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Stahl
Matthew Stahl

Dr. William Donner

CMP 203

17 Apr. 2022

Beep, Beep, Coming Through: An Exploration of American Car Culture and its Effect on

American Life

Introduction

There are many things in American society that seem to be synonymous with life itself:

fighting within the government, rising taxes, and inflation just to name a few. There is one aspect

of American society and culture, however, that tends to be not even thought about as something

unique to America, that being car dependency and the culture surrounding it. If you were to ask

someone who has lived in another wealthy country in Asia or Europe what their views of

transportation are, a person from America might be surprised to hear about trains that dart across

the countryside at over 300 kilometers per hour, bus services that arrive at their destinations on

time and on a strict schedule, and an assortment of non-motorized forms of transportation like

walking or biking. These concepts are almost completely foreign to Americans, and to those who

don’t live in cities, roughly 17% of the United States population according to the University of

Michigan (Center for Sustainable Systems), it is a completely foreign idea. Countries such as

Japan, China, Singapore, The Netherlands, Spain, The United Kingdom, and a litany of other

first-world nations around the world feature an expansive and incredibly popular assortment of

options for transportation. It is in this way that the United States is far behind its competition.
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If the United States is so lacking in affordable options for public transportation, even in

its cities, then it begs the question of how people manage to go places. For many, the only

answer to that is private transportation, or in most cases, cars. A large portion of America is

covered by expansive highways and road systems designed around cars, and most of the country

is nearly untraversable without some sort of private transportation. The busses, trains, and

trolleys which are prevalent in other countries are incredibly difficult to find in non-urban

environments in the United States, and even if they are available, they rarely are reliable. This

lack of reliability is a large contributing factor to the distrust of public transportation seen in

America’s car culture, which I will discuss later.

If a person has lived outside of American cities for over a few weeks, they are very likely

to bear witness to the car-culture that many Americans fall into. Designer sports cars being seen

as an indicator of wealth or status, pickup trucks with incredibly large tires and black smoke

billowing out of the exhaust pipe, and cars modified to be so loud they can be heard across

neighborhoods are all visible and obvious examples of car-culture Americans are a part of. There

are, however, some invisible, or at least less noticeable examples as well, many of which are

more corrupt or devastating. Things such as Euclidean zoning, or a system of zoning in which

certain areas are set aside for certain types of uses such as housing or shopping, and the power

that oil and vehicle lobbyists have in the government also have an effect on keeping America

absorbed in a culture of car-dependency. These are arguably the most important aspects of what

keep car culture alive and thriving, and I will touch more on these aspects when I discuss the

history of car culture. Another thing they would notice is the poor state of infrastructure in

America. Collapsing bridges and buildings such as the I-35 bridge that fell in 2007 and the

Surfside Condominium collapse that made the news last year were both examples of decades old
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infrastructure that were poorly built and maintained over their lifespan, both resulting in

unnecessary casualties. American roads are severely damaged and in need of repair, and an

estimated $836 billion worth of damaged roads waiting to be repaired, and these are just

examples pertaining to motor vehicles. While this barely scrapes the surface of the infrastructural

issues found in the United States, it can serve as a foundation for what the country is facing.

Methodology

To better understand how I came to my conclusions, it would be helpful to explain how I

came to be interested in the subject and how I compiled my research on it. I, like many other

Americans who live outside of urban areas, have never experienced any form of proper public

transportation excluding a school bus, and rather have gotten around to most places through the

use of cars. It is for this reason that I became fascinated with infrastructure, specifically the

infrastructure for transportation. I studied, mostly through video essays and articles, the history

of American car dependency and how other first-world countries differ. Aside from me and my

friend group however, not only did it seem like we were the only people interested in it, but the

only people who seemed to call into question what was seemingly just a staple of American life.

The endless “stroads”, or streets that also try to function as a road (highway), parking lots that

occupy more space than the store they accommodate, and multilane highways cutting through the

middle of cities that make it almost impossible to safely cross to the other side by walking are all

examples of things many Americans grew up with and likely never called into questioned. These

unsafe, ineffective and wasteful designs cause Americans to become frustrated almost every day,

yet it is very rare that anyone seeks to change them, hence the “they’ve always been there and

always will” mentality. If one wants to fix an issue, it is important to seek changes in ways which

not only address the issue itself, but to find a way to fix the underlying cause as well, or else the
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issue is likely to just reappear elsewhere. In this case, if someone were to want to address the

unsafe infrastructure of cars, they would not only have to fix the infrastructure itself, but address

the cultural systems assumptions that led to the creation of said infrastructure.

