Tag Archives: driving

What counts as a “simple answer” for a social issue?

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With numerous social issues or social problems under discussion by the media, there are no shortage of answers provided. But, if someone says they have a “simple answer,” is it really that simple? Take this example from the Chicago Tribune editorial board in regard to the high price of new cars in the United States:

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The simple answer is that U.S. automakers decided the best way to combat the rising costs of unionized labor, which has secured massive gains, and ballooning material expenses was to chase the higher profit margins that come from the bigger SUVs, now the vehicle of choice for a broad swath of Americans.

We’d also add that decades of protectionist policies in the U.S. auto industry and a lack of fresh competition have not exactly been to the advantage of American consumers.

Simple answers might be satisfying. Few people probably want to pay such high prices for new cars. If there is a simple answer, this seems to get us closer to finding a solution.

But, the answer provided above may not be so simple (even though that is the claim. The first paragraph has multiple pieces triggering each other. Higher labor costs and paying more materials led to a particular decision by automakers. Why that decision and not others? What other options did they consider? And this all took place over at least a few years.

The second paragraph then adds an additional factor at work: policy choices that led to limited competition among automakers. These also unfolded over time and in particular contexts.

Is this a simple answer? It doesn’t seem to be so to me. There are multiple moving pieces. This all took time to develop.

Say others then enter the conversation. There are plenty of people with vested interests in this question. Someone says, “No, really, I have just one thing that needs to be changed,” and someone else says, “It is actually a difficult and nuanced situation and we cannot make any progress unless we acknowledge that first.”

Tackling big social issues is often hard. I’m not sure offering simple solutions – at least, making that rhetorical move, even if the diagnosis or solution offered is not really simple – is helpful.

A speed limit of 17.2 mph to help drivers pay attention

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Creative speed limits might help catch the attention of drivers:

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In a post on social media, officials with the Outagamie County Recycling and Solid Waste said they decided on a posted speed limit of 17.3 mph because it makes drivers pause and look twice, breaking up that “autopilot” feeling that can be experienced when driving on familiar roads…

Such a precise speed limit is unusual, but the Wisconsin waste facility is not the first to try it out. Another example can be found in Colorado Springs, Colorado, where the posted speed limit at a shopping center is 8.2 mph. The decimal point has confounded Redditors for years.

Transportation planners may be turning to these more creative methods as they seek to slow drivers down. One recent study found that simply lowering the speed limit doesn’t usually work.

Changes in road design, like speed bumps, roundabouts, or curb bulb-outs, are usually more effective than changing signage.

It would be great to hear back in a few months about how the 17.3 mph sign has affected driving. How many noticed it while driving versus the number of people who heard about it online?

More broadly, provide a wide, straight road with few to no barriers and drivers will tend to want to go fast. It feels safe. They feel like they can go fast.

Design and signs might help them go a slower speed. In my area, the primary road remedies seem to involve intersections – making new intersections, turn arrows, diamond interchanges, roundabouts, etc. Plenty of people speed on a relatively wide and straight roads and speed bumps or hump are relatively unusual outside of HOAs.

Fewer children born in the US affects one of the major reasons given for living in the suburbs

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Multiple intertwined social forces created the American suburbs as we know them today. One factor involves raising children in the suburbs. The suburbs are perceived by many to be the best places to raise children due to their houses, yards, quieter environments compared to the city, good schools, and other amenities. And since Americans often want or expect their children to do better than themselves, the suburbs are the place in which they believe this happens.

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What happens if fewer children are born in the United States? This will not necessarily stop people from living in or wanting to live in the suburbs. But it could change their calculations about where to live or how to live in the suburbs. Some quick examples of how this might play out:

  1. Suburbs are built on the idea of growth: new subdivisions, new activity. If growth slows, communities have a different identity and have to draw on different revenue sources. With less growth, communities shift to maintenance or building in different ways (see #2).
  2. Suburbs have historically prioritized single-family homes as they provide space for nuclear families. But if fewer people need the space and yards of single-family homes (plus the issue of current prices), communities and developers will go for more townhouses and condos.
  3. There is a reduced need for schools. Education is often viewed in the United States as the tool for social advancement. Many suburbs take pride in their schools. Growing suburbs equaled more schools. But fewer kids in the community means fewer enrolled students.
  4. A suburban lifestyle built around kids’ activities and driving them around. The suburbs often require driving kids to school, sports, religious congregations, and more. The driving will not necessarily cease but the era of “Walmart moms” and “soccer moms” might diminish.

Many have complained that the streets of the suburbs are quieter than they used to be because kids are now inside or in organized activities. What if the suburban streets of the future (and schools and playgrounds and park districts and so on) are quiet because there are no kids living in suburbia?

Possible link between major music releases and driving deaths

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A recent working paper looked at the possible connection between music releases and traffic fatalities:

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A group of researchers affiliated with Harvard Medical School recently issued a working paper reporting an association between the release days of the most-streamed albums and an increase in US traffic fatalities. The authors say the pattern is consistent with smartphone-enabled driver distraction, including the use of in-vehicle phone-mirroring platforms.

