Professional Documents
Culture Documents
Toward A History of Needs - Ivan Illich
Toward A History of Needs - Ivan Illich
of a society in which technocracie can constantly redefne
human happines as the consumption of their latet product
depends on educational institutions (from schools to ads) that
traslate education into social cgntrol.
In rch countne such a the Unite State, Canada, or the
Soviet Unon, huge invetments in schooling make the institu
tional contradictions of technocratic progess very evdent. In
these countre the ideological defense of unlimited progress
rest on the claim that the equazing efects of open-ended
schooling c counteract the disequng force of constant
obsolecnce. The legitimacy of industral society itself comes
to depend on the credibility of schools, and it does not matter
if the GOP or the Comunist Pary is in power. Under thee
circumstance the publc is avid for books like Chale Silber
ma's report to the Cegie Comission, publshed a Crii
in the Clasroom (New York, 1970). Such reech inspire
confdece because of its well-documented indictment of the
preent schol, i the lght of which the insignifcant attempts
to save the system by manicurng its most obvious faults can
crete a new wave of ftile expectations.
Neithe alchemy nor magic nor maonry can solve the prob
lem of the preent crsis "in education." The deschooling of our
world-vew demands that we recogze the illegitimate . and
religious nature of the educational enterprise itself. Its hubr
lie i it attept to make ma a soial being as the reult of
hs tetent in an enginered process.
.
82
TOWARD A HISTORY OF NEEDS
For those who subscrbe to the technocratic ethos, whatever
is technically possible must be made available at least to a few
whether they want it or not. Neither the prvation nor the
frustration of the majority counts. If cobalt treatment is possi
ble, then
the city of Tegucigalpa must have one apparatus in
each of its two major hospitals, at a cost that would free a
important par of the population of Honduras from paraite.
If supersonic speeds are possible, then some mut travel at such
speeds. If the fght to Mars can be conceived, then a rationale
must be found to make it appear a neces ity. In the technocratc
ethos povery is moderized: not only are old -Stematives
closed- of by rew monopolies, but the lack of necessitie is also
compounded by a growing distnce between those serice that
are technologically feasible and those that are i fact available
to the majorty.
A teacher turs "educator" when he adopts this technocratic
ethos. He then acts as i_e_c!i_(--re_ _!lQga enter
prise designed to make man ft into_ hatever envionment the
' 'progres" of science creates. He seems blind to the evidence
that COI!tan.. obspecence of all commodities comes at a high
price: the mounting-t of training-people to kow about them.
He seems to forget that the rising cost of tools is purchae at
a high price in education: they decrese the labor-intensivenes
of the economy and make learing on the job impossible, or at
best the privilege of a few. All over the world the cost of
educating men for society rses fter than tprductivity of
th-etire conom,, and fer people have ssene of intelligent
particpation in the commonweal.
Further investments i school everhere render the futity
of schooling monumental. Para4_.xically, _ the poor_are_ the fst
vyti_. _({ _more school. The Wrght Commission in Ontaro
had to repor to its goverment sponsors that postsecondary
education is inevitably and without remedy the disproporion
ate taxing of the poor for an education that will always b
enjoyed mainly by the rich.
Experence confirs thee warings. For several decades a
quota syst.m in the Soviet Union favored the admssion to the
universityof sons of working parents over sons of university
graduates. Nevertheless, the latter are overepreented in Rus-
IN LIEU OF EDUCATION
83
sian gduating classes much more than they are in those of the
Unite State.
In poor countre, schools rationaliz the economic lag of a
entire nation. The majority of citizens are excluded from the
scarc mode mens of production and consumption, but long
to enter the eonomy by way of the school door. The legitimiza
ton of hierarchical distrbution of prvilege and power ha
shifted from linege, inheritace, the favor of king or pope, and
rthlenes on the maket or on the battlefeld to a more subtle
for of capitalism: the hierarchical but liberal institution of
compulsory schooling, which perts the well-schoole to im
pute guilt to the lagging consumer of knowledge for holding a
cerifcate of lower denomination. Yet this rationaliztion of
ineuality c never square with the fact, and populist regime
fnd it increasingly difcult to hide the confict between rhetorc
and reality.
For ten year Castro's Cuba ha devoted great energie to
rapid-gowh popular education, relyng on available man
power, without the usual repect for profesional creentials.
The initial spetacular succs of"this campaign, epeially in
diminishing illiteracy, have ben cite a evidence for the claim
that the slow growh rte of other Latin Aercan school sys-.
tes is due to corption, militarsm, and a capitalist market
economy. Yet now the logic of hierarchical shooling is catch
ing up with Fidel and his attempt to schol-produc the New
Man. Even when students spend half the ye in the cane felds
and fl y subscrbe to the egalitaran ideals of compaier Fidel,
the school trains ever yea a crop of self-conscious knowlege
consumers redy to move on to new levels of consumption. Also
Dr. Catro face evidence that the school system will never tum
out enough cerife technicl manpower. Those license grad
uate who do get the new jobs detroy by their conseratism the
reults obtaine by noncere cadres who muddle into their
positions through on-the-job trining. Teacher simply cannot
be blae for the failures of a revolutionar goverment that
insist on the institutional capitaliztion of manpower through
a hdden cur cuum garate to produce a univer bour
geisie.
On March 8, 1971 , an act of the Unte State Supreme
84
TOWARD A HISTORY OF NEEDS
Co
ur made it possible to begin the legal challenge of the hidden
cur
iculum's legitimacy in that country. Expressing the unani
mous opinon of the Court in the case of Grggs et a/. vs. Duke
Power Company, Chief Justice Warren E. Burger stated that
"diplomas and tets are useful serants, but Congress has man
dated the commonsense proposition that they are not to become
masters of relity." The Chief Justice wa interreting the in
tent of Congress in the equalopporunitie section of the 1 96
Civil Rghts Act, and the Cour was ruling that any school
degee or any tet given prospective employees must "meure
the man for the job" and not the .. man in the abstract." The
burden of proving that educational requirements are a .. reson
able meaure of job perforance" rets with the employer. In
this decision, the Cour ruled only on tets and diplomas a
mens of racal discrmination, but the logic of the Chief Jus
tice's argument applie to any use of an educational pedigre as
a prereguisite for employment. Employers will fnd it difcult
to show that schooling is a necessa prerequisite for any job.
It is ey to show at it is neesar_y antidemocratic beause
it--tably discm1nates - li e- Gret Traning Reote s
-- *
'** + ++ m+
efetively exposed by Ivar Berg shquld now face repeate chal-
lenge from students, employers, and taxpayers.
THE RECOVERY OF RESPONSIBILITY FOR
TEACHING AND LEARNING
A revolution against those fors of prvilege and power that
are base on clams to profesional knowledge must star with
a transforation of consciousnes about the nature of leing.
This mens, above M, a shif of reponsibility for teaching and
leaming. /-wledge can b defned as a commodity only so
long as it is viewed as the reult of institutional enterrse or as
the flfllment of institutional objectives. WeJa_Tre_vers
.bc.e-rQnal rep_sibility for wl_l le and
tech this spll c be broken and the alienation of lerng
rrm living h-oercome.
I LIEU OF EDUCTION 85
The recovery of the power to lear or to teach mens that the
teacher who takes the rsk of intererng in somebody else's
prvate afairs also asumes reJnsibility for the reults. Simi
larly, the student who expose himself" to te infuence of a
techer must take reponsibility for his ow education. For
such puroses eunal ! ons-if they are neee at all
-idealy take the for of facility centers where one c get a
roof of the rght sizeis hed and acces to a piano or a
kiln ad to reords, books, or slide. Schools, television stations,
theater, ad the like are designed primarily for use by profes
sionals. Deschooling society mens above all the denial of pro
fessional status to the second oldet profession, namely, tech
ing. The cerifcation of techers now constitutes an undue
retriction on the rght to fre speech; the corporate strcture
and profesional pretensions of jouralism an undue restrction
on the right to a fre pres. Compulsory-attendance rle inter
fere with fre asembly. c deschoolig of society is nothing
les than a cultura muttion by which a people reover the
efectve use of its constitutional freedoms: lering and tech
ing by men who know they are bor fre rather than treted to
freom. Most peple ler most of the time when they do
whatever they enjoy; most people ae curious and want to give
meig to whatever they come in contact with; and most
peple are capable of peronal, intiate intercourse with other
unles they are stupefed by inhuma work or tured of by
schooling.
The fact that pople in rch countre do not le much
on their ow constitute no proof to the contra. Rther it
is a consequence of life in an environment from which, para
doxically, they canot ler much precisely bcause it is so
highy programme. They are constantly frstrated by the
strcture of contemporar society in which the facts that are
the bais for making decisions have become more elusive.
Tey live in an environment where tols that can be used
for cretive pu have beome luxure, an environment
where the chan els of communication allow a few to talk to
the may.
86
TOWARD A HISTORY OF NEEDS
A NEW TECHNOLOGY RATHER THAN
A NEW EDUCATION
Durng the Kennedy years, a peculiar image appered:
knowle. stock. It then gained wide currency in eonomic
thought through Kenneth Boulding. Ts vauable social good
is viewe a the
'"
~
The Str
ggle Against Death
The ultimate efet of medical_nemeis . i$_the_expropration of
detf-In--eer socie
i
he image of deth is th
e cu
l
t
.
uai
ly
co
n
di
tione anticipation of an uncertain date. This anticipation
106
TOWARD A HISTORY OF NEEDS
det
erines a sere of behavioral nors durng life and the
strcture of cern institutions. Wherever moder medical civ
ilization has peetrated a traditional meical culture, a novel
cultural idel of deth has ben fostered. The new idel spreds
by means of technology and the professional ethos which corre
sponds to it.
