Peak Car Concepts

Peak Car: The Future of Travel

by David Metz · 21 Jan 2014 · 133pp · 36,528 words

Peak Car The Future of Travel David Metz This e-book edition first published in February 2014 in association with Landor LINKS Apollo House 359 Kennington Lane

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first for the general reader. My previous book, The Limits to Travel, published in 2008, reached only a professional readership. The title of this book, Peak Car, reflects the idea that car use in developed economies has reached a maximum. Car ownership and use has grown steadily over the past century to

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this reversal of trend. Cessation of growth of car use is helpful in the context of concerns about carbon emissions and climate change. The term ‘peak car’ was popularised by Phil Goodwin, formerly Professor of Transport Policy at the Centre for Transport Studies, University College London, and currently Emeritus Professor. He originally

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in the estimable magazine, Local Transport Today, and subsequently published a journal article and edited a special issue of a journal on the topic. The peak car idea was relevant to a line of argument that I myself had been developing for some years, based on analysis carried out while a visiting

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. In short, we reached a peak in the share of journeys in London by car around 1990—the clearest manifestation of the phenomenon known as ‘peak car’. The actual number of such journeys reached a plateau (‘plateau car’, as it might be described). Public transport use in London has increased to meet

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for two decades. Because the population is growing, the share of trips by car is in decline, while the share for public transport is rising. Peak car use occurred in London around 1990, when 50 per cent of all journeys were by car. This has now fallen to 38 per cent and

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, there are attractions in a move to an urban environment that helps preserve independence through ready access to regularly used facilities and services. Alternatives to Peak Car Average total daily travel per person has stabilised in the developed economies and the future scale and pattern of the transport system that we shall

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population growth, assuming no additional annual car trips are made because road capacity continues to be constrained. This Figure is the clearest manifestation of the ‘peak car’ phenomenon. The lower trajectory in the Figure shows an alternative pathway that reaches the same outcome expected for London. For cities in developed countries, we

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‘counterfactual’ is of no more than theoretical interest. But for cities in developing countries still with low car ownership, there is the possibility of avoiding peak car, instead ‘tunnelling under the peak’, so to speak, lessening congestion, saving resources and reducing cumulative greenhouse gas and pollutant emissions. Whichever route taken, however, the

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.org includes background material. I will comment there on matters following publication of the present book. Introduction Phil Goodwin’s articles introducing the idea of ‘peak car’ were published in Local Transport Today in 2010-11 and summarised in Goodwin (2012a,b]. He and Gordon Stokes edited a special issue of the

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our world and will define our future, Princeton NJ: Princeton University Press. Goodwin, P. (2012a) Three Views on Peak Car, World Transport Policy and Practice, 17.4, 8-17. Goodwin, P. (2012b) Peak Travel, Peak Car and the Future of Mobility: Evidence, Unresolved Issues, Policy Implications, and a Research Agenda, Discussion Paper 2012-13

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, Paris: OECD. Goodwin, P. (2013) Get Britain Cycling: Report from the Inquiry, London: All-Party Parliamentary Cycling Group. Goodwin, P. and Van Dender, K. (2013) ‘Peak Car’ – Themes and Issues, Transport Reviews, 33(3), 243-254. Gordon, R. (2012) Is US Economic Growth Over? Faltering Innovation Confronts the Six Headwinds. Policy Insight

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Travel, Transport Reviews, 30(5), 659-674. Metz, D. (2012) Demographic Determinants of Daily Travel Demand, Transport Policy, 21(1) 20-25. Metz, D. (2013a) Peak Car and Beyond: the Fourth Era of Travel, Transport Reviews, 33(3), 255-270. Metz, D. (2013b) Mobility, Access and Choice: a New Source of Evidence

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Kenworthy. J. (2007) Greening urban transportation, in State of the World 2007: Our Urban Future, Worldwatch Institute, London: Earthscan. Newman, P. and Kenworthy. J. (2011) Peak Car Use: Understanding the Demise of Automobile Dependence, World Transport Policy and Practice, 17(2), 31-42. Owen, D. (2009) Green Metropolis, New York: Riverhead Books

Are Trams Socialist?: Why Britain Has No Transport Policy

by Christian Wolmar · 19 May 2016 · 79pp · 24,875 words

of Newbury, which he used as an example. He argued that it was essential to build a road network in the town to cope with ‘peak car’, which entailed the reorganization of towns around this priority. In Newbury, with a population of just 30,000, his estimate was that commuting car numbers

Stuffocation

by James Wallman · 6 Dec 2013 · 296pp · 82,501 words

a city, and by 2050, this proportion will increase to 7 out of 10 people.” Source: World Health Organization Also, Ariel Schwartz, “We Are Approaching Peak Car Use”, Fast Company, 5 July 2011, and Richard Florida, The Great Reset: How the Post-Crash Economy Will Change the Way We Live and Work

