The TechMobility Podcast
Welcome to The TechMobility Podcast, your ultimate source for authentic insights, news, and perspectives at the nexus of mobility and technology. We're all about REAL FACTS, REAL OPINIONS, and REAL TALK! From personal privacy to space hotels, if it moves or moves you, we're discussing it! Our weekly episodes venture beyond the conventional, offering a unique, unfiltered take on the topics that matter. We're not afraid to color outside the lines, and we believe you'll appreciate our bold approach!
The TechMobility Podcast
Navigating Technology's Double Edge: AI in Mobility, Audi Q7 Review, and Urban Street Debates
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AI is revolutionizing the transportation industry at breakneck speed, but are we ready for the consequences? Chinese automakers BYD and XPENG are leading this charge with groundbreaking innovations that could reshape our automotive landscape forever. BYD's decision to implement their "God's Eye" self-driving technology on vehicles priced under $10,000 signals a democratization of advanced features previously reserved for luxury models. Meanwhile, XPENG's P7 Plus introduces what they call the "world's first AI-defined vehicle," merging premium quality with sophisticated AI integration.
These developments raise profound questions about privacy, autonomy, and regulation in our increasingly connected vehicles. As AI becomes more deeply embedded in our transportation, we must consider what information these systems collect, how they make decisions, and what protections exist for consumers. The technology is impressive, but without proper guardrails, we risk surrendering control of our mobility experience to algorithmic systems operating without oversight.
Moving from innovation to luxury, my hands-on review of the 2025 Audi Q7 55 Quattro reveals a vehicle of contradictions. With its powerful 335-horsepower V6 engine and responsive all-wheel steering, the driving experience is exceptional. However, at nearly $89,000 fully equipped, its cramped third row and missing expected features make its value proposition questionable. Does superb performance justify the premium price tag when practical functionality falls short?
The automotive industry faces additional challenges beyond product development. The threat of tariffs between the United States, Canada, and Mexico creates existential risks for a complex supply chain built on tight margins and cross-border integration. Meanwhile, urban mobility continues evolving as cities struggle to balance the competing needs of motorists and cyclists, revealing deeper questions about transportation priorities and public space allocation.
Call the TechMobility hotline at 872-222-9793 or email talk@techmobilityshow.com to share your thoughts on these transformative trends. How do you feel about AI's growing role in your vehicle? Subscribe and follow us across platforms to stay informed about the rapidly changing mobility landscape.
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Welcome to the TechMobility Podcast.
Speaker 2:I'm Ken Chester On the docket my impressions of the 2025 Audi Q755 Quattro tariffs and transportation. And right away, cars or cyclists, and right away cars are cyclists. To join the conversation, call or text the TechMobility hotline, that number, 872-222-9793, or you can email the show directly. Talk at techmobilityshow. Also. Be sure to subscribe, follow and like us on social media, our YouTube channel and our two podcasts the Tech Mobility Podcast and Tech Mobility Topics From the Tech Mobility News Desk.
Speaker 2:This is going to be a tale about AI. I know you're sick and tired of hearing about AI, but has to do with AI and transportation, and both companies are Chinese companies. I need to be honest about that and upfront, but I include them because of the technology they've developed and how that technology promises to permeate the industry over time. Either domestic automakers will have to replicate it or adopt it or react to it some way. Let me start with a company that you may be familiar with. You may have heard of BYD. Not only do they make electric cars, they also make electric buses and, by the way, they make electric buses in. They also make electric buses and, by the way, they make electric buses in the United States of America right now. And another fun fact a major investor in BYD and they just just sold off part of their investment portfolio, their investment in BYD. That just below 5% is Berkshire Hathaway that is Warren Buffett. Just below 5% is Berkshire Hathaway that is Warren Buffett and they've been a stockholder since about 2007. And they just reduced their holding in BYD to just under 5% here just recently. But that ought to tell you something right there that they put their money where their mouth is and typically Warren Buffett's kind of rule for looking at companies that they're not overvalued, that they've got good management and that they have the ability to grow and that they're not overvalued. Those are the things that he looks at when he looks at and his team looks at investing in companies.
