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Some economists, sparked by an economics students' rebellion in France in 2000, are attempting to recreate a real economics. See "Post Autistic Economics. www.paecon.net"
1. For insight into the realities of "alternatives" under the car hegemony, try New York’s non-car users’ site http://www.rightofway.org. Among other things, they draw "crime scene" body outlines on the roads where pedestrians and cyclists are killed by cars.
1. Premature car-culture triumphalism has made the relationship between real estate interests and car culture propaganda easier to demonstrate than might be expected. For instance one might explore the opinions and political activism of the California Association of Realtors, whose website has the revealing URL, http://www.car.org
2. A short summary of the conspiracy that destroyed the USA's urban trolleycar systems is available at http://www.verdant.net/natlcity.htm. The whole story was explored in a film documentary called "Taken For A Ride". Which "Reveals the tragic, little known story of how the auto and oil industry, led by General Motors, dismantled electric streetcar lines nationwide and replaced them with diesel buses." Available from New Day Films - http://www.newday.com/films/Taken_for_a_Ride.html
1. "Tranquillisers a Driving Menace." - Stephen Luntz, pp.11, Australasian Science, Vol. 23, No.4 May 2002.
1. Worldwatch Institute, State of the World Report 1993 Ch. 7. Rediscovering Rail by Marcia D Lowe. Note 66 David Alan Aschauer, "Transportation Spending and Economic Growth: The Effects of Transit and Highway Expenditures" American Public Transit Association Washington DC Sept 1991.
1. see
Mobility Culture: Copenhagen Declaration
Text adopted during the Car Free Cities Annual General Meeting 1996 8 May 1996 Copenhagen
1. In "The Road from Inequity" by Peter Mumford - for the Adam Smith Institute – (A privitisation-advocacy thinktank in Britain). It’s dubious because pollution costs are minimised, it doesn’t include appropriation of police and litigation resources, and it’s definitely not true globally (Britain has comparatively high car taxing). While dubious in Britain, the statement is patently untrue in Australia. $14 Billion is collected in all taxes, and though a separate compulsory insurance scheme covers personal injuries from collisions; congestion alone is calculated at $13 Billion cost and infrastructure at $7 Billion cost per annum, without even approaching environmental costs. These figures are available as facts sheets from the Australian Government Bureau of Transport and Regional Economics.
| nt 2 | From RoadFacts 2000. |
| nt 3 | From RoadFacts 2000. As this includes all urban local roads, not just those in cities of 40000 or more population, it inflates the local road area a little, so this could reduce the rent figure slightly, further detail of stats is needed for an exact figure, but some other lack of detail reduces the figure in other stats, it might balance out. |
| nt 4 | width of space (2.6m) x length ((5.m) + access lane width (4m)) (measured in supermarket car-park Adelaide) |
| nt 5 | Excludes parking or traffic fines |
| nt 6 | 2000 from ABS |
| nt 7 | estimate from curb to curb, not counting naturestrips or footpaths |
| nt 8 | estimate from random measurements |
| nt 9 | An estimate. Any stats on actual numbers would be welcome. These are "free" car park spaces that receive public subsidy through taxation or commercial subsidy (eg supermarket) through price structure, or residential cross subsidy through rents (from non drivers and drivers alike). |
| nt 10 | approx. 75% of national car fleet. Approx. 80% of pop that lives in cities of 40000 or more, |
| nt 11 | Value arbitrated as lower (2/3) than urban industrial average rent value, in consideration of the lower level proprietary rights and development; but not much lower in consideration of opportunity cost for excluding residential, retail, recreation and office use. Calculated from Real Estate Institute of Australia values. See Spreadsheet for details. |
| 12 | See, Nature of Ban, Public Transport to Displace Cars and Transport Displacement. |
| nt13 | Multiply Arterial road length by Arterial road width |
| nt14 | Multiply local road length by Local road width |
| nt15 | Add Local and Arterial road areas |
| nt16 | Multiply sum of Urban and Local Road Lengths by optimal road width |
| nt 17 | subtract optimal urban road area from actual urban road area |
| nt 18 | Multiply parking space area by ratio of parking spaces to cars, then multiply by urban car fleet numbers |
| nt 19 | extra road and car park area over and above optimal roadspace, area demanded exclusively by car culture and unnecessary otherwise, |
| nt20 | divide car culture appropriation by car fleet numbers, this doesn't count any private space appropriated, paid parking or private driveways and garages |
| nt21 | Multiply car culture appropriation by rent per m2. |
| nt22 | (Space subsidy *100)/GDP |
| nt23 | (Taxes*100)/Space Subsidy This would be a greater percentage if parking fines were included; but so far I've found no data on this (still looking). Ordinary paid parking space is not included in the subsidized space area. |
| nt24 | Annual rent due divided by Urban Car fleet. |
| nt25 | Annual rent due divided by Australian population. Amount paid by every person in Australia to subsidize the privileged access to space of urban car drivers. |
| nt26 | Amount each urban car culture member doesn't pay for space appropriation they exclusively access, to other's detriment. |
1. Most data from "The Decline of the Age of Oil" by Brian J Fleah. Pluto Press Australia. 1995.
1. NSW Royal Motorist Association driver opinion survey NSW Australia 1997.
1. Initiated by an article by Garrit Hardin in 1968 "The Tragedy of the Commons". Copy of original article at. http://dieoff.com/page95.htm