Two researchers crunched the numbers and have some thoughts about when you should not own a car:
The decision for owning a vehicle or using mobility services is unique to every individual. If you purchase a highly efficient vehicle for less than $25,000 and drive it more than 15,000 miles per year until it falls apart, then you should definitely own a car if your goal is to save money.
But, if you drive less than 10,000 miles per year, face long waits in traffic, or place a high value on your time that would otherwise be spent driving, our calculations show that mobility services might be the cheaper option. Geography can also play a role—it’s not a coincidence that there have historically been so many taxi cabs in New York City, where the high cost of parking and slow pace of traffic consume time and money.
As noted before on this blog, owning a car can be a substantial part of middle-class expenses. With their physical layout, the sprawling suburbs probably then do not make much sense for not having a car. Yet, those denser suburbs for the older millennials and companies hip to them may be the true spots where suburbanites can ditch their cars. A combination of walkability, some mass transit, and car sharing in these denser suburbs could be enough to push people toward limiting car ownership.
On the other hand, perhaps driverless cars will render this all moot within a short amount of time. Within ten or twenty years, few of us will even need to own a vehicle if we just buy into a car sharing option.
I realized a few days ago that I drove almost the same route every day to and from work for almost eight years. It was not a bad drive: it usually took about 15-20 minutes to go roughly 7 miles, I saw a lot of greenery due to Forest Preserves and a private park, I drove past some important local institutions, and there were not too many traffic lights.
But, as I was recently driving part of this route for another destination, I noticed that I had not seen this part of the world for a few months – and I live just a few miles away. With no daily commute along this route, I do not need to bother with this territory.
Does it matter that I do not keep up with this area any longer? It did not appear that much had changed. Yet, I felt like I missed something that had been part of my life for years. Now, I see different things on my daily route: new houses and buildings, new cars, and new obstacles to avoid in order to reach work faster.
It was easier when I was younger to simply explore my own suburbs and those around it. Although slower, this could be accomplished best by bicycle and with no set destination. This could even be accomplished when driving was still exciting in the early years (and gas was very cheap and what else was there to do in high school and college). Today, my goal is usually to get to a place quickly.
In the end, it is easy to see one set of sites for years and years. At the least, we can try to pay attention to those sites and be a part of the place (even if that means passing through at 30+ MPH). On the flip side, we can blindly go along that same route for a long time and also miss out on numerous other nearby places that are just off our daily route.
Diverging diamond intersection number two in the Chicago region is opening over the course of a week at I-90 and Elmhurst Road:
Essentially, “northbound and southbound vehicles take turns crossing the intersection,” Garrett explained. “They’ll cross over to the other side, which makes all ramp movements unrestricted. There’s no opposing traffic when turning onto I-90 ramps, which means unopposed left turns and unopposed right turns.”…
On Monday, it will switch to two lanes, and two rebuilt I-90 ramps carrying vehicles to and from the east will reopen. Those ramps will handle about 21,000 vehicles daily.
On Tuesday, two new ramps taking traffic to and from the west will debut, accommodating an estimated 12,000 vehicles a day…
Underneath the diverging diamond is a tangle of utility pipes that carry liquids ranging from jet fuel to O’Hare International Airport to drinking water for suburban communities.
The article notes that only a few motorists had trouble on the opening day.
Looking forward: how many of these can we expect to see in coming years or are these a highway interchange fad? The first diamond interchange in Naperville has had some success – see this earlier post. But, drivers tend to be fussy about changing the roadways, whether with a new interchange or through introducing roundabouts. And, I imagine few residents would be happy to rip out old intersections just to put in a new pattern (think of the costs as well as the lost time to increased congestion). Perhaps we might see a few more of these over the next ten years or so but I don’t think they will become the new normal (which also might decrease people’s comfort with them if they encounter them infrequently).
Recent surveys suggest a majority of Americans don’t want to hand over their steering wheels yet:
Autonomous autos are advancing so rapidly that companies like Uber Technologies Inc. and Alphabet Inc.’s Waymo are beginning to offer robot rides to everyday consumers. But it turns out the traveling public may not be ready. A recent survey by the American Automobile Association found that more than three-quarters of Americans are afraid to ride in a self-driving car. And it’s not just Baby Boomers growing increasingly fearful of giving up the wheel to a computer, a J.D. Power study shows — it’s almost every generation.
Consumers will only become comfortable with driverless cars after they ride in them, Mary Barra, the chief executive officer of General Motors Co., said this week. The largest U.S. automaker is testing 180 self-driving Chevrolet Bolts and ultimately plans to put them in ride-hailing fleets, though it won’t say when…
Dangerous as it may be to operate cars themselves, many drivers are anxious about autonomous technology because they associate it with the fragility of electronic devices. Laptops crash and calls drop with nagging regularity. The consequence of a computerized car crash is much greater.
Americans tend to like technology: we like progress and new and exciting options. Is the fear related to safety or also connected to how Americans view driving (despite all the hours spent commuting and stuck in traffic, Americans like the freedom it offers)?
I’m guessing this fear will drop within a few years as stories of mishaps become normal (and even the occasional mishap would be safer in the long run compared to the tens of thousands of Americans killed each year in vehicles) and the technology improves. Could we also imagine a scenario where governments impose self-driving vehicles because of their improved safety?
