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Tuesday, August 26, 2025

Curing (food preservation)

From Wikipedia, the free encyclopedia
Sea salt being added to raw ham to make prosciutto

Curing is any of various food preservation and flavoring processes of foods such as meat, fish and vegetables, by the addition of salt, with the aim of drawing moisture out of the food by the process of osmosis. Because curing increases the solute concentration in the food and hence decreases its water potential, the food becomes inhospitable for the microbe growth that causes food spoilage. Curing can be traced back to antiquity, and was the primary method of preserving meat and fish until the late 19th century. Dehydration was the earliest form of food curing. Many curing processes also involve smoking, spicing, cooking, or the addition of combinations of sugar, nitrate, and nitrite.

view of rolled up slices of meat in a box whose lid has been removed
Slices of beef in a can

Meat preservation in general (of meat from livestock, game, and poultry) comprises the set of all treatment processes for preserving the properties, taste, texture, and color of raw, partially cooked, or cooked meats while keeping them edible and safe to consume. Curing has been the dominant method of meat preservation for thousands of years, although modern developments like refrigeration and synthetic preservatives have begun to complement and supplant it.

While meat-preservation processes like curing were mainly developed in order to prevent disease and to increase food security, the advent of modern preservation methods mean that in most developed countries today, curing is instead mainly practiced for its cultural value and desirable impact on the texture and taste of food. For less-developed countries, curing remains a key process in the production, transport and availability of meat.

Curing salt, also known as "Prague powder" or "pink salt", is typically a combination of sodium chloride and sodium nitrite that is dyed pink to distinguish it from table salt.

Some traditional cured meat (such as authentic Parma ham and some authentic Spanish chorizo and Italian salami) is cured with salt alone. Today, potassium nitrate (KNO3) and sodium nitrite (NaNO2) (in conjunction with salt) are the most common agents in curing meat, because they bond to the myoglobin and act as a substitute for oxygen, thus turning myoglobin red. More recent evidence shows that these chemicals also inhibit the growth of the bacteria that cause the disease botulism.

The combination of table salt with nitrates or nitrites, called curing salt, is often dyed pink to distinguish it from table salt. Neither table salt nor any of the nitrites or nitrates commonly used in curing (e.g., sodium nitrate [NaNO3], sodium nitrite, and potassium nitrate) is naturally pink.

Reasons for curing

Meat decomposes rapidly if it is not preserved. The speed of decomposition depends on several factors, including ambient humidity, temperature, and the presence of pathogens. Most types of untreated meat cannot be kept at room temperature for lengthy periods before spoiling.

Spoiled meat changes color and exudes a foul odor. Ingestion can cause serious food poisoning. Salt-curing processes were developed in antiquity in order to ensure food safety without relying on then unknown anti-bacterial agents.

The short shelf life of fresh meat does not pose significant problems when access to it is easy and supply is abundant. But in times of scarcity and famine, or when the meat must be transported over long distances, food preservation is necessary.

Curing significantly increases the length of time meat remains edible, by making it inhospitable to the growth of microbes.

Chemical actions

Salt

Salt (sodium chloride) is the primary ingredient used in meat curing. Removal of water and addition of salt to meat creates a solute-rich environment where osmotic pressure draws water out of microorganisms, slowing down their growth. Doing this requires a concentration of salt of nearly 20%.

In sausage production, salt causes the soluble proteins to come to the surface of the meat that was used to make the sausages. These proteins coagulate when the sausage is heated, helping to hold the sausage together.

Sugar

The sugar added to meat for the purpose of curing it comes in many forms, including honey, corn syrup solids, and maple syrup. However, with the exception of bacon, it does not contribute much to the flavor, but it does alleviate the harsh flavor of the salt. Sugar also contributes to the growth of beneficial bacteria such as Lactobacillus by feeding them.

Nitrates and nitrites

Nitrosyl-heme

Nitrates and nitrites extend shelf life, help kill bacteria, produce a characteristic flavor and give meat a pink or red color. Nitrite (NO
2
) is generally supplied by sodium nitrite or (indirectly) by potassium nitrate. Nitrite salts are most often used to accelerate curing and impart a pink colour. Nitrate is specifically used only in a few curing conditions and products where nitrite (which may be generated from nitrate) must be generated in the product over long periods of time.

Nitrite further breaks down in the meat into nitric oxide (NO), which then binds to the iron atom in the center of myoglobin's heme group, reducing oxidation and causing a reddish-brown color (nitrosomyoglobin) when raw and the characteristic cooked-ham pink color (nitrosohemochrome or nitrosyl-heme) when cooked. The addition of ascorbate to cured meat reduces formation of nitrosamines (see below), but increases the nitrosylation of iron.

The use of nitrite and nitrate salts for meat in the US has been formally used since 1925. Because of the relatively high toxicity of nitrite (the lethal dose in humans is about 22 mg/kg of body weight), the maximum allowed nitrite concentration in US meat products is 200 ppm. Plasma nitrite is reduced in persons with endothelial dysfunction.

Nitrite-containing processed meat is associated with increased risk of developing colorectal cancer. Adding nitrites to meat has been shown to generate known carcinogens such as nitrosamines, N-nitrosamides and nitrosyl-heme, resulting from nitrosylation reactions; the World Health Organization (WHO) advises that each 50 g (1.8 oz) of "processed meats" eaten a day would raise the risk of getting bowel cancer by 18% over a lifetime; "processed meat" refers to meat that has been transformed through salting, curing, fermentation, smoking, or other processes to enhance flavour or improve preservation. The World Health Organization's review of more than 400 studies concluded, in 2015, that there was sufficient evidence that "processed meats" caused cancer, particularly colon cancer; the WHO's International Agency for Research on Cancer classified "processed meats" as carcinogenic to humans (Group 1).

The use of nitrites in food preservation is highly controversial due to the potential for the formation of nitroso-compounds such as nitrosamines, N-nitrosamides and nitrosyl-heme. When the meat is cooked at high temperatures, nitrite-cured meat products can also lead to the formation of nitrosamines. The effect is seen for red processed meat, but not for white meat or fish. Nitrates and nitrites may cause cancer and the production of carcinogenic nitrosamines can be potently inhibited by the use of the antioxidants vitamin C and the alpha-tocopherol form of vitamin E during curing. Under simulated gastric conditions, nitrosothiols rather than nitrosamines are the main nitroso species being formed. The use of either compound is therefore regulated; for example, in the United States, the concentration of nitrates and nitrites is generally limited to 200 ppm or lower.

The meat industry considers nitrites irreplaceable because they speed up curing and improve color while retarding the growth of Clostridium botulinum, the bacteria that causes botulism. Botulism, however, is an extremely rare disease (less than 1000 cases per year reported worldwide) and is almost always associated with home preparations of preserved food. For example, all Parma ham has been made without nitrites since 1993, but was reported in 2018 to have caused no cases of botulism.

Furthermore, while the FDA has set a limit of 200 ppm of nitrates for cured meat, they are not allowed and not recognized as safe by the FDA in most other foods, even foods that are not cooked at high temperatures, such as cheese.

Nitrites from celery

Processed meats without "added nitrites" may be misleading as they may be using naturally occurring nitrites from celery instead.

A 2019 report from Consumer Reports found that using celery (or other natural sources) as a curing agent introduced naturally occurring nitrates and nitrites. The USDA allows the term "uncured" or "no nitrates or nitrites added" on products using these natural sources of nitrites, which provides the consumer a false sense of making a healthier choice. The Consumer Reports investigation also provides the average level of sodium, nitrates and nitrites found per gram of meat in their report.

