— ——. 112 558 'THS. *mrsxs TOWCAL OUTLENE 0F HOHWAY TBéFFlL} CBPJTRGL Mark Lorin iseland $92.4 ‘ IA ['7’ ‘§ ‘11:.I‘VJAIIISI‘1 W3. .1): T” 18 by H a r k L o r i n I r e l a n d - M ‘— ‘- Eajor, Quartermaster Corps, United States Army. Submitted in Partial Fulfillment of the Requirements for the Degree of Civil Engineer in the Michigan Agricultural College, 1924. .THESIS The reason for existence of this outline is the almost complete absence of books, or even chapters thereof, n the subject of highway traffic control. A somewhat larger, but by no means adequate, amount of literature in the form of magazine articles exists. This is increasing rapidly. In much of the literature and almost completely in the pepular view, highway traffic control is confused with a single phase of it, namely, highway traffic control by traf- fic police. This narrow view of the subject and its problems is undoubtedly the greatest single factor in retarding the develOpment necessary to meet the needs of today. Ho one un- derstands better than the traffic policeman that leaving the matter to him without preper support and understanding of the manner in which his hands are tied and his sphere is limited, is the chief difficulty. There is really a need for a treatise upon the subject. The outline form has the merit of not only of conforming to the time available but it also emphasizes salient points and logical relationship better. The purposes of the outline are: (a) To cover the subject in a fairly thoro manner; (b) To picture police contfol of traffic and so much of tranSport control and city planning as might be necessary to show their bearing on traffic control; (c) To present enough of the legal an“ commercial aSpect of highway traffic control to give.to the technical traffic control man, the legal man and the commercial expert a clear view of their common ground and a better understanding of the others' field. (d) To afford a similar basis for the coordination of the efforts of traffic experts, municipal engineers and planners of the city useful and beautiful. 0 Most users will experience a feeling of at least mo- mentary disappointment that the "outline has been complicated by the number symbols at the left of each page", but this will give way to a reversion of feeling after short study. The more, common method of using mixed Roman, Arabic and letter symbols to indicate the relationship and subrelationship of the many items was r ' A - . . *eJered only after there trial shoved its inadequacy. 1 100223 A decimal classification, patterned after the Dewey Decimal System, has been employed. In addition to its simplicity, there is a great advantage from the clarity of logical rela- tionship shown by it. To have used the Dewey Decimal System itself, cover- ing all phases of human knowledge, would have resulted in a percentage of missing numbers,relating to extraneous matters, so preponderatingly large that all sense of logical relation- ship would have been lost. Returning to the character of the matter presented, what we seem to need is a picturing of the subject in such a way as .to make clearness of outline and contrasts stand out sharply. We also desire to see clearly just how the picture is woven in- to the fabric of modern civilization. Nearly everyone is brought into contact with highway traffic control every day. There are some very different ac- counts of what it consists. Is there a parallel between this situation and the description of the elephant as given by the three blind men? If this is our situation, the author would smile with his fellow writers, rather than at them, because he is altogether too conscious of how little he knows about this new-old subject. His aim has been only to aid in advanc- ing our grasp of the matter in hand and fins problems. The author has helped himself generously whereever help- ful matter could be found in the works of others. Effort has been made to acknowledge each source at the point of use. While work was started upon this outline prior to the issue of "Preliminary TOpical Outline of the Economics of High- way TranSport by Prof. Lewis W} McIntyre, for the Highway and Highway Transport Committee, National Research Council, the author has had, as the result of the interruption of his work, the great advantage of comparing the two undertakings. In or- der to test whether a rather parallel arrangement was desir- 'able, real effort was made to find a distinctly different ba- sis of treatment. That none proved as satisfactory is at least fair proof that the arrangement of the two outlines is of considerable natural value and logical soundness. "The outline”, like the one on highway transport, “makes no pretense of being either complete or adequate. It has been limited in many ways". The newness of the subject in the lim— ited aSpect of police. control has caused many to see no con- nection with the older forms and aspects of traffic control. The research that it has been practicable to make in connect- ing the two is not as thoro as was desired. The amount that has been done may leave some few persons not fully convinced of the connection. "Some of the tepics", like those in the outline of high- way tranSport, "are capable of considerable ex 11 pansion; their use will be determined by the local situation. Others may be used as outlined. It is confidently expected that use 0g the outline will deve10p innumerable suggestions for its revision. Such suggestions or criticism will be greatly appreciated. The references by no means constitute a complete bib- liography", particulalry of collateral subjects; “neither is it at all essential that all of them be read. Quite often the meat of the reference is only a very small part of the pub- lished article and it is hoped that the more important refer- ences may shortly be abstracted for more convenient use. In many cases similar references can be found in periodicals more easily available to the individual. Here again lack of time has been the handicap rendering the best selection of these references difficult." After having thus pointed out some of the similarities between the two outlines, it is pertinent, in order to correct any impression thus created that either one is but a replica of the other, to state that they really join together at but two or three places. Each is rather the counterpart of the other. Prof. McIntyre has dealt quite largely with the features of tranSport control in his field of "Economics of Highway TranSport“. In this outline transport control is pictured as the junior control and traffic control as the senior under the principles of law and custom.which give precedence to the rights of the State in the exercise of its police power over the rights of the public and the individual,and assert the dominance of public convenience over private. The safeguards against tyran- nical employment of these principles forms a large part of the legal phase of transportxand traffic controls._ The writer‘s acknowledgements for inepiration, assist- and counsel are due the following persons and sources: Automotive Abstracts, John Younger, Editor, Cleveland, Ohio; Blanchard, A. H., Prof. of Highway Eng. & Highway Transport, University of Kichigan, Ann Arbor, hichigan; Davis Library, University of Libhigan; Elliott, Geo. H.,Asst Dir. of Public Safety, Philadelphia,Pa.; Gasser, L.D..Colonel Enow Lt.Col.,G.S.),Gen.Staff,G.H.Q.,A.E.F.; Herringshaw,W.F.,Col. now Lt.Col.,Q;m.C.),Eotor Transport Corps, Motor Transport Officer,lst Army, A.E.F.; HOppe, Bernard J.,Captain,Traffic Div.,Boston Police Department; Inter-Allied Rulings on mechanical (Highway) Transport,A.E.F.; Jackson,H.H.,Inspector of Traffic, Detroit Police Department; Law Library, City Hall, Phila.,Pa.,Luther E. Hewitt, Librarian; O'Connor, Capt.,Squadron A, Traffic Division,E.Y.Police Dept.; Outline~ of the Economis of Highway TranSport, Lewis W} McIntyre; Phillips, T.G.,Consultant & Sec., City Plan Comnission, City Hall, Detroit, Lichigan; Planning of a Lodern City by Nelson P. Lewis; Pope, Francis H.Deputy Director, Lotor TranSport Corps, A,E.E., (now Colonel, Q.H.C.); ~ Riggs, H.E.,Prof.,Head of Civil Eng, Dgpt ,._ .,University of Mich.° lll ’ Stayer, Edgar 3., Colonel (now Lt. Col.,Q4M.C.), Inspection Division, Office of Director, Hotor TranSport Corps, A.E.F.; Taylor, B.,Colonel (now Lt. Col.,Q.fi.C.), Eotor Transport Corps, Hotor TranSport fficer, Advance Section, A.E.E.; Van Patten, Hathan, formerly Asst Librarian, Lass. Inst. of Technology, now Librarian, Queen's University, Kingston, Ont. Schultz, Harry L..Capt..Traffic Div..Philadelphia Pcli e Dent.; Hark L. Ireland ermaster Corps, U. 3. Army. Philadelphia, Pa..Kay 1924. iv. 000. 100. ZOO. BOO. 400. HIGH JAY TRAFFIC QQPT30L_EXPAN 3p_;3393333 3133 T _g3n33 or rDTTAIL. 000. 010. 060. 070. TENTATIVE CONTENT OF OUTLINE THE ,MAJOR .ASPECTS OF HIG HMAY TRAFFIC CONTROL. GENERAL. THE FIELD OF HIGHMAY TRAFFIC CU ONTROL. HIGHMAY TRAP: TIC COMI MOL - THE PUBLIC. THE LEGAL PHASE.' THE PRINCIPLES OF HIGHJAY TRAFFIC CONTROL. TEE UNIFICATIO OF TRAFFIC CON TTROL lETHODS. -- H“ «I‘ G3II33AL 33333I131r or 3131 TY ‘D‘TTIC COITROL. (‘flhere hi ghway traffic control is applied now and where it is likely to be applied.) The DevelOpment of Highway Traffic Control. Steps in develOpment traced from sources; The his- tory of traffic control on the hi; ghway; The relation of tre ffic control to the Depula tion caiacity of the coun- try; The bearing of hi ghway traffic control upon civili- zation; Problems awaiting solution and their ma initude; Definitions of traffic control, direction, control en- forcement and regulation; Definition of tranSport con- trol, direction, control enforceinent and re 3ulation; Gen- eral financial aspects of highway traffic control; The logical means and agencies for the deve10p.ent of traf- fic control on the hi 3h.ay; The field for trained men and the salaries available; The probable future deve10p- ment. V Interrela tionship of Highway, Railway and water Traffic Control. Executive action (and the results thereof) for the correlation of all forms of traffic control to handle routine traffic and extra ordinzry variations therefrom, due to public gatherings, epidemics, catastrophes, dis- turbances of the public peace thru rioting, insurrection, invasion or foreign war; also for the reduction of trans- portation costs, duplications of service, wastes, etc. Traffic Engineering and Community (City) Planning. Interrelationship of tranSport and community (city) 1. 100. 110. 120. 130. 