Induced demand Concepts

City Limits: Infrastructure, Inequality, and the Future of America's Highways

by Megan Kimble · 2 Apr 2024 · 430pp · 117,211 words

, hashing out strategy and sharing updates from across the country. They talked about traffic modeling and the NEPA process, shared studies on air pollution and induced demand, reviewed federal legislation and lobbying efforts. As Congress hammered out the final details of the Infrastructure Investment and Jobs Act, the Freeway Fighters Network sent

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more cars. And if there are more cars on the highway, there will be more pollution.” The man nods. He, too, understands the phenomenon of induced demand. “They are going to displace other people. We don’t know where we’re going to go. Home prices are so high,” Elda says. The

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state, and then the country, and then the world. Soon, the Katy Freeway expansion had become the most famous example of the phenomenon known as induced demand: If you make it easier for people to drive, more people will drive. Culberson’s amendment remained in the appropriations bill. Jay eventually moved back

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neighborhoods, near jobs and schools and grocery stores, you have to build bigger highways to move people to the places they can afford to live. Induced demand was also a housing story. Removing I-35 required reckoning with this pattern of development. The highway—and the speed it promised—was the reason

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until this fight is over,” she said. Now Ally asks people to open their caroling books. Tucked between paragraphs about the I-45 expansion and induced demand are lyrics for Christmas carols in English and Spanish. The crowd shifts closer to the band that has assembled next to Ally; a violinist perches

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, will increase if no improvements are made.” An expanded footprint naturally followed. Without challenging the premise of the project—without addressing the basic phenomenon of induced demand—the footprint was unlikely to change. The Federal Highway Administration maintained it had limited authority to make changes to the project. “This is a formula

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in Syracuse, New York, 276 traffic congestion and, 52, 53, 54 highways. See also Black Americans and land taken for highways; interstate highway system addressing induced demand in planning, 269–70 annihilation of locality by, 12–13, 15, 39, 166 with caps and stitches, 54 as cause of traffic congestion, 15–16

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I-345. See Dallas: I-345 I-980 in Oakland, California, 277 illness, from air pollution, 14 Imagine Austin, 145 Independence Heights, Texas, 138–39 induced demand highways as cause of, 15–16, 25–26, 73–74, 119, 142, 255, 269–70 housing and, 146–47 Infrastructure Investment and Jobs Act (2021

Life After Cars: Freeing Ourselves From the Tyranny of the Automobile

by Sarah Goodyear, Doug Gordon and Aaron Naparstek · 21 Oct 2025 · 330pp · 85,349 words

the past and not the future will be proven wrong.” One of the things that was apparent even in Moses’s time was something called “induced demand”—a remarkably consistent phenomenon in which building more lanes on a road attracts more users, so that congestion never really goes away. It’s a

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York Times, September 3, 2024, nytimes.com/2024/09/03/nyregion/the-power-broker-at-50.html. GO TO NOTE REFERENCE IN TEXT something called “induced demand”: Robert A. Caro, The Power Broker: Robert Moses and the Fall of New York (Vintage Books, 1975), 515. GO TO NOTE REFERENCE IN TEXT The

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I illness. See health impunity of drivers, 7, 23–24, 152 independence, 54–56, 59–60, 65–66, 68–69 individualism, 101–2 Indonesia, 78 induced demand, 175 See also car dependency; highways; traffic congestion inequity in access to walking, 136 car dependency perpetuating, 137–41, 145–46, 153–54, 226 grind

Shocks, Crises, and False Alarms: How to Assess True Macroeconomic Risk

by Philipp Carlsson-Szlezak and Paul Swartz · 8 Jul 2024 · 259pp · 89,637 words

% inflation target—even a broken clock is right twice a day. The postpandemic inflation surge fits this pattern of unpredictable change. Yes, the fiscal policy–induced demand overshoot was visible and led some to warn against coming inflation in early 2021.1 But was that warning for the right reasons? The supply

The Rise of the Network Society

by Manuel Castells · 31 Aug 1996 · 843pp · 223,858 words

innovation. If process innovation progresses faster, a decline in employment will occur, all other factors being equal. If product innovation leads the pace, then newly induced demand could result in higher employment. The problem with such elegant economic analyses is always in the assumptions: all other factors are never equal. Boyer himself

Walkable City: How Downtown Can Save America, One Step at a Time

by Jeff Speck · 13 Nov 2012 · 342pp · 86,256 words

USES STEP 3: GET THE PARKING RIGHT STEP 4: LET TRANSIT WORK STEP 1: PUT CARS IN THEIR PLACE Highways versus cities; Because I must: induced demand; It’s not just freeways; Kill the traffic engineers first; Remove it and they will go; A step too far: pedestrian zones; Congestion pricing: too

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walkability—to welcome cars, but on its own terms. First and foremost, this means making all transportation decisions in light of the phenomenon of induced demand. BECAUSE I MUST: INDUCED DEMAND About once a month, I give a talk somewhere in America, typically to a chamber of commerce, a planning association, or a bunch

