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COLLISIONS IN STREET AND HIGHWAY TRANSPORTATION by Barry Mulligan (pseud.) W. J. Sidis © 1936 Dorrance & Co.
"The advocacy of the
universal use of one-way streets is the
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TOPICAL OUTLINE
Note: The reference numbers in the topical outline and in the text, are the topic numbers. The reader will be obliged to assume that a reference to a topic to which other topics are subordinated, includes a reference to all of the subordinated topics. Where a subordinate topic is mentioned along with its leader topic, the reader is expected to refer to the leader topic, and then directly to the subordinate topic. The latter may, in turn, be a leader to other subordinate topics, and they are included in the reference. |
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Topic No.
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1 | The Age of Transportation |
2 | Safety is the Object of the Present Study |
3 | Four Main Aspects of the Traffic Problem |
4 | Evolution |
5 | Law |
6 | Drawbacks to Legal methods |
7 | Revocation of Drivers' Licenses |
8 | Education |
9 | Engineering |
10 | The Problem Originated in the "Horse Age" |
11 | Difficulties Encountered |
12 | Interrelation of the Four Aspects |
13 | Moral Aspects of the Traffic Safety Problem |
14 | Pedestrian Fatalities Regarded as Homicide |
15 | Psychological Aspects of the Traffic Safety Problem |
16 | Speed, Congestion, and Collisions (ref. 168) |
17 | The Courts and Pedestrian Fatalities |
18 | Pedestrians and Motorists |
19 | Intangibles of the Traffic and Transportation |
20 | Losses Due to Traffic Accidents |
21 | Social Aspects of the Transportation Problem |
22 | The Engineer's Problem of Street and Highway Safety |
23 | Space Limitations and Existing Structures |
24 | Radical Trend of Thought (ref. 253) |
25 | Proposals for Solution |
26 | The Kinematical Problem of the Vehicle |
27 | The Statistical Method of Study |
28 | The Correlation Between Collisions and Speed |
29 | City Planning |
30 | Relation of City Planning to Traffic Safety |
31 | Decentralization of the People from Densely Populated Areas |
32 | Zoning and Public Reservations |
33 | Proposed Community Areas |
34 | Adapted to New Subdivisions |
35 | Local Streets |
36 | Express Streets |
37 | Motor-Vehicle Service Stations (ref. 57) |
38 | Mass Transportation, Including Street Layout, City Freight Transportation, and vehicle Parking |
39 | The "Balanced Grid" (Transportation and Vehicle Parking) |
40 | "Arteries" |
41 | Traffic Interceptors (ref. 199, 234, 235) |
42 | Parking |
43 | Opposed Interests |
44 | Double Parking |
45 | Enforcing regulations |
46 | Rotational Parking, Fig. 1 |
47 | Angle Parking―Indented Curbs, Fig. 1 |
48 | Elimination of the Parking lane (ref. 135) |
49 | Effect on Pedestrians |
50 | Combination-Use Buildings (ref. 57, 255, 256) |
51 | Parking Garage Buildings |
52 | Fees and Taxes |
53 | Exterior Appearance |
54 | Parking Squares |
55 | Underground Parking |
56 | Under Public Parks |
57 | Under City Sidewalks |
58 | Ramps, Fig. 2 |
59 | A Proposed Design, Fig. 3 |
60 | Midcity Buses for Downtown Transport |
61 | Downtown Population Density |
62 | The "All-Day Driver" |
63 | Dissatisfactions with Parking Time Restrictions |
64 | Proposed Buses Would Aid All Classes of Vehicles and Relieve Streets of Some Pedestrians |
65 | All-Day Parkers Kept Out of the Central Business District |
66 | Design and Adaptation of the Midcity Buses |
67 | Selection of Type |
68 | Effect of Street Congestion |
69 | Platform buses for standees to secure rapid loading and unloading |