140. planning, each as the outcome of the desire for orderly 'management of transportation and civic develOpment; His- torical development of community transportation with prob- lems peculiar to the type of tranSportation employed; Traffic control as an after-thought; Community planning as an after-thought; Economic value and limitations on community planning; Econémic value and limitations on traffic control; Traffic control studies made as the tech- nical basis for executive correlation of all types of transportation; Human relations and other factors. HIGHMAY TRAFFIC CONTROL AND THE PUBLIC. (The practice of the art of highway traffic control and its standing before the bar of public Opinion.) The Fundamental Customs and "Law of the Road", antedating the Practice of Traffic Control on the Highway. (Pepular knowledge and acceptance of traditional cus- toms and the “law of the road"; courtesies of the highway; Local sectional and national customs and rules. The Practice of Highway Traffic Control. (The g adual transformation from a crude art to a recog- nized science - The slow development and slower accept- ance of the tactics of traffic control, as the product of scientific research and study of the art and its en- vironment.) Systens for routine and emergency handling of high- way traffic, suited to rural town, city, and military conditions. The Public Welfare. Effect of highway traffic control on accidents, pub- lic health, education, cost of living, wage earning, wealth, content, hours for recreation, and political, economic, social, and cultural progress. The Public Attitude. Its Bearing upon Future DevelOpments. Present public habits, as regards rules of the road, courtesy to others met on the highway and sidewalk, ob- servance of traffic rules and laws, instincts for playing safe and avoidance of hazards; Individualism, restiveness under the restraints of regulation; Capacity for self con- trol and self government by coordinated political groups, amenability to police direction; Inertia to new ideas, etc. -‘7— 200 . 210. 220. 230. Public gpinign upon traffic control matters, as ex- pressed in the pOpular and class press, in class organi- zations, popular movements, political Speeches, platforms, and campaigns. The state of public feeling; Evidences of trend; Evi- dences of steady progress in certain directions and of oscillation, pendulum like, in other directions; Psychology of the public upon traffic control matters. Public knowledge of highway traffic control; Centers for the procurement of information and the dissemination of intelligence upon highway traffic control. Public action upon traffic control matters, as expres- sed by local, state, and federal legislation, referendum votes, and legislative extensions thru ruling of public service commissions. Caution: Do not confuse the reflection of public atti- tude by even public action in a legislative way with the technical juriSprudence falling under ”THE LEGAL PHASE". Court decisions, for instance, do not necessarily reflect public attitude but are based upon justice in the abstract but nevertheless progressive form,wholly in keeping with the broad general Spirit of the times. THE LEGAL PHASE. The Sources of Highway Traffic Control Authority. Historical tracing of sources from early tribal mili- tary control and protection of the public highway, thru the royal prerogatives over the highway, and the gradual transfer of the royal prerogatives to the public; History of the right of eminent domain, right of adverse user, the “law of the road", and other public rights in relation to their bearing upon the highway; History of the right of the public to free and safe use of the highway; History of the rights of abutting prOperty owners; The modern bal- ance which must be struck between freedom and safety. Analysis of Legal Sources of Highway Traffic Control Jur- isprudence. Constitutional, legislative, and common law sources; JUdicial notice of custom and the "law of the road“; Rul- ings by public service commissions; Municipal ordinances; Police regulations; Judicial decisions. Highway Law of Today. Legal principles involved; Precedents; The state of the law as to its clarity, being in step with modern de- velOpments and requirements, need for codification, etc. -3- 240. 250. 300. 510. 320. 530. 340. 350. The Profession and Practice of Highway Law. The field for the legal Specialist; The status and recognition accorded it as a Specialist's field; The vol- ume of cases and the adequacy of present personnel and facilities for handling them; The courts in which it is practiced; The advisory and consultive Opportunities af- forded; The financial prospects for beginners; The future outlook. The Trend of Developments in Highway Traffic Control Juris- prudence. Its Bearing upon Future DevelOpments. THE PRINCIPLES Q2. HIGHWAY' TRAFFIC CONTROL. (The basis for the growth of a science from the art of traf— fic control thru research and investigation.) Safety to the Public. Principles governing risks and the choice of correct- ive precautions; principles for measuring the relative imr portgnce and economic aSpects of various hazards; economic comparison of risks and the expense of safety precautions. The Law of Economic Necessity. The greatest good for the greatest number in its broad est aSpects. Specifically, the obtaining of the value to the public from the cost of its investment in the public hig way. The prOper application increases, while imprOper application decreases, highway capacity. Real and apparent saturation of highway capacity and the tell-tales of each. The Law of the Balance Required Personnel, Rolling Stock, Traffic Terminal, and Traffic Channel Capacity. Methods for measuring each of the four capacities and determining the state of balance. The first two as the junior control, called TranSport Control; The second pair as the senior control, called Traffic Control. The strategy of TranSport Control and Traffic Control flow from investigation and graSp of the interrelationship of the four capacities. The Strategy of Traffic Control in General. The Inter- relationship between Highway, waterway, and Railway Traf- fic Control. The Dominance of Physical Laws. - 4 - 560. 370. 380. 590. 400. 410. 420. 430. 440. 450. 460. The Law of Evolution,or Adaptation to Progress and Needs. Human Factors and Psychology. (In their relationship to the other factors entering into the composite greatest good for the greatest number.) The Principle of Vested Rights and Interests. Basic Principles of Coordinated Effort and Organization. THE UNIFICATION OF HIGHWAY TRAFFIC CONTROL. Historical Summary of the Trend toward Unification. The Forces Working for Unification. The Forces Opposed to Unification. The Merits of Unification and the Opposing Arguments. InertiaObstacles to the Correct Solution. Plans for Expediting the Correct Solution. HIGHWAY TRAFFIC CONTROL EXPANDED INTO THE SECOND ORDER OF DETAIL. 000. GENERAL. THE FIELD OF HIGHWAY TRAFFIC CONTROL. 02 Compends, text books, etc. Dewey Classification 586.5(02) 03 CyclOpediaS, dictionaries, etc. ” 04 Essays, addresses, magazine articles. 05 Periodicals. O6 Societies, associations, etc. 07 Education, teaching. Schools, colleges, universities. 08 Tables, calculations. Hiscellanies. 001 Statistics. 002 Quantities and costs. 003 Contracts and Specifications. 004 Designs and drawings. 005 Executive. 006 'Working and maintenance. 007 Laws. 008 Patents. 009 Reports. 09) History. Progress and deve10pment. The above parenthetical numbers are the set form numbers that are used whenever occasion arise thruout the Dewey Decimal Classification 8ystem.to indicate the form in which.material to be classified is found. 010. THE DEVELOPMENT OF HIGHWAY TRAFFIC CONTROL. 011. The History of Highway Traffic Control. 011.1 Evidences of highway traffic control ante-dating the Rom- an era. 011.2 Highway traffic control as practiced by the Romans. 011.5 Byzantine Roman highway traffic control. 011.4 Medieval EurOpean highway traffic control. 011.5 EurOpean and American highway traffic control, 1492-1900. 011.6 EurOpean highway traffic control Since the advent of the automobile. 011.7 American highway traffic control Since the advent of the automobile. 011.9 Miscellaneous historical data on highway traffic control. 012. Relation of Traffic Control to Civilization. 012.1 The relation of traffic control to the pOpulation capacity of a country or district. Famines, epidemics, invasions. 012.2 Highway traffic control as a fundamental element in the ability of a peOple to defend themselves. Victory goes to the one that “gets the most men there first”. 012.5 Highway traffic control as a fundamental element in the commercial and trading capacity of a peOple. 012.4 Effect of highway traffic co t dustry of a peOple. n rol on th -6- . e diversity of in- Economic Specialization of effort as a result of the diversity of industry. The growth of trades, vocations and professions change the habits of a peOple from.nomadic to settled habits. Need of markets force organized effort at tranSportation and the control of trade. 012.5 Effect of safety in travel upon intercommunication of ; ideas. Education, moral and mental develOpment. 012.51 Social intercourse a necessity for all mankind. Social intercourse is everywhere dependent upon the safety, convenience and dependability of controlled tranSpor- tation. 012.52 Education, eSpecially in rural communities, is everywhere dependent upon the capacity to render tranSportation safe, convenient, and dependable. 012.55 Distribution the greatest problem of our civilization. 012.551 American manufacturing and raw material industries high- ly specialized and grouped in districts. Same is true of Specialized agriculture, horticulture and animal husbandry. 012.552 Food distribution dependent upon efficient transporta- tion. 012.555 Much of difference in price to producer and consumer due to avoidable tranSportation and storage charges arising from uncoordinated management, avoidable de- lays, loss and shrinkage in transit, etc. 012.554 Economic gain by change from unorganized, unskilled, inefficient and individualistic tranSportation effort to organized, Skilled, efficient, unified or coordinat ed transport. 012.555 Economic gain from cut-throat competition by small ir- reSponsible companies rendering expensive and unsat- isfactory service being diSplaced by service of lar- ger enterprises commanding the highest capacity for management, reSponSible to public service commissions and rendering dependable service of grades suited to the economic requirements of the Several classes of trades. 012.556 A practically constant decrease in tranSportation rates as a result of gradual development and more intelli- gent application of the principles of tranSport con-. trol and traffic control in Spite of an increase in first cost of plant and equipment per unit of capaci- ty of vehicle and, frequently, an upward tendency in . the total cost of producing a unit of tranSportation results. Principle of the economy of mass production. - 7 - 013. (01:5) 000. 100. 120. 120.1 121. 122. 122.1 122. 2 122. 3 125. 124. 125. 126. 127. 128. 200. 500. 400. Highway Traffic Problems and Their magnitude. In the interest of brevity, this phase is merely outlined here. The acuteness of the traffic Situation arising out of the existence of some 14 000 000 motor vehicles in the United States is an every day experience of the public.Ko more is required here than to show the method of tying in this phase.In use this number, 015, will be best employed as a "form" number, Similary to the Dewey Classification form numbers shown above, to in- dicate the problem character of material falling else- where thruout the outline. Problems arising: Under the 000. section of the outline. Under the 100. section of the outline. From the practice of highway traffic control. From general Speed regulations. From traffic customs and rules develOde from usage. From registration, in general. From registration of vehicles. From registration of drivers. From registration of public carriers. From legal and regulative restrictions on enterprises conducted upon the public highway, including franchises. From time and seasonal restrictions on moving traffic. From parking. From adaptating traffic control to the rights of abutting preperty owners and rights of the adverse user. Thru establishing restricted routes. Thru establishing guarded or police controlled routes. Under the 200. section of the outline. Under the 500. section of the outline. Under the 400. section of the outline. - g - 020. Definitions of traffic control terms. 