Major trends that may affect education systems

The Organization for Economic Co-operation and Development (OECD), which promotes policies that will improve the economic and social well-being of people around the world, has been looking at the future of global education. Its head of education, Andreas Schleicher, has been talking about some major international trends affecting education systems around the world.

One trend is the widening gap between rich and poor. In OECD countries, the richest 10% have incomes 10 times greater than the poorest 10%. This inequality is a challenge for schools who want to offer equal and fair access to education for everyone.

Another trend is the rising wealth in Asia. It’s suggested that a large rise in the middle-classes in countries like India will increase demand for university places. Andreas Schleicher asks the question “What values will these newly wealthy consumers want from their schools?”

Increasing migration will also have an impact on education systems. Mobility results in more culturally diverse students eager to learn and develop good life for themselves. But that can be challenge, too, as Andreas Schleicher asks: “How should schools support pupils arriving from around the world? Will schools have a bigger role in teaching about shared values?”

Funding pressure is another issue: as our demand and expectation for education rises and more people go to university, who’s going to pay for it all? The rise in dependency on technology is another concern. What should students learn when many of their talents can be reproduced by machines? And how reliant should we be on learning from the internet?

These are just some of the issues the OECD is highlighting. But they remain irrelevant for hundreds of millions of the world’s poorest children who don’t even have access to school places or receive such low-quality education that they leave without the most basic literacy or numeracy.

3 . Thanks to Top Gear, a British television show for motoring enthusiasts that is now a global brand, a former WWⅡ airfield called Dunsfold has become one of the best-known testing tracks in the world. On October 15, however, instead of booming to the roar of supercars driven by the show’s racing driver, it witnessed the sight of what appeared to be the cableless trailer of an articulated lorry (铰接式卡车) running almost silently around the course at over 80kph.

The Pod, as this vehicle is known, was made by Einride, Swedish firm founded in 2016 by Robert Falck, an engineer who used to work for Volvo. Mr. Falck thinks that the technology of vehicle autonomy, long experimental, has now evolved sufficiently for driverless goods vehicles to begin earning their livings properly. Some Pods are already in trials for real jobs: running between warehouses, dragging logs from forests and delivering goods for Lidl, a supermarket group.

Pods use the same technology of cameras, radar, lidar (the optical equivalent of radar) and satellite-positioning as other competitors in the field, but they differ from those others in the way their maker tries to deal with the regulatory concerns which prevent fully autonomous vehicles from being let loose on public roads. Einride’s approach, at least at the moment, is to avoid these by avoiding the roads in question. Instead, the Pod’s first version operates on designated routes within the limits of enclosed, private areas such as ports and industrial parks. Here, Pods act like bigger and smarter versions of the delivery robots which already run around some factories—though by having the ability to carry 16 tons and with room on board for 15 industrial pallets’ worth of goods, they are indeed quite a lot bigger.

The second difference from most other attempts at vehicle autonomy is Einride’s approach to the word “autonomy.” Some makers take the idea literally, and aim to keep humans out of the decision-making process entirely. Others, often prompted by traffic regulations, arrange things so that a normally passive human occupant can take the controls if necessary. Pods represent a third way. They always have a human to keep an eye on what is happening and to take over the driving for a difficult operation or if something goes wrong. But this human operates remotely.

Having the driver sitting back at headquarters rather than in the vehicle itself is departure from convention, but not a huge one. Aerial drones are usually controlled in this way. The dramatic step is that Mr. Falck believes you do not need a remote driver for each Pod. Einride already uses one person to control two Pods, but plans eventually for a single driver to look after ten.