70 | Motive Power |
71 | Revamping street car tracks |
72 | Ultimate Downtown Transport (ref.84) |
73 | Complications Resulting from Taxicab "Pickups" |
74 | Solution Requires Vacant Curb Space |
75 | Residential Parking |
76 | For Hotels and Apartment Houses |
77 | For Detached Residences |
78 | For "Row" Houses |
79 | Rear Exit Garages |
80 | Entrances to Large Buildings |
81 | Esthetic Considerations |
82 | The Problem Stated |
83 | Railroad Stations (ref. 241) |
84 | Commercial Vehicles |
85 | Economic Losses Due to Lack of Coordination |
86 | Off-Street Loading and Unloading (ref. 57) |
87 | General Solution of Economic Problems |
(1) Responsibility for Safe Delivery of Goods | |
(2) Standardized Quality and Brands | |
88 | Relation to Safety (ref. 16) |
89 | Proposal for Larger Side Clearances |
90 | The Clear Course Rule (ref. 304) |
91 | Speeds Which Are Too Slow (ref. 135) |
(1) Remedy Is Segregation upon One-Way Streets | |
(2) Slow Speed Driving Cannot Be Eliminated | |
92 | Downtown Loading and Unloading Facilities (ref. 57) |
93 | Signal and Other Lamps (ref. 198) |
94 | Education of Drivers |
95 | Taxicabs |
96 | Transient Nature of the Transportation Problem (ref. 95, 117, 124, 317, 325, 326) |
97 | Relation to Safety Problem |
98 | Taxicab Compared to Private Automobile (ref. 326) |
99 | Three Traffic Situations Created by Taxicabs (ref. 73, 91, 104, 42) |
(1) Cruising | |
(2) Stopping for Patrons | |
(3) Reverse Turns | |
100 | Methods of Supervising Taxicabs |
101 | The Headquarters System |
102 | Cruising |
103 | Cab Stands |
(1) At Curb |
(2) Off-street | |
104 | Proposals for Solution |
105 | The Inner Taxicab Zone |
106 | The Taxicab Supervisor |
107 | The Municipality's Problem in Costs |
108 | Comparison of Street Cars and Taxicabs, Figs. 4, 14 (ref. 117, 124) |
109 | Comparison of Street Cars and Private Automobiles Figs. 5, 14 (ref. 42) |
110 | Comparison of Taxicabs and Automobiles Figs. 4, 5 |
111 | The Municipality's Problem of General Passenger Transportation (ref. 234, 253, 316) |
112 | Traffic Coordination |
113 | Balanced Street Grid Desired |
114 | Downtown Terminals for Intercity Lines Eliminated, Figs. 6, 7, 49 (ref. 234) |
115 | Intercity Railroads As Line Distributors (ref. 249) |
116 | Subway and Elevated Railroads |
117 | Street Cars and Buses (ref. 124, 317, 325, 326) |
118 | Private Automobiles and Taxicabs (ref. 326) |
119 | Suburban Transportation and City Transit Lines (ref. 60, 42) |
120 | Everyday Application (ref. 234, 309) |
121 | Traffic Flow and Route Studies |
122 | By-pass Highways |
123 | Mass Transportation Defined |
124 | Relation of Various Types of Passenger Transportation Vehicles to Safety |
(a) Rail-wheel Vehicles Safest | |
(b) Private Automobiles Not So Prevalent in Subway-Skyscraper District | |
(c) Private Automobiles Compete Primarily with Street Cars | |
(d) Advantages of Street Cars | |
(e) Congestion and Safety Problems Due to Competition of Automobile with Street car | |
(f) Safety Contingent upon New Methods in Street Railways | |
(1) Express Needs (ref. 141) | |
(2) Social Segregations (ref. 324) | |
(3) Feeder Buses (ref. 146) | |
(4) Midcity Buses (ref. 60) | |
125 | Solution of the Safety Problem Should Be Based upon Study of the Causes of Accidents |
126 | Avoidance of Collisions |
127 | Safety and Motor Vehicle Speeds |
(1) Schedule Speeds Too Low | |
(2) Collisions Due to High Running Speed | |
(3) The Theory of the Safe Maximum Speed | |
(4) Street Efficiency Dependent upon Higher Safe Schedule Speed | |
(5) Safe Speed a Function of Lane Width | |
128 | Factors in Collisions |
129 | The Vehicle |