In prmitive societie, death is always conceived a the inter
vention of an actor: a enemy, a witch, an ancetor, or a god.
The Chrstian and the Islamic Middle Age saw in each death
the hand of Go. Weter death had no face unti about 1420.
The Wester ideal of death which comes to all equally from
natural causes is of quite recent orgin. Only durng the autumn
of the Middle Ages does death appear as a skeleton with power
in its own right. Only during the sixteenth century did Euro
people develop the "are and crafe to knowe ye Will to
Dye." For the next three centure peasant and noble, pret and
whore prepared themselve throughout lfe to preide at thei
own death. Foul death, bitter death, became the end rather than
the. goal of living. The ide that natural deth should come only
i healthy old age appere only in the eighteenth century a
a class-specifc phenomenon of the bourgeoisie. The demad
that dotors strggle against death and kep valetudara
helthy ha nothing to do with their ability to provide such
serice: A m show tat the costly atempts to prolong
life appeae at frst only aong banker, whose power was
compounded by the yes they spent at a dek.
We cannot fully understand contemporar social organiza
tion unles we see in it a multifaceted exorcism of all fors of
evil death. Our major institutions constitute a ggantic defense
program wage on behalf of .. humanity" against all those peo
ple who can be asociated wth what i curently conceived of
as deth-deling soial inustice. Not only mecal agencie but
welfare, interatonal relief, and development programs are en
listed i this strggle. Ideological bureucracies of all color
joi the crsade. Even war has b n used to justif the defeat
of those who are blame for wanton tolerance of sicknes and
death. PrQ4:cing "natural death" for all me is at the point of
beomingan ultiate justifcation for soial control. Under the
TANTALIZING NEEDS 07
infuence of meical rtuals contemporary death is again the
rationale for a witch-hunt.
THE RECOVERY OF HEALTH
Rsing ireparable damage accompanie preent industrial
expansion in all sector. In medicine thee damage apper a
iatrogeneis. Iatrogeneis can be direct, a when pain, sicknes,
and death reult from meical care; or it c be indirect, as
when helth policies reinforce an industral organization that
generate ill-health: it can b strctural when medically spon
sore behavior and delusion retrict the vital autonomy of peo
ple by underining their competence in growing up, carng,
and aging; or when it nullifies the personal challenge arising
from their pain, disability, and anguish.
Most of the remedie propose for reducing iatrogeneis are
engineering interentions, therapeuticaly deigned in their ap
proach to the indivdual, the group, the institution, or the envi
ronmeni. These so-called remedie generate second-order iatro
genic ills by creting a new prejudice against the autonomy of
the citizen.
The most profound iatrogenic efets of the medical tehno
strcture reult from its nontehnical social functions. The sick
ening tehncal and nontechnical consequence of the institu
tionalization of meicine coalece to generate a new knd of
suferng: anethetized and solitary surival in a world-wide
hospital ward.
Medicl nemeis canot b operationally vere. Much les
can it be meaured. The intensity with which it is experenced
depends on the independence, vitality, and relatednes of ech
indivdual. a theretcl concept, it is one component in a
broad theor explaining the anomaies that plague helth-care
systems in our day. It is a distinct apect of an even more
general phenomenon which I have calle industrial nemeis,
the backlah of istitutionally strcture industrial hubrs.
This hubrs consists of a disregard for. the boundarie within
which the hua phenomenon remains viable. Curent re-
108
TOWARD A HISTORY OF NEEDS
sea
r
ch is overhelmingly oriented toward unattainable "brek
throughs." What I have calle counteroil rerch is the dici
plined analysis of the levels at which such reverberations must
inevitably damage man.
The perception of enveloping nemeis leds to a social choice.
Either the natural boundarie of human endeavor must be e
timated, recognized, and translated into politiclly deterined
limit, or the alterative to extinction will be compulsory sur
vival in a planned and engineered hell.
In several nations the public is ready for a review of its
health-care system. The frstrations that have beome manifet
in prvate-nterprse systems and in socialized care have come
to resemble ech other frighteningly. The diference between
the criticisms by the Russians, French, Amercans, and English
have beome trivial. There is a serious danger that thee evaua
tions will b perfored within the coordinate set by post
Caresian illusions. In rich and in por coutrie the demand
for refon of national health cre is dominated by demads for
equitable acces to the wares of the guild, for profesional ex
pansion and subprofesionaiztion, for more truth in the ad
verising of progress, and for lay control of the temple of Tan
taus. Te public discusion of the heath crsis could esily be
used to channel even more power, pretige, and money U bi
omedical engineers and deigner.
There is stil time in the next few yers to avoid a debate
which would reinforce a frstratig system. The coming debate
can be reoriente by makng hygienic nemeis the centra issue.
The explaation of nemeis require simultaneus asse ment of
both the tehnical ad the nontehnical aspects of meicine,
and must focus on it as both industr and religion. The indct
ment of medicine a a for of institutiona hubrs exposes
precisely those personal illusions that make the crtic dependent
on health care.
The perception and comprehension of nemesis have therefore
the power ofleading us to policie which could brek the magic
circle of complaits that now reinorce the depndence of the
plaintif .on-the health enginerng and planning agence that
he sues. Recognition of neeis c provide the catharis to
TANT ALl ZINC NEEDS
l 09
prepare for a nonviolent revolution in our attitudes towad evil
and pain. The alterative to a war against thee ills is a search
for the peace of the strong.
Helth deignate a process of adaptation. It is not the result
of instinct but of autonomous and live reaction to an ex
perence reaity. It deignates the ability to adpt to changing
envonments, to growing up ad to aging, to heling when
damage, to sufering, ad to the peaceful expectation of death.
H
ealth embraces the future as well, and therefore include an
guish and the iner resources to live with it.
Man's consciously lived fagility, individuality, and related
nes make the experience of pain, of sicknes, and of death an
integral par of his life .. The ability to cope with this trio autono
mously is fundamental to his helth. To the degree that he
beome dependent on the maagement of his intimacy, he
renounce his autonomy and his health must decline. The tre
miracle of moder medicine is diabolical. It consists in making
not only individuals but whole populations surive on inhu
manly low levels of personal health. That health should deline
with increing health-serice delivery is unforeeable only by
the health manager, preisely bcause his strategies are the
result of his blindnes to the inalienability of heath.
The level of public health coreponds to the degree to which
the means and reponsibility for coping with illness are dis
trbuted among the total population. This ability to cope can be
enhace but never replaced by medical interention in the
live of people or the hygenic characterstic of the environ
ment. That society which reduces profe ional interention to
the minimum will provide the bet conditions for helth. The
greter the potential for autonomou adaptation to self and to
other ad to the environment, the les maagement of adapta
tion W be nede or tolerate.
The reovery of a heathy attitude towad sickness is neither
Luddite nor romantic nor utopian; it is a guiding ideal which
wil never be flly achieved, which c be achieved with mo
er device as never before in history, ad which must orent
politc to avoid encroaching nemeis.
5
ENERGY AND EQUITY
"EI silismo puee llega s61o e biciclet"
-Jos Antonio VieJ-Oalo
Ast Seretar of J urce
in the goverment of Salvador Allede
Thi text was fi rst publihed in Le Monde in early 1973. Over
lunch in Pari the venerable editor ofthat daily, a he accepted
my. manuscrit, recommended just one change. He felt that a
term as lttle known and a technical as .. ener cri" had no
place in the opening sentence ofan article that he would be
rnning on page 1. As I now reread the text, I am strck by the
speed with which language and is ues have shied in less than
fve years. But I am equall strck by the slow yet steady pace
at which the radical alterative to industrial societnamel,
low-ener, convivial moderithas gained defnder
In thi esay I arue that under some circumstance a technol
og incororates the value ofthe societ for which it wa invented
to such a degree that these values become dominant in ever
societ which applies that technolog. The material strcture of
production device can thus irremediably incorporate clas preju
dice. High-ener technolo, at least as applied to trafc, pr
vides a clear exmple Obviously, this thesi underine the
legitimacy ofthose profesional who monopolie the operation of
such technoloies It i paricularly irkome to those individual
within the profesion who seek to sere the publc by using the
rhetoric ofclas strggle with the aim ofreplacing the .. capital
its" who now contrl institutional policy by professional peer
and laymen who accept profes ional standards Mainly under the
infuence ofsuch "radical" prfssionals thi thesi has in only
f
ve years changed frm an oddit into a heres that ha pr
voked a barage ofabuse.
Te distinction prposed here, however, i not new. I oppose
ENERGY AND EQUIT 1 1 1
tools that can be appled in the generation ofuse-values to others
that cannot be used ecept in the production ofcommoditie.
