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6/01 cJCIRC/DateDuepes-p. 15

 

Statistics of Fatal Traffic Accidents
In
Detroit, Kich.
Dec. 1, 1920 to April, 1925,//
/
A Thesis Submitted to

The Faculty of

MICHIGAH STATE COLLEGE
OF

ACRICUIEURE AED APPLIED SCIEHCE

By

Eyrl Elmer Newark

Candidate for the Degree
of
Bachelor of Science
in

Civil Engineering

June 1925

rip-15W“
H‘?

1%

ms

103 W“
{n

INDEX.

Part Subject matter Pages.

Preface i - i;

I Nature and Scope I 1 - 4

II Traffic Conditions 5 - 10

III Accident Table And Statistics ll-- 29

IV Conclusions 30 - 52
Bibliography

Aggendix, Charts, naps.

P DFACE.

This thesis was undertaken by the cnadidate for
several very specific reasons. First and foremost, it
was neceSsary to couply 11th the requireacnts of the
Department of Civil Engineering for the selection of a
thesis tepic. (For the Specific topics which should be
included in a properly written thesis, the reader is
referred to "THESIS REGULATIDHS“, a set of instructions
prepared for students by the Degartment). Second, this
subject matter has suggested by hr. Earl J. Reader, of
the Class of 1915, 0.3., who is an in the Public Safety
Division of the National Safety Council in Chicago, Ill.
hr. Reeder's work is along this line in particular, and
it was his suggestion that a work of accumulation of data
regarding traffic accident fatalities in Detroit, and a
preper presentation of them, with perhaps some pointed
conclusions and recommendations, would be quite an origin-
al study and one which would add a bit to the world's
store of knowledge regarding existing facts, and which
might in some way be of real benefit to mankind. A third
reason for choice was the fact that no previous thesis
on file in the Department had been alone this line, which
ceased to offer considerable leeway for original study
in manner of presentation of data as well as for present-
ing an up-to-the-ninute problem for solution. Detroit
has had a very high accident rate, seemingly on the sur-
face to be abnormally high for its population. The vari-

ous Bureaus of the Police Degartuent are doing their best

ii.

to decrease accidents, but as yet the traffic problem
is far from settled.

In the collection of data, the organisation of the
work, and the working up of the material into present-
able form a very considerable amount of credit is due
to several people and organizations for assistance very
willingly given the candidate. hr. Reader suggested the
subject matter of the thesis, and gave very freely of
advice throughout the whole work. Through his intro-
duction, entree was made easier in the work of gathering
data from the Police Department of Detroit. Hr. H. 0.
Rounds, Superintendent of the Bureau of Public Safety
lent considerable advice and help, and, through him,
access was had to the records of the Accident Invest-
igation Bureau. Lieut. F. H. Croul, Commissioner of
Police9very willingly gave assistance in the work when
needed, and the courtesy and aid of those of his organ-
ization is certainly appreciated. To the Accident
Investigation Bureau is due the credit for host of the
original data included with this thesis. Er. C. E.
Brewer, Commissioner of Recreation, Detroit, gave some
data concerning playgrounds, of which the number and
location were particularly valuable in this thesis. The
location of Public Schools was obtained from a street
guide. A large portion of the work was based upon ideas
gleaned from.ma5asines and periodicals, even though such
may not appear from the brevity of this report. The

American City Magazine was esyecially helpful, and it

iii.

was through this that information concerning the Los
Angeles heJor Traffic Plan was obtained. hr. Killer
EcClintock of the Traffic Commission of the City and
County of Los Angeles, loaned a book giving completely
the results of a traffic survey of that city by his
organization, and also several pamphlets and booklets
giving data regarding a new traffic code drawn up by the
Commission and later put into actual Operation by the
City. This data is not directly adaptable to the sub-
ject matter of this thesis, but it should be extremely
useful to the Department of Civil Engineering in part-
icular should the Faculty or students have need in the
future for data concerning traffic surveys, regulation,
and laws. For this reason Kr. HcClintock donated the
book for deposit in the Hiehigan State College Library.
Last, but by no means least, the cfibflidate is indebt-
ed to Professor C. L. Allen, head of the Department of
Civil Engineering, for his advice and guidance in the
carrying on of the work, and for correction of the first

manuscript.

June, 1925. hyrl Elmer Hewark

l.

STATISTICS or FATAL TRAFFIC ACCIDEHTS
IN
DETROIT, rICH.