Speaker 2:So let me start with BYD. They recently this is last month unveiled plans to unroll to introduce advanced self-driving technology check this out on nearly all its cars, including budget models priced below $10,000. And you say, wait, huh. Yeah, let me take a step back because I said something you may not realize. In China, right now, you can buy an electric vehicle, brand spanking new. They are going to put self-driving technology on their least expensive cars and the price won't go up. China's BYD company announced that its God's Eye self-driving technology will be installed in most of its cars without additional costs, including some of its cheaper models.
Speaker 2:The minute I heard them call it God's Eye, if you are a movie aficionado, like I am of a particular, certain franchise of fast cars, namely the Fast and Furious franchise. A little segue and I don't know if they did this on purpose, but there was a whole the Fast and Furious movie, furious 7 movie talked about a device called God's Eye, used differently. I just thought it was ironic that they would use that terminology for it. But okay, I just thought I'd throw that in there. And I'm not saying that there is a correlation or a relationship with the two, I just thought it was particularly odd that they would name it.
Speaker 2:That BYD has made a 180-degree U-turn in autonomous driving, redefining the company's strategy on intelligent driving over the next few years, and analysts in the know say this could be a game-changer, particularly in the affordable segment. Offering a state-of-the-art level two and advanced driver assistance system without raising prices could increase BYD's competitive edge over legacy competitors and hereby add to pricing pressures on their products. May I add this BYD does build stuff in Mexico, byd does sell cars in Canada, in case you were wondering, and they already build EV buses in the United States. To be honest, I have not heard, and I have not heard reported that they plan to start selling cars in the United States Yet. But there's no way You're going to get all that knowledge and experience over time and not eventually end up here. Just want to share that with you, but this is the whole thing. This is the game plan that every foreign automaker has used to get into the United States.
Speaker 2:They've offered superior technology, superior build, an excellent vehicle, a lot more value than the vehicle is worth for the money and starts offering it to get people to try it. Japan did that in the 70s and the 80s. Korea did that in the 80s and the 90s and it got progressively better and carved out a major part of the marketplace and eventually ended up building here. Byd is a major part of the marketplace and eventually ended up building here. Byd is a major player and they previously offered the self-driving technology on cars costing $30,000 or higher, but analysts noted that it will now be offered on 21 models. By comparison, tesla's full self-driving technology is optional for all its cars at a price, though the company has lowered those costs over the past couple of years. At one time it would cost you $8,000 in a Tesla. I believe it's $4,000 now. But that's something to think about. Something to think about, indeed, and I wanted to include that.
Speaker 2:Now BYD, you know, here's another car X-Ping. You never heard of them Another Chinese company. The vehicle, it's a car. It looks a lot like the current generation Toyota Prius. I mean it's sharp, it's svelte, it is an attractive looking car. Toyota Prius, I mean it's sharp, it's svelte, it is an attractive looking car.
Speaker 2:What they're doing? They've introduced their model P7 Plus, which is AI defined mobility. They say their P7 Plus is the world's first AI defined vehicle, combining premium quality and advanced AI technology, elevating both the intelligent driving experience and smart cockpit features. Are you ready for this? Ai-powered advanced driver assistance systems integrated across the lineup, enhancing driving and safety features, lineup enhancing driving and safety features, enhanced smart cockpit by their XGPT model offering advanced voice interaction. I'm just. I mean, AI is all over the place and it is becoming more and more pervasive and what's happening is that as these vehicles get better, as these vehicles get more sophisticated, as the cost of all this stuff comes down because, remember, we talked about. Deepseek did this, developed an AI agent for a fraction of the cost, and I literally mean a fraction of the cost, and I literally mean a fraction of what the major AI development companies are spending in real time right now. They're spending hundreds of millions of dollars, billions of dollars. Deepseek did it for $5 million and produced a model better than what the big boys did.
Speaker 2:Where do you think this is going? We've got a choice. We've got to keep up with it, but at the same time, we're the guardrails. We've got all this technology, but no regulation with respect to how it is used, what kind of information it's gleaning, what protection it has. Is it tracking us? Will it be, and I mean the choices that it makes? How is it being informed of the choices? Do we have any input?
Speaker 2:I got a lot of questions as they make AI this pervasive and inclusive in the vehicles. On the one hand, it's awesome. On the other hand, it's scary, because they're working towards AI agents and they're working towards autonomous AI agents that have the ability to do things on its own. Where are the guide rails? And now they're going to put these in the cars, getting right up close and personal with us and our information in us. I don't know. I like the aspect of smarter cars. I'm not sure I like the aspect of no guardrails. I would really, really like to know that there are some protections in place for how far and exactly what these things are doing and what can I expect them to do and what is the minimum to do and the maximum. Just saying, my impression to the amazing Audi Q7 is next. You are listening to the Tech Mobility Show.
