![]() Even though congestion is an inevitable condition, even on freeway segments postconstruction, freeways still offer a clear net benefit. This lessens traffic on the arterials, leading to more drivers taking trips they previouslyĪvoided (i.e. After the completion of freeway segments, some drivers shift fromĪrterial streets to the new freeway. Before freeway segments areĬonstructed, the existing arterial streets are congested. We know that congestion is going to be present whether new freeways are constructed or not. Ultimately, any evaluation of the freeway system must take into consideration the explicit and implicit benefits of the system. Over a freeway design-life of 20 years this is far in excess of theĪverage of $72 million needed to construct that mile of freeway. This increase in traffic volume accounts for a net benefit of over $18 millionĭollars per year for a given mile-long stretch of roadway. Volume resulting from adding new freeways. ![]() Through our analysis of Maricopa County traffic count data we are able to show a significant increase in traffic This report is based on data acquired from the State of Arizona, the City of Phoenix and Maricopa County, Arizona, and other System, since after all, the value of that system is predicated on its ability to facilitate increased volume of travel. This adds to the overall value of our transportation Given geographical area, thus increasing the total number of trips taken. When Downs’s Law works synergistically with the phenomenon of induced travel, more vehicles can be accommodated in a Is that of induced travel, which states that with the reduction in travel time posed by using freeway segments, it can also beĮxpected that more commuters will choose to travel on them than otherwise would. Another phenomenon cited in the literature review Rational drivers choose to enjoy these benefits. 2 Downs actually likened his Law of Peak Hour Traffic Congestion to. To immediately fill upon construction, simply because they do offer superior benefits to roadway users compared to theĪlternative arterial streets. While Downs explanation was widely acknowledged, highway construction and. The authors expand upon the classic law of peak-hour traffic congestion, published by Anthony Downs in 1962, which states that on urban commuter. Due to Downs’s Law of Peak-hour Traffic Congestion, we expect freeways According to previous literature, however, this phenomenon is to be expected and is not an indicator of theĮfficiency or inefficiency of having new freeways. Thisĭiminishes the advantages of reduced costs and reduced driving time that would make freeways theoretically superior toĪrterial streets. Many freeway users complain that new freeway segments immediately fill up with traffic after they are constructed. ![]()
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