Robots could make the UK’s north-south divide even worse

Robots at work in a Japanese warehouse. Image: Getty.

Technological progress is normal. A steady flow of new developments enables a gradual increase in prosperity. But sometimes – and perhaps now is such a time – that flow is not so steady. Synchronous fundamental developments allow leaps forward to be made in multiple dimensions.

Progress in artificial intelligence, robotics, and genetics all promise change that is unusually wide ranging. The benefits – which include improved gadgets, health and food security – are easy to appreciate. Equally, though, there are challenges posed by rapid change – especially for workers who have invested in skills that are set to become obsolete.

To some extent, these implications have already become evident over the last 20 years. The labour market has been “hollowing out”, with more jobs available at the top and (to a lesser extent) bottom of the skills distribution, but fewer jobs in the middle. And the recent dramatic changes in technology are likely to exacerbate this over the next couple of decades.

Some observers have argued that a large proportion of current jobs in developed economies are at risk. But alarmist predictions of this kind likely fail to recognise that jobs morph over time. And so do the skills required to undertake particular jobs. Nevertheless, the changes we are seeing do pose unusual challenges.

Economic divide

In a recent report, the Centre for Cities has investigated the likely geographical impact of these changes in employment, across urban areas within the UK. In doing so, it combined predictions by Nesta on the demand for skills in 2030, with information about the current spatial distribution of jobs requiring these skills.

The results are striking. More than a quarter of jobs in many northern conurbations are in occupations where employment is likely to decline. The highest proportions are in Mansfield, Sunderland and Wakefield. These are areas with economies dominated by specific manufacturing – such as drinks production in Mansfield and car production in Sunderland – and retail activity.

By way of contrast, only around 16 per cent of jobs in London are in such occupations. London also has a much greater concentration of jobs that require the type of creativity only humans, rather than technology, can provide. And in Oxford and Cambridge – whose economies are dominated by the universities – the proportion is below 13 per cent.

Some of the areas where workers are likely to experience most turbulence are also those that were similarly hit by the decline of coal production in the 1980s.


Preparing humans

How best then can people prepare for these challenges? The offer of retraining will help some, particularly those workers with intermediate skills – an extra push could help them negotiate the hurdle separating low skill from high skill employment. But that said, if history is anything to go by, retraining often fails to deliver.

But the promise of a world in which intelligent robots undertake production for the benefit of humans has led many observers to be attracted by the idea of a universal basic income. This is the idea that, by taxing the fruits of improved technology, we could all, it seems, get something for nothing. Those who wish could live a life of ease, while others could top up their basic income by working.

At a fundamental level, this amounts to replacing current social security arrangements with a flat rate income that is paid to all – regardless of whether or not they are in work.

The realities

But given current technology, the level of such a payment (at the moment) would not be high – perhaps enough to cover private health insurance, pensions and other needs. That said, in future, as the gains from technology increase, it could rise. But the attention given to the universal basic income is a bit of a red herring – and it is not the only solution that should be on the table.

The real issue here is more general: how do we ensure the gains from technological change are distributed fairly across society?

A true property-owning democracy – where people hold equity in technology – would protect against inequities. But owning property means that people also own the right to sell it.

The ConversationIt is clear then that there are future tensions that society has yet to get to grips with. And of course there is always the concern that, if robots are smart enough to do all this, for how long will they stay stupid enough to remain slaves to idle humans?

Geraint Johnes, Professor of Economics, Lancaster University.

This article was originally published on The Conversation. Read the original article.

 
 
 
 

When should you forget the bus and just walk?

Might as well talk, tbh. Image: Getty.

It can often be tempting to jump on a bus for a short journey through the city, especially when it’s raining or you’re running behind schedule. Where there are dedicated bus lanes in place, it can feel as though you speed past gridlocked traffic. But as city authorities begin new initiatives to get people walking or cycling, that could all change – and so could you.

British people are wasting tens of hours in traffic every year: London comes top, with the average commuter spending 74 hours in traffic, followed by Manchester, with 39 hours and Birmingham and Lincoln, both with 36 hours.

It might surprise some people to learn that cities are intentionally slowing down private vehicles, in order to shift people to other, more efficient, modes of transport. In fact, Transport for London removed 30 per cent of the road capacity for private vehicles in central London between 1996 and 2010. That trend continues today, as the organisation gives over more space for buses, cyclists and pedestrians.

London’s road capacity, over time. Image: Transport for London/author provided.

Clamp down on cars

The loss of road capacity for cars has occurred across most UK cities, but not on the same scale everywhere. The good news is that the changes, when made, appear to have reduced actual car congestion. It seems that by making it less attractive to use your car, you’ll be more likely to use other transport. In fact, the average speed of buses and cyclists can be up to twice as fast as normal traffic in cities such as London.

The relationship between walking and improved health has been proven to such an extent that it seems everyone – your doctor, your family, regional and national government – wants to increase physical activity. The savings in health care costs, are via improved fitness, reduced pollution and improved mental health, and its impact on social care are huge.

For instance, Greater Manchester wants to increase the number of people who get the recommended level of exercise (only about half currently do). The most advanced of these plans is London’s, which has the specific goal of increasing the number of walks people take by a million per day.

So, the reality is that over the next few years, walking will gradually appear more and more “normal” as we are purposefully nudged towards abandoning our rather unhealthy, sedentary lifestyles.


The long journey

Consider this: the typical bus journey in the UK is almost three miles, with an average journey time of around 23 minutes. The equivalent walk would take approximately 52 minutes, travelling at just over three miles per hour. It seems obvious that the bus is much faster – but there’s much more to consider.

People normally walk at least a quarter of a mile to and from the bus stop – that’s roughly ten minutes. Then, they have to wait for a bus (let’s say five minutes), account for the risk of delay (another five minutes) and recover from the other unpleasant aspects of bus travel, such as overcrowding.

This means that our 23 minute bus journey actually takes 43 minutes of our time; not that much less than the 52 minutes it would have taken to walk. When you think of the journey in this holistic way, it means you should probably walk if the journey is less than 2.2 miles. You might even choose to walk further, depending on how much value you place on your health, well-being and longevity – and of course how much you dislike the more unpleasant aspects of bus travel.

The real toss up between walking and getting the bus is not really about how long it takes. It’s about how we change the behaviour and perceptions we have been conditioned to hold throughout our lives; how we, as individuals, engage with the real impacts that our travel decisions have on our longevity and health. As recent converts to walking, we recommend that you give it a go for a month, and see how it changes your outlook.

The Conversation

Marcus Mayers, Visiting Research Fellow, University of Huddersfield and David Bamford, Professor of Operations Management, University of Huddersfield.

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