Tag Archives: policy

Why Trump is right on defence spending… and wrong

It’s all over the press this week: Trump wants all NATO members to spend 4% of their GDP on defence – a doubling of the previously-agreed 2% target (which many countries don’t meet). To me this seems pretty wrong, for two reasons, but not the ones you might imagine. These aren’t new arguments, but since there’s a grain of truth in Trump’s criticism (NATO, for all the money spent on it, has demonstrably failed to deter agression on its borders), let’s unpack this.

Firstly, it is entirely legitimate to ask whether there is a level of defence spending that ceases to be sustainable in any society. To think about this we need to stop thinking of national budgets like ‘household expenses’ (pub, Sky subscription, holidays), and think of national spending more as a business-type investment. This is because most governmental spending is either meeting our national ‘running costs’ (recycling rubbish, paying the police to keep law and order), or a genuine investment (education improves skills and so wellbeing and productivity; health spending keeps more workers active longer; new railways get people to work faster and more reliably, etc.)

Defence spending is different, since it is essentially a form of insurance, e.g. an expense we incur not because we want to use tanks, ships, bombers on a daily basis, but because we hope that by having them, we can (let’s be honest) intimidate other nations into helping meet our foreign policy goals (or at least, not blocking them). Deterrent nuclear weapon systems are the ultimate example of this since – unlike an amphibious carrier, say, or a transport aircraft – they can’t be used for humanitarian work, or even counter-terror operations.

So is 4% of GDP sustainable for all NATO countries? Arguably not, or at least, not as equally. NATO is now a large organisation, and includes:

  • small post-communist states like Bulgaria and Slovakia;
  • larger mid-table nations such as Spain and the Netherlands;
  • G7 members like the UK, France, Spain and Germany;
  • the USA, a global hyperpower with self-imposed military commitments in every part of the world, currently engaged in the start of a (hopefully slow) relative decline in power compared to China; and outliers like
  • Turkey (a massive country with one of the lowest per-capita incomes in Europe, but the only NATO state with a shooting war within its own borders, at least intermittently, in Kurdistan)
  • and Canada (a geographically sprawling, rich nation with – let’s be honest – very few real direct foreign-policy competitors).

Even if we set aside the very differing nature of each countries’ political economy (Germany’s economy continues to motor along with export prices kept low by the Euro; Bulgaria is in dire need of investment in all sectors; the UK has stagnated for a decade with chronic underproductivity due to expensive housing stock and transport costs; the US continues to benefit from the dollar’s status as a global currency), there are clearly very different foreign-policy goals and motivations here.

Canada, for instance, could probably disarm their offensive military completely, retaining only a very small gendarmerie / expeditionary force – safe in the knowledge that the odds of an unprovoked US annexation occurring any time soon are minimal (any ratcheting of tension between the two neighbours would likely take decades to result in all-out war). On the other hand, the Baltic states not only have fresh memories of Soviet rule 28 years ago – many still remember the Nazi invasion of 1940, while the Great War and following Russian Revolution are also barely out of living memory. They are also effectively encircled by an increasingly hostile Russian autocracy, have no large territory into which they can withdraw to defend in depth, and have tiny populations – the total population of Latvia, Estonia and Lithuania, 6.1 million people, is barely half that of Moscow alone (11.8m). For NATO, successfully defending any of the Baltic states in the face of even a small Russian attack is probably impossible (Paul Mason has written well about this). I imagine the Estonian GHQ have many more sleepless nights than their Canadian counterparts.

 

There’s a second line of reasoning to Trump’s policy though, and it goes like this: whatever the defence spending target is, we’ve all agreed to meet it, and lots of you aren’t ‘paying your share’. On the face of it, this is more persuasive: if NATO is a club, shouldn’t all members pay the subscription fee?

Here we have to realise that not every dollar spent on defence by every country is created equal. Different countries have very different defence objectives, and economies of scale really matter. Military kit is really expensive – let’s take a look at some well-established costs for 3rd- and 4th-generation hardware. Remember, this isn’t the newest, shiniest, most-expensive-est stuff like drones, cyber capabilities, or energy weapons: just common-or-garden NATO workhorse kit of the sort that’s been in service for over three decades:

  • US F-16 fighter: $14,000-000 – $18,600,000
  • Italian-French-Moroccan FREMM multipurpose frigate: ~$500,000,000
  • Tomahawk cruise missile: $250,000 per munition
  • German Puma infantry fighting vehicle: €12,000,000
  • AH-64D Apache attack helicopter: $33,000,000

The 2% of GDP would mean, for say Bulgaria or Lithuania, a total kitty of about $1000m per year. Just one frigate (or a squadron of fighters) would eat up half of that sum in capital expenditure alone, before we even think about running costs! The key thing to understand here is that a modern military works as a set of integrated parts. It doesn’t matter how great your tanks are; without air cover you’re boned, immediately, if your enemy has anything approaching a decent ground-attack capability. Then again, airfields in turn need protection from bombing, while all militaries have a very long tail of logistics to keep soldiers fed (and bandaged), trucks fueled, tanks mainteined in working order, and so on. Generally speaking, managing to mount one soldier in frontline operations for every 3-4 in support/logistics/training is considered really good*.