“Modern smartphones present new threats to road safety beyond talking and texting, but the real-world effects are difficult to study,” the researchers said in their explanation for performing the study. Fatal traffic accidents and release days for popular streaming albums, the team said, were chosen as an “exogenous event” that “may offer an opportunity to quasi-experimentally study the impact of distraction using observational data.”…

The team used data from the US Fatality Analysis Reporting System, which catalogs all fatal crashes on public US roadways, and compared that to data from Spotify charts, looking specifically at the top 10 albums with the most first-day streams between 2017 and 2022 (Taylor Swift and Drake each appear three times in the top 10, for those curious)…

They adjusted for fixed effects like holidays, the day of the week and week of the year, repeated the analyses to select for infotainment systems and other automobile information, and accounted for driver characteristics including age, the number of people in the car, and involvement of alcohol. The team even conducted multiple “placebo album” falsification tests, running experiments on randomly-selected dates, to be sure they weren’t overlooking something else unknown.

This sounds like an example of a “natural experiment” where researchers can see what happens to driving deaths on Fridays with major music releases and Fridays without them.

Three quick thoughts in response:

  1. I remember when major music releases were on Tuesdays, not Fridays. And when the music was not yet digital, a consumer had to go to a location to buy a physical copy. I was never in any release lines but I definitely went to stores on release day to buy CDs. (Have never done this for records or cassettes.)
  2. How many people enjoy new music in a car versus via ear buds, headphones, and speakers in other settings? A moving vehicle can make it difficult to hear music. The road is noisy. A vehicle makes noise. The car has a certain sound system. In newer vehicles, the listener is streaming music. But driving is better with entertainment. And driving with friends and music can be fun. Driving fast with friends and loud music can feel fun.
  3. What might be a public health response to this? Regulations about screens in cars – making them easier to operate, smaller, less distracting, etc.? Music release days back on Tuesdays or another weekday to avoid the possible connections to weekends? Public safety messages? Promoting the use of driverless vehicles?

Limiting through trucks over 5,000 pounds in a residential neighborhood and the weight of passenger vehicles

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I regularly drive past a sign at the beginning of a residential neighborhood that says: “Through trucks over 5000 lbs GVW prohibited.”

I would guess the primary purpose of the sign is to limit trucks from cutting through this residential area. A driver might want to avoid a busy intersection about a half mile from this sign and driving through the neighborhood could be a shortcut. Residents do not want to hear trucks, breath their exhaust, or have to maneuver around them while out and about their neighborhood.

At the same time, the vehicle weight might matter as well. Heavier vehicles put more stress on roads. Having heavy trucks regularly travel on a road will damage the surface more quickly. These are residential roads, not heavy-duty roads that handle tens of thousands of vehicles each day. The roads are meant to funnel drivers from single-family homes to the major roadways that can handle more traffic.

It is hard to get an exact figure quickly but there appears to be plenty of passenger vehicles that are over 5,000 pounds. Pickup trucks and large SUVs can exceed this weight regularly. Suburbanites drive plenty of these vehicles. Some of the homeowners in this neighborhood may have them.

So even as this sign likely is trying to keep trucks off neighborhood streets, it also hints at the increasing weight of passenger vehicles sold in the United States. They have gotten heavier over time. All roadways could be strained more, not just because of trucks.

When a vehicle is “an urban/suburban crossover”

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I recently read a review of the 2026 Nissan Kicks and one paragraph toward the end mentioned suburbs:

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It’s also stable and decently quiet at highway speeds. The engine has to work to pass, but it doesn’t require as much planning. At the end of the day, the Kicks is more of an urban/suburban crossover rather than a long-distance mile-eater, but it’s pretty competent at 60+ mph.

The comparison seems to be between a vehicle well suited for city and suburban contexts versus one that is meant for long-distance highway travel. But perhaps this line from earlier in the review describing the origins of the Kicks model helps explain:

In fact, it did exactly what Nissan intended it to do: offer an inexpensive, fuel-efficient, city-friendly crossover with a smidge of edgy style to lure younger buyers and first-time owners.

So some vehicles are city and suburban friendly? If a vehicle was described as “city-friendly,” I would tend to think of a smaller vehicle. It could fit into smaller parking spaces. It would be easier to navigate along smaller or crowded roadways. It might have particular styling that is cool.

I do not know what adding “suburban” to this description means. Is there a particular kind of vehicle in the suburbs? There is a lot of driving and parking in suburbs. Is this about space and how much driving is done? Or is this about styling? There might be “family” vehicles or predictable/bland/conformist styles (critiques often leveled on suburban aesthetics).

I will be on the lookout to see how the new Kicks fits in with the suburban vehicles, particularly all the other SUVs, already on the road.

See “regular people” along America’s older highways

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Drive the highways created before the interstates and one author who drove all of US 41 says you can see America:

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“You see a whole swath of the country that people on the coasts don’t,” says Clott, whose fascination with 41 dates back to his boyhood in Northwest Indiana…

Once Clott reached Miami, he’d taken a journey through a country he never would have seen on an interstate highway.

“You see regular people,” he says. “You don’t just see tourists. Even though you’re less than five minutes away from an interstate, you see a different America.”