To help research for this analysis of car-culture, I had to find sources which detailed the

reasons not only as to what the American car-culture is now, but how it came to be. I was able to

do this research through a few different sources. One of these sources was using peer reviewed

articles found on databases like JSTOR and EBSCO Host. I wanted to ensure I used peer-

reviewed sources as a means to eliminate some of the bias I had going into this analysis and

rather rely mostly on factual reports. My bias is another meaningful aspect of my report, and

therefore I believe that in the spirit of full disclosure it would be in bad faith to not reveal that I

do, indeed, have a bias in favor of my conclusion. This is not, however, a reason to discard this

entire report as my conclusion was not formulated prior to my research, nor was my previous

bias on the issue a result of anything other than research on the subject. For most of my life, like

most Americans, I saw no issues in the car-centric infrastructure of America. Once I began to

examine the world from a more critical point of view however, I began to research the

institutions of American society and come to new conclusions through evidence and newfound

knowledge. While I and most of the people I know were born after car-culture was thriving in the

United States, I did want to base some evidence on the accounts of people who were alive either

in America before car-centric infrastructure was prevalent throughout most of the country, or

those who live in places without the same sort of car-culture seen in America today. Because

these are not entirely accurate accounts, nor expansive, I did not use the information learned

through these interactions as major evidence in coming to my conclusion. I did, however, use

these accounts as a way to gain a better understanding of how other people who didn’t always
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live in a car-culture like America’s today feel about the current issues found within it. I also

relied on my own experiences as a person who has always existed in this car-centric society to

juxtapose to the accounts of those who haven’t.

The research for this analysis was rather difficult to come across. As I mentioned before,

most American people alive today can only remember a time when car-centric infrastructure was

prevalent in America, and even people who live in other countries were not able to be

interviewed. Aside from that, there is not a whole lot of research into the subject, and specifically

any peer reviewed articles that discussed the issue were very hard to find. I did, however,

compile a list of peer-reviewed articles that helped provide a context for the issue and managed

to find other means of finding non-biased evidence such as court documents and governmental

texts. There are very few Americans, it seems, that are passionate about this issue, thus a lack of

research into it is unsurprising. It is through the limited research and evidence that I was able to

find though, that I used to come to and support my conclusion.

History of Car Culture in America

In order to understand why cars has such a strong hold on American life, it is important to

first have a basic understanding of how America’s car-culture developed. Most of the

information gathered in this section is based on Dr. Spencer Scott’s article “A Grand Theft: Auto

Industry Stole Our Streets and Our Future”. In 1908, Ford Motor Company released their Model

T vehicle which was one of the first publicly accessible motor vehicle thanks to its price, a

consequence of the industrial revolution and production line. Prior to motor vehicles, streets in

America were a public place used by people and animal-drawn vehicles. Markets were set up and

people could walk the streets safely without the fear of being hurt by vehicles. Trains and

streetcars (tracks and rails) were an effective form of public transportation and were often
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property of the government. While private motor vehicles were easier for the average person to

get, they were still far from something most people could afford. However, as more Americans

were able to get ahold of cars, more people were being injured or killed by these vehicles. In the

four years after World War I, there were more American deaths due to motor vehicles than

American deaths suffered from combat WWI (“Motor Vehicle Fatality”; Byerly). Lack of safety

on roads built for people was a significant contributing factor into what made cars so dangerous.

As a result of these deaths, the American public was largely outraged at the auto industry and

cars in general. While today many people view a lack of parental supervision or “stupidity” as

the primary issues causing pedestrian deaths, when cars were still new and not cemented into

American culture, the cars were seen as the problem.