PART I.
NATURE AED SCOPE

As originally intended this thesis was meant to cover
a great deal more ground than later developments in the
work rendered possible. It was hoped that the first two
or three weeks would see the work of gathering of stat-
istics Completed and that the time thereafter would be
agent in study of the data, in the reading of material
covering cities with similar problems, and in personal
inepection trips to dangerous sections or corners in
Detroit to determine what local factors, if any, were
éhsing a high number of accidents at a particular place.
It was also thought that there would be time to collect
considerable facts regarding the population of Detroit
for the different geriods covered,Tthe characteristics
of races or groups of peeple in various localities where
accidents predominated, to see if there were any relation
between then, and if so, how these peOple might be reach-
ed by a different concentration of effort on the part of
the various organizations in Detroit which are given to
this sort of work.

However, the time necessary to merely plot the data

on the four mans which are enclosed in the back of this

a
&

vie

report precluded the possibility of making so exten-
sive a study of the situation. It was found that the
bare mechanical work of collecting the facts and
assmbling then in proper form, plotting the maps,
making the graphs, tables, and charts, would probably
take considerably over the amount of time which was
assigned to the work. Also the thesis was costing
more in a financial way than seemed warranted for go-
ing to the eXpense of more than one trip to Detroit
for the collection of data and statistics.

Consequently, at the suggestion of Ur. Allen as to
the preper title for the work, the undertaking has been
limited.mostly to the gathering of data concerning
individual fatal accident reports from the Accident
Investigation Bureau of the Police Department; the loc-
ation, age and sex of victim, type of vehicle or vehi-
cles involved; the location of public schools and play-
grounds; the location of carlines; and such data concern-
ing the activities of the various agencies seeking to
improve the traffic safety situation as could be obtained
on a trip to Detroit during Spring Vacation, or by letter
to the various organizations involved.

A.najor portion of the data collected has been worked
upon and assembled in the form of graphs, charts, and
spot maps which are included in this report. This data is
commented upon at greatefi length in Part III. .Horeover,
considerable other material was gathered which at the time

seemed necessary or of possible use in the thesis, but

 

which did not seem to show the facts in suitable form.
This consists of several periodical reports and tables
put out by the Accident Investigation Bureau, and of
various pamphlets, etc. collected to show the scope of
sundry organizations connected with the work. Those
of any perianent nature are included in this report in
the hepe that they may some day be of use to another
student who may choose a similar thesis, perhaps to
extend the work of this thesis to a further benefit of
public safety and assistance in the traffic problem.

It may be wise to note at this point that fatal stati-
stics procurable from the Accident Investigation Bureau
began Dec. 1, 1920 and ended at the date of collection,
April 1, 1925.

It is not pretended that this work is strictly an
original study, not that anything truly new is added to
the world's store of knowledge. It is hoped, however,
that the collection of facts here presented will show
in a new light conditions in the traffic situation
which.may render possible a quicker and more decisive
solution for increase in public safety and use of the
streets.

It is not meet that this work should include, necess-
arily, any direct recommendations, nor attempt to present
a solution of the problem. There are many organisations
of men and women who are devoting their entire time and
energies to this sort of work. These are fitted and

qualified to make such recommendations, while the candid-

ate is not. Such agencies are now at work on various
phases of Detroit's traffic problem, and it would be use~
less to superficially discuss what they are working out
in detail.

With the limitations above outlined, the facts brought
out by this thesis work are presented in the hope that
they may be of some real benefit to the persons directly
concerned, the people file will be saved from an untinely

death due to avoidable traffic dangers.

5.
PART II.
TRAFFIC COHDITIOHS.

It will not be necessary to dwell at length noon the
necessity for ingrovement in traffic conditions in
Detroit, for even a casual glance at the newsgapers
from.tine to time suffices to give some idea of the
great number of traffic accidents.

Detroit has, in great yart, comparatively narrow
streets and an abnormally big volume of traffic. The
congestionis so great that it is a matter of considerable
egeculation as to fllat the condition will be in the near
future unless matters are renedied. Like many other
cities, Detroit has outgrown its street system. It has
failed to provide an adeguate city plan whereby the ever-
increasing demands of traffic can be net. Perhaps,by
methods of regulation, greater efficiency can be develfig-
ed in the use of the streets. For studies in this line
the reader is referred to the bibliography in the back of
the regort.

Detroit is already going to great expense to widen
and straighten Lany of her streets,.sueh as Woodward and
Grand River Avenues, to broaden intersections aid clear
away obstructions to View, to separa e gradesat inter-
sections of busy thoroughfares and railroads. Yany plans
for ingrovenents have been offered, nany of which are
presented in popular and in technical form in various

n "a ines. Recently the foyer has aJDOinth a committee

6.

of eight prominent citizens to make a thorough traffic
study for the purpose of framing definite plans for
future regulation and handling of traffic. hr. Arthur
T- Waterfall of the Dodge Bros. :otor Co. is chairman
of this committee.

