Who are the trolls?

What we know about the men (and sometimes women) who spend their days trying to provoke a reaction on the internet.

What's the best definition of an internet troll? Here are two I like:

“A computer user who constructs the identity of sincerely wishing to be part of the group in question … but whose real intention is to cause disruption and/or trigger conflict for the purposes of their own amusement.”

--- Dr Claire Hardaker, academic researcher

The less famous of two people in a Twitter argument.                                                                                                            

--- @ropestoinfinity

Between them, they catch the complexity of the huge, sprawling phenomenon we've come to call trolling. For, as pedants will tell you, the name originally meant someone whose activities were irritating, but essentially harmless: one Guardian commenter confessed in a thread asking trolls to out themselves that he spent his time on Christian websites, calling Herbie: Fully Loaded blasphemous, because it involved a talking car. 

Now, the term is used much more broadly, to mean anyone who enrages, disrupts or threatens people over the internet. It's usually assumed that there is a simple power dynamic at work - good people get trolled by bad people. (The media loves this, because a campaign against a faceless, anonymous group that no one will admit to being a part of is the easiest campaign you'll ever run.) But it's not that easy. When a famous comedian gets mild abuse on Twitter, and retweets it to his followers, encouraging them to pile on, who's more at fault? If a person has ever said anything rude or offensive against about another person online, do they lose their right to complain about trolls?

The academic Claire Hardaker has proposed a useful taxonomy of trolls:

RIP trolls, who spend their time causing misery on memorial sites;

fame trolls, who focus all their energies on provoking celebrities;

care trolls, who purport to see abuse in every post about children or animals;

political trolls who seek to bully MPs out of office; and many others besides.

To these I would add two more: first, subcultural trolls - or "true" trolls - the ones who trawl forums full of earnest people and derail their conversations with silly questions, or hackers like "weev" who really work at being awful (he was involved with a troll collective known as the "Gay Nigger Association of America" and a hacking group called "Goatse Security"). And second, "professional trolls" or "trollumnists": writers and public figures like Samantha Brick and Katie Hopkins whose media careers are built on their willingness to "say the unsayable"; or rather, say something which will attract huge volumes of attention (albeit negative) and hits.

Although there is still relatively little research into trolling - I would recommend Hardaker's work if you are interested, along with that of US academic Whitney Phillips - we can begin to see a few patterns emerging.

Most of the high profile prosecuted cases in Britain have been of young men: 19-year-old Linford House, who burned a poppy in protest at "squadey cunts"; 25-year-old Sean Duffy, who posted offensive words and images on the Facebook sites of dead teenagers; 21-year-old Liam Stacey, who tweeted racist abuse about Fabrice Muamba while the footballer lay prone and close to death on the pitch; 17-year-old Reece Messer, who was arrested after telling Olympic diver Tom Daley "I'm going to drown you in the pool you cocky twat". Messer suffered from ADHD, and Duffy from a form of autism.

The stereotypical profile doesn't fit all abusive trolls, of course. Frank Zimmerman, who emailed Louise Mensch "You now have Sophie’s Choice: which kid is to go. One will. Count on it cunt. Have a nice day", was 60 when he was prosecuted in June 2012. (Zimmerman was an agoraphobic with mental health issues, which the judge cited when ruling that he would not face a custodial sentence.) Megan Meier committed suicide after being sent unpleasant messages by a Facebook friend called "Josh". Josh turned out to be Lori Drew, the mother of one of her friends.

Sub-cultural trolls often share a similar profile to abusive trolls: young, male and troubled. I asked Adrian Chen, the Gawker writer who has unmasked several trolls such as Reddit's Violentacrez (moderator of r/chokeabitch and r/niggerjailbait), if he had seen any common traits in the sub-cultural trolls he had encountered. He said:

These trolls are predominantly younger white men, although of course trolls of all gender/race/age exist (one of the trolls that has been popping up in my feed recently is Jamie Cochran aka "AssHurtMacFags" a trans woman from Chicago). They're bright, often self-educated. A lot seem to come from troubled backgrounds. They seem to come from the middle parts of the country [America] more than urban centers. 

There's this idea that trolls exist as Jekyll-and-Hyde characters: that they are normal people who go online and turn into monsters. But the biggest thing I've realised while reporting on trolls is that they are pretty much the same offline as online. They like to fuck with people in real life, make crude jokes, get attention. It's just that the internet makes all this much more visible to a bigger audience, and it creates a sort of feedback loop where the most intense parts of their personality are instantly rewarded with more attention, and so those aspects are honed and focused until you have the "troll" persona... I don't think you ever have a case where you show someone's real-life friends what they've been doing online and they would be completely surprised.

The issue of gender is worth raising, because although men and women are both targeted by abusive trolls, they seem to find women - particularly feminists - more fun to harass. When there are group troll attacks, male-dominated forums such as Reddit's anti-feminist threads or 4Chan's /b/ board are often implicated. The use of the spelling "raep" in several of the threats sent to Caroline Criado-Perez, and the words "rape train" suggest an organised, subcultural element, and Anita Sarkeesian reports that "Coincidentally whenever I see a noticeable uptick in hate and harassment sent my way there's almost always an angry reddit thread somewhere."

Just as there are social networks, so there are anti-social networks, where those who want to harass a given target can congregate. That has an important bearing on any idea of moderating or policing one network: it's harder to clean up Twitter when a co-ordinated attack on a tweeter can be arranged on another forum.

As for why would anyone do this? Well, anonymity is the reason that's usually given, but as Tom Postmes, a researcher at the University of Groningen, says: "It’s too simple, too straightforward, to say it turns you into an animal. In all the research online that we know of, anonymity has never had that effect of reducing self-awareness.” He suggests it might be more to do with the lack of consequences: after all, what percentage of people would steal, or lie, or drop litter, or if they knew they would not caught? 

Other researchers point to "disinhibition", where people feel less restrained and bound by social norms because they're communicating via a computer rather than face to face. Psychologist John Suller broke this down in a 2004 paper into several aspects, which Wired summarised as:

Dissociative anonymity ("my actions can't be attributed to my person"); invisibility ("nobody can tell what I look like, or judge my tone"); asynchronicity ("my actions do not occur in real-time"); solipsistic Introjection ("I can't see these people, I have to guess at who they are and their intent"); dissociative imagination ("this is not the real world, these are not real people"); and minimising authority ("there are no authority figures here, I can act freely").

Finally, US researcher Alice Marwick has a simple, if sad, answer for why online trolling exists:

"There’s the disturbing possibility that people are creating online environments purely to express the type of racist, homophobic, or sexist speech that is no longer acceptable in public society, at work, or even at home.”

If that's true, the abusive trolls are a by-product of how far we've come. Is that any comfort to their victims? I don't know. 

The "trollface" meme.

Helen Lewis is deputy editor of the New Statesman. She has presented BBC Radio 4’s Week in Westminster and is a regular panellist on BBC1’s Sunday Politics.

Evans/Three Lions/Getty Images
Show Hide image

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.