These problems were not only felt by the general American public but were so severe that

they made their way into the American government. Calvin Coolidge, who was the current

president of the United States, asked his secretary of commerce Herbert Hoover to find a way to

help prevent these deaths from automobiles. In 1924, Hoover established the National

Conference for Street and Highway Safety. In it, the statistics of how there was an estimated 600

million dollars of economic losses from death and injury by the hands of motor vehicles from the

prior year alone (Hoover). Hoover also gathered a list of car companies to help find out the best

way to prevent deaths from automotive vehicles, a move that would spark the beginning of a car-

centric outlook on American commerce. This conference served as the groundwork for what

would be the strictest car-centric and anti-pedestrian legislation in America; the 1928 Model

Municipality Traffic Ordinance. This Ordinance had a lasting impact on how pedestrian rights

were to be treated in the future, and established regulations pertaining to “Pedestrians’ rights and

duties as controlled intersections” and “Pedestrian soliciting rides” (“National Conference Street
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Highway Safety”). This, however, didn’t change the American view of cars overnight. Rather,

pedestrians continued to disobey the ordinance and cross the street whenever they wished to, and

because judges didn’t want to side against the popular pedestrian viewpoint, they were largely

left to do so with little to no consequences. In order to combat the public’s view and to begin a

public smear campaign against pedestrians, the automotive industry established the term “jay-

walking” or what would literally mean in the day “idiot-walking” (Norton). While not actual

legislation, attempting to get the public to believe those who challenge the power of automobiles

are unintelligent was just another step forward to our current car-centric society.

While legislation and smear campaigns against pedestrians were some of the publicly

visible ways of helping push the auto industry’s vision, there were other more covert attempts.

Streetcars were one of the primary forms of public transportation before the modern American

car-centric infrastructure was established. Streetcars were a popular and effective means of

connecting areas of differing income to one another. Because they were run by the government

for a time, it was a major obstacle for automotive and oil industries that wanted to make streets

solely the areas where cars drive. Eventually, however, after lobbying efforts from these

industries, cars were permitted to drive on streetcar tracks, effectively ruling that cars had a sort

of authority over this public transportation as well. It wasn’t long after this ruling that the

automotive and oil industries established front companies to buy up many of these street cars,

after which the tracks were torn up and the streetcars were destroyed. Once streetcars met their

end, there was almost nothing stopping cars from controlling the streets. Lobbying efforts in a

capitalist society are incredibly important in creating social change, often being able to tip the

scales in a particular direction, even if the general public is widely against it (Chouinard).
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Now that cars had established almost a complete domination of the streets and roads in

America, the only step left to creating the car-culture that is seen in America today is to gain the

public’s support. How this was largely started was when General Motors unveiled their vision of

the future of America at the 1939 New York World’s Fair in the form of a large model called

Futurama. The theme of this World’s Fair was “The World of Tomorrow”, and the Futurama

model ride which showed off vast suburbs, massive highways connecting cities, and a car-centric

society was one of the fair’s main exhibits. Over 30,000 people came daily to see the exhibit and

experience the ride that took them through what would soon be the reality of America’s

infrastructure. Suffice it to say, the American public, influenced by the flashy marketing on

behalf of General Motors, were finally ready to accept cars as not just a part of society, but the

future of America.

This leads us to the modern American car-culture that those in America witness every

day. As The Futurama exhibit depicted, America is now filled with cities intersected and split by

large, multilane highways, suburbs full of single-family homes disconnected from stores and

schools, and cars filling all of it. While I will discuss all of this in another section about the effect

of cars on American society, it is important to see how all of these factors led to where America

is today. In the 1950s, fast food and drive-in attractions became such a major aspect of American

society that the almost all the ideas associated with the 1950s include cars. Your identity now is

associated with what car you drive, whether you own a large pickup-truck or a smart car is

largely influenced by political beliefs or at least tends to carry a stigma as to which of the major

parties you support. A person’s status is also largely showcased by what their car is, whether it’s

an expensive sports car or a vehicle given modifications to make it louder or seemingly more

expensive. According to a study, even younger people see reckless driving as a way to show their
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self-identity (Graham, White). Today, those without cars are often unable to have jobs, thus

making those without a license seem lazy or unintelligent to many Americans. The history of

American cars and the development of its car-culture are incredibly important to be able to

understand why American society is so dominated by cars.

Why Americans Love Private Transportation but Widely Hate Public Transportation

While America does have some forms of public transportation, there is a large sentiment

amongst the American public that public transportation such as busses and subways are inferior

to private transportation due to being dangerous, inefficient, and unsanitary. Television and

movies often display this sentiment, such as in one episode of It’s Always Sunny In Philadelphia

where one of the characters is forced to take a bus and is then confronted by a large amount of

unsanitary and odd people inside the bus. Streetcars no longer are viable forms of public

transportation due to their aforementioned history, and trains which occupy a major influence in

most first-world countries as a viable form of public transportation are seen largely in America

as either a novelty or inconvenience to drivers.