The Police Department is striving at all tiles to
cepe with the matter, but it alone cannot mend matters,
though it has a complete nrogran for safety education
and regulation which has considerable effect in help-
ing to reduce the number and severity of accidents. The
Accident Investigation Bureau maintains records of all
accidents resorted, and a city ordinance requires an
immediate resort of any and all accidents. It also
presents this data in various forms to these agencies
vhich are interested in its facts. Arrests are made
when necessary, of course, and prosecutions follow when
deemed advisible by he authorities. In this connection
it might be to the point to say that on a cursory
examination of the data in the "Fatals Books" it seeded
that an unwarranted number of drivers were allowed to
escape prosecution when apparently there was plenty of
data to convict then of various degrees of negligence.
In particular it seemed that too many drivers acre
guilty of killing pedestrians Who were standing in
safety zones, or boarding, or descending from, street

cars,due to the driver’s going recklessly throhgh

such zones. Of course, all the facts nay not have been

shown, and there were probably very good reasons why
these were not prosecuted, but at least the.matter should
be investigated by proper authority to see why it is

that a driver who has flagrantly violated some of the
most important rules of traffic should be allowed to
escape the penalties supposed to be attached to such
violations. he most used safety zones on busy streets
should be effectively blockaded so that there will be

no chance of a driver's making a.nistake and going
through them,

In many reopects Detroit's traffic code semas'badly in
need of revision, and of deletion of several features
which are obsolete, and of insertion of a great many
newer features than are covered by the present one. It
would seem.highly advisible to have more definite rules
regarding when and how a pedestrian shall use the street
and that he should be more safeguarded against vehicles
when he is using the street properly. Athorough traffic
survey such as the one recently made in Los Angeles
should be conducted in Detroit by a competent authority.

Probably a complete revision of the traffic systma
and laws would be necessary. This is what Los Angeles
did, and from.the results she acheived the systan is
a highly worthwhile one. The Los Angeles survey is
completely outlined in a book entitled "Lieder Traffic
Street Plan, Los Angeles, California!, kindly present-

ed by Yr. hiller LcClintock50f the Los Angeles City

and County Traffic Commission, to the writer for deposit
in the Zichigan State College Library. Included in

this bookare pamphlets and booklets giving the preposed
new law, the finally adepted law, and traffic code. Such
a revision of laws adopted in Detroit would probably
relieve he situation immeasurabhy. .

Reckless driving, Speeding, ignorance of the law,
intentional disregard of the rights of others,are all
very manifest in Detroit as well as in other cities.
Some attempt is made on the part of the Police Departnent
to meet this by means of safety talks by various officials
at public gatherings, picture shows, theaters, banquets,
etc. Special fiLns are shown, radio talkslaade, and
many other means are being taken to stress the necessity
of increased precaution on the part of each and every
person for his own safety and that of others.

Th- tureau of Public Safety is the agency which is
carrying out the major portion of the work which reaches
the peeplc directly. Its program of education through
safety talks in the schools, and through the formation
of 'Sdhool Patrols" has apparently had considerable
effect in the numbers of accidents to school children.
The School Patrols are organizations of the older boys
and girls who are frequently designated to guard the
younger children at street crossings, to see that they
cross only when the street is safe, and that they do not
play in it. Through preper recognition of their service,

especially when such.has been noticeably in such manner

as to save a life or an injury, and through a little
sheet or pamphlet called to “Soho-pat! which is issued
to each patrol each.month, the idea has become very
effective. The Bureau of Public Safety is an independent
organisation with a budget of $7000 for the year July 1,
1924 to July 1, 1925. It has a regular force of about
seven people, most of whom.have been assigned from other
sections of the Police Department, and who are not paid
from the above budget. The aim is to have police officers
regularly assigned to visit each school at leadt once a
year (this seems too infrequent) to give safety talks
and help in safety programs. Otherwise, the teachers are
expected to carry out the.major portion of the safety
work as far as their classes are concerned. The school
patrols were first organized in September 1922.

Reckless driving takes its toll of lives each.year.
it is, of course, a function of the Police to check this
as much as possible. Whether or not the force is adequa-
tely handling the matter is not within the scope of this
thesis. Such.would need a great deal of study by more
eXperienced persons than the writer. Probably here again
is involved the matter of revision of the present traffic
laws and code. Intentional disregard of the rights of
others should be thoroughly guarded against by law and a
proper enforcement.

