this post was submitted on 25 Aug 2023
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For critics of widening projects, the prime example of induced demand is the Katy Freeway in Houston, one of the widest highways in the world with 26 lanes.

Immediately after Katy’s last expansion, in 2008, the project was hailed as a success. But within five years, peak hour travel times on the freeway were longer than before the expansion.

Matt Turner, an economics professor at Brown University and co-author of the 2009 study on congestion, said adding lanes is a fine solution if the goal is to get more cars on the road. But most highway expansion projects, including those in progress in Texas, cite reducing traffic as a primary goal.

“If you keep adding lanes because you want to reduce traffic congestion, you have to be really determined not to learn from history,” Dr. Turner said.

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[–] AA5B@lemmy.world 6 points 1 year ago* (last edited 1 year ago) (1 children)

But what options do you have in Houston, compared to Paris?

You can’t just not widen roads but instead

— less sprawl - places to live closer to each other and to destinations

-- useful transit or short distance commute options

-- remove bottlenecks

These are a lot harder to do, and I don’t imagine Houston even considered it

[–] Teppic@kbin.social 4 points 1 year ago

Investing is public transport can be as hard or as easy as you want it to be. Sure building a full on subterranean high density metro system might be the utopia, but actually developing a high frequency, high quality bus route with dedicated bus lanes can be low cost and hugely increase the volume of people carried Vs the lane you took from cars.
Compliment this with docking cycle rental schemes, and some dedicated cycle infrastructure and you can transform how a big chunk of people get to work ...you start to win back the city from one which is built around cars and instead making it a city for people.