents. Even before it became democratic, England was highly participatory, and bad kings, however sacred, were disposed of by the “community of the realm”. Above all, England has been rich for centuries and has avoided devastating defeat and invasion, the most destructive of revolutionary forces.

The forging of England

Many readers of these lines, I suspect, and many of those hanging flags on lampposts or painting red crosses on roundabouts, would consider that this broadly successful history of England has ended.

I sometimes fear so too, recalling Shakespeare’s John of Gaunt in Richard II: “That England that was wont to conquer others, Hath made a shameful conquest of itself.”

Many feel that the England they knew and loved is going, or is gone.

England has, over the many centuries of its existence, been in continual flux. Despair about its future has been recurrent. It would be easy enough, if we chose, to recount its history as a succession of catastrophes. The Norman conquest was surely the greatest: the total seizure of all land, the systematic destruction of cultural heritage, the imposition of serfdom, even the eclipse of the language. Yet the new masters called themselves English, much as the Dutch in South Africa called themselves Afrikaans; a new hybrid England emerged.

BBC Handout Photo from King & Conqueror
The Norman conquest created a hybrid England, blending French and Anglo-Saxon traditions into a new nation. (Pictured: James Norton as King Harold in the BBC’s King & Conqueror) Credit: BBC/CBS Studios/Lilja Jons

This England, not its Anglo-Saxon prototype, is the one we have inherited. It became a prosperous exporter of raw materials to more sophisticated markets – a sort of medieval Australia. Foreigners thought its people violent and drunken. The Black Death wiped out half of them but eventually left the survivors better off. A new English culture emerged, influenced by France and Italy, pioneered by Chaucer and reaching its peak in Shakespeare.

But the disastrous loss of ancestral territories on the Continent plunged England into the Wars of the Roses. Then came the cataclysm of the Reformation, followed by two centuries of merciless religious conflict. Foreigners saw 17th-century England as a vicious nest of king-killing fanatics, its politics uncontrollably unstable.

To general astonishment, the 18th century then discovered modernity: liberty, science, politeness, commerce, empire, even happiness. England ceased to be Europe’s laughing stock and became a great power, a partner in union with Scotland. The loss of the American colonies again plunged patriots into despair. Then came utter transformation – what a French economist dubbed the “Industrial Revolution”.

The Cobbe portrait of William Shakespeare (1564-1616)
William Shakespeare shaped the nation’s language and culture from the 16th century Credit: Fine Art Images/Heritage Images/Getty Images

Within a lifetime, England became a different place. Contemporaries realised they were living through unprecedented and unpredictable changes: frightening demographic growth threatened famine, new towns mushroomed, old ways of life were swept away, London and the great commercial cities expanded, and technological transformation happened so fast it made the novelist William Makepeace Thackeray feel like “Father Noah and his family out of the Ark”.

A once self-supporting country became dependent on imported food and raw materials, and hence had to export or die.

Friedrich Engels, the Manchester businessman and communist theorist, predicted confidently that “the revolution must come; it is already too late to bring about a peaceful solution”.

On the contrary, by an extraordinary collective effort, the Victorians managed to tame incipient revolution and create a peaceful, prosperous and law-abiding society, with crime falling to its lowest ever level. But the England that the Victorians made was devastated by two world wars, economic depression, and a deindustrialisation that still pauperises whole populations. Then came the cultural revolution of the 1960s, which arguably made the Sixties generation more different from its parents than any generation in history.

Revolution today

Forgive this gallop through history. But it is important. Today we are undergoing demographic shocks comparable in scale with the early 19th century, combined with cultural, ethnic and political changes as great as those of the 1960s – but without economic growth to cushion the impact.

As a result, the questions I am asking – indeed, am asking myself – are these: what is England and Englishness? When did what we think of as Englishness emerge? Is what is happening to us today different from earlier periods of moral and social disruption?

Allen Newick, landlord of the George and Crown in Somerset, waves a Union Flag, May 1953
Allen Newick, the landlord of the George and Crown in Somerset, waves a Union flag at a rehearsal for Elizabeth II’s coronation, May 1953 Credit: Haywood Magee/Picture Post/ Hulton Archive/Getty Images

England is one of the oldest continuous nations, arguably the prototype of the nation-state, defined by common institutions and broad participation in government – for example, by jury service, local office-holding and legal rights. Given its size and social mobility, its identity was a diverse one: Cornishmen were not the same as Londoners or Yorkshiremen, and yet they all recognised themselves as English.

Englishness meant loyalty to a common monarch and a common Church, with Parliament and the common law as important national symbols. England ceased to be a nation-state in 1707, but it retained a sense of cultural identity and remained predominant within the Union.