The Police are endeavoring to lessen ignorance on the
part of drivers by maintaining driver's schools. These

are free of charge, occur six times a week, are compul-

10.

sory for all applicants for driver's licenses who do
not Come up to a specified standard. The Auto Driver's
License Bureau examines every applicant for a license as
to his ability to read signs, and knowledge of the
Traffic Ordinance. Applicants are also examined for
eyesight and physical ability to handle a motor vehicle.
hention has been made in several nonopapers ately
regarding the flagrant cases of law violations by
drivers whose ability to read and understand English
is severely questioned. This is entirley a.natter of
law enforcement and of efficiency in the various
bureaus of the Police Department. As to inadequacy of
laws, such is a matter illustrating the necessity of
constant study and revision of existing ordinances.
These 13. tters are so far outside the scope of this
thesis that no attempt is here made to in any way
diagnos them. They are mentioned merely as suggestions
of facts and conditions which should be investigated by

competent authority,

11.
PART III.
AQCIDENT TABIES ARE STATISTICS.

The data fron.which the majority of these curves
and tables are compiled is included in the socket in
the back of the original copy. It consists of a.series
of sheetsof paper 8§xll in size on which are tabulated
the following facts concerning individual traffic
accident fatalities: location, adult (male or female),
child, age of victim, and miscellaneous data concerning

the manner of oecurence of the accident.

Graph Sheet he. 1 at the end of this report consists

of five individual graphs_!Graphs Showing Number of Fatal
Traffic Accidents, Detroit. hich.‘ for the five years
1920, 1321, 1322, 1923; 1924. These graphs show that 1921
and 1922 are low years in point of total fatal accidents.
They also show a comparatively steady rate per month, with
the same slight increase in accidents during the fall of
the year. Years 1920 and 1924 show a great variation in
the number of accidents which occurred each.month. 1924
has the greatest total of all five years. The scale of
ordinates is one inch equals 20 fatal accidents. That of
the abscissas is one inch equals two months. It was hoped
hat by plotting the data in this manner it could be shown
what period of the year the most accidents occurred. They

seem to indicate no regularity, however.

Those of the Accident Investigation hureau,when asked,
could not account for the dips and rises in the graphs.
Any one who has occasion to use this data later might be
able to find a particular reason why the total accidents
were lm'er in 1921 and 1922 than in the other years, also
why they were more uniform throughout the year, The data
from.which this graph Sheet was plottedwas copied from
a similar but unfinished table in the records of the
Accident Investigation Bureau. It is shown in tabular

form on the next page.

Graph Sheets humbers 2 a 3 a'e an attempt to show at
what ages the most accidents occur. he same data is
shown in tabular form on page 14 of this report. It was
compiled from the data before mentioned concerning the
individual fatal accidents. It should be noted that these
figures give total fatalities, irrespective of whether or
not two or more fatals occurred in the same accident.

On examination of these graphs it is seen that there
i§_a distinct concentration of fatalities to children
below the age of ten years. This is shown to be true in
every one of the four years. In fact, the period from
5 to 10 years of age has more fatalities than any other
five year period, and exceeds the other periods for
from about two to eight times. In every case, also,
except 1924, the five year period below the age of five
years has more fatalities than any other except the one

from 5 to 10. The latter period is a particularly

15.

FATAL TRAEFIC ACCIDEETS
BY YEARS AND 1101?";{3

ETROIT, KICK.

Ionths 1920 1921 1922 1323 1924 1925
‘33?"m"ii"""ié"""16"""7"""Emmi?”
Feb. 6 5 7 16 1b 20
ar 32 11 8 22 23
Apr. 19 5 13 2 o4
“V Q2 1} 18 23 04
June 23 12 16 22 17
July 24 11 2O 2 17
AuL. 13 12 15 25 32
Sept. 21 15 15 21 25
Oct. 26 18 23 28 28
Nov 27 15 13 26 27
Dec. 6 8 22 27 30
$663.53 """" 526 """" i3£"'"ié§ """ {2'55 """ £55 """"" 222"”

( The data for this table were coyied from.a
similar table in the records of the Accident

Investigation Bureau of the Police Department.)

( The data of this sheet are shown graphically on

Graph Sheet No. l.)

14.

TRAFFIC FJ‘LTALITIES
BY AGES

arson , 111011.

Under 5 12 22 23 19
5 - 31 32 46 52

10 ~ 7 9 15 18
15 - ll 13 12 10
20 - 5 14 14 9
25 - 7 9 21 15
3O - 3 11 17 2b
3“ - 11 11 18 32
4O - 4 7 15 21
45 - 4 11 8 14
50 - 5 4 14 12
55 - 9 12 12 , 9
60 - 5 6 13 15
65 - 7 9 7 19

Over 69 13 12 ' l7 _ 21

Ace not known

Adult 3 16

$5635 """ i321 """"""" E55 """" 52,5 """"" 55'1""

( This table was compiledfrom the data with
which the spot maps were made, i.e., from
he "Fatals" book kept by the Accident
Investigation Bureau.)
( The data of this table are plotted on