Consumer Reports and the Center for Science in the Public Interest filed a formal request to the USDA to change the labeling requirements in 2019.

Smoke

Meat can also be preserved by "smoking". If the smoke is hot enough to slow-cook the meat, this will also keep it tender. One method of smoking calls for a smokehouse with damp wood chips or sawdust. In North America, hardwoods such as hickory, mesquite, and maple are commonly used for smoking, as are the wood from fruit trees such as apple, cherry, and plum, and even corncobs.

Smoking helps seal the outer layer of the food being cured, making it more difficult for bacteria to enter. It can be done in combination with other curing methods such as salting. Common smoking styles include hot smoking, smoke roasting (pit barbecuing) and cold smoking. Smoke roasting and hot smoking cook the meat while cold smoking does not. If the meat is cold smoked, it should be dried quickly to limit bacterial growth during the critical period where the meat is not yet dry. This can be achieved, as with jerky, by slicing the meat thinly.

The smoking of food directly with wood smoke is known to contaminate the food with carcinogenic polycyclic aromatic hydrocarbons.

Research

Since the 20th century, with respect to the relationship between diet and human disease (e.g. cardiovascular, etc.), scientists have conducted studies on the effects of lipolysis on vacuum-packed or frozen meat. In particular, by analyzing entrecôtes of frozen beef during 270 days at −20 °C (−4 °F), scientists found an important phospholipase that accompanies the loss of some unsaturated fat n-3 and n-6, which are already low in the flesh of ruminants.

Health effects

Elevated levels of nitrites in preserved meats increase the risk of nasopharyngeal cancer.

In 2015, the International Agency for Research on Cancer of the World Health Organization classified processed meat, that is, meat that has undergone salting, curing, fermenting, or smoking, as "carcinogenic to humans".

History

A survival technique since prehistory, the preservation of meat has become, over the centuries, a topic of political, economic, and social importance worldwide.

Traditional methods

Sur un fond noir se détache le profil ocre d’un jeune homme tenant de la main gauche le groin d’une tête de porc posée sur un tabouret, et de la droite un long couteau, haut levé et près à s’abattre sur la hure.
Young man preparing a pig's head after a sacrifice. Vase v. 360–340 BC, National Archaeological Museum of Spain.

Food curing dates back to ancient times, both in the form of smoked meat and salt-cured meat.

Several sources describe the salting of meat in the ancient Mediterranean world. Diodore of Sicily in his Bibliotheca historica wrote that the Cosséens in the mountains of Persia salted the flesh of carnivorous animals. Strabo indicates that people at Borsippa were catching bats and salting them to eat. The ancient Greeks prepared tarichos (τάριχος), which was meat and fish conserved by salt or other means. The Romans called this dish salsamentum – which term later included salted fat, the sauces and spices used for its preparation. Also evidence of ancient sausage production exists. The Roman gourmet Apicius speaks of a sausage-making technique involving œnogaros (a mixture of the fermented fish sauce garum with oil or wine). Preserved meats were furthermore a part of religious traditions: resulting meat for offerings to the gods was salted before being given to priests, after which it could be picked up again by the offerer, or even sold in the butcher's.

A trade in salt meat occurred across ancient Europe. In Polybius's time (c. 200 – c.118 BCE), the Gauls exported salt pork each year to Rome in large quantities, where it was sold in different cuts: rear cuts, middle cuts, hams, and sausages. This meat, after having been salted with the greatest care, was sometimes smoked. These goods had to have been considerably important, since they fed part of the Roman people and the armies. The Belgae were celebrated above all for the care which they gave to the fattening of their pigs. Their herds of sheep and pigs were so many, they could provide skins and salt meat not only for Rome, but also for most of Italy. The Ceretani of Spain drew a large export income from their hams, which were so succulent, they were in no way inferior to those of Cantabria. These tarichos of pig became especially sought, to the point that the ancients considered this meat the most nourishing of all and the easiest to digest.

In Ethiopia, according to Pliny, and in Libya according to Saint Jerome, the Acridophages (literally, the locust-eaters) salted and smoked the crickets which arrived at their settlements in the spring in great swarms and which constituted, it was said, their sole food.

The smoking of meat was a traditional practice in North America, where Plains Indians hung their meat at the top of their tipis to increase the amount of smoke coming into contact with the food.

Middle Ages

In Europe, medieval cuisine made great use of meat and vegetables, and the guild of butchers was amongst the most powerful. During the 12th century, salt beef was consumed by all social classes. Smoked meat was called carbouclée in Romance tongues and bacon if it was pork.

The Middle Ages made pâté a masterpiece: that which is, in the 21st century, merely spiced minced meat (or fish), baked in a terrine and eaten cold, was at that time composed of a dough envelope stuffed with varied meats and superbly decorated for ceremonial feasts. The first French recipe, written in verse by Gace de La Bigne, mentions in the same pâté three great partridges, six fat quail, and a dozen larks. Le Ménagier de Paris mentions pâtés of fish, game, young rabbit, fresh venison, beef, pigeon, mutton, veal, and pork, and even pâtés of lark, turtledove, baby bird, goose, and hen. Bartolomeo Sacchi, called Platine, prefect of the Vatican Library, gives the recipe for a pâté of wild beasts: the flesh, after being boiled with salt and vinegar, was larded and placed inside an envelope of spiced fat, with a mélange of pepper, cinnamon and pounded lard; one studded the fat with cloves until it was entirely covered, then placed it inside a pâte.

In the 16th century, the most fashionable pâtés were of woodcock, au bec doré, chapon, beef tongue, cow feet, sheep feet, chicken, veal, and venison. In the same era, Pierre Belon notes that the inhabitants of Crete and Chios lightly salted then oven-dried entire hares, sheep, and roe deer cut into pieces, and that in Turkey, cattle and sheep, cut and minced rouelles, salted then dried, were eaten on voyages with onions and no other preparation.

Early modern era

Derrière une grille de métal, des barils sont couchés, empilés en trois étages et cette pyramide se termine par des tonneaux de bœuf salé.
Barrels of salt beef and other products in a reconstruction of an American Civil War stockpile, at Fort Macon State Park, North Carolina

During the Age of Discovery, salt meat was one of the main foods for sailors on long voyages, for instance in the merchant marine or the navy. In the 18th century, salted Irish beef, transported in barrels, were considered finest.

Scientific research on meat by chemists and pharmacists led to the creation of a new, extremely practical product: meat extract, which could appear in different forms. The need to properly feed soldiers during long campaigns outside the country, such as in the Napoleonic Wars, and to nourish a constantly growing population often living in appalling conditions drove scientific research, but a confectioner, Nicolas Appert, in 1795 developed through experimentation a method which became universal and in one language bears his name: airtight storage, called appertisation in French.

With the spread of appertisation, the 19th-century world entered the era of the "food industry", which developed new products such as canned salt meat (for example corned beef). The desire for safer food led to the creation of the US's Pure Food and Drug Act in 1906, followed by the national agencies for health security and the establishment of food traceability over the course of the 20th century.[citation needed] It also led to continuing technological innovation.

In France, the summer of 1857 was so hot that most butchers refused to slaughter animals and charcutiers lost considerable amounts of meat, due to inadequate conservation methods. A member of the Academy of Medicine and his son issued a 34-page summary of works completed by 1857, which proposed some solutions: not less than 91 texts exist, of which 64 edited for only the years between 1851 and 1857.

Effects on trade

The improvement of methods of meat preservation, and of the means of transport of preserved products, has notably permitted the separation of areas of production and areas of consumption, which can now be distant without it posing a problem, permitting the exportation of meats.