Thi ditinction ha recently been re-emphasized by a great var
et ofsocial critics. The insitence on the need for a balance
beteen convivial and industral tool i, in fact, the common
ditinctive element in an emering conenus among groups en
gaged in radical politics A superb guide to the bibliography in
thi feld ha been published in Rdical Technolog (London
and New York 1976), by the editor ofUndercurents. I have
tranfered my own fles on the theme to Valentina Borremans,
who is now working on a librarans' guide to refrence materials
on use-value-orented modern tools scheduled for publication in
1978. (Preliminar drafs ofindividual chapter ofthi guide can
be obtained by writing to Valentina Borremans, APDO 479,
Cueravaca, Meico.) The specic arument on socially critical
ener threholds in transportation that I purue in thi esay has
been elaborated and documented by to coleagues, Jean-Piere
Dupuy and Jean Robert, in their two jointly written book, La
Trahson de !'opulence (Paris, 1976) and L Chronophage
(Pari, 1978).
+
T ENERGY LVbb
It has reently become fahionable to insist on an impending
energy crisis. This euphemistic tr concels a contradiction
and conserate an illusion. It masks the contradiction implicit
in the joint puruit of equity ad industrial growth. It safe
guards the illusion that machine power can indefnitely take the
place of manpowe. To reolve this contrdiction and displ this
illusion, it is urgent to clary the reaty that the language of
crsis obscure: high quanta of energy degrade social relatons
just a inevitably as they detroy the physical milieu.
The advoate of a energy crsis believe in and continue to
propagate a peuliar vision of man. According to this notion,
man is br into pertual dependence on slave which he must
paiflly le to mater. If he doe not employ prsoner, then
he nes machne to do moSt of m work. According to this
1
12
TOWARD A HISTORY OF NEEDS
do
ctrne, the well-being of a society can be meaured by the
number of years its members have gone to school ad by the
nu
mber of energy slave they have thereby leaed to com
mand. This belief is common to the conficting economic
ideologie now in vogue. It is thretened by the obvious
inequity, harriedness, and impotence that appear everhere
once the voracious horde of energy slaves outnumber people
by a certain proporion. Te energy crsis focuse concer on
he scarcity of fodder for -these slave. I prefer to ask whether
free men need them.
The energy policie adopted during the curent decade wil
deterine the range and character of social relationships a
society will be able to enjoy by the year 20 . A low-energ
policy allows for a wide choice of life-styles and culture. If, on
the other hand, a society opts for high energy consumption, its
social relations must be dictated by technocracy and W be
equally degrading whether labeled capitalist or socialist.
At this moment, most societiepeially the por one
are still free to set thei energy policie by any of thre guide
lines. Well-being can be identifed with high amounts of per
capita energy use, with high efciency of energy transfora
tion, or with the least possible use of mehacal nergy by the
most powerul members of society. The fst approach would
stre tight management of scarce and detrctive fuels on be
half of industr, wherea the second would emphaize the re
tooling of industry in the interet of therodynamic thrf.
Thee frst two attitude necessarly imply huge public expendi
ture ad increase social control; both rationae the emer
gence of a computerzed Leviathan, and both are at preet
widely discusse.
The possibility of a third option is barely noticed. Whle
peple have begn to accept eologcal limits on maum per
capita energy use a a condition for physical survival, they do
not yet think about the use of minimum feasible power as the
foundation of any of varous social order that would b,e both
modem and deirable. Yet ony a ceiling on enegy use led
to social relations that ae chaacterized by high levels of eq
uity. Te one option that i at present negleted is the only
ENERGY AND EQUIT 113
choice within the reach of all nations. It i aso the only strategy
by which a politicl process can be used to set limits on the
power of even the most motorizd bureaucrat. Paricipatory
democracy postulates low-energy technology. Only participa
tor democracy create the conditions for rational technology.
What is generlly overlooked is that equity and energy can
grow concurrently only to a point. Below a threshold of per
cpita watage, motors improve the conditions for socia prog
res. Above this threhold, energy grows at the expense of
equity. Furher energy afuence then means decresed distrbu
tion of control over that energy.
The widepread belief that clean and abundant energy is the
panace for social ills is due to a political fallacy, according to
which equity and energy consumption can be indefnitely cor
related, at lest under some ideal political conditions. Laborng
under this illuion, we tend to discount any social limit on the
growth of energy consumption. But if eologists are rght to
asser that nonmetabolic power pollutes, it is in fact just as
inevitable that, beyond a crn threhold, mechaical power
corpts. The threshold of social dis
.
integration by high energy
quant i independent from the threhold at which energy con
version produc physical detrction. Exprese in hore
power, it i undoubtely lower. This i the fact which mut be
thereticaly recognize before a political issue cn be made of
the per capita wattage to which a society will limit its members.
Even if nonpolluting power were_feaible
.
ad abundat, the
use .ofenergy on a masive scale acts on. society_ like
.
a drg that
is physicaly hares but psychically_enslayjng. A community
can choose betwn Methadone and "cold turkey" -between
maintg its addiction to alien energy and kicking it in pain
ful cramps-but no soiety c have
.
a population that H
hooke on progesively lager number of energy slave ad
whose member ae also autonomously active.
Rprevious discussions, I have shown that, beyond a cerin
level of per capita GN, the cost of social control must rse
fater than total output and beome the major institutiona
activity with a eonomy. Therapy administered by educa
tor, psychiatst, ad social worker must converge with the
1
TOWARD A HISTORY OF NEEDS
t
h
at were made afuent by industrial development, the energy
crsis seres a a pretext for raising the tae that will be needed
to substitute new, more "rational,'' and socially more deadly
industral proceses for those that have been rendered obsolete
by inefcient overexpansion . . For the leaders of people who are
not yet dominated by the same process of industraliztion, the
energy crsis sere a a hitorical imperative to centralize pro
duction, pollution, and their control in a last-ditch efor to
catch up with the more highly powered. By exporting their
crsis and by preaching the new gospel of purtan energy wor
ship, the rich do even more damage to the poor than they did
by selling them the products of now outdated factores. Asoon
as a poor country accepts the doctrine that more energy more
carefully managed wil aways yield more goods for more peo
ple, that country locks itself into the cage of enslavement to
maimum industral outputs. Inevitbly the poor lose the op
ton for rational technology when they choose to moderi
their povery by increing their dependence on energy. Inevit
bly the poor deny themselve the possibility of liberating teh
nology and paricipatory politics when, together with ma
mum feasible eergy use, they acept mamum feaible socal
control.
The energy crsis cannot be overhelmed by more energy
input. It can only be dissolved, along with the illusion that
well-being depends on the number of energy slave a man m
at his command. For this purose, it is necesar to identif the
threholds beyond which energy corpts, and to do so by a
political proces that asociate the communit in the seach for
limits. Because this kd of reserch runs counter to that now
done by expers and for institutions, I shall continue to cll it
counterfoil reearch. It has three steps. First, the ned for limits
on the per cpita use of energy must be theoretically recognized
a a social imperative. Then, the rage must be locte wherein
the critical magnitude might be found. Finaly, ech commu
nity has to identif the levels of ineuity, harying, ad operant
conditioning that its members ae willing to accept i exchange
for the stisfaction that come of idolizing powerl devic ad
joinng in rituals directed by the professiona who control thei
ope
ration.
ENERGY AND EQUITY 11T
The need for political reearch on socially optimal energy
quanta can be clearly and concisely ilustrated by an examina
tion of moder trafc. The United States puts between 25 ad
45 per cent of its total energy (depending upon how one calcu
lates this) into vehicle: to mae them, rn them, and cler a
rght of way for them when they rol, when they fy, and when
they park. Most of this energy is to move people who have been
strapped into place. For the sole purose of trasporing pe
ple, 250 ml ion Americans allocate more fuel tha is used by
. J billion Cee and Indians for all purpose. Amost all of
this fel is bured in a rain-dace of time-consuming accelera
tion. Poor countre spend les energy per person, but the per
centge of total energy devoted to trafc in Mexco or in Per
is probably greater tha in the Unite State, ad it benefts a
smaller percntage of the population. The size of this enterrse
make it both easy and sigfcant to demonstrate the existence
of socialy crtcal energy quata by the example of personal
mobiity.
In tf c, energy used over a speifc perod of time (power)
trslate into speed. U this cae, the crtical quatum will
apper a a spe limit. Werever this limit ha ben pase, the
baic patte of social degradaton by hgh energy quanta has
emerged. Once some public utility went faster than 15 mph,
eut declied and the scacity of both time and space in
creed. Motord transporation monopole trfc ad
blocke self-powered transit. In ever Weter countr, passen
ger milege on al type of conveyance increased by a factor of
a hundred within ffty yers of buildig the frst raiload. When
the ratio of their repective power outputs pase beyond a
cern vaue, mechanicl transforer of meral fels ex
clude peple fom the use of their metbolic energy and forced
them to beome captive consumer of conveyance. Tis efect
of sped on the autonomy of people is only marginally afected
by the tehnological chaacterstic of the motored vehicle
employed or by the persons or entitie who hold the legal title
to airline, buse, railroads, or c. High spe is the crtiCal
factor which make tsporation soialy detrctive. A tre
choice aong prctical polcie and of deirable soial relations
is possible only where speed is retrained. Paricipator democ-
1 18 TOWARD A HISTORY OF NEEDS
racy demands low-energy technology, and free people must
travel the road to productive socia relations at the speed of a
bicycle.
THE INUSTRIALIZATION OF TRAFFIC
The discussion of how energ is used to move people reuire
a foral distinction between transpor and transit the to
components of trafc. By trafc I men any movement of peo
ple from one place to another when they ae outside their
homes. By transit I mean those movements that put huma
metabolic energy to use, and by transport, that mode of move
ment which relie on other source of energy. These energy
source wil henceforth be mostly motors, sinc animals com
pete fercely with men for their food in an overopuate world,
unles they are thistle eaters like donkeys and caels.
