In the past years, car maintenance issues, while annoying, were not truly catastrophic problems. Repair shops were always around, and parts were readily available. There were no major difficulties in this area. Car technology also kept improving, resulting in fewer repair needs and longer lifespans.
However, in recent years, this situation has changed. Car problems seem to be never-ending now. Once a car malfunctions, it means waiting for days or even weeks for repairs. Even if parts can be found, they need to be ordered in advance. Mechanics are in high demand. Many people retired or changed professions during the COVID-19 lockdown period, leading to long waits at most operational repair shops for routine maintenance tasks.
Like most services today, the prices paid by consumers are staggering. Key to this is inflation, happening when actual incomes are decreasing, making it challenging for most families to make ends meet.
Hybrid and electric vehicle (EV) technologies are no saviors either. Many technicians cannot repair these types of cars, leading them to be sent back to dealerships, resulting in significantly higher repair costs. Many people are content with their hybrid or electric cars until they need a costly repair such as replacing an air conditioner or a new battery. This makes them wistful for the good old days of internal combustion engine vehicles.
It seems that the problems are just beginning. The Biden administration is imposing more mandates on manufacturers to produce and sell more electric vehicles, while also making efforts to block imported models. This is a centrally planned approach. However, we, as consumers, do not live in a command economy. Undoubtedly, the fundamental economic structure of the American economy relies on consumer demand and payment for products.
At the same time, there is ample evidence that the demand for electric vehicles has peaked and is gradually declining. Consumers have tried them out and are not buying into it. Electric vehicles do not perform well in cold weather or for long-distance travel. Additionally, the fuel savings are not as significant as expected, and their resale value is low.
The demand for electric vehicles as a second car for city commuting is limited. They cannot be a standard option for everyone. Roads cannot bear their weight, power grids cannot handle the pressure, and for most drivers, they are just inconvenient.
Despite these voices, the Biden administration has not slowed down. It has laid out a five-year plan and is determined to see it through. Some enthusiastic decision-makers have realized that crippling American cars and turning them into glorified golf carts are the best preparation for power rationing, 15-minute city living circles, and full-scale civilian surveillance.
In the whole push to sever and stifle traditional American cars, an intriguing historical puzzle emerges.
After World War II, American leadership decided to shift focus from trains to individual and family cars. While there were other considerations, it was promoted as aligning with American values of prioritizing freedom and choice. The influence of the auto lobby far surpassed that of the railroad lobby, and the transition was made.
However, this whole situation is puzzling. In the 19th century, American railway construction was leading globally. From 1830 to 1860, operated railways went from 30 miles to 30,000 miles. After the Civil War, railroads were central to American economic development. Many railway companies were public-private partnerships, and while some corruption existed, some were entirely private enterprises.
For example, James J. Hill (1838-1916) was a Canadian-American railroad executive, chief executive of the Great Northern Railway family of railroads, serving vast regions in the Upper Midwest, northern Great Plains, and Pacific Northwest.
He staunchly opposed government regulation. His story was incorporated by renowned novelist Garet Garrett (1878-1954) in “The Driver” (1922), a precursor to Ayn Rand’s “Atlas Shrugged” (1957), becoming one of the best-selling books in 20th-century America.
Therefore, railways played a significant and legendary role in American history. Rail transportation was the foundation for many to prosper during the Gilded Age (about 1870-1900) and kept the populace optimistic about the future. Even today, children enjoy collecting toy railways and trains.
Ironically, after WWII, attention shifted entirely to cars and massive highway systems, to the point where several American generations have not ridden a train. Only the Northeast Corridor can truly be considered widely serviced by trains.
Confessing from personal experience, I had never taken a train journey in my youth until a few years ago when I experienced it for the first time. I was pleasantly surprised by how wonderful train travel is. They are smooth, serene, and reliable. Unlike airplanes, there are no chaotic security procedures on trains. Passengers just need to arrive five minutes early, board, and depart. It’s that simple.
Train travel is quicker than driving oneself. And we need not worry about breakdowns, ticket purchases, avoiding collisions, weather changes, or navigating in darkness—all the headaches of car travel. Driving can be exhausting, but train journeys are relaxing and enjoyable.
In conclusion, trains offer a far superior mode of transportation. It is indeed perplexing to consider that America abandoned its technical advantage in trains to invest entirely in cars. President Dwight D. Eisenhower’s implementation of the Interstate Highway System between 1953 and 1961 epitomized this situation. The system, initiated in 1956, became one of the biggest follies in American history.
During the Cold War era, the government highly valued the nuclear age’s significance. The design of the highway system aimed to transport nuclear weapons nationwide and evacuate entire cities in emergencies. This was a disastrous plan: imagine everyone attempting to flee crowded highways simultaneously—what chaos would ensue?
The newly established national highway system’s worst aspect was its complete wealth redistribution. America already had a charming national network of highways. Entrepreneurially driven, restaurants and hotels sprang up from town to town.
Before the Interstate Highway System, numerous railway stations served as crucial transport hubs, seamlessly connecting the country’s scenic wonders and letting travelers experience local cultures wherever they went.
However, the Interstate Highway System shattered all that. The new highways’ locations were meant for efficiency and to address lobbying pressures. Entire towns suffered, and railway stations vanished. Many businesses shut down.
Around the highways, a new economic entity flourished, mostly comprising post-war trendy franchise operations. Now, driving for days on highways offers nothing novel. As you drive, everything seems monotonous, lacking freshness. This is the grim result of President Eisenhower’s grand highway transportation scheme.
I have a friend currently traveling in Europe. From Barcelona to Amsterdam, to Berlin, Prague, Budapest, and Rome, he travels freely, not knowing his next destination. His mode of travel is simple—European railways. On trains across different regions, he can work, dine in restaurants, experience courteous service, choose from three-course menus, and have a good night’s sleep. Train travel in Europe is luxurious, efficient, enjoyable, and affordable for everyone.
Why does Europe have such a robust rail service while America, in contrast, only has some regional trains and long-distance and intercity rail service offered by Amtrak with catering? America’s vast lands are ideal for rail travel, but we’ve forsaken it, fully investing in road transport. Why is the government now telling us to ditch old cars for low-functioning new energy vehicles if this is the path we’ve chosen?
Many countries worldwide have mythic railway systems built on domestically invented technology, while America only has a dilapidated railway system mainly for cargo transport. It is truly embarrassing that most Americans have never ridden a train. If Americans were to tour Europe, they’d realize what they’ve missed out on, yet many lack this experience.
Therefore, our present dilemma is that even the Biden government is actively undermining cars, and there is ample evidence that the government’s vigorous support of electric vehicles is now waning. This historical reflection teaches us a vivid lesson—governments should cease picking winners and losers in industrial technology sectors and let the market truly function.
Although trains offer evident superiority, re-focusing on railway construction now is too late. What we least need is to prioritize a transportation project to push through infrastructure building. It is time to halt nationwide one-size-fits-all schemes and let consumers judge and choose their modes of transport.