Are self-driving cars really all that?

The self-driving car holds much promise. But it might not be taking you to any destination just yet.

The self-driving car has been invented, but is it likely to be widely adopted by as a mode of transport? Will we really buy self-driving cars? Or will we hire them like taxis, or even hop on and off them (or in and out of them) like buses? What would have to change in the way we live our everyday lives in order for us to adopt this strange interloper? And what sort of other things and services might we need to support travelling around in driverless cars?

Some of these questions go so far into the future that we can't possibly know the answers. So let's start with what we do know, and that is, perhaps surprisingly, the technology behind a self-driving car.

The concept of the self-driving (or, more alarmingly put, the driverless car) relies on the clever assembly of many existing technologies. There are several versions of the driverless car in existence, so let's focus on one of them. Google's car is perhaps the most widely covered. Developed through their long collaboration with Stanford University, it cleverly combines a raft of technologies that most of us, in one way and another, are fairly familiar with.

The car uses data gathered from Google Street View with artificial intelligence software, inputs from video cameras installed inside the car, a light detecting and ranging sensor (LIDAR) on the roof, a radar sensor on the front and positioning sensors on the rear wheels. Interestingly, the self-driving car looks suspiciously similar to any other car (only with a few extra gadgets). This is likely to change as the physical constraints presented by these technologies are overcome by the skills of designers that reconfigure interior car spaces as meeting rooms, cafes or perhaps even playrooms.

Not only does the current Google car look very similar to any other Toyota Prius, but the idea is that it actually behaves like one too. Making use of our existing infrastructure, roads, parking facilities, fuel and service stations, the car is designed to replicate the capabilities of human drivers - without human input.

This could be all for the good, and bodes well for its early adoption. Research shows products that fit in to our everyday ways of doing things are much more likely to be adopted. We need little convincing of this when we consider how Apple introduced a tiny computer into our pockets where a mobile phone used to be.

We took to the iPhone like ducks to water because it fitted in with how we were already trying to live (emails on the move, taking and sharing photographs, synchronised and shared diaries and so on). Will the self-driving car be such a welcome fit? As a society we remain much in love with the car, despite persistent efforts to persuade us to make more frequent use of public transport. With a car we can simply jump in and go wherever we want, whenever we want, with no prior arrangement or planning. This flexibility and convenience is what makes us love our cars and if the driverless car can offer this then perhaps it's in with a shout.

The logic behind the driverless car is also most appealing. By relying on technologies we can tame or even eliminate the human error that lies behind so many horrific road traffic accidents. But change begets change.

If we remove drivers, what else might we surreptitiously lose, gain or need, to make our new automobile system work as well as or better than our existing one? We might lose the need for driving tests. So we may lose the structure which provides both education about rules of the road and the framework for developing the capabilities and knowledge that underpin licensing and traffic regulation requirements.

And what is missing? If we break down now, we call the breakdown services and they come and fix our car by the roadside. When a driverless car malfunctions and takes us somewhere we don't want to go, or stops on the highway and won't move, what kind of breakdown service will we need to rescue us? With the increased sophistication of the technologies of driverless vehicles we will need to access different kinds of services to keep us all motoring.

Similarly, as the sophistication of the technologies increases, will the price increase too? This matters because it affects how the market unfolds. If prices turn out to be prohibitive for mass market consumption, then it is likely to be only the wealthy, businesses (maybe taxi firms, or other public transport providers), or even governments, that first adopt these technologies.

Even with government support and intervention there is no guarantee of success. Take the French government’s ill-fated attempt to introduce Aramis, a driverless light rail car, to Paris in the 1980s. Despite being championed by the French defence company Matra and supported by the government, and despite the successful development of prototypes (boasting some of the most advanced and reliable technologies of its time) the project failed to take off. The experience is described in a wonderful book Aramis or The love of Technology by Bruno Latour.

Could the driverless car meet the same fate? We do not yet know. What is more certain is that there is much work that needs to be done to make the market for the driverless car a reality. There are policy implications associated with developing the right infrastructure, creating a new automotive support system and the right markets for self-drive systems. Manufacturers will need to understand the services and capabilities they need to supply with these new vehicles. Businesses will have to develop new models that connect them with other businesses to form networks of support and they will have to work to imagine, make and shape markets for these new technologies as they unfold. The self-driving car holds much promise. But it might not be taking you to any destination just yet.

Dr Katy Mason is Reader in Marketing & Management at Lancaster University. She is co-author of the paper "Self driving cars: A case study in making new markets", which is part of a series of reports on market making for the Big Innovation Centre.

The Google car. Photograph: Getty Images

Dr Mason is Reader in Marketing & Management at Lancaster University.

Photo: Getty
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Every day, Theresa May's mask slips a little further

First the Human Rights Act, now Dfid. What's next, asks Jon Ashworth.

The news that the new International Development Secretary is about to slash development spending and channel Britain's aid budget into defence spending is yet another major slip of the new government's centrist mask.

Theresa May has tried to pitch her policy agenda as prioritising social justice and a “Britain that works for everyone” but the reality is that this announcement is the true right-wing colours of her government shining through.

The appointment of the most right-wing Cabinet for decades was a major warning sign, with figures such as David Davis, who said he was “very worried” about sexual discrimination legislation, and Liam Fox, who said equal marriage was “social engineering”, now at the highest level in government.

Those of us passionate about development were horrified when Priti Patel, who has previously called for the Department for International Development to be scrapped, was appointed as the department's new Secretary of State, but few of us would have imagined such a dramatic break with Britain's strong development legacy so soon.

Not only is what is reported very dubious in terms of the strict regulations placed on development spending- and Priti Patel has already come dangerously close to crossing that line by saying we could use the aid budget to leverage trade deals - it also betrays some of the very poorest in the world at a time when many regions are facing acute humanitarian crises.

It was Gordon Brown who put international development at the heart of 13 years of Labour government, massively increasing aid spending and focusing minds in Britain and abroad on the plight of those suffering from poverty, famine and the ravages of war. David Cameron followed Gordon’s lead, enshrining the 0.7 per cent aid budget in law, making Britain the first G7 country to do so. In light of these new revelations Theresa May must now restate her commitment to the target.

Sadly, it now seems that Theresa May and Priti Patel want to turn the clock back on all that progress, diminishing Britain's role in international development and subverting the original mission of the department by turning it into a subsidiary of the Ministry of Defence, focused on self-interest and security. Not only will this create the opposite of the "outward-looking and globally-minded country" Theresa May said just weeks ago she wanted Britain to be, it’s also a betrayal of some of the poorest people across the planet.

Other examples of the right-wing traits of this Government surfaced earlier this week too. On Friday it emerged that Gerard Lopez, a tax-haven based businessman with links to Russian State banks that have been sanctioned in the wake of the Ukrainian conflict, donated £400,000 to the Tory party just months ago. Theresa May needs to tell us what meetings and interactions she has had with Lopez.

Earlier in the week Liz Truss, the new Justice Secretary, brazenly insisted that the Government would proceed with scrapping the Human Rights Act, despite fierce opposition from politicians of all parties and the public.

With so many right-wing announcements trickling though when the government has hardly had time to change the name plaques above the doors you've got to wonder and worry about what else is set to come.

Jon Ashworth is Labour MP for Leicester South.