A recent article in the Ottawa Citizen argues that it's both impractical and illogical to trade in gas guzzlers for the money saved on fuel. Depreciation and financing costs of a large SUV vs. a less expensive, more fuel efficient vehicle represent the lion's share of the operating costs, argues the Citizen.

From the Ottawa Citizen, comparing the Chevy Cobalt to a Chrysler minivan:

There is a $531 differential in annual fuel costs between the two vehicles. If gasoline went up 10 cents a litre, it would cost the person with the minivan about $50 more a year than the same increase would cost the thrifty Cobalt driver.

So, the logical person wouldn't trade in a large car for a small one, just because of gasoline prices. If you want cheaper transportation, buy a less expensive car. Improving fuel efficiency will save you very little. Driving less doesn't matter that much either, because of the high fixed costs of owning a car. By cutting back to a mere 12,000 kilometres of driving, the minivan owner would shave only $700 off his annual driving bill.

At 22 / 31 mpg, the Cobalt isn't exactly a shining example of fuel efficiency. Part of the problem, certainly, is that auto manufacturers haven't done much to increase efficiency in decades. Look to more rural settings – where the $20,000+ new vehicle may not be the norm, and the dramatic impact of increased fuel costs becomes apparent.

Bikes not Bombs, based in the Jamaica Plain neighborhood of Boston, has been advocating for bicycles for 23 years. The group has a multi-pronged approach including recycling donated bikes from the community, educating youth in the ways of bike repair, and providing repaired bicycles to countries in need of transportation aid. Since its inception, Bikes not Bombs has provided over 33,000 bicycles to Central America, the Carribean, Africa, and post-Katrina New Orleans.

This past weekend Bikes not Bombs hosted their annual Bike-a-thon fundraiser event with organized rides, music, food and workshops. The group also runs a retail bike shop and vocational training center. Some of the rehabbed bikes are offered for sale along with new and used parts and accessories. Proceeds from sales and from reasonably-priced adult classes, which keep more bikes and cyclists up and running on the road, go towards the group's youth and international programs.

The afterschool Earn-a-Bike program is one of the stars of Bikes not Bombs' lineup of youth programs. Students pick out a bike at the beginning of the program, work to fix it up over the proceeding weeks, and get to keep their fancy rides at the end. Classes also focus on bike safety and environmental issues.

Next up for Bikes not Bombs is their MYRIDE (Multicultural Youth Riding in Diverse Environments) event on Sunday, June 15th. The youth-led ride teaches about the practicality of riding a bike in the city. Loaner bikes are available from the shop and a post-ride BBQ celebration is on tap for participants.

After wrapping up the Democratic presidential nomination last week, Senator Barack Obama celebrated on Sunday by venturing for a bike ride around Lake Michigan with his family.

Many cyclists and carectomy patients alike were already excited at the prospects of a candidate who vocalized his opinions in favor of pedestrian and bicycle infrastructure and an increase in funding for mass transit. Just last week, Obama called upon auto manufacturers to increase fuel efficiency and encouraged stricter federal standards.

Before we get too ga-ga over the potential of having a bike advocate in the White House, we should note that Obama's celebratory spin began with a ride to the trailhead in a Secret Service piloted SUV. Still, we're impressed by Obama's approach to transportation issues and the fact that he's willing to walk the walk – or, in this case, pedal the pedals.

Via AP. Thanks to carectomy patient Joe for the heads-up.

It makes sense that spread-out areas that aren't amenable to walking, cycling, and public transportation are the most effected by skyrocketing gasoline prices. The Oil Price Information Service recently conducted a survey which quantifies this disparity.

On average, Americans are currently spending 4% of their after-tax income on fuel. In several more rural areas, gas expenses have surpassed 13% of income. Commutes tend to be significantly longer in these areas, vehicles older, and fuel economy poor.

Nationally, we haven't hit the record high of 4.5% set in 1981 – but prices are still rising and the possibility of recession could nip income levels as well.

Democratic nominee for president Barack Obama turned his attention to climbing gas prices and the auto industry last week. Obama steered clear of any contentious comments – like telling would-be voters to stop driving their gas-guzzlers. He did, however, say that change was in the air.

From Reuters:

We've seen that this quarter. People are changing their behavior and we've seen a slump in the sales of SUVs and big trucks and a drastic spike in cars both medium size and small.

... [Car manufacturers] have done a better job of investment than they have in the past. There's still more work to do, and the federal government should help them do it

Obama has targeted fuel efficiency in past speeches and his comments indicate a will to increase federal standards if he's elected president.

As we've reported before, a focus on driving less will have a dramatically greater impact than better MPG. Obama seems to think so too; he's also come out in support of “greater bicycle and pedestrian usage of roads and sidewalks, and re-commit[ting] federal resources to public mass transportation projects across the country.”

Photo via flickr by LarimdaME.

It's hard to miss the effects of rising gas prices all around us. Coupled with the accompanying spike in food costs and the threat of a general economic recession, the national belt-tightening is evident. Miles driven have plummeted along with car sales while mass transit ridership and bike use continue to flourish.

A recent study by Ipsos Public Affairs on behalf of Access America Travel Insurance and Assistance has quantified the shift. 67% of those surveyed have already adjusted their driving habits because of gas prices.

$3.20 is the median price where respondents said they would alter their driving. At $3, 35% said they had already made changes; at $4, 74% foresee an alteration; and at $5, 85% anticipate making concessions.

Hits to the pocketbook seem to be the key to driving change. It's not easy to root for difficult economic conditions – but we at Carectomy like some of the results. In January we asked the question whether $4 per gallon could be a good thing, and the repercussions are already far-reaching.

Many economic and industry experts predict that, unlike during the oil embargo of the 70's, the cultural transformations happening now – from shrinking suburban sprawl to the ditching of SUVs in favor of smaller, fuel economical vehicles – are here to stay. Time will tell, but is this latest economic shake-up, coupled with increased environmental awareness, finally jarring us out of complacency?