For example, the appearance in the 1980s of preservation techniques under controlled atmosphere sparked a small revolution in the world's market for sheep meat: the lamb of New Zealand, one of the world's largest exporters of lamb, could henceforth be sold as fresh meat, since it could be preserved from 12 to 16 weeks, which was a sufficient duration for it to reach Europe by boat. Before, meat from New Zealand was frozen, thus had a much lower value on European shelves. With the arrival of the new "chilled" meats, New Zealand could compete even more strongly with local producers of fresh meat. The use of controlled atmosphere to avoid the depreciation which affects frozen meat is equally useful in other meat markets, such as that for pork, which now also enjoys an international trade.

Mobile source air pollution

From Wikipedia, the free encyclopedia
Cars are major sources of mobile air pollution.

Mobile source air pollution includes any air pollution emitted by motor vehicles, airplanes, locomotives, and other engines and equipment that can be moved from one location to another. Many of these pollutants contribute to environmental degradation and have negative effects on human health. To prevent unnecessary damage to human health and the environment, environmental regulatory agencies such as the U.S. Environmental Protection Agency have established policies to minimize air pollution from mobile sources. Similar agencies exist at the state level. Due to the large number of mobile sources of air pollution, and their ability to move from one location to another, mobile sources are regulated differently from stationary sources, such as power plants. Instead of monitoring individual emitters, such as an individual vehicle, mobile sources are often regulated more broadly through design and fuel standards. Examples of this include corporate average fuel economy standards and laws that ban leaded gasoline in the United States. The increase in the number of motor vehicles driven in the U.S. has made efforts to limit mobile source pollution challenging. As a result, there have been a number of different regulatory instruments implemented to reach the desired emissions goals.

Broad classification

Old motorcycle emitting visible fumes
Airplanes produce significant levels of pollution emissions.

There are a number of different mobile sources of air pollution, some contributing more to pollution than others. As mentioned previously, mobile sources are regulated differently from stationary sources due to the large number of sources and their ability to move from one location to another. Different mobile sources operate differently and generate different emission types and levels. The E.P.A. differentiates between mobile sources by classifying them as either on-road vehicles or non-road vehicles. On-road vehicles and non-road vehicles are often subject to different regulations.

Road sources

Non-road sources

Major regulated mobile source pollutants

There are a number of different pollutants that are emitted by mobile sources. Some make up a large portion of the total air concentration for that particular pollutant while others do not make up as much of the total air concentration.

  • Carbon Monoxide: Carbon monoxide forms when carbon in fuel does not burn completely (incomplete combustion). The main source of carbon monoxide in air is vehicle emissions. As much as 95 percent of the carbon monoxide in typical U.S. cities comes from mobile sources, according to EPA studies. Carbon monoxide is harmful because it reduces oxygen delivery to the body's organs and tissues. It is most harmful to those who suffer from heart and respiratory disease.
  • Carbon Dioxide: Carbon dioxide is one of the most prominent greenhouse gasses emitted by motor vehicles. In 2006, 23.6% of the total inventory of U.S. greenhouse gasses were derived from motor vehicles. The compound is generated as a byproduct of the combustion of any fuel source containing carbon.
  • Nitrogen Oxides: Nitrogen oxides form when fuel burns at high temperatures, such as in motor vehicle engines. Mobile sources are responsible for more than half of all nitrogen oxide emissions in the United States. Both on-road and non-road mobile sources are major nitrogen oxide polluters. These problems include ozone and smog.
  • Hydrocarbons: Hydrocarbons are a precursor to ground-level ozone, a serious air pollutant in cities across the United States. A key component of smog, ground-level ozone is formed by reactions involving hydrocarbons and nitrogen oxides in the presence of sunlight. Hydrocarbon emissions result from incomplete fuel combustion and from fuel evaporation. Ground-level ozone causes health problems such as difficulty breathing, lung damage, and reduced cardiovascular functioning.
  • Particulate Matter: Atmospheric particulate matter or airborne particulate matter is the term for solid or liquid particles found in the air. Some particles are large or dark enough to be seen as soot or smoke, but fine particulate matter is tiny and is generally not visible to the naked eye. Fine particulate matter is a health concern because very fine particles can reach the deepest regions of the lungs. Health effects include asthma, difficult or painful breathing, and chronic bronchitis, especially in children and the elderly.
  • Air Toxics: The EPA lists over 1100 individual compounds which are classified as air toxics. These compounds are emitted by mobile sources, mostly due to the chemical nature of the fuel source. These compounds are known or expected to cause serious physical damages including cancer, reproductive, and developmental side effects.

Laws and regulatory standards

Regulatory law Year of establishment Description
Air Pollution Control Act 1955
  • First federal air pollution legislation
  • Funded research for scope and sources of air pollution
Clean Air Act 1963
  • Authorized the development of a national program to address air pollution related environmental problems
  • Authorized research into techniques to minimize air pollution
Motor Vehicle Air Pollution Control Act 1965
  • The first federal legislation designed to control emissions from automobiles
  • Authorized the Department of Health, Education, and Welfare (subsequently separated into the Department of Education and the Department of Health and Human Services in 1979) to establish the first federally mandated light duty vehicle emission standards
  • The act required a 72% reduction in hydrocarbon emissions, a 56% reduction in carbon monoxide emissions, and a complete elimination of crankcase hydrocarbon emissions for all light duty vehicles produced after 1968, using a 1963 base year.
Air Quality Act 1967
  • Authorized enforcement procedures for air pollution problems involving interstate transport of pollutants
  • Authorized expanded research activities
Clean Air Act Extension 1970
Clean Air Act Amendments 1977
  • Authorized provisions related to the Prevention of Significant Deterioration
  • Authorized provisions relating to areas which are non-attainment with respect to the National Ambient Air Quality Standards
Clean Air Act Amendments 1990

U.S. enforcement agencies

Federal agencies

  • Environmental Protection Agency: The Environmental Protection Agency's Office of Air and Radiation (OAR) develops national programs, policies, and regulations for controlling air pollution and radiation exposure. OAR is concerned with pollution prevention and energy efficiency, indoor and outdoor air quality, industrial air pollution, pollution from vehicles and engines, radon, acid rain, stratospheric ozone depletion, climate change, and radiation protection.
  • Department of Energy: The Department of Energy's clean air compliance activities are overseen by its Office of Health, Safety, and Security.
  • Department of Transportation
  • Federal Aviation Administration: Practically all aviation emission sources are independently regulated through equipment specific regulations, standards and recommended practices, and operational guidelines, which are established by a variety of organizations. For example, on-road vehicles, which take passengers to and from the airport, meet stringent Federal tailpipe standards set by EPA. Stationary sources on the airport, like power boilers and refrigeration chillers, must meet independent state regulations. And FAA certification is required for essentially all aviation equipment and processes. For example there are more than 60 standards that apply to aircraft engine design, materials of construction, durability, instrumentation and control, and safety, among others. These are in addition to the Fuel Venting and Exhaust Emission Requirements for Turbine Engine Powered Airplanes (FAR Part 34), which guide compliance with EPA’s aircraft exhaust emission standards. The International Civil Aviation Organization (ICAO) is a United Nations intergovernmental body responsible for worldwide planning, implementation, and coordination of civil aviation. ICAO sets emission standards for jet engines. These are the basis of FAA’s aircraft engine performance certification standards, established through EPA regulations.
  • Federal Highway Administration: The FHWA, EPA, the Health Effects Institute, and others have funded and conducted research studies to try to more clearly define potential risks from mobile source air toxics emissions associated with highway projects. The FHWA policies and procedures for implementing NEPA is prescribed by regulation in 23 CFR § 771.
  • National Highway Traffic Safety Administration: NHTSA administers the CAFE program, and the Environmental Protection Agency (EPA) provides the fuel economy data. NHTSA sets fuel economy standards for cars and light trucks sold in the U.S. while EPA calculates the average fuel economy for each manufacturer.

