Published by Elsevier

Paywalled, unfortunately. Overview from the Guardian here.

Planning and transportation policies aim to promote wellbeing and people’s quality of life. One policy implication of our study that stems from the negative association between high levels of car dependence and life satisfaction involves promoting multimodality. One of our measures of objective car dependence (i.e., the share of car trips out of out-of-home trips) captures to some extent multimodality. The results indicate that using a car for more than 50 % of the time in a typical week, which indicates low levels of multimodality, is associated with a decrease in life satisfaction. Thus, planners and policymakers should continue to implement diverse transportation systems that integrate
alternative modes of travel such as biking, transit, ride-sharing, and micro-mobilities. Our results do not necessarily warrant the conclusion that there is a need for a complete shift away from car use; cars undoubtedly offer numerous benefits, especially given the characteristics of the U.S. transportation infrastructure and travel behaviors of American adults. Instead, our research implies the importance of travel mode diversity, which would facilitate mobility based on needs and preferences therefore reducing car dependence and mitigating its potential negative effects on life satisfaction.

Land use changes are also key strategies that would help reduce car dependence and its negative externalities on wellbeing. While many travel by car because of their positive attitudes toward this mode of transportation, not all Americans drive because of a true choice or personal preference. Some are car-dependent due to land use patterns that favor car-based mobility, which may have negative implications on life satisfaction. Policies that may address this issue include compact development patterns, transit-oriented developments, car-free neighborhoods, and mixed-used urban environments.

Wow. This is mindblowing.

For some transgender people, hormone replacement therapy (HRT) is “an ontological necessity for a livable life” (Fondén, 2020, p. 29). Some trans people engage in do-it-yourself (DIY) HRT (aka “DIYers”) because of care barriers, including medication costs, difficulty accessing healthcare providers, and mistrust in professionalized medical systems. Although DIY HRT is often framed as highly risky, we analyzed in-depth interviews with 36 U.S. DIYers to understand how they themselves perceived their goals, challenges, and risk mitigation using the Liberatory Harm Reduction and lay expertise frameworks. Participants emphasized experiences of transphobia within medical spaces. In contrast, participants characterized DIY HRT as a community-driven, accessible, and empowering practice. Through self-organized online forums and mutual aid, DIYers constructed adaptive health-promoting practices that challenge biomedical conceptualizations of risk and affirm trans agency.

The use of cars in cities has many negative impacts, including pollution, noise and the use of space. Yet, detecting factors that reduce the use of cars is a serious challenge, particularly across different regions. Here, we model the use of various modes of transport in a city by aggregating Active mobility (A), Public Transport (B) and Cars (C), expressing the modal share of a city by its ABC triplet. Data for nearly 800 cities across 61 countries is used to model car use and its relationship with city size and income. Our findings suggest that with longer distances and the congestion experienced in large cities, Active mobility and journeys by Car are less frequent, but Public Transport is more prominent. Further, income is strongly related to the use of cars. Results show that a city with twice the income has 37% more journeys by Car. Yet, there are significant differences across regions. For cities in Asia, Public Transport contributes to a substantial share of their journeys. For cities in the US, Canada, Australia, and New Zealand, most of their mobility depends on Cars, regardless of city size. In Europe, there are vast heterogeneities in their modal share, from cities with mostly Active mobility (like Utrecht) to cities where Public Transport is crucial (like Paris or London) and cities where more than two out of three of their journeys are by Car (like Rome and Manchester).

Despite the widespread harm caused by cars and automobility, governments, corporations, and individuals continue to facilitate it by expanding roads, manufacturing larger vehicles, and subsidising parking, electric cars, and resource extraction. This literature review synthesises the negative consequences of automobility, or car harm, which we have grouped into four categories: violence, ill health, social injustice, and environmental damage. We find that, since their invention, cars and automobility have killed 60–80 million people and injured at least 2 billion. Currently, 1 in 34 deaths are caused by automobility. Cars have exacerbated social inequities and damaged ecosystems in every global region, including in remote car-free places. While some people benefit from automobility, nearly everyone—whether or not they drive—is harmed by it. Slowing automobility's violence and pollution will be impracticable without the replacement of policies that encourage car harm with policies that reduce it. To that end, the paper briefly summarises interventions that are ready for implementation.