Will it take another world war to get more women into engineering?

Competent engineers are essential to the economy, the environment and the health of the nation - so why isn't more being done to encourage competent women into the industry?

By the time a child blows out the candles on their fourth birthday cake, they have already decided which jobs are for men and which are for women. Boys are fire fighters or builders, girls are nurses or teachers.

Tragically, children’s books and TV programmes, as well as many parents and school teachers, inadvertently reinforce these socially constructed identities due to their own lack of understanding and preconceptions.

Alarmingly a miniscule six per cent of practicing engineers in the UK are women, according to the Women's Engineering Society.

This is the lowest number in Europe. In comparison Sweden, a country more famed for its flat pack furniture than its rich engineering heritage, has four times more female engineers than us.

But when did Britain decide that women should not aspire to be engineers and help to change the world? And worst still who thought up the ludicrous notion that women would not make good engineers? The women of Great Britain have already proven that they can be outstanding engineers and run this country single handedly. Just 70 years ago, when the men left to fight in the Second World War, women went into factories and did, more than competently, the work of talented engineers.

Sadly, at the end of the war when the men returned, everyone went back to their so called "traditional roles" and many women who could have changed the world through the discipline forgot their true calling. Will it take another war to get women back into engineering? I hope not.

Disastrously, the field of engineering loses so many talented women to so-called "caring professions" because they want "to make a difference." Ironically, making a difference is the bread and butter of engineering and in today's world is vitally important for the future.

The Women's Engineering Society states that in 2011 an overwhelming 85 per cent of engineering and technology graduates were men. While in the same year 83 per cent of medical degrees were awarded to women. This year’s A level statistics also show that only 21 per cent of girls took A level physics, however, those that did outperformed their male classmates, achieving more top A grades.

The world needs more competent engineers – that is, more female engineers.

As we continue to live through difficult financial times, there are many other pressing problems that threaten our quality of life, such as global warming, the depletion of natural resources and health - to mention just a few. Engineers and scientists are the only people who can stop the halt the destruction of our planet, so what better way to show you care and make a difference than to save the world?

Many have written about the importance of raising and changing the profile of engineering. The Institute of Engineering said that we need at least 10,000 new engineers every year between 2012 and 2020 just to keep us afloat. Recently, Sir Richard Olver, chairman of BAE Systems and a fellow of the Royal Academy of Engineering, also reflected on how the lack of engineers will result in Britain being ill prepared for the future. This is without doubt true. While the UK is struggling to recover from the recent recession, the number of professionals is falling.

Industry, academia and the government have made constant efforts to challenge preconceptions about what people continue to believe to be a male and "dirty" discipline. However, we should be desperate to educate parents and teachers about the value and impact of this profession, as well as, drastically change all information and knowledge that young children get from the moment they are born.

It is our duty, whether as a parent, teacher, guardian, or role model to inspire a future generation of Amy Johnsons and Caroline Hasletts to help make a difference and change our world.

Professor Elena Rodriguez-Falcon, Faculty Director of Women in Engineering at the University of Sheffield

An engineer analyzes radioactive nuclear fuels in Saint-Paul-lès-Durance, southeastern France. Photograph: Anne-Christine Poujoulat/AFP/Getty Images.
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Which companies are making driverless cars, and what are their competing visions for the future?

An increasing number of tech giants are populating the driverless car market. Where do each of them stand on ambition, innovation, and safety?

The driverless car has metamorphosed from a superfluous autonomous machine to the vehicle of choice for tech giants hoping to boast their technical prowess and visionary thinking.

The name of the Silicon Valley game has always been innovation, and the chance to merge quadruped hardware with self-regulating software has offered companies a new way to reinvent themselves and their visions. A new means by which to edge each other out in a race to the top of a Fritz Lang-style global metropolis, whose technocratic ruler would be the company capable of aligning their driverless transportation dreams with those of the public.

Racing quite literally out of the blocks in this race to showcase its driverless vehicles has been Uber. Having already expanded its operations as a taxi service from the streets of San Francisco to more than 300 countries worldwide, Uber went and pushed out its sample line of driverless cars in Pittsburgh last week.