This sentiment is not echoed in most first-world countries. In fact, in countries such as

Japan, China, and most western European nations, trains and busses are incredibly important to

the society. In Japan, the Shinkansen bullet train system is vital to ensuring millions of people

arrive to their jobs on time. It connects many regions of Japan with its business hub and capital,

Tokyo. Similar bullet trains connect Chinese cities to each other and are more efficient, cheaper,

and faster than planes or cars. In western Europe, trains and trolleys connect towns,

neighborhoods, and entire cities to other parts of Europe. These forms of public transportation

are often the most time efficient and effective method of moving from one place to another in

these countries. In Japan, if a train is even a few minutes late, there is a massive apology issued
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due to how prompt it is expected to be. This, however, is not the case in America where it is

almost always assumed that public transportation will be inefficient or have some sort of

complication. American public transportation is also often poorly maintained by the state or

companies that run it, leading to the idea that they are unsanitary and unkept. This leads many

Americans to opt for buying a private mode of transportation, and with cars being expensive,

those who cannot afford to purchase cars are either forced to use public transportation or just use

some other form of transportation, whether it be biking or walking. This creates a sort of positive

feedback cycle in which those who can afford to buy cars leave poorer people to use the public

transportation, thus public transportation suffers from a lack of funding, thus more people try to

avoid it and buy cars, so on and so forth.

This lack of public transportation in America has consequences that are easy to see, but

are often disregarded as a fact of life. One of these consequences, that being traffic, is often a

source of discontent among Americans living in or around cities. This traffic is largely a

consequence of two things, those being the use of private transportation and suburbs. In the next

section, I will discuss the effect of suburbanization in America, but for now I will focus solely on

how private transportation congests roads. Busses, trains, and trolleys are each designed to carry

large amounts of people at the same time on an efficient route. While one bus may be able to

carry forty or more people, a single car will likely only carry up to five, and in most cases are

occupied only with one or two people at a time. While a bus is much larger than a typical car,

twenty to forty cars all occupying one roadway would cover much more of the road wherein a

single bus could transport the same amount of people while occupying an eighth of the space that

those cars would. This clogs the roads with many smaller vehicles that not only occupy much

more space, but all move separately leading to further congestion as drivers compete against
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each other and react separately. Ironically, Americans seem to place a large amount of slower

moving vehicles like busses, or trains that block off roads occasionally on why traffic moves so

slowly.

Effects of Car-Culture on America

Driving along roadways now there are often glanced over effects of this car-dependent

culture. For example, most suburbs in America are entirely car dependent. This is largely

because of a few key design choices. One is the street focused design of suburbs in general and

how cars play a key aspect in why people live in them. Aside from the large streets dividing the

neighborhood, a large reason people live in suburbs is, ironically, to get away from cars. In

asking people as to why they live in suburbs I often received one of two answers: either that they

grew up in suburbs and thus wanted to remain in a style of residential neighborhood that they

were accustomed to, or that they wanted to escape the problems associated with living in a city.

When pressed on the latter, they often gave the reasons of wanting to escape the “hustle and

bustle” of the city, less euphemistically called noise pollution, and they believed that the cities

were too dangerous for them. Cars produce a lot of noise pollution, and simply put when people

complain about noise pollution, it is very likely they are referring to cars. While trains, busses,

and planes also cause noise pollution, it is very rarely constant and to the degree of cars. As for

the second complaint of city life, while not the only danger of living in a city, cars play a major

factor in how dangerous they are. Cars moving at high speed down the roadways which serve as

millions of peoples’ front yards is an incredibly dangerous situation, especially for children. As

mentioned previously and according to the people I have interviewed, if someone is hit by a car

it’s not usually seen as the fault of the car or its driver, but rather as a result of carelessness on

behalf the pedestrian, or if the victim is a child, the result of “bad parenting”. These factors,
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again, results in a feedback loop of people moving to the suburbs because they don’t want to deal

with cars, then driving into the cities where they work creating even more traffic, thus more

people move out of the city.

Another major issue with not only American suburbs, but a lot of American

neighborhoods in general, are zoning ordinances that make it difficult to survive without a car.

