Pocket rocket: Santi Cazorla of Arsenal. Photo: Getty
Show Hide image

Does size matter? And where have all the Arsenal six-footers gone?

Hunter Davies’s The Fan column. 

At half-time in the Arsenal-Spurs game on 27 September, I had to rub my eyes when I saw Santi Cazorla getting ready to come on. He was standing beside the towering, 6ft 3in, besuited, headmasterly figure of the Arsenal manager, Arsène Wenger. At 5ft 6in, Cazorla looked like Wenger’s grandson or, perhaps, a child mascot who’d been allowed on to the pitch to amuse us.

Then, in the second half, the 5ft 7in Alexis Sánchez came on, replacing Jack Wilshere who, at 5ft 8in, isn’t the shortest of Arsenal’s midfielders. What is going on – with Arsenal and with football?

I remember being at an Arsenal game 14 or so years ago and noticing that practically the whole team was 6ft or taller: Patrick Vieira was 6ft 4in, Thierry Henry was 6ft 2in,
Dennis Bergkamp was 6ft 1in, Robert Pirès was 6ft 2in. Emmanuel Petit, despite his name, was 6ft 1in. As usual when you spot an interesting fact, you think up an interesting theory to explain it – often total bollocks, but that hasn’t stopped economists, sociologists and historians from making a decent living these past 200 years.

I decided to check the heights of Arsenal players from the pre-war years – easy to find, because when they played in Cup finals or for England or Scotland the programme always gave full details of each player’s height and weight. Often in the 1930s, not one Arsenal player was 6ft tall; even goalies rarely got above 5ft 10in. Their weight, though, was often 12 or 13 stone. Small and squat, that was the average professional footballer.

Clearly the changes reflected the world in general, as people have grown about two inches taller since the war. Football was simply mirroring ordinary life. It also reflected what was happening in football. Foreign managers were weaning our native players off their chips and booze-ups, producing leaner, taller players. And with better, faster pitches, free of mud, the bullet-headed, slow and lumpen cloggers had been evolutioned out, as had the small and weedy.

I had a subsidiary theory that Wenger preferred players built in his own image – stick-like six-footers, with or without a nice dark suit and woolly waistcoat. Wenger had become obsessed with signing himself. Turns out that was all total bollocks as well.

This season, Arsenal have come out two inches shorter than they used to be just ten years ago. The average for their first team is only 5ft 9in, not a huge reduction but noticeable, while their average weight is only 11 stone. There are still some big teams in the Premier, mostly the ones not doing so well, such as QPR, whose average weight is 12st 7lb.

If you look at world football, you’ll see that the marvellous midgets are doing well everywhere. Messi has the figure of a ten-year-old – well, ten-year-olds when I was growing up, living on rations, sucking dried eggs and eating sweets made out of cardboard. It’s a miracle that weedy little Messi, just 5ft 6in and 10st 8lb, has survived the slings and arrows and assaults of football’s brutes and has rarely been injured. Man City also has some small players, such as David Silva and Sergio Agüero, both 5ft 8in, though my favourite is Luca Modric of Real Madrid. Shame he left Spurs.

One of the many joys of football is that size and physique don’t really matter. It’s what you do with the ball that counts. Once on the pitch, all players are the same size. It’s only when they’re waiting to come on, or standing in a line-up, that it strikes you how small many of them are, especially if stuck beside the goalie. The captain of Germany’s World Cup-winning team, Philipp Lahm, looks quite big driving forward but if you see him in the line-up you realise how small he is.

Is it because being small and weedy makes them more determined, tougher, able to take life’s knocks ? So many remember being discriminated against when they were young, rejected by coaches who said they’d never make it: come back when you’re in long trousers. The big, well-built, naturally gifted people, as in many occupations, often think they can glide through life . . . until they come a cropper.

Right, this time next season, we will explain why every Arsenal player has suddenly become left-footed and Catholic.

Hunter Davies is a journalist, broadcaster and profilic author perhaps best known for writing about the Beatles. He is an ardent Tottenham fan and writes a regular column on football for the New Statesman.

This article first appeared in the 30 September 2014 issue of the New Statesman, ISIS vs The World

Getty
Show Hide image

Air pollution: 5 steps to vanquishing an invisible killer

A new report looks at the economics of air pollution. 