Mobility: A New Urban Design and Transport Planning Philosophy for a Sustainable Future

by John Whitelegg · 1 Sep 2015 · 224pp · 69,494 words

, UK. Newman, P and Kenworthy, J (1999) Sustainability and cities: overcoming automobile dependence, Island Press, Washington DC. Newman, P, Kenworthy, J and Glazebrook, G (2013) Peak car use and the rise of global rail: why this is happening and what it means for large and small cities, Journal of Transportation Technologies, 3

Stakeholder Capitalism: A Global Economy That Works for Progress, People and Planet

by Klaus Schwab and Peter Vanham · 27 Jan 2021 · 460pp · 107,454 words

, https://www.marketwatch.com/story/flygskam-is-the-swedish-travel-trend-that-could-shake-the-global-airline-industry-2019-06-20. 42 “This Is What Peak Car Looks Like,” Keith Naughton and David Welch, Bloomberg Businessweek, February 2019, https://www.bloomberg.com/news/features/2019-02-28/this-is-what

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-peak-car-looks-like. 43 “COVID-19 Made Cities More Bike-Friendly—Here's How to Keep Them That Way,” Sandra Caballero and Philippe Rapin, World Economic

Stakeholder Capitalism: A Global Economy That Works for Progress, People and Planet

by Klaus Schwab · 7 Jan 2021 · 460pp · 107,454 words

, https://www.marketwatch.com/story/flygskam-is-the-swedish-travel-trend-that-could-shake-the-global-airline-industry-2019-06-20. 42 “This Is What Peak Car Looks Like,” Keith Naughton and David Welch, Bloomberg Businessweek, February 2019, https://www.bloomberg.com/news/features/2019-02-28/this-is-what

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-peak-car-looks-like. 43 “COVID-19 Made Cities More Bike-Friendly—Here's How to Keep Them That Way,” Sandra Caballero and Philippe Rapin, World Economic

Carmageddon: How Cars Make Life Worse and What to Do About It

by Daniel Knowles · 27 Mar 2023 · 278pp · 91,332 words

12. Gas Guzzler Nation 13. What Causes Traffic Accidents? 14. Bring in the Bikes 15. Go East: Lessons from Japan 16. Winning the Argument 17. Peak Car Conclusion Acknowledgments Index of Searchable Terms INTRODUCTION Around three miles away from where I live in Chicago, southeast from my apartment in Wicker Park, is

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growing reason to think that if they had the choice, fewer people than ever would choose using their own private vehicle to get around. 17 PEAK CAR When I reached the age of seventeen my parents bought me a rather typical birthday present for a seventeen-year-old in England: driving lessons

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to drive. And yet, the millennial turn against cars, modest as it is, offers hope that we may still hit what auto executives ominously call “peak car.” That is the idea that we hit a point where the annual number of car sales begins to decline, and eventually, that we begin to

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car executives it turned out had little to fear—people drove cars because they had to, not because they wanted to. But the idea of “peak car” is still credible, because the reason young people are moving to suburbs and buying cars now is largely because of the inflated cost of living

The End of the Suburbs: Where the American Dream Is Moving

by Leigh Gallagher · 26 Jun 2013 · 296pp · 76,284 words

Baxandall, coauthor of the PIRG report. Some in transportation circles are calling these collective changes signs that we’ve reached or are about to reach “peak car.” One reason for the change in behavior may be an ever-increasing awareness about the need to be more responsible with energy use. Consider the

A Brief History of Motion: From the Wheel, to the Car, to What Comes Next

by Tom Standage · 16 Aug 2021 · 290pp · 85,847 words

it. There is, then, good reason to conclude that the car has triumphed, and that its opponents are spitting into the wind.” THE EVIDENCE FOR “PEAK CAR” But in the 2020s there are clear signs that enthusiasm for cars is finally waning. Even some people within the industry now acknowledge that the

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world is now at, or has passed, “peak car”—the point at which car ownership and use level off and start to decline. Car production may never exceed its level in 2017. “It could

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of on-demand mobility services arranged via smartphone. If so, the motor that had been driving global car sales has been switched off. Evidence for peak car in Western countries, meanwhile, has been accumulating for some time. In America, the total number of vehicle miles traveled has continued to increase. But it

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learn to drive in their late twenties drive 30 percent less than those who learn a decade earlier. What has caused this change of heart? Peak-car theorists attribute it to several overlapping factors. Most people now live in cities, most vehicle miles are driven in cities rather than rural areas, and

Supertall: How the World's Tallest Buildings Are Reshaping Our Cities and Our Lives

by Stefan Al · 11 Apr 2022 · 300pp · 81,293 words

Cities (Washington, DC: Island Press, 2013). 9.“A Service of World-Class Quality,” MTR, https://www.mtr.com.hk. 10.Peter Newman and Jeff Kenworthy, “Peak Car Use: Understanding the Demise of Automobile Dependence,” World Transport Policy and Practice 17, no. 2 (2011): 35–36; UN Habitat, Planning and Design for Sustainable