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- Downs–Thomson_paradox abstract "The Downs–Thomson paradox (named after Anthony Downs and J. M. Thomson), also referred to as the Pigou–Knight–Downs paradox (after Arthur Cecil Pigou and Frank Knight), states that the equilibrium speed of car traffic on the road network is determined by the average door-to-door speed of equivalent journeys by (rail-based or otherwise segregated) public transport.It follows that increasing road capacity can make traffic congestion worse, when the shift from public transport causes a disinvestment in that mode such that the operator reduces frequency of service or raises fares to cover costs. This shifts additional passengers into cars. Ultimately the system may be eliminated and traffic congestion is worse than before.The general conclusion, if the paradox applies, is that expanding a road system as a remedy to congestion is not only ineffective but often counterproductive. This is known as Lewis–Mogridge Position and was extensively documented by Martin Mogridge in the case-study of London on his book Travel in towns: jam yesterday, jam today and jam tomorrow?A 1968 article by Dietrich Braess pointed out the existence of this counter-intuitive occurrence on networks: the Braess' paradox states that adding extra capacity to a network, when the moving entities selfishly choose their route, can in some cases reduce overall performance.There is a recent interest in the study of this phenomenon since the same may happen in computer networks as well as traffic networks. Increasing the size of the network is characterized by behaviors of users similar to that of travelers on transportation networks, who act independently and in a decentralized manner in choosing optimal routes between origin and destination.This is an extension of the induced demand theory and consistent with Downs (1992) theory of "triple convergence", formulated to explain the difficulty of removing peak-hour congestion from highways. In response to a capacity addition three immediate effects occur: drivers using alternative routes begin to use the expanded highway; those previously traveling at off-peak times (either immediately before or after the peak) shift to the peak (rescheduling behavior as defined previously); and public transport users shift to driving.".
- Downs–Thomson_paradox wikiPageID "6544326".
- Downs–Thomson_paradox wikiPageRevisionID "594180519".
- Downs–Thomson_paradox subject Category:Paradoxes.
- Downs–Thomson_paradox subject Category:Road_transport.
- Downs–Thomson_paradox subject Category:Transport_economics.
- Downs–Thomson_paradox comment "The Downs–Thomson paradox (named after Anthony Downs and J. M.".
- Downs–Thomson_paradox label "Downs–Thomson paradox".
- Downs–Thomson_paradox label "Paradoks Downsa-Thomsona".
- Downs–Thomson_paradox label "Paradosso Downs-Thomson".
- Downs–Thomson_paradox label "Парадокс Доунса-Томсона".
- Downs–Thomson_paradox sameAs Downs%E2%80%93Thomson_paradox.
- Downs–Thomson_paradox sameAs Paradoks_Downs–Thomson.
- Downs–Thomson_paradox sameAs Paradosso_Downs-Thomson.
- Downs–Thomson_paradox sameAs 다운스-톰슨의_역설.
- Downs–Thomson_paradox sameAs Paradoks_Downsa-Thomsona.
- Downs–Thomson_paradox sameAs Q906109.
- Downs–Thomson_paradox sameAs Q906109.
- Downs–Thomson_paradox wasDerivedFrom Downs–Thomson_paradox?oldid=594180519.