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and approaches can vary, but I have one hard-and-fast rule: every lecture, no matter what, I will talk at length about induced demand. I do this because induced demand is the great intellectual black hole in city planning, the one professional certainty that everyone thoughtful seems to acknowledge, yet almost no one

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will predict the need for engineering. Finally, and most essentially: The main problem with traffic studies is that they almost never consider the phenomenon of induced demand. Induced demand is the name for what happens when increasing the supply of roadways lowers the time cost of driving, causing more people to drive and obliterating

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highest estimated road building cost was Nashville, Tennessee with a price tag of $3,243 per family per year.● Thanks to studies like this one, induced demand is by no means a professional secret. I was delighted to read the following in a 2009 article in Newsweek, hardly an esoteric publication: “Demand

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counterintuitive, which is why this promotion was not laughed off the copywriter’s table at the ad agency. The first two refer, of course, to induced demand. The third statement, that congestion saves fuel, requires some evidence to be plausible. It turns out that there is a strong correlation between a metropolitan

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efforts to reduce traffic congestion didn’t wreck cities and perhaps also if they worked. But they don’t work, because of induced demand. Most city engineers don’t understand induced demand. They might say that they do, but, if so, they don’t act upon that understanding. I say this because it would

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seem that almost no traffic engineers in America possess the necessary combination of insight and political will that would allow them to take the induced demand discussion to its logical conclusion, which is this: Stop doing traffic studies. Stop trying to improve flow. Stop spending people’s tax dollars giving them

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book, but few have read Dark Age Ahead, in which, forty years later, she took off the gloves. Until traffic engineers change their tune on induced demand, here is the statement from Jane Jacobs that every public official and planner needs to tape prominently above his or her desk: It is popularly

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recent years toward a new paradigm. Because cities demand them, these engineers still do traffic studies. But these studies, like the British ones, finally take induced demand into account. REMOVE IT AND THEY WILL GO If more and bigger highways mean more traffic, does the same logic work in reverse? The latest

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twist in the induced demand story might be called reduced demand, which seems to be what happens when “vital” arteries are removed from cities. The traffic just goes away. The

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of a progressive left-coast city—and an environmentalist so devout that he didn’t allow salt for snow removal—couldn’t be sold on induced demand. How did that work out for him? Well, first, Seattle’s citizens voted in a referendum to reject plans to replace the Viaduct with either

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primary and is now mayor.28 So Lee Myung-bak is president and Greg Nickels is out of politics.… Is there a lesson here about induced demand? It would seem that the people are in front of the politicians as usual, except that they aren’t: in a more recent referendum, the

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reorient economic development around creating a downtown that has them all. STEP 3: GET THE PARKING RIGHT What parking costs and what it costs us; Induced demand redux; Addiction made law; The cost of required parking; Some smarter places; The problem with cheap curbside parking; The right price; A tale of two

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who drive. In so doing, they are making driving cheaper and thus more prevalent, which in turn undermines the quality of walking, biking, and transit. INDUCED DEMAND REDUX Is this beginning to sound familiar? Like roadways in general, all this free and underpriced parking contributes to a circumstance in which a massive

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exists: motorists will drive at the speed limit, or slightly above, no matter what sort of drag strip we lay in their path. As with induced demand, the engineers have once again failed to comprehend that the way they design streets will have any impact on the way that people use them

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paths in; design codes and; downtown housing and; downtowns as important in; empty lots and; green spaces and; health issues caused by poor urban planning; induced demand and; and investing in transit; life expectancies and; neighborhood structure and; safety and; sidewalk design and; sight-triangle requirement in; spatial enclosure and; tall buildings

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; parking and; transit systems and; trees and; walkability and Hoyt Rail Yards (Portland, Ore.) “human traffic calming” Hurst, Robert hybrid cars Illich, Ivan inclusionary zoning induced demand in-lieu fees Institute of Traffic Engineers (ITE) Institute of Transport and Logistic Studies Institute of Transportation Studies Intelligent Cities Initiative intersections; “Barnes Dance”; “dedicated

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Summers, “Where the Neon Lights Are Bright—and Drivers Are No Longer Welcome.” It is important to illuminate this quote with the larger discussion that induced demand applies principally to the creation and widening of highways and arterial roads, as opposed to the creation of more intricate street networks through the insertion

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approve the projects that I plan. There are now more than a handful of professional transportation engineers who do their best to share information on induced demand. I have also had good experiences recently working with municipal engineers in Carmel, Indiana; Cedar Rapids; and Fort Lauderdale. But, for most of the profession

Betrayal of Trust: The Collapse of Global Public Health

by Laurie Garrett · 15 Feb 2000

of economists, this was insane. It meant consumers could not behave as consumers, shop around, choose not to buy, or to buy elsewhere. And doctors induced demand. In other words, the supplier manipulated demand.360 After creation of Part B of Medicare, the trend spiraled completely out of control.361 This constituted

