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A clever video that's worth watching and something that the ITE - A Community of Transportation Professionals covered 20 years ago in a Recommended Practice on Smart Growth. The running narrative that engineers are part of the problem is partly true and the concepts of Braess's paradox of adding roads to a network slows down traffic can be put next to Marchetti's constant as two concepts I wish I would have learned about in my undergraduate engineering curriculum. Marchetti's constant is the assertion that there is an average time spent by a person for commuting each day that is roughly fixed and when you increase the travel speed, you increase the radius of where someone will choose to live. "These are political decisions and they are not inevitable" is a great quote from the video, which suggest that our role as transportation professionals is to look at the stated policies for the agencies we're working for and help policymakers know that there are options. If we have a community that wants people to have the option to bike and walk as a part of their daily trips, these options need to be realistic and the land use has to be a part of the equation. We can't expect low density zoning for single family homes to result in Dutch type mode splits. The chart of people moving capacity from NACTO (National Association of City Transportation Officials) (cited in the video) is valid in cities where there is adequate accessibility to the transitway or if the protected bikeway has a complete network of streets to get people where they need to go. In our profession, I try to remove my own personal bias to the extent that's possible. For example, I don't ride transit much anymore, but given the City of Portland's climate and multimodal goals, I encourage implementation of transit signal priority as more consistent with the local and regional policies than an adaptive traffic signal system that seeks to increase travel speeds for single occupant vehicles. If the bus service has improved quality of service because the traffic signals provide a benefit over driving, I think that's a reasonable outcome. If the community you're serving is focused on preserving a low density living experience, transit might not be a reasonable solution.  This document was ahead of its time and even included designs like bike boxes and "blue bicycle lanes" like what was created in Portland after our traffic engineer returned from a trip to Copenhagen. From HOV lanes in Houston to the concept of variable toll rates or travel mileage fees, we've got a long way to go to realize the lofty goals set forth in that ITE Smart Growth Recommended Practice. Perhaps when this document gets updated, the Institute will hire Ray Delahanty to make a video and share the good work we've done.   If you've read this far, I will thank you for sticking with this and I hope you enjoyed my silent TedTalk.