As soon as people beome tributares of transpor, not just
when they trvel for severa days, but also on their daily trips,
the contradictions beteen social justice and motorized power,
between efective movement and hgher speed, between per
sonal freedom and enginered routing, become poiganty
clear. Enforced dependence on auto-mobile machine then de
'
nie a community of self-propelled people just those value
supposedly procured by improved transportation.
People move well on their feet. This prmitive means of get
ting around will, on closer anaysis, apper quite efective when
compared with the lot of people i moder citie or on idustr
alized fans. It wil appear paricularly attractive once it h
been understood that moder Americans walk, on the average,
as many mile a their ancestors-most of them through tun
nels, corrdors, parkig lots, and store.
1 sk abut tra c for the purse of illustrating the more gene pint of sly
optimal energ u and I retct myself to the loomotion of perns, includig their
p
eronal baggage ad the fe, materals, ad euipment use for the vehcle and the
road. I pursely abstin from the discussion of two othe t of tc: merchandie
and mes ge. A parallel agmet cn b made for bth, but this would reuire &
diferet lie of reoning, ad I leve it for aother oc on. AUOR's NO: Ti
note app in the orgna text. I wa the prepang two stde tat we t
cmpleent thi text: one on the histor of mail delve, the othe O C0 and lo
th
roughout histor. I reouce bth projet to wrte Medical Nemei
ENERGY AND EQUITY
119
People on their feet are more or less equal. People solely
dependent on their feet move on the spur of the moment, at
three to four mile per hour, in any direction ad to ay place
from which they are not legally or physicaly bared. An im
provement on this native degree of mobility by new transport
technology should be expeted to safeguard these values and to
add some new ones, such as greter rage, time economies,
comfort, or more opporunitie for the disabled. So far this is
not what has happened. Instead, the growth of the transporta
tion industry has everwhere had the reverse efect. From the
moment it machines could put more than a certain horepower
behind any one asenger, this industry has reduced equality
among men, retrcted their mobility to a system of industrally
defned routes, and creted time scarcity of unprecedented se
verity. As the speed of their vehicles crosse a threhold, citi
zens become transportation consumers on the daily loop that
brng them back to teir home, a circuit which the United
States Deparent of Commerce calls a "trp" as opposed to
the "traver for which Americans leave home equipped with a
toothbrsh.
More energ fed into the transportaton system meas that
more people move faster over a greater range in the coure of
every day. Everbodys daily radius expands at the expense of
being able to drop i on a acquaintance or walk through the
park on the way to work. Extreme of prvilege are creted at
the cost of universal enslavement. An elite packs unlimited
distance into a lifetime of pampered travel, while the majority
spend a bigger slice of their existence on unwanted trps. Te
few mount their magic carets to travel between distant points
that their ephemeral preence renders both scarce and seduc
tive, while the many are compelled to trp farther and faster and
to spend more tie preparng for and recovering from their
trps.
In the United States, four-ffhs of all man-hour on the road
ae those of commuters and shopper who hardly ever get into
a plane,
while four-fifhs of the mileage fown to conventions
ad reors is covere yer aer year by the same .3 per cent
of the population, usually those who are either well-to-do or
profesionaly trained to do good. The speedier the vehicle, the
1
20 TOWARD A HISTORY OF NEEDS
lager the subsidy it gets from regesive taxation. Baely 0. 2
p
er cent of the entie United States population ca engage in
self-hosen ar travel more than once a yer, and few other
countres can suppor a jet set which is that large.
The cptive tripper and the reckles traveler become equally
dependent on tranpor. Neither can do without it. Occasional
spurts to Acapulco or to a pay congres dupe the ordinary
pasenger into believing that he ha made it into the shr
world of the powerully rshe. The oc ional chace to spend
a few hours strapped into a high-powered seat make hm an
accomplice in the distorion of human space, ad prompts hm
to consent to the deign of his countr's geography around
vehicle rather than around people. Man has evolved physically
and culturaly together with his cosmic niche. What for animals
is their environment he ha leared to make into his home. M
self-conciousnes reuire a its complement a life-space and
a lie-tme integrated by the pace at which he move. If that
relationship is determined by the velocity of vehicles rather
tha by the movement of people, man the architet is reduce
to the status of a mere commuter.
The model Amercan male devotes more tha 1,60 hour a
yer to his c. He sit in it while it goe ad while it stds
idlig. He parks it ad serche for it He es the money to
put down on it ad to met the monthly installments. He works
to pay for gasoline, tolls, insurace, taxe, and ticket. He
spends four of his sixten waking hours on the road or gathering
his resource for it. And this fgure doe not take into account
the time consumed by other activitie dictated by transpor:
time spent in hospitals, trafc cours .ad gaage; tme spent
watching automobile commercials or attending consumer eu
cation meetings to iprove the quality of the next buy. The
model Amercan puts in 1, 60 hour to get 7,50 me: le
than fve miles per hour. In countres deprived of a traspora
tion industry, people manage to do the same, walkig wherever
they want to go, and they allocate only 3 to 8 per cent of their
society's time budget to trafc instead of 28 per cent. Wat
distingu_ihes the trafc in rch countries from the tra c i por
countrie is not more milege per hour of life-time for the
ENERGY AND EQUITY
121
majority, but more hour of compulsory consumption of high
doses of energy, packaged and unequally distribute by the
transporation industry.
SPEED-STUNNED IMAGINATION
Past a cerin threhold of energy consumption, the transpor
tation industry dictate the confgurtion of social space. Mo
torays expand, driving wedges between neighbors and remov
ing felds beyond the distace a fan er c walk. Ambulance
take clinics beyond the few mile a sick child can be cared.
The doctor will no longer come to the house, because vehcle
have made the hospital into the rght place to b sick. Once
hevy trcks rech a village high in the Ade, par of the local
maket disappears. Lter, when the high school arrives at the
plaz along with the paved highway, more and more of the
young people move to the city, until not one family is lef which
doe not long for a reunion with someone hundreds of mile
away, down on the coast.
Equa speeds have equaly distoring efects on the perception
of space, tme, and persona potency in rch ad in poor coun
tre, however df erent the surface appearaces might b.
Everwhere, the ttansporation industr shape a new kind of
man to ft the new geography and the new schedules of its
making. The major diference between Guatemala and Kasas
is that i Central Aerca some provinces ae stiU exempt from
all contact with vehicles and are, therefore, still not degrade
by their dependence on them.
The product of the transporation industr is the habitual
pa enger He ha been boosted out of the world in whch
people still move on their ow, and he has lost the sense that
he stads at the center of his world. The habitual passenger is
conscious of the exasperating time scarcity that results from
daily recoure to the cars, trains, buse, subways,and elevators
that force him to cover an average of twenty miles each day,
frequently crss-crossing his path withn a radus of less than
fve mile. He ha been lifed of his feet. No matter if he goe
12
3 TOWARD A HISTORY OF NEEDS
b
y subway or jet plane, he feels slower and poorer tha someone
el
se ad resents the shorcut taen by the privileged few who
c escape the frustrations of trafc. If he is crampe by the
timetable of his commuter train, he dreams of a car. lfhe drive,
exhausted by the rsh hour, he envie the sped capitalist who
drive against the trafc. If he must pay for his car out of his
own pocket, he knows full 'well that the commanders of corpo
rate feets send the fuel bill to the company and write of the
rented c as a busines expense. The habitual passenger is
caught at the wrong end of growing iequality, time scarcity,
and personal impotence, but he can see no way out of this bid
except to demand more of the same: more trac by transpor.
He stands in wait for technical change in the deign of vehicle,
roads, and schedule; or else he expect a revolution to produce
mass rapid tranpor under public control. In neither case doe
he calculate the prce of being hauled into a better fture. He
forgets that he is the one who wil pay the bill, either in fare
or in taxe. He overlooks the hidden cost of replacing prvate
cars with equally rapid public transpor.
The habitual passenger cannot grasp the folly of trafc baed
overhelmigly on transpor. His iherted perceptions of
space and time and of personal pace have been idutraly
defored. He has lost the power to conceive of hielf outside
the passenger role. Addicted to being cared along, he mlost
control over the physica, social, and psychic powers that reide
in man's fet. The passenger has come to ident tertor with
the untouchable landscape through which he is rshed. He has
become impotent to etablih his doman, mark it wth m
imprint, and aser m sovereignty over it. He ha lost conf
dence in his power to admit others into his presence and to
share space consciously with them. He can no longer face the
remote by himself. Left on his own, he feels imobile.
The habitual pasenger must adopt a new set of beliefs and
expectations Bhe is to feel secure in the strange world where
both liaisons and lonelines ae products of conveyance. To
"gather" for him mens Rbe brought together by vehicle. He
comes o.believe that politica power gows out of the capacity
of a transporation system, and i its absence is the reult of
ENERGY AND EQUITY
123
acces to the television screen. He takes freedom of movement
to be the same a one's claim on propulsion. He believe that
the level of democratic procs correlate to the power of trans
poration and communicatons systems. He has lost faith in the
political power of the feet and of the tongue. A a reult what
he wants is not more libery as a citizen but beter serice as
a client. He does not insist on his freedom to move and to spek
to people but on his claim to be shipped and to be infored by
media. He wants a better product rather than freedom from
seritude to it. It is vit that he come to se that the accelera
tion he demands is self-defeting, and that it must result in a
frther decline of equity, leisue, and autonomy.
