Misunderstanding Mexico's So-Called Idle Youth

Youth who neither work nor study number in the millions in Mexico, though not exclusive to it. The state should be laser-focused on this mostly female segment of the population.

Teens in Oaxaca City, Mexico
Teens in Oaxaca City, Mexico
Fernando Chávez


MEXICO CITY — When sociological studies go into details, it sometimes reveals the unexpected presence of pockets of people living in intolerable conditions. This is not confined to backward or developing countries, showing up frequently in flourishing democracies and dynamic economies, and more so today as the equalizing winds of globalization create very similar panoramas in different countries.

One such segment consists of young people who neither work nor study: NEET (Not In Employment, Education or Training) as they were termed in the United Kingdom, or NiNis (Ni trabajan ni estudian) in Spanish-speaking countries. The term is applicable within the 15-24 age range (all of whom numbered 21.4 million in Mexico in 2015, or 18% of its population), where a negative perception has spread of NiNis as idle and lazy. It has indeed led certain members of the political class here to propose — rather shamelessly in their case — idiotic solutions to the precarious state of this population. One of these proposals came from the former governor of the state of Chihuahua, now fleeing justice, César Duarte, who suggested in 2011 that they should be recruited into the army.

It is not easy to gauge the size and state of NiNis in Mexico. Studies in recent years figures have cited them at 7.0, 4.7 or even 2.6 million, though none is really reliable, and various calculation methods and information sources are used. Indeed, it is time that the state statistical agency INEGI. begin to monitor this sector specifically, given its ability to forge social and economic data that help mold relevant public policies.

They are distributed throughout the country and found in all social classes.

NiNis everywhere are marked by the discrimination they suffer in both the labor market and education system. In 2016, the estimate for Latin America was that one-fifth of all youngsters aged 15-24 neither worked nor studied, which did indicate a relative decline between 1992 and 2010, and an absolute increase in the NiNi population by two million.

About 50% of NiNis are thought to be engaged in housework, which means they are not available for the labor market, and 95% are female, who also remain the longest in this position.

While the group is part of the Not Economically Active Population, the household chores it performs typically — shopping, paperwork, housework or even voluntary work — are socially useful, though not all NEAP are NiNis. The term NiNi was defined recently (by Gerardo Leyva and Rodrigo Negrete, 2014) as "neither useful nor pertinent," perhaps for the negative perceptions, it has engendered.

Non-remunerated housework in Mexico was valued in 2014 at 20% of the GDP, which forces one to reconsider both the pessimistic view of NiNis and of work done at home by women.

Briefly, we may say of NiNis: they are distributed throughout the country and found in all social classes (though most are poor). The media generalizations about this group highlight other problems relating to them, like youth unemployment (with or without qualifications), and precarious employment conditions (expressed through low wages). Being a NiNi is not a permanent state, and most would never choose to live this way. NiNis show mobility in time (when they find work or move to study for example), their situation is more precarious when they have studied less, and generally, they are characterized by a relative dearth of education.

A Mexican teen smokes marijuana before a rally demanding the decriminalization of drugs Photo: Javier Rodriguez/ZUMA

A part of the NiNi population is always close to certain acute problems like drug or alcohol addictions, violence, risky sexual practices or emotional instability. Their migration, in many cases to the United States, is part of a risky bid to integrate themselves in an alien society that is easily, and immediately, inclined to criminalize them, especially in the Trump administration.

Being a NiNi is not a permanent state.

The neoliberal economic model winds up destabilizing the development of NiNis. The mediocre economic growth patterns of recent years, interspersed with recessions (1995, 2001 and 2009), have created higher joblessness, disguised unemployment, precarious job contracts (or none), and inflationary episodes (most notably in 2017) that produce sudden bouts of extreme poverty and middle-class decline.

All of these macroeconomic indicators have helped nurture the NiNi class in Mexico. And this prompts the need for a debate to identify them as a social challenge that requires specific study, an assessment of their considerable creative potential — and ultimately public policy solutions.