The interstates have a life of their own. High speeds and limited impediments. Certain amenities available at rest areas and exits.

Many interstates trace paths from earlier highways that also sought to connect major population centers. These highways had sections of faster speeds and no stops but they also tended to go through communities and had stops there.

Is seeing “regular people” and “a different America” because of the different routes of these earlier highways or the different driving pace or the different attractions? One way to interpret the statements above is that these old highways are not the typical routes so drivers will see different things. Perhaps they see what is less glamorous or could see more day to day activity than tourist activity. As noted later in the article, US 41 will still help see Chicago but see different parts than you might via the interstate or common tourist routes.

Would these older highways be considered the back roads of the United States? In many communities, they are necessary daily roads for people and goods. They may not be scenic roadways in many places. They may not be meandering two lane roads. But they do offer an alternative to where the mass of drivers are.

(I have driven on US 41 in Michigan, Wisconsin, Illinois, Indiana, and Florida. While it has its points that are more highway-like with higher speeds and fewer lights, there are also plenty of moments of going right through communities.)

Fatal car crashes on six Chicago area highways rank among the most in the country

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A report from a law firm looking at the highways with the most fatal accidents in the last three years puts six Chicago area roadways among the country’s top 100:

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Here are the highways numbered by their national rank and with the number of fatal accidents listed at the end:

4. I-94 in Cook County, 52

20. I-80 in Lake County, 33

41. I-57 in Cook County, 26

53. I-290 in Cook County, 24

89. I-294 in Cook County, 21

89. I-90 in Cook County, 21

Driving is one of the riskiest behaviors Americans regularly engage in given the number of accidents and deaths that occur each year. One estimate of 2024 fatal crashes from the National Highway Traffic Safety Administration suggested just under 40,000 people died last year.

But to get around metropolitan areas in the United States almost requires using highways. Driving is required in most places and people might be able to avoid faster roads for specific destinations or shorter trips. However, completing a lot of trips – whether suburb to suburb or in and out of major population centers – will involve highway travel.

There are already numerous efforts to make highway driving safer. Vehicle features. Signs. Public service announcements. Traffic enforcement. Are there other methods to try or is this more of a question of public will – are people willing to change driving habits and our public infrastructure in order to reduce the number of deaths?

In a country with so much driving, rising numbers of car repossessions are consequential

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If the number of car repossessions is headed up this year, this affects not just economic sectors but the many lives of people living in a country where having a car is necessary for daily life:

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The number of seized cars hit a 14-year high of 2.7 million in 2024, according to data from the Recovery Database Network (RDN), which processes around 90pc of all requests from lenders for repossessions.

Kevin Armstrong, editor of CU Repossession, an industry publication, expects the total will hit three million this year based on current trends, only just shy of the 3.2 million peak seen in 2009…

High levels of car repossessions are a threat to the economy in several ways. For lenders, repossessions usually mean losses given that only around one in three cars tied to bad loans are being recovered.

For borrowers who do get their cars repossessed, they are often losing their way to get to work and continue supporting themselves. Their credit rating will also get hammered.

Many Americans may like to drive but most need to drive. To get to work, school, the grocery store, to have goods delivered to their residence requires driving. In many places, there are no alternatives. To pursue the goals Americans want to pursue – homeownership, pursue success, etc. – requires driving.

Driving has always had costs. A single commuting trip may not seem to cost much but put together the costs of maintenance, insurance, fuel, and the indirect costs of pollution and time used (among others) and the price of driving adds up. For those with less money or fewer resources, driving can consume a higher percentage of a budget but the rest of the budget requires costly driving.

Given this, why not promote policies that help more Americans secure reliable and affordable vehicles? Those with more resources could buy vehicles with more features but why not help average residents have a car? Because Americans value homeownership, policies over the decades have helped make this opportunity available to more people. Thirty year loans. Government backup on mortgages. Programs intended to help people find housing. Could a similar thing be done for vehicles?

No Kings protests throughout the Chicago suburbs

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In the last decade or so, protests in the United States do not just take place in big cities. For example, the No Kings website listed over 30 gatherings in the suburbs of Chicago:

The website listed 7 sites in Chicago itself, including the primary site in the Loop which drew over 100,000 people. But people in the region had plenty of options where they could join others. Some of these locations are close to the city while others are on the edges of the metropolitan region. From what I can see on the map, most residents were with 10-15 miles of a protest site and many could access multiple options.

Three related thoughts:

  1. The portrayals of suburbia in the postwar era tended to emphasize its conservative or Republican bent. This may have been true in numerous places but is harder to sustain these days with suburbs closer to cities often leaning Democratic and suburbs on the suburban edges often leaning Republican.
  2. It would be interesting to look more closely at these suburban protest sites. Where can people gather in the suburbs for political purposes? Suburban downtowns or city halls? Shopping areas or busy streets? Public parks and public spaces? Which places helped increase the solidarity among those gathered and which ones helped them reach others who did not come?
  3. The suburbs are built around driving. How many protesters around the Chicago region drove, parked, and then protested? Protests tend to happen on foot but people have to be able to get there and options are limited in some suburban settings.