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Speaker 2:Social media is the main place to be these days, and we are no exception. I'm Ken Chester of the Tech Mobility Show. If you enjoy my program, then you will also enjoy my weekly Facebook videos, from my latest vehicle reviews to timely commentary of a variety of mobility and technology-related topics. These short features are designed to inform and delight you. Be sure to watch, like and follow us on Facebook. You can find us by typing the Tech Mobility Show in the search bar. Be sure to subscribe to our Facebook page. Social media is the place to be these days. We're no exception. I'm ken chester, the tech mobility show. If you enjoy my program, then you will also enjoy my weekly instagram videos, from the latest vehicle reviews to timely commentary on a variety of mobility and technology related topics. These short features are designed to inform and delight you be sure to watch, like and follow us on Instagram. You can find us by typing the Tech Mobility Show in the search bar.
Speaker 2:For those of you that listen to podcasts, we have just the one for you. Hi, I'm Ken Chester. Tech Mobility Topics is a podcast where I upload topic-specific videos each week, shorter than a full show. These bite-sized programs are just the thing, particularly if Thank you. What is greater than Greater power, greater grip?
Speaker 1:Greater innovation the all-new 255-horsepower Audi A4. More power under more control. It's greater to read than follow.
Speaker 2:That car was marketed 20 years ago as a 2005 commercial for the Audi A4. And I can tell you, having driven an A4 when it first came out, so much incredible fun. I still wouldn't mind owning an 05 A4 in good shape. It would still be a lot of fun Even now. That's how well it was crafted, that's how well it was made, and all I'm going to admit to is a certain low, triple-digit trip up the 405 near Camp Pendleton one day. Well worth the trip, With the music up and the top down, and the A4 was the perfect vehicle for that ride. But that was the Audi A4. I said Dan.
Speaker 2:Today I want to talk about the Audi A7, which was the first SUV sold by the auto manufacturer, being originally introduced to the public in September 2005 at the Frankfurt Motor Show in Germany. This midsize luxury crossover SUV has been manufactured at the Volkswagen Bratislava plant in Bratislava, Slovakia, since its debut. Try saying that three times fast. The Q7 was introduced into the US market in 2006. As a 2007 model, the second generation Q7 was unveiled at the 2015 North American Auto Show in Detroit. Audi Q7 rides in the Volkswagen Group MLB Evo platform, which it shares with the Audi A8, Bentley, Bataga, Lamborghini Urus and Porsche Cayenne. The Q7 has been freshened in 2020 and in 2025. The seven-passenger SUV features freshened exteriors, including new front and rear fascias. Features freshened exteriors, including new front and rear fascias. Available digital daytime running lights and an OLED rear light with selectable light signatures. Customers can further personalize the most versatile Audi with new wheels, colors and decorative interior inlays. Audi is also upgrading its three-row family SUV with expanded connectivity offerings Available in two models.
Speaker 2:The upmarket Q755, which is what I'm talking about for this review, is powered by a three-liter turbocharged gasoline engine, V6, which generates 335 horsepower and 369 foot-pounds of torque. An eight-speed Tiptronic automatic transmission works with the automaker's legendary Quattro all-wheel drive system to transfer power to all four wheels. Epa economy numbers are 18. City 23. Highway Cargo capacity is 68.1 cubic feet. With the second and third row seats folded, Towing capacity is 7,700 pounds.
Speaker 2:So here's what I liked about the vehicle. I tried to write a book about my experience behind the wheel of the Audi Q7. For its low step-in height, good outward visibility and bank vault solid construction, it's a cornucopia of technology and indeed, an experience you will not soon forget Underway. The Q7 is whisper quiet, responsive and fast. And did I mention fast. The optional all-wheel steering adds to the vehicle's nimble handling and response, not to mention an impressively tight turning ratio despite its size.
