Why Doing Nothing Can Make You More Productive
Here are ways to get your brain a rest.
Here are ways to get your brain a rest.
One secret to achieving more: Finding time to do nothing.
In our efforts to squeeze every second from the day, it seems counterintuitive to watch a pot of coffee boil or gaze out the window. But your brain uses those free periods for important cleanup work, neuroscience research indicates. And during the pandemic, as the boundaries between work and home have blurred, it has become harder to create mental breaks.
Even brief timeouts help the brain reinforce long-term learning and productivity. You come out of downtime able to learn more, and can access that learning faster. “When you take a break, you may want to do something mind-consuming to help with motivation, but technically your best way of taking a break is to do something mindless,” says Barbara Oakley, a professor of engineering at Oakland University in Michigan who teaches a popular online course on how to open your mind to learning.
To ease into allowing yourself to do nothing, start with something familiar. Here are some techniques.
A natural place to start slowing down is a habit that’s already built into your schedule, such as taking a shower. Letting your mind wander here can be a stepping stone to quieting more hectic environments. Or try blocking off time to look out your window. In her book “How To Do Nothing: Resisting the Attention Economy,” writer Jenny Odell describes how bird-watching became her favourite slow-down activity: Exhausted after pulling an all-nighter, she had gazed out the window and noticed a cluster of yellow birds. “I burned out, and in that state of forced relaxation, that happened to be when I noticed,” she says.
Dr Oakley points out that while our body’s dopamine reward system might encourage tasks, keeping score is labour. Instead of competing against your crossword best, find a puzzle game on your phone that requires simply swiping.
Leave the Fitbit at home, and free up an hour to absorb the scenery in silence. Being in nature has been linked to a multitude of physical and mental benefits. But be sure not to create a competition, which can take the relaxation out of the activity. “We get fixated on taking 10,000 steps,” Ms Odell says. “Yes, it’s good to go for a walk, but this isn’t a job.” Enjoy the meandering, rather than the race, she suggests.
Borrowing from the downtime that the Italians call dolce far niente (the sweetness of doing nothing), the act of cooking a meal can encourage a wandering mind. It can be tempting to create a culinary masterpiece to make the time worth it, but fight the urge. Ms Odell suggests trying to “see the nonwork time as something other than the negative space left after work.” Try a simple recipe that requires slow preparation. Not only is the activity downtime, but bonus points for resting at the table between courses.
If you’re struggling to get enough rest at night, try a short nap. Simply find a comfortable chair, and breathe. While you’re napping, remember that your brain never is. Rest is one of the most important ways to enhance the neurological flexibility to build the kind of conceptual understanding that is related to identity and purpose, says Mary Helen Immordino-Yang, a professor of education, psychology and neuroscience at the University of Southern California. Consider that a reason to lose the guilt over a daily rest.
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Competitive pressure and creativity have made Chinese-designed and -built electric cars formidable competitors
China rocked the auto world twice this year. First, its electric vehicles stunned Western rivals at the Shanghai auto show with their quality, features and price. Then came reports that in the first quarter of 2023 it dethroned Japan as the world’s largest auto exporter.
How is China in contention to lead the world’s most lucrative and prestigious consumer goods market, one long dominated by American, European, Japanese and South Korean nameplates? The answer is a unique combination of industrial policy, protectionism and homegrown competitive dynamism. Western policy makers and business leaders are better prepared for the first two than the third.
Start with industrial policy—the use of government resources to help favoured sectors. China has practiced industrial policy for decades. While it’s finding increased favour even in the U.S., the concept remains controversial. Governments have a poor record of identifying winning technologies and often end up subsidising inferior and wasteful capacity, including in China.
But in the case of EVs, Chinese industrial policy had a couple of things going for it. First, governments around the world saw climate change as an enduring threat that would require decade-long interventions to transition away from fossil fuels. China bet correctly that in transportation, the transition would favour electric vehicles.
In 2009, China started handing out generous subsidies to buyers of EVs. Public procurement of taxis and buses was targeted to electric vehicles, rechargers were subsidised, and provincial governments stumped up capital for lithium mining and refining for EV batteries. In 2020 NIO, at the time an aspiring challenger to Tesla, avoided bankruptcy thanks to a government-led bailout.
While industrial policy guaranteed a demand for EVs, protectionism ensured those EVs would be made in China, by Chinese companies. To qualify for subsidies, cars had to be domestically made, although foreign brands did qualify. They also had to have batteries made by Chinese companies, giving Chinese national champions like Contemporary Amperex Technology and BYD an advantage over then-market leaders from Japan and South Korea.
To sell in China, foreign automakers had to abide by conditions intended to upgrade the local industry’s skills. State-owned Guangzhou Automobile Group developed the manufacturing know-how necessary to become a player in EVs thanks to joint ventures with Toyota and Honda, said Gregor Sebastian, an analyst at Germany’s Mercator Institute for China Studies.
Despite all that government support, sales of EVs remained weak until 2019, when China let Tesla open a wholly owned factory in Shanghai. “It took this catalyst…to boost interest and increase the level of competitiveness of the local Chinese makers,” said Tu Le, managing director of Sino Auto Insights, a research service specialising in the Chinese auto industry.
Back in 2011 Pony Ma, the founder of Tencent, explained what set Chinese capitalism apart from its American counterpart. “In America, when you bring an idea to market you usually have several months before competition pops up, allowing you to capture significant market share,” he said, according to Fast Company, a technology magazine. “In China, you can have hundreds of competitors within the first hours of going live. Ideas are not important in China—execution is.”
Thanks to that competition and focus on execution, the EV industry went from a niche industrial-policy project to a sprawling ecosystem of predominantly private companies. Much of this happened below the Western radar while China was cut off from the world because of Covid-19 restrictions.
When Western auto executives flew in for April’s Shanghai auto show, “they saw a sea of green plates, a sea of Chinese brands,” said Le, referring to the green license plates assigned to clean-energy vehicles in China. “They hear the sounds of the door closing, sit inside and look at the quality of the materials, the fabric or the plastic on the console, that’s the other holy s— moment—they’ve caught up to us.”
Manufacturers of gasoline cars are product-oriented, whereas EV manufacturers, like tech companies, are user-oriented, Le said. Chinese EVs feature at least two, often three, display screens, one suitable for watching movies from the back seat, multiple lidars (laser-based sensors) for driver assistance, and even a microphone for karaoke (quickly copied by Tesla). Meanwhile, Chinese suppliers such as CATL have gone from laggard to leader.
Chinese dominance of EVs isn’t preordained. The low barriers to entry exploited by Chinese brands also open the door to future non-Chinese competitors. Nor does China’s success in EVs necessarily translate to other sectors where industrial policy matters less and creativity, privacy and deeply woven technological capability—such as software, cloud computing and semiconductors—matter more.
Still, the threat to Western auto market share posed by Chinese EVs is one for which Western policy makers have no obvious answer. “You can shut off your own market and to a certain extent that will shield production for your domestic needs,” said Sebastian. “The question really is, what are you going to do for the global south, countries that are still very happily trading with China?”
Western companies themselves are likely to respond by deepening their presence in China—not to sell cars, but for proximity to the most sophisticated customers and suppliers. Jörg Wuttke, the past president of the European Union Chamber of Commerce in China, calls China a “fitness centre.” Even as conditions there become steadily more difficult, Western multinationals “have to be there. It keeps you fit.”
Chris Dixon, a partner who led the charge, says he has a ‘very long-term horizon’
Americans now think they need at least $1.25 million for retirement, a 20% increase from a year ago, according to a survey by Northwestern Mutual