Everybody's Autonomy

I've now delayed my post on Aramis for so long that I'm beginning to feel like the RATP. (Rim shot!)

Anyway, I doubt that I can do justice to such a strange and provocative book in one entry, so I will just offer some scattered comments, and we can go on from there. First, I want to do a little ad hoc taxonomy of its structure, which Latour actually makes pretty easy: certainly the differentiation between sections and subsections is much clearer than any of the divisions within the Aramis project itself. To wit, the elements of Aramis (the text) are:

1. the tale of Norbert (a sociologist and obvious stand-in for Latour, possibly named for Norbert Wiener) and the narrator (a young engineer doing an internship);
2. interviews with engineers and administrators involved in various stages of the Aramis project;
3. documents pertaining to the case;
4. speculative interludes on the nature of technological projects, many of them explicating or applying concepts that crop up in other ANT literature;
5. prosopopoeiae written in the voice of Aramis, the unfinished train line, itself (and occasionally other entities as well)

To make my life a little simpler I'm not going to deal with (4) or (5) at all right now, even though those are some of the richer passages in the text, and may be some of the most interesting to return to once we get into Harman and speculative realism. Please feel free to adduce some of those passages in your response: it's not at all that I'm not interested in them, it's just that I feel they are marked off as properly separate from the "story" of Aramis, which is what I want to start with.

Towards the end of the book, Norbert says:

I'd actually like to do a book in which there's no metalanguage, no master language, where you wouldn't know which is the strongest, the sociological theory or the documents or the interviews or the literature or the fiction, where all these genres and regimes would be at the same level, each one interpreting the others without anybody being able to say which is judging what. (298)

Is Aramis that book? I'm not sure that it is, completely. Certainly the narrative passages aspire to that state, and Latour brilliantly realizes it by making extended use of the dialogue form in the conversations between Norbert and the unnamed engineer. (I know Latour doesn't like this word, but the look is truly, and literally, "dialectical.") And as Norbert never tires of pointing out, the explanations offered by the various interviewees are very nearly as sophisticated and convincing as any of those advanced by the sociologists, making the text as a whole a true contest between "genres and regimes … each one interpreting the others." (Of course this is what Actor Network Theory would claim is always going on; it's just that usually Latour doesn't sacrifice the "friendly tour guide" persona of his first person voice. This movement into dialogism makes for a much more disturbing, chaotic text.) But in the speculative passages (4), he pushes back against these tendencies, marshaling all of the conceptual forces of ANT against the actors — which is why these sections, though full of great insights and formulations in themselves, ultimately don't seem so convincing as a "refined sociology" of Aramis.

But perhaps that's the point. In one way, Aramis is yet another handbook, yet another methodological tract, like Science in Action or Reassembling the Social. Yet instead of showing how perfectly ANT (or science studies or refined sociology or whatever Latour wants to call his method) accounts for the phenomena it's supposed to account for, Aramis takes the somewhat perverse tack of showing how confused the sociologist can get by his objects. Ultimately this is the moral of the book: one must love research, which entails loving its cul de sacs, breakdowns, and unexpected branchings as much as its eureka moments and positive successes. This is the error the actors make, that Norbert chides them for in his big Hercule Poirot speech in the epilogue:
“Oh, you do love science! … But you still don’t love research. Its uncertainties, its whirlwinds, its mixed character, its setbacks, its negotiations, its compromises — you turn all that over to politicians, journalists, union leaders, sociologists, writers, and literary critics: to me and people like me. Research, for you, is the tub of the Danaides: it’s discussion leading nowhere, it’s a dancer in a tutu, it’s democracy. But technological research is the exact opposite of science, the exact opposite of technology.” (291)

A great moment, one that actually moved me a little (I have a thing about research). And one that connects in a pleasing way to the two other themes in Aramis that I wanted to mention: utopia and autonomy.

One interesting motif in the book is the frequent allusion to 60s utopianism, often by the interviewees: e.g., M. Liévin: “‘It was fashionable at the time — Personal Rapid Transit, PRT. Everyone was excited about it … around the sixties. The Kennedy era. Private cars were on the way out — that’s what everyone was saying’” (15); or, later, M. Henne: “‘Before 1975, there was a period of innovation — new cities, all sorts of wild gimmicks. After 1975, it was all over; security was the only thing that counted…’” (47); or M. Cohen: “‘It’s also a question of the times, you know. I have trouble imagining an industrialist today who’d say, ‘We don’t have a medium-distance ultrasound link-up? Okay, let’s go for it — we’ll invent one. There’s no motor on the market? Never mind, we’ll develop one.’ And it was all like that. Today, everybody sticks to his own job. People don’t take so many risks’” (54); or M. Girard: “‘I went back upstream, as it were, back to the somewhat utopian thinking of the 1960s … we need something like cars that join together, trains that split apart’” (136); or M. Coquelot: “‘It’s a project from the culture of the Sixties, transporting people in a private Escape instead of in public conveyances… Now, obviously, we’re culturally out of phase…’” (155). In Latour's multi-layered allegory, one thing Aramis seems to stand for is the intellectual confidence, even arrogance, of France in the 1960s — a theme that is echoed, in another key, by Norbert's frequent references to figures like Sartre, Foucault, and Lévi-Strauss. What's so interesting about this nostalgic theme, however, is that it shows how 60s utopianism — which one often associates with an anti-technological stance, like the one Norbert attributes to Habermas on page 280 — in fact pervaded the sphere of technology and engineering itself.