These general observations might suggest a long period of fundamental continuity. Nevertheless, in other ways, English society, beliefs and manners changed profoundly and repeatedly. A 15th-century Englishman or woman would have struggled to accept post-Reformation society – some chose exile, ruin or death. Oliver Cromwell and Charles I would have been astounded and horrified by George III’s England, with its drinking, sexual libertinism and intellectual freedom. Samuel Johnson would have found the noisy, teeming, smoke-filled England of Dickens a nightmare. William Gladstone could not have comprehended Tony Blair’s Britain, with its religious indifference, lack of deference, permissive morality and intellectual frivolity.

The different Englands each had known, with their characteristic beliefs, manners, standards of civility and political structures, had all evaporated.

England fans at Wembley Stadium in London during the World Cup Final between England and West Germany, UK, 30th July 1966
England fans flying the Union flag at the 1966 World Cup Final at Wembley Credit: Evening Standard/Hulton Archive

Ours will evaporate too, and we, like our forebears, will lament it. People of my generation were born in an England still living amid the vestiges of Victorianism. The anthropologist Geoffrey Gorer described the English in the 1950s as “gentle, courteous and orderly […] you hardly ever see a fight in a bar […] football crowds are as orderly as church meetings”.

Much that seemed “typically English” – reticent, law-abiding, respectable, patriotic, strict, snobbish, yet free – was little more than a century old.

It melted away in the 1960s. Yet those years too were undeniably “typically English”: the Beatles and Kingsley Amis were as English as Edward Elgar and WS Gilbert. Over the centuries, England had been seen successively as violent, revolutionary, traditional, brutal, gentle, aggressive, peaceful, aristocratic and democratic. Even cruelty to animals was once considered an English characteristic, and attempts to stop bull-baiting sparked riots.

What and who are we now? Given all these changes, I was not surprised that some readers insist that Englishness is essentially a matter of ancestry. After all, if Englishness is always changing, only genes remain constant. But this is Englishness reduced to its barest biological minimum, and it is not a very English idea: Englishness has rarely been seen as dependent on purity of blood. Daniel Defoe dismissed the notion in 1701 in his popular satire, The True-Born Englishman, describing England as Europe’s “jakes”, where she “voids all her offal cast-out progeny”.

The Beatles pose for a portrait in 1963
The Beatles (pictured in 1963) epitomised 1960s England, a period of cultural change that was still unmistakably ‘typically English’ Credit: Michael Ochs Archives/Getty Images

Nor, indeed, has Englishness been based on cultural insularity or the worship of origins. Our ancestors embraced the globe – perhaps too eagerly. They were entranced by Greek statuary, Paris fashions, Indian philosophy and Japanese art. Even those who rediscovered English landscape and folk traditions rarely turned their backs on the wider world.

I am certainly not arguing for multiculturalism or open borders. Nor am I suggesting that there is nothing to worry about because change and flux are inevitable and every generation laments the world it has lost. The great historic changes I have referred to above were survivable – England evidently endured, however transformed – but they were nevertheless cataclysmic and, for many living through them, disastrous. Even if, in safe retrospect, we conclude that the benefits eventually outweighed the costs, those costs were nonetheless grievous.

Mass immigration today may not have the transformative effects of the Norman conquest, the Reformation or the Industrial Revolution, but it does place major strains on our society. It undermines our solidarity and coherence, imposes dangerous burdens on our economy, and weakens unity in the face of external threats. The long-term effects are unknown.

Always old and always new, England is – to paraphrase Roger Scruton, the philosopher – founded on a sense of place and a sense of belonging. I have argued before that we have a pressing interest and duty to incorporate those who have permanently settled here or who are born here of foreign parents. Many believe this is impossible. If they are right, we are in serious trouble. But I do not believe they are right, and in any case, counsels of despair are guaranteed to realise the worst predictions. We must act with what we have. But to succeed, we must end uncontrolled immigration and require integration as other countries – for example, Denmark – have begun to do.

Migrants in a dinghy make their way across the Channel toward England's south coast, 2020
Migrants in a dinghy making their way across the Channel from France in September 2020 Credit: Glyn Kirk/AFP via Getty Images

We shall not succeed in integrating everyone – yes, there are doubtless Islamist fanatics arriving on rubber boats – but we need to integrate most people and their children. Here there is a barrier: it is not so much the refusal of some immigrants to integrate as the refusal of many in power in Britain to do what is necessary to integrate them, or even to limit the numbers arriving.

Central to today’s crisis is the way we are governed, and the people who govern us. Scholars have analysed the disintegrative forces at work in modern society, from global capitalism to the internet. But in Britain, as in some other Western countries, we are seeing something unprecedented: the rejection of the nation by a significant part of its own elites.