021. TRAFFIC CONTROL: The directive function flowing from 021.01 021.011 021.02 021.05 021.04 021.05 021.06 021.058 021.07 public ownership of the highway. It comprises: Control over the routing of traffic entering the con- trolle area. Establishment of restricted routes. Control over the priorities (time schedules) of traffic, especially over congested routes. Coordination with waterway, railway and air traffic. Unification of authority over single routes. Providing for uniformity of traffic control regulations. Application of unified traffic control regulations. Establishment of guarded or police controlled routes. Making of highway and terminal inspections, ane tiga- tions, surveys, and traffic plans. 021.079 Making circulation maps with necessary instructions. Caution: Fragmentary parts,or the dismembered and in- articulate 11hole.do not constitute highway traffic con- trol. 11hS_QSSQnQQ.Q£_LQS_Lhi_ngm lies _not merely in the We martLhuunJAemratifial 1.19. rki n2 0 f all The subdivision of 021068, which stands for the hand waving of the traffic policenan at the street corner is merely symbolic of the whole to an ex- tent not greater than the crossed wig wag flags of the Signal Corps typify the work of that Corps thru the em- ployment of the communication systems represented by wig wag, heliograph, Ardois lanterns, semaphore, field buzzers, telephones, couriers, telegraph, cables and radio. Impaired control may at times suffice out con- trol really exists only when it is complete. 021.1 TRAFFIC DIRECTION: The ma {ing of traffic laws and rules. Government of traffic affairs; Legislation relative to traffic; Power over traffic affairs; Dominance in traffic affairs; Command over traffic affairs; Active direct control of traffic; DIRECTION OF TRAFFIC AFFAIRS; In charge of traffic affairs; Management of traffic affairs; Authority to act or withhold action in traffic matters; Issuance of orders relative to traffic affairs; Superintendence of traffic affairs; Supervision of traffic affairs; . InSpection of traffic and traffic control; - 9 - Investigation of traffic and traffic control; Advisory management of traffic affairs; Technical examination of traffic and traffic affairs; Surveillance of traffic affairs; Oversight of traffic affairs. 021.2 TRAFFIC CONTROL ENFORCEMENT: Constraint of traffic to the laws and rules. Coercive enforcement of traffic control; Peremptory enforcement of traffic laws and rules; Compelling obedience to traffic control; Obliging traffic to conform to traffic laws and rules; Summary enforcement of traffic control; Obedience to traffic laws and rules under duress; Constraint of traffic to laws and rules; Restraint of traffic to laws and rules; Securing obedience to traffic laws and rules; Requiring obedience to traffic laws and rules; ENFORCEMENT OF TRAFFIC LAWS AND RULES; Carry thru traffic control; Execution of traffic laws and rules; Proceeding with traffic control enforcement; Securing the observance of traffic laws and rules; Requiring the observance of traffic laws and rules; Carrying on traffic control enforcement; Putting traffic control into effect; Putting traffic control into practice. 021.5 TRAFFIC REGULATION: The adjustment of traffic to laws and rules. ' Requiring traffic to conform to laws to laws and rules; Requiring the observance of traffic laws and rules; Putting traffic control into effect; Putting traffic control into practice; REGULATING TRAFFIC; Fitting traffic to laws and rules; Reconciling traffic to laws and rules; Educating traffic to laws and rules; 1Adapting traffic to laws and rules; Teaching traffic obedience to laws and rules; Making traffic and the laws and rules dovetail; Instructing traffic in the laws and rules; Adjusting traffic to the laws and rules; Informing traffic upon the laws and rules; Readjusting traffic to the laws and rules; Enlightening traffic upon the laws and rules; Conciliating traffic to obedience to laws and rules; Imbuing traffic with reSpect for laws'and rules; tAccomodating traffic to obedience to laws and rules; Implanting in traffic a knowledge of traffic control; Securing a reSpect for traffic control; Suiting traffic to the laws and rules; Disseminating a knowledge of traffic\ggleslandjlaws. Harmonizing traffic with the laws and rules. - 10 - 022. TRANSPORT CONTROL: The management function of proprietor- Ship. . 022.06 TRANSPORT TECHNICAL CONTROL: The authority and respons- ibility for determining: PART I: The tranSport service requirements for:- 1. PERSONNEL 2. MATERIAL a. The type required; a. The type required; b. How to procure; b. How to procure; c. Where to procure; 0. Where to procure; d. Qualifications of the procured d. Specifications; e. Basic training required; e. Any adaptation necessary after procurement; f. Tests of readiness and f. Technical inspections; tactical (technical) skill. g. Replacement; g. Repair and replacement. h. Tactics or technique. PART II: Execution of all of Part I not excepted. Caution: The exceptions need to be very clearly stated in each case. 022.1 TRANSPORT DIRECTION: The superior command over tranSport; 022.16 022.2 022.5 The authority to say to what uses available tranSport will be put: The question of what 39 gg. Also general reSponSibility for results. TECHNICAL TRANSPORT DIRECTION: Advisory professional supervision which formulates the doctrines and defines the objectives of tranSport control - The making of the tranSport laws, rules and regulations. TRANSPORT CONTROL ENFORCENENT: Active direct command of tranSport organizations; TranSport control execution. The subordinate command of the actual tranSport unit involves an inseparable trio of one authority and two reSponSibilities, namely: (a) The authority to execute the mission: The question of 22E.£2.QQ.1£3 (b) Specific reSponSibility for the readiness and tactical (technical skill of personnel; (0) Specific reSponSibility for the completeness and serviceability of equipment. TRANSPORT REGULATION: The adjustment of tranSport to laws and regulations. TRANSPORT ORGANIZATION: The functional arrangement and diSposition of the interdependent parts of a tranSport system, corporation, or service. 022.40 Headquarters organization. 022.400 The ownership element - The stockholders, including stock holders' associations. 02 . . . 2 400lThe directive element - The board of directors. - 11 - 022.40011 022.4010 022.4011 022.40111 022.40112 022.4012 22.4015 022.4014 022.4015 022.4016 022.4017 022.4018 022.4019 022.402 022.405 022.4055 02224054 022.4055 022.404 022.410 022.420 022.450 The chief director. The president of the board. The management element. The president of the system or corporation. The chief of the tranSport service. ,Assistants to the president..Aides. Executive and administrative contact with regions. First vice president or deputy chief, frequently in charge of headquarters organization. Secretarial function. Financial and treasury function. Legal advisory service. Personnel service. Engineering service. R.R. frequently place this in the operating dept. .Accounting and statistical service. Purchase, real estate and insurance service. TranSportation or Operating department. Maintenance department. Several of the largest R.R. unite Operation and maintenance in the operating dept Maintenance of rolling stock. Maintenance of plant and facilities. Maintenance Of way (when a private right of way exists) Traffic department - Sales (Of services) department.- .Acts as an inSpection and reporting service upon. the work of the Operating and maintenance depart- ment in particular. Regional organization. Subdivided as above, as required Sectional organization. “ " " " ' Divisional organization. " " fl ' I NOTE: TranSport organization having their own right of way:merge traffic control and tranSport control. The term, traffic, is therefore used must frequently in the sense of patronage. The necessity for civilian highway traffic organization is just no now coming to be appreciated as the point of the caution under 021.079 comes to be graSped. It is not practicable therefore to Show a civilian traffic control organization. - l2 - 050. 051. 052. 055. 054. 055. 056. 057. 038. 059. Evolution in the devices and means of tranSportation. General law governing the develOpment Of a tranSporta- tion device: The history of all successful mechanical devices Show the same period covering variable time intervals, namely; Early period of struggle for recog- nition; DevelOpment period during which the number of the device in use multiplies rapidly; A period of no m marked gain or very slow gain at the best, commonly called the “saturation point'; Not infrequently a period of decline. Few tranSportation devices Show the fourth period because of the next principle. The insatiable demand among Occidental races for tranSpor- tation facilities. Eliminating Sporadic cases of imprud- ent investment, demand exceeds the supply of transporta- facilities except during temporary periods of business depression. SO long as investment is prudent this will continue. Transportation devices are subject to the principle of the survival Of the fittest for meeting the ever growing de- mand for transportation. The four elements of tranSportation capacity, arranged in the usual order of insufficiency, stand as follows, the weakest first: 1. Terminal capacity; 2. TranSportation channel capacity; 5. Rolling stock capacity; 4. Personnel capacity. Capacity for.management develOpS only under the pressure of necessity for it, hence both tranSport control and traffic control are always after-thoughts born as the result of expensive and chastening experience. It is not too much to say that they are, in general, chronically insufficient. The economy Of transportation is dependent upon the degree to which the insufficiency of transport control and traf- fic control for their respective tasks is minimized. Most of thEVBQTBETBEAS of tranSport control and traffic control are independent of the type of tranSportation and the devices employed. The surface aSpects and principles pertaining to the dif- ferent types of transportation not infrequently appear to be quite dissimilar. The world is now on the threshold of coordination of high- way, waterway, railway and air tranSport. Hence many of the bearings and effects Of evolution in the devices and means of transportation are not yet clear. - 13 - 040. Financial aspects of traffic control. 040.1 The elements of cost of rendering highway traffic con- trol service. 040,11 Elements prOperly chargeable to capital expenditures. 040.12 Elements properly chargeable to Operating expense. 040.15 Elements prOperly chargeable to taxes, license fees, etc. payable to another taxing element of government, if any 040.14 Elements belonging under fixed charges. 040.15 The magnitude of the several elements under various con- ditions. 040.16 Ways and means of minimizing each element of cost. 041. Highway traffic control is a part of the general police legal sense) power of the State. Part is exercised by delegation of authority to counties and municipalities. 041.1 Registration form, 122., of traffic control is exercised by States; Forms 125, 124, and 127 are exercised joint- ly by States, counties and municipalities; Fomns 125. and 128. are exercised largely by municipalities. 