The current furore about scrapping some of our existing amphibious (e.g. beach landing) capability in order to pay for the two Queen Elizabeth-class carriers, their aircraft, and associated carrier battle groups highlights the stark choices even a large power like Britain faces: do everything on a shoestring, or focus on some capabilities (special forces; cyber; expeditionary warfare) at the expense of others (a nuclear deterrence force; large land operations).

Smaller powers such as Belgium or Poland feel this tension even more keenly, but since each countries’ citizens (and generals) want to feel their military can protect them on its own, without needing others’ help, we find that the European militaries consist of a succession of small-unit forces, e.g brigades and regiments, not division-scale forces – each with its own tankers, training institutions, intelligence corps and headquarters. This is incredibly wasteful, but predictable since the illusion of national independence (as opposed to interdependence) relies on the presumed ability  to act alone if need be.

There is a way to address some of this redundancy of course: have each nation contribute select components of a modern military capability, rather than trying to cover all bases. In extremis, this could mean a completely integrated NATO army where the Germans and Poles provided the massed land formations; the UK and French the surface fleet; the Hungarians the tankers, and so on – but while there is a long history of attempting to do this (the famed “NATO 7.62mm / 5.56mm” small-arms calibres, for instance, or the Franco-German Brigade) the reality is the people of NATO are, at present, more attached to national glory than military effectiveness – who wants to parade a squadron of petrol tankers on Armistice Day, anyway? Plus, this is just the sort of sovereignty-pooling Euro-nonsense many on the right recoil at – let alone Trump and his neo-isolationist MAGA crowd, happily powerful enough that this sort of impossible choice never confronts them.

In other words, throwing more money at the problem – and harming the long-term economic health which underpins any power-projection by so doing – without first reforming NATO so the dollars/euros we commit are spent effectively, without duplication and waste – is economic and military insanity. But I suspect we’ll muddle on – until, or unless – an external action forces NATO to wake up and smell the kvass.

 

*For instance, the UK armed forces managed to deploy forces in Iraq and Afghanistan for most of the last 15 years which peaked at around 10,000 in Afghanistan, and 46,000 in Iraq (the invasion itself). Sustaining this level of commitment (~30,000-50,000 troops, of a total UK Armed Forces headcount of around 250,000 personnel – including 80,000 reservists – e.g. about 1:4 deployed:support troops) over this length of time stretched the UK’s capability almost to breaking point. And the UK / France force size is probably about the smallest it’s possible for a modern military to be while still retaining the ability to conduct independent operations (e.g. without the Yanks) anywhere in the world at short notice (Libya arguably showed even this premise to be shaky – we relied on some US support, and acted in concert with France).

I’m a programmer – and driverless cars scare the hell out of me

Tech-savvy developer types often ride bikes, and often instinctively back the idea of robot vehicles. After all, the subconscious asks, if I can code a computer to play a game, what’s so hard about getting it to move around a real map?

But driverless cars are not like ‘normal’ AI. They exist in a world with all-too real consequences. For the first time we’re asking billions of people to cede control of a lethal machine to a still-highly-experimental, incredibly complicated, autonomous system. Noise, edge cases and unusual behaviours not present in training data all abound. Autonomous vehicles will be more dangerous for cyclists and pedestrians, not less.

Bikes and people can suddenly reverse, or move sideways, or in diagonally. They can even jump! This means to truly safely deal with these types of users – call it the ‘Friday Night In Peckham Test’ – is a much bigger challenge than a motorway, where three lanes of users move in predictable patterns, and all between 40-80MPH.

There’s a reason car manufacturers are testing away from towns, and won’t share testing data, or test specifications. They’d rather not have to deal safely with pedestrians and bikes because they know how much more costly they are. So car-makers would rather they went away. They’ll probably get their wish because they’re marque ‘heavy industry’ employers, and because AI belongs to the sleek shiny optimistic future of tech that all politicians are desperate to court.

Instead we will see two worrying developments to shift responsibility from car makers. There will be pressure to gradually remove troublesome bikes and pedestrians from parts of the roads ‘for their own safety’. We’ve already started to see this.

Alternatively manufacturers will introduce two levels of AI – a truly autonomous ‘safe mode’ which overreacts to all stimuli with infuriatingly (unworkably) slow speeds, or a ‘sport setting’ which makes much riskier decisions to enable faster speeds, under the flimsy caveat that users ‘monitor the system more actively’. Most will prefer to travel faster but few will be bothered to supervise the AI closely or consistently, when Netflix and social media are available distractions.

Finally, a growing body of evidence shows that too much automation of routine tasks can make them more dangerous, not less. Airline pilots’ skills atrophy when autopilot handles most of their flying time – with literally lethal consequences when an emergency occurs. Car drivers – most of whom already take driving far less seriously than such a dangerous activity merits – will suffer the same fate. Who would bet on a driver, suddenly handed control back in an emergency situation, taking the right decision in a split-second if they have perhaps hardly driven for years?