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crime storm from Medicare Part B.” Health Affairs (Winter 1988): 94–101; and Rice, T. H., “The impact of changing Medicare reimbursement rates on physician-induced demand.” Medical Care 21 (1983): 803–815. 362. Cooper, B. and Rice, D., The Economic Cost of Illness Revisited. Washington, D.C.: National Center for Health

The End of Traffic and the Future of Transport: Second Edition

by David Levinson and Kevin Krizek · 17 Aug 2015 · 257pp · 64,285 words

to per capita travel demand to declining employment and rising fuel prices. Further the lack of roadway expansion proportionate to population limits the amount of "induced demand" that may have driven travel growth earlier. They certainly are part of the package, but cannot explain everything. Like Christie, we charge several culprits who

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for high-quality transit and intercity rail service.249 If the time or money cost of traveling per trip declines, the long-held theory of induced demand predicts, all else equal: more trips, longer trips, and more trips in the peak period. Logically, if the time or money cost per trip rises

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and pricing is especially important. While autonomous vehicle capacity may eventually double or quadruple, per capita demand will rise as well if traditional patterns of induced demand hold, and people continue to work, shop, and play at today's rates. It is quite possible that sharing remains a niche while most people

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today, it seems models still take on the order of 24 hours to run. Why? We posit "Induced Complexity." When we build a road, we induce demand, travelers who were previously priced off the road due to congestion or extra travel time now switch times of day, routes, modes, and destinations to

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, or in the number of model components that are considered, or the degree of precision required in equilibrium. This induced complexity is real, and like induced demand is not necessarily a bad thing (if the complexity improves accuracy, it is a good thing), but it is a thing we should all be

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formal name for the Iron Law of Congestion or Trip Convergence is now "Induced" or "Latent Demand."The use of these terms has become politicized. "Induced" demand implicitly blames the freeway for more construction. "Latent" implies the demand was always there, and is now able to be realized. In any case, the

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research in the field, or Planning for Place and Plexus (Levinson and Krizek 2008) for a textbook explanation. 22 While the "Iron Law of Congestion" (induced demand) implies that supply creates its own demand, this is true only to a point, while demand is growing faster than supply can accommodate it. If

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demand is not supply constrained, as in many rural areas where roads are well below capacity, there is no induced demand. If demand is falling for other reasons, even if supply is rising, induced demand stumbles. And once maturity has set in and all the low-hanging fruit (high benefit, low cost projects) have

India's Long Road

by Vijay Joshi · 21 Feb 2017

the fact that patients are ill-informed in medical matters. Doctors know much more about medicine than patients, so there is a potential for supplier-induced demand: patients may be inveigled into buying unnecessary, and possibly even harmful, treatment.)38 There is of course an equity case for subsidizing primary care for

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they lack in qualifications. But they also offer antibiotic and steroid treatments for ordinary, often self-limiting, conditions. There is surely an element of supplier-induced demand in this; unfortunately, it appears now to have E d u c at i o n a n d H e a lt h C

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. Of course, the system I envisage would need state regulation. Though market failures are not pervasive in primary care, they are certainly not absent. Supplier- induced demand undoubtedly exists. For example, patients may be cajoled or even deceived by private doctors into taking antibiotics they do not need. (There are some similar

Frostbite: How Refrigeration Changed Our Food, Our Planet, and Ourselves

by Nicola Twilley · 24 Jun 2024 · 428pp · 125,388 words

ask somebody if they want more money, their answer is going to be, ‘Yes, of course I want more money.’ ” It’s the theory of induced demand: just as adding another lane to a freeway will only increase congestion, extra fridge space will inevitably be filled. More is never enough. The real

Carmageddon: How Cars Make Life Worse and What to Do About It

by Daniel Knowles · 27 Mar 2023 · 278pp · 91,332 words

decide how many roads to build. What the planners of the 1950s and ’60s had not understood, or refused to understand, was the principle of induced demand (more on this later). In economic terms, they had not understood that the number of drivers was “endogenous”—not “exogenous.” That is, the policy of

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all practical purposes indisputable: The purpose of life is to produce and consume automobiles.” Long before planners realized it, Jacobs had realized the problem of “induced demand” that roads create. This is also known in effect as Jevons paradox. That is, if you make something more abundant, the price of it will

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. It just happened that fewer of them were doing so in cars. This reveals something about traffic, and the problem of what is usually called “induced demand.” At the margin, whenever they set out on a journey, people choose between different forms of travel. In a city like New York, where walking

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that looked at whole highway networks (in this case, of the United States and the Netherlands), rather than specifically urban roads. It makes sense that induced demand is less likely to be a problem in rural areas, where everyone drives anyway, and cannot switch to taking a subway train instead. In urban

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generated by a road expansion is used up again. Even the Department for Transport study found that “induced demand is likely to be higher for capacity improvements in urban areas or on highly congested routes.” Induced demand is not inherently a bad thing, obviously. If you build a road to, say, a rural village

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onto other forms of transport? And yet that is almost never how city engineers and politicians think. As Jeff Speck, an urban planner, puts it, induced demand is “the great intellectual black hole in city planning, the one professional certainty that everyone thoughtful seems to acknowledge, yet almost no one is willing