I was thrilled to speak with Doug Gordon of The War on Cars to explore the intersection of transportation, urban design, and social inequality. Below is a summary of our discussion. Leave your comments below and we’ll be sure to respond.
Doug’s new book is available here
The Normalization of Car Deaths (00:00 – 05:40)
Jeremy Ney and Doug Gordon begin by discussing how car fatalities have become a “standard American unit of mortality,” a metric against which other crises like gun violence or opioid deaths are measured. Gordon highlights a problematic form of “American exceptionalism,” noting that the U.S. has twice the per capita car deaths of other developed nations. He argues that the financial barrier to full societal participation is excessively high, with a new car costing roughly $50,000 plus significant monthly expenses. This framework establishes car-related deaths as an accepted “cost of doing business,” a notion that Gordon believes must be challenged to address deeper social inequality. By treating car deaths as a fixed reality rather than a policy choice, society fails to pursue “common sense car reform”.
Parking as an Invisible Economic Force (05:40 – 12:40)
The conversation shifts to how parking requirements and zoning laws dictate the design and cost of American urban life. Drawing on the work of economist Donald Shupe, Gordon explains that mandatory parking minimums for buildings are often based on “voodoo science” rather than actual necessity. These requirements drive up housing costs for everyone and increase the price of basic goods because businesses must pay for massive, taxed parking real estate. Furthermore, this over-allocation of space for cars creates a hostile environment for walking or cycling, often forcing people into car dependency for even short trips. Gordon advocates for market-based solutions where developers, rather than government mandates, decide how much parking is truly needed.
Environmental Injustice and the “Geometry Problem” (12:40 – 20:30)
Gordon critiques the idea that electric vehicles (EVs) are a complete solution, noting that they do not solve traffic or eliminate particulate pollution from tire and brake wear. He describes transportation as a “geometry problem” where the sheer physical space cars occupy remains the primary issue in dense urban centers. This system disproportionately harms low-income and minority communities, which are frequently situated near major highways, leading to higher rates of respiratory issues like asthma. Ultimately, the speakers argue that breathing clean air should not be a “luxury item” reserved for those who can afford homes in low-traffic areas. According to Gordon, the only real solution to traffic is providing viable alternatives to driving.
Revitalizing Public Transit and the Bus Constituency (21:00 – 27:50)
The discussion highlights the potential of bus systems as a low-cost, high-reward solution to urban congestion if they are prioritized over private vehicles. While there is a debate over making buses free, Gordon emphasizes that riders often value speed and reliability over cost. He champions the idea of viewing bus riders—who are often lower-income, older, or disabled—as a vital political constituency that deserves dignity and efficient service. By implementing dedicated bus lanes and signal priority, cities can provide a genuine alternative to driving and address the fundamental inequity of a single luxury vehicle blocking a bus filled with fifty people. Gordon suggests that simply centering bus riders in political conversations is a major win for equity.
Using Friction to Transform Urban Spaces (28:00 – 38:20)
The speakers examine the city of Gent, Belgium, as a successful model for reducing traffic through the intentional use of “friction”. By dividing the city into zones and preventing drivers from using the city center as a shortcut, Gent significantly decreased pollution and reached its 2030 cycling goals years ahead of schedule. Gordon suggests that New York could adopt similar strategies, such as congestion pricing, to reclaim a “spatial dividend” for bike lanes and pedestrian plazas. This approach shifts the default from driving to more efficient modes of transport by making the choice to drive a more conscious and time-consuming decision. This helps balance the needs of the “invisible underclass” of transit users against the vocal complaints of drivers.
The Decline of Independent Mobility for Children (38:20 – 44:00)
In the final portion of the talk, the speakers reflect on the dramatic decline in children’s independent mobility over the last fifty years. Statistics show that the percentage of American children walking or biking to school has dropped from 40% in 1969 to less than 11% today. This shift is attributed to institutional changes in community design, such as urban sprawl and the placement of schools near dangerous, high-speed arterial roads. Gordon emphasizes that this is not a failure of parenting, but a result of building a world that prioritizes driver mentality and large SUVs over the safety of children. He concludes that our modern infrastructure creates “scars on communities” by failing to be cognizant of the lived environment.
