Car dependency

Even if you don’t want to walk, wheel or ride, you should care because less driving helps everyone, including other drivers, who benefit from reduced traffic.

As a result of this over-investment in car road-building, Australia has the smallest number of walking trips of 15 comparable countries across Western Europe and North America.

Cycling rates are equally dismal.

Globally, the United Nations recommends nations spend 20% of their transport budgets on walking and cycling infrastructure.

Countries like France, Scotland, the Netherlands, Denmark, Sweden and the largest cities in China invest between 10% and 20%.

These places were not always known for walking and cycling – it took sustained redirecting of investment from roads to walking and cycling.

Meanwhile, many Australians are dependent on cars because they have no other choice in terms of transport options. 

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Greenfield sites are not the solution for housing affordability, even if it’s an easier political sell than increasing density in existing neighborhoods. Housing needs to work for nondrivers, whether that’s people like me who can’t drive, people who can’t afford to drive, young people or older adults (on average, Americans will spend the last seven to 10 years of their lives being unable to drive). When driving isn't an option for so many people, building more car-dependent communities isn't a solution.

When I see advertisements for greenfield developments, especially ones that are built with “new urbanist” ideals, I think back to my year in North Carolina. Southern Village wasn’t just an exurban housing development: The “Village” featured a town square with an organic grocery store, a small gym, and even a restaurant or two. But it definitely wasn’t possible to get everything you needed without leaving, and leaving meant navigating the highway.

For people who can drive, being able to reduce their driving trips because there’s a cute coffee shop nearby might feel great, but for people who can’t drive like me, places like Southern Village feel more like a desert island than the intended suburban paradise. Without enough transit, and often with only a highway shoulder connecting the development with all the other places a person might need to go, these places necessarily exclude people who are physically or financially unable to drive. Because, sometimes, you need more than a coffee shop or a cute grocery store.

On November 15, 2021, President Joe Biden signed the bipartisan Infrastructure Investment and Jobs Act (IIJA) into law. The IIJA included a five-year transportation authorization for U.S. Department of Transportation (USDOT) programs, plus a standalone infrastructure law representing the largest-ever infusion ($643 billion over five years) of federal funding for surface transportation, including highways, roads, and bridges. The White House hailed the IIJA as “a once-in-a-generation investment in our nation’s infrastructure and competitiveness,” along with making lofty promises that it would “repair and rebuild our roads and bridges with a focus on climate change mitigation, resilience, equity, and safety for all users.”

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Of the $54.2 billion in National Highway Performance Program funds analyzed in this report, 42 percent of funding has been obligated to projects that expand road capacity and only 36 percent has gone to highway resurfacing projects. In the $35.6 billion analyzed from the Surface Transportation Block Grant—the most flexible formula program that allows states to fund almost any type of transportation project that advances their priorities—23 percent of funds have been spent on expanding roadways, but only 7 percent on projects to make walking and biking safer or more viable options. At the current rate, state DOTs’ usage of federal funds means we will end up falling short of meeting the $435 billion road maintenance deficit that was used to justify the IIJA’s pricetag at passage.

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Investments in emissions reducing strategies, like transit, active transportation, system efficiency, and electrification are not nearly large enough to offset increased emissions from induced driving. Based on analyzed obligations in this dataset, only 35.3 millon cumulative tonnes of CO2e emissions will be decreased compared to baseline levels through 2040. Taking the emissions producing and emissions reducing impact of IIJA project investments altogether, the IIJA will cumulatively increase emissions by a net 42.2 million metric tonnes of CO2e greenhouse gases over baseline levels through 2040.

With about half of the IIJA’s funding remaining, if states continue spending these infrastructure dollars in ways that prioritize expansion over maintenance, safety, improving access to opportunity, or providing other options for travel, there will be dire consequences for the climate.

Unless these patterns change, we extrapolate that states’ federal formula-funded investments made over the course of the IIJA could cumulatively increase emissions by nearly 190 million metric tonnes of emissions over baseline levels through 2040 from added driving. This is the emission equivalent of 500 natural gas-fired power plants or nearly 50 coal-fired power plants running for a year.