Speaker 2:Starting with the exterior, the optional black optics package, combined with tamarind brown metallic paint, reinforces the look Large, loud and aggressive. The driver can choose from three driving options, or, I'm sorry, three driving programs comfort, standard and sport. Inside the cabin, two rectangular screens and a center console handle everything that isn't addressed in front of the driver. While displays, controls and switch gear are easy to read, their configuration will take some getting used to. Sitting is comfortable throughout the cabin. The second and third row split-bent folding seats fold true flat with a cargo area floor, and that's something that's big deal to me being able to have usable folding flat space for hauling stuff, it's awesome. Second row seats have a fore-aft adjustment to afford additional leg room for the third row occupant. The standard sunroof and sunshade adds to the airiness of the accommodations.
Speaker 2:So, yeah, here's what I didn't like about the vehicle, and unfortunately this is a long list, and it really shouldn't be for the amount of money that Audi wants with this vehicle. Let me start with one question when is a lot of technology considered to be too much? Lot of technology considered to be too much. I've reviewed a lot of vehicles and I have a simple rule Technology should enhance the driving experience, not get in the way. And for those of you who are not used to German engineering in the year 2025, it may be easy to become overwhelmed at the choices before you.
Speaker 2:Having said that, I found that this luxury SUV was missing a few things that I would have normally expected to find as standard equipment. Number one a head-up display, a heated steering wheel, remote engine start and better interior design that would accommodate more storage space around the cabin. I found that the touchscreens require much more effort to engage than expected. The ancient steering wheel stock mounted cruise control was not user-friendly at all. The wireless phone charger was in an awkward place. And then, finally, even though the second row seats had an adjustment that allowed for added legroom for the third seat passengers, it was still cramped back there. Third seat passengers it was still cramped back there. In fact, the Q7 works much better as a four or five passenger vehicle, and I'm going to tell you this when it comes to the third row, just say no. There are other SUVs that actually cost less that do a better job in that area. So here's the bottom line the Audi Q755 does a much better job at coddling the driver and front passenger in comfort and luxury than its second and third row passengers. For the price, motors have the right to expect more, much more, from Audi, and if you only plan to carry yourself and three others and you're willing to invest the time to get comfortable with the vehicle's controls and switch gear, then maybe this SUV is right for you.
Speaker 2:The base manufacturer suggested retail price for the 2025 Audi Q7 SUV starts from $65,800 for the Q755. Destination charges add $1,195. Msrps tested. The Q755 included the following extra cost options Tamarine brown metallic exterior paint, Prestige package, Bang Olfsen advanced sound system with 3D sound, black optics package, all-wheel steering and a trailer hitch. Total cost of the options the options $21,795. Folks, that's just for the options. Total MSRP including options and destination charges.
Speaker 2:For the Audi Q755, which is the more expensive or higher level trim level of the two $88,790. At that price I expect the car to be pretty close to perfect and while the driving experience was awesome, handling and performance was awesome technology was over the top I found that as a people hauler, the Q7 came up lacking in some places. It had no business coming up lacking for that price, but it did so. It gets down to personal preference. If you want to haul stuff and you're only going to haul a few people, this might be your choice, particularly if you're performance minded, because it definitely did that. On again, off again. Tariffs have the ability to hurt the auto industry. I explain how.
Speaker 2:This is the Tech Mobility Show. Do you listen to podcasts? Seems that most people do. Hi, I'm Ken Chester, host of the Tech Mobility Show. If you've missed any of our weekly episodes on the radio, our podcast is a great way to listen. You can find the Tech Mobility Podcast just about anywhere you can enjoy podcasts. Be sure to follow us from Apple Podcasts, iHeart Radio and many platforms in between. We are there. Just enter the Tech Mobility Podcast in the search bar. Wherever you listen to podcasts, Social media, it's the place to be, and we're no exception. Hi, I'm Ken Chester, host of the TechMobility show.
Speaker 2:Several times a week, I post to TikTok several of the topics that I cover on my weekly radio show. It's another way to keep up on mobility, technology news and information. I've built quite a library of short videos for your viewing pleasure, so be sure to watch, like and subscribe. That's the Tech Mobility Show on TikTok. Check it out. On again, Off again, on again, off again. It's Tariff Musical Chairs.
Speaker 2:And, as of this writing, the big three domestic automakers have gained a one-month reprieve from tariffs being levied on Canada and Mexico. But speaking for an industry that moves in years and not weeks or months, it's a hollow victory. There will be no winners here. This is topic B. I have been repetitive on this point, so if I sound like a broken record, I'm sorry, but it's true. The auto industry operates in years, it's capital intensive and they don't like drastic change. Now let me add in some more.