041.2 PrOportionS of total costs, by classes, borne by the States; by the counties; by the municipalities. 041,5 Analysis of tax paying sources and amounts paid for traf- fic control purposes to the States; to the counties; to the municipalities. 041.51 Evidence of any large and widespread inequalities in dis- tribution of burden in prOportion to the benefits ac - cruing. 041.52 Same,for any large local inequalities. 041.55 Bearing of evidence upon the common belief that it is unnecessary to go beyond the principle that the econ- omic benefits from highway traffic control rest, as does the taxation which supports it, upon the consum- er Of tranSportation and of things tranSported. 042. Tax distribution methods adapted to the accruing benefits of highway traffic control. 042.1 R.R. accounting methods as a point of beginning. 042.11 Points for the affirmative side. 042.12 Points for the negative Side. 042.15 Decisions based upon 042.11 and 042.12. - l4 - 042.2 Capital charges, like those for highway construction and other creations by the several elements of government, designed for public welfare, safety and convenience, Should be borne by general taxation. 042.21 Points for the affirmative Side. 042.211 Granted that general taxation should be fairly distrib- uted. If it is demonstrable that this is not done, ap- ply the correction at the source. Dragging such faults if they exist, into prOpOSition 042.2 only serves to increase confusion of mind when clarity of reasoning is essential. 042.22 Points for the negative Side. 042.25 Decisions based upon 042.21 and 042.22. 042.5 Operating expense is properly chargeable (a) by elements of the government to vehicles using the highway (b) on a flat rate (0) on a mileage rate. 042.51 Points for the affirmative of (a). 042.511 The size, load and character of the vehicle has little bearing on the amount of traffic coutrol supervision required. 042.512 The big factors are: a The lack of organization of the traffic mass; b The great variety of purpose and objective of the individual vehicles; (c) The playing for advantage in which the driver makes full use Of the nimbleness and somethes of the capacity for blocking others which is in- herent in his vehicle; (d) The mixing of different classes of vehicles with Speed characteristics (animal drawn vehicles and local stOp street cars in particular) which Slow up all traffic,thereby decreasing highway traffic capacity; (e) Safety considerations affecting the pedestrian and other vehicles; (f) The habits of the public in desiring to all be at the same place at the same time, thereby adding to the seriousness Of the problem.when there is ' a Special attraction, an accident, catastrOphe, or in getting to anf from work, the athletic con- test, theater, etc. (g) The heaviest expenditures are made to OOpe with the general average of peak load conditions; then the infrequently used car in the hands of an in- experienced driver is likely to be much more troublesome than cars of high.mileage in exper- ienced hands. 042.515 Cost of the registration form of traffic control is al- most directly prOppgtionaltO the number of vehicles. 042.52 Points for the negative of 042.5 (a). 042.521 It is imprOper to put the whole burden on the vehicles when the reason for traffic control are the convenience and safety of pedestrians primarily and of vehicles secondarily. The pedestrian would thus fail to pay any of his rightful prOportion. 042.522 The automobile should bear the principal part, out of .prOportion to its prOportionate number representation: 042.5221 Points for the affirmative of 042.522. 042.52211 The Speed of the automobile, its inability to stOp promptly and the recklessness of its drivers make it the predominating menace. 042.52212 The passenger automobile wastes highway capacity at a 042.52215 042.53214 042.52215 042.52216 042.5121? fearful rate. With.maximum width vehicles of 8 feet establishing traffic lane width, 1 person in a 5 passenger car occupies 50 times as much street space as 1 person walking on the side walk. With all 5 seats filled, each passenger occupies 6 times as mud1 Space as the pedestrian and 7.5 as much space as 1 person in a street car with all Seats filled. When standing room in the street car is filled, the ratio against the passenger automobile is 17 to 1. In con- gested streets the automobile moves no faster than the street car and each of them.move but little fas- ter than the pedestrian. PedeStrianS and street cars seldom park in the high- way except when forced to do so temporarily. Parking problems were almost unknown before the day of the automobile. Now many of them habitually overstay the time limits granted to them as a Special considera- tion. They absorb a large highway Space for long per- iods without rendering any service whatever except to the convenience of their few passengers. Parked automobiles produce congestion by blocking the passage of other vehicles. Parked automobiles contribute materially to accidents by obscuring the view and by occupying Space that 0 other vehicles need. Parked automobiles cost much in lives and prOperty lost by fire by delaying the passage of fire appar- atus and because vehicle frequently have to fioved before fire fighting can begin; also the congrega- tion of vehicles in the vicinity of fires greatly hampers apparatus reSponding to second and later alarms. Parked automobile? occupy much of the time of the e r police and t affic control authorities. - l6 - 042.5222 Points for the negative of 042.522. 042.52221 See L925 statistics for street accidents in London, Eng, Item.995, Automotive Abstracts, Apr. 1924.'A conveyance that travels 10 000 miles per year is obviously subjected to twice the risk of highway accident incurred by one running only 5 000 miles. 'On this basis it may well be questioned whether the present statistics show the horse as any safer than the motor, seeing that the prOportion of motor to horse mileage in London is probably more than the than the prOportion of motor to horse accidents". There were only 5.6 as many motor as horse accidents. The brake system.of automobiles is much more efficient than that on horse drawn vehicles. Where any consid- erable congestion exists the speed of automobiles is not so very much higher than that of animal drawn ve- hicles and, when animal drawn traffic is present it slows all traffic to its pace. For the same speeds, the automobile can step much more quickly. runaway automobile tearing madly thru a crwod is al- most unheard of thing. It was only yesterday we step- ped talking of the terrible accidents due to runaway horses. we have Simply forgotten the hair raising accounts of the wreck and havoc of the runaway horse of yesterday. See in this connection the view of the courts upon 042. 52211 under 250. 042.52222 042.52212 ignores the fact that the automobile, due to its flexibility as to route,as compared to the street car and pedestrian,and its speed,dodges around traf- fic congestion whenever adequate by-passes are creat- .ed. Its Speed is also an important factor in the promptness with which modern congested conditions clear up,as compared with the slower traffic of ear- lier days. Furthermore it is at least 17 times as comfortable to travel with a good seat in a 5 pas- senger car as it is t6 be a strap-hanger in a sar- dine packed street car. 042.52225 Hitching of horse vehicles upon the principal thoro- 042.52224 A fares was stOpped years before there was an automoe bile. They were allowed to stop only long enough for passengers to alight or enter in that day, as the passenger car is now. The crowd of pedestrians gather to watch an accident, fire, street parade, etc. now just as they did formerly. The automobile has produced many new conditions but the failure of peOple to recall at once the conditions in our stranz only a few years back is not in itself valid evi- dence on which to condemn so great a utility as the automobile. arked ut ' ' gpace rgqui%881}8r°%fiBPh8§senixdaggggiggé g§ gggter- - 17 - day. The fact that thousands of working peeple who could not afford a horse and carriage 25 years ago ride to town and park their car today is not a sound argument against the automobile, nor does it justify the heaping of additional taxation on to the poor man's car of today. 81.6% of the cars produced in 1925 were under the $1 000. class. No evidence is shown that cars are parked today on streets on which the hitching of horse was prohibited 25 years ago, while no one can doubt that the reverse is true in many instances. Men were prosecuted not infrequently 25 years ago for cruelty to animals on account of the time they left animals hitched on the street without food, water or shelter. Because the greater number of cars todax,as compared with the buggies of 25 years ago,have forced a reduction in the parking time alloweé and required the setting of limits where there was no limit before, is not a valid argument against the automobile. The number of vehicles placed in day garages or parked on private property grows by leaps and bounds, absorb- ing every garaging facility or guarded parking Oppor- tunity as promptly as they are made available. The percentage of automobile thus cared for probably ex- ceeds by a large margin the percentage of carriages similarly provided for 25 years ago. 042.52225 The validity of 042.52215 depends entirely upon the increase in the number of automobiles today over the number of horse drawn carriages 25 years ago. In oth- er words it depends wholly on the greater pOpularity of the automobile and on the increased purchasing powa er of the average American citizen. Acceptance of such argument leads logically to the false conclusion that the desire for an automobile is wrong and the power to buy it is a disadvantage. No one has yet seen a runaway automobile charge thru a mass of other automobiles and start them to running away by communication of its own fright and panic. 042.52226 While point 042.52216 is formed on a tissue of truth of quite serious portent, it is but the old argument tha; the total number of vehicles in use has increased to a marked extent in 25 years to the manifest advantage of the American public. This attendent disadvantage sounds big but is really small. However it is recog- nized as a serious problem which.merits close atten- tion and prompt remedy by increasing the private park- ing facilities. 042.5222? Point 042.5221? brings the old argument of increase in numbers, answered above, in new guise, but without nar merit. It is plain that the increase in vehicles has required a diSprOportionate increase in police forces It is doubtful whether the prOportion of police time devoted to parking abuses has materially increased. -18- 042.52228 It was only 15 to 20 years ago that our American cities pointed with pride and picture to its white winged army of street cleaners working in day and night gangs to clear the streets from the tons of disease breeding offal drOpped upon them every day by the thousands of horses which then fouled the streets. Can it be true that this army of laborers and their bosses are already forgotten? Our quantity production experience teaches that it cer- tainly should have been far cheaper to remove this offal per ton 20 years ago than‘it is today. The horse drawn vehicle is an expensive luxury to clean streets after today and yet public health demands that it be done. 042.52229 Now when the automobile is already :3 payingm ope than the total cost of highway maintenance (See Nat. Auto- mobile Chamber of Commerce Bulletin of Feb. 1924 on |'TranSportation and Taxes"), it is time to consider the reduction of taxation on automobiles rather than ways and means of increasing it. 042.5225 Decision based upon 042.5221 and 042.5222. 