State-level agencies

EPA has ten regional offices, each of which is responsible for the execution of programs within several states and territories. California is the only state which has its own regulatory agency, the California Air Resources Board (CARB). The other states are allowed to follow CARB or federal regulations.

Enforcement mechanisms and policy instruments

Federal, state, and local governments utilize a wide range of policy instruments to control pollution from mobile sources. On the federal level, many different agencies are responsible for regulating, or at least creating policies to limit, pollution from mobile sources. This is necessary given the broad range of objects that are considered “mobile sources,” from aircraft and off-road vehicles, to locomotives and on-road vehicles. The Federal Aviation Administration, for example, establishes standards to limit emissions from aircraft, whereas the U.S. Department of Transportation and Environmental Protection Agency administer various aspects of on-road vehicle fuel economy regulations. On the state level, mandatory vehicle emissions-testing programs are often required as part of the annual motor-vehicle registration process.

Labeling policies

Proposed CAFE label (model year 2012 and later)
Proposed CAFE label (model year 2012 and later)

Many governments throughout the world require manufacturers of particular products to attach information-related labels to their products. Common examples in the United States include food nutrition and ingredient labels for food products, Surgeon General labels on alcohol and tobacco products, and labels for common household pesticides. Like mobile sources of air pollution, there is a broad range of products that may require government labeling regulation, therefore numerous federal agencies oversee various label-related regulation programs. For example, the US Food and Drug Administration oversees food nutrition and ingredient label regulations, whereas the US Environmental Protection Agency sets specific standards for the labeling of pesticides.

The primary goal of labeling regulations is to provide consumers and other product users with important information about the product. Essentially, labeling policies are designed to correct the market failure of imperfect information. For consumers to make the best decisions when allocating scarce resources, such as income, detailed information about particular products may be required. In this sense, labels also help correct information asymmetries that often exist within many market transactions.

In the United States, all new cars and light-duty trucks are required to have labels that display specific fuel economy information. The US Environmental Protection Agency calculates the average fuel economy for each vehicle manufacturer, and provides the data to the National Highway Traffic Safety Administration (NHTSA), which administers and enforces the Corporate Average Fuel Economy (CAFE) program. The purpose of the program is (1) to reduce emissions by requiring vehicle manufacturers to meet minimum fuel economy levels, and (2) to provide consumers with fuel economy information before purchasing new vehicles.

EPA and NHTSA are redesigning the labels to provide even more information to consumers. The new labels will, for the first time, provide information about each vehicle's greenhouse gas emissions, as required by the Energy Independence and Security Act of 2007. The agencies are proposing two different label designs and are seeking public comments about which labels will be most helpful to consumers. Consumers can submit comments about the two proposed label styles on EPA's website here and here.

Taxes

Another common policy instrument used by governments to influence market behavior is taxation. In the case of mobile source air pollution, the United States government has established many different taxes to limit emissions from various mobile sources. Perhaps one of the most well known is the gas guzzler tax, established by the Energy Tax Act of 1978. The act set minimum fuel economy standards for all new cars sold in the United States.

The tax is levied against manufacturers of new cars that fail to meet the minimum fuel economy level of 22.5 miles per gallon. The tax does not apply to minivans, sport utility vehicles, or pick-up trucks, as these made up a small portion of the US fleet when the tax was established in 1978. Manufacturers pay a level of tax based upon the average fuel economy for each particular vehicle produced, ranging from $1,000 for vehicles achieving at least 21.5 but less than 22.5 MPG, to $7,000 for each vehicle achieving less than 12.5 MPG. Vehicles that achieve a minimum average fuel economy of 22.5 MPG are not subject to the gas guzzler tax.

Tax credits

Governments may also offer tax credits to encourage certain types of behavior within market economies. For example, if a government wants to encourage consumers to purchase more fuel-efficient vehicles, the government could offer tax credits to effectively lower the price of each vehicle. The logic of this approach is consistent with the laws of supply and demand, namely, that as the price of a good decreases, the quantity demanded of that good will increase. This is true given that other important factors, such as current levels of supply and demand, remain constant.

The US federal government currently utilizes numerous tax credits to reduce emissions from mobile sources. One of the more common tax credits is the "Qualified Plug-In Electric Drive Motor Vehicle Tax Credit." This credit is available "for the purchase of a new qualified plug-in electric drive motor vehicle that draws propulsion using a traction battery that has at least four kilowatt hours of capacity, uses an external source of energy to recharge the battery, has a gross vehicle weight rating of up to 14,000 pounds, and meets specified emission standards." The credit ranges from $2,500 to $7,000, depending upon the vehicle's weight rating. Consumers who purchase the new Chevrolet Volt are eligible for the full $7,500 credit. Another tax credit targeted at consumers is the "Fuel Cell Motor Vehicle Tax Credit," which was originally set at $8,000 for the purchase of qualified light-duty fuel cell vehicles. On December 31, 2009, the tax credit was reduced to $4,000.

Tax credits to limit mobile source pollution can also be targeted at producers of particular products. For example, "Advanced Biofuel Production Payments" are available to "eligible producers of advanced biofuels," or for fuels derived from "renewable biomass other than corn kernel starch." Such producers "may receive payments to support expanded production of advanced biofuels," dependent upon the "quantity and duration of production by the eligible producer; the net nonrenewable energy content of the advanced biofuel, if sufficient data is available; the number of producers participating in the program; and the amount of funds available." While many critics have argued that biofuels can actually increase greenhouse gas emissions, research from the US Department of Energy indicates that biofuels "burn cleaner than gasoline, resulting in fewer greenhouse gas emissions, and are fully biodegradable, unlike some fuel additives."

Voluntary programs

The US Department of Energy's "Clean Cities" program has saved more than 3 billion US gallons (11,000,000 m3) of petroleum since its inception in 1993.

Other important policy instruments that can be utilized by governments are voluntary programs. These programs bring together various stakeholders with the goal of achieving some particular policy outcome. The Department of Energy, for example, created the "Clean Cities" program to reduce petroleum use in the transportation sector. The Clean Cities program partners with more than 80 volunteer organizations throughout the United States, developing public-private partnerships that promote alternative fuels and advanced vehicles, fuel blends, fuel economy, hybrid vehicles, and idle reduction. The three primary goals of the program are

  1. Replacement: Replace petroleum used in the transportation sector with alternative and renewable fuels,
  2. Reduction: Reduce petroleum use by promoting smarter driving practices, idle reduction, fuel-efficient vehicles, and advanced technologies, and
  3. Elimination: Eliminating petroleum use by encouraging greater use of mass transit systems, trip-elimination measures, and congestion mitigation.

The program was initiated in 1993 and has saved nearly 3 billion US gallons (11,000,000 m3) of petroleum since its inception.

Another example of a voluntary program is the Environmental Protection Agency's "SmartWay Transport Partnership". This voluntary partnership between the EPA and the ground freight industry is designed to reduce greenhouse gases and air pollution through increased fuel efficiency programs. EPA provides partners with "benefits and services that include fleet management tools, technical support, information, public recognition, and use of the SmartWay Transport Partner logo."

