5G mobile infrastructure could be worth £2.8bn a year to Britain – so long as government steps up

The Mobile World Congress in Barcelona, March 2018. Image: Getty.
Presented by

 

It’s rather unsurprising given this week’s tumultuous events that Brexit continues to dominate time, energy and focus in Westminster.

But the fact is the UK faces some great domestic challenges beyond this, which will arguably have just as much impact on our economic prosperity in the next 10 to 20 years. Not least of these is the installation of 5G mobile infrastructure, which is not guaranteed for the UK and will not happen without concerted action and focus.

Government quite rightly wants the UK to be a leader in 5G. After all, the next generation of mobile connectivity has the power to be as transformative as electricity for our daily lives and for our economy. O2’s recent analysis, ‘The value of 5G for cities and communities’, shows it could save local authorities all over the UK up to £2.8bn a year through efficiencies such as smart street-lighting and more efficient rubbish collections, and cut household bills by up to £450 a year – as well as assisting public services like the NHS move to digital and therefore free up more time to help patients.

This is tremendously exciting. But these benefits for cities aren’t guaranteed and we risk drift without concerted, collaborative action.

At O2 we’re already taking steps to secure that 5G future for the UK. We are launching a 5G test bed at the O2 in North Greenwich later this year and are planning to install similar test beds across Wales, Scotland and in Northern Ireland. We’re also working to roll out the small cell technology that will lay the foundations for our customers to enjoy 5G in places up and down the UK. We’ve already rolled out 1,400 small cells in London in partnership with Cisco, with plans to deploy 300 more in collaboration with Arqiva this year.

But we are not there yet. Building the next generation of transformative mobile infrastructure requires major investment and infrastructure installation in UK cities – and mobile operators cannot do it alone. This investment must be supported and enabled by bold and progressive decision-making in national and local government.

That is why O2 has worked with independent think tank Centre for Cities to draw up a blueprint on how together we can ensure 5G and other upcoming digital developments deliver for consumers and businesses in cities across the country, as well as for UK Plc. It also shows how cities can make better use of existing digital connections, drawing on examples of what is currently working best in places across the UK.


Amongst other things, the report, ‘Delivering Change’, calls for reforms to be made to the Electronic Communications Code to ensure it does not just work on paper. The report also recommends that the National Planning Policy Framework should include a requirement for the provision of high quality digital infrastructure – mobile and fixed – to be pre-installed in all new developments, like other utilities are.

But government should to be even more radical in its approach to tackling the barriers preventing 5G roll-out. Though it is rising, fibre coverage in the UK – which is critical to the deployment of 5G – still falls behind many of the developed nations, particularly for residential. We need that market to be developed and made more competitive to encourage the fast deployment of fast fibre in the UK.

Government should also ensure operators have easier and better access to existing infrastructure, such as BT ducts and poles and full fibre networks for mobile backhaul.

More also needs to be done to expand access to public sites at more affordable prices, so operators can install new mobile infrastructure. I would like to see, for example, the government setting up a challenge fund so people and organisations can apply to enjoy reductions in rent, in return for opening up their homes and buildings in order to improve digital connectivity in their local area. After all, landlords literally ‘hold the key’ to unlocking access to ultrafast connectivity for the UK.

Our vision is that all parties – government, regulators, industry, local authorities, landlords and developers – work together to secure an environment in which it takes just weeks and is commercially sensible to install a 5G small cell no bigger than a laptop into our built environment. Only then can we ensure that the investment, adoption and prioritisation of 5G matches the opportunity it presents – with no exception and for the benefit of all.

Britain was a pioneer of mobile technology. But without the right focus on 5G we risk squandering the benefits of 5G and losing the digital leadership we have worked so hard to establish.

Derek McManus is chief operating officer of O2.

You can learn more about this topic in the ‘Delivering Change’ report, published in association with the Centre for Cities.

 
 
 
 

Just like teenagers, self-driving cars need practice to really learn to drive

A self-driving car, of unknown level of education. Image: Grendelkhan/Flickr/creative commons.

What do self-driving cars and teenage drivers have in common?

Experience. Or, more accurately, a lack of experience.

Teenage drivers – novice drivers of any age, actually – begin with little knowledge of how to actually operate a car’s controls, and how to handle various quirks of the rules of the road. In North America, their first step in learning typically consists of fundamental instruction conveyed by a teacher. With classroom education, novice drivers are, in effect, programmed with knowledge of traffic laws and other basics. They then learn to operate a motor vehicle by applying that programming and progressively encountering a vast range of possibilities on actual roadways. Along the way, feedback they receive – from others in the vehicle as well as the actual experience of driving – helps them determine how best to react and function safely.

