Today, let’s take a break from the continued insanity of our mad would-be King, and consider some of the issues that we policy nerds used to contend with before the nutcase descended on his tacky golden elevator. (Consider this a vacation from the daily hysteria…)
Let’s talk about cars. Automobiles.
I live in a city where the notion of public transportation is incomprehensible to a significant portion of our car-centric population. That love affair with automobiles, along with a flat, mostly open geography, largely explains the lack of density that makes provision of public transport in cities like Indianapolis challenging.
Policy folks who address the issues raised by a population that is massively dependent upon ownership of a working vehicle largely focus on the environmental impact and various public safety concerns, but studies raise numerous other negatives that should be taken into consideration.
A recent article in The Guardian, for example, focused on an aspect of our car-centric culture that most of us haven’t considered. It seems that excessive car dependency leads to unhappiness.
The article notes that the automobile is “the default, and often only, mode of transport for the vast majority of Americans.” More than nine in 10 households have at least one vehicle and 87% of people use their cars every day. In 2025 a record 290 million vehicles were operated on US streets and highways.
However, this extreme car dependence is affecting Americans’ quality of life, with a new study finding there is a tipping point at which more driving leads to deeper unhappiness. It found that while having a car is better than not for overall life satisfaction, having to drive for more than 50% of the time for out-of-home activities is linked to a decrease in life satisfaction.
The article noted that planning policies and parking construction have encouraged suburban sprawl, construction of strip malls that have more space for cars than people, and the accompanying erosion of shared “third places” where Americans can congregate. As most Americans know, even very short journeys outside the house require a car–the article says that half of all car trips are under three miles.
Even in cities with excellent public transportation, traffic congestion is often brutal. Paul Krugman recently discussed New York’s effort to address that congestion, which is an example of a “negative externality” — a cost people impose on other people. Krugman cites estimates that commuting into lower Manhattan on a weekday imposes $100 or more in costs on other drivers, delivery trucks, and so on. The congestion fee recently imposed on those driving into central Manhattan has vastly reduced that congestion –but as Krugman notes, even in New York, getting that fee imposed was a heavy lift, because a significant number of people evidently feel a “sense of control when driving that makes them reluctant to take mass transit.”
The one thing that may break through this love affair with our very own cars may be the issue of affordability. An article in the Washington Post has confirmed what transportation scholars have consistently preached: owning a car is incredibly expensive. The question isn’t whether to buy a new or used vehicle–the article says they are both debt traps. But as we all know, they are frequently required debt traps. “For most Americans, a car isn’t a luxury; it’s a requirement to get to work and keep the lights on, food on the table and a roof over their heads.” For increasing numbers of Americans, vehicle costs are starting to rival rent or mortgage payments.
And thanks to America’s aging population, another problem is manifesting. When older folks can no longer drive, those who don’t live in walkable areas are increasingly immobilized and isolated. (Wealthier folks can access Uber or Lyft, but most older Americans cannot.)
And speaking of affordability in a country where the gap between the rich and the rest continues to grow, the lack of transportation hits hardest on poor people who can’t find work because they can’t afford a car to get them there. (In urban policy and labor economics, this is often described as “spatial mismatch” or “transportation poverty.”) When people who can’t afford a car live in places with weak public transit, they face mutually reinforcing barriers to employment–barriers that are particularly acute in places like Indiana, where jobs are increasingly located in suburban areas, office parks and industrial zones near highways–places generally not served by our limited public transportation systems.
The question–as always–is “what should we do?”
I look forward to the day when MAGA and Trump are gone, and normal Americans can turn our attention back to issues like this.
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