The future of commuting: after the pandemic

As the COVID-19 pandemic slowly winds down, evidenced by falling case rates across much of the country, many Americans are now wondering about the lifestyle changes they have had to make over the past year and a half. The most notable change is the daily commute to and from work. With many office spaces shutting their doors and promoting a work-from-home dynamic (also referred to as telecommuting), the American transportation network must also confront change. 

Τhe Association of Foreign Press Correspondents (AFPC-USA) and the National Press Foundation (NPF) developed an educational program about “The Future of Commuting: After The Pandemic,” which was part of the “Learning from the Pandemic Series” sponsored by BAYER. The educational program was presented by President Emeritus of the National Press Foundation, Sandy Johnson. It was joined by experts Gregory D. Winfree, Agency Director of the Texas A&M Transportation Institute; Robert Puentes, President and CEO of the Eno Center for Transportation; and Henry Grabar, a staff writer for Slate Magazine. In the one-hour segment, these four panelists grappled with the future of commuting in the United States, and there are several key takeaways for foreign journalists. 

Sandy Johnson

Gregory D. Winfree

Robert Puentes

Henry Grabar

1. Telecommuting will stay. Despite the eagerness on the part of the American public to get back to some form of normal life, many companies have enthusiastically embraced the idea of continued telecommuting. The past year and a half have proven that workers can work from home without loss in productivity. This means employers can reduce their office space and its associated costs, which is an attractive option. Not only could it save money for companies, but on a larger scale, it could also decrease the carbon footprint of urban centers with fewer people commuting from the surrounding areas each day. Robert Puentes notes, however, that these changes do not need to be binary: either one works in an office building, or one does not. Rather, he cites the statistic that telecommuting for even one day every two weeks (assuming a five-day workweek) has the potential to decrease an individual's commuting carbon footprint by 10%. Puentes cautions that one must be aware of the demographics of telecommuting. Those able to telecommute are statistically more likely to be educated, white, wealthy, white-collar workers, as opposed to lower-income individuals. For journalists, there will always be an inherent need for travel, but certain elements of the profession may transition away from the office.  

2. There is a bleak outlook for public transit. Public transportation is a critical resource, but more dynamic and flexible public transit systems and economic aid are needed to keep these agencies up and running. Pre-COVID, transit agencies spent an inordinate number of resources on rush hour (early morning and late afternoon) traffic. Grabar cites the Bay Area Rapid Transit system, which uses 40% of its vehicles only for rush-hour traffic. Thus, many daytime users have a much harder time getting around during workday hours. Henry Grabar hopes that urban transit agencies will add more off-hour service to pick up more daytime riders. With more people working from home and less rush-hour congestion, urban areas may hopefully begin to adopt a more even approach to public transit in which the public can get around with as much ease at 11 AM on a Monday as they can at 5 PM on a Friday. Greater flexibility in getting around the city may lead people to reconsider using their cars for running errands, for example. This shift could make American life without a car more possible, thereby mitigating some of the damage to the transportation infrastructure. 

3. There may be shifts towards carpooling and biking. All three panelists see the possibility of the commuting ecosystem in American shifting towards greater use of carpools and bicycles. Puentes highlights some locations that are currently experimenting with waiving fees on toll roads for carpools. Grabar sees the potential for a better bike infrastructure such as that of Paris that will allow people to get around their communities while also feeling safe and protected from motor vehicles.  Gregory D. Winfree agrees that there could be more bikes used in commutes, but he sees it as being an option for only those living directly in urban areas. The longer commute times in America, as opposed to Europe, meaning that it is unlikely that biking as a means of transportation will take as large a hold on the people as it did in many European cities. However, with the addition of bike-only lanes on many city streets, the United States could see a slight decrease in car usage. While there are no certainties with what we will see in the coming months and years post-COVID, the daily commute to and from work, filled with music, NPR, noise, or silence, will likely be less common. The new commuter may travel more by bus, rail, and bicycle as they provide a cheaper and greener alternative to passenger cars, but only if these industries can stay afloat. All of this may be a boon for the journalist. 

While not the most inherently social space, public transit offers the observer, a peek into the everyday trials and tribulations of the community: angry rants about politicians, elation over the new public swimming pool, and so on. Buses, trams, and trains offer an inside look into daily life and a true “feel” for the area that simply cannot be achieved from the confines of a car. What this means for foreign journalists is that they, like everyone, must adapt to a changing commuter landscape. 

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