The Knowledge Exchange Blog

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Do we really need a middle class? How the UK Government should respond to the challenge of job polarisation

Women sitting at her desk doing paperwork

By Steven McGinty

At the beginning of the year, former government advisor and HR expert Kevin Green gave a TEDx talk entitled “Why our jobs matter now more than ever before”.

In his talk, he explains that technologies such as artificial intelligence have transformed the labour market and, unlike previous industrial revolutions, old jobs are not necessarily being replaced by better forms of work.

Instead, he warns, the economy is experiencing ever-increasing ‘job polarisation’. In this labour market, highly skilled, in-demand workers benefit from higher wages and flexible working conditions, whilst middle-income earners are finding their jobs disappear, and competition grows for low skilled, often manual work.

What does the research say about this phenomenon?

In 2017, the OECD published the report ‘Future of Skills and Work’, which highlighted that labour markets are polarising within some G20 countries. In the EU, data shows that between 2002-2014 medium skilled routine jobs declined by 8.9%, whilst high skilled roles rose by 5.4%, and low skilled jobs grew marginally (0.1%).

As a consequence, wage inequalities have grown. In particular, the report found that countries experiencing skills shortages are paying higher rates for staff with desirable skills and that greater competition for low skilled jobs is holding down wages for the bottom half of earners.

Greater regional inequalities are also noted as a possibility, as employers are likely to locate in areas with a high concentration of high-skilled workers – which are often very different to the areas experiencing job losses.

However, the report does suggest that some groups may benefit. For example, it highlights that disadvantaged millennials, who have grown up with technology, may have an advantage over older, less tech-savvy workers.

Is technology the only factor leading to job polarisation?

Economist Andrea Salvatori has conducted extensive research and argues that job polarisation in the UK is far more complex. In a 2015 paper for the Institute of Labour Economics, he argued that although technology is a factor, the growth in high skilled jobs can be explained by the increase in the number of graduates since the 1990s.  Similarly, in a 2016 paper, he found that routine employment did not decline in organisations which had adopted technology and that workplaces which specialise in high skilled employment had grown dramatically, from 30% to almost 50% between 1998 and 2011.

One theory highlighted is that of MIT scholar David Autor, who suggests that while technology might be replacing workers in certain tasks, it’s also complementing them in other areas which are more cognitive and difficult to automate.

In addition, Professor Maarten Goos has suggested that offshoring and the global competition for labour has been a factor. In his view, companies have taken advantage of lower wages in foreign countries, particularly in middle earning jobs such as back-office administrative functions and in customer service positions. Highly skilled jobs have been less affected as the supply of skills is less readily available.

What are the social consequences of job polarisation?

Mr Green’s Tedx Talk is less about the economics of job polarisation, and more about the social issues which may stem from this divided economy. He recounts his own experience, describing himself as a ‘late bloomer,’ and recounting his journey from an administrative middle-class job in Wandsworth council to gaining promotion through further study.

For him, the real concern is that the chasm between low and high skilled jobs means that it will be increasingly difficult for some groups in society to progress in their careers. In particular, he highlights graduates looking for their first positions, as well as mothers returning to the labour market after a period out to raise children.

Research has also shown that increased job polarisation might be leading to discontent amongst low skilled workers, and that this could partially explain recent political divisions between those living in large metropolitan cities and those in left behind regions.

So, how should the UK Government respond?

Academics Dr David Hope and Dr Angelo Martelli recently investigated the role labour market institutions play in tackling wage inequality in modern economies. By analysing the economic data for 18 OECD countries from 1970 to 2007, they attempted to prove that national labour market systems could protect wages. They found that:

strong labour market institutions, in the form of coordinated wage setting, employment protection legislation, and high wage bargaining coverage, reduces the effect of the expansion of employment in knowledge-intensive services on income inequality.”

In addition, the Joseph Rowntree Foundation argues that there is a need to tackle inequality locally by focusing on the bottom of the labour market, particularly by improving working conditions for low-skilled workers.

Mr Green takes a similar viewpoint, and argues the solution is a ‘revolution in lifelong learning’. This means creating labour market institutions that help people trapped in low skilled work, so that they are aware of the opportunities available to them, and potentially providing funding to support them on their journey.


The Knowledge Exchange provides information services to local authorities, public agencies, research consultancies and commercial organisations across the UK. Follow us on Twitter to see what developments in policy and practice are interesting our research team. 

Making the planning system more customer-friendly

By Donna Gardiner

Local authority planning departments are more often associated with bureaucracy than with delivering good quality customer service.

However, as the current reform of the planning system in Scotland puts the need to develop a modern, efficient service in the spotlight, thoughts have turned to how planning authorities can focus on the human side of delivering a good quality planning service.

Last month (August 2018), the Scottish Government published a report on customer service in the planning system.  It examined different approaches to customer service across a range of private and public sector organisations in Scotland, with a view to identifying the lessons from these that could be applied to the planning system. Although focused on Scotland, the lessons are transferable elsewhere.

A number of challenges

The research found that while planning authorities in Scotland viewed high quality customer service as highly important, they faced a number of challenges to delivering this in practice.

Limited staff and financial resources are a key constraint affecting planning authorities’ ability to deliver high quality customer service.  For example, customer expectations of the frequency and responsiveness of communication are often higher than what can reasonably be delivered.