"Clean Construction USA" is an additional voluntary program administered by EPA that promotes the reduction of diesel exhaust emissions from construction equipment and other construction vehicles. The program encourages proper operations and maintenance, the use of emission-reducing technologies, and the use of cleaner fuels.

Subsidies

Subsidies are another powerful policy tool used by governments to influence economic behavior. Subsidies can take many forms, ranging from tax credits to direct cash payments. To limit mobile source pollution from airports, for example, the Federal Aviation Administration's "Voluntary Airport Low Emission Program" provides funding to U.S. commercial service airports located in air quality non attainment and maintenance areas. While the funding can be used to reduce emissions from both mobile and stationary sources at the airport, much of the program's emphasis is on mobile source emission reduction. The program promotes the use of electric ground support equipment, such as electric bag tugs that take luggage from the airplane to the baggage claim. Other airport equipment that can be electronically operated include various types of belt loaders, along with the pushback tractors that assist airplanes when departing from the gate.

Another important goal of the program is to install underground fuel hydrants at airports. These would eliminate the need for fuel trucks, an important source of mobile emissions. The Voluntary Airport Low Emission Program was established under the Vision 100 Century of Aviation Reauthorization Act of 2003.

Command and control: performance standards

Numerous states have emissions-testing programs to limit pollution from on-road vehicles, such as cars and light-duty trucks. Each of these vehicles must meet specific emissions targets before being allowed to obtain or renew vehicle registrations. Many of these programs are administered on the local and county level. For example, the Clean Air Car Check is a vehicle emissions-testing program for all vehicles registered in Lake and Porter counties in Indiana. The two counties were designated as non-attainment areas for ozone levels in 1977 by the Environmental Protection Agency. By 1990, the two counties were reclassified as severe non-attainment areas, a designation which requires states to create State Implementation Plans to attain and maintain certain air pollution standards. Although the counties were again reclassified in 2010, this time as attainment areas, the two counties will maintain their vehicle inspection and maintenance program because it is a "key piece of Indiana's plan to prevent backsliding so that the area can remain in attainment."

Corporate Average Fuel Efficiency standard

According to the Corporate Average Fuel Economy standard (CAFE) regulation, which was enacted in 1975, every seller of automobiles in the US had to achieve by 1985 a minimum sales-weighted average fuel efficiency of 27.5 miles per gallon (MPG). This standard had to be achieved for domestically produced and imported cars separately. Failure to meet the prescribed standard incurred a penalty of $5 per car per 1/10 of a gallon that the corporate average fuel economy fell below the standard. The first idea about the environmental impact of the CAFE regulation can be obtained by examining its effects on the average fuel efficiency of domestic and foreign firms; these effects are largest for the domestic production of US manufacturers, whose corporate average fuel efficiency would be lower by 1.2 MPG in the absence of CAFE standards. CAFE standards also lead to approximately 19 million US gallons (72,000 m3) fuel consumption savings per year. Contrary to the CAFE standards, gasoline taxes affect not only new but also used cars, so that there is no reason to expect any substitution towards less fuel efficient used cars when taxes are raised. Small tax increases are insufficient to induce fuel cost savings of the same order of magnitude as CAFE.

Marketable allowances

Leaded gasoline

Lead was originally added to fuel as an additive to prevent engine knocking. In the 1970s, virtually all gasoline used in the United States contained lead with an average concentration of almost 2.4 grams per gallon. By the mid 1970s, the EPA began formulating plans to phase lead out of fuel for two main reasons. There was growing concern over lead's potential effects on human health, especially with respected hypertension and cognitive development in children. Additionally, the introduction of the catalytic converter in new automobiles manufactured after 1975 required an adjustment to the fuel standards. Catalytic converters were utilized in new automobiles to help meet the hydrocarbon, carbon monoxide, and nitrogen oxide emission standards mandated by the 1970 Clean Air Act. Unfortunately, the catalytic converters could only function properly with unleaded fuel.

In order to protect human health and ensure that catalytic converters were operating properly, the EPA required that the average lead content of all gasoline sold be reduced from 1.7 grams per gallon after January 1, 1975 to 0.5 grams per gallon by January 1, 1979. Eventually, the EPA lowered the average lead concentration standard goal to 0.1 gm/gal by January 1, 1986. The EPA defined "averages" in a way that allowed refiners who owned more than one refinery to average or "trade" among refineries to satisfy their lead limits each quarter. Taking note of the trading that was taking place, the EPA permitted refiners to bank credits for use until the end of 1987. EPA enforcement relied on reporting requirements and random testing of gasoline samples.

The EPA has officially concluded its effort to phase out lead in fuel. As of 1996, manufacturers are no longer required to place "unleaded fuel only" labels on the dashboard and on or around the fuel filler inlet area of each new motor vehicle. Additionally, several record keeping and reporting requirements for gasoline refiners and importers have been lifted. Critics have viewed the lead credit trading program as a successful implementation of a cap and trade system allowing for the gradual reduction of a pollutant. Lead credit trading as a percentage of lead use rose above 40 percent by 1987. An estimated 20 percent of refineries participated in trading early in the program, eventually rising to 60 percent of refineries.

Benzene in gasoline

In 2007, the Mobile Source Air Toxics Rule was created to help limit the hazardous emissions generated as a result of fuel combustion in mobile sources. Benzene is one particular component of gasoline that is known to pose a hazard to human health. In 2007, benzene concentrations in gasoline averaged 1% by volume. The EPA mandated refiners and importers to begin producing gasoline with annual an average benzene content no greater than 0.62% beginning in 2011. The EPA has listed certain technologies that can be utilized in order to achieve the new standards, but refiners can petition the EPA to approve additional technologies.

Refiners and importers could earn credits by reducing benzene levels below 0.62% before 2011. These credits could be auctioned to other companies, essentially creating a marketable allowance approach for reducing benzene content in gasoline. The nationwide banking and trading system does nave some limitations. No individual refiner or importer could produce gasoline with benzene concentrations exceeding 1.3% by volume, even with credits.

Societal effects of cars

 


From Wikipedia, the free encyclopedia
World map of motorization rates, i.e. road vehicles per 1,000 inhabitants:
  601+
  501–600
  301–500
  151–300
  101–150
  61–100
  41–60
  21–40
  11–20
  0–10

Since the start of the twentieth century, the role of cars has become highly important, though controversial. They are used throughout the world and have become the most popular mode of transport in many of the more developed countries. In developing countries cars are fewer and the effects of the car on society are less visible, however they are nonetheless significant. The spread of cars built upon earlier changes in transport brought by railways and bicycles. They introduced sweeping changes in employment patterns, social interactions, infrastructure and the distribution of goods.

Automobiles provide easier access to remote places and mobility, in comfort, helping people to geographically widen their social and economic interactions. Negative effects of the car on everyday life are also significant. Although the introduction of the mass-produced car represented a revolution in industry and convenience, creating job demand and tax revenue, the high motorisation rates also brought severe consequences to the society and to the environment.

The modern negative associations with heavy automotive use include the use of non-renewable fuels, a dramatic increase in the rate of accidental death, the disconnection of local community, the decrease of local economy, the rise in cardiovascular diseases, the emission of air and noise pollution, the emission of greenhouse gases, generation of urban sprawl and traffic, segregation of pedestrians and other active mobility means of transport, decrease in the railway network, urban decay, and the high cost per unit-distance of private transport.

Since many people don't have cars, the resulting inequality intensifies structural inequalities and causes irreparable damage to the environment. Hence, neglecting the negative externalities of private automobility is irresponsible, and replacing combustion engine vehicles with EVs is merely a strategy to lose more slowly from social and environmental points of view.