NET TRANSFER OF LIFE-TIME
Unchecked speed is expensive, ad progressively fewer can
aford it. Each increment in the velocity of a vehicle results in
an increae in the cost of propulsion ad track construction and
-most draatically-in the space the vehcle devour while it
is on the move. Pat a cr threhold of energy consumption
for the fatest passenger, a world-wide clas strcture of speed
capitalists is crete. The exchage-vaue of time beome dom
inant, and this is refected in language: time is spent, saved,
inveted, wasted, and employed. As societie put prce tags on
time, equity and vehcular sped correlate inversely.
Hig speed cpitalize a few people's time at an enorous
rt but, paradoxcally, it doe this at a high cost in time for all.
In Bombay, only a ver few people own c. They c reach
a provicial cpital in one morg and make the trp once a
week. Two genertions ago, this would have been a week-long
trek once a yer. They now spend more time on more trips. But
thee same few also disrpt, with their cars, the trafc fow of
thousands of bicycle and pedicabs that move through down
town Bombay at a rate of efective locomotion that is still
superor to that of downtown Pars, London, or New York. The
compounded, trapor-related time expenditre within a soci
ety gows much fater than the te economie made by a few
1 2
4
TOWARD A HISTORY OF NEEDS
p
eople on their speedy excursions. Trafc grows indefnitely
with the availabilty of high-speed transpor. Beyond a crtical
threshold, the output of the industrial complex
established to
move people costs a society more tie than it saves. The mar
.ginal utility of an increment in the speed of a smal number of
people has for its prc the growing .marginal disutility of this
acceleration for the great majority.
Beyond a critical speed, no one can save time without forcing
another to lose it. The man who claims a seat in a fater vehicle
insist that his time is worh more tha that of the passenger
in a slower one. Beyond a cerain velocity, passengers become
consumers of other people's time, and accelerating vehicles
become the means for efecting a net transfer of life-time. The
degree of transfer is measured in quanta of speed. This time
gab despoils those who are left behind, and since they are the
majority, it raises ethical issues of a more general nature tha
the lottery that asigns kidney dialysis or orga transplants.
Beyond a cerain speed, motorized vehicles create remoteness
which they alone c shrnk. They create distance for all and
shrnk them for only a few. A new dirt road through the wilder
ness brings the city withi view, but not within rech, of most
Brazian subsistence farers. The new expresway expands
Chcago, but it sucks those who are wel-wheeled away from a
downtown that decys into a ghetto.
Contrar to what is ofen claimed, ma's speed remained
unchanged from the Age of Cyrs to the Age of Steam. News
did not travel more than a hundred mile per day, no matter
how the message was carried. Neither the Inca's rners nor
the Venetian galley, the Perian horeman, or the mail coach
on regular rns under Louis XIV broke the barier. Soldiers,
explorers, merchant, and pilgrims moved at twenty mile per
day. In Valery's words, Napoleon still had to move at Cear's
slowness: Napolon va d Ia meme /enteur que Cesar. The em
peror knew that "public prosperty is meured by the income
of the coache": On meure Ia prosperite publque aux comptes
des digences, but he could barely speed them up. Fars
Touloue had requed about 20 hour in Roma time, and
the sche
(u
led stagecoach still took 1 5 8 hours in 17 +, before
ENERGY AD EQUIT 1
25
the opening of the new Royal Roads. Only the nineteenth cen
tur accelerated ma. By 1 830, the trp had been reduced to 1 10
hours, but at a new cost. In the sale year, 4, 1 50 stagecoache
overured i France, causing more than a thousand deaths.
Then the raiload brought a sudden change. By 1 855, Napoleon
III claimed to have hit 96 kilometers per hour on the tran
somewhere between Pars and Marseilles. Within one genera
tion, the average distance traveled ech yer per Frenchman
increed one hundred and thirty time, and Brtain"s railroad
network reched its greatest expansion. Passenger trains at
tained teir optimum cost calculated in ters of time spent for
their maintenance and use.
With further acceleration, trasporation began to dominate
trac, and sped began to eret a hierarchy of detinations. By
now, each set of detinations coreponds to a specifc level of
speed ad defne a cerin pasenger clas. Ech circuit of
terinal points degrades those pegged at a lower number of
miles per hour. Tose who must get aound on their own power
have been reefned as underdeveloped outsiders. Tell me how
fast you go ad I'll tell you who you are. If you can comer the
tae that fel the Concorde, you ae cernly at the top.
Over the lat to generations, the vehicle has become the sign
of cer achievement. just a the school ha become the sign
of staring advatage. At ech new level, the concentraton of
power mut produce its own knd of rationale. So, for exaple,
the reaon that is usually given for spending public money to
mae a man travel more mile in less time each yer H the still
greter invetment that was made to keep him more years in
school. His putative value a a capital-intensive production tool
set the rate at which he is being shipped. Other ideologcal
labels beide .. a good education" are just a useful for opening
the cabin door to luure paid for by others. If the Tougt of
Chaina Mao must now be rshed around China by jet, th
can only men that two clases ae needed to fel what his
revolution ha become, one of them living in the geography of
the mase ad the other in the geography of the cadre. The
suppresion of interediar levels of speed in the People's Re
public ha cerly made the concentration of power more
126
TOWARD A HISTORY OF NEEDS
ef
cient and rational, but it also underscore the new diference
in
value between the time of the bullock driver ana the time of
the jet-drven. Acceleration inevitably concentrate horsepower
under the seats of a few and compounds the increing time
lack of most commuters with the further sense that they are
lagging behind.
The need for unequal prvilege in an industrial society is
generally advocated by means of an argument with two side.
The hypocrsy of this argument is clearly betrayed by accelera
tion. Privilege is accepted as the necessary precondition for
improving the lot of a growing total population, or it is adver
tised a the instrment for raising the standards of a deprved
minority. In the long run, accelerating transportation does nei
ther. It only creates a universal demand for motorze convey
ance ad puts previously unimaginable distaces betwen the
varous layers of privilege. Beyond a certain point, more energy
means less equity.
THE INEFFECTIVENESS OF ACCELERATION
It should not be overlooked that top speeds for a few exact a
diferent price than high speeds for m. Social classifcation by
levels of speed enforce a net transfer of power: the poor work
and pay to get lef behind. But if the middle clase of a speed
society may be tempte to ignore discrmiation, they should
not neglect the rising marginal disutilities of transporation and
their own loss of leisure. High speeds for al mean that ever
body ha les time for himself a the whole society spends a
growing slice of its time budget on moving people. Vehicle
rnning over the crtical speed not only tend to impose inequal
ity, they also inevitably establish a self-serving industr that
hides an inefcient system of locomotion under apparent tech
nological sophistication. I will argue that a speed limit is not
only necessary to safeguard equity; it is equaly a condition for
incresing the tota distace traveled within a society, while
simultne_q)sly decreing the sum total of lfe-time that trans
portation claims.
ENERGY AN EQUITY 127
There is little reserch available on the impact of vehicles on
the twenty-four-hour time budget of individuals and societie.
From transportation studies, we get satistics on the cost of time
per mile, on the value of time meaured in dollar or in length
of trps. But thee statistics tell us nothing about the hidden
costs of trasporation: about how trafc nibbles away at lie
time, about how vehicles devour space, about the multiplication
of trps made necessary by the existence of vehicles, or about
the time spent diretly and indirectly preparing for locomoton.
Furher, there is no available measure of the even more deeply
bured cost of traspor, such a higher rent to live in areas
convenient to the fow of trafc, or the cost of protecting these
areas from the noise, pollution, and danger to life and limb that
vehicles create. The lack of an account of expenditure from the
socil time budget should not lead us to believe, however, that
such an accounting is impossible, nor should it prevent our
drawig conclusions from the little that we do know.
From our limited inforation it appears that everyhere in
the world, afer some vehicle broke the speed barrier of 3mph,
time scarcity related to trafc bega to grow. After industr had
reached this theshold of per cpita output, transport made of
man a new kd of waf: a being constantly absent from a
detination he cannot rech on his own but must attan within
the day. By now, people work a substantial par of ever day
to e the money without which they could not even get to
work. The tie a society spends on transportion grows in
proportion to the spee of its fatest public conveyance. Japan
now leds the United State in both are. Life-time gets clut
tered up with activities generated by trafc as soon a vehcles
crash through the ba er that guards people from dislocation
and space from distortion.
Whether the vehicle that spee along the public freeway is
owned by the state or by an individual has little to do with the
time scarcity and overprogramming that rise with ever incre
ment in speed. Buses use one-third of the fuel that cars bum to
Sinc publiction or th text in l971,much reh b ben done ad publhe.
For H crtic gide to the literature b Jen-Pier Dupuy ad Jen km L
Chmoohaguam, l977}.
128
TOWARD A HISTORY OF NEEDS
car one ma over a given distance. Commuter trains ae up
to
ten times more efcient than cars. Both could beome even
more efcient and les polluting. If publicly owned and ration
ally
managed, they could be so scheduled ad routed that the
prvileges they now provide under private ownershp ad in
competent organiztion would be considerably cut. But a long
a any system Ol vehicles imposes itself on the public by top
speeds that are not uder politicl control, the publc is lef to
choose between spending more time to pay for more people to
be carried from station to station, and paying less taxe so that
even fewer people ca travel in much les time much farher
tha others. Te order of magnitude of the top speed that is
peritted within a trnsporation system deterines the slice
of its time budget that an entire society spends on trafc.