In previous centuries, whether we were governed by kings, nobles or parliaments, all were committed to the good of the nation as they understood it. Their own futures depended on national success, and their achievements were often outstanding.

And now? Future historians may conclude that the heyday of the nation-state lasted only from the late 18th century to the late 20th. Part of the downfall of the ideal of the sovereign, culturally distinct, democratic nation was a revulsion against war, blamed on nationalism. Hence the 1920s to Thirties vogue for internationalism, pacifism and communism – a time when English intellectuals, as George Orwell remarked, took their cookery from Paris and their opinions from Moscow. The Second World War and the Cold War regenerated national identity in the face of common danger.

But since the 1990s, a Western mixture of anarchic individualism, globalisation, American anti-racism and fashionable anti-colonialism has proved all too effective in subverting common nationhood. As is now clear, this incoherent ideological cocktail appeals particularly to a new elite, under 50, proudly cosmopolitan in outlook, sometimes advocating a borderless world and despising traditional ties.

This elite runs most of our cultural and political institutions, including large parts of the civil service and the justice system. When they fail, they simply move on. Their Blob-like unaccountability makes us question whether we are still – or perhaps have ever really been – a democracy.

Prime Minister Margaret Thatcher, with husband Denis Thatcher, waves to well-wishers outside Number 10 Downing Street following her election victory, on May 4, 1979
Margaret Thatcher’s 1979 victory marked a moment of transformative change, reshaping Britain’s politics and state institutions Credit: Tim Graham/Getty Images

Integration of immigrant groups into the nation goes against their prejudices and career prospects: their pursuit of “diversity and inclusion” often causes breakdown and division. One of their principal strategies has been an attack on national history, and opinion polls confirm what many of us feel intuitively: that the effect on young people is to alienate them from their own nation.

We are now seeing a rebellion against this elite. Most rebellions fail. Great revolutions, as in France and Russia, usually make things worse. The British way has been to force a change of direction through a shift in public feeling, culminating in a parliamentary clear-out. It looks increasingly likely that this will happen.

One sign is that women, worried about their children’s future, are beginning to take a stand – always a sign of trouble for rulers. But how change will come about is in the lap of the gods. A Reform government? Kemi Badenoch’s finally revived Conservative Party? A coalition of the Right? Or the worst outcome: a last-ditch alliance of the parties of the Left clinging to the status quo?

While the present Government staggers from failure to failure, the duty of the Opposition parties is to use the time to plan fundamental reform of the state and its institutions. As first steps, ministers must take back control of their departments, and bodies in receipt of public funds, including museums and academic institutions, should be made truly accountable to Parliament for their public activities.

This movement will be as momentous as the 1832 Reform Act, the 1909 People’s Budget, the women’s suffrage campaign, Labour’s 1945 victory or the Thatcher landslide. Each came about only after the country had gone through a “winter of discontent”. The Starmer Government seems likely to go down in history for creating another blizzard.

Comment by Barry: Will it be localism?

145. Beyond Growth: The Natural Evolution of the Shrinking Economy

Most political and economic thinking today is built on one assumption – that economies will keep growing forever.

But what happens when growth stops?

In Beyond Growth, we face the unavoidable reality: nature’s limits will slow, then reverse, into economic contraction.

The economy will shrink.

This shift will affect every aspect of life – jobs, housing, healthcare, food production, and community organisation.

This concise and thought-provoking piece explains:

  • Why growth cannot continue indefinitely – and the evidence all around us.
  • What a shrinking economy means for government, business, and ordinary people.
  • How localism – shifting power and resources to communities – offers a stable and humane way forward.
  • The transition from formal to informal systems, and why it is already underway.

Beyond Growth isn’t just a warning – it’s a blueprint for adapting, surviving, and thriving in a post-growth world. Written in clear, accessible language, it is aimed at policymakers, community leaders, activists, and anyone concerned about the future.

Download and save your free PDF copy of Beyond Growth and start imagining the economy we will all be living in tomorrow.

Most political and economic thinking today is built on one assumption – that economies will keep growing forever. But what happens when growth stops?

In Beyond Growth, we face the unavoidable reality: nature’s limits will slow, then reverse, economic expansion. This shift will affect every aspect of life – jobs, housing, healthcare, food production, and community organisation.

Beyond Growth isn’t just a warning – it’s a blueprint for adapting, surviving, and thriving in a post-growth world. Written in clear, accessible language, it is aimed at policymakers, community leaders, activists, and anyone concerned about the future.

Download your free PDF of Beyond Growth and start the conversation about the economy we will all be living in tomorrow.