Example of self-organizing system

Michael M Pannwitz mmpanne at boscop.org
Wed Mar 9 04:12:01 PST 2011


Slugs selforganize, I love it.
When in LA decades ago, one of the absurd things that happened around
HOV on the local freeways was placing a life-size dummy on the back seat.
In Berlin, I have seen self-organisation not driven by money or time
saved in traffic context during local public transportation
strikes...maybe it was "solidarity" or just the fun of doing something
to help people that were stranded for the lack of buses coming by...
Greetings from Berlin
mmp

On 08.03.2011 19:47, Jennifer Hurley wrote:
> The article below has a great example of a self-organizing system at work!
>
> Jennifer Hurley
> __________________________
> HURLEY~FRANKS & ASSOCIATES
> 1500 Walnut St STE 504 | Philadelphia, PA 19102
> p: 215-988-9440 | f: 215-988-9441 | c: 267-971-4598
> JLHurley at hfadesign.com | http://www.hfadesign.com
> Certified WDBE through PA UCP, City of Philadelphia OEO, and NJ UCP
>
> *_http://www.miller-mccune.com/culture-society/slugging-the-peoples-transit-28068/_**
>
> Slugging  The Peoples Transit
> *
> Workers who have come down from the surrounding high-rise offices begin
> to line up on a sidewalk in downtown Arlington, Va., across the Potomac
> from the nations capital, about 3:30 in the afternoon. They stand in a
> perfect queue, iPods and newspapers in hand, and they look, by all
> indications, like theyre waiting for the bus.
>
> Public transit never shows. But, eventually, a blue Chrysler Town &
> Country does. The woman behind the wheel rolls down her window and yells
> a kind of call-and-response.
>
> Horner Road?
>
> Horner Road? repeats the first woman in line.
>
> Horner Road!
>
> And two women get in the van, heading, presumably, for Horner Road.
> Several more cars pull up: a Ford Explorer, a Toyota Camry, a Saturn
> minivan. Each collects a pair of passengers and pulls out past the
> intersection for the on-ramp onto State Route 110, which leads three
> miles to the south, past the Pentagon and onto Interstate 395/95 and its
> glorious 28 miles of uninterrupted, controlled-access, high-occupancy
> vehicle lanes.
>
> The queue of cars eventually backs up around the corner, and the line of
> passengers on the sidewalk ebbs. In a few minutes, the balance shifts
> again. Within half an hour, nearly 50 cars will have come through,
> capped by a dusty Ford F-250 pickup truck.
>
> I dont care where we go, yells the driver. I just need two people!
>
> And off the three go toward the highway  and the suburbs  complete
> strangers, with not the least concern for personal safety, trying to
> shave 20 or 30 minutes, maybe more, off their afternoon trip home.
> Peo/ple are coo/perati/ng  to/ commute? says Marc Oliphant,
> underscoring the novelty of what is going on here. Its like the
> opposite of road rage!
>
> Oliphant has brought a dozen local and federal transportation officials
> to the sidewalk here to gawk at the commuters. No one would believe this
> sight unseen: People here have created their own transit system using
> their private cars. On 13 other corners, in Arlington and the District
> of Columbia, more strangers  Oliphant estimates about 10,000 of them
> every day  are doing the same thing: slugging.
>
> Their culture exists almost nowhere else. San Francisco has a similar
> casual-carpooling system, and theres a small one in Houston. But thats
> it. Evenin D.C., slugging exists along only one of the citys many
> arteries, I-95 and 395, where the nations first HOV lanes were
> completed in 1975.
>
> Every morning, these commuters meet in park-and-ride lots along the
> interstate in northern Virginia. They then ride, often in silence,
> without exchanging so much as first names, obeying rules of etiquette
> but having no formal organization. No money changes hands, although the
> motive is hardly altruistic. Each person benefits in pursuit of a
> selfish goal: For the passenger, its a free ride; for the driver, a
> pass to the HOV lane, and both get a faster trip than they would
> otherwise. Even society reaps rewards, as thousands of cars come off the
> highway.
>
> To me, marvels Oliphant, a facilities planner with the Navy, its an
> illustration of the ideal for government.
