Lost Connections by Hari Johnson

Depression and anxiety are growing problems in the West. The model of depression as a chemical imbalance in the brain is breaking down, and antidepressants are ineffective. (I’m not suggesting you should stop taking antidepressants. Even if they are not working out for you, discuss it with your physician first.) Where do we turn to find relief?

 Johann Hari considers this problem in his book Lost Connections. Hari was a long-time sufferer of depression and taker of ever-increasing doses of antidepressants. He was happy with the model that depression was a chemical imbalance that was beyond his control and a pill could fix it. The problem was that a pill didn’t fix it; he was still depressed.

 First, it isn’t all in your head—or even in your chemistry. Though there is a physiological, and even hereditary, aspect to depression that can make some more susceptible, depression is triggered by our experience and social environments. Depression is a symptom of problems in your life. To Hari, depression is essentially a social disease and it requires social treatments.

 Though Hari does not claim to have completely uncovered the causes of depression, he outlines several that are supported by research. He describes them all as types of disconnection.

 For example, many are disconnected from meaningful work. They have no sense of control over their work. There is no connection between effort and reward, and the work can be humiliating drudgery. In addition, work has become much less secure; many have no idea if they’ll have work next week or even tomorrow.

 Related to this is disconnection from status. Research of primates suggests that depression is an expression of low status intended to protect apes from the abuse of their neighbors. In highly stratified cultures, like the United States, stress is higher than in cultures with more status equality. Low status people are under constant stress, and high status people experience extreme stress when their status is challenged.

 Most of all, we are disconnected from other people. We are less likely than ever to belong to a church, club, civic group, professional organization, sports league or similar structure of getting together with other face-to-face, bonding over common interests and building relationships. Neighborhoods are no longer communities; they’re just clusters of homes.

 Though it is more challenging than taking a pill, the solution to depression is to reconnect in those areas where we have become disconnected. It is especially important to reconnect to other people. If you want to feel better, do something to make someone else’s life better.

 The difficulty is that it is hard to get better on your own. Fortunately, if you’re willing to take a step, there are things you can do. On the bigger scale, we need cultural reform that supports personal relationships, meaningful values, meaningful work, empathy, hope and time in natural settings. There is no money to be made in prescribing a community garden, a book club or a job where one is treated with respect, so the money will probably continue to pour into drugs (whether they work or not), until we demand—and start to create for ourselves—something better.

 If you’re interested in this book, you may also be interested in

The Beethoven Factor by Paul Pearsall

Change Your Brain Change Your Body by Daniel G. Amen

The Last Self-Help Book You'll Ever Need by Paul Pearsall

The Relaxation Response by Herbert Benson with Miriam Z. Klipper

Switch on Your Brain by Caroline Leaf

Suggestible You by Erik Vance

Timeless Healing by Herbert Benson with Marg Stark

Vital Friends by Tom Rath

 Hari, Johan. Lost Connections: Uncovering the Real Causes of Depression—and the Unexpected Solutions. New York: Bloomsbury, 2018.

The Big Roads by Earl Swift

Swift, Earl.  The Big Roads: The Untold Story of the Engineers, Visionaries, and Trailblazers Who Created the American Superhighways.  Boston: Houghton Mifflin Harcourt, 2011.

The American interstate system is often thought to be a product of the Eisenhower administration.  It’s named for him.  However, the nearly 47,000 miles of interstate were conceived largely before Eisenhower’s presidency.  Even as he observed the Army’s 62-day, cross-country convoy of 1919, engineers were laying the political and technical foundations of national highways.  Earl Swift tells this longer history of the interstates in The Big Roads.

When Americans began calling for better roads, the typical road was mud.  The loudest calls for better roads at the beginning of the 20^th Century were cyclists, especially the colorful Carl Fisher.  Fisher’s most famous work is the Indianapolis Speedway, where a popular 500-mile race continues to be run.  His promotion of the Lincoln Highway, the first coast-to-coast highway (at least on paper), provided an important antecedent to the interstates.

The Lincoln Highway Association operated on a system that informed later highway development.  Rather than build a huge new highway, it selected existing roads for improvement, joining them together in a highway.  New roads were built only if necessary.  The association, a private organization that raised private funds for road improvement and route promotion, was a model for later systems in another way.  The Lincoln Highway was built and improved in pieces by a number of local and state agencies.  The association provided a route, coordination, promotion, encouragement, and sometimes funding, but the road improvements were mostly local works.

Thomas MacDonald, an Iowa highway engineer, was using a similar model as he worked for that state.  He worked with city and county road departments to coordinate improvements leading to a statewide system of decent roads.  When he became director of the Office of Public Roads, he brought this model to the federal highway program, institutionalizing it in the Federal Aid system that began in 1916.

Of course, the U.S. highways that developed under this system were not like modern interstates.  They were open to anyone along them.  In rural areas, they might have been and often still are long ribbons of pavement crossed by the occasional farm road.  In cities, they became crowded with business, especially restaurants and gas stations, that slowed traffic to a crawl.  This problems gave rise to the concept of a limited-access highway, first proposed by Benton MacKaye, the conservationist who conceived the Appalachian Trail.

MacDonald and his engineers began working the concept.  His office produced a report, authored primarily by Hubert Sinclair Fairbanks, that laid out most of the current interstate system in 1938.  Fairbanks supported that idea that better roads might solve problems related to slums and blight in cities.  The recommendations of this report and a follow-up commission were largely implemented in law in 1944, when the term “interstate” first appeared in legislation.

The plans for an interstate system languished during World War II and the years immediately following.  Eisenhower comes into the picture at this time because he strongly supported funding for the interstate system.

Highway engineers saw themselves as providing a good and giving the people what they wanted.  Along the way, as Fairbanks suggested, they could clean up the cities.  As they began to implement their plans in earnest, opposition arose.

Swift gives particular attention to two interstate opponents.  Critic Lewis Mumford provided the intellectual and philosophical foundation for the Freeway Revolt.  Joe Wiles, a black professional and veteran, organized opposition to Interstate 70 in Baltimore which resulted in changes to the plan and help unite the white and black communities in that city.  The federal and state governments began to take seriously the possibility that interstates could have a negative impact on the communities near them

The intestate system, finally completed in the 1990s, is the largest public works project in history.  Now that it is built, it needs to be maintained.  It will be expensive: $225 billion a year for the next 50 years to keep it in good shape.  That is more than twice what we’re spending.  In addition, improved fuel efficiency and reduced driving prompted by the economic downturn has reduced gas tax revenues for the Highway Trust Fund.  In the near future, we may need to find new ways to pay for maintaining our transportation marvel.

If you’re interested in this book, you may also be interested in

The Brooklyn Bridge by Judith St. George

Canals and Their Architecture by Robert Harris

Dreams of Iron and Steel by Deborah Cadbury

The Great Bridge by David McCollough

On the Mainlines by William B. Claycomb

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