Google announces 7" tablet for £159

The Nexus 7 will take Amazon head-on in the cheap tablet market

At their I/O event yesterday evening, Google announced the Nexus 7, a 7-inch Android tablet which will retail in the UK from July for £159. 

The specs for the device bode well. It will come with 8GB or 16GB of storage (there's a £40 premium for the bigger one),and have a 1280 x 800 IPS display; that's the same type of display as the new iPad, but with a little over half the resolution. It also has a 1.2-megapixel, front-facing camera, though nothing on the back, which is good because you look like an idiot if you take photos with a tablet.

As part of Google's Nexus range, the tablet will be made by a third-party – in this case, Asus – but with Google taking full control of the software. When it has attempted to do this with its Android phones, it has been a double-edged sword for the company. On the one hand, the devices, the latest of which is Samsung's Nexus Galaxy, are the undisputed reference devices for the operating system, and have unrivalled access to new versions of Android, something other companies are notoriously reticent to provide. On the other hand, the control Google exercises means that the network carriers are loath to promote them; the Nexus One, Google's first foray into the hardware market, could only be bought through its online store.

With the Nexus 7, that downside should matter less. The tablet doesn't have any mobile connectivity, so carriers don't get involved, and Google has confirmed that they may sell it through conventional retain channels, although those stores are unlikely to be able to match the near-wholesale price that is being offered on the company's online store.

Although the iPad is the undisputed market leader against which most comparisons will be made, the Nexus 7 is really a move against Amazon. The form factor and price pits it in direct competition with the Kindle Fire, Amazon's Android-based tablet launched in the US in the run-up to Christmas, although not yet available here. When it launched, the Fire was widely panned for substandard hardware and buggy software, and although the latter was belatedly fixed by updates, many believe that a desire to rush the Kindle out for a Christmas release date meant that it wasn't quite finished.

If the Nexus 7 can live up to its tech specs and deliver a polished experience, it will have a clear run at Amazon's market. And make no mistake, that is where it is heading. Google is selling the Nexus as a reading device, claiming it has "the world's largest ebook collection", while adding magazines to its app store, and by selling it at a deeply discounted price, it is clear its business model is far more Amazon than Apple: get the tablet into homes, and then profit on media sold for it. That also explains the Nexus Q, announced at the same event, which is a glowing little sphere which allows you to stream media from Android devices – and only Android devices – to TV screens.

Of course, the margins on media are razor thin. Apple runs its iTunes store at break-even, and makes the majority of its profit from hardware; Amazon rarely breaks down how well its digital divisions are doing, but they can't be that much stronger. But Google has another way to make money from the same business: data.

Unlike Apple and Amazon, it is primarily an advertising company; if it can work out how to make ads on tablets as valuable as print ads, through targeting and data-mining, it could change both industries for good.

The Nexus 7

Alex Hern is a technology reporter for the Guardian. He was formerly staff writer at the New Statesman. You should follow Alex on Twitter.

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The Brexit Beartraps, #2: Could dropping out of the open skies agreement cancel your holiday?

Flying to Europe is about to get a lot more difficult.

So what is it this time, eh? Brexit is going to wipe out every banana planet on the entire planet? Brexit will get the Last Night of the Proms cancelled? Brexit will bring about World War Three?

To be honest, I think we’re pretty well covered already on that last score, but no, this week it’s nothing so terrifying. It’s just that Brexit might get your holiday cancelled.

What are you blithering about now?

Well, only if you want to holiday in Europe, I suppose. If you’re going to Blackpool you’ll be fine. Or Pakistan, according to some people...

You’re making this up.

I’m honestly not, though we can’t entirely rule out the possibility somebody is. Last month Michael O’Leary, the Ryanair boss who attracts headlines the way certain other things attract flies, warned that, “There is a real prospect... that there are going to be no flights between the UK and Europe for a period of weeks, months beyond March 2019... We will be cancelling people’s holidays for summer of 2019.”

He’s just trying to block Brexit, the bloody saboteur.

Well, yes, he’s been quite explicit about that, and says we should just ignore the referendum result. Honestly, he’s so Remainiac he makes me look like Dan Hannan.

But he’s not wrong that there are issues: please fasten your seatbelt, and brace yourself for some turbulence.

Not so long ago, aviation was a very national sort of a business: many of the big airports were owned by nation states, and the airline industry was dominated by the state-backed national flag carriers (British Airways, Air France and so on). Since governments set airline regulations too, that meant those airlines were given all sorts of competitive advantages in their own country, and pretty much everyone faced barriers to entry in others. 