>
> Hes drawn to slugging as a creative vision that would begin to ease the
> eternal mess of urban gridlock. Society always reaches first for the
> infrastructure fix  the costly highway expansion, the new route for the
> metro rail. But what if government could just nudge more people to do
> what theyve done here, creating their own commuting cure within the
> existing system? Federal Highway Administration studies suggest that
> free-flowing traffic can be restored on a clogged highway simplyby
> removing 10 percent of its cars.
>
> To get more drivers into a self-sustaining casual carpool, though,
> officials would have to confront sluggings built-in complication.
> Theyd have to figure out how to stimulate slugging elsewhere without
> spoiling its defining feature: Government is not involved, or at least
> it looks not to be.
>
> Slugging  The PeoplesTransit from Miller-McCune on Vimeo.
>
> Oliphant, a trim and animated 30-year-old, spent six months on loan from
> the Navy last year thinking about just this question as a Federal
> Highway Administration transportation policy fellow. He began studying
> slugs three years earlier for a masters thesis at Virginia Tech.
> (Slugging is not most interesting for what it can teach about
> carpooling, he wrote, but rather for the trust among strangers it
> requires and its leaderless organization. Slugging is a contradiction
> to the everyday culture of America.)
>
> Whenever I meet someone new, all I have to do is ask about their
> commute, which Im often very interested in, he says. And I get an
> immediate emotional response. Especially for people in urban areas, its
> like this universal problem. No one likes how they get to work.
>
> Including him. He used to bike from his home in Virginia to his office
> at the Navy Yard in Southeast Washington. But last summer was even
> hotter than the usual D.C. steam bath, and his new office had no shower.
> His wife tried dropping him off by car (20 minutes door to door), with a
> return trip home at night by metro (1 hour, 10 minutes door to door). On
> mornings when Oliphant uses public transit, he gets on a bus about a
> block from his house, rides to the local metro stop, takes a subway into
> the city, transfers once, then walks 10 minutes on the other end to his
> office. In more than an hour, he covers about six miles.
>
>
> The benefits of slugging: For the passenger, it's a free ride; for the
> driver, a pass to the HOV lane, and both get a faster trip than they
> would otherwise. (Monica Lopossay)
>
> But a driver who hops on the HOV from Horner Road, 23 miles south of the
> city, can cover that distance in about 30 minutes.
>
> The way the entire transportation system in this country is set up is
> to support people traveling by their own car, he says. So parking is
> subsidized. The incentive with lots of different laws and programs is to
> drive as much as possible.
>
> In America, he says, cars have become an extension of houses. Most
> people would no sooner think to let a stranger into the back seat than
> they would let the same stranger into their living rooms. Americans
> drive cars everywhere because gas relatively cheap (half what it costs
> in Europe), because only 6 percent of the interstate highway system
> requires tolls, because insurance rates are unrelated to how many miles
> people drive. We pay for the land we live on, but we expect the parking
> spot out front to come free of charge. The federal government has lately
> encouraged drivers with tax breaks to buy, variously: a new car, a
> hybrid or clean-diesel vehicle, a truck or SUV weighing more than 6,000
> pounds, or any upgrade from a clunker. Then, regardless of what we
> drive, the IRS invites lucrative tax deductions forwork travel, now at
> 50 cents a mile.
>
> Go ahead, all the signs (and car ads) seem to suggest: Buy your own car
>  and ride in it alone!
>
> I think your average Joe or Jane who doesnt know anything about
> transportation thinks things are the way they are because thats what
> society wants, Oliphant says glumly. And thats not really the case.
>
> What if, instead of one bus with a capacity of 50 that came along every
> 30 minutes, five cars came along every few minutes, each with a capacity
> to carry five people? Looked at broadly, /Ol/iphant says, slugging is a
> kind of public transit, because public subsidies pay to pave and
> restrict the HOV lanes on which slugging relies.
>
> What the people using HOV lanes really want, apparently, is not to enjoy
> their own company in a stylish and spacious single-occupancy vehicle.
> People who become slugs just want to get to work and home to dinner as
> painlessly as possible.
>
> In late July, Oliphant organized a symposium on slugging ina conference
> room of the Arlington County Commuter Services office. The topic had
> been, until now, a fringe curiosity, largely ignored by local officials
> and transportation academics. The few paying attention had never talked
> to each other, but the meeting drew three dozen people: a local
> politician, a researcher from the University of Maryland, officials from
> the district and staffers from the Virginia Department of Transportation
> and the Federal Highway Administration.
