Not raving but drowning - could MDMA help therapy?

Love, hate and Ecstasy.

 

“Studies show that when you first fall in love, serotonin levels plummet and the brain's reward centres are flooded with dopamine. This gives a high similar to an addictive drug, creating powerful links in our minds between pleasure and the object of our affection, and meaning we crave the hit of our beloved again and again.”

It’s been a while since I last fell in love. However, reading that passage from a New Scientist feature did remind me of how some people can feel after taking MDMA. Perhaps the best word to describe it is infatuation. Like a lovesick teenager, they grab every chance they get to talk about it. Like Romeo mooning over Rosaline, they wonder almost obsessively when they might get back together with it again. No one else can see as clearly as they can just how wonderful it is.

Given that the comedown from MDMA is so fast, and any obvious physiological symptoms are gone within a few days, the feeling can last a surprisingly long time – a few weeks. Then they begin to get that sheepish sense that they had perhaps been behaving a little foolishly, that their friends had tolerated their obsession but were glad they’d finally stopped blathering on about it whenever the subject – or any obliquely related subject – came up.

At least most people don’t immortalise the infatuation by releasing an album. It wouldn’t be surprising if Madonna had had an encounter with MDMA sometime recently. Called your new album MDNA? Made a crass, thinly-veiled, teenagerish, wide-eyed (ha!) reference to the drug on stage at an electronic music festival? It’s suggestive, isn’t it? Remember Tom Cruise’s embarrassing infatuation dance for Katie Holmes on Oprah’s couch? There are similarities, it would seem.

Next week we’ll be able to hear about the experiences of people who have recently taken a Home Office-grade dose of E. The experimental subjects in Channel 4’s Drugs Live: The Ecstasy Trial will almost certainly tell us they had a wonderful, blissful experience. But that’s not quite a detached analysis: in all probability they will still be a little bit in love with the drug.

And there’s the rub. Almost everything we hear about Ecstasy is anecdotal and subjective. Your experience of Ecstasy, if you’ve taken it, will no doubt be different to the way other people describe theirs, because there are subtle differences between your brain chemistry and everyone else’s, and you took the drug in a different environmental and emotional context.

Channel 4’s show is important because it will highlight the fact that we need to get away from anecdotes about Ecstasy, whether positive or negative. There are plenty of lovers; there are also those whose experience has caused them to harbour hatred towards MDMA. Neither side’s experience provides a good basis for deciding how to move forward.

The objective fact is, we have reason to believe that therapy involving MDMA use can help people get over life-destroying trauma. The study highlighted on Drugs Live involves imaging the brain in an fMRI scanner: early evidence from these scans suggests that the brain on E finds memories of negative experiences much easier to explore. But we don’t have nearly enough data to say for sure, and as things stand, further evidence is very difficult to gather.

Researching with MDMA requires handing over thousands of pounds to the Home Office for a license, a year-long wait for said license, finding the funds for a high security storage facility and a willingness to be subjected to random police inspections. Unsurprisingly, very few researchers are willing to jump through those hoops. And who can blame them when no doctor stands a chance of getting a license to use MDMA in therapy anyway?

People who would benefit from this therapy are not raving, but drowning. It wouldn’t hurt anyone to throw them a lifeline.

Almost everything we hear about Ecstasy is anecdotal and subjective. Photograph: Getty Images

Michael Brooks holds a PhD in quantum physics. He writes a weekly science column for the New Statesman, and his most recent book is At the Edge of Uncertainty: 11 Discoveries Taking Science by Surprise.

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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.