There are also issues of inconsistency of service, both within and between local authorities in Scotland.  This is due in part to different interpretations of specific legislation, as well as different levels of investment in, and commitment to, customer service within individual planning authorities.

The risk of individuals confounding ‘customer service’ and ‘outcomes’ – where the planning decision reached affects the individual’s perception of the quality of service they have received – is another key challenge when measuring the customer experience.

Current approaches

Each year, planning authorities in Scotland must prepare an annual Planning Performance Framework (PPF) report, which details their performance over the previous year.

At present, the PPF has no specific measure of customer service delivery.  Instead, planning authorities must submit a ‘narrative commentary’ of their customer service performance, along with relevant case studies that demonstrate their actions.

This means that individual planning authorities decide how best to gather information about their own customer service performance.  Some of the key methods used include:

  • Customer charters – which communicate customer service commitments to customers and employees
  • Customer satisfaction surveys – mainly online, however, some were still postal
  • Forums – the use of customer forums or focus groups to engage with customers
  • Complaint handling procedures – published details of organisational systems, protocols and SLAs for registering and responding to complaints
  • Customer service standard accreditation – g. Customer Service Excellence (CSE), Investors in People (IiP), ISO9001, Customer Satisfaction Measurement Tool (CSMT) etc.

So what can be done? The benefits of e-planning

The report identified a number of ways in which customer service within the planning system could be improved.

First was the need to achieve a greater consistency of processes, enforcement and quality of service across Scotland.  Clearer national guidance on implementing legislation would go some way to achieve this. Establishing a national survey of customer service in the planning system is also a priority. Lessons could be learned from the building standards system, which currently incorporates a Key Performance Outcome relating to improving the customer experience.

Planning authorities also overwhelmingly believed that e-planning had improved customer service.  The benefits included:

  • more efficient information flows
  • better prioritisation of work
  • reduced printing costs
  • greater transparency
  • easier access to information by the public

What is clear is that the move to e-planning is bringing a ‘culture change’. By speeding up the planning process and making more efficient use of resources, e-planning frees up both time and money to be spent elsewhere in the planning process.  As one planning authority notes:

“It’s about how you work with the customer to bring them on the e-planning journey with you and change their mindset. In the long run the customer benefits because it speeds up the service.”

As technology and customer expectations evolve it will be important that e-planning solutions reflect this in the future.

Future directions

Good quality customer service helps to make the planning system easier to understand and processes more accessible and usable.  This in turn opens up the system to those who might otherwise feel that it is too complex or time consuming to participate.  This may be of particular importance when encouraging young people to become involved in consultations.

Improving customer service within the planning system is not something that is just ‘nice to have’. Planning has changed significantly over the years – and with change comes the need for reliable, cost-effective processes to drive end-to-end efficiency.


For 30 years, Idox has been supporting the work of local government planning departments. iApply, a planning application submission portal launched by the Idox Group in 2015, offers local authorities the opportunity to benefit from an out-of-the-box end-to-end digital solution that makes submitting planning, building and licence applications simple for customers and cost effective for the authority.

Public transport: lessons from our Nordic neighbours

Public transport is a vital element in the lives of many people. Commuters rely on bus, train, tram and metro services to get them to and from work. Public transport is also crucial for those without cars who need to access education, training, health and social care services.

The state of UK public transport

Recent research by the Urban Transport Group (UTG) has reported important trends in public transport England. Among the findings:

  • Buses remain the most used form of public transport, but service levels and usage have been in decline.
  • There has been rapid growth in rail passenger numbers over the last decade.
  • Patronage on Light Rail systems in England has seen an increase of 44% since 2007/08.

Elsewhere in the UK, there’s a mixed picture on the state of public transport:

  • New legislation introduced by the Scottish Government aims to halt the decline in bus use in Scotland, where passenger numbers fell by 10% over five years. Meanwhile, the rail regulator has demanded improvements to the punctuality of trains in Scotland.
  • Wales has seen a steady decline in bus usage in recent years, although over the same period passenger numbers on trains have increased.
  • Translink, which provides public transport in Northern Ireland has reported that trips by fare-paying passengers increased for the second year in a row, with rail passenger numbers reaching their highest level in 50 years.

Overall, rail passenger numbers in the UK are rising, although the recent disruption to services in the south east and the north of England following timetable changes underlined ongoing dissatisfaction with the standards of service from rail companies. Meanwhile, Britain’s bus network continues to shrink, especially on local routes.

Lessons from Scandinavia

When it comes to public transport, it’s often enlightening to look at how other countries manage. A recent UTG report explored how transport authorities in Sweden, Denmark and Norway are using devolved powers to transform public transport for the better. The report, written by Professor Tom Rye, from the Transport Research Institute at Edinburgh Napier University, considered various aspects of public transport, including service levels, fares, technological innovations, environmental impact and franchising.

Service levels

The report found that, in comparison with the equivalent city regions in the UK (outside of London), service levels in the Nordic countries are higher, particularly during off-peak times. In rural and low-density suburban areas, a higher level of service is provided since there is an element of cross-subsidy between revenue-generating and loss-making routes. By contrast, in the UK bus deregulation does not allow for comparable levels of cross-subsidy.