>
> Oliphant introduced them all to David LeBlanc, a retired Army officer
> best described as a folk hero to the slugging community.
>
> This guy has basically been running a small public transit system for
> the last 10 years! Oliphant said, making LeBlanc blush. He is
> frequently in the awkward position of/exp/laining that he doesnt lead
> the slugs. Slugs organize themselves.
>
> When LeBlanc moved to the area in the mid-1990s, slugging was already
> entrenched. It was born alongside the I-395 HOV in the 1970s. According
> to the slugs creation story, drivers quickly realized they could get
> people in their cars and qualify for the new lanes by poaching waiting
> passengers from bus stops. Bitter bus drivers are credited with coining
> the term slug, originally a derogatory reference that has been amiably
> reappropriated.
>
> The first organized slug line is thought to have formed in the parking
> lot of Bobs Big Boy restaurant, now a Shoneys, in Springfield, Va. Its
> destination  as with most early slug lines  was the largest single
> employment center in the country: the Pentagon. There are 25,000 people
> who work there, and the site is a hub for two underground Metro lines
> and exponentially more bus routes.
>
> LeBlanc moved to town from Missouri, where he drove four minutes to work
> each morning and parked in a spot right out front. A friend in
> Washington warned him. He said one of the biggest issues in D.C. is
> where youre going to live and how youre going to commute, LeBlanc
> says. A lot of people, they try to figure out the commute first.
>
> The friend suggested slugging. LeBlanc balked at the idea. For several
> weeks, he rode the bus 25 miles from Woodbridge, catching it each
> morning in the same commuter lot where strangers were hopping into each
> others cars. Oliphant often wonders about what pushes people into that
> position for the first time.
>
> For LeBlanc, it was a morning in the winter of 1996.
>
> The light bulb went off, he says. Here I am standing in the rain, in
> February, its really cold, Im waiting for a mode of transportation
> thats going to get me to work slower and cost me money. And I could
> just walk across the street, and maybe that would get me to work faster,
> easier. Let me just try it this one time; give it a try.
>
> Of course, he never went back. Cars in the HOV lane regularly travel
> above the speed limit through a corridor where the average speed during
> congestion is 14 miles an hour. Once youve been in that lane, your
> whole quality of life changes.
>
> LeBlanc slugged to the Pentagon for months, using the subway to hop two
> stops north to his office in Rosslyn. Eventually, he learned there was a
> slug line there, too. Up to that time, the slugging culture had
> sustained itself for 20 years entirely by word of mouth. You could only
> learn about the system from people inside it, and even after you joined
> a particular slug line, you might not know about others.
>
> LeBlanc decided slugs needed a book, one that would identify all the
> lines and the unwritten rules for how to use them. In 199/9, he
> self-published 1,000 copies of Slugging: The Commu/ting Alternative for
> Washington, D.C. (Today, a collectible signed copy sells on Amazon for
> $88.65.) I wrote this book, he explains in an introduction, because I
> dont want others to have to learn about slugging the way I did 
> through the school of hard knocks. But he put his book out of business
> with its corresponding website.
>
> A decade later, slug-lines.com is the hiveof community wisdom. LeBlanc
> posts a code of etiquette, and the denizenshave their message boards
> where they swap tales of all who violate it. The rules are intricate, if
> unenforceable: Passengers dont speak unless spoken to; no talk of
> religion, politics or sex; no cell phones, no money offered, no smoking;
> no asking to change the radio station or to adjust the thermostat; and
> never, ever leave a female slug waiting in line alone. Also frowned upon
> is something called body snatching  cruising a parking lot for
> passengers to avoid waiting in the orderly first-come, first-served car
> queue. And, it should go without saying, no one wants to watch you put
> on your makeup or eat your Egg McMuffin.
>
> One of the more curious slugging behaviors does not appear on LeBlancs
> list: Most cars pull up to a slug line and, regardless of its length,
> pick up two passengers  and only two.
>
> Jim Cech, who also attendedthe symposium, gets agitated about the
> Pentagon parking lot. He pulls out a legal notepad and begins to sketch
> a diagram: Here are the bus bays, the parking spots, the police
> directing traffic. There are also eight slugging queues at the Pentagon,
> heading to more than 15 destinations. The scene is chaotic and not, as
> Cech fumes, as efficient as it could be.
>
> Single points of failure drive me crazy, he says.