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7 Ways The Pandemic May Change The Airline Industry For Good

Will flying be greener? More comfortable? Less frequent? As the world eyes a post-COVID reality, we look at ways the airline industry has been changing through a pandemic that has devastated air travel.

Ready for (a different kind of) takeoff?

Carl-Johan Karlsson

It's hard to overstate the damage the pandemic has had on the airline industry, with global revenues dropping by 40% in 2020 and dozens of airlines around the world filing for bankruptcy. One moment last year when the gravity became particularly apparent was when Asian carriers (in countries with low COVID-19 rates) began offering "flights to nowhere" — starting and ending at the same airport as a way to earn some cash from would-be travelers who missed the in-flight experience.

More than a year later today, experts believe that air traffic won't return to normal levels until 2024.

But beyond the financial woes, the unprecedented slowdown in air travel may bring some silver linings as key aspects of the industry are bound to change once back in full spin, with some longer-term effects on aviation already emerging. Here are some major transformations to expect in the coming years:

Cleaner aviation fuel

The U.S. administration of President Joe Biden and the airline industry recently agreed to the ambitious goal of replacing all jet fuel with sustainable alternatives by 2050. Already in a decade, the U.S. aims to produce three billion gallons of sustainable fuel — about one-tenth of current total use — from waste, plants and other organic matter.

While greening the world's road transport has long been at the top of the climate agenda, aviation is not even included under the Paris Agreement. But with air travel responsible for roughly 12% of all CO2 emissions from transport, and stricter international regulation on the horizon, the industry is increasingly seeking sustainable alternatives to petroleum-based fuel.

Fees imposed on the airline industry should be funneled into a climate fund.

In Germany, state broadcaster Deutsche Welle reports that the world's first factory producing CO2-neutral kerosene recently started operations in the town of Wertle, in Lower Saxony. The plant, for which Lufthansa is set to become the pilot customer, will produce CO2-neutral kerosene through a circular production cycle incorporating sustainable and green energy sources and raw materials. Energy is supplied through wind turbines from the surrounding area, while the fuel's main ingredients are water and waste-generated CO2 coming from a nearby biogas plant.

Farther north, Norwegian Air Shuttle has recently submitted a recommendation to the government that fees imposed on the airline industry should be funneled into a climate fund aimed at developing cleaner aviation fuel, according to Norwegian news site E24. The airline also suggested that the government significantly reduce the tax burden on the industry over a longer period to allow airlines to recover from the pandemic.

Black-and-white photo of an ariplane shot from below flying across the sky and leaving condensation trails

High-flying ambitions for the sector

Joel & Jasmin Førestbird

Hydrogen and electrification

Some airline manufacturers are betting on hydrogen, with research suggesting that the abundant resource has the potential to match the flight distances and payload of a current fossil-fuel aircraft. If derived from renewable resources like sun and wind power, hydrogen — with an energy-density almost three times that of gasoline or diesel — could work as a fully sustainable aviation fuel that emits only water.

One example comes out of California, where fuel-cell specialist HyPoint has entered a partnership with Pennsylvania-based Piasecki Aircraft Corporation to manufacture 650-kilowatt hydrogen fuel cell systems for aircrafts. According to HyPoint, the system — scheduled for commercial availability product by 2025 — will have four times the energy density of existing lithium-ion batteries and double the specific power of existing hydrogen fuel-cell systems.

Meanwhile, Rolls-Royce is looking to smash the speed record of electrical flights with a newly designed 23-foot-long model. Christened the Spirit of Innovation, the small plane took off for the first time earlier this month and successfully managed a 15-minute long test flight. However, the company has announced plans to fly the machine faster than 300 mph (480 km/h) before the year is out, and also to sell similar propulsion systems to companies developing electrical air taxis or small commuter planes.

