Late Capitalism and the Ends of Sleep by Jonathan Crary: Sleep is a standing affront to capitalism

When hungry digital companies measure success in "eyeballs" is sleep the last remaining zone of dissidence, of anti-productivity and even of solidarity?

24/7: Late Capitalism and the Ends of Sleep
Jonathan Crary
Verso, 144pp, £9.99

When I close my laptop, it goes to sleep. It’s a curiously domestic metaphor but it also implies that sleep in humans and other animals is just a kind of low-power standby mode. (Do computers dream of electric sleep?) Last year, Apple announced a twist on this idea: a new feature for the Mac operating system called “Power Nap”. Using Power Nap, your computer can do important things even while asleep, receiving updates and performing backups.

The name Power Nap comes from the term describing the thrusting executive’s purported ability to catch a restorative forty winks in 20 minutes but the functioning of Apple’s feature symbolically implies a yet more ultra-modern and frankly inhuman aspiration: to be “productive” even while dozing. It is the uncanny technological embodiment of the dream most blatantly sold to us by those work-from-home scams online, which promise that you can “make money even while you sleep”.

Sleep, indeed, is a standing affront to capitalism. That is the argument of Jonathan Crary’s provocative and fascinating essay, which takes “24/7” as a spectral umbrella term for round-the-clock consumption and production in today’s world. The human power nap is a macho response to what Crary notes is the alarming shrinkage of sleep in modernity. “The average North American adult now sleeps approximately six and a half hours a night,” he observes, which is “an erosion from eight hours a generation ago” and “ten hours in the early 20th century”.

Back in 1996, Stanley Coren’s book Sleep Thieves blamed insufficient rest for industrial disasters such as the Chernobyl meltdown. Crary is worried about the encroachment on sleep because it represents one of the last remaining zones of dissidence, of anti-productivity and even of solidarity. Isn’t it quite disgusting that, as he notices, public benches are now deliberately engineered to prevent human beings from sleeping on them?

While Apple-branded machines that take working Power Naps are figured as a more efficient species of people, people themselves are increasingly represented as apparatuses to be acted on by machines. Take the popular internet parlance of getting “eyeballs”, which means reaching an audience. “The term ‘eyeballs’ for the site of control,” Crary writes, “repositions human vision as a motor activity that can be subjected to external direction or stimuli . . . The eye is dislodged from the realm of optics and made into an intermediary element of a circuit whose end result is always a motor response of the body to electronic solicitation.”

You can’t get more “eyeballs” if the people to whose brains the eyeballs are physically connected are asleep. Hence the interest – currently military; before long surely commercial, too – in removing our need for sleep with drugs or other modifications. Then we would be more like efficient machines, able to “interact” with (or labour among) electronic media all day and all night. (It is strange, once you think about it, that the phrase “He’s a machine” is now supposed to be a compliment in the sporting arena and the workplace.)

Crary’s denunciation of the 24/7 world’s saturation in web-enabled media results in some splendid formulations – such as when he argues that activists who organise on the internet “voluntarily kettle themselves in cyberspace, where state surveillance, sabotage and manipulation are far easier than in lived communities”.

It also tempts him into some portentous exaggeration. He claims, for instance, that “wireless technologies” have accomplished an “annihilation of the singularity of place and event”. (Radical thinkers often seem to take pleasure in noticing some putative extreme violence in cultural change.)

There is an unfortunate passage arguing that our age has universally dulled everyone’s faculties – except, implicitly, those of the percipient critic: “24/7 is part of an immense incapacitation of visual experience,” Crary declares. “The contingency and variability of the visible world are no longer accessible.” Really, to no one? What’s more, he writes: “Contrary to many claims, there is an ongoing diminution of mental and perceptual capabilities rather than their expansion or modulation.” To this sentence is appended no footnote offering evidence.

Despite such rhetorical surfeit, Crary’s book is, on the whole, a humane and bracingly splenetic counterblast, with a lot of interesting micro-theses along the way. (Forget the heavy breathing of the celebrants of gadgets and networks; according to Crary, “the most important techniques invented in the last 150 years” are “the various systems for the management and control of human beings”.)

Into the baleful realm of 24/7 he draws, too, the diagnostic inflation of the pharmaceutical industry (always “discovering” new mental disorders for which it solicitously offers new pills), the pseudo-mandatory self-fashioning of social media and what he sardonically calls “the absolute abdication of responsibility for living” represented by all those bestselling “bucket-list” books that instruct us on “the 1,000 movies to see before we die”.

For him, the antidote to all of that is sleep and also its cousin daydream or “reverie”. At the end of the book, Crary waxes poetic about this and laments that few people these days besides New Agers are interested in their dreams. Crary complains that films such as The Matrix portray societies of sleepers as inert and duped and so work as propaganda for 24/7. So, too, he argues, do films such as Inception, in portraying dreams as, in essence, like movies: in theory, commodifiable and “sharable”.