Fares

In Scandinavia, as in many other parts of continental Europe, fares are zonal and multi-modal. Passengers can travel on the same ticket by rail, bus, light rail, and in some cities on urban ferries. Journeys are paid for on a stored value or season ticket smartcard. The research found that, in comparison to incomes, fares for frequent users in Scandinavian cities are similar to those in the UK, but season tickets often cover wider geographical areas.

Technological innovations

The report provides examples of significant innovation on vehicle technologies, including smart ticketing. In Norway fares are increasingly supplied as mobile tickets.

Environmental impact

The research found that the Scandinavian countries have ambitious plans for public transport’s role in reducing carbon and toxic emissions. These include low or zero emission bus fleets and modal shifts from other transport modes. Copenhagen’s metro and suburban rail services are a key part of the city’s plan to be the first in the world to be CO2 free by 2025. There will be no diesel-powered buses in Oslo by 2020, and in Sweden Skåne’s bus fleet will run on fossil-free fuel by the same year.

Franchising

Public transport strategies in Norway, Sweden and Denmark are aligned with wider national and sub-national goals for economic development, land use planning and social cohesion. Levels of revenue support for bus services underpin a high quality of service, and levels of public transport use are high (although in Denmark, heavy investment in cycling infrastructure means public transport usage is relatively low).

One of the key features of public transport in Scandinavia is that virtually all bus services have been franchised. Metro and tram services are also provided either through franchising or by the incumbent municipal operator.The report notes that the main impact of franchising of bus services in all three countries has been to reduce costs and increase quality. The authors note that:

“…franchising in these countries and regions gives public sector Passenger Transport Authorities the direct ability to improve aspects of service because they specify and purchase that service from private sector operators. Thus, if they have the resources and are willing to pay for improvements, these can be delivered rapidly, to deliver on policy ambitions.” 

The Scandinavian way

Even as local, devolved and national governments are trying to encourage greater use of public transport, the evidence suggests that in a significant number of British cities – including Glasgow, Birmingham, Bristol, Leeds and Sheffield, the number of people travelling by public transport is falling.

The UTG report suggests that the Nordic model provides a road map for improvement in the way that UK transport service providers currently deliver urban public transport:

“Scandinavian countries have taken this approach because there is a political and public consensus that public transport is a public service. A public service that has a key role to play in tackling road congestion, reducing greenhouse gases and air pollution. A public service that also spreads the benefits of economic growth and promotes social cohesion through ensuring better connectivity within and between communities – including linking peripheral areas with the main towns and cities that are driving the wider economy.”


Read more of our public transport blog posts:

Disrupting cities: are tech firms to blame for rising inequalities?

By Steven McGinty

In cities across the world, there is growing unease at the impact of tech firms on local communities. In San Francisco’s Silicon Valley, “Google Buses” – the corporate commuter buses for Google staff – have been the subject of multiple protests by local activists, including the blockading of buses and displaying provocative banners.

The protesters’ main grievance? Housing. Researchers at the University of Berkley have found that rents close to bus stops used by Google employees are 20% higher than in other comparable areas.

It’s not just about Silicon Valley

In East London’s Tech City – home to both Google and Amazon – there have also been housing pressures, with property prices increasing by 13% in the two years to April 2017.

Further, The Economist has produced a map of London gentrification, showing that affluent young professionals are living in the inner-city, whilst poorer, often less educated ‘service workers’, are being pushed to the outskirts of the city. As Professor Richard Florida describes it “London is the archetypal example of a class-divided city”.

In Dublin, where Google and Facebook occupy 4% of all commercial office space, local activists have blamed tech firms for their housing crisis. Aisling Hedderman of the North Dublin Bay Housing Crisis Community, highlights that

“…we’re not going to see housing provided for families, but houses provided for single people and couples. And as long as people are willing to pay the high rents it’s going to keep driving up the rents

Tech firm Airbnb has also received a lot of attention for its impact on housing. Airbnb, who enable people to rent out their properties or spare rooms, has faced challenges in a number of cities. For instance, in November 2017, Vancouver introduced new regulations to stop businesses from offering short-term rentals through Airbnb and similar services. This means people can only rent out their principal property – which the city hopes will increase the availability of long-term rentals.

Technological change is nothing new

Edward Clarke, former analyst at the Centre for Cities, however, argues that the real problem for cities is not gentrification but poor city management.

In his view, urban neighbourhoods have always experienced periods of change, highlighting that Shoreditch’s status as a tech hub follows a long tradition of innovators moving to the area. And that research has shown that ‘new jobs’ (such as those in the digital and creative sectors) bring higher wages to an area, for the people working for these firms and in other sectors. Instead, Mr Clarke suggests there is a need to build more homes, and to consider developing on part of the Green Belt.

To alleviate these challenges, cities have started to recognise the need for closer collaboration. New York, Dublin, and London have all recruited tech leads to work with the tech sector. However, Joe Kilroy, policy officer at the Royal Town Planning Institute (RTPI), highlights that tech leads must have a remit that is wider than encouraging tech firms to move to the city. He explains:

Ideally the tech lead would liaise with city planners who can articulate the issues being faced by the city – such as housing affordability, infrastructure pressures, and skills shortages.”