130 | The Driver |
(1) Physical and Mental Defects | |
(2) Influence of the Vehicle Factor | |
(3) Influence of the Highway Factor | |
131 | The Highway the Chief Problem |
132 | Division of the Problem |
(1) As to Type of Location | |
(2) As to Type of Path Intersection | |
(3) As to Angle of Path Intersection | |
133 | Moving Vehicles upon City Streets |
134 | Between-Intersection Traffic |
135 | Channelization |
136 | One-Way Streets |
137 | The Universal Right-Hand Rule, Figs. 8, 9 |
138 | Head-On Collisions Eliminated |
139 | Vehicle Segregation |
140 | Two-Way Streets |
141 | One-Way Streets (ref. 137, 187) |
142 | Bus Routes and Street Car Tracks |
143 | Proposed Method of Conversion (ref. 124f1) |
144 |
Reversible Streets |
145 | Arteries |
146 | Safe Loading Platforms, Fig. 16 |
147 | Summary (ref. 196) |
148 | The Four-Way, 90 Intersection |
149 | Curb Radius, Fig. 10 |
150 | The Safety Intersection |
151 | Guard Walls |
152 | Application, Figs. 11, 12, 13, 14, 15, 16 |
153 | Safety Isles |
154 | Pedestrian Safety the Crux of the Traffic Problem |
155 | Results of Signal Control |
156 | Loss of Life by Children |
157 | Pedestrian Regulation |
158 | Pedestrian Practice |
159 | At Points Not Subject to Control |
160 | At Signal-Controlled Intersections, Figs. 21, 15, 16 (ref. 198, 185) |
161 | At Officer-Controlled Intersections |
162 | Delays to Pedestrians |
163 | Standardization of Intersections |
164 | One-Way Streets; Advantages at Intersections |
165 | Limited Number of Path Intersections, Figs. 17, 18, 19, 20 |
166 | Safe Left Turns |
167 | Pedestrians Much Safer |
168 | Progressive Signal Timing Made Practicable (ref. 181) |
169 | Standardization of Signals and of Signal Colors |
170 | Significance of the Colors |
171 | Red |
172 | Green |
173 | Yellow (Amber) (ref. 175) |
174 | The Color Cycle |
175 | Permissive Period Proposed, Fig. 21 (ref. 187, 160) |
176 | Independent or Isolated Signals |
177 | The Simultaneous Grouping of Signals |
178 | The Alternate Progressive System |
179 | Inherent Difficulties, Figs. 21, 22 |
180 | Reducing Signal Delays |
181 | The Timing Problem, Fig. 23 |
182 | The "Solid Diagram" (ref. 210) |
183 | Exact Calculations for An Irregular Plat, Figs. 24, 25, 26 |
184 | Ultimate Practicable Speeds |
185 | Signal Phase Indication (ref. 187) |
186 | Signal Connections and Control Equipment (ref. 183, 197) |
187 | Controlled Left and Right Turns |
188 | The Left Turn (ref. 165) |
189 | The Right Turn (ref. 198) |
190 | Signal Locations (ref. 174) |
191 | Signal Housing |
192 | Illumination and Protection |
193 | Speed Markers |
194 | Direction Marking |
195 | Pedestrian Signals |
196 | Deparking Signals |
197 | Fire Department Signals (ref. 190, 186) |
198 | Signals on Vehicles, Fig. 27 (ref. 187) |
199 | Special Intersections |
200 | City Platting, Ancient and Modern |
201 | Artistic Effects |
202 | Effect of Lack of Control |
203 | Street Width |
204 | Diagonal Streets |
205 | Identifying Features of Special Intersections |
206 | Classification and Method of Solution, Fig. 28 |
207 | Effect of Angle of Street Intersection |
208 | Circles |
209 | Disadvantages |
210 | Advantages and Features (ref. 137) |
211 | Capacity |
212 | At Right-Angle, Four-Way Intersections |
213 | Effect of One-Way Operation |
214 | Comparative Study of Various Types |
215 | The T-Intersection, Figs. 29, 30 |
216 | The Y-Intersection, Figs. 31, 32 |
217 | The Sharp X Four-Way Intersection, Fig. 33 |
218 | The Off-Set Four-Way Intersection, Figs. 34, 35 |
219 | The Special-Angle Four-Way Intersection, Figs. 36, 37, 38 |
220 | The Multiple Intersection |
221 | Five-Way, Figs. 39, 40 |