110, 150, 520... These chilling statistics are the number of deaths attributable to particulate air pollution for the cities of Southampton, Nottingham and Birmingham in 2010 respectively. Or how about 40,000 - that is the total number of UK deaths per year that are attributable the combined effects of particulate matter (PM2.5) and Nitrogen Oxides (NOx).

This situation sucks, to say the very least. But while there are no dramatic images to stir up action, these deaths are preventable and we know their cause. Road traffic is the worst culprit. Traffic is responsible for 80 per cent of NOx on high pollution roads, with diesel engines contributing the bulk of the problem.

Now a new report by ResPublica has compiled a list of ways that city councils around the UK can help. The report argues that: “The onus is on cities to create plans that can meet the health and economic challenge within a short time-frame, and identify what they need from national government to do so.”

This is a diplomatic way of saying that current government action on the subject does not go far enough – and that cities must help prod them into gear. That includes poking holes in the government’s proposed plans for new “Clean Air Zones”.

Here are just five of the ways the report suggests letting the light in and the pollution out:

1. Clean up the draft Clean Air Zones framework

Last October, the government set out its draft plans for new Clean Air Zones in the UK’s five most polluted cities, Birmingham, Derby, Leeds, Nottingham and Southampton (excluding London - where other plans are afoot). These zones will charge “polluting” vehicles to enter and can be implemented with varying levels of intensity, with three options that include cars and one that does not.

But the report argues that there is still too much potential for polluters to play dirty with the rules. Car-charging zones must be mandatory for all cities that breach the current EU standards, the report argues (not just the suggested five). Otherwise national operators who own fleets of vehicles could simply relocate outdated buses or taxis to places where they don’t have to pay.  

Different vehicles should fall under the same rules, the report added. Otherwise, taking your car rather than the bus could suddenly seem like the cost-saving option.

2. Vouchers to vouch-safe the project’s success

The government is exploring a scrappage scheme for diesel cars, to help get the worst and oldest polluting vehicles off the road. But as the report points out, blanket scrappage could simply put a whole load of new fossil-fuel cars on the road.

Instead, ResPublica suggests using the revenue from the Clean Air Zone charges, plus hiked vehicle registration fees, to create “Pollution Reduction Vouchers”.

Low-income households with older cars, that would be liable to charging, could then use the vouchers to help secure alternative transport, buy a new and compliant car, or retrofit their existing vehicle with new technology.

3. Extend Vehicle Excise Duty

Vehicle Excise Duty is currently only tiered by how much CO2 pollution a car creates for the first year. After that it becomes a flat rate for all cars under £40,000. The report suggests changing this so that the most polluting vehicles for CO2, NOx and PM2.5 continue to pay higher rates throughout their life span.

For ClientEarth CEO James Thornton, changes to vehicle excise duty are key to moving people onto cleaner modes of transport: “We need a network of clean air zones to keep the most polluting diesel vehicles from the most polluted parts of our towns and cities and incentives such as a targeted scrappage scheme and changes to vehicle excise duty to move people onto cleaner modes of transport.”

4. Repurposed car parks

You would think city bosses would want less cars in the centre of town. But while less cars is good news for oxygen-breathers, it is bad news for city budgets reliant on parking charges. But using car parks to tap into new revenue from property development and joint ventures could help cities reverse this thinking.

5. Prioritise public awareness

Charge zones can be understandably unpopular. In 2008, a referendum in Manchester defeated the idea of congestion charging. So a big effort is needed to raise public awareness of the health crisis our roads have caused. Metro mayors should outline pollution plans in their manifestos, the report suggests. And cities can take advantage of their existing assets. For example in London there are plans to use electronics in the Underground to update travellers on the air pollution levels.

***

Change is already in the air. Southampton has used money from the Local Sustainable Travel Fund to run a successful messaging campaign. And in 2011 Nottingham City Council became the first city to implement a Workplace Parking levy – a scheme which has raised £35.3m to help extend its tram system, upgrade the station and purchase electric buses.

But many more “air necessities” are needed before we can forget about pollution’s worry and its strife.  

 

India Bourke is an environment writer and editorial assistant at the New Statesman.