Toronto and Kitchener, Ontario

In 2017, Toronto and its small town neighbour Kitchener announced plans to introduce a new transit line to ensure the city can cope with an expected influx of new tech workers.

It may be surprising to some that it’s not Toronto that’s the main tech player, but the region of Kitchener-Waterloo, home to the University of Waterloo and the birthplace of the Blackberry. It’s internationally recognised as a hub of innovation and prides itself on being different to Silicon Valley, viewing itself as more of a community than a series of business networks.

Local tech leaders acknowledge the importance of reaching out and working closely with local charities on issues such as affordable housing, as well as offering their skills to the community.

Final thoughts

Cities must ensure that the growth of the tech sector benefits everyone, and that sections of society aren’t left behind. However, big tech firms also have a role to play, and should become active participants in their communities, leading on areas such as education and skills and housing. Only then, will these tech firms truly prosper while having a lasting and positive impact on the surrounding communities.


The Knowledge Exchange provides information services to local authorities, public agencies, research consultancies and commercial organisations across the UK. Follow us on Twitter to see what developments in policy and practice are interesting our research team. 

Joining the digital revolution: social workers’ use of digital media

In January 2018, NHS digital published a report, which highlighted the accessibility and availability of digital platforms to help social workers with their job role. The research, which was compiled from survey data, sought to understand not only how social work could be supported through the use of IT and digital platforms, but also to assess the current level of usage and understanding of digital technologies among the current workforce. While more than half of survey respondents said they had access to a smart phone as part of their role, far fewer were actually able to access case notes and other necessary documents digitally from outside the office.

The survey found there was an appetite for greater and better use of digital media in day-to-day work, which practitioners felt would not only improve their ability to work more flexibly but could also be used to forge better relationships with people who use services. In some instances, respondents to the survey felt improved use of digital media may provide a way to communicate more effectively with those who had previously been unwilling to engage, particularly in relation to social work with young people. The research found that digital technology was used in a range of ways to build and manage positive relationships, particularly with service users, including:

  • communicating with them to gather specific data (as part of assessment);
  • delivering interventions (such as self-guided therapy or telecare); and
  • supporting team work (peer support and online supervision)

Questions around the use of social media

Earlier research around the use of digital media in social care more generally found that it is used in a variety of capacities, such as storing and maintaining records, communications and day-to-day tasks such as booking appointments and scheduling in visits. However, the use of digital technologies by social workers can at times extend beyond simply maintaining records and scheduling visits. Many felt that while digital media in some ways makes their job easier, in other ways it can add to the stress of an already difficult job role.

A lot of the anxiety concerning digital technologies centres around social media. In the most positive of ways, it can be a core platform to allow service users to communicate, and make the social work team appear more accessible to people who may feel uneasy communicating in more formal ways. However, significant challenges around ethics and practice remain. Repeated instances of social workers being reprimanded have made some social workers wary of using social media platforms. In September 2017 HCPC published guidance which encourages practitioners to continue to use social media, but to seek advice and help if they are ever unsure. The guidance suggested that social media, if used responsibly, could support professionals to raise the profile of the profession and network with others nationally and internationally.

Supporting confidentiality and security

For many social workers and social work supervisors many of the challenges around using digital media centre on the necessity for confidentiality and security of information. While much of social work practice within offices is digitised with regard to record and case file keeping and report writing, security issues concerning remote access to files is one of the major challenges. In many cases until digital security can be assured, it will be difficult for social workers to work fully remotely and flexibly without some travel back to the office. GDPR also raises some interesting questions for the profession with regards to storing and accessing data.

An opportunity to improve information sharing and partnership working

It is well recognised that the use of digital media provides an opportunity to improve efficiency and partnership working within social work. If used effectively and supported well, it can allow information to be stored, shared and accessed across a range of different services, which can be particularly useful for increased health and social care integration. However, challenges in practice remain – including the ability of social workers to remotely access notes and information, the need to align working and IT systems, and the ability to access and read data in a number of formats across a number of devices. Research stresses the importance of risk management and appropriate training for staff so that they feel comfortable and confident using media platforms.

A welcome change in the profession?

For many within the profession, the rise of digital platforms as a way to engage with service users and provide increased support and flexibility for social workers themselves has been a positive development. It is a great leveller and can encourage service users who feel comfortable to engage in a much more transparent way with social workers. However, NHS Digital research shows that there are still significant challenges. Overcoming these to successfully integrate digital platforms and interfaces into social work practice has the potential to revolutionise not only how social workers engage with service users, but how they themselves conduct their work. Improved collaboration with other services, increased flexibility, and increased capacity for completing and recording continuing professional development and training to improve practice are just some of the potential fruits of social work’s digital revolution.


Follow us on Twitter to see what developments in public and social policy are interesting our research team.

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Do planners dream of electric streets?

The last few years have seen a phenomenal growth in demand for electric vehicles in the UK.  Nearly 50,000 electric and plug in hybrid vehicles were registered between July and September 2017 a considerable achievement, when only 5 years ago it was less than 1,000.

Overall, there are now around 120,000 battery-powered cars on Britain’s roads, and this is expected to grow to 10m by 2035.  From the modest Nissan Leaf, to the futuristic Tesla, the choice of electric vehicles is expanding, and various car manufacturers have announced ambitious plans to develop even more electric vehicles to suit a range of tastes and budgets.

