Google Glass - now available as shades. Photo: Ajit Niranjan / The New Statesman
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Google Glass launches in the UK, but don't expect to be wearing them anytime soon

Google just launched their prototype smartglasses in the UK, two years after they hit the US.

“Ok, glass.”

Two simple words, and a passable imitation of Benedict Cumberbatch’s public school tones – think Sherlock, not Smaug – start a frenzy of activity in the top right-hand corner of my eye. A list of voice commands appears on a screen that feels as if it's projected eight feet away, which I scroll through with the slightest tilt of my head. 

I triple-tap my temple and suddenly I can see the solar system from within the showroom by Central St. Martins on an overcast Monday evening. Constellations and planets are annotated in space but the text is unnecessary. I turn slowly on the spot till I locate the sun hovering over St. Pancras, and a soft voice reads out a Wikipedia-style entry of the star.

This is Google Glass, the latest in high-tech gadgetry. Star Chart, just one of the apps in the prototype I’m playing about with during Glass’ UK launch last night, is like a virtual planetarium which operates on a point-and-look model – no swiping or clicking needed. GPS and gyroscopes make it perfectly suited to Google’s hands-free headset.

The technology giant is selling the prototype of Google Glass for £1000, but don’t write it off because of the price-tag. Though the final version will undoubtedly be much cheaper, the current model is being released now to get public feedback on the project. Just as it has been in the US, Google is looking for British “Explorers” to test the product out and report their experiences of it. Speaking to The Guardian, 'Head of Glass' Ivy Ross – the intellectual counterpart to Blondie – said:

What you’re seeing now is that the people in businesses that acquired them are coming up with all these amazing use cases for it, but the same thing is happening with consumers – artists, mums, dads, school teachers, scientists – they’re doing amazing things with it too.” 

Their London video gives a little taster of how they expect it to take off.

Set aside the technological jargon – one of the team describes it as an “optical head-mounted display optimised for augmented reality” – and it's hard to deny that Glass is actually quite nifty, and user-friendly too: within ten minutes I've got the hang of interacting with the headset, through a combination of vocal commands, swipes and head nods. The employee demonstrating Glass to me – whose Polish accent is just a touch too strong for the voice recognition software – even showcases the surreptitious "wink-for-a-photo"  command. 

Fun as the applications are, there's a strong mood in the room that Google is onto something bigger than a snazzy gadget. Global director of marketing Ed Sanders believes Glass might help us interact more with the real world by taking us away from smartphones and tablets:

People are looking down; people are getting buried in technology. We have a deep, sort of philosophical desire to help people look back up. And one of the big things behind Glass is how you put people back in the moment.”

Supposedly, its functions can be called up without taking the user away from the action. The demonstrator puts this in perspective: imagine you’re on holiday. Want to find directions to a fancy restaurant? Translate the indecipherable Italian menu? Shazam the Pavarotti in the background? Google thinks Glass will let it embed technology in day-to-day life without detracting from the experiences.

Sanders – who managed to use Glass to record the first time his son said ‘Dada’ – thinks the company really might be onto something. The smartglasses were developed by Google X, a “Charlie-and-the-chocolate-factory” division of Google responsible for projects like the driverless car. The guiding mantra at the semi-secret research facility is to make technology ten times better, not just ten percent – hence the X in the name.

But Glass isn't without its shortcomings. The product's been plagued by bugs and it looks to be a long, long while before a polished, glitch-free version is on the market. Unfortunately the criticisms don't stop there. In the short time I used it, the demonstrator accidentally 'took control' of my glasses by saying commands a bit too loudly. In America it’s come under so much criticism for intruding on privacy that bars and restaurants in tech-hub San Francisco have banned it. Civil liberties groups have voiced concerns that the technology will enable stealthy spying.

Of course, there's the fashion angle as well. Despite partnering up with Ray-Ban and other high-end fashion brands, the fact remains that many users are reluctant to publicise their purchase. Google can make the design as streamlined and versatile as it likes, but something about the mini-computer sat on the bridge of your nose just screams "dweeb". 

So don't expect to see Glass becoming a part of everyday life anytime soon. The technology might be getting there but there's a whole marketing minefield that Google will have to navigate through first. After all, who really wants to be a "Glasshole"?

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Which companies are making driverless cars, and what are their competing visions for the future?

An increasing number of tech giants are populating the driverless car market. Where do each of them stand on ambition, innovation, and safety?

The driverless car has metamorphosed from a superfluous autonomous machine to the vehicle of choice for tech giants hoping to boast their technical prowess and visionary thinking.

The name of the Silicon Valley game has always been innovation, and the chance to merge quadruped hardware with self-regulating software has offered companies a new way to reinvent themselves and their visions. A new means by which to edge each other out in a race to the top of a Fritz Lang-style global metropolis, whose technocratic ruler would be the company capable of aligning their driverless transportation dreams with those of the public.