042.55? Decision as between 042.5 (a) and (b) versus 042 (a) and c . 042.4 Highway traffic control, being a function of government by whatever agency it is exercised, should not be taxed by any other form or agency of government. 042.5 Fixed charges, being the cost of hiring capital or of pro- tecting it, except in instances where the State or its subdivision obtain loans for running expenses under em- ergency conditions, should be met by taxation which sup- plies capital, namely, general taxation. That prOportion of fixed charges due to meeting extraordinary expenses for highway traffic control Operation might reasonably be charged to the kind of taxation which meet the Opera- ting expenses of highway traffic control. 042.51 Points for the affirmative side. 042.52 Points for the negative side. 042.55 DeciSion based on 042.51 and 042.52. 042.6 Executive action needed to make effective the decisions reached. 042.7 Legislative action needed to make effective the decisions reached. 042.8 Legal problems requiring the solution of judicial decision before the objectives can be reached. - 19 - 045. Tests of the need for change or improvement in traffic control system. 045.001 Present and probable future state of public Opinion. (001) Statistics on accidents, volume of traffic, serious of congestion, frequency and duration of congestion, comparative tax rates and prOperty valuations in other communities with and without the advantages prOposed. 045.002 Who will benefit most and least and who will pay the most and least? ()3 Tangible Public advantages of change. 4 Intangible public advantages of change. 1')" Arguments advanced for the change: 51 Sound arguments of weight; 52 Arguments of small weight or doubtful quality; 55 Unsound arguments; 54 Important points in rebuttal of negative side. 6 Arguments advanced against the change: 61 Sound arguments of weight; 62 Arguments of small weight or doubtful quality; 65 Unsound arguments; 64 Important points in rebuttal of the negative Side. 7 Decision on the basis of 045.005 and 045.006. 8 Legislative and executive action necessary. 9 Legal decisions required before proceeding. 045.1 Balance between cost and value. .2. Ability of the community to pay the cost. .5 Merit of develOping existing organization and methods versus change. .51 Adequacy of present organization and capacity for expan- sion. .511 Adaptability to future requirements. .512 Changes necessary incident to expansion. - Lag- 045.515 When will the law of diminishing returns begin to apply to organization as now constituted? 51 What are the remedial measures, if any. 52 Adequacy of present methods. 521 In what way are they deficient? 522 Can the desired results be accomplished in a less dras- tic manner than in that preposed? How? 525 Are the methods in vogue basically palliative or remediel? 524 Are they adaptabile to future requirements? 525 Do the present methods or those preposed offer the more promising lines for new developments? - 19 B - 050. 050.00 050.001 TRAFFIC CONTROL 0 ‘3" "x nuAJIZATIOH. The Logical leans and Agencies for the DevelOpment of Highway Traffic Control - A Sug- gestion. The ownership element. The American public. National organizations (of stock holders) for the pro- motion of traffic control. 050.0011 President of national organization. 050.002 5 0 0.005 050.004 050.010 050.011 050.012 050.015 050.014 050.10 State organizations (of stock holders) for the promotion of traffic control. County organizations (of stock holders) for the promo- tion of traffic control. Local organizations (of stock holders) for the promo- tion of traffic control. National headquarters organization. The legislative power vested in Congress. The executive power vested in the President and execu- tive departments within their normal functions. The judicial power vested in federal courts. The directive management power vested (and which.might be vested) in the Interstate Commerce Commission. Functions apprOpriate to the I.C.C.: Broad gener- al plans, limited in detail to that which is necessary To give head and leadership to the work of lower ele- ments, particularly the States; (b) To unif aims, main objectives, principles and methods; (0 To con- duct research and investigation for the whole or joint ly with the State Commissions; (d) To afford an agencyr for the adjustment of administrative differences be- tween State Commissions not affecting rulings upon in- ter-state traffic upon application from the parties at interest. (a) Regional organization by a group of States associated by State treaties effected by and with the consent of the federal organization. Precedent:State treaties for the division of Colorado River water rights. Occasion: Thru route interests, like those of the Lincoln Highway or on some mountain pass, gorge or canon route. This would be an infrequent used link in the chain of traffic con- trol agencies. - 20 - 050.20 050.21 050.22 050.25 050.24 $010 8011 802 3021 '3022 State headquarters organization. Legislative power vested in the State legislature. Executive power vested in the governor and executive de- partments within their normal functions. Judicial power vested in the State courts. Directive and administrative management vested in the State Highway Commission or Public Service Commission. For the sake of brevity, substitute 8 for 050.24. Headquarters organization. Chief or president of the state commission. The usual sub- divisions already shown under 022.4011 are omitted here for the sake of brevity. Highway Traffic Control Section of state commission Highway Circulation Dept., correSponding to Operating Dept. in R.R. organization. This department would be in liaison with the Highway Construction Section of the state commis- sion, would be the channel of contact with the county and municipal traffic control organizations and the predomir nating department to about the extent and in the ways in which the Operating department in R.R. is the dominant in- fluence.Personnel of this department should have police power of the traffic brand only. Information and Plans Department. This department would gather information from all available sources, evaluate it and supply intelligence bulletins upon the state of the highway and of traffic. It would conduct highway in- spections (not for highways under construction), highway capacity and terminal capacity surveys, make traffic counts, investigations and plans. Its personnel should be made up of trained highway transport engineers. 8025 Highway maintenance Dept. This department would maintain $024 SO25 all highways of the federal and state system after they had been turned over by the Highway Construction Section. Highway Traffic Department, correSponding to the Traffic Department of railways. This would be the department of relations with the travelling public. Communication Department. A department for the technical handling and maintenance of communications by other means than mail. In many cases the state organizations would nd: experience a need for this department because of finding that it was preferable to depend upon the service of ex- isting public service companies. -21- 050.50 050.40 County headquarters organization. In many cases this link of organization would not exist or be only partially developed. Subdivide as under 050.20 to the extent ne- cessary. City headquarters organization. Organization of this link would vary greatly according to the size and character of the city. Subdivide as under 050.20 to the extent necessary. When borough organization in a metrOpolitan district is necessary, carry out organization in the.' manner indicated below. 050.44010 Headquarters organization City Traffic Commission. For = 0010 010 020 050.46 050.47 050.48 051. the sake of brevity, substitute C for 050.44. Borough or community headquarters organization. Pattern after 050.40. District or zone headquarters organization. Pattern after 050.40. Executive municipal action needed to make effective the organization shown under 050.40 to 050.44 inclusive. Legislative municipal action needed to make effective the organization Shown under 050.40 to 050.44 inclusive. Legal problems requiring the solution of judicial decision before the organization can be perfected. Personnel for highway traffic control. 051.1 Types required. 051.101Directive management type. The transport executive type. 051.12 051.12 051.15 051.14 051.15 051.15 051.19 Operative management type.0perating transport engineers. Investigative and planning type.High. transport engineers Highway maintenance type. Highway maintenance engineers Traffic department type, with the sales and service char- acteristics predominating. Traffic police types not above the sergeant's grade. Per- sonnel in this class to be eligible for promotion by examination and recommendation to other classes. Communications type, with the necessary vocational and professional training to fill the several grades as re- quired. Clerical type for clerical and office administrative pos- itions. - 22 - 051.2 Sources of personnel supply. For types,see 051.1. 051.201 Must be deve10ped on the job or by adaptation from other tranSport control and traffic control positions. 051.21 Must be developed on the job or by adaptation from other tranSport or traffic Operative positions. While an en- gineering training is not essential for this type, it confers a great advantage. Engineers to be successful in this capacity must place results NOW by expedient or otherwise above delayed perfection. Recruits from civil and mechanical engineering graduates Specializing in highways, highway transport and automotive engineering and from vocationally trained personnel of unusual adapt- ability. ~ 051.22 Recruited from engineering sources described above. 051.25 Recruited from highway engineers and vocationally trained personnel of unusual adaptability. 051.24 Recruited from sources named above and from vocationally trained salesmen of technical capacity. 051.25 Recruited from the sources for communications personnel. 051.26 Recruited from the present sources for traffic police. 051.29 Recruited from the present sources for clerical forces. For information concerning the general qualification required of the higher types of personnel named above, see I'Pre- liminary Topical Outline of the Economics of Highway TranSport'by Lewis W} McIntyre, 1922, pages 12-15, published by the Highway & Highway Transport Education Committee, National Research Council. This reference also give information on qualifications, duties, positions Open, range of salaries and Opportunities in the compet- ing fields of highway engineering and constructifin and highway contracting, also highway tranSport engineering and Operation in public and private service. The highway traffic control field is yet too undevelOped to admit Of a paralleling of the information given in this reference. 052. The Future of Highway Traffic Control. 052.1 Highway factors. Quotations below are from above reference 052.11 "Increasing mileage of good roads will bring greater use of the motor vehicle. 052.111 More extensive use by farmers. 052.112 Kore rural motor express lines. 