This is a gem:

The more widespread fast vehicles are within a society, the more time—beyond a certain point—people will spend and lose on travel. It’s a mathematical fact.

The reason? We’ve just seen it: The cities and towns have been broken up into endless highway suburbs, for that was the only way to avoid traffic congestion in residential centers. But the underside of this solution is obvious: ultimately people can’t get around conveniently because they are far away from everything. To make room for the cars, distances have increased. People live far from their work, far from school, far from the supermarket—which then requires a second car so the shopping can be done and the children driven to school. Outings? Out of the question. Friends? There are the neighbors… and that’s it. In the final analysis, the car wastes more time than it saves and creates more distance than it overcomes. Of course, you can get yourself to work doing 60 mph, but that’s because you live 30 miles from your job and are willing to give half an hour to the last 6 miles. To sum it all up: “A good part of each day’s work goes to pay for the travel necessary to get to work.” (Ivan Illich).

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So, the jig is up? No, but the alternative to the car will have to be comprehensive. For in order for people to be able to give up their cars, it won’t be enough to offer them more comfortable mass transportation. They will have to be able to do without transportation altogether because they’ll feel at home in their neighborhoods, their community, their human-sized cities, and they will take pleasure in walking from work to home-on foot, or if need be by bicycle. No means of fast transportation and escape will ever compensate for the vexation of living in an uninhabitable city in which no one feels at home or the irritation of only going into the city to work or, on the other hand, to be alone and sleep.

“People,” writes Illich, “will break the chains of overpowering transportation when they come once again to love as their own territory their own particular beat, and to dread getting too far away from it.” But in order to love “one’s territory” it must first of all be made livable, and not trafficable. The neighborhood or community must once again become a microcosm shaped by and for all human activities, where people can work, live, relax, learn, communicate, and knock about, and which they manage together as the place of their life in common. When someone asked him how people would spend their time after the revolution, when capitalist wastefulness had been done away with, Marcuse answered, “We will tear down the big cities and build new ones. That will keep us busy for a while.”

“Car dependency has a threshold effect – using a car just sometimes increases life satisfaction but if you have to drive much more than this people start reporting lower levels of happiness,” said Rababe Saadaoui, an urban planning expert at Arizona State University and lead author of the study. “Extreme car dependence comes at a cost, to the point that the downsides outweigh the benefits.”

The new research, conducted via a survey of a representative group of people across the US, analyzed people’s responses to questions about driving habits and life satisfaction and sought to find the link between the two via a statistical model that factored in other variables of general contentment, such as income, family situation, race and disability.

The results were “surprising”, Saadaoui said, and could be the result of a number of negative impacts of driving, such as the stress of continually navigating roads and traffic, the loss of physical activity from not walking anywhere, a reduced engagement with other people and the growing financial burden of owning and maintaining a vehicle.

“Some people drive a lot and feel fine with it but others feel a real burden,” she said. “The study doesn’t call for people to completely stop using cars but the solution could be in finding a balance. For many people driving isn’t a choice, so diversifying choices is important.”

In countless conversations about everything from municipal budget priorities to the design of interstate bridge replacement projects, I hear engineers and planners emphasize how they plan to “prioritize all modes.”

Widening a highway and adding sidewalks and a bike lane? That’s “Prioritizing All Modes.” Adding “intelligent signals” that will try to maximize vehicle throughput and reduce delays (for drivers): “Prioritizing All Modes.” Building a pedestrian bridge over a highway and adding benches and art? Definitely “Prioritizing All Modes.”

It is not possible to prioritize everyone.

Every decision has tradeoffs, and it’s clear who those choices prioritize when you consider the comfort, ease and safety of different users. When it’s faster, easier, safer and more comfortable to get somewhere by driving, it’s driving that we are prioritizing.

Very few elected leaders are willing to say they want to slow down car travel and make transit more convenient than driving. Yet unless we have leaders who are willing to do this, cars will continue to kill too many.

