Friendship in the Greek tradition, in the Roman tradition, in the old tradition, was always viewed as the highest point which virtue can reach. Virtu… - Ivan Illich

L'Américain moyen consacre plus de mille six cents heures par an à sa voiture. Il y est assis, qu'elle soit en marche ou à l'arrêt ; il la gare ou cherche à le faire ; il travaille pour payer le premier versement comptant ou les traites mensuelles, l'essence, les péages, l'assurance, les impôts et les contraventions. De ses seize heures de veille chaque jour, il en donne quatre à sa voiture, qu'il l'utilise ou qu'il gagne les moyens de le faire. Ce chiffre ne comprend même pas le temps absorbé par des activités secondaires imposées par la circulation : le temps passé à l'hôpital, au tribunal ou au garage, le temps passé à étudier la publicité automobile ou à recueillir des conseils pour acheter la prochaine fois une meilleure bagnole.

The habitual passenger cannot grasp the folly of traffic based overwhelmingly on transport. His inherited perceptions of space and time and of personal pace have been industrially deformed. He has lost the power to conceive of himself outside the passenger role. Addicted to being carried along, he has lost control over the physical, social, and psychic powers that reside in man's feet. The passenger has come to identify territory with the untouchable landscape through which he is rushed. He has become impotent to establish his domain, mark it with his imprint, and assert his sovereignty over it. He has lost confidence 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 immobile. The habitual passenger must adopt a new set of beliefs and expectations if he is to feel secure in the strange world where both liaisons and loneliness are products of conveyance. To "gather" for him means to be brought together by vehicles. He comes to believe that political power grows out of the capacity of a transportation system, and in its absence is the result of access to the television screen. He takes freedom of movement to be the same as one's claim on propulsion. He believes that the level of democratic process correlates to the power of transportation and communications systems. He has lost faith in the political power of the feet and of the tongue. As a result, what he wants is not more liberty as a citizen but better service as a client. He does not insist on his freedom to move and to speak to people but on his claim to be shipped and to be informed by media. He wants a better product rather than freedom from servitude to it. It is vital that he come to see that the acceleration he demands is self-defeating, and that it must result in a further decline of equity, leisure, and autonomy.

"Certain tools are destructive no matter who owns them, whether it be the Mafia, stockholders, a foreign company, the state,
or even a workers' commune. Networks of multilane highways, long. range, wide-band-width transmitters, strip mines, or
compulsory school systems are such tools. Destructive tools must inevitably increase regimentation, dependence,
exploitation, or impotence, and rob not only the rich but also the poor of conviviality, which is the primary treasure in many
so-called "underdeveloped" areas."