052.115 Rural post trucks used by Post Office Department. 052.114 052.115 052.116 052.117 052.118 052.1181 052.119 052.1191 052.1192 052.1195 052.1194 052.1195 052.1196 052.1197 052.1198 052.1199 Use by railroads to replace non-paying branch lines." More rural motor bus lines, also inter-urban lines. More sight-seeing and picnicing char-a-bancs. More tourist traffic. "DevelOpment of separate high speed and heavy traffic roads between congested centers. Revival of toll roads on private rights of way“. New features of highway construction. Elimination of grade crossings. Elimination of sharp turns at corners and corner jogs. Elimination of narrow and weak bridges. Elimination of grades and saturated subsoil Spots. Reduction of danger by improving field of view and warnings. Elimination of low bridges, other overhead obstructions and factors causing bottle necks in highway capacity. Construction of traffic by-passes and circumferential streets. "Improved terminal facilities. Heavy and light traffic streets" extended and improved. 052.2 Highway transport factors. 052.21 Freight factors. 052.211 052.2111 052.2112 052.2115 052.2114 052.2115 Used by railroads to “Replace non-paying branch lines“. Eliminate small terminals on land of extra high valua- tion in favor of cheaper terminals farther out. Make store-door pick-ups and deliveries. Eliminate part of the local way freights by eliminating about 70% of the way freight stOps thru parallelling main lines with way freight trucks, thus relieving congestion on main railway tines. CMake interline transfers at‘terminal cities of L.C:L. freight.1' 052.2116 More readily abandon or extend service in accordance in accordance w1th changing needs. 7 Increase the area of territory tributary to existing rail lines. Former railroad rule that branch lines tapped territory ten miles on either Side of the track in animal tranSportation days now changed to twenty five miles. For example of branch lines built into unoccupied territory on parallel lines and 20 miles apart to deve10p the territory, see railroad map of northern Minn, and N. Dak. When branch lines 50 miles apart will deve10p the country, much capital expenditure is saved. 052.212 Increasing the strength of a: public carriers employing the highway and improving the character of service rendered in: 21 Interurban haulage; 22 Interurban express; 25 Rural haulage; 24 Rural express; 052.215 Changing the character of the territory served by trunk line highways. 51 Industrializing decadent residential areas. 52 DevelOping raw material sources which could not be pro- fitably handled by other means. 55 Developing districts which cannot be profitably deve10p- ed by railways. 54 Increasing the truck gardening and small fruit bearing areas within market distance. 55 Increasing the value of land for general farming, cat- tle raising, dairying, etc. by enlarging neighboring markets and making access to them easier. 56 Making areas not penetrated by trunk line highways,or at least good secondary roads, more isolated and less desirable. 052.22 Passenger factors. 21 Used by steam and electric roads to: 211 "Replace non-paying branch lines". 212 More readily extend or abandon service in accordance with changing needs. ‘ 25 - {TI 052.222 (‘0 (‘1‘ (\3 H N) C»: 03 H to to 55 56 Increase the area of territory tributary to existing rail lines. See 052.2117 above. Give more frequent service. Carry their service into urban districts in which the tracks and greater noise of rail traffic would be both objectionable and very expensive. Example: City of London prOper. See “The Planning Of a hodern City" by Nelson P. Lewis. Increasing the strength of public carriers employing the highway and improving the character of service rendered in: Interurban motor bus service; Rural motor bus service; Bight-seeing and picnicing char-a-banc service; Service to and from summer and winter resorts and re- creation places; Cooperative service with inland waterways. Cnanging the character of the territory served by trunk line highways. Conversion of hamlets and farming lands into suburban residential districts. Changing the areas of high values and rentals for re- sidential purposes from territory contiguous to com- muters' rail lines to territory accessible only r most conveniently by private car. The motor bus as a counteractive influence. Raking small village and farm life more attractive thru removing the isolation of inhabitants from other peo- ple. ' Increasing the contact of the city dweller with country life. Bringing educational facilities within reach of larger numbers by suburban develOpment and thru the rural community school bus. Helping to make the"melting pot" melt by breaking up the exclusiveness and isolation of city foreign col— onies. ' Tending to increase public health by increasing the out of-door life of the people. - 25 _ 060. 060.00 060.00 INTERRELATIW:Si IIP OF II JINJAY RAIL JAY? -“ vv—fl‘--— {Afhwi’AY AID AIR TRAFE IC 001. o _ ETERAL COFSIDE RAFIOFS AFF ECLIFG ALL TYPES OF f“'““PO?f (Quotations are from "Preli;ninary rcpical Outline of the 1 Economics of ;age 17, Education Con "TranSport Highway TranSport by Lewis published by the Highway % gnittee, Fational W. hoIntyre, Highway Transport Research Council. ation a service of a public nature. 11 Unified systeh necessary. See ‘hotor Truck TranSportae tion", F. W. Davis, Eng. News, V. CE, pp. 119 4-5. 111 Error in past has been in concentration on one type for a time. 1111 1112 112 1121 1122 1123 1124 1125 1128 One type cannot profitably be favored above others. Dang; er of 0V8“95tlmatln tion. ‘11 point of SOC. of value of highway tranSporta- reight lovenent by Iotor -rucks from View- Carries a11d Puolic', H. E. Yound,'Jestern Mn nineers' Jn1.,V. 26, pp. 204-9 1Compare with factory. Large machines for some processes. Shall machines for other processes? From raw material to finished product and thru sales to consumption of product, processing and trans- portation steps alternate. The factory and the transportation device are tools of constant capacity which are adaptable only by economic loss or adjustment to meeting fluctuating demands. When develOped to meet peak demands, taxes and fixed charges frequently becor ue ruinous. Little hOpe of widespread public understanding of these immutable economic principles. Safety of the investment lies in substantial recognition which these principles have already received in the Con- stitution of the U. S. and decisions thereunder and in the laws of the land. Tendency of personal income tax returns and increas- ing popular investment in public utility stocks to Widen the graSp of these principles is highly en- couraging. 060.0012 "Rehabilitation of tranSportation the pressing problem of the country. 21 waterways fallen into comparative disuse in spite of liberal public expenditures. 22 Very few railroad stocks above par. 221 Freight cars carry only half of their capacity! 222 Freight cars in motion only about 10 per cent. of the time in an average month. See p. 2,"Freight Terminals and Trains," John A. Droege, 1912, he- Graw-Hill Book Co. 223 On an average about 7 per cent. of a railroad's freight cars are in the repair shop. See p. 2. "Freight Terminals and Trains". 224 Time of freight cars in yards and terminals. One of largest roads testified in a meeting of Ass'n of TranSportation a Car Accounting Officers that aver- age time on its line was found to be 18 hours, had been reduced to 13 and they hOped ultimately to get down to 5 hours. See p. 9,"Freight Terminals and Trains". 225 A principal factor in railway congestion is failure to unload cars promptly. 2251 While same ampunt of storage Space can be built for about one fourth of cost of freight car and main- tained for one fifth cost of freight car mainten- ance, it is frequently cheaper to hire freight car storage at demurrage rates with car resting on high priced but convenient railroad land than to pay city storage and extra transfer costs. 226 225 means needless investment of millions in R.R. capital and constant car shortage except during periods of depression. Freight rates must pay taxes and fixed charges on idle equipment during both de- pressions and boom times. 227 Too many yards where "all tracks lead into it and none run out of it". See p. 9, "Freight Terminals and Trains". 23 "Electric systems largely in the hands of receivers. 24 Motor transportation retarded by lack of road deve10p- ment. 241 Burden of taxation. 242 Adverse legislation." -28.. 060.00243 060.0025 51 52 53 54 Infancy of highway tranSport industries. Period of small, weak, inexperienced companies making many imprudent investments and, while in existence, en- gaging in ruinous competition. Need of franchise legislation to insure dependable service at reasonable rates with freedom from ir- reSponsible cut-throat competition. Inexperience of public service commissions with the economic values and limitations of highway trans- port. Traffic congestions and bad terminal and unloading facilities as a financial drain on new weak high- way tranSport companies. Air transport dependent upon government develOpment. Commercial air transport experiencing very indiffer- ent and slow develOpment under government subsidies in EurOpe. Almost non-existent in America. Airplane factories dependent upon government business. General feeling that marked develOpment will come but .present outlook quite discouraging. Expense of landing facilities and traffic control stations on air route one of the retarding factors. 060.002 Comparative Traffic and mileage of different types. 21 .Freight.traffic in ton miles: (I.C.C. figures for R.R. 211 for 1921. Motor figures from 0.8. Bureau of Public R. Railroad traffic - 306 755 332 000. Motor truck traffic -6 479 200 000. Railroad tonnage carried - 1 642 251 000. tons Motor truck " " l 430 000 000. " Great Lakes a Miss. R.-1918 90 000 000. ' Passenger traffic: (Same sources as above) Railroad passenger mileage - 37 329 114 000. Motor car " ' - 70 820 000 000. Railroad passengers carried - l 034 315 000. Motor car "- " - 6 990 862 000. Elec. R.R. ” ' - 16 000 000 000. TranSportation channel mileage, main line: Railroad, incl. 2, 3, & 4th trqckage - 270 859 miles. Highways, improved, exclusive of cities 350 000 n a. I unimproved maVigable watefwggs 2 585 888 I 060.003 "Government Subsidization. 31 Railroads - Land grants to early railroads. 32 Highways - Entire cost shouhd not be charged against tranSport" Tendency toward charging even all maintenance to transport of motor type is mof doubtful justification. See 042.32229 above. Motor tranSport had early misfortune to be regarded as a luxury. Penalty of the name "pleasure car" still clings in taxes. 33 ”waterways - Continual large governmental apprOpriations due to pOpular value attached to port facil- ities as means of develOping home industries and interests, which survives from pre-rail- road days in spite of the retrogression of waterway tranSport. 34 Airways - Practically all develOpment thus far has been governmental, mostly military but some for air mail service. Airplane factories deve10p- ed at government expense as a national de- fense measure during World war.