2&3
Graph Sheet no; 4h)

dangerous because of the fact that the children are
either justistarting to go to school, or are at any
rate inexperienced in the necessity of watching out
for the dangers of traffic. The decided drop of
fatalities occurring to children between the ages of
10 and 15 is all the more significant on account of the
extremely high rate at the earlier period. The rate
from.10 to 15 is actually as low and in several cases
lower than fatalities to older persons. This may be
accounted for in several ways, all of which probably
have their influence. The efforts that the various
safety organizations have put forth begin to have a
decided effect on the children of this age. They listen
to advice better than do the younger children, and also
even better than many older people do. At this age the
childis beginning to develop a little responsibility,
and he can be more easily impressed by facts properly
presented than he would be at any earlier or later time.
At the age from 5 to 10, a great preportion of
fatalities occur to children who are crossing the street,
not necessarily in play, but perhaps on their way to or
from school. It is interesting to note at this point, hy
a study of hep ho. 4 enclosed in the pocket at the back
of this report, that a comparativelyugggy_fgg fatalities
occur to such children within a block or so of the
school, or within the same distance from.a playground,
This is quite significant in that it probably is due to

the fact that vehicle drivers exercise considerably more

16.

care in these districts than elsewhere, possibly

because of signs posted, but probably because at the

time When children.come from.schools or playgrounds

they come in such numbers that the attention of the
driver is more likely to be called to the fact that he
must use more care. On the other hand, those which occur
at greater distances are due most likely due to care-
lessness on part of both the driven and the child, and
oftentimes because the children are playing in the

street.

Spot Map No. 2 shows that there are also comparatively
few fatalities to children along streets that may be
classed as trunk line or heavy traffic streets. This low
number of fatalities along such streets is most likely
due to a proper selection of school zones and location
of schools so that children do not here to cross these
heavily travefd streets. In the region between Grand
River Avenue and Baker there seems to be a.heavy
concentration of accidents. If hep ho. 5 is examined
it will be seen that this is also a district in which
there is a large number of schools, indicating a
fairly densely pepulated residence section. The schools
also seem to be distributed in such a way that the
children are compelled to cross Dix, Baker, and hichigan,
all of which have street car lines and are quite heavily
traveled by factory workmen and trucks. The same sort

of concentration will be noted along Canfield in the

17.

district between Woodward and Gratiot Avenues.'

Accidents to younger children are due also to the
children's playing in the street, or running into the
street after balls, or on roller skates, or in other
special cases which are given in the original data
sheets. Whether or not a more concentrated program
of safety education could be directed toward the
'reduction of accidents of this type is a.matter for
proper organizations to decide. They should be able to
tell from knowledge of the situation and the time and
energy they have put on this work already.

In making these maps, all child fatalities were
plotted, whereas in plotting for adults only the Esta;
accidents were plotted. This should be taken into

consideration in studying these maps.

One page 19 is given a table compiled.from the
individual accident data which shows the numbers of
child fatalities occurring by months and years for
four years, 1921, 1922, 1923, 1924, and also gives
classification as to whether or not they occurred at
intersections. An examination of the table indicates
no definite increase in the number occurring at inter-
sections over those not occurring at intersections.

It would seem that perhaps the safety program of the sch-.
ools were not proving as effective as it might in the
elimination of indiscriminate crossing of the streets

by children. A safety program.should include a very

strong emphasis of the necessity for pedestrians'

18.

making all crossings at intersections or at properly
designated crosswalks.

The number of child accidents shows a steady increase
from.year to year during this period. Can it be that the
safety Program through the schools is not accomplishing
its purpose ? For the rest, this table is self-
saplanatory.

A series of tables showing concentration of traffic
accident fatalities on certain arterial streets was also
prepared. These tables are also self-eXplanatory except
for certain code symbols used in classification of

accidents, which are as follows,

P. : Automobile - pedestrian.

A. : Automobile - automobile.

S. : Automobile - street car.

R. : Automobile - railroad train.
V. : Autonobile - other vehicle.
r.3. : Automobile - fixed object
H,C, : Automobile - noncollision.
O.V. : Other vehicular accident.
).3. : Other street car accident.
0.1. : Other railroad accident.
H.T. : Heavy truck (Accident

Bureau

L.T. : Light truck symbol)

4 u s
A set of two tables is given on p. 25, shoeing the
of all fatal accidents into the above classes for the

years 1921, 1922, 1923, and 1924. The first table

19.

cBILD FATALITIES IN
TRAFFIC ACCIDEnTs
LOCATIcm, KONTHS, MID mas.
DETROIT, xxcn.