THE RDICAL MONOPOLY OF INUSTRY
A desirable ceiling on the velocity of movement cannot be
useflly discusse without returing to the distinction between
self-powered transit and motorzed transport, ad comparng
the contrbution ech component make relative to the total
locomotion of people, whch I have cale trafc
Trnspor stands for the cpital-intensive mode of tr c, ad
transit idicate the labor-intensive mode. Transpor is the
product of an industry whose clients are pasengers. It is an
industrial commodity and therefore scace by deftion. Im
provement of transpor always takes place under conditions of
scarcity that beome more severe a the sped-and with it the
cost-f the seric increse. Confict about insufcient trans
p
or tends to take the for of a zero-su gae where one wins
only if aoter lose. At bet, such a confict allows for the
optimum in the Prsoner's Dilemma: by coperatig with their
jailer, both prsoners get of with less time W the cell.
Transit is not the product of an industry but the independent
enterprse of transients. It has use-value by defition but need
not hav .ay exchange-value. The abilty to engage i trit
is native to ma ad more or les equaly distrbuted among
ENERGY AND EQUITY
129
helthy people of the same age. The exercise of this ability can
be retrcted by depriving some clas of people of the right to
take a straight route, or because a population lacks shoes or
pavements. Confict about unsatisfactory transit conditions
tends to take, therefore, the form of a non-zero-sum game in
which everyone comes out ahed-not oniy the people who get
the rght to walk through a forerly walled propery, but also
those who live along the road.
Total trafc is the reult of two profoundly distinct modes of
production. These can reinforce each other haroniously only
as long as the autonomous outputs are protected against the
encroachment of the industrial product.
The har done by contemporary trafc is due to the monop
oly of transpor. Te allure of speed has deceived the pasenger
into accepting the promises made by an industry that poduce
capital-intensive trafc. He is convinced that high-speed vehi
cle have aowed him to progres beyond the limited autonomy
he enjoyed when moving under his own power. He has allowed
planed transpor to predominate over the alterative of labor
intensive transit. Detrction of the physical environment is the
let noxious efect of this concesion. The far more bitter re
sults are the multplication of psychic frustration, the growing
disutilitie of continued production, and subjection to an ine
quitable transfer of power-al of whch are maifettions of
a distored relationship between life-time and life-space. The
pasenger who agree to live in a world monopolized by trans
por become a harassed, overburdened consumer of distnce
whose shape ad length he can no longer control.
Every society that imposes compulsory speed submerge
transit to the profit of transport. Wherever not only privilege
but also elementar necesities ae denied to those who do not
ue high-spee conveyance, an involunt acceleration of per
sonal rhyth i imposed. Industr dominates trafc a soon as
daily life come to depend on motorzed trps.
This profound control of the transporation industr over
natural mobility constitute a monopoly much more pervasive
than either the commercial monopoly Ford might win over the
automobile maket, or the political monopoly car manufactur-
130
TOWARD A HISTORY OF NEEDS
ers
might wield against the development of trains and buse.
Because of its hidden, entrenched, and structurng nature, I call
this a radical monopoly. Ay industry exercises this kind of
deep-
seated monopoly when it becomes the dominant mens of
satisfying needs that forerly occasioned a personal response.
The compulsory consumption of a high-powered commodty
(motorzed transport) retricts the conditions for enjoying an
abundant use-value (the innate capacity for trasit). Trafc
sere here as the paadigm of a general economc law: Any
industrial product that come in per capita quanta beyond a
given intenity eercises a radical monopoly over the satifaction
of a need. Beyond some point, compulsory schooling detroys
the environment for leaing, meical delivery systems dr up
the nontherapeutic source of health, and transportation
smothers trafc.
Rdical monopoly is fst etablished by a rerangeent of
society for the beneft of those who have acces to the larger
quata; then it 8 enforced by compelling all to consume the
minimum quantum in which the output is curently produced.
Compulsor consumpton wil_ take on a diferet apperace in
idustrial brache where inforation domiate, such a edu
cation or medicine, tha it Wi those brache where quat
c be measured in Brth theral units, such a housig,
clothing, or transpor. The industral packaging of value w
reach crtical intensity at di erent points with diferent pro
ducts, but for each major clas of outputs, the threhold oc u
within an order of magnitude that is theoreticly identifable.
The fact that it is possible theoretically to detere the rage
of sped within which transporaton develops a radical monop
oly over trafc doe not mean that it is possible theretically to
deterine just how much of such a monopoly any given society
w tolerate. The fact that it H possible to ident a level of
compulsory instrction at which lering by seeig and doing
decline does not enable the theorst to identif the specifc
pedagogical limits to the division of labor that a culture W
tolerate. Only recourse to jurdical and, above a , to political
proces can lead to the specc, though provisional, mesue
by
which
s
ee or compulsor education W actally b lim-
ENERGY AND EQUITY
J
ited i n a given society. The magnitude of voluntary limits is a
matter of politics; the encroachment of radical monopoly can
be pinpointed by social analysis. .
A branch of industry doe not impose a radical monopoly on
a whole society by the simple fact that it produces scarce pro
ducts, or by driving competing industries of the market, but
rather by virtue of its acquired ability to create and shape the
need which it alone can satisfy.
Shoe are scarce 8 over Latin Aerica, and many people
never wear then. They walk on the bare soles of their feet, or
wer the world's wdest variety of excellent sandals, supplied by
a range of artisans. Their transit is in no way restrcted by their
lack of shoe. But in some countrie of South America people
are compelled to be shod ever since access to schools, jobs, and
public serice was dened to the barefoot. Techers or party
ofcials defne the lack of shoes a a sign of indiference toward
"progess." Without ay intentional conspiracy between the
promoters of national development and the shoe industry, the
barefoot in these countries are now barred from any ofce.
Schools, like shoes, have been scarce at all time. But it was
never the small number of prvleged pupis that tured the
school ito a obstacle for lerig. Only when laws were
enacte to make schools both compulsory and fee did the
eucator asume the power to deny lering opporunitie on
the job to the underconsumer of educational therapies . . Only
when school atendance had become obligatory did it become
feaible to impose on all a progresively more complex arifcial
environment into which the unschooled and unprogrammed do
not ft.
The potenta of a radical monopoly is unmistakable in the
ce of trafc. Imagine what would happen if the transporation
industr could somehow distrbute it output more adequately:
a trafc utopia offree rapid transportation for all would inevita
bly lead to a frther expansion of trafc's domain over human
lfe. What would such a utopia look like? Trafc would be
organized exclusively around public transporation systems. It
would be fance by a progresive ta calculated on incme
ad on the proxity of one's reidence to the next terinal and
1 32
TOWARD A HISTORY OF NEEDS
to
the job. It would b deigne so that everbody could occupy
a
Y set on a frst-come, frst-sered bais: the doctor, the vaca
tio
ner, and the preident would not be asigned any prorty of
pe
rson. In this fool's paadise, all passengers would b equal,
but they would be just as equally captive consumers of trans
port. Each citizen of a motorized utopia would be equally de
prived of the use of his feet. and equaly draft ito the seri
tude of proliferating network of transportion.
Cerain would-be miracle makers disguised a architects ofer
a specious escape from the paradox of speed. By their sta
dards, acceleration imposes inequitie, time loss, and controlled
schedule only because people do not yet live in those patters
and orbits into which vehicles can best place them. Thee ftur
istic architects would house and occupy people in self-sufcient
units of towers interconnected by tracks for hgh-speed cap
sules. Soler, Doxiadis, or Fuller would solve the problem
creted by high-sped transport by identifg the entire huma
habitat with the problem. Rather than aking how the earh's
surface can be preered for people, they ak how reerations
nOQ for the surva of people can be etablshed on an
earh that has been rehaped for the sae of industrial outputs.
THE ELUSIVE THRESHOLD
Paradoxically, the concept of a trafc-optimal top spee for
tranpor seems capricious or fanatical to the conf ed passen
ger, whereas it looks like the fight of the bird to the donkey
driver. Four or six time the speed of a man on foot constitute
a threshold too low to be deemed worthy of consideration by
the habitual pasenger and too high to convey the sense of a
limit to the three-uaer of humanity who still get aound on
their own power.
All those who pla, fnance, or engineer other people's hous
ing, traspration, or education belong to the passenger clas.
Their claim to power is derved from the value their employer
place on acceleration. Social scientists c build a computer
model 0trafc in Calcutt or Santiago, and engner c
deign monorail webs according to abstract notions of trafc
ENERGY AND EQUITY 133
fow. Since thee planers are tre believers in problem-solving
by industrial deign, the real solution for trafc congestion is
beyond their grasp. Their belief in the efectivenes of power
blinds them to the disproportionately greter efectiveness of
abstainng from its use. Trafc engineers have yet to combine
in one simulation model the mobility of people with that of
vehicle. The tansporation enginer cnnot conceive of the
possibility of renouncing speed ad slowing down for the sake
of peritting time-and-detination-optimal trafc flow. He
would never entertain the thought of programming his com
puter on the stipulation that no motorized vehicle wthin any
city should ever overke the speed of a velocipede. The devel
opment exper who looks down compasionately from his
Land-Rover on the Indian peasant herding his pigs to market
refses to acknowledge the relative advatage of feet. The ex
per tends to forget that this man ha dispensed ten others in
his village fom spending time on the road, whereas the eng
ner and every member of his family separately devote a major
pa of every day to trasportion. For a man who believe that
huan mobility. must be conceive in ters of indefnite prog
res, there c be no optimal level of trafc but only passing
consensus on a gven techncal level of trasporation.