The relatively rare concept of a diamond interchange opened at the Naperville intersection of I-88 and Route 59 in September 2015. Was the effort to reconstruct the interchange worth it?
The short answer: there has not been an official pronouncement. Proponents suggested the design has several advantages: fewer accidents since drivers are not making left turns onto or off of highway ramps, improved efficiency since cars can merge onto ramps on red lights, and less space needed. Here some pieces of evidence regarding the matter:
–The Illinois Tollway is constructing another diamond interchange at I-90 and Elmhurst Road. Would they do this if their first attempt was unsuccessful?
–Crashes at the intersection were down between 2015 (73) and 2016 (53).
-Since it is a busy intersection – over 180,000 vehicles a day – wouldn’t drivers and officials gone public if there were major issues with the new design? Some drivers still thought it odd as of April 2016 but Naperville issues said they were pleased.
–According to DivergingDiamond.com, there are a number of diamond interchanges in the planning or construction stages across the United States.
The evidence seems to suggest the diamond interchange in Naperville is working. It still may be worthwhile to see when officials are willing to take credit or take a victory lap for their decision.
It may be an iconic scene to drive down the Strip in Las Vegas but the city is looking for ways to improve transit:
But consistent growth has forced a city known for sprawl to start to change its ways. Last year, voters approved a measure that ties fuel taxes to inflation, a move that will address the region’s $6 billion shortfall in road infrastructure. In addition, the Regional Transportation Commission approved a new long-term plan to expand light rail down the Maryland Parkway and massively expand bus service. In mid-March, the RTC submitted a proposal to build a multibillion-dollar light rail system that would connect the Strip with McCarran International Airport.
The Strip has limited transit solutions, most of them privately funded by the gaming industry. A series of free trams that travel from casino to casino allows tourists to move up and down the western side of the Strip without using cars. In 2004, a 3.9-mile monorail opened just to the east of the Strip that serves casinos on that side as well as the convention center. The city also created a double-decker public bus named the Deuce that exclusively serves the Strip…
Brown says comparing Vegas to other cities, especially those in the Northeast with subway and rail systems, isn’t fair. Vegas has a different growth pattern due to the influx of tourists and the large number of workers who serve them—all of whom need to move to one place—and will need a different type of technology to solve its transport issues. “Vegas is about as unique a place in the world as you can find.”
Autonomous vehicles are one option that could improve congestion, lower emissions, and appeal to tourists’ desire for novelty. Brown wants infrastructure that can support and take advantage of that technology. The city and RTC are aggressively courting autonomous vehicle companies and studying “high capacity corridors” throughout Southern Nevada to prioritize opportunities for bus rapid transit.
These options sound like they would help. In particular, giving people an option to take a train from the airport to the Strip is something that should have been done years ago.
At the same time, these are primarily changes that would take advantage of the existing road structure (outside of the monorail and light-rail options). Perhaps it is too much to ask for a city with such important structures – the sprawling casinos built along the Strip – to attempt to create a denser, more walkable streetscape. The amount of work that would need to be done to better tie together the casinos would be massive. But, as someone who has walked the Strip multiple times, wouldn’t it create a more exciting experience for tourists? Wouldn’t it reduce traffic and the long lines at the taxi stands? Maybe the true goal of the Strip is get people to do their recreational walking within the casinos – stroll through Venice or Ancient Rome so you’ll spend some money there – but there are some bigger questions about urban planning than just providing a few more mass transit options.
When money is tight at the state level, one way to save money is to close highway rest areas:
Cash-strapped transportation agencies are shuttering the old ones to save money, or because they don’t attract enough traffic or are in such bad shape that renovating them is too costly. Or, the stops have been overtaken by tourist information centers, service plazas that take in revenue from gasoline and food sales, or commercial strips off interstate exits.
Florida, Michigan, Ohio and South Dakota are among the states that have closed traditional rest stops in the past two years. And a battle is brewing in Connecticut over a proposal to shut down all seven stops on its interstate highways to save money.
But advocates of maintaining traditional rest areas say even if motorists are offered flashier options for pit stops, the ones that sprung up as highways did are still needed for driver safety and convenience. Some view them as a tranquil, environmentally friendly alternative to crowded service plazas and commercial strips…
But unlike service plazas, rest areas on federal interstate highways are prohibited from selling gasoline or food other than from vending machines, the proceeds of which traditionally go to people who are visually impaired. State transportation departments run the rest areas and are responsible for cleaning and maintaining them. That can take a chunk of their budget, depending on staffing and amenities, officials say.
It almost seems quaint that highway driving should be broken up to stops at state rest areas where drivers can experience nature and rest. Can highways and nature go together, especially on a small patch of green land within earshot of the interstate? Highways can of course be used for pleasurable trips but the majority of highway traffic is likely for practical purposes such as going to work or conducting some kind of personal business. In contrast, given our reliance on the trucking industry, the issue of spaces for truck drivers to stop seems like a bigger deal.
Ultimately, this seems to be about whether Americans deserve to have some spaces in life where commercial interests are severely limited or not allowed. Given the encroachment of economic life into many life domains, this change isn’t too surprising.