 

 

1921 1923 1%

1.499... WWfilt Non TH; L :11; Im T3:
Jan 1 1 2 1 l 2 - - - 2 2 4
Feb - 1 1 2 - 2 l 1 2 1 - 1
Ear 3 2 5 1 2 3 9 - 9 4 6 10
Apr - 1 1 4 1 5 7 2 9 4 6 10
Lay 3 3 6 4 3 7 6 2 8 6 3 9
June 5 3 8 2 5 7 2 9 11 3 7 10
July 3 2 5 2 9 11 4 2 6 3 5 8
Aug 3 1 4 3 4 7 3 5 8 3 5 8
Sept 1 5 6 5 2 7 2 7 9 4 3 7
Oct 4 5 9 2 4 6 6 3 9 2 7 9
Nov 9 - 2 - 2 2 4 1 5 6 6 12
Dec. 2 - 2 3 1 4 7 1 8 - 2 2
:2"? 2 nwnmg‘ammfim

 

 

 

Ilpterscction N0n~intersoctiggigptals

 

27 24 51
29 34 63
51 33 84
38 52 90
145 43 288

Fatals Dec 1-31
1920 2 - 2

Fatals Jan 1 -

AQI‘ 1, 132735 :5 5 8

H
C)"
O
.p.
q
(0
(O
CO

COHCEETRATION OF
TRAFFIC ACCIDTHT FATALITIES
.ON
EIGHT ARTERIAL 3TR33TS FROH
DETROIT, Elan.

Dec. 1, 1920 to April 1, 1325.

 

BETERING OH ADULE CHILD TOTAL
WOoduard Ave. 50 5 55
Uratiot Ave. 54 7 61
Jefferson Ave., E. 51 9 60
Jefferson Ave., W. G 4 10
Grand River Ave. 40 4 44
Hichigan Ave. 31 12 43
Dix (and Baker) 7 8 15
Fth, W. _§§_ 4 42

277 ”5‘3 550

Per cent of Grand
Total of fatalities 36.5

-...-..--~--.._—---.—.-..--.------.—.----------------

'4
q
0
CO
L
L“
‘0

FATAL TRAFFIC ACCIDRHTS ON

TERIAL STREETS LEADING FROM

DETROIT fiICH.
Dix Ave. and Baker )

PERSONS CLASS 1921 1132 1925 1324 TOTAL
Adult P 1 *1 l - s
- s - 1 ~ ~ 1
I v - 1 - - l
* o.v. 1 - - - 1
0.3. 1 - - .;;. .__.
‘7?" '1?‘ 'TT” - 7
Child P 2 1 2 - 5
0.8. - 1 - - 1
a 2 '2 '>" ‘3"
"ESE?" 5 5 3 .. 13

21.

TABLES SHQVING FATAL ACCIDETTS
ARTERIAL STREETS IEADIHG FROM

DETROIT v EICH .

FORT STREET. w.

P. 1 5 7 4 17
s. 1 5
A. 3 3
Adult R. l l
0.3. l 2 l 4
F.O. l 3
11.6. 1 l
d 7 i5 317’ "55‘
P 1 2 3
Chi 1d S 1 1
0.8. 1 l
2 l 2 "I"
TOTAL 2 9 11 13 35
I-——'iIC"ICAII AWE-77523

P. 3 2 7 5 17
Adult 3. 1 1
V 2 2 1 g
0.8. 3 2
7 6 9 3 28
- ---------- E ------- i-- - 5 3 1 10
Child. 3 . 2 1 i
V.
'_5- '17' '7f' 13'
-ESEEE; """ 10 11 13 7 41

TABLES STOTIUG FATAL ACCIDEKTS
ARTERIAL STREETS LEADIKG FROM

DETROIT, axon.

WOODWARD A'ENUE.

Adult ‘V. 1
0.3.
N.C.
F.O.

C»!

1
3
‘ 1

17" ‘13“ ‘15"

“1
a. .. .......

Child p 2 1 1 -----Z--
TOTAL 7 14 17 14 52

,RAND RIVER AVUI'E

-------------------------- -- ----------“-------------

PERSOES CLASS 1921 - 1922 1923 1924 TOTALS

P. 5 8 8 24
S.
A. 1 1
Adult 0.8. 1 3
V 1

F.O.

Oil-40103

2

POI-‘00!“

1
”7” , IEF’ II?’ 137' ‘137'

Child P f 2 1 3

TOTAL 7 13 12 12 44

.------------~-&-~“---‘-O---“------~“-----_-“-u-*---~~

23.

TILBIJES SHOWING FATAL ACCIDULTTS
ARTERIAL STPEETS ISTADIITG FROM

DETROIT, LIOH.

GMT I OT AWETIIE .

 

P 2 1 8 6 17

s - 4 2 6

A 3 1 4

V’ 1 1

Adult 0.3. 3 3 6 4 16

0;v. 2 2

v.0. 1 1

6 7 2!. '13 “27'

P 1 3 4

Child O.R. 1 1

0.3. 1 1 2

'1 3 '1 2 “ T

TOTALS 7 10 22 15 54

JfiFFERSON AYEHUE (East & west)
-EfiSOflS- CLASS 1921 1922 1923 1924 TOTAL

-------- p- -—_--8 9 12 1o 39

S _ 4 4

Adult 0.3. 3 1 4 2 10

A 2 2

N . C . 1 1

3.0. 1 1 2

T”' 15" '15’. "I? 50

-- ------- P. 2 2 3 1 2
Chi 1d V __ __ 1

2 2 Z I §

TOTALS 13 14 22 18 67

24..
CLASSIFICATION OF

ADULT TRAFFIC FATALITIES.