Uber CEO Travis Kalanick has previously stated that the need for the company to delve into driverless cars is “basically existential”, which explains why Uber seems to be so keen to come out with a working model first. It’s a vision that seeks to cut the cost of ride-hailing by slashing the cost of human drivers, and hopes to offer a safer alternative for passengers who must place an unwarranted trust in a driver they’ve never met to shuttle them safely to their destinations.

Uber’s driverless cars are designed with Volvo, and currently require technicians at hand for potential intervention, but aims to phase these out. It has had the distinct advantage of analysing data from all the road miles made by Uber drivers so far. If Uber has its way, car ownership could be a thing of the past. Speaking to Reuters, an Uber spokesperson confirmed this, saying: “Our goal is to replace private car ownership.”

There are a number of issues at hand with Uber’s approach. The fleet of cars displayed in Pittsburgh was in fact not a fleet – there was a grand total of four for viewing, making it impossible to visualise how a fully-fledged system would work.

A more pressing issue is Uber’s timeframe: in comparison to other companies in the market, Uber is aiming for mass-market spread within a few years – far too soon according to experts who think that safety measures will be compromised, and adherence to future regulations avoided, as a result. Uber currently lacks an ethics committee, creating a grey area in determining what happens if one of these cars is involved in an accident.

Perhaps demonstrating even greater ambition, given its sheer dominance over the market, is Google. Taking on the challenge of autonomy and safety on busy city streets, Google seems to be well-equipped given its unrivalled mapping data.

First revealed in 2010, Google’s self-driving car project is expected to come into service sometime in the 2020s. Accidents and traffic could be a thing of the past, they say. Chris Urmson, who headed the project until recently, believes that these cars will work based on a positive feedback system, one which allows them to improve the more they are put into practice. As one car learns, every car will learn. Shared data means the rate of improvement for Google’s driverless cars will be exponential.

Showing no sign of a slow-up in its ambitions, Apple, a company which has found a way into the psyche of its acolytes, is thought to be getting involved in the cars of the future too. Links have been made between Apple and McLaren, with a £1.2bn acquisition rumoured. It would come as no surprise if Apple did this; its greatest successes came in convincing consumers that they needed their products, and a possible iCar could do the same.

A tamer approach to driverless cars is coming from the companies who identify themselves as automotive ones as opposed to tech ones. Tesla has led the pack with its driver-assist technology. Its Model S is “designed to get better over time”, using a “unique combination of cameras, radar, ultrasonic sensors and data to automatically steer down the highway, change lanes, and adjust speed in response to traffic”.

Following the first death of a person in an autopilot mode Tesla Model S car in May this year, the media and consumers were quick to issue warnings over the safety of the Tesla autopilot mode. Though Tesla CEO Elon Musk was quick to offer his condolences to the family of Joshua Brown, the driver who crashed in the vehicle in Florida, he was firm in his insistence that Tesla was not to blame. Musk explained that this was the first documented death of a person in a Tesla on autopilot mode after an accumulative total of 130 million miles driven by its customers, whereas “among all vehicles in the US, there is a fatality every 94 million miles”.

When put into perspective, it’s clear to see how a paranoid hysteria surrounds the rolling out of driverless vehicles. Safety has always been one of the key proponents for their use; by removing the risk of human error, we are able to create a safer road environment, as highlighted by Musk.

Earlier this year, Ford launched Ford Smart Mobility – its start-up-styled initiative designed to encourage ride sharing. By creating a small subset team to work on the technology, Ford is safeguarding itself from unforeseeable failures with driverless cars by maintaining its production of normal ones. Its cars have had elements of automation introduced incrementally, such as implanted sensors that enable these cars to park themselves. Ford hopes to have some sort of ride-sharing service in action by 2021.

BMW, Volvo and Audi are taking the cautious road too. BMW is making use of GPS to chart safe routes for its cars. In comparison to Google’s mapping, BMW’s system seems much more primitive, suggesting that the pace of development is dictated by accessibility to technology beyond vehicles. Volvo focuses on safety too and hopes that Volvo cars will be involved in no accidents by 2020 due to automation.

As we enter a market in which the top tech companies will be meeting at crossroads in their driverless cars, competing visions and levels of ambition will create a new relationship of trust between consumers and driverless car producers. There is no doubt that driverless cars will be here to stay, our roads one day teeming with passengers who get to relax on the roads. Taking your hands off the wheel will eventually become the norm, but don’t expect to be free-wheeling worldwide for a while yet.