>
> To improve the slugging situation at the Pentagon, last year Cech
> started a side business in his basement. He has been driving slugs for
> nearly 20 years and figured he could shave a few more minutes off his
> commute with a sign mounted to the roof of his car, instantly
> communicating his destination. Currently, each driver must negotiate out
> the window with each potential passenger to find the right match. Cechs
> business, RUGoingMyWay, would eliminate those interactions.
>
> He found a company in China to produce his acrylic signs, another in
> Canada to make the roof-mount magnets, an outlet in Florida to print the
> stickers, and a webmaster in India to host his site.
>
> Its become an international business, he jokes, all designed to help
> me get to work faster!
>
> Cechs labor, like LeBlancs, speaks to a key element of the system:
> Absent any real organization, slugging thrives on the compulsion of
> individuals who are extremely interested in finding small efficiencies.
> This is, not coincidentally, what Cech also does by day as an
> engineering consultant working on naval radars. (Like LeBlanc, he is
> also retired military.)
>
> My day job is trying to eke out seconds and miles and bytes, he says
> from his office near the Navy Yard. In order for the system Im working
> on to be more effective, the radars got to search quicker, the
> missiles got to fly straighter, the time to solve the solution has got
> to go quicker, the data rate has got to be more efficient. The errors
> have got to be reduced. Its the same kind of thing, trying to address a
> systems problem.
>
> He explains that slugs are, above all, motivated by time saved, not
> money pocketed  and certainly not by any regard for the environment. A
> Prius is a rare sight pulling into a slug line. Those ostensibly
> eco-conscious drivers dont need slugs to reach a three-person HOV
> threshold; hybrid owners in Virginia are eligible for a special
> clean-fuel license plate that gives them a free pass into the HOV.
>
> Lots of people will pay money for the gas, theyll pay the money for
> the tolls, Cech says. Some of them will even pay to risk the HOV as a
> single-occupancy vehicle. The first infraction costs $150, and it
> quickly escalates to $1,000. The thing you cant buy, Cech says, is
> time.
>
> He concedes that hes not likely to recoup in minutes saved in the
> Pentagon parking lot all the hours he has invested in his basement
> business. He took on the project after retiring as the president of his
> homeowners association. RUGoingMyWay has become, in place of that
> responsibility, something of a personal challenge.
>
> Cechs understanding of the psychology of slugging mirrors one of the
> startling findings of Oliphants thesis. Oliphant surveyed 284
> participants and asked them, among other things, what they liked least
> about slugging. Only 31 people mentioned riding with strangers. In the
> three-decade history of the activity, there has not been a single known
> incidence of violence or crime. When safety was cited as a concern,
> slugs worried about safe drivers, not personal attacks.
>
> The homogeneity of Washingtons work force may play a role in this
> casual acceptance of strangers in cars. With so many federal employees
> and military personnel, people here even look alike, sporting uniform
> haircuts, black briefcases and government IDs. If youre a government
> employee or in the military, youre taught the group, not
> individualism, suggests Donald Vankleeck, a civilian on his way to
> Bolling Air Force Base one morning in September at 80 miles an hour. So
> its nothing to get in a strangers car. You may have been all over the
> world serving with people whose first names you never knew.
>
> Where apprehension does exist, Cech recasts it in oddly bureaucratic
> terms: Its not fear for safety; its fear for time, he says. Are you
> going to be held hostage to someone elses agenda by riding with them?
>
> What if a driver swings by the Dunkin Donuts drive-through before
> getting on the highway?
>
> The casual-carpooling system that thrives across the country in San
> Francisco betrays any notion that slugging could exist only in
> Washington. The Bay Area network grew up in similarly organic fashion in
> the 1970s, although more as a response to public transit service
> disruptions and rising gas prices.
>
> Today, slugging exists on the HOV corridor on Interstate 80 between the
> East Bay and, across the Bay Bridge, San Francisco. In addition to time
> savings, commuters scored an additional advantage: Most cars crossing
> the Bay Bridge westbound into the city paid a $4 toll. Carpools passed
> through for free  until last summer.
>
> On July 1, the Metropolitan Transportation Commission changed the toll
> structure in a way that dramatically disrupted the local slugging
> ecosystem. Now, everyone must pay a toll to cross the Bay Bridge.