The benefits of moving to electric are clear – as well as lower emissions, they are also cheaper to run costing less than half as much than petrol-powered equivalents.

Out with the old

This means that a future where electric cars are the norm is now on the near horizon.  Indeed, the UK recently committed to banning the sale of new petrol and diesel cars, including hybrid vehicles, by 2040.  The Scottish government have set an even more ambitious target pledging that by 2032 all new vehicles sold in Scotland will be electric. Norway, India and France have also set similar goals.

At the local level, Oxford is set to become the first city centre to ban all non-electric vehicles with certain streets becoming electric-only by 2020, and the world’s first ultra-low emissions zone (ULEZ) will come into operation in London next year.

Delivery of EV infrastructure through the planning system

As desirable as a low emission, electric-only city may be, the use of electric vehicles poses a number of challenges for town planning and urban design.

Ensuring that there is sufficient infrastructure in place to meet the increased demand for electric vehicle recharging will be a key issue. While there has been a significant growth in the number and geographic spread of EV connectors across the UK since 2011, many more will be required if predicted demand is to be met.

While motorway services and petrol stations will soon be required by law to install charge points for electric cars, simply replacing existing fuel pumps with EV chargers will not provide sufficient capacity, as at present, charging an electric car can take anywhere between 30 minutes to a couple of hours.  Additional charging stations will have to be incorporated into parking spots – either on the road, at home or in car parks.

The planning system is already taking some practical action to address this. Both planning policy and development management provide important delivery mechanisms.

At the national level, in England, the National Planning Policy Framework states that

developments should be located and designed where practical to… incorporate facilities for charging plug-in and other ultra-low emission vehicles”.

In Scotland, high level planning policy also recognises the importance of considering EV charging infrastructure in new developments, with supportive text included in both the Third National Planning Framework and the Scottish Planning Policy 2014. In addition, permitted development rights for off-road charge points came into force in 2014.

At the regional level, some policies require planning authorities to incorporate facilities for charging electric vehicles.  For example, The London Plan states:

developments in all parts of London must… ensure that 1 in 5 spaces provide an electrical charging point to encourage the uptake of electric vehicles”.

Several local authorities also use local plan policies to require electric vehicle provision, and others use their development control powers to require developers to provide electric vehicle charging points.

Some authorities have also taken opportunities to broker EV via non-planning routes, for example, the provision of public recharging point provision through grants.  One such example the On-Street Residential Chargepoint Scheme was set up in 2016, and provides up to 75% of the cost of procuring and installing chargepoints.

Challenges remain

While progress is being made, a number of challenges remain.

As well as increasing the overall number of available charging stations, planners will need to ensure that they are adequately distributed within a city so that there’s always one within reasonable driving range.  Specifying EV charging points on new developments runs the risk of a ‘scattergun’ approach, particularly where developments are concentrated in specific areas.  Local authorities would do well to adopt a strategic and planned approach to EV provision to ensure adequate coverage.  This will be particularly important in rural areas, as electric cars typically have a maximum range of around 150 miles. ’Range anxiety’ is an affliction suffered by many electric car drivers!

While various grants are available for electric car owners to install charging infrastructure at their homes, it is also not yet clear how home EV charging will work in densely populated areas without private parking, such as large blocks of flats. One potential solution may be the use of massive batteries kept in shipping container-style boxes, with up to 50 charging points attached.

The provision of on street EV charging facilities may present a design challenge in historic and/or conservation areas. In London, this has been dealt with by retrofitting existing street lamps with EV infrastructure, even including heritage lamps in Kensington and Chelsea.

There have also been concerns about the ability of the national grid to cope with millions of cars being plugged in to charge every evening.  Encouraging drivers to charge ‘smart’ at off-peak times may be the way forward.

Innovative solutions

Despite these challenges, there are promising signs of progress.  Some noteworthy examples include Elgin-based housebuilder Springfield Properties committing to installing cabling for electric car charging points in all new-build homes as standard, including its new 3,000-home development in Perth.  There are also plans to turn the A9 into an ‘electric highway’ and for a new ‘charging hub’ in the centre of Dundee – which will also be part-powered by the use of solar canopies.

EV technology is an area of fast-paced change and addressing the many challenges that it presents will require planners to adopt similarly innovative and forward-thinking solutions.  With advances being made on contactless under-road EV charging, it may not be long before electric streets charge our cars on the move.  We in the Information Service are excited to see what the future holds, and will be keeping abreast of the latest developments in both policy and practice.


The Knowledge Exchange provides information services to local authorities, public agencies, research consultancies and commercial organisations across the UK. Follow us on Twitter to see what developments in policy and practice are interesting our research team. 

Is technology really the answer to social isolation and loneliness?

Old man sitting on a benchBy Steven McGinty

As we head towards Christmas, the media is filled with images of families coming together and enjoying the festivities. However, the reality is that many people will not be spending the Christmas period with loved ones, and will be spending the festive season alone.

In April, Future Cities Catapult produced a report into the impact of social isolation and loneliness. They highlight that those experiencing social isolation and loneliness have an increased likelihood of developing health conditions such as dementia (1.9 times more likely) and depression (3.4 times more likely). In addition, there is a 26% increased risk of mortality.

