“If nondrivers are one-third of the population, we’re still largely invisible,” Anna Zivarts explained during the in-person keynote session, “When Driving Is Not an Option: Steering Away from Car Dependency,” at the 2026 Planning and Redevelopment Conference cohosted by New Jersey Future and APA New Jersey.
Zivarts, Executive Director of the Nondrivers Alliance and author of the book “When Driving Is Not an Option,” asked the audience to question why driving often feels like the default, and what happens when driving is not an option. Who gets left out of the equation when driving a car is the primary method of transportation in the United States.
Anna Zivarts was born with a visual impairment called nystagmus. When most 16-year-olds begin taking their driving tests, Zivarts realized that getting around might look different from others. In 2020, she began working on the Transportation Access for Everyone StoryMap, featuring more than 300 interviews with people across the state who cannot drive. Through this work, she found that there are many different types of people who do not have access to or the ability to drive.
Non-drivers are not one single group. They include people with chronic health conditions, disabilities, vision impairments, intellectual or developmental disabilities, and mobility challenges. Some people can drive but cannot afford a vehicle that meets their accessibility needs. Others live with conditions such as epilepsy, traumatic brain injuries, or neurodivergence that can make driving difficult or unsafe. Some may not identify as disabled, but still find driving stressful or anxiety-inducing. Zivarts also shared examples from her own life of older adults who develop changes in their health, mobility, or vision but continue driving because they lack other reliable options, increasing their risk of injury.
When accounting for all nondrivers, whether they cannot drive or choose not to, they make up around 30% of the population. According to NRDC, “36.6% of people in the United States do not rely on personal vehicles for their daily travel needs, and that number is even higher in New Jersey at 38%,” Zivarts reports.
Young people are a growing group who choose not to drive. Zivarts mentions, “In the 1990s, 50% of young people got their licenses at age 16 compared to about 25% today.” If we consider beyond those who are provided a bus to school, there are many young people old enough to get a license who choose not to because they find driving stressful or cannot afford it. That does not mean the demand does not exist among youth, she mentions, noting that public transportation ridership increased significantly when transit was made free during the pandemic.
We often assume that nondrivers exist only in cities because public transportation is more convenient than driving there. Zivarts notes that, across census tracts, including rural areas, non-drivers exist everywhere and need options to get around, including areas where driving is unaffordable or where households do not have enough vehicles for every family member. Many are forced to rely on limited or unreliable public transportation. Zivarts explained that during COVID-19, bus lines serving white-collar routes were reduced, but for communities that depend on public transportation, those routes remained open due to high use, leaving them more exposed to COVID risks.
“Transit and paratransit are critical because transportation represents freedom,” Zivarts claims. While it is valuable to have social networks to rely on, people also need the ability to access transportation independently. Many people do not get to go places they would like to go because of transportation barriers. There is often a “need to ask permission” where the destination must feel important enough to justify asking someone for a ride. That emotional burden of relying on others for transportation is significant.
For some people, e-bikes can be the only option to get around quickly. In New Jersey, a new restrictive e-bike law treats low-speed e-bikes the same as motorized bicycles, requiring them to be licensed, registered, and insured. Zivarts acknowledges that, even if well-intentioned, this law can make it more difficult for people who rely on e-bikes the most. Many people with disabilities can ride a bike but face difficulties obtaining a driver’s license, which is needed to obtain insurance. Others may need throttle assistance to help get started. E-bikes can expand access for non-drivers, but regulations need to account for those who depend on these options.
When we think of building public transportation, it must function as a complete system. Is the journey to the bus stop or train station safe, accessible, and easy to navigate? As Zivarts explained from a quote from non-driver Krystal Monteros, “We need to start thinking about public transportation and sidewalks as going together instead of as two separate things. You can’t use the bus if you can’t get yourself to the bus stop.”
For example, when new light rail stations are built, people may still have to cross dangerous roads to reach them. Crosswalks may be placed on fast-moving roads with limited visibility for people waiting to cross. Buses may run infrequently. These challenges exist because many roads are designed primarily around drivers rather than pedestrians.
Reducing vehicle miles traveled is one step towards increasing pedestrian safety and improving access to amenities without a car. However, new affordable housing developments are often built without considering creating a close connection to nearby public transportation. When roads or highways are designed around vehicle movement, for example, placing a highway directly through a town, communities where residents once had access to grocery stores, pharmacies, schools, and other essentials nearby can lose those connections.
Zivarts asks, “How do we bring visibility to the barriers nondrivers face and begin changing the system? How do we bridge the gap between people who cannot drive and the elected officials making transportation decisions?” Many elected officials, decision-makers, and people with economic power have the ability to grab their keys and go wherever they need to. Zivarts encouraged decision-makers to spend a week in the shoes of non-drivers through “Week Without Driving,” an initiative that asks public officials to go a week without driving and creates scorecards to evaluate transportation access. The effort has helped move the conversation forward when advocating for investments in transit, sidewalks, and affordable housing near transportation.
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