> Three-person carpools owe $2.50, which must be paid through an
> electronic transponder usable only in the HOV lane. Everyone else pays a
> variable rate  $6 per car during rush hour and $4 during the off-peak
> times. Carpools without the transponder must stop and pay the full rate,
> in cash, at a toll booth.
>
> Despite the fact we had all this messaging  we were trying to talk
> about it for months leading up to July 1  people still just didnt get
> it, says Susan Heinrich, the commissions rideshare and bicycling
> coordinator. Local news stations filmed bewildered drivers pulling into
> the wrong toll lanes and trying to back out of them, then waving cash at
> automated transponders.
>
> Back in the East Bay commuter lots, where casual carpools form each
> morning, more confusion ensued. The new tolls still give carpools
> crossing the bridge a financial incentive, but the existence of any toll
> at all where once none existed has dislodged a central tenet of
> slugging: No money changes hands. Without tolls, slugging is a perfectly
> equal exchange between riders and drivers.
>
> Since July 1, the discussion board at ridenow.org  the West Coast
> equivalent of David LeBlancs cyberhub  has been dominated by hundreds
> of comments on the topic of who pays for the toll. Should passengers
> each offer up a dollar? Does the burden lie with the driver or the rider
> to broach the issue? Should drivers who expect a donation advertise that
> in a window sign? The debate has thrust the whole premise of slugging
> into question: Who, after all, is providing the service here?
>
> Certainly the contentiousness that exists here on the discussion board
> must carry over into our carpools in the morning, one commenter
> laments. This is not good for the community.
>
> We dont know exactly how all of this is going to play out yet,
> Heinrich says. Transit officials did know, however, that one month after
> the tolls implementation, carpooling was down 26 percent on all area
> bridges. Heinrich suspects that the community will eventually settle
> into a détente, with the driver paying the toll. Drivers still earn a
> discount thanks to the added bodies. And, most important, they still
> reap the time savings on the HOV.
>
> The toll crisis, however, highlights the delicate balance of interests
> essential for a slugging ecosystem to exist  and why this activity
> thrives in so few places. In Oliphants view, HOV-4  that is, a
> requirement that a car have four occupants to drive in the
> high-occupancy vehicle lane  doesnt work, but HOV-3 does. HOV-3 lends
> a sense of security in numbers that HOV-2 never could. The lanes,
> preferably separated by physical barrier from the rest of traffic, must
> be long enough for time savings to accrue. The fines for violating them
> must be steep enough to force compliance. Parallel public transit must
> exist as a reliable backup. And employment nodes must be situated just
> so, creating dense, communal urban epicenters that draw workers from
> across suburbia.
>
> Back on the East Coast, Gabriel Ortiz, the transportation demand
> management coordinator for Alexandria, has been trying to do what no
> municipal official has done in the areas slugging history  create a
> slug line from scratch, artificially. Washingtons slug lines have
> expanded over the years, always in response to the demand of the
> community and with the initiative of some of its members.
>
> But slugs have never had a government body create a new line for them,
> and the proposition entails both logistical and philosophical dilemmas.
> LeBlanc, whom Ortiz enlisted as a consultant to the project, warned that
> he would have to achieve just the right balance of drivers and
> passengers in the experiments first phase to make the new line stick.
> Downtown Alexandria isnt located immediately off the HOV, as
> destinations in Arlington and the district are. So Ortiz was toying with
> the idea of temporary perks, maybe Starbucks gift cards, to incentivize
> people where sluggings natural conditions dont already exist.
>
> Once a slug himself, Ortiz knew hed also have to contend with the
> communitys deep distaste for meddling. Many slugs told Oliphant that
> they thought any type of intervention  the very idea Oliphant is
> devoted to encouraging in urban areas outside Washington  would ruin
> the system. (Cech points out that there is an irony here, or perhaps
> just a depressing commentary on the state of government competence: Many
> of the slugging proponents who abhor government involvement work, well,
> for the government.)
>
> Slugging is its own thing, and I dont want to have a heavy hand in
> saying Heres City Hall doing this! Ortiz says. We want to keep
> things kind of low-key.
>
> Chris Hamilton, the Arlington County Commuter Services bureau chief,
> understands this better than anyone. Sitting in the 11th-floor office
> where he hosted Oliphants symposium two months earlier, he confesses
> that Arlington has been quietly funding LeBlancs website with an annual
> $10,000 grant. For 10 years. The site doesnt disclose the connection,
> and Hamilton seldom does.