Speaker 2:Almost 30 years ago, the auto industry went through a gut-wrenching reorganization. As part suppliers, automakers, automakers spun off certain parts-making operations, supposedly under the guise that as standalone companies, those part makers would be more nimble, more quick, be able to give a better deal to the automaker, would be carrying the legacy costs, yada, yada, yada To the other companies in their supply chain. 2001, Automotive News and Industry Publication, the headline General Motors to Suppliers China Price or Else, Meaning if you can't meet the price, we can buy it for from a Chinese supplier, regardless of how many years we've done business. And some of these family businesses have done business with GM, Ford and Chrysler for almost 100 years. If you can't match the price, you're going to lose the contract. So what happened? A bunch of suppliers went broke and the automakers in fact ended up buying back some of the operations they sold off because they couldn't make any money.
Speaker 2:Let me be clear here. The average vehicle built in an assembly plant in the United States of America today, If you count all the fasteners, all the parts, every single part nut, screw, bolt, wire, connector you're looking at a sum of the parts of 30,000 parts. You're looking at a stratified group of suppliers. You've got the automakers. They're considered original equipment manufacturers or OEMs. You got tier one suppliers. You've got the automakers. They're considered original equipment manufacturers or OEMs. You got tier one suppliers. These are the biggest ones that deal directly with the automaker, who aggregate a lot of the parts from the smaller companies and the larger modules that they deliver as a semi-finished product for assembly to the automaker. Tier 2s smaller. They may do some aggregation but they're sending their parts up to the tier 1s Every now and then they may still deal with the automaker directly, but unlikely they'll deal with one of the tier 1s and then finally the tier 3s. These are the mom-and-pop operations machine shops around the country that families, you know. You're looking at maybe 10 to $50 million worth of business a year. They're small and there are thousands of them that do business with a variety of automakers.
Speaker 2:So what does it mean exactly that the automakers got a one month reprieve? Did they all get it? Did Toyota, Honda, Nissan get it? Or just GM, Ford and Chrysler or Stellantis? Excuse me, did they get it? And if that's true, how are you going to police that? If you are a nut-and-bolt company, that you run machines that make three or four different types of fasteners for three or four different kinds of automakers, and maybe some companies that aren't even automakers, how do you, because your parts go into a tier two, that might ship it from their plant in the United States to Canada to be added to another part, to be shipped to Mexico to be added to a tier one part that's then shipped back to the United States for assembly in an automobile assembly plant? At what point does the tariff apply and how often? That's the problem. I don't even know how you get there, but let's give them the benefit of the doubt for a minute and say they figure that all out.
Speaker 2:What do you think the markup is for a tier three or a tier two supplier doing business with an original equipment manufacturer in the United States of America in the year of our Lord, 2025? I guarantee you it ain't nowhere near 25%. In fact, these original equipment contracts are razor thin. There's no real big profit there. You do it because of some of the other work you get, or maybe there's aftermarket work you get or a chance to bid on more profitable parts of the business. But for most of these smaller companies they don't have any cushion. They can't absorb 25% tariff. They just don't have it.
Speaker 2:Industry Watch has said that if the tariffs were fully implemented with the automakers, that the automobile assembly plants would come to a screeching halt in four days. Four days, Four, why the tier threes and the tier twos don't have the markup. So they're going to try to get the tier ones and the original equipment manufacturers to pay that money. They don't have the markup and, to be honest, they're not about to increase their prices by 25%. That's not happening, With the average new car price already hovering around $50,000, 25%. Oh, my goodness, I mean you're adding $15,000, 25%. Oh, my goodness. I mean you're adding $15,000 or actually $12,500 to the cost of the vehicle, to the average selling cost. So what's going to happen if they do that? It's going to up and it's going to dry up the used car market. It's going to push prices up and everybody's going to grab used cars Right, which means if you need to replace a car, you're now priced out of the market completely and it gets ugly quick. That's not going to happen.
