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We must align our university research with Australia’s strategic intent

 

Publish or Perish? (Photo: Whiskey Monday via Flickr CC BY-NC-SA 2.0)

Academics often have lofty ideals about passion-driven curiosity in designing research projects. But these ideals are rarely practical. Changing times demand a changing focus in our approach to publicly funded research.

The ‘publish or perish’ metric drives many researchers to trendy topics that have little consequence in terms of Australia’s place in the world. In fact, the Excellence in Research for Australia (ERA) program has had the opposite effect, with Australian research journals rarely meeting the desired first quartile rankings that are essential for promotion in the academy.

The Prime Minister recently stated that the ‘publish or perish’ metric must give way to the commercialisation imperative. While this may be possible in some disciplines like the industrial sciences, this too is a flawed metric. And the potential for commercialisation in our current public-funded research system is a nightmare of bureaucratic red tape that will take more than good intentions to overcome.

Take the national Science and Research Priorities administered by the Department of Industry as a case in point. Third on the list is transport, which includes policy and other areas that are related to the social rather than the industrial or natural sciences. 

Health is the ninth priority. If the pandemic has taught us anything, it is that the science is fine. But the social and political issues have caused more problems than the natural sciences can explain in any meaningful way.

To be sure, energy and other policies are underpinned by science, but the practical approaches to deploying the science are beset by politics to ‘satisfice’ rather than deliver the most efficient or effective solution.

To take the national research priorities seriously, universities need to be incentivised to align research centres that establish collaborative networks focused on publishing research not only in the best journals but in Australian journals that are open access and available for anyone to use for free. It is rather strange that publicly funded Australian research outputs are hidden behind a commercial paywall and often in overseas journals.

When I was in Canada in 2007 a Harvard professor suggested that the best way to commercialise research is for companies to hire the best PhD graduates in the relevant field and to pay them to develop the company’s own intellectual property. Partnering with universities is such a barrier to commercialisation that it is hardly worth the effort.

Australia’s track record with commercialising our own competitive advantages leaves much to be desired. Take for instance the native macadamia nut. The US produced the most of this native crop until Australia gained ground up until 2015, only to lose the title to South Africa recently.

Consider also the CSIRO’s development of ‘fast wifi’ technology. Our world-leading research organisation had to fight its way through US courts to claim fees from their 1996 patent. If a government research agency has problems commercialising, what hope have our lumbering universities?

We are entering a stage in our strategic situation that will rely heavily on the higher education system if we are to address the challenges of the future. Our submariners need PhDs in nuclear engineering or physics. We need social and political approaches to effectively deploy scientific solutions. We need a cadre of educators sympathetic to our national priorities. And we need to provide incentives to keep the best educators in the sector.

Changing trade and security relations in the post-pandemic world order stress the importance of commercialising research. But so too is the necessity for language skills in Japanese, Hindi, Chinese, and Indonesian. Australians are notoriously monolingual, and this remains a barrier to commercialisation in the region.

There is scope for passion-driven research and academic freedom, and such ideals do not have to be at odds with the national research priorities. But if we are to ensure our future prosperity and security, commercialisation is one of many approaches to address the end of free market globalisation.

Rather than force all academic disciplines to commercialise, the key to integrating our research outputs is to align universities with our national research priorities. Such research must also prioritise open access publication in Australian journals if the outputs are to be useful.

M5 Incident: Myriad Aspects to Regulation and Road Safety

 

M5 Incident 28th October 2021. Photo by Michael de Percy CC BY-ND 4.0

Recently, while driving at 100 km/h on the M5, I saw a box on the road ahead. I assumed it was a cardboard box, an item that routinely appears on the M5. Instead, the box was made of checker plate and was full of tools. I saw the vehicle two ahead of me swerve so I moved over as far to the right as possible to avoid the object. But the vehicle in front of me struck the toolbox, causing the tools and spray paint in the box to hit the front of my vehicle. You can see the rest in the video. I did not add the soundtrack, I was listening to the stereo at the time. I stopped the vehicle, got out to check the driver was OK but then grabbed my phone and called 000 while checking for fuel leaks and smoke before approaching the vehicle. As I opened the door of the ute, the diver popped his seatbelt, scrambled out, and stood up next to me. I asked if he was alright and he said "I think so!" That was a lucky day on so many counts.

The next day I found my dashcam had recorded the incident. I hope this helps improve road safety or helps to educate others in any way that improves road safety in Australia. After commuting between Sydney and Gunning for the last two years on a frequent basis, I can say that driver arrogance and over-confidence on our highways are potential killers. But in the video below, this factor was absent. Fortunately, the B-Double missed the ute. Fortunately, nobody was driving like a lunatic. But add an arrogant and aggressive driver to the mix, and you do the math. It's pretty clear. I am so glad I was not being tailgated at the time.

The toolbox had apparently fallen off a new vehicle that had had professional modifications made to it. This brings into question the regulation of light commercial vehicle modifications. Heavy vehicles and their modifications are regulated and audited. But light commercial vehicles appear to exist in a regulatory void that may need addressing. To be sure, there are many lessons to be drawn from this incident, and I hope to report on some of the educational activities that might derive from this particular incident.

Here's the dashcam video:

Road Pricing and Electric Vehicles: Where to from here?