- 060.004.'Comprehensive plan needed. See 'Traffic & TranSportation A. H. Blanchard, Canadian Eng., V. 40, pp. 129-31"; “A National Mbtor Transport Service" - coordinated with railways and waterways, Major B. Taylor, Q. M.C., Jourv S. A.E., May 1923:"Coordination of Highway TranSpont", James Dalton, Automotive Industries, Nov. 15, 1923, p.983-92, on the work Of the special committee of the Chamber of Commerce of the U.S. 060.01 A Comprehensive Highway, Railway, Waterway and.Lir Traf- fic Control Plan should coverzcorrelation of all forms of traffic control for the purposes of: 11 Handling routine traffic demands; 12 Handling the natural growth of traffic; 13 Handling periodic variation therein, due to: 131 Seasonal conditions; 132 Business conditions, such as those arising from: 1321 1322 1323 Economic conditions; Temporary effect from weather conditions; Adjustments to the habits of the peOple in seasonal buying, travelling, congregating for temporary pur- poses, observation of holidays and national customs -50.. 060.014 Handling extraordinary variations in traffic due to: 41 Public gatherings of unusual and overtaxing size for recreational, historical or political reasons; 42 Epidemics; 43 CatastrOphes, such as great conflagrations, tornadoes, earthquakes, floods, etc. 44 Disturbance of the public peace by: 441 Rioting; 442 Insurrection; 443 Invasion by armed enemy; 444 Foreign war. 5 Fostering the develOpment of unproductive sections by the most economical means. 6 Aiding in the reduction of transportation costs and the elimination of duplications of service. 7 Reducing the time of transit, thus reducing shrinkage, waste, Spoilage, and fixed charges on capital tied up. 8 Reducing breakage, damage, and pilferage in handling and conserving time, money, timber and other materials now employed for a higher grade of packing and crating than is necessary under the attainable average of con- ditions. Example: Savings effected by the unit con- tainer idea. 9 Reducing traffic congestion by reducing the large amount of miSplaced traffic. -31... 070. TRAFFIC ENGINEERING AND COANU‘IIITY (CITY), PLANNING. 070.000 INTERRELATIONSHIP 0F TRANSPORT AND COTNUNITY (CITY) PLAN- KING. 31 Transport and community planning as orderly develOpments 11 111 112 113 114 115 from riotious growth of communities and tranSportation The general situation in perspective: The first period - Haphazard development. The second period - The inception and develOpment of order. The third period - Extremes in theories and ideas. The fourth period - Solid and sure progress. In which stage are we today in our most advanced thought? In which stage is the local problem under consideration? Are the stages in the two fields in step? 2 Public service character of each. 21 {‘3 N 24 25 26 27 Community planning essentially an official and public Spirited service. The organization of tranSportation leads to public carrier service. Growing use of private tranSportation tends toward im~ proved public spirited observation of traffic regula- tions and community develOpment plans. Corporation discipline in public carrier organizations gradually submerges the rampant individualism of the employee and he acquires a capacity for COOperation. This develOpment of the spirit of teamwork is the civ- ilian counterpart of the results from military dis- cipline. Gradually there will accrue to the civilian traffic control situation a considerable part of the great advantages which.military traffic control ex- perienced, namely, those flowing from.a closely knit, well disciplined organization. Privately owned and Operated tranSportation will wel- come the Opportunity to conform to the methods which get results for organized tranSport. Public Opinion in traffic control matters is molded by the owners of private tranSportation and the manage- ment of public carriers. 070.003 Vital influence of tranSportation upon character of community growth. (Quotations which follow are from "Preliminary TOpic- al Outline of the Economics of Highway TranSport" by Lewis W} McIntyre, L922, pages 23 & 24.) 31 "Life of a community tends to crystalize in centers. 'Municipal Engineering Practice', A. P. Folwell. John Wiley & Sons. 311 Wholesale and retail district. 312 Amusement and educational centers. 'The Planning of a modern City: Nelson P. Lewis, 313 Park and playground area. See above reference. 3131 Park units should be connected. 314 warehouse and factory districts. 315 Freight and passenger terminals. 316 Residence communities. 317 Effects of over segregation, with particular reference to traffic problems. 3171 Theaters and needle trades Of New York City." 3172 Financial districts in New York and Boston. 3173 Stockyards district in Chicago. 32 'Zoning laws. 33 Intercommunication between centers. See references un- der 070.0031 and 070.00312 above. 331 Rectangular system. 332 Diagonal system. 333 Radials and circuits. 334 TOpography and contour plan. 34 Ideal tranSportation system must provide: 341 Easiest means of reaching each center. 342 Easiest means of passing thru each center. 343 Easiest means of avoiding a center entirely by a by- pass route. See 'City Building and TranSportation", J Rowland Bibbins, Western Soc. of Eng., Vol. XXV, 1:00 12' Aug. 20' 19200 - 33 - 070.0035 Expgdéppfiyeoften overweighs careful planning. See above U1 H UT {\3 54 55 Pittsburgh 'hump removal' of only 14 feet. San Francisco rebuilt without betterment of its street plan. New York with three pieces of subway under Broadway. Cleveland permitting disruption of the IHall Plan'! Disruption of the 1807 plan for the develOpment of Detroit, made after the 1805 fire. EXpensive cor- rective measures now employed by Detroit. See "The Planning of a Iodern City”, Nelson P. Lewis. 36 "Problems of transportation in cities must be considered 671 6711 6712 6713 6714 672 6721 6722 as a whole." Problems of the electric railways. Problems of the waterways and port. Problems of the steam railways. Thru traffic problems. Local traffic problems. Problems with traffic originating -or terminating. Highway tranSport as the medium Of adjustment and sol- ution. "Trucking. See 'Joint Report of the L.Y., N.J. Port a Harbor DevelOpment Commission', Chap. 17, Part II." Chap. VII,VPorts and Terminal Facilitiesfi LacElwee, EcGraw-Hill CO.: Chap. I, XII, XVI, XX, XXI, & XXV, “Freight Terminals and Trainsfi Droege, LcGraw-Hill Co. "Truck livery. Pick-up and delivery. (merchants and laundry delivery). Trucking express. Freight transfer"and haulage contracting. "Terminal warehouse and dock congestion.. , . u Losses tnru excessive haul. Losses thru vehicles waiting. - 34 - 070.0éé723 8 Losses thru freight being buried in freight house. "Come again tomorrow". Losses thru late arrival. 4: 50 P0110 " "HO freight received after Losses thru excessive handling due to congestion in freight house. Loss, damage and pilferage. Time losses of freight in yards and freight houses. See 060.0022 and subdivisions, 060.00246, and 060. 017‘3'90 Losses from faulty billing, packing, and marking. crating, boxing, Lossess from careless and indifferent loading, hand- ling, eXposure to weather, fire hazards, etc. 070.00%73 "Store-door delivery with 31 32 39 3, 070.0QP74 (31 H (3.1 {\3 "Demountable bodies. as Improvements in terminal warehouses, Kerchants' Unit containers." "The Container System of Freight TranSportation", By. Age, V. 69, BO 13, Sept. 24, 1920, pp.5l5-5l7, 3 fig. 'The Hotor Truck as an Aid to Business Brofits', S. V. Lorton, Chap. VIII. Nest bodies or other containers. Individual hampers. Platform lifting warehouse trucks. Belt conveyors Gravity loading and unloading systems. Box lifters. Power winch with falls and net. docks and plat- forms, also in team tracks and facilities and ap- proaches thereto. Warehouse location, and design. Terminal layout with special consideration for rush hour service and freight movement. , ‘38.Cl{8.17f 3 . q ' delivery and p g transport. Pooled service economies. Gasoline haul to delivery and pick-up districts with electric or animal distribution and pick-up trucks. - 35 - 070.004 41 ,p {‘0 070.005 Practice of Karshall Field & Co., Chicago. See also "Motor versus Horse Traffic? p. ll-l2,"iotor Road TranSport for Commercial Purposes“, John Phillimore, Sir Isaac Pitman a Sons, Ltd., and " Advantages of Electric TranSport“, p. 78-79, same reference; also "Obs r ations on Horse and motor Trucking", Pender a Thomson, Bul. 3, Elec. Eng. Research, Kass. Inst. of Tech., 1913: "Relative Fields of Horse, Electric and Gasoline Trucks", H. F. Thomson, Bul. 4. Elec. Eng. Research, Kass. Inst. of Tech.,1914. The community plan involves great economies or wastes. Merits and faults have a widespread effect as to per- sons and interests and are far reaching in point of duration and cost of correction of faults. Importance of adherence to basis principles at expense of elimination of non-conforming structures. Convenience and economy in the traffic plan not incon- sistent with economical, sanitary and asthetic con- siderations in building construction and other devel- Opments. Community planning and traffic planning are engineering problems. 51 Engineers are the logical men to solve these questions. 070.0 Hi story. Progress and DevelOpment. (For"The DevelOpment of Highway Traffic Control“, see 010. 070.010 History, Progress and DevelOpment of Community Trans- 0101 0102 {0 1 PD {‘0 0103 portation. waterways. Steam railways. Long haul systems. Gathering and distributing short haul Electric railways. Horse car predecessor. Cable car predecessor. Surface street railway. Elevated street railway. Subway railways. Trackless trolleys. - 55 - lines. 070.0104 Highway transport. 41 Sedan chairs and palanquins. Porters. Cargadores. 42 Jinrickshafl. Wheeled chairs. Push chairs. 43 Animal passenger transport. 431 Dog or reindeer teams. 432 Elephants, camels and miscellaneous animals. 433 Saddle horses and mules. 434 Two wheeled vehicles. 435 Four wheeled vehicles. 436 Sleighs, cutters, etc, 44 Animal freight tranSport. (Subdivide as under 070.01043). 45 Steam power vehicles. 46 Electric power vehicles. 47 Internal combustion power vehicles. 471 The passenger automobile. 472 The truck. 473 The tractor. 474 The motorcycle 475 The omnibus. 48 The bicycle and the tricycle. The velocipede. Wheeled 49 The trailer. 070.0108 Passenger and freight elevators. 070.0109 Miscellaneous types. Mono rail. Bneumatic tubes. 070.011 Traffic control as an after-thought of transportation develOpment. ' 11 Economic values of traffic control. 12 Economic limitations on traffic control. See 043. and subdivisions. 070.012 Community planning as an after-thought of tranSportation develOpment. 21 Economic value of community planning. 22 Economic limitations on community planning. -37 - 070.0123 Human relations factors in the develOpment of the community plan. Life, liberty and the pursuit of happiness. 31 Public health and sanitation. Food, shelter and clothin 32 Comforts of home and family. 33 Opportunities for relaxation, recreation, rest. 36 Opportunities for entertainment and communion. 35 Educational Opportunities. 36 Gainful employment under favorable conditions. 37 Spiritual, inspirational and devotional Opportunities. 38 Participation in civic and political activities. 39 Asthetic considerations. 070.0124 Business considerations as factors in the community plan, aside from all considerations of the trans- portation factors. 070.1 Technical correlation of transport control and traffic control. 11 Traffic control studies made as the basis for correlation of all types of tranSportation, See references under 060.004 above. 070.2 Correlation of tranSport and traffic controls with commun- ity (city) planning. -38... 100. 110. 111. 