Speaker 2:The automaker's first inclination, the OEM, said well, you know, maybe we can absorb it, but I don't even know what that means. Are you going to absorb all of that from your supplier chain too, or are you talking about the finished product? Are you still going to hold the tier twos and the tier threes liable for paying those and are you going to reimburse them? That gets expensive real fast, because you're looking at an industry that builds 16 to 17 million vehicles a year and all we're talking about right now is just passenger cars and trucks and minivans. We haven't even talked about the heavy equipment manufacturers, like the heavy truck manufacturers, or the farm implement manufacturers like John Deere, or domestic manufacturers like Freightliner and Mack and Paccar and Peterbilt, where they fall into all this because they got plants all over the place, and Peterbilt, where they fall in all this Because they got plants all over the place.
Speaker 2:Now let me be clear If this sticks and they don't get a solution, it will be really bad for the auto industry and every city and town they do business in Period and it won't take months, it won't take weeks, it will take days. It won't take months, it won't take weeks, it will take days, and the impact will be felt almost immediately across the board In industries that aren't even directly related to the auto industry will feel it. So all I want you to know is that this already has started, as certain manufacturers have tried to mitigate what may happen and because nobody's really sure if this is going to stick or not, or if it's going to be deferred for a while and then get slammed. If you're an automaker with contracts out to wherever, what do you do? You can't just shut the plant down. That'll cost millions of dollars to shut it down and start it back, because you've made guarantees to all these suppliers on volume and if you can't deliver the volume to certain performance rebates and monies you got to pay as an OEM. So it's way more than the tariffs.
Speaker 2:When it comes to city streets, who should get the right of way? Cars or cyclists? We are the Tech Mobility Show. To learn more about the Tech Mobility Show, start by visiting our website. Hi, I'm Ken Chester, host of the Tech Mobility Show. The website is a treasure trove of information about me and the show, as well as where to find it on the radio across the country. Keep up with the happenings at the Tech Mobility Show by visiting techmobilityshow. That's techmobilityshow. You can also drop us a line at talk at techmobilityshow.
Speaker 2:Drop us a line at talk at techmobilityshow. Did you know that TechMobility has a YouTube channel? Hi, I'm Ken Chester, host of the TechMobility Show. Each week I upload a few short videos of some of the hot topics that I cover during my weekly radio program. I've designed these videos to be informative and entertaining. It's another way to keep up on current mobility and technology news and information. Be sure to watch, like and subscribe to my channel.
Speaker 3:That's the Tech Mobility Show on YouTube. Check it out. Are you tired of juggling multiple apps and platforms for meetings, webinars and staying connected? Look no further than AONmeetingscom, the all-in-one browser-based platform that does it all. With AONmeetings, you can effortlessly communicate with clients, host virtual meetings and webinars and stay in touch with family and friends all in one place and for one price. Here's the best part you can enjoy a 30-day free trial. It's time to simplify your life and boost your productivity. Aonmeetingscom, where innovation meets connection. Get started today and revolutionize the way you communicate.
Speaker 2:Social media is the place to be these days, and we're no exception. I'm Ken Chester of the Tech Mobility Show. If you enjoy my program, then you will also enjoy my weekly Instagram videos From the latest vehicle reviews to timely commentary on a variety of mobility and technology-related topics. These short features are designed to inform and delight you. Be sure to watch, like and follow us on Instagram. You can find us by typing the Tech Mobility Show in the search bar.
Speaker 2:When I started this program about eight years ago, my board operator at the time and I got into a conversation about city streets and bike trails. On that subject, he got extremely angry and insisted that cars and trucks should always have the right of way regardless. Well, fast forward now and an East Coast city is in the midst of that very conversation amongst its residents. This is topic C. So let me ask you straight up who deserves the right of way? Do bike trails, do bike paths, do bike lanes have a place in an urban setting? On a city street? Is it fair for the city fathers and the city engineers to re-engineer streets to accommodate bike lanes, even if it means taking lanes away from cars and trucks? Is it okay if you happen to be a retailer on one of those streets. Seeing less traffic on that street, what does that mean for you? Does that automatically mean less business because there are fewer cars and trucks going down that street, or are you pleased that they're also slowing down because of the nature of the beast, and maybe that's offset by the bike path or the bike trail? These are conversations not just being held in one city and town, but all over, and in fact here in Des Moines they've spent millions of dollars redoing some streets close to downtown to accommodate bike lanes and narrowing busy city thoroughfares, and it's a mixed bag. You've got retailers saying fewer people past my shop means less money in my pocket. Retailers saying fewer people pass my shop means less money in my pocket. You've got others saying it's wonderful to have a safe place to ride a bike as a commuter back and forth, to work, back and forth to wherever, in a safe space where I'm not worried about getting run over by a car because I'm in a bike lane. That's protected. You got motorists that are okay. I got to go down the street but instead of doing 45 miles an hour like it was originally set, I'm doing 25 or 30 miles an hour, so it's adding time to my travel and maybe bottlenecking, because it's not four lanes Now, it's two, with bike lanes, with bike lanes. It doesn't matter what side of this you're on, everybody has a very animated opinion.