The report also included findings from the Mormont Review, highlighting that in emergency situations social networks have a significant impact on recovery.

Individuals who are socially isolated are between two and five times more likely than those who have strong social ties to die prematurely. Social networks have a larger impact on the risk of mortality than on the risk of developing disease, in the sense it is not so much that social networks stop you from getting ill, but that they help you to recover when you get ill.

It’s this substantial impact on people lives’ – and the costs to the health service – which has led to many public bodies looking for ways to tackle social isolation and loneliness.

Technology-based interventions, in particular, are some of the most innovative approaches to addressing the issue that affects over half of all people aged 75 and over who live alone, as well as increasing numbers of young people. Below we’ve outlined some of the most interesting examples.

CogniWin

CogniWin provides support and motivation for older people to stay active and in employment by providing smart assistance and well-being guidance. It helps people to adapt cognitively with their work tasks through their interactions with a system (which collects information using an intelligent mouse and eye tracking software). A virtual Adaptive Support and Learning Assistant then provides feedback, which helps the older person adapt their working lifestyle or have the confidence to take up a part-time job or become a volunteer.

Casserole Club

Casserole Club is a social enterprise that brings together people who enjoy cooking and who often share extra portions with those who may not be able to cook for themselves. Founded by FutureGov and designed in partnership with four local authorities, the service uses its website to allow volunteers to sign up and search for diners in their area (most of which, are over 80 years old). Overall, there are 4,000 cooks nationwide, and 80% of diners highlight that they wouldn’t have much social contact without the Casserole Club.

Family in Touch (FIT) Prototype

The Family in Touch (FIT) prototype was developed by a team of Canadian researchers who noticed that elderly people in care homes and retirement communities often touched photographs in an attempt to connect with family members. Based on this, the team created a touch screen photo frame which sent a message to a relative to say that they were thinking of them. The relative was then able to record a video message, which could be viewed by the elderly person in the photo frame. It was found that elderly people appreciated the simple design and tactile user experience.

Final thoughts

These are just some of the innovative tools being used to tackle social isolation and loneliness. And although technology is not the whole solution, it can certainly provide new opportunities for projects seeking to provide friendship and support to those who feel disconnected.

Individually, we can also make a difference. Even just making a phone call to an elderly relative, sending a message to an old friend, or visiting a neighbour, can brighten up someone’s day.


The Knowledge Exchange provides information services to local authorities, public agencies, research consultancies and commercial organisations across the UK. Follow us on Twitter to see what developments in policy and practice are interesting our research team. 

Drones in the city: should we ban drone hobbyists?

A young boy flying a drone

By Steven McGinty

Drones are becoming an increasingly observable feature of modern cities, from tech enthusiasts flying drones in local parks to engineers using them to monitor air pollution. And there have also been some high profile commercial trials such as Amazon Prime Air, an ambitious 30-minute delivery service.

However, introducing drones into the public realm has been something of a bumpy ride. Although the Civil Aviation Authority (CAA) produces guidance to ensure drones are flown safely and legally, there has been a number of hazardous incidents.

For example, in April, the first near-miss involving a passenger jet and more than one drone was recorded. The incident at Gatwick Airport saw two drones flying within 500m of an Airbus A320, with one pilot reporting a “significant risk of collision” had they been on a different approach path. In addition – and just 30 minutes later – one of these drones flew within 50m of another passenger jet, a Boeing 777.

Videos have also been uploaded to websites such as YouTube, which have clearly been taken from drones – a clear breach of the CAA’s rules prohibiting the flying of drones over or within 150m of built-up areas. This includes events such as the Cambridge Folk Festival, a match at Liverpool FC’s Anfield Stadium, and Nottingham’s Goose Fair. Jordan Brooks, who works for Upper Cut Productions – a company which specialises in using drones for aerial photography and filming – explains that:

They look like toys. For anyone buying one you feel like you’re flying a toy ‘copter when actually you’ve got a hazardous helicopter that can come down and injure somebody.

Privacy concerns have also started to emerge. Sally Annereau, data protection analyst at law firm Taylor Wessing, highlights a recent European case which held that a suspect’s rights had been infringed by a homeowner’s CCTV recording him whilst he was in a public place. Although not specifically about drones, Sally Annereau suggests this decision will have far reaching consequences, with potential implications for drone users recording in public and sharing their footage on social media sites. The Information Commissioner’s Office (ICO) has already issued guidance for drones.

The CAA report that there were more than 3,456 incidents involving drones in 2016. This is a significant increase on the 1,237 incidents in 2015.

The response

Cities have often taken contradictory approaches to drones. Bristol City Council has banned their use in the majority of its parks and open spaces. Similarly, several London boroughs have introduced ‘no drone zones’, although the London Borough of Richmond upon Thames has a relatively open policy, only banning drones over Richmond Park. Further, Lambeth Council requires hobbyists to complete an application form “to ensure suitability”, a standard similar to commercial drone pilots.

There have also been several accusations of double standards as large commercial operators such as Amazon receive exemptions to CAA rules, in front of photographers recording events, hospitals delivering blood, and researchers collecting data.