Class 1721 102° 1923 1324
"'§T"""'"2£"’"""36""""16£"""’ii6'
A 5 16 18 21

V. 6 8 3 5

3. 3 13 14 17

R 2 8 3
O.V. 3 1 3 3
0.8. 18 17 26 21
0.2. 5 4 3 8
H C 1 2 2 3
F.0. 2 1 3 11
'ESElié """" 53- """"" iéé """"" i5; """" 265'

C SSIFICATION OF

CHIED TRAFFIC FATALITIES
Class 1021 1922 1923 1924
P. 43 55 73 79
A. 1 l 3
S. 2 2
V . 1 6
O . S 2 o 2 6
O.R. 3
O.V. 1
F.O. - 1
'EBEEEQ """" 15""""Ei ””””” 52 """" 89
-3355) ......................... - ................
TOTALS 134 185 268 291

25.

LOCATION OF
TRAFFIC ACCIDEET FATALITIES
DETROIT, HIGH.

TABLE 'V.
Intersection
2222023 1921 1922 192 ' 1924
Alults (15 &
over) 69 89 155 149
Cildren
(under 15) 23 27 48 36
Total 88 116 203 185
Hon-intersection
EHSOHS 1921 1922 1923 1924
Adults (15 &
over) 20 33 29 54
Children
(under 15) 26 36 36 52
Tot; 46 69 65 106
GHAED TOTAL 154 185 268 291

(this data is shown diagrammatically

on Graph Sheet No. 6)

26.

LOCATION OF
EEDTSTRIAN

TRATRIC ACCIDENT FATALITIRS
DETROIT, KICK.

TABLE ‘VI.
Intersection
PERSONS 1921 1922 1923 1924
Adults (15 &
over) 52 64 110 99
Children
(under 15) 22 25 41 37
Totals 74 89 151 136
Hon-intersection
PERSONS 1921 1922 1923 1924 '
Adults (15 &
over) 14 15 23 35
Children
(under 15) 25 54 56 52
Totals 39 49 59 87
GRAND TOTALS 113 138 210 225

(This data is Shown diagrammatically

on Graph Sheets H0. 5 & 6)

(i

 

27. ‘

gives those occurring to adults (i.e. to persons 15
years old or over).and second, those to children under
15 years.

Another table on p. 25 gives the location of all
traffic accident fatalities (whether at intersections
or not) and also a classification in each case into
adult or child fatalities. These are also classified
by year for the four years Liven above.

The table on p. 26 is the same, except that this
table is for pedestrian fatalities only, i.e.. those
classed as P or 0.3. accidents.

From the table on p. 24 a series of eight pie charts
was made. see Graph Sheet No. 4, to show graphicallythe
progortion or percentage of each class that falls into
the different kinds of accidents. It is to be partic-
ularly noted that in the case of adults from two thirds
to ablost three quarters of the fatal accidents involve
pedestrians. The Charts show that the following are the

proportions into which the accidents divide:
FATAL TRAFFIC ACCIDEETS

INVOLVING PEDESTRIANS.
(22R CETITS)

"-9.39; """""" 255i """""" 613333"
"1951 """""" $63"""""5f5"
1922 61.8 93.6
1923 70.6 89.4
1924 64.9 92.2

(see Graph Sheet 20. 4)

 

Graph Sheets Nos. 5 & 6 show the data of tables pp.
25 and 26 in a form that gives a better idea of the
increasing number of accidents and their proportions
to each other. These sheets are self-eXplanatory, and
show the data in such a clear manner that further

comment seems unnecessary.

Graph Sheet E0. 7 is of a form which departs from
the usual type or method of presenting data for pepular
use. It is that is called a 'ratio chart", being made
up on one-way logarithm.paper, and is intended to show
a comparison of the rates of increase in population,
auto registration, and fatal traffic accidents in
Detroit. The data for this table was taken from a little
pamphlet put out early in the year 1925 by the Bureau of
Bublic Safety, entitled ”Think I That you may live and
let live. Think 2" This pamphlet contains many other
statistics od interest in connection with this report,
and hence is included in the original data in the pocket
at the back of the book. The theory of this method of
graphing may be found in Harry Jerome's "Statistical
method", there it is_described in detail. Suffice it to
say here that if~any two lines or portions of lines on
this chart are parallel to each other, it means that the
rate Of change of the variable is the sang for each. With
this simple explanantion an examination of the chart shows
that the percent chance Of the pepulation of Detroit has

been fairly near constant since 1918 (because the Pepula-

tion Curve is

 

 

 

29.

tion Curve is very nearly a straight line). The rate of
0? famhhu

increasebhas been about one fourth of the rate of

increase of automobile registration, althlugh its rate

has beensomewhat greater than that of the population.

