Beginning just over a century ago, all this changed. Catholics and Protestants alike have now embraced a new ecclesiology based on the consumer model. Adam Graber tells us that this huge shift was sparked by the invention of the automobile: How Cars Created the Megachurch and put churchgoers in the driver's seat. As recently as the turn of the last century my great-grandparents, who lived in rural southeast Michigan, attended a Friends Church. Not because they were Quakers, but because it was nearest their farm and thus easily accessible. In their world a megachurch would have been an impossibility. If you couldn't walk or ride a horse or horse-drawn vehicle over unpaved country roads, you simply couldn't get there at all.
Now virtually every family has at least one automobile, and this reality has transformed, not only our cities, but also our churches. Here's Graber:
Cars have made distance less of a factor in our lives. For this reason, church goers can choose from a marketplace of churches. But in order to decide, they have to narrow down the options, and when they do, they (naturally) consider their personal preferences first. They’ll try on different churches and see what “fits.”
Pastors, in reaction, are today forced to account for these new dynamics of affinity. Because church shoppers are exploring their options, area pastors often respond by targeting “felt needs.” For pastors, attracting and retaining church goers often means preaching on the topics people are looking for.
The most important consequence of this trend is that the gathered church – as distinct from the church as corpus Christi, which is all-encompassing – has been reduced to a mere voluntary association of like-minded individuals who can join and quit, or come and go at their discretion. The church, like any other commodity in the marketplace, exists only to serve the needs of its individual members. In this respect John Locke's definition, scarcely deemed orthodox in seventeenth-century England, seems uncontroversial today: “A church, then, I take to be a voluntary society of men, joining themselves together of their own accord in order to the public worshipping of God in such manner as they judge acceptable to Him, and effectual to the salvation of their souls” (emphases mine). Note the contrast to the scriptural definition of church as the covenant community of those called by God into a living relationship with him.
The territorial parish cannot easily withstand this new ecclesiology. Near universal automobile ownership has made Christians in virtually every tradition into consumers of perceived spiritual goods. It is de rigueur these days to claim to be “spiritual but not religious,” because religion implies binding obligation within a larger authoritative community, while spirituality leaves the individual in control and need not entail a transformed life and redirected affections. Everyone becomes a seeker and churches are compelled to attract potential members by whatever means necessary. Why? Because no one has to show up, after all. They can easily drive past the nearest church building and find another congregation that better meets their subjective needs. Or they can simply stay home and sleep late. The net effect is that the institutional church has no more authority than its members are willing to grant it. In other words, it is one more voluntary association not essentially different from the local birdwatching society.
Now it is not quite right to blame the automobile as such for this defective ecclesiology. After all, it is our use of the automobile that lies ultimately at its origin. Yet no technology is neutral. The automobile has exacerbated the individualistic tendencies already at work in our culture, empowering individuals to treat even so central a community as the church as a mere extension of their personal tastes.
We cannot, of course, return to a pre-automotive past. That option is closed to us. However, what if every new church building were to forgo the ubiquitous parking lot in the interest of restoring a normative ecclesiology? Might it force the churches to reach out to their own neighbourhoods? Might it compel people to re-embrace the parish model, attending the church to which they can most easily walk? Or have the corroding powers of consumerism eliminated this as a viable possibility once and for all? Giving up our motorized vehicles will not happen any time soon, short of our oil wells finally running dry. In the meantime, we should do what we can to advance and support an ecclesiology less obviously dependent on the consumer model and more dependent on the grace of God in Christ.
David T. Koyzis teaches politics at Redeemer University College in Canada and is the author of Visões e Ilusões Politicas, the recently-published Brazilian edition of his award-winning Political Visions and Illusions.