Although cities have a responsibility to protect the public, they also have to ensure citizens are able to exercise their rights. The air is a common space, and as such cities must ensure that hobbyists – as well as multinational firms – can enjoy the airspace. Thus, it might be interesting to see cities take a more positive approach and designate ‘drone zones’, where hobbyists can get together and fly their drones away from potential hazards.


The Knowledge Exchange provides information services to local authorities, public agencies, research consultancies and commercial organisations across the UK. Follow us on Twitter to see what developments in policy and practice are interesting our research team. 

“A new journey”: creating a dementia-friendly public transport system

People diagnosed with dementia can live independently for many years – in fact, 1 in 3 people with dementia are still able to drive safely.  However, as the disease progresses, people with dementia must eventually stop driving.  Public transport can be a good alternative to driving for those in the early stages of dementia, enabling them to stay connected with their families, friends and local communities, and provide access to healthcare.

Indeed, the provision of easily accessible public transport options is a key aspect of dementia-friendly communities.  It is difficult to overstate its importance:

“If I didn’t have coping strategies to remain independent and mobile I’d be very lonely and soon sink into depression. Travel brings normality to an often abnormal life” Wendy Mitchell, recording a Dementia Diary for Upstream

However, the challenges faced by people with dementia mean that travelling by public transport can be daunting.  This is because dementia affects more than just memory.  Environments that are noisy and busy can be extremely disorientating for people with dementia, particularly when there are added time-sensitive elements such as bus or train times.

People with dementia often lose the confidence to travel.  They may experience difficulties purchasing the correct tickets, become confused by different fares or travel options, or feel hurried or pressured.  They may feel anxious or unsafe, for example, when becoming separated from their luggage or they may have a fear of becoming lost, or getting off at the wrong stop/station.

In addition to the cognitive, emotional and sensory challenges faced by people with dementia when travelling, there are a number of additional barriers.  These include:

  • Difficulties with journey planning
  • The use of fast changing technology which can exclude certain groups of people
  • A lack of service integration
  • Staff with limited awareness of the needs of people with dementia
  • Poor, inconsistent or confusing signage – or unclear rules regarding reserved seats/spaces

Policy and practice

The UK has set out the goal of becoming the best country in the world for people with dementia by 2020.  It has made some significant steps forward – currently, there are now over 200 communities working towards becoming ‘dementia friendly’.

In regards to transport improvements specifically, earlier this year, the Bus Services Act gained royal assent in England.  The Act provides powers to ensure that buses make both audible and visual announcements about the route and the next stop.  These reminders can help to reassure people with dementia.  The government has committed to work alongside the bus industry, passengers and disability groups to develop the policy further.

The government is also currently consulting on a draft ‘Accessibility Action Plan’, which addresses the barriers faced by people with disabilities using public transport, including a focus on hidden disabilities, such as dementia.  It also commits to updating existing guidance on ‘inclusive mobility’ to incorporate current knowledge and understanding of the needs of those with hidden disabilities such as dementia.

Involving people with dementia in service design

Involving people with dementia in the design of services can help to ensure that their needs are addressed.  Upstream is a project that does just that.  It helps to give people living with dementia across Scotland a voice in the design of future mobility services.

Projects have involved visiting various groups in the Western Isles to learn about the challenges of island transport, workshops to gather insights about travel with Dementia Friendly East Lothian and the North Berwick Coastal Area Partnership; and developing training programmes in conjunction with transport providers.  They have produced a report of their work so far.

Use of technology

The expansion of real time audio and visual information as set out in the Bus Services Act provides a good example of where technology can be used to make transport more accessible for people with dementia and other disabilities.

Other ways in which technology may help include the expansion of live departure boards at bus stops and increasing the use of journey planners – either online or via the telephone.  Apps may also have the potential to help organise shared modes of transport for groups of people in rural areas, and in the future, driverless cars may offer an additional transport option for people living with dementia.

Improved awareness of dementia among travel staff

Improving awareness of dementia among transport staff, and developing training programmes on how to respond to the needs of passengers with dementia, is another key way in which services can be improved.

For example, East Anglia Trains, has worked with the Dementia Society to deliver a dementia-awareness training pilot for staff at four of its stations, and plans to roll this out to all East Anglia staff. Arriva Rail Northern has also announced funding to develop the Bentham Line from Leeds to Lancaster and Morecambe as a ‘centre of excellence’ for people with dementia.

Transport assistance cards are another example of possible ways to improve transport for people with dementia. These cards record details of an individual’s needs so that the individual can show the card privately to the driver or other travel staff as a means of asking for extra assistance. Many individual transport operators and local authorities across the country already issue such cards.  Standardising these schemes across the UK may be one way to help improve people’s confidence when using public transport.

Future developments

While these initiatives are making a significant impact, there is still much to do.  If the growing number of people living with dementia are to maintain their independence, then it is essential that transport services become more dementia-friendly. Bringing together the shared knowledge and experiences of those living with dementia, and the skills and experience of professionals involved in the design and delivery of transport services will help to create a more inclusive, person-centred public transport system.

Dr Joy Watson, an ambassador for the Alzheimer’s Society who herself has been diagnosed with dementia, sets out an admirable goal:

A diagnosis of dementia is not the end of the road, but the beginning of a new journey.  Some people need a little more help to take the first steps, and if I can contribute to them living well, then my mission is fulfilled.”