History

1831 cartoon warning about road hazards of the future

In the early 20th century, cars entered mass production. The United States produced 45,000 cars in 1907, but 28 years later, in 1935, that had increased nearly 90-fold to 3,971,000. The increase in production required a large new workforce. In 1913, 14,366 people worked for the Ford Motor Company, and by 1916 that had increased to 132,702. Bradford DeLong, an economic historian, noted that "Many more lined up outside the Ford factory for chances to work at what appeared to them to be, and (for those who did not mind the pace of the assembly line much) was an incredible boondoggle of a job". There was a surge in the need for workers at big, new high-technology companies such as Ford. Employment increased greatly.

Sacrifices to the Modern Moloch, a 1923 cartoon published in St. Louis Star, criticizing the apparent acceptance by society of increasing automobile-related fatalities

When the motor age arrived in Western countries at the beginning of the 20th century, many conservative intellectuals opposed the increase in motor traffic on the roads. The new vehicles removed space for pedestrians and made walking more dangerous, with car collisions becoming a major cause of pedestrian deaths.

W.S. Gilbert, the famous British librettist, wrote to The Times on 3 June 1903:

Sir,–I am delighted with the suggestion made by your spirited correspondent Sir Ralph Payne-Gallwey that all pedestrians shall be legally empowered to discharge shotguns (the size of the shot to be humanely restricted to No. 8 or No. 9) At all motorists who may appear to them to be driven to the common danger. Not only would this provide a speedy and effective punishment for the erring motorist, but it would also supply the dwellers on popular high roads with a comfortable increase of income. "Motor shooting for a single gun" would appeal strongly to the sporting instincts of the true Briton, and would provide ample compensation to the proprietors of eligible road-side properties for the intolerable annoyance caused by the enemies of mankind.

Ten years later, Alfred Godley wrote a more elaborate protest, "The Motor Bus", a poem which cleverly combined a lesson in Latin grammar with an expression of distaste for the new form of motor transport.

Access and convenience

Worldwide, the car has allowed easier access to remote places. More people have gone to live in those remote places and commute to work. The resulting traffic congestion and urban sprawl has brought an increase in average journey times in large cities, and the decommissioning of older tram systems. Increases in air pollution and noise, and diminishing road safety, diminish the quality of life.

Examples of car access issues in underdeveloped countries include the paving of Mexican Federal Highway 1 through Baja California, completing the connection of Cabo San Lucas to California. In Madagascar, about 30% of the population does not have access to reliable all-weather roads. In China in 2003, 184 towns and 54,000 villages had no motor road (or roads at all).

Certain developments in retail are partially due to car use, such as supermarket growth, drive-thru fast food purchasing, and gasoline station grocery shopping as well.

Economic changes

Employment and consumption habits

A tall roadside sign attracts freeway drivers to a nearby power center, featuring a supermarket open 24/7 and a drive-through coffee shop

The development of the car has contributed to changes in employment distribution, shopping patterns, social interactions, manufacturing priorities and city planning; increasing use of cars has reduced the roles of walking, horses and railroads.

In addition to money for roadway construction, car use was also encouraged in many places through new zoning laws that required any new business to construct a certain amount of parking based on the size and type of facility. This policy succeeded in creating many free parking spaces, with business places further back from the road. The resulting less dense settlements were better suited to cars, and less well to carless living.

Retail parks attract revenue away from high streets and town centres. Many new shopping centers and suburbs did not install sidewalks, making pedestrian access dangerous. This had the effect of encouraging people to drive, even for short trips that might have been walkable, thus increasing and solidifying auto-dependency. Opportunities for employment, activities, and housing widened for users, and narrowed for the carless.

Economic growth

Motorisation rate vs. Economic growth in European countries whose population is greater than 1 million inhabitants. Source: Eurostat.

In countries with major car manufacturers, such as the United States or Germany, a certain degree of car dependency might be positive for the economy at a macroeconomic level, since it demands automobile production, therefore resulting also in job creation and tax revenues. These economic conditions were particularly valid during the 1920s when the number of automobiles, worldwide, was rapidly increasing, but also during the post–World War II economic expansion. Having various comparative advantages, countries specialize, exporting some products and importing others. Several auto-dependent countries, lacking an automobile industry and oil wells, must import vehicles and fuel, affecting their commercial balance. For example, the majority of European countries depend on imports of fossil fuels. Just few, such as Germany or France, manufacture enough cars to satisfy their country's demand for them. These factors affect the economic growth in the majority of European countries.

Employment in the automotive industry

As of 2009 the U.S. motor vehicle manufacturing industry employed 880,000 workers, or approximately 6.5% of the U.S. manufacturing workforce.

Traffic

Suburban shared street without sidewalk, where pedestrians must share the road with cars

Cycling steadily became more important in Europe over the first half of the 20th century, but it dropped off dramatically in the United States between 1900 and 1910. Automobiles became the dominant means of transportation. Over the 1920s, bicycles gradually became considered children's toys, and by 1940 most bicycles in the US were made for children.

From the early 20th century until after WWII, the roadster constituted most adult bicycles sold in the UK and in many parts of the British Empire. For many years after the advent of the motorcycle and automobile, they remained a primary means of adult transport.

Some inner city streets also lack a sidewalk

Postwar

In several countries - both high and low income - bicycles have retained or regained this position. In Denmark, cycling policies were adopted as a direct consequence of the 1973 oil crisis, whereas bike advocacy in the Netherlands started in earnest with a campaign against traffic deaths called "stop child murder". Today both countries have high modal shares of cycling while also having high car ownership rates.

Cultural changes

Affordable automobiles are sometimes said to have changed the world.

Prior to the appearance of the automobile, the major modes of transportation within cities were horses, walking and (since the 19th century) streetcars. Horses require a large amount of care, and were therefore kept in public facilities that were usually far from residences. The wealthy could afford to keep horses for private use, hence the term carriage trade referred to elite patronage. Horse manure left on the streets also created a sanitation problem.

Distance

The motorcycle made regular medium-distance travel more convenient and affordable and after World War I the automobile too, especially in areas without railways. Because cars did not require rest, were faster than horse-drawn conveyances, and soon had a lower total cost of ownership, more people were routinely able to travel farther than in earlier times. The construction of highways in the 1950s continued this. Some experts suggest that many of these changes began during the earlier Golden age of the bicycle, from 1880 to 1915.

Changes to urban society

Urban interchange in Shenzhen

Beginning in the 1940s, most urban environments in the United States lost their streetcars, cable cars, and other light rail systems, to be replaced by diesel-run motor coaches or buses. Many of these have never returned, but some big cities replaced them with rapid transit.

Another change brought about by the car is that modern urban pedestrians must be more alert than their ancestors. In the past, a pedestrian had to worry about relatively slow-moving hazards such as streetcars and horses. With the proliferation of the car, a pedestrian has to anticipate automobiles traveling at high speeds that can cause death or serious injury. Previous traffic deaths were usually due to horses escaping control.

According to many social scientists, the loss of pedestrian-scale villages has also disconnected communities. Many people in developed countries have less contact with their neighbors and rarely walk unless they value walking.