This qualifies in an interesting way what some people have seen as Latour's technocratism, his own "love of technology," which is suspect to many intellectuals (chiefly Heideggerians, but not only them). Because what Latour loves above all is the technology that could exist, and the social interactions that (can) help to bring it about. He's not an apologist for the neoliberal order or the effects that technological culture has had, but he does insist on the reality of the networks that science and technology have created, and the possibility of using them to different ends than the ones they are currently used for. From this standpoint, he looks like quite a utopian thinker himself. And while Norbert, like Latour, is reluctant to attribute the failure of Aramis to leviathan-sized macro-actors ("Are you going to accuse the social system? Capitalism? Napoleonic France? Sinful man, while you’re at it?," 197), there is more than a tinge of pathos in the fact that an innovation that would have helped solve ecological as well as transportational problems was scuttled by technocratic management. And while many of the explanations given by the actors are as good as any a sociologist could come up with, some are a lot less enlightened — e.g. M. Chalvan: “‘Cars belong to individuals; everyone looks out for them. But Aramis would have been collective property. The first time anything went wrong, people would have blown the whole thing up’” (71): a rare appearance of straight-up ideology in Latour’s work. [Cf. also "The Fear of Mob Rule" in "Do You Believe In Reality?"]
Which brings me to the second question, the question of autonomy. This is not a concept that I would normally associate with Latour, given that his network ontology seems to make the question of autonomy not even really worth asking: if everything — human and nonhuman — is constantly negotiating with everything else, as Irreductions would have us think, then in what sense could autonomy even matter? If human minds aren't privileged, if Kant was wrong, then autonomy is pretty much a non-issue, right? But Aramis proves to be (among many other things, of course) a sustained meditation on autonomy, although it gets in through the weird allegorical back door (or "hidden staircase," as Norbert likes to say) of the operation of the Aramis cars themselves.

From quite early on, we are encouraged to think of the Aramis system as akin to the networks that Latour, in his other work, sees everywhere: M. Soulas, president of the RATP, says: “‘It wasn’t a line like a subway, but more like a bloodstream: it was supposed to irrigate, like veins and arteries. Obviously the idea doesn’t make sense if the system becomes a linear circuit — that is, if it ceases to be a network’” (9). But one of the big questions becomes, how does one keep the elements circulating within this network from destroying one another other, or the passengers they carry? The enormous technological difficulties of programming the cars to be autonomous and ensuring that the system is fail-safe is one of the major challenges faced by the Aramis team: “‘The big challenge with Aramis is that the cars are autonomous; they don’t touch each other, yet they work together as if they were part of a train. They have nonmaterial couplings — nothing but calculations. So you can imagine how autonomous they are. Every car has to know who it is…’” (54) Everyone has to know who they are, and where others are; they don't touch each other, yet they work together as if they were part of a greater whole. This is the social, as Latour sees it, and autonomy turns out to be a more important concept for it than I had previously thought. In one of the book's wilder passages, he transposes this concern for autonomy into a theological register in another odd prosopopeia, a dialogue between a Catholic priest and someone named "Lamoureux" who compares the Aramis cars to Leibnizian monads: “…they’ll be connected by a vinculum substantiale. Nothing material will link them together to keep them on the right path. They’ll have to make independent decisions, check themselves, connect and disconnect, in conformity with the laws of the world system to be sure, but freely, without touching each other and without being the slaves of any automated mechanisms…’” (63-64)

But it isn't Latour alone imposing this anthropomorphic autonomy on Aramis: the actors themselves do it constantly as well. The social scientists who conduct a study of the project's public image conclude that “Aramis has to be perceived as the prelude to a new philosophy of transportation, addressed to responsible adults” (186). [One might argue that it's the autonomy of the riders that's in question here, but as in other areas of social life, one has to grant the autonomy of others — in this case, train cars — as well as maintaining and asserting one's own.] The engineers in charge of Phase 3B describe the fixed sectors of traditional guided-transportation systems as being “‘like a cop who takes away all the flexibility from trains and subways in exchange for a considerable margin of security'" and “‘MATRA comes up with a radical solution … It involves doing without the sacrosanct fixed sectors, in exchange for increased intelligence on the part of the cars’” (208, my emphasis). Maybe Latour owes more to la pensée '68 than we thought! The great social struggles of the (long) 60s, the quests for civil liberties and freedom from police surveillance and oppression, are recapitulated in the attempt to imagine a true transportation network, one that requires a radical — and perhaps impossible — degree of intelligence and autonomy on the part of its constituent actors.

I'll leave it here, having barely scratched the surface of this marvelous, hilarious, frustrating, unpredictable book. I welcome your thoughts, whether or not they're a direct response to what I've written here. Let's see if we can link up and act as a train.