Well, there are a couple of ways I can phrase this. The technical term is declining marginal benefit. Let's say there are you've got a household of four adults, you know, it's the 1920s and you buy one car, and that car is going to be used for the most important trips. Let's say you're a farm family, and you buy a truck, and you're going to use that truck, suddenly, your ability to sell vegetables at the farmers market has gone way up compared with the old days when you went to the farmer's market with a horse and wagon, you know, getting that model T truck really enhanced your productivity. And then over time, you know, 1940s or 50s. Now your family has two cars. You know, you're, you've got your truck for work, but, but now you're, you've got a second car. But 1970s now, that family with four adults now you've got three cars, and by the turn of the century, you had a car for everybody. And because you and all your neighbors are now driving to Walmarts, you're addicted to this thing called driving. A simple way to phrase it is just saturation, but on a system wide basis, is everybody gets more cars. Every or most households in your neighborhood get more cars and drive more now you're also getting those systematic effects. So the quality of sidewalks and walking goes down, and the safety of bicycling goes down because there's all that driving going on. And the quality of public transit services plummets because people, middle class people, are no longer using transit. So the transit system is getting less ridership, less revenue and less public support, what we call a doom cycle. And this has been going on for the last 50 years. And each of those steps, each of those systematic shifts, can have very significant negative impacts on productivity. I'll just give you one example. One of the things that I'm I'm certainly aware of, and I think a lot of people are aware of, except that it is almost never mentioned in transportation planning, and that is increasing chauffeuring burdens. You know, we could transport ourselves back in time, 1950s neighborhoods were built basically around an elementary school, so almost the vast majority of kids walked or biked to school, and it was therefore quite safe to walk and bike to school, because everybody else, all your neighbors, were doing it. And then, you know, we evolved toward more sprawl and automobile dependency. Moms and dads don't feel safe allowing kids to walk to school or to friend's house or to parks. I know that there's this whole thing about Stranger danger, but the truth is, Stranger Danger risk is insignificant compared with traffic risk far, far greater risk. So anyway, now moms and dads are driving kids to destinations that are perfectly reasonable walking and biking distance, and for some trips where they could perfectly reasonably use public transit if it was convenient, but neighborhoods built without sidewalks and why streets that feel unsafe, and the collapse of public transit service and the fact that there are so few other kids walking and biking in the neighborhood now moms and dad are having to chauffeur, and it turns out in some of the travel surveys show that 15% up to 15% of peak period trips are somebody chauffeuring a non driver. That is a huge inefficiency, and a lot of families now feel like they have to buy that second car. You know, they will own more cars and spend lots more money and spend lots more time, because walking and bicycling and public transit, non auto modes have become unacceptable, become uncomfortable and more dangerous and inconvenient. Okay. Think about the product, the effect that that has on household budgets and on parents the driver's time, suddenly you now have a huge burden. A typical parent easily be spending hours per week chauffeuring little kids around for trips where they would actually prefer to walk or bike if they have that freedom. The point is that this really does show up as moms and dads having less flexibility for work. So you know, they'll say, oh, yeah, I can't make that meeting because I have to chauffeur my 14 year old kid to a soccer practice or something like that so they they're less productive. There is a huge vocabulary in the transportation world to measure and talk about the costs of traffic congestion, and there is almost zero vocabulary or cost models, or, you know, economic impact models for evaluating chauffeuring burdens, although my research suggests that chauffeuring burdens are actually quite a bit bigger than congestion delay costs when you take them into account,