Advent of suburban society

Following World War II in the United States, government policies and regulations such as the Federal-Aid Highway Act of 1956, low-cost mortgages through the G.I. Bill, and residential redlining combined with white flight to foster the creation of suburbs. Suburban affluence led to a baby boomer generation far removed from the hardships of their parents. Community standards of the past, driven by scarcity and the need to share public resources, gave way to new credos of self-exploration. As the economy of the 1950s and 1960s boomed, car sales grew steadily, from 6,000,000 units sold per year in the United States to 10,000,000. Married women entered the workforce and two-car households with driveways and garages became commonplace. In the 1970s, however, the comparative economic stagnation then experienced was accompanied by societal self-reflection on the changes the motor car brought. Critics of automotive society found little positive choice in the decision to move to the suburbs; the physical movement was looked upon as flight. The automotive industry was also under attack from bureaucratic fronts, and new emission and CAFÉ regulations began to hamper Big Three (automobile manufacturers) profit margins as the United States went into a recession.

Kenneth R. Schneider in Autokind vs Mankind (1971) called for a war against the automobile, derided it for being a destroyer of cities, and likened its proliferation to a disease. In combination with his second book On the Nature of Cities (1979), he called for a struggle to halt and partially reverse negative developments in transportation, although he was largely ignored at the time. Renowned social critic Vance Packard in A Nation of Strangers (1972) blamed the geographic mobility enabled by the auto for loneliness and social isolation. Automobile sales peaked in 1973, at 14.6 million units sold, and were not to reach comparable levels for another decade. The 1973 Arab-Israeli War was followed by the OPEC oil embargo, leading to an explosion of prices, long queues at filling stations, and talks of rationing fuel.

While it may appear clear, in retrospect, that the automotive/suburban culture would continue to persist, as it did in the 1950s and 1960s, no such certainty existed at the time when British architect Martin Pawley authored his seminal work, The Private Future (1973). Pawley called the automobile "the shibboleth of privatisation; the symbol and the actuality of withdrawal from the community" and perceived that, in spite of its momentary misfortunes, its dominance in North American society would continue. The car was a private world that allowed for fantasy and escape, and Pawley forecasted that it would grow in size, and in technological capacities. He saw no pathology in consumer behavior grounded in freedom of expression.

Improved transport accelerated the outward growth of cities and the development of suburbs beyond an earlier era's streetcar suburbs. Until the advent of the car, factory workers lived either close to the factory or in high-density communities farther away, connected to the factory by streetcar or rail. The car and the federal subsidies for roads and suburban development that supported car culture allowed people to live in low density residential areas even farther from the city center and integrated city neighborhoods. Industrial suburbs being few, due in part to single use zoning, they created few local jobs and residents commuted longer distances to work each day as the suburbs continued to expand.

United States

James Dean inside a Porsche Speedster

The car had a significant effect on the culture of the United States. In American society, the automobile has traditionally played an important role in personal mobility and is often seen as a symbol of independence, individualism and freedom. According to German business magazine Manager Magazin, the United States is considered "the car country par excellence", being the "homeland of drive-in restaurants, car cinemas and Route 66".

As other vehicles had been, cars were incorporated into artworks including music, books and movies. Between 1905 and 1908, more than 120 songs were written in which the automobile was the subject. Although authors such as Booth Tarkington decried the automobile age in books including The Magnificent Ambersons (1918), novels celebrating the political effects of motorization included Free Air (1919) by Sinclair Lewis, which followed in the tracks of earlier bicycle touring novels. Some early 20th century experts doubted the safety and suitability of allowing female automobilists. Dorothy Levitt was among those who laid such concerns to rest, so much so that a century later there was only one country where women were forbidden to drive. Where 19th-century mass media had made heroes of Casey Jones, Allan Pinkerton and other stalwart protectors of public transport, new road movies offered heroes who found freedom and equality, rather than duty and hierarchy, on the open road.

George Monbiot writes that widespread car culture has shifted voters' preferences to the right-wing of the political spectrum, and thinks that car culture has contributed to an increase in individualism and fewer social interactions between members of different socioeconomic classes. The American Motor League had promoted the making of more and better cars since the early days of the car, and the American Automobile Association joined the good roads movement begun during the earlier bicycle craze; when manufacturers and petroleum fuel suppliers were well established, they also joined construction contractors in lobbying governments to build public roads.

As tourism became motorized, individuals, families and small groups were able to vacation in distant locations such as national parks. Roads including the Blue Ridge Parkway were built specifically to help the urban masses experience natural scenery previously seen only by a few. Cheap restaurants and motels appeared on favorite routes and provided wages for locals who were reluctant to join the trend to rural depopulation.

Europe

1973 Triumph TR6 Roadster

Road building was sometimes also influenced by Keynesian-style political ideologies. In Europe, massive freeway building programs were initiated by a number of social democratic governments after World War II, in an attempt to create jobs and make the car available to the working classes. From the 1970s, promotion of the automobile increasingly became a trait of some conservatives. Margaret Thatcher mentioned a "great car economy" in the paper on Roads for Prosperity. The 1973 oil crisis and with it fuel rationing measures brought to light for the first time in a generation, what cities without cars might look like, reinvigorating or creating environmental consciousness in the process. Green parties emerged in several European countries in partial response to car culture, but also as the political arm of the anti-nuclear movement.

Cinema

The rise of car culture during the twentieth century played an important cultural role in cinema, including in road movies and blockbusters. James Bond was seen in his Aston Martin DB5, and James Dean in other powerful automobiles. Some comedies and fantasies such as Susie the Little Blue Coupe, Go Trabi Go, Herbie, Chitty Chitty Bang Bang, and Cars (film) depicted the car as a character or even a protagonist. Others such as A Racing Romeo, The Great Race, and Racing Dreams were about automobile racing.

Radio

With the advent of car radios, radio programming during rush hour became known as drive time. Music also references effects such as Big Yellow Taxi.

Cars as a lifestyle

International Saab Club meeting in Latvia

Over time, the car has evolved beyond being a means of transportation or status symbol and into a subject of interest and a cherished lifestyle amongst many people in the world, who appreciate cars for their craftsmanship, their performance, as well as the vast arrays of activities one can take part in with one's car. People who have a keen interest in cars and/or participate in the car hobby are known as "Car Enthusiasts".

One major aspect of the hobby is collecting. Cars, especially classic vehicles, are appreciated by their owners as having aesthetic, recreational and historic value. Such demand generates investment potential and allows some cars to command extraordinarily high prices and become financial instruments in their own right.

A second major aspect of the car hobby is vehicle modification, as many car enthusiasts modify their cars to achieve performance improvements or visual enhancements. Many subcultures exist within this segment of the car hobby, for example, those building their own custom vehicles, primarily appearance-based on original examples or reproductions of pre-1948 US car market designs and similar designs from the World War II era and earlier from elsewhere in the world, are known as hot rodders, while those who believe cars should stay true to their original designs and not be modified are known as "Purists".

In addition, motorsport (both professional and amateur) as well as casual driving events, where enthusiasts from around the world gather to drive and display their cars, are important pillars of the car hobby as well. Notable examples of such events are the annual Mille Miglia classic car rally and the Gumball 3000 supercar race.

Many car clubs have been set up to facilitate social interactions and companionships amongst those who take pride in owning, maintaining, driving and showing their cars. Many prestigious social events around the world today are centered around the hobby, a notable example is the Pebble Beach Concours d'Elegance classic car show.

Dedicated infrastructure

Billboard

Safety and traffic collisions

According to Eurostat the automobile is one of the less safe means of transport, if safety is measured as the fewest fatalities per travelled passenger-distance. Based on data by EU-27 member nations, 2008–2010.
Unlike most other developed nations, per capita road accident deaths in the US reversed their decline in the early 2010s.