A road use charge on EVs is not a disincentive [Source: Mariordo, CC BY-SA 2.0]

Details for this event are available here: https://ciltinternational.org/events/road-pricing-and-electric-vehicles-where-to-from-here/.

Please note I will be updating this article over the next few days to provide more of the detail behind our presentation at CILTA in Canberra entitled "Road Pricing and Electric Vehicles: Where to from here" on 12th October 2021 with John Poljak, the founder of www.keynumbers.com.

The slides from our presentation are available below:

Background reading

Dossor, R. (2015). Revenue from road use. Parliamentary Library Briefing Book - 45th Parliament. Canberra: Parliamentary Library. https://www.aph.gov.au/About_Parliament/Parliamentary_Departmen ts/Parliamentary_Library/pubs/BriefingBook45p/FundingRoads

Model of Critical Junctures

See my paper with Stephen Darlington from the AusPSA Conference 2021 here: https://www.politicalscience.com.au/2021/09/apsa-2021-conference-paper.html.

EV Road Use Charge: What's happening now?

Victoria: Road use charges of 2.5c/km (Victoria) on zero and low-emissions vehicles (ZLEVs) from 1 July 2021 (equivalent to fuel exercise charges). Note that conventional hybrids are not considered to be ZLEVs. Source: https://www.vicroads.vic.gov.au/registration/registration-fees/zlev-road-user-charge.

NSW: 2.5 cents per km (indexed) for electric vehicles and 2 cents per km (i.e. 80% of EV charge, indexed) for plug-in hybrid vehicles, by 1 July 2027 or when EVs reach 30% (whichever comes first). Source: https://www.nsw.gov.au/initiative/nsw-governments-electric-vehicle-strategy/road-user-charge 

SA: $3,000 subsidy with 2 cents per km (indexed) for plug-in hybrid vehicles, and 2.5 cents per km (indexed) for any other electric vehicles, by 1 July 2027 or 30% (as per NSW)

Timing

Infrastructure Partnerships Australia (2019) Road User Charging for Electric Vehicles. URL: https://infrastructure.org.au/wp-content/uploads/2019/11/Road-User-Charging-for-Electric-vehicles-1.pdf.

Introducing a road user charge for electric vehicles is a home run reform. It represents a win-win for infrastructure users and taxpayers. But there is a catch – reform must be delivered soon.

keynumbers

  • Headline versus reality: Keynumbers https://keynumbers.com
  • Signal versus noise: EV road use charge 2.5c/km versus ICE Fuel excise at $0.427/litre
  • Australia as a laggard? See Canada (which manufactures EVs) (comparative data)
  • London congestion charging does not reduce congestion in the same way a distance-based charge, so not a panacea for congestion management
  • NSW toll roads – M4
  • Rome – surge pricing fast lanes

Incentives

KPMG Canada (2021):

“For those already inclined to buy an EV, they were motivated by environmental concerns, lower operating costs, tax incentives, and the prospect of reduced insurance premiums. For them, tax incentives were much less of an incentive than the environment or lower operating costs”.

Other incentives:

  • Investment in charging infrastructure
  • Reductions in registration fees
  • Reductions in stamp duty and other purchasing-related subsidies
  • ‘Soft’ loans 

Disincentives


KPMG Canada (2021) (replicated findings of Electric Vehicle Council 2020):

“The main reasons cited by those planning to buy a vehicle but not an EV are the high cost (60 per cent); limited driving range [range anxiety] (51 per cent); lack of charging infrastructure (50 per cent); dubious battery lifespan (30 per cent), limited model options (24 per cent); and recharging time (24 per cent).
  • 83 per cent of Canadians believe the auto makers should be required to invest in a national charging infrastructure.
  • 89 per cent want EV charging stations installed at "every gas station" as well as shopping malls and grocery stores.
  • 61 per cent say the pandemic made them realize that they need a vehicle. They said they would rather drive than take public transport.”

See: Electric Vehicle Council in partnership with carsales (2021). Consumer Attitudes Survey 2021. URL: https://electricvehiclecouncil.com.au/wp-content/uploads/2021/10/2021-EVC-carsales-Consumer-attitudes-survey-web.pdf.

Particulate emissions

OECD. https://www.oecd.org/environment/measures-needed-to-curb-particulate-matter-emitted-by-wear-of-car-parts-and-road-surfaces.htm.

Advocacy since 2015

  • Based on understanding of technological inventions as critical junctures
  • "Road Users Must Pay, Sooner Rather Than Later", The Conversation, 16 June 2015.
  • "Toll war revs up: Sydney drivers face congestion tax or road user-pay system", The Sunday Telegraph, 12 July 2015.
  • Getting serious on roads reform is one way our political leaders can get back on track, The Conversation, 25 August.
  • De Percy, M.A. and Wanna, J. (Eds.) (2018). Road Pricing and Provision: Changed Traffic Conditions Ahead. Canberra: ANU Press. DOI: http://doi.org/10.22459/RPP.07.2018.
  • Road user fee a step to reform: Those who drive petrol-fuelled cars are subsidising drivers of electric vehicles. The Australian, 25 November 2020. 
  • Pearls and Irritations https://johnmenadue.com/road-pricing-must-start-with-electric-vehicles/ 


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