Publish at November 01 2023 Updated November 01 2023
30 years ago, I calculated in detail the costs associated with owning a car: purchase, maintenance, gasoline, insurance, license, parking, etc. The conclusion I came to was that, in Canada, where I live, for a single working person, a car is not as economical as a cocktail of transportation services, including rental. The conclusion I came to was that, in Canada, where I live, for a single working person a car is not as economical as a cocktail of transport services, including car rental when there are no other means, such as when vacationing in a remote region. Bus, train, cab, car rental, home delivery - you can take advantage of efficient services for every eventuality, without the headache of owning a car.
But if two people share use and expenses, costs are about the same and a car starts to become desirable, if only for its availability. At three people to a car, it becomes an economically profitable choice. Obviously it involves a few detours to transport one or the other person and sometimes coordination, but overall, from three, it was good.
Worldwide, the proportion of cars per capita continues to rise. Even in countries well endowed with cars, it continues to rise (2, 3). Apparently, the cost of a car is not a major obstacle. In response, countries like Singapore have decided to take the bull by the horns: the acquisition of a car will have to be economically justified: a 100,000-euro acquisition permit makes it a "think about it" and suddenly makes public transport much more attractive. Apparently, this permit, which has cost 33,000 euros since 2018, was not enough of a deterrent (4).
Another cost-related strategy used by many cities is not so much about the car as about alternatives: making public transport cheaper and more attractive.
Many small towns and even villages are adopting free or low-cost community transport policies: subsidized shared vehicles, certain free transport lines, subsidized customer groups, park-and-ride facilities, etc. Many formulas are used, always with the aim of making public transport more attractive. Many formulas are used, always with the aim of increasing accessibility and reducing the number of cars on the roads. Trains, buses, minibuses, cars, scooters, bicycles, scooters, all means are used (8). We're also trying to make the transportation experience more pleasant and efficient, with low-floor vehicles, covered waiting stations, reserved bus lanes, supervised bicycle parking, car-sharing and more.
For example, in Quebec City, whose topography has always limited bike use due to the cliff separating Upper and Lower Town, the city launched its bike-sharing system with a fleet of electric bikes; no unassisted bikes are offered. The result: all usage targets are smashed year after year (9).
When a zoning bylaw prohibits the establishment of shops and businesses in a dormitory suburb, it literally forces the use of a car and the construction of expressways. In addition to encouraging urban sprawl, this type of land-use planning forces the concentration of businesses in shopping centers, and huge parking lots are required, resulting in more travel, more distance to cover, fewer local businesses and less social interaction. Changing a single zoning bylaw can transform a city's transportation dynamics and development. Finally, the low population density in these neighborhoods prevents the economical use of public transit.
In these neighborhoods, the construction of bike lanes, reserved lanes or carpooling incentives bring little change to habits, since the very design of the neighborhoods does not allow for other behaviors. Schools, workplaces and shops are too far away (11).
Nor is it possible to cross these neighborhoods, as there is no efficient way to do so.
Densification policies are one thing, but they need to be complemented by policies on places where people can interact with each other: it's essential to be able to work, shop and socialize close to where you live - that's what cities are all about.
The concept of dormitory suburbs was born with the car and needs the car to exist. A sustainable transport policy intervenes in this type of development and encourages the multiplication of uses and functions in a living environment, as this reduces travel distances and the need to resort to the car.
The safety of more densely populated neighborhoods is an area of intervention appreciated by residents. By limiting the speed of cars through physical or regulatory measures, we reassure pedestrians and force through-traffic to use fast lanes, avoiding slower areas.
A parking sticker system for residents and parking quotas in a zone encourage the use of public transit to come to these neighborhoods. Less traffic, less pollution, a better quality of life, a greater sense of security - these conditions in turn lead to more active transportation. When it's more pleasant to walk or cycle, we walk and cycle, with all the benefits that come with it.
Freedom of expression is a fundamental value, and we can't limit it without provoking a series of detestable consequences. Stimulating socially undesirable behavior such as smoking, drinking, gambling or promoting hatred, however, is not desirable, so we limit this freedom of expression in specific contexts.
This kind of regulation could be adopted for the promotion of certain types of vehicle recognized as environmentally harmful in large numbers. Who really needs large, ultra-powerful vehicles? Those who do know where to turn, and there's no place for advertising such vehicles to the general public. The media also have a role to play.
There is an optimum number of cars in an economically and socially dynamic society.
We can certainly do more and better with less; not only would it be profitable for everyone, it would also be very feasible.
Illustrations: trgowanlock - DepositPhotos
atercorv.gmail.com - DepositPhotos
References
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