Not just cars
While the future of the automobile is currently at the centre of attention, the transport revolution will affect both passengers and freight, and will have an impact across all transport modes. One of the major developments in air transport in recent years has been the development of drones for a variety of uses. Unmanned aircraft have been used for military surveillance and to mount attacks on distant targets. Amazon.com, the US-based online retailer, has been experimenting with drones to deliver small loads in the US, UK, Austria, and Israel. The company says it is studying different environments in which drones might play a key part in distribution, and has considered the use of parachute-aided delivery for remote localities. BAE Systems has been conducting trials with an autonomous turbo-prop aeroplane. Various companies are developing improved automatic pilot systems, not necessarily to eliminate human pilots, but to reduce operating costs, stress, and human error.
Around 90% of global trade takes place by sea, conducted by some 50,000 ships connecting 150 countries and employing around 1m sailors. Shipping firms move around 800m tonnes of freight every year. In the last half-century ship sizes have progressively become larger as trade has expanded and shipping companies have sought to exploit economies of scale. Here too navigation software has been progressively improved, and many analysts expect that autonomous large or smaller ships are on the horizon (the smaller ships would be used to break bulk and deliver smaller orders to local ports). Rolls Royce and the Finnish government have been involved in the AAWA initiative (Advanced Autonomous Waterborne Applications) that has been using a 65-metre unmanned prototype ship. In the US the Pentagon has invested US$120m in developing the Sea Hunter, an unmanned 40-metre vessel with an 18,000km range that can search out submarines and mines. Meanwhile, various research centres including MIT in the US and the Amsterdam Institute for Advanced Metropolitan Solutions are working on Roboat, an autonomous fleet project which can install temporary infrastructure (such as bridges).
Of particular importance to the freight sector is the development of what are being called ‘intelligent road trains’ – convoys of trucks that use wireless coupling. The ‘train’ follows the pace set by the driver of the front vehicle. This could improve safety and cut fuel and labour costs (which represent, respectively, around 15% and 34% of total fleet operating costs). There have been experiments using these ‘platoons’ to bring and fetch freight loads to and from the port of Rotterdam. The experiment is part of an EU initiative called Vision Zero (the target is described as achieving zero accidents, zero emissions, and zero congestion). Daimler has developed an autonomous truck, the Freightliner Inspiration Truck. It is configured so that the driver can in effect put it on full automatic pilot, or use it in driver support mode where it is designed to reduce drowsiness and exhaustion on long-haul trips. Uber has also experimented with an autonomous truck.
Because of their nature, trains have been early candidates for automation. The London Underground system has been running a driverless system in part of its network since 1967 (the Victoria line). Automation reduces costs and allows more frequent services. There are driverless passenger rail services in a number of other cities around the world, now including São Paulo, Santiago de Chile, and Lima. Officials at German train company Deutsche Bahn have said it may start running autonomous trains on parts of its national network by around 2023.
Alejandro Zamponi[1] of INTAL/IDB (Instituto para la Integración de América Latina y el Caribe/ Inter-American Development Bank) has predicted that cars, helicopters, ships, planes, and drones are all expected to become autonomous within the next 20 years. He cites research suggesting that as a result 13% of the globally active economic population could lose their jobs, adding 13 percentage points to any country’s existing unemployment rate. In Latin America that would mean 44m people losing their jobs by 2025. This would be the downside of a revolution that would on the other hand also bring major reductions in operating costs and transport accidents and liberate many from dull and repetitive work. Potential approaches to this new reality include introducing a universal basic wage and a tax on robots (or on certain kinds of automated system). The EU is considering what legislative and regulatory changes may be necessary in response to the rise of AVs and robotics. Zamponi suggests, “Jobs in transportation and logistics run a greater risk of being automated than jobs in education and finance because tasks involving perception and handling of social and creative intelligence are the hardest and costliest to automate.”
According to Zamponi, automation is a process that began 200 years ago with the introduction of the textile loom and steam engine. While in that sense it is a familiar and well-known process, in reality the pace of change has been accelerating. Automation has picked up speed since the global financial crisis of 2008/2009. Average sales of industrial robots grew at 17% per annum between 2010 and 2014, compared with only 3% per annum from 2004-2008. Meanwhile, world trade increased by 6% from 1980-2014 and per capita air passenger/km has doubled since the start of this century. Automation in transport raises questions that go beyond the problems of employment and safety and include potentially major changes to the current systems governing border controls, customs, trade administration, and immigration. Zamponi points out that it will be difficult to tax goods at national frontiers if, in addition to every kilometre of border, millions of square kilometres of air space will need to be patrolled to monitor for goods carried by autonomous aircraft. “If travelling hundreds of kilometres, communicating with people who speak different languages, and hiring services becomes increasingly accessible, what will happen to the concepts of migration and nationality or that of home, in the sense of something that is located in a specific physical location?” he asks.
[1] Alejandroi Zamponi, ‘The transportation of the future’ in ‘Robolution – the future of work in Latin American integrartion 4.0’ IDB, 20127.