who owns whom, exactly? By STEVE RANDALL LARRY ELY, ROB CROWNER and REBECCA FRICKE The contemporary world is one of restless mobilities, radically morphing physical landscapes, baroque technologies, new forms of governance and subjectivity, and onerous inequalities. The automo- bile provides vivid insight into all five phenomena as well as into their relationship. - "The U.S. Car Colossus and the Production of Inequality," by Catherine Lutz, American Ethnologist, (2014) AMHERST - In their famous com- munity study of Muncie, Indiana, culture during both the Roaring Twenties and the 1930s depression, Robert and Hellen Lynd document- ed the emotional and economic dependence of Americans on the automobile. Indeed, in all but three of the deepest depression years, car ownership continued to rise. "I'll go without food before I'll see us go without the car," one working-class woman told the Lynds. In good times and bad, car desire has only intensi- fied ever since. Food versus the car highlights the paradox of our capitalist society with its incessant need to accumu- late capital through ever-expanding transformations of infrastructure (cell phones, software, big boxes) 1 consumerism, derivatives, outsourc- ing and other tricks of the trade. Profitable industries restrain wages (if possible) while stimulating desire a contradiction. Restraint and desire do not mix easily. If wages are high on one side of this equa- tion, profits must be regained on the consumption side by creating new, higher-priced necessities like auto- mobiles, Working people often find that their wage gains are lost at the point of consumption. What has this obsession with cars meant for society and for the pects for action to prevent climate change? For society, Catherine Lutz argues that automobiles have paradoxically imposed both mobility and immobil- ity on everyone. No car means little or no mobility, rich and poor alike - but with significantly contrasting consequences depending on class status. Driving is not a matter of discretionary spending. It's a matter of necessity (like food), even for fam- ilies using food stamps and driving sparkling 8UVs. How often has it been said that "we work in order to pay for a car, and we pay for a car so that we can work?" Owning a car plays a pervasive role in social status and income inequality in our culture. So do the declining real minimum wage, regressive tax policies, deregulation, the decline of unions and the global- ization and financialization of the economy - but car ownership plays a special too, particularly as a form of compUlsory consumption. It may seem like liberation, but it is also enslavement. Lutz elaborates on three reasons why car ownership contributes to the financial stress that low-income and minimum-wage households, espe- cially, must be burdened with. First, there is the high initial and ongoing cost of buying and maintain- ing a car. Auto pricing is high and low-income families with poor credit often resort to predatory interest loans such as those from JD Byrid- er, a used car chain often located in low-income urban areas. On average low-income families pay more for insurance and repairs and are often stuck with high maintenance older vehicles now more expensive with removal from the market by pro- grams like Cash for Clunkers. Second, car ownership is especial- ly risky for low-income families. Cars are increasingly sophisticated tech- nologically; not subject to do-it-your- self maintenance. They are subject to costly crash damage, liabilities, repossession and job loss should they be required for work - leading to cascading difficulties such as loss of health insurance. Third, the state regulation of automobility imposes heavy fees, fines and taxes on car users - dis- proportionally on the poor, given the greater likelihood that they will drive without insurance, registration or equipment in regulation shape. They may be unable to pay parking and traffic violations. For the environment, capitalism's accumulation imperative continually transforms infrastructures, leads to new necessities such as cars and raises the cost of living. Trapped by this unceasing contradiction between workers as consumers and consumers as workers, it is nearly impossible to stop releasing C02 and prevent climate change. The monopoly powers of global corporations now determine the balance between household income and costs - wherein the car is like a powerful tool forged by a giant myopic, one-eyed Cyclops. In classi- cal mythology Cyclopes are Titans, master craftsmen, that Zeus (read capital) releases from the dark pit of Tartarus in order to be provided with his thunderbolts. Cars are powerful tools - seemingly enabling limitless mobility. But they come with dangers not easily confined again to Tartarus. Auto dependence now pervades every aspect of our daily lives. Change will require titanic political will, arousing oppositional animos- ities from those for whom autos appear more as liberation than entrapment. The car Cyclops has forged a class society in which wealth-divided life chances have subverted common action to resolve social and environ- mental problems - even as acceler- ating climate change now threatens increasingly severe droughts, floods, tornadoes, hurricanes, mass extinc- tions, loss of biodiversity, Hon of agriculture, food shortages and population displacement Steve R.andall) Larry Ely) Rob Crowner and Rebecca Fricke are writers for PVRP (pvrelocal@gmail. com). PVRP writes this monthly column to explain why we must change our collective lifestyle to avert climate catastrophe.