111.1 111.11 HIGHWAY TRAFFIC. CONTROL AND THE PUBLIC. The Broad Fundamental'LaW of the Road“.Arising from Customs and the Statutory Law. From the standpoint of pOpular knowledge, recognition and custom. The Paramount Interest of the'fiublic Convenience. Principle of the Greatest Good for the Greatest Kumber. (Obverse) The exclusion of usurpation and of Special privilege to the detriment of the public interest. 111.12 Sub-principle of-Equal Opportunity for.Lll. 111.2 111.3 111.4 111.5 111.6 The Right to Regulate Traffic in the Public Interest. The Right to Regulate Public Carriers and Servants. The Public's Right to Safe and Peaceful Transit over the Public Highway. The conception that the pedestrian has a practically un- qualified right of way over the non-pedestrian. Customs and Courtesies of the Highway DevelOped by Usage< before the Memory of Kan. 111.61 Keeping to the right. 111.62 Passing to the left. 111.63 Consideration for the party with the heaviest load or the timid and untrained horse. 111.64 Waiting for the first to enter upon a narrow bridge, causeway or defile to pass. 111.65 Aiding thode,in so far as one's oun interest admit, who have been subjected to the misfortunes of travel and storm. 111.69 Miscellaneous customs. 91 Nationally observed. 92 0f sectional observation. 93 0f local observation only. - 39 - 1%.‘4, .h‘i‘mwlle-pV 120. THE PRACTICE or HIGHWAY TRAFFIC COIJTROL. (The tactics - or applied science of traffic control). 121. Traffic Customs and Rules DevelOped by Usage within the Hemory of Kan. . 121.1 Rules of the Road governing moving traffic. 121.11 Slow vehicles move in the curb traffic lane; Faster ve- hicles in central lanes. 121.12 Bicycles not allowed on sidewalks. 121.13 Hand signals by drivers. Johnson Oil Refining Co. v. Gala» burg, etc. Power Co., 200 Ill. App. 392. 121.14 Lighting systems and lamp signals. 121.141 Dim headlights and show courtesy light to left in pass- ing at night. 121.15 Make left hand turns around center post of cross roads. Basis of the "Gyratory or Rotary System" at circles. 122. Registration of Vehicles, Drivers, Owners, and Enterprises. 122.1 Legal and regulative restrictions as to vehicles. 122.11 Types of vehicles. 2 Dimensions of vehicles 3 Weights of vehicles. 4 Types of accessory equipment. 41 Alarm’devices - horns, bells, whistles, etc. 411 Elimination of unnecessary noise. 412 Allotment of alarm devices to classes of vehicles ac- cording to priority claim on the right to free pas- sage. 4121. Emergency public and public service vehicles. 4122 Vehicles of preferred priority. 4123 Vehicles of ordinary priority. 42 Lighting equipment. 421 Physicians' red cross light. 43 Brake equipment. -40.. 122.144 ~Tire equipment. 41 Solid rubber tires. 42 Cushion rubber tires. 4 (fl Pneumatic tires. 431 Fabric type. 432 Cord type. 433 Baloon type. 47 Steel tires. 476 Steel tires with cleats. 48 Anti-skid devices. 5 Bumper and fender equipment. 122.2 Legal and Regulative Restrictions as to Drivers. 21 Age, physical and mental capacity. 211 General requirements. 212 Personal history as to accidents, records of traffic convictions, etc. 213 Classes debarred from registration - Idiots, imbeciles, epileptics, insane, paralytics, blind, deaf, etc. 22 Mental and practical driving requirements. 221 Ability to use and understand English. 222 Ability to read and react quickly to road signs. 223 Does use of colored signal lights necessitate tests for color blindness} 224 Knowledge of rules and courtesies of the road. 225 Practical driving tests. 226 Knowledge of causes of highway accidents and prOper ac- tion in emergencies to avoid accidents. 229 Miscellaneous requirements. 122.3 Legal and Regulative Restrictions as to Public Carriers. - 41 - 123. Legal and Regulative Restrictions as to Enterprises Con- ducted upon the Highway, Including Franchises. 123.1 Illegal enterprises. 123.2 Restricted enterprises and industries. 23.21 Limitations on character of cargo. 123.211 Limitations on eXplosives and inflammables. 212 Limitations on dimensions of loads - structural steel, poles, pipe, hay, barrels, baskets, lumber, etc. 213 Limitations on the handling of live stock, etc. 123.22 Limitations on use of highway for commerce and gain. 221 Prohibited use Of streets and highways. 222 Merchandizing and commerce restrictions. 2221 Licenses for peddlars and hucksters. 2222 Milk, ice and fuel vending permits. 2223 Canvassers' permits. 2224 Permits and identifications for persons soliciting funds. 2225 Advertising and diSplay restrictions. See Fifth Ave. Coach CO. v. New York City, 221 U.S. 467. 22251 Signs, sign boards, etc. 22252 Street exhibitions, demonstrations intended to pro- mote trade, business and the vocations of enter- tainmentsand amusement. 22253 Street parades for the same objects. 2229 Miscellaneous permits. 223 Restrictions on public celebrations on the highway and on parades not for profit. 224 Public service installations other than railroads or other public carriers. 225 Railroads, elevated, surface or subway. 226 Public carriers Operating by means other than railroads. 123.3' Special franchises to public carriers. 123.31 Periods of franchises and of renewals. 32 Considerations for granting franchises. 321 Monetary considerations, including taxes, fees, etc. especially stipulated by the franchise. 3211 Annuity return, based on flat rates, profits, revenue, or other premises. 322 Right Of public to acquire property at stated times. 323 Stipulations as to rates, when fixed for the period of the franchise. 324 Stipulations as to the manner of public regulation Of the business in accord with the public interests. 3241 Regulation of the issues Of securities. 3242 Rate regulation on the basis of'a fair return on the fair value'of the prudent investment devoted to the public service. 3243 Character of service to be rendered. 3244 Stipulations relative to the extension and withdrawal of service in accordance with needs. 3245 Responsibility of franchise holder for damages for: 32451 Injuries to persons, including employees, passengers and others. 32452 Loss or damage Of baggage, prOperty and goods of pa- trons. 32453 Same for other persons using the street or abutting buildings and kinds. 3246 Engagement as to sharing the expense of bridging, pav- ing, grade separation improvements, etc. 3249 Miscellaneous provisions. 33 Rights tccruing to holder of franchise. 331 General legal rights which hold without specification in the franchise itself. Example: Right to "a fair re- turn on the fair value". 332 Rights specifically secured by the franchise. 3321 Right to acquire partial or complete monOpoly on the business. 3322 Security from unfair and uneconomic competition. -45.. :4" mini! 'k‘uu.l I 1': ll? 4‘ 123.3323 Permission to employ the right of eminent domain. (Transfer the following to the 123.331 group) 123.3311 '**** nor shall any person be subject ***** to be de- prived of life, liberty, or property, without due process of law: nor shall private prOperty be taken for public use, without just compensation". 5th Amend ment to the Constitution of the U.S. 53111 Right to “a fair returnnodthe fair value of the pro- perty, useful and used by the company, at the time Of inquiry". City of Houston v. Southwestern Bell Telephone Company, Advance Opinion Of U. S. Supreme Court, May 29, 1922. See also Smyth v. Ames,ml69 U.S. 466, March 7, 1898, p. 546; Willcox v. Consolidated Gas Co., 212 U.S. 19, Jan. 4, 1909, p. 50; Minnesota Rate Cases (Simp- son et al v. Shepherd, 230 U.S. 352, June 9, 1913, p. 434; Brooklyn Borough Gas CO. v. Public Set. com. for let Dist. Of N.Y.. P.U.R. 1918F, July 1918; Lin- coln Gas and Elec. Light Case, 250 U.S. 256, June 2, 1919; and Chap. VI, Depreciation Of Public Utility PrOperties, H. E. Riggs, 1922, EcGraw-Hill. 331111 Right to recover from rates the reasonable deprecia- tion, as distinguished from decretion, (including obsolescence). See last reference cited above. 3312 Right to peaceful and orderly pursuit Of business. 3313 Share in the common guarantees of freedom from harmful and unwarrantable molestations from disturbers or enemies Of the public peace. 124. Time and Seasonal Restrictions of General Application to Moving Traffic. For application in specific cases, see 127.2. 124.1 Seasonal limitations. 2 Limitations incident to construction and repair. 3 Hours during which specified classes of traffic are per- mitted. 31 Store door pick-ups and deliveries. 311 Of passengers. 312 Of freight. 32 Railway freight traffic. 55 Railway passenger traffic. - 44 - 124.34 Omnibus traffic. 35 Rotor truck traffic. 36 Traffic to and from public markets. 37 Street cleani g, sanitary measures, scavenging. 38 Construction or maintenance by city or public utility forces. 39 Street vendors and other miscellaneous traffic. 125. Parking. 125.010 Origin and derivation of term: "It is uncertain whether the word is originally Celtic or Teutonic; it is prob- ably Teutonic, connected witn par, a bar, perhaps with original initial s-, and so ultimately connected spar, a bar, beam, etc. Related in origin to Irish Gaelic pairc = Bret. park, French parc, U. park, parwg, also Teut., E. parrock, also pa-dock, etc." Century Dict. O20 Definitions. 021 "Eilitary term (a) The Space or inclosure occupied by the guns, wagons, animals, pontoons, powder, provisions, stores,etc., when brought together, or the objects themselves: as, a park of artillery, of provisions, of wagons, etc."A1ways carrying the two ideaszof things having a considerable degree of mobility and Of being but temporarily halted in a compact arrangement favor- ing rapid resumption of movement. "(b) A complete set or equipment, as Of guns, tools, etc.: as, a park of siege guns". Verb: "To bring together in a park or compact bod as,to park artillery". Century Dict. O22 Civilian usage seems to be derived from military usage since the advent of the automobile. In civilian usage the idea of organizational connection with other ve~ hicles is usually abSent but the individual vehicle is frequently "parked" in the vicinity of other vehiclm and in a space allotted or deemed to be suitable for such grouping. From the legal standpoint Of enforcing parking laws and regulations, two phases assume Special importance, (a How long a halt is necessary to constitute parking’ Is the stOpping to pick up or discharge a passenger or item Of cargo, parking? If not, how long a delay after the completibn Of such an act is necessary before the act Of parking has been committed? Is it essential thd; the vehicle halt at, near, or beyond the curb line? If so what dimenSion governs? What part does intent of tha driver play? - 45 - a. (b) IS a vehicle"parked" within the meaning of the law and regulations, when a person is left in the ve- hicle (the driver or another person), or, when the engine is left running idle? In SO far as military practice has any bearing upon the case, it may be added that military parks are never left without guards or persons on duty as watchmen or overseers. It is contrary to military regulations to permit an engine to run idle for a longer period than 1 minute. 124.1 Parking Off the highway right of way: 11 In garages: 111 On the first floor; 112 On other floors. 12 2 241 242 243 In Open spaces, with ot without Shelter. Parking on the highway right of way: Curb parking, one Side only: Parallel to curb; At an angle to the curb; Perpendicular,to.the.curb. Curb parking, on both Sides. Parallel to curb; At an angle to the curb; Perpendicularlto