Racing quite literally out of the blocks in this race to showcase its driverless vehicles has been Uber. Having already expanded its operations as a taxi service from the streets of San Francisco to more than 300 countries worldwide, Uber went and pushed out its sample line of driverless cars in Pittsburgh last week.

Uber CEO Travis Kalanick has previously stated that the need for the company to delve into driverless cars is “basically existential”, which explains why Uber seems to be so keen to come out with a working model first. It’s a vision that seeks to cut the cost of ride-hailing by slashing the cost of human drivers, and hopes to offer a safer alternative for passengers who must place an unwarranted trust in a driver they’ve never met to shuttle them safely to their destinations.

Uber’s driverless cars are designed with Volvo, and currently require technicians at hand for potential intervention, but aims to phase these out. It has had the distinct advantage of analysing data from all the road miles made by Uber drivers so far. If Uber has its way, car ownership could be a thing of the past. Speaking to Reuters, an Uber spokesperson confirmed this, saying: “Our goal is to replace private car ownership.”

There are a number of issues at hand with Uber’s approach. The fleet of cars displayed in Pittsburgh was in fact not a fleet – there was a grand total of four for viewing, making it impossible to visualise how a fully-fledged system would work.

A more pressing issue is Uber’s timeframe: in comparison to other companies in the market, Uber is aiming for mass-market spread within a few years – far too soon according to experts who think that safety measures will be compromised, and adherence to future regulations avoided, as a result. Uber currently lacks an ethics committee, creating a grey area in determining what happens if one of these cars is involved in an accident.

Perhaps demonstrating even greater ambition, given its sheer dominance over the market, is Google. Taking on the challenge of autonomy and safety on busy city streets, Google seems to be well-equipped given its unrivalled mapping data.

First revealed in 2010, Google’s self-driving car project is expected to come into service sometime in the 2020s. Accidents and traffic could be a thing of the past, they say. Chris Urmson, who headed the project until recently, believes that these cars will work based on a positive feedback system, one which allows them to improve the more they are put into practice. As one car learns, every car will learn. Shared data means the rate of improvement for Google’s driverless cars will be exponential.

Showing no sign of a slow-up in its ambitions, Apple, a company which has found a way into the psyche of its acolytes, is thought to be getting involved in the cars of the future too. Links have been made between Apple and McLaren, with a £1.2bn acquisition rumoured. It would come as no surprise if Apple did this; its greatest successes came in convincing consumers that they needed their products, and a possible iCar could do the same.

A tamer approach to driverless cars is coming from the companies who identify themselves as automotive ones as opposed to tech ones. Tesla has led the pack with its driver-assist technology. Its Model S is “designed to get better over time”, using a “unique combination of cameras, radar, ultrasonic sensors and data to automatically steer down the highway, change lanes, and adjust speed in response to traffic”.

Following the first death of a person in an autopilot mode Tesla Model S car in May this year, the media and consumers were quick to issue warnings over the safety of the Tesla autopilot mode. Though Tesla CEO Elon Musk was quick to offer his condolences to the family of Joshua Brown, the driver who crashed in the vehicle in Florida, he was firm in his insistence that Tesla was not to blame. Musk explained that this was the first documented death of a person in a Tesla on autopilot mode after an accumulative total of 130 million miles driven by its customers, whereas “among all vehicles in the US, there is a fatality every 94 million miles”.

When put into perspective, it’s clear to see how a paranoid hysteria surrounds the rolling out of driverless vehicles. Safety has always been one of the key proponents for their use; by removing the risk of human error, we are able to create a safer road environment, as highlighted by Musk.

Earlier this year, Ford launched Ford Smart Mobility – its start-up-styled initiative designed to encourage ride sharing. By creating a small subset team to work on the technology, Ford is safeguarding itself from unforeseeable failures with driverless cars by maintaining its production of normal ones. Its cars have had elements of automation introduced incrementally, such as implanted sensors that enable these cars to park themselves. Ford hopes to have some sort of ride-sharing service in action by 2021.

BMW, Volvo and Audi are taking the cautious road too. BMW is making use of GPS to chart safe routes for its cars. In comparison to Google’s mapping, BMW’s system seems much more primitive, suggesting that the pace of development is dictated by accessibility to technology beyond vehicles. Volvo focuses on safety too and hopes that Volvo cars will be involved in no accidents by 2020 due to automation.

As we enter a market in which the top tech companies will be meeting at crossroads in their driverless cars, competing visions and levels of ambition will create a new relationship of trust between consumers and driverless car producers. There is no doubt that driverless cars will be here to stay, our roads one day teeming with passengers who get to relax on the roads. Taking your hands off the wheel will eventually become the norm, but don’t expect to be free-wheeling worldwide for a while yet.