New aircraft designs

Airlines are also upgrading aircraft design to become more eco-friendly. Air France just received its first upgrade of a single-aisle, medium-haul aircraft in 33 years. Fleet director Nicolas Bertrand told French daily Les Echos that the new A220 — that will replace the old A320 model — will reduce operating costs by 10%, fuel consumption and CO2 emissions by 20% and noise footprint by 34%.

International first class will be very nearly a thing of the past.

The pandemic has also ushered in a new era of consumer demand where privacy and personal space is put above luxury. The retirement of older aircraft caused by COVID-19 means that international first class — already in steady decline over the last decades — will be very nearly a thing of the past. Instead, airplane manufacturers around the world (including Delta, China Eastern, JetBlue, British Airways and Shanghai Airlines) are betting on a new generation of super-business minisuites where passengers have a privacy door. The idea, which was introduced by Qatar Airways in 2017, is to offer more personal space than in regular business class but without the lavishness of first class.

Aerial view of Rome's Fiumicino airport

Aerial view of Rome's Fiumicino airport

Hygiene rankings  

Rome's Fiumicino Airport has become the first in the world to earn "the COVID-19 5-Star Airport Rating" from Skytrax, an international airline and airport review and ranking site, Italian daily La Repubblica reports. Skytrax, which publishes a yearly annual ranking of the world's best airports and issues the World Airport Awards, this year created a second list to specifically call out airports with the best health and hygiene standards.

Smoother check-in

​The pandemic has also accelerated the shift towards contactless traveling, with more airports harnessing the power of biometrics — such as facial recognition or fever screening — to reduce touchpoints and human contact. Similar technology can also be used to more efficiently scan physical objects, such as explosive detection. Ultimately, passengers will be able to "check-in" and go through a security screening anywhere at the airports, removing queues and bottlenecks.

Data privacy issues

​However, as pointed out in Canadian publication The Lawyer's Daily, increased use of AI and biometrics also means increased privacy concerns. For example, health and hygiene measures like digital vaccine passports also mean that airports can collect data on who has been vaccinated and the type of vaccine used.

Photo of planes at Auckland airport, New Zealand

Auckland Airport, New Zealand

Douglas Bagg

The billion-dollar question: Will we fly less?

At the end of the day, even with all these (mostly positive) changes that we've seen take shape over the past 18 months, the industry faces major uncertainty about whether air travel will ever return to the pre-COVID levels. Not only are people wary about being in crowded and closed airplanes, but the worth of long-distance business travel in particular is being questioned as many have seen that meetings can function remotely, via Zoom and other online apps.

Trying to forecast the future, experts point to the years following the 9/11 terrorist attacks as at least a partial blueprint for what a recovery might look like in the years ahead. Twenty years ago, as passenger enthusiasm for flying waned amid security fears following the attacks, airlines were forced to cancel flights and put planes into storage.

40% of Swedes intend to travel less

According to McKinsey, leisure trips and visits to family and friends rebounded faster than business flights, which took four years to return to pre-crisis levels in the UK. This time too, business travel is expected to lag, with the consulting firm estimating only 80% recovery of pre-pandemic levels by 2024.

But the COVID-19 crisis also came at a time when passengers were already rethinking their travel habits due to climate concerns, while worldwide lockdowns have ushered in a new era of remote working. In Sweden, a survey by the country's largest research company shows that 40% of the population intend to travel less even after the pandemic ends. Similarly in the UK, nearly 60% of adults said during the spring they intended to fly less after being vaccinated against COVID-19 — with climate change cited as a top reason for people wanting to reduce their number of flights, according to research by the University of Bristol.

At the same time, major companies are increasingly forced to face the music of the environmental movement, with several corporations rolling out climate targets over the last few years. Today, five of the 10 biggest buyers of corporate air travel in the US are technology companies: Amazon, IBM, Google, Apple and Microsoft, according to Taipei Times, all of which have set individual targets for environmental stewardship. As such, the era of flying across the Atlantic for a two-hour executive meeting is likely in its dying days.

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