>
> Its not public knowledge because we dont want people to know; it
> works fine the way it is  that people think its just this little
> slugging community, he says. The slugging community has always had
> that idea about themselves, that this is their own thing, and theyve
> created it, and they dont need anybody else to muck it up.
>
> The $10,000 is not much in Arlingtons $8 million commuter services
> budget. A model for urban smart growth atop a public transit corridor,
> the city has 50 people who work in this office trying to prod residents
> and commuters into alternative transportation. The city promotes the
> Metro, carpooling, bike lanes and walkable development.
>
> Some officials continue to harbor the suspicion that slugging siphons
> riders  and fares  from public transit (and not from single-occupancy
> vehicles). But Hamilton says he doesnt care how people get to the city,
> as long as they dont drive. He also shakes off the suggestion that a
> city takes on legal liability the moment it encourages people to ride in
> cars with strangers. If the city also promotes buses and bike lines, and
> someone is injured using those, is Arlington at fault?
>
> Slugging is kind of like a dream come true for someone like Chris
> Hamilton, Oliphant says. His job is to give people information, to
> basically convince them to do anything other than drive their own car.
> This is like a miracle to him, because he has to spend all this time and
> energy going, Heres the bus, heres how you do it! In slugging,
> people are lining up on their own to do it; you dont have to do a thing.
>
> Oliphant always chuckles at slugs insistence that government stay out
> of the way. The whole system wouldnt work if it werent for a crucial
> official outlay: If law enforcement didnt police the HOV lanes, there
> would be no incentive for scofflaws to stay out of it, and no time
> savings for the carpoolers who go so far out of their way to get in.
>
> Government is also responsible for the free, sprawling park-and-ride
> lots that dot the I-95 corridor, several of which have flyovers directly
> onto the HOV. Government is, of course, also responsible for designating
> the carpool lanes. In short, it has had a hand in creating every element
> of infrastructure that gives rise to slugging in the first place. At the
> Pentagon and in Arlington, officials have even put up signs for each
> slug-line destination (Horner Road, Tacketts Mill).
>
> There are more creative ways to generate beneficial behaviors than the
> direct heavy-handed ways, Oliphant says. I see it as: Give people lots
> of choices, subsidize the beneficial ones and tax the non-beneficial ones.
>
> This idea resonates increasingly as the funding for heavy-handed
> transportation solutions  road expansions, for example  dries up, and
> as the available space to construct them in dense urban areas
> disappears. Transportation officials could work with what they have,
> identifying more HOVs, or converting existing HOV-2s into HOV-3s. They
> could open more carpool lots in collar counties and build rain shelters
> to accommodate waiting carpool passengers in the city.
>
> The district is now contemplating this last option in a bid to relocate
> slugs off of 14th Street, a congested north-south thoroughfare through
> the city (this, after an outbreak of moving violations incurred the
> wrath of the slug community). District officials have now smartly
> offered to solicit community input through LeBlancs website and have
> held several meetings with the slugs.
>
> Ten, 11 years ago when I first got involved, nobody from government
> would even talk to you about it, LeBlanc says. The dynamics have
> changed a lot over the years.
>
> Heinrich and Susan Shaheen, a transportation researcher at the
> University of California, Berkeley, suspect the change has a lot to do
> with new technology. With the ubiquity of smart phones, real-time
> ridesharing  a close cousin of the casual carpool  suddenly has much
> greater appeal to transportation officials and academics. Theoretically,
> a driver with a GPS application could spot passengers standing on any
> street corner in the city.
>
> Several companies are already deploying pilot programs, although the
> arrival of proprietary smart phone technology brings an added
> complication. Firms are testing micro-payments between driver and
> passenger (some of which companies would skim for profit), criminal
> background checks and reward systems.
>
> But all of those ideas make slugging appear that much more elegant in
> its simplicity. The system is location-based, not data-driven. You dont
> have to tell anyone a thing about yourself  only where youre heading.
> And ultimately, personal goals align with the group dynamic in a rare
> exception to the principle that we often pursue our own interests at the
> expense of someone elses (or at the expense of society or the environment).
>
> Its like anarchy or chaos, but it actually works, Oliphant says,
> road-te/sting the catchphrase that might carry this idea els/e/where.
> It actually works!/ * *
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