After finishing this book, I had a dystopian nightmare. One day, through clever magnetic stimulation of the brain, it might be possible to insert adverts into our dreams. You could even volunteer to have them interpolated into your sleeping life in exchange for money. (“My dream last night was sponsored by Facebook and Walkers Crisps.”) If that day ever comes, we won’t be safe anywhere – even in the arms of Morpheus.

Steven Poole’s most recent book is “You Aren’t What You Eat” (Union Books, £7.99)

Waking life: Francisco Goya's The Sleep of Reason Produces Monsters. Credit: Bibliotheque Nationale, Paris, France/Archives Charmet/The Bridgeman Art Library.

This article first appeared in the 15 July 2013 issue of the New Statesman, The New Machiavelli

Getty
Show Hide image

Air pollution: 5 steps to vanquishing an invisible killer

A new report looks at the economics of air pollution. 

110, 150, 520... These chilling statistics are the number of deaths attributable to particulate air pollution for the cities of Southampton, Nottingham and Birmingham in 2010 respectively. Or how about 40,000 - that is the total number of UK deaths per year that are attributable the combined effects of particulate matter (PM2.5) and Nitrogen Oxides (NOx).

This situation sucks, to say the very least. But while there are no dramatic images to stir up action, these deaths are preventable and we know their cause. Road traffic is the worst culprit. Traffic is responsible for 80 per cent of NOx on high pollution roads, with diesel engines contributing the bulk of the problem.

Now a new report by ResPublica has compiled a list of ways that city councils around the UK can help. The report argues that: “The onus is on cities to create plans that can meet the health and economic challenge within a short time-frame, and identify what they need from national government to do so.”

This is a diplomatic way of saying that current government action on the subject does not go far enough – and that cities must help prod them into gear. That includes poking holes in the government’s proposed plans for new “Clean Air Zones”.

Here are just five of the ways the report suggests letting the light in and the pollution out:

1. Clean up the draft Clean Air Zones framework

Last October, the government set out its draft plans for new Clean Air Zones in the UK’s five most polluted cities, Birmingham, Derby, Leeds, Nottingham and Southampton (excluding London - where other plans are afoot). These zones will charge “polluting” vehicles to enter and can be implemented with varying levels of intensity, with three options that include cars and one that does not.

But the report argues that there is still too much potential for polluters to play dirty with the rules. Car-charging zones must be mandatory for all cities that breach the current EU standards, the report argues (not just the suggested five). Otherwise national operators who own fleets of vehicles could simply relocate outdated buses or taxis to places where they don’t have to pay.  

Different vehicles should fall under the same rules, the report added. Otherwise, taking your car rather than the bus could suddenly seem like the cost-saving option.

2. Vouchers to vouch-safe the project’s success

The government is exploring a scrappage scheme for diesel cars, to help get the worst and oldest polluting vehicles off the road. But as the report points out, blanket scrappage could simply put a whole load of new fossil-fuel cars on the road.

Instead, ResPublica suggests using the revenue from the Clean Air Zone charges, plus hiked vehicle registration fees, to create “Pollution Reduction Vouchers”.

Low-income households with older cars, that would be liable to charging, could then use the vouchers to help secure alternative transport, buy a new and compliant car, or retrofit their existing vehicle with new technology.

3. Extend Vehicle Excise Duty

Vehicle Excise Duty is currently only tiered by how much CO2 pollution a car creates for the first year. After that it becomes a flat rate for all cars under £40,000. The report suggests changing this so that the most polluting vehicles for CO2, NOx and PM2.5 continue to pay higher rates throughout their life span.

For ClientEarth CEO James Thornton, changes to vehicle excise duty are key to moving people onto cleaner modes of transport: “We need a network of clean air zones to keep the most polluting diesel vehicles from the most polluted parts of our towns and cities and incentives such as a targeted scrappage scheme and changes to vehicle excise duty to move people onto cleaner modes of transport.”

4. Repurposed car parks

You would think city bosses would want less cars in the centre of town. But while less cars is good news for oxygen-breathers, it is bad news for city budgets reliant on parking charges. But using car parks to tap into new revenue from property development and joint ventures could help cities reverse this thinking.

5. Prioritise public awareness

Charge zones can be understandably unpopular. In 2008, a referendum in Manchester defeated the idea of congestion charging. So a big effort is needed to raise public awareness of the health crisis our roads have caused. Metro mayors should outline pollution plans in their manifestos, the report suggests. And cities can take advantage of their existing assets. For example in London there are plans to use electronics in the Underground to update travellers on the air pollution levels.

***

Change is already in the air. Southampton has used money from the Local Sustainable Travel Fund to run a successful messaging campaign. And in 2011 Nottingham City Council became the first city to implement a Workplace Parking levy – a scheme which has raised £35.3m to help extend its tram system, upgrade the station and purchase electric buses.

But many more “air necessities” are needed before we can forget about pollution’s worry and its strife.  

 

India Bourke is an environment writer and editorial assistant at the New Statesman.