The EU changed all that. Since 1994, the European Single Aviation Market (ESAM) has allowed free movement of people and cargo; established common rules over safety, security, the environment and so on; and ensured fair competition between European airlines. It also means that an AOC – an Air Operator Certificate, the bit of paper an airline needs to fly – from any European country would be enough to operate in all of them. 

Do we really need all these acronyms?

No, alas, we need more of them. There’s also ECAA, the European Common Aviation Area – that’s the area ESAM covers; basically, ESAM is the aviation bit of the single market, and ECAA the aviation bit of the European Economic Area, or EEA. Then there’s ESAA, the European Aviation Safety Agency, which regulates, well, you can probably guess what it regulates to be honest.

All this may sound a bit dry-

It is.

-it is a bit dry, yes. But it’s also the thing that made it much easier to travel around Europe. It made the European aviation industry much more competitive, which is where the whole cheap flights thing came from.

In a speech last December, Andrew Haines, the boss of Britain’s Civil Aviation Authority said that, since 2000, the number of destinations served from UK airports has doubled; since 1993, fares have dropped by a third. Which is brilliant.

Brexit, though, means we’re probably going to have to pull out of these arrangements.

Stop talking Britain down.

Don’t tell me, tell Brexit secretary David Davis. To monitor and enforce all these international agreements, you need an international court system. That’s the European Court of Justice, which ministers have repeatedly made clear that we’re leaving.

So: last March, when Davis was asked by a select committee whether the open skies system would persist, he replied: “One would presume that would not apply to us” – although he promised he’d fight for a successor, which is very reassuring. 

We can always holiday elsewhere. 

Perhaps you can – O’Leary also claimed (I’m still not making this up) that a senior Brexit minister had told him that lost European airline traffic could be made up for through a bilateral agreement with Pakistan. Which seems a bit optimistic to me, but what do I know.

Intercontinental flights are still likely to be more difficult, though. Since 2007, flights between Europe and the US have operated under a separate open skies agreement, and leaving the EU means we’re we’re about to fall out of that, too.  

Surely we’ll just revert to whatever rules there were before.

Apparently not. Airlines for America – a trade body for... well, you can probably guess that, too – has pointed out that, if we do, there are no historic rules to fall back on: there’s no aviation equivalent of the WTO.

The claim that flights are going to just stop is definitely a worst case scenario: in practice, we can probably negotiate a bunch of new agreements. But we’re already negotiating a lot of other things, and we’re on a deadline, so we’re tight for time.

In fact, we’re really tight for time. Airlines for America has also argued that – because so many tickets are sold a year or more in advance – airlines really need a new deal in place by March 2018, if they’re to have faith they can keep flying. So it’s asking for aviation to be prioritised in negotiations.

The only problem is, we can’t negotiate anything else until the EU decides we’ve made enough progress on the divorce bill and the rights of EU nationals. And the clock’s ticking.

This is just remoaning. Brexit will set us free.

A little bit, maybe. CAA’s Haines has also said he believes “talk of significant retrenchment is very much over-stated, and Brexit offers potential opportunities in other areas”. Falling out of Europe means falling out of European ownership rules, so itcould bring foreign capital into the UK aviation industry (assuming anyone still wants to invest, of course). It would also mean more flexibility on “slot rules”, by which airports have to hand out landing times, and which are I gather a source of some contention at the moment.

But Haines also pointed out that the UK has been one of the most influential contributors to European aviation regulations: leaving the European system will mean we lose that influence. And let’s not forget that it was European law that gave passengers the right to redress when things go wrong: if you’ve ever had a refund after long delays, you’ve got the EU to thank.

So: the planes may not stop flying. But the UK will have less influence over the future of aviation; passengers might have fewer consumer rights; and while it’s not clear that Brexit will mean vastly fewer flights, it’s hard to see how it will mean more, so between that and the slide in sterling, prices are likely to rise, too.

It’s not that Brexit is inevitably going to mean disaster. It’s just that it’ll take a lot of effort for very little obvious reward. Which is becoming something of a theme.

Still, we’ll be free of those bureaucrats at the ECJ, won’t be?

This’ll be a great comfort when we’re all holidaying in Grimsby.

Jonn Elledge edits the New Statesman's sister site CityMetric, and writes for the NS about subjects including politics, history and Brexit. You can find him on Twitter or Facebook.