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Braess's paradox
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=== Traffic === {{see also|Induced demand}} [[File:Cheonggyecheon stream 1.jpg|thumb|When an expressway in Seoul was removed so a creek could be restored, traffic flow in the area improved]] Braess's paradox has a counterpart in case of a reduction of the road network, which may cause a reduction of individual commuting time.<ref name=Razemon/> In [[Seoul]], [[South Korea]], traffic around the city sped up when the Cheonggye Expressway was removed as part of the [[Cheonggyecheon]] restoration project.<ref>{{cite book | last1 = Easley | first1 = D. | last2 = Kleinberg | first2 = J. | title = Networks | page = 71 | publisher = Cornell Store Press | date = 2008 }}</ref> In [[Stuttgart]], [[Germany]], after investments into the road network in 1969, the traffic situation did not improve until a section of newly built road was closed for traffic again.<ref name="Knödel1969">{{cite book|last=Knödel|first=W.|title=Graphentheoretische Methoden Und Ihre Anwendungen|url=https://books.google.com/books?id=bJ22pwAACAAJ|date=31 January 1969|publisher=[[Springer-Verlag]]|isbn=978-3-540-04668-4|pages=57–59}}</ref> In 1990 the temporary closing of [[42nd Street (Manhattan)|42nd Street]] in [[Manhattan]], [[New York City]], for [[Earth Day]] reduced the amount of congestion in the area.<ref>{{cite news | last = Kolata | first = Gina |author-link=Gina Kolata | date=1990-12-25 | work=New York Times | url=https://www.nytimes.com/1990/12/25/health/what-if-they-closed-42d-street-and-nobody-noticed.html |title=What if They Closed 42d Street and Nobody Noticed? |access-date=2008-11-16}}</ref> In 2008 Youn, Gastner and Jeong demonstrated specific routes in Boston, New York City and London where that might actually occur and pointed out roads that could be closed to reduce predicted travel times.<ref name="YounGastner2008">{{cite journal | last1 = Youn | first1 = Hyejin | last2 = Gastner | first2 = Michael | last3 = Jeong | first3 = Hawoong | title = Price of Anarchy in Transportation Networks: Efficiency and Optimality Control| journal = [[Physical Review Letters]] | volume = 101 | issue = 12 | year = 2008 | issn = 0031-9007 | pmid = 18851419 | doi = 10.1103/PhysRevLett.101.128701 | arxiv = 0712.1598 | bibcode = 2008PhRvL.101l8701Y | pages=128701 | s2cid = 20779255 }}</ref> In 2009, New York experimented with closures of [[Broadway (Manhattan)|Broadway]] at [[Times Square]] and [[Herald Square]], which resulted in improved traffic flow and permanent pedestrian plazas.<ref>{{cite episode |title=Braess' Paradox |first=Andrew |last=Boyd |series=Engines of Our Ingenuity |number=2814 |url=http://www.uh.edu/engines/epi2814.htm}}</ref> In 2012, Paul Lecroart, of the institute of planning and development of the [[Île-de-France]], wrote that "Despite initial fears, the removal of main roads does not cause deterioration of traffic conditions beyond the starting adjustments. The traffic transfer are limited and below expectations".<ref name=Razemon/> He also notes that some private vehicle trips (and related economic activity) are not transferred to public transport and simply disappear ("evaporate").<ref name=Razemon/> The same phenomenon was also observed when road closing was not part of an urban project but the consequence of an accident. In 2012 in [[Rouen]], a bridge was destroyed by fire. Over the next two years, other bridges were used more, but the total number of cars crossing bridges was reduced.<ref name=Razemon>{{in lang|fr}} Olivier Razemon, "Le paradoxde de l'« évaporation » du trafic automobile", ''[[Le Monde]]'', Thursday 25 August 2016, page 5. Published on-line as [https://www.lemonde.fr/blog/transports/2016/08/23/voitures-evaporees/ "Quand les voitures s’évaporent"] on 24 August 2016 and updated on 25 August 2016 (page visited on 3 August 2023).</ref>
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