Motor vehicle accidents account for 37.5% of accidental deaths in the United States, making them the country's leading cause of accidental death. Though travelers in cars suffer fewer deaths per journey, or per unit time or distance, than most other users of private transport such as bicyclers or pedestrians, cars are also more used, making automobile safety an important topic of study. For those aged 5–34 in the United States, motor vehicle crashes are the leading cause of death, claiming the lives of 18,266 Americans each year.

It is estimated that motor vehicle collisions caused the death of around 60 million people during the 20th century around the same number of World War II casualties. Just in 2010 alone, 1.23 million people were killed due to traffic collisions.

Notwithstanding the high number of fatalities, the trend of motor vehicle collision is showing a decrease. Road toll figures in developed nations show that car collision fatalities have declined since 1980. Japan is an extreme example, with road deaths decreasing to 5,115 in 2008, which is 25% of the 1970 rate per capita and 17% of the 1970 rate per vehicle distance travelled. In 2008, for the first time, more pedestrians than vehicle occupants were killed in Japan by cars. Besides improving general road conditions like lighting and separated walkways, Japan has been installing intelligent transportation system technology such as stalled-car monitors to avoid crashes.

In developing nations, statistics may be grossly inaccurate or hard to get. Some nations have not significantly reduced the total death rate, which stands at 12,000 in Thailand in 2007, for example. In the United States, twenty-eight states had reductions in the number of automobile crash fatalities between 2005 and 2006. 55% of vehicle occupants 16 years or older in 2006 were not using seat belts when they crashed. Road fatality trends tend to follow Smeed's law, an empirical schema that correlates increased fatality rates per capita with traffic congestion.

Crime

Motoring offences and crimes related to cars include offences predating the automobile rather than exclusive to it. Many have become more prevalent with the rise of mass motoring.

External and internal costs

Trucks' share of US vehicles produced, has tripled since 1975. Though vehicle fuel efficiency has increased within each category, the overall trend toward less efficient types of vehicles has offset some of the benefits of greater fuel economy and reduction of pollution and carbon dioxide emissions. Without the shift towards SUVs, energy use per unit distance could have fallen 30% more than it did from 2010 to 2022.
 
In the U.S., pickup trucks have grown in size and function, from workhorses to family vehicles with many technological features. By the 2010s, small pickups had nearly vanished and in the 2020s full-size trucks made up a majority of U.S. sales. Safety advocates are concerned with larger trucks' mass and driver blind spots.
Health Effects of Automobility
Road Space Requirements

Public or external costs

According to the Handbook on estimation of external costs in the transport sector made by the Delft University and which is the main reference in European Union for assessing the externalities of cars, the main external costs of driving a car are:

Transport is a major land use, leaving less land available for other purposes. Space for cars create barriers by using that land. Lack of sidewalks and bike paths makes a shared space road, with the automobile the only possible means of transportation. It may look like a minor problem initially but in the long run, it poses a threat to children and the elderly.

Cars also contribute to pollution of air and water. Though a horse produces more waste, cars are cheaper, thus far more numerous in urban areas than horses ever were. Emissions of harmful gases like carbon monoxide, ozone, carbon dioxide, benzene and particulate matter can damage living organisms and the environment. The emissions from cars cause disabilities, respiratory diseases, and ozone depletion. Noise pollution from cars can also potentially result in hearing disabilities, headaches, and stress to those frequently exposed to it.

Congestion is a notorious external cost of driving, such as in São Paulo (pictured).

In countries such as the United States the infrastructure that makes car use possible, such as highways, roads and parking lots is funded by the government and supported through zoning and construction requirements. Fuel taxes in the United States cover about 60% of highway construction and repair costs, but little of the cost to construct or repair local roads. Payments by motor-vehicle users fall short of government expenditures tied to motor-vehicle use by 20–70 cents per gallon of gas. Zoning laws in many areas require that large, free parking lots accompany any new buildings. Municipal parking lots are often free or do not charge a market rate. Hence, the cost of driving a car in the US is subsidized, supported by businesses and the government who cover the cost of roads and parking. This is in addition to other external costs car users do not pay like accidents or pollution. Even in countries with higher gas taxes like Germany motorists do not fully pay for the external costs they create.

This government support of the automobile through subsidies for infrastructure, the cost of highway patrol enforcement, recovering stolen cars, and many other factors makes public transport a less economically competitive choice for commuters when considering out-of-pocket expenses. Consumers often make choices based on those costs, and underestimate the indirect costs of car ownership, insurance and maintenance. However, globally and in some US cities, tolls and parking fees partially offset these heavy subsidies for driving. Transportation planning policy advocates often support tolls, increased fuel taxes, congestion pricing and market-rate pricing for municipal parking as a means of balancing car use in urban centers with more efficient modes such as buses and trains.

When cities charge market rates for parking, and when bridges and tunnels are tolled, driving becomes less competitive in terms of out-of-pocket costs. When municipal parking is underpriced and roads are not tolled, most of the cost of vehicle usage is paid for by general government revenue, a subsidy for motor vehicle use. The size of this subsidy dwarfs the federal, state, and local subsidies for the maintenance of infrastructure and discounted fares for public transportation.

By contrast, although there are environmental and social costs for rail, there is a very small footprint.

Walking or cycling often have net positive effects on society as they help reduce health costs and produce virtually no pollution.

A study attempted to quantify the costs of cars (i.e. of car-use and related decisions and activity such as production and transport/infrastructure policy) in conventional currency, finding that the total lifetime cost of cars in Germany is between 0.6 and 1.0 million euros with the share of this cost born by society being between 41% (€4674 per year) and 29% (€5273 per year). This suggests that cars consume "a large share of disposable income", creating "complexities in perceptions of transport costs, the economic viability of alternative transport modes, or the justification of taxes".

Private or internal costs

Compared to other popular modes of passenger transportation, especially buses or trains, the car has a relatively high cost per passenger-distance travelled. For the average car owner, depreciation constitutes about half the cost of running a car, nevertheless the typical motorist underestimates this fixed cost by a big margin, or even ignores it altogether.

In the United States, out of pocket expenses for car ownership can vary considerably based on the state in which you live. In 2013, annual car ownership costs including repair, insurance, gas and taxes were highest in Georgia ($4,233) and lowest in Oregon ($2,024) with a national average of $3,201. Furthermore, the IRS considers, for tax deduction calculations, that the automobile has a total cost for drivers in the US, of US$0.55/mile, around 0.26 EUR/km. Data provided by the American Automobile Association indicates that the cost of ownership for an automobile in the United States is rising about 2% per year. 2013 data provided by the Canadian Automobile Association concludes that the cost of ownership for a compact car in Canada, including depreciation, insurance, borrowing costs, maintenance, licensing, etc. was CA $9500 per year, or about US$7300.

Consumer speed

The Austrian philosopher Ivan Illich, a critic of the modern society habits, was one of the first thinkers to establish the so-called consumer speed concept. He defined the term in his 1974 book Energy and Equity as the distance that an average person commutes each year, divided by the amount of time dedicated to commuting, earning money to purchase and run the car and related activities. He calculated that the average American male spent 1,600 hours per year in car-related activities — about 28% of the time they spend awake — and traveled 7,500 miles (12,100 km) by car each year, giving a consumer speed of about 4.7 mph (7.6 km/h). For lower income individuals these numbers are more extreme. In comparison, their contemporaries in developing countries spent less than 8% of their time walking. In other words, "[w]hat distinguishes the traffic in rich countries from the traffic in poor countries is not more mileage per hour of lifetime for the majority, but more hours of compulsory consumption of high doses of energy, packaged and unequally distributed by the transportation industry."

Anxiety

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