4G's so last year: why we need 5G, and now

We have a spectrum crunch on our hands, and technology is only just starting to deal with that.

By current trends, data traffic is expected to increase 1,000 fold by 2020, by which time there will be an estimated at least 50 billion Internet-capable devices. Our ever-growing love for mobile comms is a fast lane to "spectrum crunch" – we're just running out of radio space.

The electromagnetic spectrum of radiowaves is another of our finite resources, shared out between a hungry media still expanding its TV and radio platforms, all the mobile web-enabled devices, emergency services and the military. With such scarcity, Government control is needed to allocate elements of the spectrum. Of course, that also pretends an opportunity to make large sums from the private sector (£22.5bn from the 3G auction when the industry was at a peak of optimism in 2000, and still a further £3.5bn expected, and budgeted into the autumn statement, from the imminent 4G auction).

Spectrum crunch will basically mean a shortage of supply, leading to a widening gap between the technology "haves" and "have nots", smaller markets for businesses and restrictions on the development of wireless-enabled technologies, products and services. Instead of the great opening up of the web, mass participation and new commercial opportunities, we'll see a closing down.

This is why 5G is so important, even before 4G has taken off. Unlike its predecessors, 5G technology isn't about improving speed of data rates, it's about sustainability and making a global digital life a possibility. 5G is needed urgently as a new basis of an efficient, space-saving approach to the spectrum. It will also be the technology that helps minimise the energy requirements of web devices and network infrastructure – another issue as everyday life becomes increasingly mobile and digital.

Although the UK played an active role in the creation of 2G (GSM) cellular standards, we have increasingly fallen behind in the succeeding generations of 3G and 4G standards. 5G is a huge opportunity for the UK to regain a world leading position and to be at the heart of new business creation and product development around the technologies with rich applications. It's already starting to happen. The University of Surrey has been given the go-ahead to set up a 5G Innovation Centre, backed up by a total of £35m investment from a combination of the UK Research Partnership Investment Fund and a consortium of key mobile operators and infrastructure providers including Huawei, Samsung, Telefonica Europe, Fujitsu Laboratories Europe, Rohde & Schwarz and AIRCOM International.

So the 5G Innovation Centre will be a hub for the latest research and technologies, capable of attracting telecoms giants internationally to carry out their own R&D and the basis of a cluster for the involvement of all kinds of businesses from different sectors interested in getting a lead from taking advantage of 5G platforms: media firms, gaming, health, logistics etc. The Centre will live within a 5G testing environment (operating throughout the University campus and also into Guildford in order to offer a model of the different types of urban and non-urban spaces) for firms to try out new offerings on the latest network.

What matters now is that UK organisations are long-sighted enough to seize the opportunity and get involved. The major investment funds mean we have a window in which to set the pace for what may well be the the make or break phase in the history of mobile communications. We have a long history in the UK of quality research that doesn't lead to commercialisation by home firms but picked up overseas. And with every economy now looking for the next big thing, the new technologies and markets that will shore up deficits and be an engine of long-term growth, 5G has the potential to be a precious commodity of the coming years.

Mobile phone masts. Photograph: Getty Images

Professor Rahim Tafazolli is the Director of the Centre for Communications Systems Research at the University of Surrey

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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.

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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.