Most Mexica, not to spe of Indias and Chinee, are in
a psition invere to that of the coned paseger. The crti
cal threhold is entirely beyond what albut a few of them know
or expect. They stil belong to the class of the self-powered.
Some of them have a lngerng memory of a motorzed adven
tre, but most ofthem have no personal experence of traveling
at or above the crtical speed. In the two typical Mexican state
of Guereo ad Chiapa, les tha one per cent of the popula
tion moved even once over ten mile in less tha one hour
dug 7. The vehicle into which pople in these ares are
sometime crowded render trc indeed more convenient, but
barely faster than the speed of a bicycle. The third-clas bus
doe not separate the farer from his pig, and it takes them
both to market without infictig ay loss of weight, but this
acquaintnc with motored .. comfort" doe not amount to
dependence on detrctive spe.
The order of magnitude in which the crtical threshold of
13
4
TOWARD A HISTORY OF NEEDS
speed can be found is too low to be taken serously by the
passenger, and too high to concer the peaant. It is so obvious
it cannot be esily seen. The proposal of a limit to speed within
this order of magnitude engenders stubbor opposition. It ex
pose the addiction of industrialized men to ever higher doses
of energy, while it aks those who are still sober to abstan from
something they have yet to taste.
To propose counterfoil research is not only a scanda, it is
also a threat. Simplicity threatens the exper, who supposedly
understands just why the commuter train runs at 8: 15 and 8:41
and why it must b better to use fuel with cerain additives.
That a politica proces could identify a natural dimension,
both inescapable and limited, is an idea that lie outside the
pasenger's world of verties. He has let repect for specialists
he does not even know tum into unthinking submission. If a
political resolution could be found for problems creted by
expers in the feld of trafc, then perhaps the same remedy
could be applied to problems of education, medicie, or ubai
zation. If the order of magnitude of trafc-optimal vehcular
velocities could be deterined by laymen actively paricipatig
in an ongoing political proces, then the foundation on whch
the framework of every indutrial society is built would be
shattered. To propose such reech is politicaly subversive. It
calls in quetion the overarching consensus on the need for
more transporation which now allows the proponents of publc
ownerhip to defne themselve a political adversares of the
proponents of prvate enterprse.
DEGREES OF SELF-POWERED MOBILIT
A century ago, the ball-bearing was invented. It reduce the
coefcient of friction by a factor of a thouand. By applying a
wel-calibrated ball-berng between two Neolithic millstone,
a man could now grind i a day what took his acestors a week.
The ball-bearng also made possible the bicycle, alowing the
wheel-probably the lat of the gret Neolithc ivention
fnally to become useful for self-powered mobility.
ENERGY AND EQUITY
1 35
Man, unaided by any tool, gets around quite efciently. He
care one gram of his weight over a kilometer in ten minutes
by expending 0. 75 calorie. Man on his feet is therodynami
cally more efcient than any motorized vehicle and most ani
mals. For his weight, he perfors more work in locomotion
than rats or oxen, less than horses or sturgeon. At this rate of
efciency man settled the world and made its history. At this
rate peasant societies spend les than 5 per cent and nomads less
tha 8 per cent of their respective social time budgets outside
the home or the encampment.
Man on a bicycle can go three or four times faster than the
pedestrian, but uses fve times les energy in the process. He
care one gram of his weight over a kilometer of fat road at
an expense of only 0. 1 5 calories. The bicycle is the perect
transducer to match man's metabolic energy to the impedance
of locomotion. Equipped with this tool, man outstrips the ef
ciency of not only all machines but al other animals as well.
The invention of the ball-berng, the tangent-spoked wheel,
and the pneumatic tire taken together can be compared to only
three other events in the history of transportation. The inven
tion of the wheel at the dawn of civiization took the load of
man's back and put it onto the barow. The invention and
siultaneous application, durng the European Middle Age, of
sti p, shoulder haress, and horsehoe increased the thermo
dynamic efciency of the horse by a factor of up to fve, and
chaged the economy of medieval Europe: it made frequent
plowing possible ad thus introduced rotation agrculture; it
brought more distant felds into the rech of the peasant, and
thus pertte ladowners to move from six-family hamlets
into one-hudre family village, where they could live around
the church, the square, the jail, and-later-the school; it al
lowed the cultivation of norher soils and shifed the center of
power into cold climate. The buildig of the frst ocengoing
vesels by the Portuguee in the fteenth century, under the
aegis of developing European capitalsm, laid the solid founda
tions for a globe-spanning culture and market.
The invention of the bal-bearng sigaled a fourth revolu
tion. This revolution was unlike that suppored by the stirrp,
136
TOWARD A HISTORY OF NEEDS
which raised the knight onto his horse, and unlke that, sup
por
ed by the galleon, which enlarged the horzon of the kng's
captains. The ball-beang signaled a tre crsis, a true political
choice. It created an option between more freedom in equity
ad more speed. The beng is an equally fundamental ingredi
ent of two new type of locomotion, repectively symbolize by
the bicycle and the car. The bicycle led man's auto-mobility
into a new order, beyond which progres is theoretically not
possible. In contrast, the accelerating individual capsule ena
bled societies to engage in a rtual of progressively paralyzing
speed.
The monopoly of a ritual application over a potentially usefl
device is nothing new. Thousands of yers ago, the wheel took
the load of the carer slave, but it did so only on the Eurasian
land mass. In Mexco, the wheel was well known, but never
applied to traspor. It sered exclusively for the construction
of carriage for toy gods. The taboo on wheelbarows in Aer
ica before Cores Gno more puzling than the taboo on bicycle
in modem trafc.
It is by no meas necessar that the invention of the ball
beang continue to serve the icreae of energy use ad
thereby produce time scarcity, space consumption, ad class
prvilege. If the new order of self-powered mobility ofered
by the bicycle were protected against devaluation, paralysis,
and rsk to the limbs of the rider, it would be possible to
guarantee optimal shaed mobility to all people and put an
end to the imposition of maximum prvilege and exploit
tion. It would be possible to control the patter of ubai
zation d the organization of space were constrained by the
power man ha to move through it.
Bicycle are not only therodynamically efcient, they are
also chep. With his much lower salary, the Chnee acquire
hs durable bicycle in a fraction of the working hours an Aer
c devotes to the puchae of his obsolescnt c. Te cost of
public utilitie neede to facilitate bicycle trafc verus the prc
of an infrastrcture tailored to hgh spees is proportonately
even les _tan the prc diferental of the vehcle used i the
two systems. In the bicycle system, engneered roads ae ne-
ENERGY AND EQUITY
\37
sary only at crtain points of dense trafc, and people who live
fa from the suraced path are not thereby automatically iso
lated a they would be if they depended on cars or trains. The
bicycle ha extended man's radius without shunting him onto
roads he cannot walk. Where he cannot rde his bike, he can
usualy push it.
The bicycle also use little space. Eighteen bikes ca be
parked in the place of one ca, thiry of them can move along
in the space devoured by a single automobile. It takes three
lanes of a given size to move +, people across a brdge in
one hour by using automated trains, four to move them on
buse, twelve to move them in their cars, and only two lane for
them to pedal across on bicycles. Of all thee vehicles, only the
bicycle really allows people to go from door to door without
walking. The cyclist can rech new destinations of his choice
without his tool creting new locations from which he is barred.
Bicycle let people move with greter speed without taking
up signcant amounts of scarce space, energy, or time. They
can spend fewer hours on ech mle and still travel more miles
in a year. They can get the beneft of technologcal break
throughs without putting undue claims on the schedules, en
ergy, or space of others: They bome maters of their own
movements without blocking those of their fellows. Their new
tool creates only those demands which it can also satisfy. Ever
increse in motorzed speed create new demands on space and
time. The use of the bicycle is self-limiting. It allows people to
create a new relationship between their life-space and their
lifetime, between their tertor ad the pulse of their being,
without detroying their inherted balance. The advantages of
mode self-powered trafc are obvious, and igored. Tat bet
ter trafc rns faster is asered, but never proved. Before they
ask pple to pay for it, those who propose acceleration should
tr to display the evidence for their claim.
A gsly contest between bicycles and motors is just coming
to an end. In Vietnam, a hyperindustralized ary tred to
conquer, but could not overcome, a people organized around
bicycle speed. The leson should be clear. High-energ arie
can annhilate people-both those they
defend and those
J8
TOWARD A HISTORY OF NEEDS
against whom they are launched-but they are of ver limite
use to a people which defends itelf. It remains to be seen if the
Vietnamese will apply what they leared in war to an economy
of peace, if they will be willing to protect the values that made
their victory possible. The dismal likelihood is that the victors,
for the sake of industral progress and increaed energy con
sumption, will tend to defeat themselves by destroying that
structure of equity, rationality, and autonomy into which
Aerican bombers forced them by deprving them of fels,
motors, and roads.
