FacebookTwitterGoogle+RedditEmail

Televising Death

When a plane carrying 239 people disappears and everyone is presumed dead, the world’s TV networks devote hours of coverage to the tragedy. Newspapers run long and detailed stories. Experts are interviewed to discuss probable causes and remedies. Government safety boards investigate and produce reports. There seems a genuine attempt to learn from what happened in order to prevent the same death and destruction from ever occurring again.

Contrast that to the reaction of death by automobile.

The latest year for which we have statistics (2010) 1,240,000 people died in vehicle crashes across the globe. That’s 3,397 people per day or 142 per hour. Vehicles kill more people every two hours of every single day than died in the Malaysian Airlines crash. And that’s only counting so-called accidents.

Hundreds of thousands more are felled by cancers and other ailments linked to automobile emissions. According to an MIT study, in the US alone 53,000 people die every year from illness attributed to automobile pollutants.

The greenhouse gases emitted by vehicles have also put millions at risk from diseases, disasters and droughts tied to climate disturbances. The Climate Vulnerability Monitor estimates that climate change is responsible for some 400,000 deaths per year, a number expected to hit one million by 2030.

But the deadliest feature of an automobile-dependent transportation system is the resulting sedentary lifestyle. The World Health Organization calculates physical inactivity is the fourth-leading risk factor for global mortality, causing an estimated 3.2 million deaths annually.

Researchers at St. Michael’s Hospital recently concluded that diabetes and obesity rates are up to 33 per cent higher in suburban areas of Toronto with poor “walkability”. Another study published in Diabetes Care found that new immigrants who moved to a neighborhood with poorly connected streets, low residential density and few stores close by were 50 percent more likely to develop diabetes than long-term residents of walkable areas.

The rise of the private car has greatly undermined active forms of transport. At the start of the 1900s the typical US resident walked three miles a day; today the average is less than a quarter mile. As a result, most adults fail to meet the minimum recommended levels of physical activity (30 min. of light activity five days a week).

The major reason for the reduction in walking is that the private car’s insatiable appetite for space has splintered the landscape. Distances between living spaces, work and commerce have simply become too far to make walking or biking practical.

But there is another reason people have stopped walking: Cars have made us lazy. The more we use them the more we cannot fathom traveling without them. One survey suggests the extent of psychological dependence is extreme. An average American is only willing to walk about a quarter mile and in some instances (such as errands) only 400 feet. Otherwise, the people private vehicles have created, lets call them Homo Automotivis, take the car.

The true extent of auto-dependence is revealed by drivers willing to wait five minutes for the closest parking spot to where they are going rather than park a block away and walk. The car has produced a state of mind where walking a few extra feet is a defeat.

It has also produced a paranoid state of mind, particularly among those caring for the young. A recent British study of four generations of eight-year-old children in Sheffield found a drastic decline in the average child’s freedom to roam. In 1926 an eight-year-old in the Thomas family was allowed to go six miles from his home unaccompanied, while today’s child, notes The Daily Mail, “is driven the few minutes to school, is taken by car to a safe place to ride his bike and can roam no more than 300 yards from home.”

Canadian children are much less likely to walk to school than their parents’ generation. According to Active Healthy Kids Canada, 58 per cent of today’s parents walked to school when they were young while only 28 per cent of their children do. Partly as a result, only 5 per cent of Canadian children get the recommended 60 minutes of physical activity a day.

Driving children to school is an outgrowth of the greater distances that have come with automotive focused urban planning. But it is not only children living far from school who aren’t walking. One US study found that 87 percent of students living within a mile of school walked in 1969 while today only a third make the same trek.

It is less that children cannot walk to school and more that Homo Automotivis parents, fearing for their children’s safety, prefer to drive them. The most commonly cited fear? Not bullying or kidnapping. The major reason cited by parents for restricting unaccompanied travel: traffic danger.

But when parents use cars to protect their children from other cars, it results in notoriously dangerous schoolyard pickup areas and the very justification for driving their kids to school: a deadly vicious circle.

How have we gotten ourselves into this auto-produced mess? More important, how do we escape?

A start might be taking death by car as seriously as we take plane crashes.

Yves Engler’s the author of Canada and Israel: building apartheid. His latest co-authored book is the New Commune-ist Manifesto — Workers of the World It Really is Time to Unite. For more information go towww.newcommuneist.com

More articles by:

Yves Engler’s latest book is ‪Canada in Africa: 300 years of Aid and Exploitation.

April 24, 2018
Carl Boggs
Russia and the War Party
William A. Cohn
Carnage Unleashed: the Pentagon and the AUMF
Nathan Kalman-Lamb
The Racist Culture of Canadian Hockey
María Julia Bertomeu
On Angers, Disgusts and Nauseas
Nick Pemberton
How To Buy A Seat In Congress 101
Ron Jacobs
Resisting the Military-Now More Than Ever
Sonali Kolhatkar
The Left, Syria and Fake News
Manuel E. Yepe
The Confirmation of Democracy in Cuba
Peter Montgomery
Christian Nationalism: Good for Politicians, Bad for America and the World
Ted Rall
Bad Drones
Jill Richardson
The Latest Attack on Food Stamps
Andrew Stewart
What Kind of Unionism is This?
Ellen Brown
Fox in the Hen House: Why Interest Rates Are Rising
April 23, 2018
Patrick Cockburn
In Middle East Wars It Pays to be Skeptical
Thomas Knapp
Just When You Thought “Russiagate” Couldn’t Get Any Sillier …
Gregory Barrett
The Moral Mask
Robert Hunziker
Chemical Madness!
David Swanson
Senator Tim Kaine’s Brief Run-In With the Law
Dave Lindorff
Starbucks Has a Racism Problem
Uri Avnery
The Great Day
Nyla Ali Khan
Girls Reduced to Being Repositories of Communal and Religious Identities in Kashmir
Ted Rall
Stop Letting Trump Distract You From Your Wants and Needs
Steve Klinger
The Cautionary Tale of Donald J. Trump
Kevin Zeese - Margaret Flowers
Conflict Over the Future of the Planet
Cesar Chelala
Gideon Levy: A Voice of Sanity from Israel
Weekend Edition
April 20, 2018
Friday - Sunday
Paul Street
Ruling Class Operatives Say the Darndest Things: On Devils Known and Not
Conn Hallinan
The Great Game Comes to Syria
Jeffrey St. Clair
Roaming Charges: Mother of War
Andrew Levine
“How Come?” Questions
Doug Noble
A Tale of Two Atrocities: Douma and Gaza
Kenneth Surin
The Blight of Ukania
Howard Lisnoff
How James Comey Became the Strange New Hero of the Liberals
William Blum
Anti-Empire Report: Unseen Persons
Lawrence Davidson
Missiles Over Damascus
Patrick Cockburn
The Plight of the Yazidi of Afrin
Pete Dolack
Fooled Again? Trump Trade Policy Elevates Corporate Power
Stan Cox
For Climate Mobilization, Look to 1960s Vietnam Before Turning to 1940s America
William Hawes
Global Weirding
Dan Glazebrook
World War is Still in the Cards
Nick Pemberton
In Defense of Cardi B: Beyond Bourgeois PC Culture
Ishmael Reed
Hollywood’s Last Days?
Peter Certo
There Was Nothing Humanitarian About Our Strikes on Syria
Dean Baker
China’s “Currency Devaluation Game”
Ann Garrison
Why Don’t We All Vote to Commit International Crimes?
LEJ Rachell
The Baddest Black Power Artist You Never Heard Of
FacebookTwitterGoogle+RedditEmail