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We need to be building communities where it’s possible for more people to travel by car less far, less fast, less often. When it is necessary to travel farther, we need to make driving a less convenient option than riding transit.

This approach is very explicitly not “Prioritizing All Modes.” It is prioritizing the movement of people outside of vehicles over the movement of people in vehicles. It is prioritizing the movement of transit over the movement of cars.

I think that’s the world my parents envisioned for me as I grew up. I could just ask them for rides. As I got older, I could ask my friends, and then I’d get married and get rides from my spouse.

If you ask anyone who’s had to rely on favors to get where they need to go, it gets old, fast. In Washington State, our Legislature funded a study about the mobility of nondrivers and the researchers were surprised to find that while relying on rides was a major source of mobility for nondrivers, the emotional burden of asking for those rides was a significant deterrent, especially for women, low-income and disabled people.

When we insist on visibility as nondrivers, our presence demands a reckoning of the costs and moral efficacy of car dependency. Rather than being ashamed about our disabilities or the lack of resources that prevents us from driving, we should be proud of our status as nondrivers. Instead of a future of congested drive-thrus, oceans of parking lots and freeway-ramp spaghetti nests, our existence tips the scales in favor of communities designed in ways that work better and are healthier for all of us. 

In the first of many papers expected from the study, the researchers found that, a year after the ultra-low emissions zone took effect, 2 out of every 5 London students in the study had switched from “passive” to “active” ways of getting to school. So instead of being chauffeured to school by their parents, the students started walking, biking, scootering, or taking public transit. On the other hand, in Luton, which acted as a control group, 1 in 5 made the same switch to modes that got them up and active, but an equal proportion switched to passive travel. But in London’s ultra-low emissions zone, shifting to driving was rare.

The implications of getting kids active, even if it’s just for their pre-class commute, are intuitive but important.

“Walking and biking and scootering to school is better for the child, better for the family, and better for the environment,” said Alison Macpherson, an epidemiologist at York University in Toronto who researches ways to protect and promote the health and safety of children. (She was not involved in the London study.)

“It’s a great way for children to start their day,” she said. “You can imagine just being thrown in a car and thrown out of a car is not the most calming way.” Walking or biking to school, on the other hand, can be calming and conducive to concentration, Macpherson said, potentially even improving academic performance. But perhaps most importantly, at a time when an epidemic of childhood obesity is on the rise worldwide, walking or wheeling to and from school can get kids more active.

Most climate advocates have, I think rightfully, moved away from anything that is focused on this type of personal sacrifice. Land use changes mistakenly get lumped in with this strain of environmentalism. People think that we are going to have to force people to live in places they don’t want to live and that will be unpopular.

The reality is the opposite. We are currently forcing many Americans to live in auto-dependent, low-density places where they don’t want to live. Many of these folks would choose to live in walkable, urban neighborhoods if they could. This dynamic is most easily seen in the long history of surveys that ask Americans if they would rather live in a smaller home that is in a walkable neighborhood close to amenities and jobs or a larger home where you have to drive to get to those same things. While it’s true that a majority of Americans pick the bigger home, a large minority, 42% in Pew Research’s 2023 survey, choose the smaller home near amenities. The problem is that, today, very little of the US fits the preferences of that 42%.

In Smart Growth America’s 2023 Foot Traffic Ahead report, only 1.2% of neighborhoods in the 35 largest metropolitan areas met these criteria. This huge disparity in supply and demand has also contributed to big price premiums for more compact walkable neighborhoods. Many millions of Americans want to choose the smaller home that is close to things, but single-family zoning, large lot-size requirements, and a thicket of other regulations severely limit our ability to build new walkable neighborhoods and also make it hard to add homes in these existing neighborhoods. To get more climate-friendly land use patterns, we don’t need to force people against their will: we just need to remove those limitations so the 40% of Americans who are locked out of these neighborhoods can live where they want. 

Part 1 here. Parts 3 and 4 still to come, apparently.