The same is true for autonomous vehicles. They are first programmed with basic knowledge. Red means stop; green means go, and so on. Then, through a form of artificial intelligence known as machine learning, self-driving autos draw from both accumulated experiences and continual feedback to detect patterns, adapt to circumstances, make decisions and improve performance.

For both humans and machines, more driving will ideally lead to better driving. And in each case, establishing mastery takes a long time. Especially as each learns to address the unique situations that are hard to anticipate without experience – a falling tree, a flash flood, a ball bouncing into the street, or some other sudden event. Testing, in both controlled and actual environments, is critical to building know-how. The more miles that driverless cars travel, the more quickly their safety improves. And improved safety performance will influence public acceptance of self-driving car deployment – an area in which I specialise.

Starting with basic skills

Experience, of course, must be built upon a foundation of rudimentary abilities – starting with vision. Meeting that essential requirement is straightforward for most humans, even those who may require the aid of glasses or contact lenses. For driverless cars, however, the ability to see is an immensely complex process involving multiple sensors and other technological elements:

  • radar, which uses radio waves to measure distances between the car and obstacles around it;
  • LIDAR, which uses laser sensors to build a 360-degree image of the car’s surroundings;
  • cameras, to detect people, lights, signs and other objects;
  • satellites, to enable GPS, global positioning systems that can pinpoint locations;
  • digital maps, which help to determine and modify routes the car will take;
  • a computer, which processes all the information, recognising objects, analysing the driving situation and determining actions based on what the car sees.

How a driverless car ‘sees’ the road.

All of these elements work together to help the car know where it is at all times, and where everything else is in relation to it. Despite the precision of these systems, however, they’re not perfect. The computer can know which pictures and sensory inputs deserve its attention, and how to correctly respond, but experience only comes from traveling a lot of miles.

The learning that is occurring by autonomous cars currently being tested on public roads feeds back into central systems that make all of a company’s cars better drivers. But even adding up all the on-road miles currently being driven by all autonomous vehicles in the U.S. doesn’t get close to the number of miles driven by humans every single day.

Dangerous after dark

Seeing at night is more challenging than during the daytime – for self-driving cars as well as for human drivers. Contrast is reduced in dark conditions, and objects – whether animate or inanimate – are more difficult to distinguish from their surroundings. In that regard, a human’s eyes and a driverless car’s cameras suffer the same impairment – unlike radar and LIDAR, which don’t need sunlight, streetlights or other lighting.

This was a factor in March in Arizona, when a pedestrian pushing her bicycle across the street at night was struck and killed by a self-driving Uber vehicle. Emergency braking, disabled at the time of the crash, was one issue. The car’s sensors were another issue, having identified the pedestrian as a vehicle first, and then as a bicycle. That’s an important distinction, because a self-driving car’s judgments and actions rely upon accurate identifications. For instance, it would expect another vehicle to move more quickly out of its path than a person walking.


Try and try again

To become better drivers, self-driving cars need not only more and better technological tools, but also something far more fundamental: practice. Just like human drivers, robot drivers won’t get better at dealing with darkness, fog and slippery road conditions without experience.

Testing on controlled roads is a first step to broad deployment of driverless vehicles on public streets. The Texas Automated Vehicle Proving Grounds Partnership, involving the Texas A&M Transportation Institute, University of Texas at Austin, and Southwest Research Institute in San Antonio, Texas, operates a group of closed-course test sites.

Self-driving cars also need to experience real-world conditions, so the Partnership includes seven urban regions in Texas where equipment can be tested on public roads. And, in a separate venture in July, self-driving startup Drive.ai began testing its own vehicles on limited routes in Frisco, north of Dallas.

These testing efforts are essential to ensuring that self-driving technologies are as foolproof as possible before their widespread introduction on public roadways. In other words, the technology needs time to learn. Think of it as driver education for driverless cars.

People learn by doing, and they learn best by doing repeatedly. Whether the pursuit involves a musical instrument, an athletic activity or operating a motor vehicle, individuals build proficiency through practice.

The ConversationSelf-driving cars, as researchers are finding, are no different from teens who need to build up experience before becoming reliably safe drivers. But at least the cars won’t have to learn every single thing for themselves – instead, they’ll talk to each other and share a pool of experience.

Johanna Zmud, Senior Research Scientist, Texas A&M Transportation Institute, Texas A&M University .

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