Science, technology and innovation: the impact of Brexit

Scientist working with a large cylinder-shaped piece of lab equipmentBy Steven McGinty

There have been many twists and turns in the Brexit story. The latest, has been Theresa’s May’s failed attempt to increase her parliamentary majority and gain a personal mandate for negotiating her own version of Brexit.

However, since the UK voted to leave the EU in June 2016, STEM (science, technology, engineering and maths) researchers and professionals have consistently voiced their concerns over the potential negative impacts of Brexit, particularly in areas such as funding, collaboration and skills.

Prospect – a union for 50,000 scientists, engineers and technical specialists – has made it clear that they believe:

Science is an international endeavour and continued free movement of people is vitally important both to the public interest and the wider economy.”

Their research highlights that British participation in prestigious Europe-wide research projects could be under threat, such as the mission to find the ‘oldest ice’ in Antarctica and the European Space Agency’s project to develop the most ambitious satellite Earth observation programme.

The Financial Times also highlights that British researchers have been very successful at winning important grants from the European Research Council. As a result, the UK receives 15.5% of all EU science funding – a disproportionate return on the UK’s 12% contribution to the overall EU budget.

Professor Dr Carsten Welsch, an academic from Liverpool University, underlines how essential EU funding is to his work: “in some years as much as 80% of our funding has been sourced from the EU.

Figures from technology consultancy Digital Science suggest that leaving the EU could cost UK scientists £1bn per year.

Universities UK has also investigated the wider economic impacts of EU funding in the UK. In 2016, their research found that EU funding generates more than 19,000 jobs across the UK, adding £1.86 billion to the UK economy. Later research has also shown that international students and their visitors generate £25.8 billion in gross output for the UK economy. In addition, as a single group, they add £690 million to the UK retail industry.

What do the politicians say?

With their ‘Save our Scientists’ campaign, the Liberal Democrats have been outspoken in their support for continued scientific co-operation across Europe. Their 2017 General Election manifesto stated that they would underwrite funding for British partners in EU-funded projects such as Horizon 2020 – the largest ever EU Research and Innovation programme – worth nearly €80 billion in funding. It also promised to protect and raise the science budget by inflation, and stop cuts to medical research.

But the UK government has also made efforts to lessen the concerns of STEM researchers and professionals. Similarly, Chancellor Philip Hammond has guaranteed to underwrite EU funding won by UK organisations through programmes such as Horizon 2020, even if these projects continue after Brexit. On the 17th January, Prime Minister Theresa May outlined her 12 objectives for negotiating the UK’s exit from the EU. Within this speech, she stated that:

We will welcome agreement to continue to collaborate with our European partners on major science, research and technology initiatives, for example in space exploration, clean energy and medical technologies.”

Jo Johnson, Minister of State for Universities, Science, Research and Innovation, has also tried to provide reassurance by emphasising the important role for science and innovation in the government’s industrial strategy. He has highlighted that the strategy includes £229 million of funding for a ‘world class’ materials research centre at the University of Manchester and a centre for excellence for life sciences. In addition, a new funding body will be created – UK Research and Innovation (UKRI) – which will bring together several funding councils to create a ‘loud and powerful’ voice for science.

The House of Lords Science and Technology Committee has also published a report arguing that positive steps should be taken to ensure UK science plays a significant role in the global economy. One idea put forward by the report is that:

The UK should offer to host – in partnership with governments and funding bodies from other countries – one or more new, large-scale international research facilities. This would be a bold move to signal the UK’s global standing in science.

International partners – David Johnston Research + Technology Park

At a recent innovation event in Glasgow, Carol Stewart, Business Development Manager of David Johnston Research and Technology Park, set out the thoughts of researchers and companies based at their innovative research park in Waterloo, Canada. Unsurprisingly, their key concern was restrictions on the free movement of labour, and the impact Brexit might have on the EU-Canada Comprehensive Economic and Trade Agreement (CETA).

However, Ms Stewart was positive that there would still be plenty of opportunities, noting that the UK and Canada has a relationship as part of the Commonwealth, and that London will still be regarded as a global technology hub.

Overcoming negative sentiment

One important concern is that there is widespread anecdotal evidence that EU nationals are feeling less welcome. Stories of researchers either leaving positions or citing Brexit as a reason for not taking up posts in the UK are becoming the norm. Anxieties caused by a lack of clarity over the long-term status of EU nationals and the complexities in obtaining permanent residency, can only be damaging to the UK’s reputation for international science.  As physicist and TV presenter Professor Brian Cox explains:

We have spent decades – centuries arguably – building a welcoming and open atmosphere in our universities and, crucially, presenting that image to an increasingly competitive world. We’ve been spectacularly successful; many of the world’s finest researchers and teachers have made the UK their home, in good faith. A few careless words have already damaged our carefully cultivated international reputation, however. I know of few, if any, international academics, from within or outside the EU, who are more comfortable in our country now than they were pre-referendum. This is a recipe for disaster.

With the latest election results, the UK is likely to go through a period of political instability. It will be important  that, regardless of political changes, the UK continues to exercise its role as a leader in science, technology and innovation. That not only means providing funding and facilities for research, but also rebuilding the UK’s reputation as a place where the very best scientists and innovators want to live and work.


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