Unless an American lives in a city, it is usually extremely difficult in modern neighborhoods to

get to work or even to shop without having a car. Euclidean zoning is a form of zoning

regulations in which different sectors such as business or residential land is divided into different

locations in a particular area. This has a few results, but arguably the most important is the

separation of business locations where people work and shop, from the places where people can

live, often with large enough distances and infrastructure in place such as highways that make it

almost impossible to get from one sector to another without some sort of motor vehicle. If a

person needs a motor vehicle to get food and to earn an income, then it is not a stretch to say that

people who live outside of cities, for the most part, need a motor vehicle to survive. Even in

cities, walkability and not having a car is often an issue. Sidewalks are rarely maintained,

pedestrian crossing is dangerous in most places in the United States with few measures being

taken to help protect pedestrians, and very few alternative methods such as safe bike lanes or

reliable public transportation are given as options (Mayers, Glover).

Cars also have an important effect on the climate. While a single bus or train may

produce more carbon emissions than a single car, as I mentioned before, a single bus being

replaced by twenty or more cars is not an effective solution to reducing carbon emissions. If that

is the case, then perhaps switching to electric cars would be better. Unfortunately, while electric

vehicles are not emitting as much carbon as combustion engines, the process of mining for
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materials to make electric batteries is not only ethically questionable in terms of those mining

and their conditions, but because it is done in largely third-world nations, there is little regulation

on the methods or emissions from the mining process. This not only affects the climate, but is

still using up unrenewable resources in an attempt to make profit. Land use is also affected by

cars as massive amounts of space must be given to accommodate highways, roads, and parking

lots larger than the buildings they are meant for (Jakle, Sculle).

Even something as seemingly minimal as a driver’s license is an example of the hold cars

have on American society. A driver’s license is often a person’s only readily available form of

identification and is used in many situations ranging from buying certain products to exercising a

citizen’s right to vote. If a person has to learn how to drive to be able to vote more easily, it

should be evident that cars play a large role in American politics and democracy. Even getting to

a polling location where a person can cast their ballot may require the use of a car. With these

effects in mind, it is difficult to find aspects of American society and culture that aren’t in some

way influenced by cars.

Conclusion

American car culture is an interesting departure from the rest of most developed nations

as it is yet another example of Americans glorifying individualism. Certain laws have even been

introduced as a result of the car industry’s lobbying efforts, and almost every American is

affected by the effects of the car-culture and the infrastructure that accompanies it. It is for these

reasons that it is important to understand the source of these issues if we are to address them.

Throughout the history of motor vehicles in America, the growing distain felt from most

Americans towards public transport, and the effect upon society and culture in America

stemming from this car culture, we can see why American society is in the state it is now, and
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how, if we wish to change it, we can. Incentivizing the use of either public transport or other

forms of transportation would be difficult, but possible.

The introduction of car-free zones in cities, or car-free cities in general would be one way

to do it, however unlikely to happen in the near future. Car-free areas in cities, such as the

Barcelona Superblock, are already promising examples of what life could be like in urban

environments without massive amounts of cars. While not exactly car-free, Amsterdam in the

Netherlands has methods for preventing massive amounts of cars in the city as well as

infrastructure that supports pedestrian and cyclist safety over the efficiency of cars. Overall

safety for pedestrians is greatly increased when things as simple as speedbumps at crosswalks

and sectioned off bike-lanes are implemented, and while not in the best interest of automotive

corporations, it is an effective measure of keeping those who live in the city safe. Other reasons

to have car-free zones and cities is to reduce noise pollution and danger as well as boost

community interactivity. When streets are not filled with dangerous moving vehicles, they can be

used as they were in pre-car America; places where communities can get together and interact.

Noise pollution going down is beneficial for mental and overall health, and a lack of car-filled

streets make the areas much safer for children and adults alike (Nieuwenhuijsen, Bastiaanssen,

Sersli, Waygood, Khreis).

Stopping suburban sprawl and repairing cities to make them a more livable and safer

environment would also majorly help reduce problems associated with car-culture. Reworking

Euclidian zoning and introducing areas where businesses and multi-family housing units can

reduce the necessity for cars where they are requisite now and make communities better in the

process. The introduction of high-speed railways across the United States to connect cities would

be beneficial not only for the climate, but for people who would be able to use them as well.
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There are many methods for helping to fight the problems caused by car-culture, however

addressing the root of the problem, not the car-culture itself but the forces within the government

that support it, is vital to changing society. Whether or not you believe that car-culture and car-

centric infrastructure is an issue in America worth changing, having a better understanding of its

effects and how it got to where it is today is still beneficial in understanding the world around

you, and hopefully will help you to continue critically perceiving the society around you.
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