Chandler, AZ, may be the first city to recognize that apartment dwellers will need less parking in the future. In anticipation of autonomous vehicles, the city is changing its zoning code to loosen parking minimums in new buildings. Developers welcome such flexibility, as building parking can be expensive and AVs and other emerging technologies, such as ridesharing and bikesharing, are reducing the need for tenants to own personal cars.
The new 2017 National Household Travel Survey gives us our first look at changing travel habits since the recession. From what we can tell, the average American drives less in 2017 than eight years earlier. Driving also seems to have increased considerably among Millennials—but mostly among those with the lowest incomes—bucking expectations. The results may indicate that those with higher incomes are now choosing to live where they need to drive less.
Update: Our original post noted a major decrease in household vehicle miles traveled from the 2009 National Household Travel Survey to the 2017 survey. Due to methodological changes from year-to-year, we’re looking deeper into the new data to validate any apparent trends in travel behavior.
Until we can validate the methodology and numbers, we have removed the post.
The total number of vehicle miles traveled in the U.S. grew by 2.8 percent to 3.2 trillion in 2016, according to monthly estimates from USDOT. This marks the third year of notable growth following nine years of historical lows, but still shows slower growth than in the previous year (3.5 percent, based on the most recent numbers).
Urban truck traffic has boomed alongside the rise in e-commerce. As shown in a recent Brookings Institution blog post, while both urban truck and passenger VMT have been growing faster than urban populations since the 1960s, urban truck traffic diverged from urban car travel in the early 1990s and exploded between 2006 and 2008 before a slight dip during the recession. Thanks to this growth, total single unit (box) truck VMT became majority urban in the early 2000s, and combination (tractor-trailer) truck VMT is likely to become majority urban in the coming years.
The National Association of Realtors, in collaboration with researchers from Portland State University, just released the results of their 2015 Community Preference Survey. The survey reinforces other reports that younger generations are driving less and prefer communities with multimodal transportation options.
Low density, disconnected development patterns—or sprawl—peaked in the mid-1990s, then declined by as much as 9 percent in the following decades, according to a new analysis of street patterns published by the National Academy of Sciences.
After declining every year since 2004, vehicle-miles traveled (VMT) per capita in the U.S. ticked up by 0.9 percent in 2014 compared to 2013, according to figures released on Thursday, March 12, by FHWA. Accounting for the effect of population growth, total miles driven increased by 1.7 percent.
Both per capita and total VMT remain below their peaks, in 2004 and 2007, respectively. From World War II until the 1990s, highway travel grew year after year, but more recently that trend slowed and—in the case of per capita travel—actually reversed.
A recent study, presented at the TRB 2015 Annual Meeting looked at state-level driving and economic patterns from 1980 to 2011 and determined that in many states VMT peaked much earlier than the national trends have shown. The study contends that the downward trend in VMT in the U.S. is more permanent than previously thought. Additionally, the study finds a significant change in the traditional positive correlation between GDP per capita and VMT per capita in the majority of states between the 1980s and the 2000s.
Last year, after nearly a decade of declining automobile use, several key agencies revised their forecasts of future travel demand. FHWA’s annual Conditions & Performance report to Congress has grossly overestimated future growth in vehicle travel demand since as early as 1999. However, in its 2013 report released last February, FHWA included a low-end scenario in which the annual growth rate was reduced. Then in May the agency released a separate report containing even lower predicted annual growth rates.