“As the father of a daughter who just turned 16, any new technology that makes driving safer is important to me,” he said.
Driving, inherently massively dangerous, remains beyond question, even against such a supposedly sacred standard.
Along with bogus history, the overclass pushers of cars-first transportation constantly insist that cars are freedom machines and that we all love them, end of story, without qualification.
In reality, researchers are finding that routine driving is highly stressful, and brings frequent exposure to spikes of stress comparable to those generated in extreme sports (and presumably the onset of major life crises):
MIT designed a series of experiments that measure stress and frustration during real-world driving tasks, which saw volunteers put behind the wheel and wired up to computers with psychological sensors plus face- and body-tracking technologies. GPS was used to track the vehicle’s location and speed while in-cabin cameras monitored the driver’s facial expressions and his or her view through the windshield.
To put the collected data into perspective, it was compared with other routine and not-so-routine tasks. “In addition to daily driving conditions, we are measuring stress levels under a variety of daily activities: at home, in the office, while having breakfast or attending a lecture at MIT. We found that certain driving situations can be one of the most stressful activities in our lives,” said Kael Greco, project leader, MIT SENSEable City Laboratory.
One of the biggest surprises came when the stress levels of driving were compared to those generated from partaking in extreme sports. “The data we received is fascinating. One study showed that getting side swiped by an oncoming car can be almost as stressful as jumping out of a plane,” said Filip Brabec, director of product management, Audi of America.
Surprisingly, this research is actually being publicized by Volkwagen’s Audi subsidiary, no doubt in the hope of making itself look like the bleeding edge. Of course, no amount of engineering is going to take the inherent stress out of operating an independently steered metal box at high speeds across the paths of thousands of other such operators.
In any event, this useful video shows the elevated baseline stress level of driving a car in America. Watch for the graph:
When he was 9 or 10, my now-14-year-old son said, “Don’t worry, Dad, my generation is going to solve the environment.”
Maybe he was onto something.
In a major positive trend for ordinary people/a major crisis for the investing class, it seems that, even in our car-pushing social environment, younger residents of the United States are starting to vote with their feet against cars-first transportation.
Advertising Age, with great worry and a search for “blame,” reports:
It’s a rarely acknowledged transformational shift that’s been going on under the noses of marketers for as long as 15 years: The automobile, once a rite of passage for American youth, is becoming less relevant to a growing number of people under 30. And that could have broad implications for marketers in industries far beyond insurance, gasoline and retail.
In 1978, nearly half of 16-year-olds and three-quarters of 17-year-olds in the U.S. had their driver’s licenses, according to Department of Transportation data. By 2008, the most recent year data was available, only 31% of 16-year-olds and 49% of 17-year-olds had licenses, with the decline accelerating rapidly since 1998. Of course, many states have raised the minimum age for driver’s licenses or tightened restrictions; still, the downward trend holds true for 18- and 19-year-olds as well (see chart) and those in their 20s.
It’s not just new drivers driving less. The share of automobile miles driven by people ages 21 to 30 in the U.S. fell to 13.7% in 2009 from 18.3% in 2001 and 20.8% in 1995, according to data from the Federal Highway Administration’s National Household Travel Survey released earlier this year.
Meanwhile, Census data show the proportion of people ages 21-30 increased from 13.3% to 13.9%, so 20-somethings actually went from driving a disproportionate amount of the nation’s highway miles in 1995 to under-indexing for driving in 2009.
The environment is the reason Gen Y-ers most often give for wanting to drive less, [researcher] William Draves said.
[Draves also] sees the fundamental economic transformation wrought by the internet (and, apparently on the internet; research firm J.D. Power & Associates found that Gen Y-ers don’t talk about cars nearly as much as their elders in social media.) This demographic will be working on “intangibles” in professional jobs, not on tangible things that require physical presence, Mr. Draves said. “Time becomes really valuable to them,” he said. “You can work on a train. You can’t work in a car. And the difference is two to three hours a day, or about 25% of one’s productive time.”
The news gets even better:
In fact, Mr. Draves predicts a resurgence of urban living in denser housing surrounding train stations. As a result, suburban shopping malls and big-box stores such as Walmart, Target and club stores that rely on people hauling big purchases away in cars stand to suffer.
Before you scoff, consider Walmart. Few, if any, retailers are quite as dependent on the car. Walmart has yet to find a highly profitable small-store concept that fits densely packed urban areas; it’s disproportionately strong in rural and suburban areas and has had trouble penetrating big cities with mass transit.
When gas prices dropped sharply in late 2007, Walmart started posting its best same-store sales results in years. The rebound in gas prices was just as tough on Walmart as the drop was favorable. The retailer’s year-over-year customer traffic turned negative last year just as gas prices shot past their 2008 levels, U.S. Chief Operating Officer Bill Simon said in a March speech to analysts.
The auto-pushers, of course, are keenly aware of this and are hatching their plans and talking points:
The economy, rather than any longer-term secular trend, has impacted driving and licensing among younger people, said Paul Taylor, chief economist with the National Automobile Dealers Association. “If job prospects improve,” [NADA said, “people will want the personal freedom and mobility that owning a car provides.”
And social polarization, they know, is part of what compels car ownership:
Driving is more likely “delayed than denied,” argued NADA’s Mr. Taylor. “That age cohort may eventually get married and have children. Living near work is something you do when you’re young and single, and when you start picking out schools and amenities you want for your children’s development, people are less willing to live near the office.”
Interesting times ahead…