We’d just started to halt the decades long declines in cycling and walking rates, and lower urban speeds to 20MPH (‘twenty’s plenty’ initiatives), but the rise of autonomous vehicles will likely threaten this and see walking and cycling people relegated to third place, behind fleets of AI cars travelling bumper to bumper at far higher speeds than today and a few die-hard petrolheads defiantly navigating their own vintage tanks among the whizzing fleet.

One of the best things about my teenage years was romping around town on foot or bikes with my mates. My daughter turns 16 in 2030. It’s terrifying to think that by then, the killer robots that end her life might not be gun-toting drones, put plain old delivery vans.

Making progress down the road

Too many laws and customs of driving make speed more important than safety, from the driving instructors’ “make good progress down the road” (e.g. “hurry the fuck up”, which most drivers internalise as “drive at least as fast as the speed limit unless there’s literally another car right in front of you”), to every transport investment ever being marketed to (presumably furious) taxpayers as “reducing journey times”.

This is in contrast to other European countries, where safety is #1, and speed just a nice-to-have. Surely it’s time for the national Government to admit – as London’s TfL have – that the UK is blessed with only a fixed amount of road space, so with growing numbers of people using it, we all have to accept that journeys will get slower in future, not quicker.

We have a real blind spot (pun intended) in the UK about traffic jams. On the one hand, we are only too aware of all the time we **WASTE** sat in stationary traffic each day – most car journeys are fewer than five miles, made by commuters, and involve up to half that time in queues – so traffic jams are a fact of driving life here in the UK.

On the other hand, peoples’ frustration / anger / surprise about being stuck in a traffic jam on any given morning (when they are, every morning) is total. But this is bizarre… We know the traffic will be there, but still get in our car expecting a free road, at 08:30 on a weekday! Where’s all that traffic come from!

Surely it’s time to admit traffic jams exist, will get worse, not better, and constantly lurching from 0 to 30mph and back again is pointless as well as dangerous?

Imagine a world where the DoT’s published targets and main priority were to reduce accidents per mile travelled, and included walking and cycling targets, not journey times? Where 20mph became the standard urban default speed limit, not exception? Where satnavs routinely pointed out to users when (given traffic conditions) particular journeys, short and long, were quicker by public transport / foot / bike?

A safer UK. A calmer UK. And – just possibly – a healthier, richer, and happier UK.

Imagine.

On schools testing

Schools testing has been in the news again recently… are SATS etc useful objective measures of a school’s performance? Or do they add unnecessary stress and bureaucracy?

Well I think we can all agree more objectivity and less stress are good things, and most of us would probably go further and say that SATS aren’t doing either of those jobs. But kids are so unique! And testing is so essential! How on earth can we do both?!

Well, sorry. If there’s one field that is actually good at summarising hundreds of thousands of individuals in a heterogeneous population, it’s biology. So here’s A Biologist’s Alternative to SATS. Let’s call it… STATS:

  • Pick 5-10 measures that are easy to test and cover a wide range of measurable markers of kids’ lives – say, a couple each of literacy and numeracy tests, some critical thinking, standard IQ and general knowledge. Plus, happiness / wellbeing and physical health.
  • Assemble a mixed team of inspectors, governors, academics and teachers. Have them sample, say, 20 schools from a wide range of areas and rank them.
  • Then test the kids in those schools using our metrics. Also collect information on their dates of birth, sociological factors (parents’ status, wealth, postcode, commuting distance, screen time – there’s loads of ways to do this), etc.
  • Now we can construct a GLMM (a slightly-but-not-too complicated statistical model – or else use machine learning stuff like HMMs or neural networks, although I suspect getting enough data would be hard) to model each kid’s scores as a function of their school’s ranked quality given their sociological background.
  • Here’s the important bit: we take the test scores of the 25th, 50th, and 75th percentiles and label them ‘below’, ‘on’ and ‘above’ average respectively. But we won’t translate these expected quartile scores directly into national targets because we know the makeup and weighting of school sizes and types across the country will vary greatly and nonlinearly.
  • Instead the model itself provides a national benchmark, not a standard. This will be used to model the expected scores for a given school (and students) given the same sociological information, most of which can be imputed from child benefit statements, addresses and the like.

Why would this system – more complex to set up and quite data-intensive – be any better than the current one? Here’s a few reasons:

  1. We know development is multifactorial. So is this model.
  2. We know sociology greatly affects kids’ life chances, so let’s explicitly account for it. If the upshot on that is more effort alleviating poverty than endlessly tweaking the school system, great.
  3. We can publish the tests’ relative weightings in the model so teachers/parents know which should be more emphasised.
  4. Grade inflation would be easy to abolish, simply by updating the model every year or so.
  5. The grading of schools would be simpler and integrated. Most schools will be ‘on-average’ – this is implicit – so the horrific postcode lottery will end and parents can agree to focus on improving their local school, which is better for their commute and their kids’ sanity.
  6. Regional or municipal variations due to differences in sociology will also be apparent, and can be evidenced and tackled.