Why I've quit Twitter for good

Say hello to a world where you can just do stuff, without talking about the stuff you're doing!

This week, I gave up Twitter. For good.

I'd been thinking about it for a while, but there it was: as of Saturday afternoon I am just me, and not @stebax (formerly @antonvowl). I won't be coming back; I'm gone forever. At least, that's the plan.

Hey, Twitter, we had good times, you and me. We followed a few people; we had some hashtags; we broke superinjunctions and called ourselves Spartacus. But I think it's time we went our separate ways. If it's any consolation, it's not you; it's me.

For one thing, I'm planning on becoming a teacher soon. As such, it's not good to have every single thought you utter out there for the world to see, searchable forever more, by the odd the rogue vexatious parent or and mischievous pupil. I'd rather not comb through everything I've ever said, or run the risk of starting all over and saying one regrettable thing.

It's a different world, this one we're working in now. If you're in the public sector, there are people who are out to get you, to snivel if you do anything other than flog yourself with a cast iron sign saying "sweat of hardworking taxpayers" during a lunchbreak. If you're in education, there are people who might want to see you done down, and could look for any excuse, in or out of the workplace, to do it.

Your Twitter identity is something that represents you, or so you like to think; perhaps it's just an imago of what you'd like to be, if you were someone else, a kind of Second Life. I had a tiny square avatar to represent my entire personality - first it was Kenny Everett's Spider-Man, stood at a urinal; then, it was Monsieur Tourette from Modern Toss; then, it was the Vietnamese stuffed monkey toy who sits watching me as a write at my desk at home; then it was my own large potato-shaped face. I became me.

As I did so, I emerged into a world of writing, a career and lifestyle where you have to adopt a kind of overly keen whacky 1980s Radio 1 DJ type persona in order to convince yourself that your pitches are brilliant and you have the brio to overcome your doubts. Those of you who do know me in real life will understand how uncomfortable that would make me be.

It's easier to maintain that artifice if you're hiding behind a pseudonym and other people's ideas of who you are, rather than their knowledge of every cough and spit you make. But you can't go from reality to anonymity and back again; and if you're not comfortable inviting everyone into your life, you can't do it anymore.

So, that's that. And so far, I've not really missed it. There have been a couple of times when I've been watching something on TV and I've thought to myself: "Ooh, I really ought to tweet something about this; it might get five, or even six, retweets." And then I've stopped myself and thought: "You know, you don't have to say anything. You really don't need to say anything at all."

I'll miss the feeling of creativity and instant fun, which is what Twitter could be at its best. And I'll miss the people. Some of them were friends already; some of them became friends through our @-mentions and DMs. Twitter is where you get to choose your friends by seeing what they're like, rather than being lumbered with the same old faces down the pub. Look at me, talking in the present tense! I can't let go yet, can I?

But I'm going to have to.

Goodbye grabbing the mobile every time I think about sharing something moderately observational about something I'm watching on TV with people I have and will never meet. Hello to a world where you can just do stuff, without talking about the stuff you're doing, or talking about talking about the stuff you're doing (except for this, of course, but this doesn't count).

See you all on Google Plus! Hashtag only kidding semicolon close bracket.

Where's @stebax gone?
Patrolling the murkier waters of the mainstream media
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.