The aggregate increase of the 1924 figures over the

1918 ones is,

Pepulation Autouohiles Fatalalities

1313 986,699 77,215 172

1924 1,375,000 264,381 289
% increase 59.5 245. GB.
av. yrly. ' 6.6 40.5 11.3

The slope of the lines of the gragh indicates the rate
of change of the variable. The reason for the sudden
dr3p in 1021 was not found, thjugh doubtless there was
a very good reason. It should be remembered that the
this is just about the time that the records of the

n . _ J. 0 er: 'I, 1, .
Assident Investigations Bureau was oegun. There may be

some very definite connection between these two facts.

fiO.

PART IV.
COECLUSIONS.

Detroit needs a thorough traffic survey made. This
should be done by some party that is capable of
judging where the organizations in the field are falling
short in their work and what can be engected of then in
the future. This means that the survey must be male by
one in authority and one who has the confidence and
backing of those in control of affairs in Detorit. The
various safety organizations, traffic departments, city
planning committees, and others of sbiilar nature should
somehow be brought into closer relationship and coordin-
ation. To just what extent such cooperation is already
in effect the writer was not able to determine in the
short time ;e was in Detroit. Such a study must needs
be made by one who can be on the job for some time, and
perhaps even work for a while with each organization

separately.

What can be done in the way of better city planning
in use of streets and in organization of a better system
of handling traffic will perhaps soon be seen when the
traffic committee recently appointed by the Kayor has had
a chance to do its work. Comment has been.made from many
sources on the need of one-way streets, of a more string-
ent enforcemnet of the full—stop rule on through traffic
streets. here again the efficiency of thevarious depart-
ments of the city is brought u;, and the writer is not
competent to judge in this:nntter at all, eseecially with

so little data as he has a Dre

Seat.

There should also be more rigid requizements concerning
parking in the downtown districts, cepecially during the
rush hours. Attention is here called to the report of
the National Safety Council of its survey in Cleveland.
It does not seem necessary to go at great length to repeat
what has been so well worked out in that report, which is
included in the original data of this thesis. The
traffic problems are much the same in one city or another,
and the general rules governing the rate of speed of
vehicles, the attitude of drivers toward pedestrians, and
vice versa, the rules regarding parking of vehicles, cut-
ting corners and other rules of traffic should be unifons
in one city or another. There are several city, state,
and national organisations HhiCh are gradually growing in
power of actionrfihich aregaining control of matters of
this sort, and which will doubtless soon be enough in
authority to enforce a greater uniformity of laws
regarding traffic regulation fem one city to another.

An example of this is the recent Hoover Conference in
Washington in which various safety measures were taken
up. A resume of the report of this conference will be
found in the original data. ‘Various important points
in this synopsis were underlined and the reader is
referred to it if he is interested in what is being done
in a national way to secure greater uniformity of
methods, the greater or better safety measures being
adopted in various places.

Another article in the January 1925 number of the

32.

National Safety News, the nuuber fron which the above
mentioned resume was taken, is entitled "Getting the
Facts About Public Accidents". by Sidney J. Williams.
This article is devoted entirely to methods of re;ort-
inc and recording accidents and the importance of
uniformity if nationwide results are to be secured.
Regarding the strictly engineering features of
bettering traffic conditions in Detroit, there is a
great variety of.material to be found in the Engineer-
ing News-Record. especially for the year 1924. In that
are tobe found several articles on the project of
depressing the Grand Trunk Railway tracks on Dequindre
Street, and of the building of several other grade
separation viaducts throughout the city. There are also
plans for widening streets, provisions for ragid transit
systems, surface. elevated, and subway; plans for future
systems of high Speed routes and other.méasures for
improving 'he efficiency of the use of street areas.
These facts are not, however. a part of this thesis,
and a.mere passing mention is.nade of them tovshow that
there are many plans being devised to provide for better
and safer traffic systems in the future. What remains to
be done is to decide which one to follow, and then yrppare

the way for it.

BIBLIOGRAPHY.

BOOK OR REFERENCE WRITER
Major Traffic Street Plan. Traffic Commission
Los Angeles.
Traffic Ordinance Los Anceles.
'Detroit's Government City Controller.
Recreation Bulletin
June 28, 1924 Dept. Of Recreatio,
Detroit

American City, Ear. 1925
American City, May 1025

Engineering News-Record
(miscellaneous articles, 1924)

Rational Safety News, Jan., Feb. Ear. Apr.
and hay, 1925.

Statistical Method Harry Jerome.

:-

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LOCfiT!ON
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DEC. I, l920
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THESIS, M.E.NEWARK,

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