DOMINANT VERSUS SUBSIDIARY MOTORS
People are bor almost equally mobile. Their natural ability
speaks for the personal libery of each one to go wherever he
or she wants to go. Citiens of a society founde on the notion
of equity will demad the protection of this right agaist ay
abridgment. It should be irelevant to them by what mes the
exercise of personal mobility is denied, whether by iprson
ment, bondage to an etate, revocton of a paspor, or enclo
sure withi a environent that encroaches on a peron's na
tive ability to move in order to make him a consumer of
transpor. This inalienable rght of free movement doe not
lapse jut because most of our contemporae have strappe
themselve into ideological set belts. Man's natural capacity
for transit emerges as the only yardstick by whch to meure
the contrbution transport can make to trafc: there is ony s
much transport that trafc c bear. It remains to b outlied
how we ca distinguish those fors of transport that crpple the
power to move from those that enhance it.
Transporation can abridge trafc in thee ways: by breakg
its fow, by creting isolated sets of detinations, and by incre
ing the loss of time due to trafc. I have alredy argued that the
key to the relation between transport and trafc is the speed of
vehicle . . . Lhave described how, pat a cer threhold of
speed, trasport ha gone on to obstrct trafc in thee the
ENERCY AND EQUIT 139
ways. It blocks mobiity by cluttering up the environment with
vehicle and roads. It transfors geography into a pyramid of
circuits sealed of from one another according to levels of accel
eration. It exproprates life-time at the behest of speed.
beyond a crn threhold transpor obstrcts trafc,
te inverse is also tre: below some level of speed, motor
ized vehicles can complement or improve trfc by perit
ting people to do things they could not do on foot or on bi
cycle. A well-developed transportation system rnning at
top spee of 23 mph would have allowed Fi to chase Phil
e Fogg around the world in les than half of eighty days.
Motors c b used to transport the sick, the lame, the old,
and the just plain lay. Motor pulleys can lif people over
hils, but they can do so peacefully only if they do not push
the climber of the path. Trains ca extend the range of
travel, but c do so with justice only if people have not
only equal trasporation but equal fee time to come closer
to ech other. The time engaged in travel must be, as much
as possible, the traveler's own: only insofar a motorzed
transport remans limite to spees which leave it subsidia
to autonomou trasit c a trafc-optimal transporaton
system be developed.
A lmit on the power ad therefore on the speed of motors
doe not by itsel insure those who are weker against exploita
tion by the rch ad powerul, who can still devise mens to live
and work at better located addrese, travel with retinue in
plush carage, ad reserve a special lane for doctors and mem
bers of the cetra comtte. But at a sufciently lite ma
mum speed, this is a unaires which cn be reduced or even
corected by political mes: by grassroots control over taxe,
routes, vehicle, and thei schedules in the community. At un
lited top speed neither public ownership of the mens of
trasporation nor techncal improvement in their control can
ever eliminate gowing and unequal exploitation. A transpor
tion industr Hthe key to optimal production of trafc, but only
dit does not exercise it rdical monopoly over that personal
mobility which is intrically ad primariy a value in use.
140
TOWARD A HISTORY OF NEEDS
UNDEREQUIPMENT, OVERDEVELOPMENT,
AND MATURE TECHNOLOGY
The combination of transporation and transit that consti
tutes trafc has provided us with an example of socially optimal
per capita wattage and of the need for politically chosen limit
on it. But trafc can also be viewed as but one model for the
convergence of world-wide development goals, and as a crte
ron by which to distinguish those countrie that are lamely
underequipped from those that are detrctively overdustral
ized.
A country can be classifed as underequipped if it canot
outft each citizen with a bicycle or provide a fve-speed trans
mission a a bonus for anyone who wants to pa other
around. It is underequipped if it cannot provide good roads for
the cycle, or free motorzed public transportion (though at
bicycle speed!) for those who want to travel for more than a few
hours in succession. No tehnical, economic, or ecological rea
son exists why such backwardness should be tolerated any
where in 1975. It would be a scandal i the natura mobity of
a people were forced to stagnate on a pre-bicycle level against
:u will.
A country can be classifed as overindustra whe its
socia life is dominated by the transporation industry, which
ha come to deterine its clas prvilege, to accentute its time
scarcity, and to tie its people more tightly to the tracks it has
laid out for them.
Beyond underequipment and overndustralization, there is a
place for the world of postindustrial efectivenes, where the
industral mode of production complements other autonomous
fors of production. Tere is a place, in other words, for a
world of techologicl maturity. In ters of trafc, it is the
world of those who have tripled the extent of their diy horizon
by lifting themselve onto thei bicycle. It is just a much the
world marked by a variety of subsidiar motor available for the
occasions when a bicycle is not enough and when a extra push
ENERGY AND EQUITY 141
will limit neither equity nor freedom. And it is, too, the world
of the long voyage: a world where every place is open to every
person, at his ow pleure and speed,. without hate or fer, by
means of vehicle that cross distances without breking with the
erh which man walked for hundreds of thousands of yers on
his own two feet.
Undereuipment keeps people frstrated by inefcient labor
and invites the enslavement of man by man. Overindustrializa
tion enslaves people to the tools they worship, fattens profe
sional herachs on bits and on watts, and invite the translation
of unequal power into huge income diferentials. It impose the
same net transfers of power on the productive relations of ever
society, no matter what creed the maagers profes, no matter
what rai-dance, what penitential rtua they conduct. Techno
logical maturty perit a society to steer a course equally free
of either enslavement. But bewarethat coure is not chared.
Tehnologcal maturty perits a varety of politcal choice
ad culture. The varety dishe, of coure, a a communit
allows industr to grow at the cost of autonomous production.
Resoning alone c ofer no preise measure for the level of
postindustrial efeivenes ad techologcal matuity appro
prate to a cncrete society. It c only indicate in dimensional
te the rage into which thee tehnologicl characterstics
must fit. It must be lef to a historca community engaged in
its ow politcal proes to decide when programming, space
distorion, tme scacity, and inequality cee to be worth its
whie. Reoning c identif speed as the crtical factor in
trafc. Reoning combined with experimentation can identify
the order of magitude at which vehicula speed turs into a
sociopoliticl deterinant. No genius, no exper, no club of
elites can set limits to industrial outputs that will be politically
feible. The ne for such limit a a alterative to disater
is the strongest argument in favor of radical technology.
Ony when the speed limit of vehicles refet the enlightened
self-interet of a political community can thee limits become
operative. Obviously this interet ca ot even be expressed in
a society where one clas monopolize not only transporation
but communicaton, medicie, educaton, ad wepons a well.
1 42
TOWARD A HISTORY OF NEEDS
It does not matter if this power is held by legal owners or by
entrenched,managers of an industry that is legally owne by the
workers. This power must be reapproprated and submitted to
the sound judgment of the common man. The reconquest of
power starts with the recognition that exper kowledge blinds
the secretive bureucrat to the obvious way of dissolving the
energy crisis, just as it blinded
'
him to the obvious solution to
the war in Vietnam.
There are two roads from where we are . to technologcal
maturity: one is the road o
f
liberation from afuence; the other
is the road of liberation from dependence. Both roads have the
same destination: the social restrcturing of space that ofers to
each person the constantly renewed experence that the center
of the world is where he stands, walk, and live.
Liberation from afuence begins on the trafc islands where
the rich rn into one another. The well-sped are tossed from one
island to the next and are ofered but the company of fellow
passengers en route to somewhere else. This solitude of plenty
would begin to break down a the trafc islands gadually
expanded and people began to recover their native power to
move around the place where they lived. Thus, the impover
ished environment of the trafc island could embody the begin
nings of social reconstrction, and the people who now call
themselves rich would break with bondage to overefcient
transport on the day they came to treasure the horizon of their
trafc islands, now fully grown, and to dred frequent ship
ments from their homes.
Liberation from dependence stars at the other end. It brea
the constraints of vlage and vaey and leds beyond the bore
dom of narrow horzons and the stifing oppression of a world
closed in on itself To expand life beyond the radius of tradition
without scatering it to the wids of acceleration is a goal that
ay poor country could achieve within a few yeas, but it is a
goal that will be reche only by those who rejet the ofer of
unchecked industral development made in the name of an
ideology of indefite eergy consumption.
LiberatiQn
.
from the radical monopoly of the trasportion
industry is possible only through the institution of a political
ENERGY AND EQUITY 4J
proces that demystifes and disestablishe speed and limits
trafc-related public expenditure of money, time, and space to
the puruit of equal mutual acces. Such a process amounts to
public guardianship over a means of production to keep this
men from turng into a fetish for the majorty and an end
for the few. The political process, in tum, will never engage the
support of a vat majority unles its goals are set with reference
to a standard that c be publicly and operationally verifed.
The recognition of a socially critical threhold of the energy
quantum incororated i a commodity, such as a passenger
mile, provides such a standard. A society that tolerates the
transgresion of this threshold inevitably divers its reources
from the production of means that can be shared equitably and
transfors them into fuel for a sacrifcial fame that victimizes
the majorty. On the other hand, a society that limits the top
speed of its vehicles i accordance with this threshold fulflls a
nesary-though by no means a sufcient-ondition for the
political pursuit of equity.
Liberation which comes cheap to the poor will cost the rch
dear, but they will pay its prce once the acceleration of their
trnsportion systems grnds trafc to a halt. A concrete analy
sis of trafc betrays the trth underlying the energy crisis: the
impact of indutrally packaged quanta of energy on the social
envronment tends to be degrading, exhausting, and enslaving,
ad thee efects come into play even before those which
threten the polluton of the physical environment and the
extnction of the race. The crcial point at which these efects
cn be reversed is not, however, a matter of deuction, but of
deision.