Speaker 2:For me, I think that there needs to be more communication. I think there's room for both, but I think it needs to get much more realistic. In places like New York City and in Boston, it seems that the bicyclists have been kind of heavy-handed and those implementing those changes have been really heavy-handed about how they went about it. I think, if they revisited it, that they may have been a little more accommodating. You can't take an economy, a city, an urban area that has been car-centric for over a hundred years and expect, in the case of a couple of years, turn it over to where everybody's on board with, oh, bike lanes, oh, nice, wonderful, gee, you've taken away two of my lanes on a street I need to travel down and now it takes me longer and I'm going slower and I'm in more traffic and I got to accommodate all these extra people on bikes that may or may not be following the rules of the road and playing fair and want to call me out. And then here's the other thing to think about If you are on a county road, if you are on a state highway in town, who paid for that? Did the bicyclists pay for that? No, they did not. You paid for it through gas taxes. You paid per gallon of gasoline or diesel fuel that you bought over years. So if you want to take that approach, how dare the bicyclists think that they have a right to the road when they didn't pay for it? We did. On the other hand, the bicyclists turn around and said you in the car, putting all these pollutants and all this noise in the air, driving these dangerous, toxic machines, how dare you impair my health, my safety, my welfare, my peace of mind because of the noise your vehicle produces? What gives you the right to impinge on my health? Gives you the right to impinge on my health.
Speaker 2:This is becoming a big deal in the upcoming meritorial race in Boston in the Bay State Challenge with the Bay State, which I'm from I'm from Massachusetts is sometimes they get really heavy handed about stuff, don't really think everything through. They decide we're going to do this, we don't care, we're going to do this. Okay, fine, have you looked at all sides? Have you tried to accommodate the people who have legitimate concerns on both sides? No, but we're going to do this. Deal with it, we're going to do it. It's to the point where those people who have a problem with bike lanes are being very vocal in supporting a candidate who said they'd put the pause on bike lanes and even stop them, and that's gaining traction as a political issue in the city of Boston Des Moines not so much, but still.
Speaker 2:When they did Ingersoll Avenue in Des Moines and the city spent millions of dollars and, for the record, not the only street in town that they did it there was concern. Haven't heard much since. The money's been spent, but there was concerns. There were concerns from the retailers been spent, but there was concerns. There were concerns from the retailers, there were concerns from the folks that use that road into the city every day and, of course, there were concerns from the bicyclists. Just because there is a bike lane doesn't mean it's well engineered to protect the bicyclists, and that's an issue particularly at street corners. And there's been situations not here in town, but there's been situations at street corners where, because it was so poorly engineered, bicyclists and traffic collided, usually fatal to the bicyclists.
Speaker 2:And then, on top of all of this, where do EV scooters and motorcycles come into this whole thing?
Speaker 2:Do they get to use bike lanes?
Speaker 2:Do they have to use the street?
Speaker 2:Where do they fit in? None of this even talks about that. You know where does a scooter go. If you've been following our program. You know about four years ago, five years ago, we talked about the flood, originally of EV scooters by Jump and Lime and Bird, where they felt it was better to ask for forgiveness than permission and just dumped them on a city Dirt cheap.
Speaker 2:That's largely over with now, but for those people who actually own scooters, ev scooters do they get to bike lane or do they have to be in the street? And if they're in the street, are they less safe now? And if they're with the bike lane, are the cyclists at risk now because these things go faster than pedal bikes? And then, finally, where do electric bikes fit? Are they even allowed in any of this? So there are a lot of questions that I have that the article didn't deal with, but it is a very livid and active conversation that's being held all over the country that I don't think is going to get solved anytime soon, but they need to talk to each other, and that is probably the most important takeaway from this whole conversation. There needs to be better communication, and I don't think that's happening. We've come to the end of our visit. Be sure to join me again, right here, next time. You have been listening to Tech Mobility Show.
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