222 | Five-Way with Offset, Figs. 41, 42 |
223 | Six-Way, for One-Way Traffic, Fig. 43 (ref. 210) |
224 | Six-Way, for Special Direction One-Way Traffic, Fig. 44 |
225 | The Compound Intersection, Fig. 45 (ref. 220) |
226 | Proposed New Type of Intersection |
227 | Present-Day Intersection Design (ref. 200) |
228 | Effect of Diagonal Streets (ref. 200) |
229 | Proposed Diagonal Boulevards, Fig. 46 |
230 | Standard Type Promotes Safety (ref. 234) |
231 | Five-Way Intersection Most Suitable, Fig. 47 |
232 | Channelization and Signal Grouping of Vehicles |
233 | Signal Timing Calculations, Fig. 48 (ref. 183) |
234 | The City Plan |
235 | A Proposed Street Plat, Fig. 49 (ref. 114, 226) |
236 | Focal Points |
237 | Community Areas |
238 | Zoning, Fig. 50 |
239 | City Growth |
240 | Symmetry |
241 | Railroads |
242 | Railroad Passenger Stations (ref. 83, 112) |
243 | The Union Station |
244 | Mid-City Terminals |
245 | Local Transportation |
246 | Improved terminal Connections Required (ref. 112, 124, 316) |
247 | A Plan |
248 | The Moving Platform, Fig. 51 |
249 | A Coordinated passenger Terminal System |
250 | Local Freight Transportation in Metropolitan Districts |
251 | Railroad Noise and Dirt |
252 | Freight Terminals |
253 | The Supercity |
254 | The Complete-Existence Architectural Unit |
255 | Grade Intersection Elimination |
256 | A Proposal |
257 | Intercity and Suburban Roads |
258 | Initial Planning for Town Sites |
259 | Pedestrian Overpasses and Underpasses |
260 | Elevators and Escalators |
261 | Regional Planning |
262 | Importance of Transportation Studies |
263 | Intercity Highways |
264 | The U.S. Bureau of Public Roads |
265 | One-Way Operation Suggested |
266 | Motor Vehicle Headlights |
267 | Footpaths |
268 | Intersections (ref. 216, 216, 269, 199) |
229 | Speed Control |
270 | Superhighways |
271 | Railroad Grade Crossings |
272 | Elimination |
273 | Attitude of the Courts |
274 | Education of Drivers |
275 | Observed Progress |
276 | Psychological Aspects |
277 | Control by Physical Methods |
278 | Uncontrollable Factors |
279 | Signs and Signals |
280 | Compulsory Control Devices |
281 | Concomitant Features of a Grade Crossing |
282 | Proposals for Solution |
283 | The Luminous Flashing Signal |
284 | Standardized Signal Installations |
285 | Standardized Reaction from Driver Required |
286 | Defects Causing Excessive Stop Signal |
287 | Standardization and Simplification |
288 | One-Way Highway Traffic |
289 | For City Streets |
290 | For Intercity Highways |
291 | Physical Features |
292 | Summary |
293 | Accidents Due to Vehicle Out of Control |
294 | Skidding |
295 | Tire traction |
296 | Mechanics of the Skid, Fig. 52 |
297 | Correcting A Skid by Means of the Steering Wheel |
298 | Skids Caused by Brake Application |
299 | Four-Wheel Brakes Reduce Likelihood of Skidding |
300 | Road Crown As a Factor in Skids |
301 | A Proposal; Riding the Crown of the Road Under One-Way Operation |
302 | Effect of Driving Torque (ref. 298) |
303 | Road Surface Conditions, Grades, Curves, and Vehicle Defects (ref. 293) |
304 | Driving Rules |
305 | The Right-Hand Rule |
306 | The Clear Course Rule (ref. 89) |
307 | The Clear Space Rule |
308 | Rules for Turns (ref. 175, 187, 198) |
309 | Relation of the Traffic Director's Office to other Departments |
310 | Traffic Safety Related to Questions of Policy |
311 | Anomalous Situation of the Traffic Director |
312 | Traffic Director's Office Subordinated to the Police Dept. |
313 | Traffic Director as Independent Municipal Official |
314 | The Traffic Inspector |
315 | The City Planner |
316 | The Public Utilities Commission |
317 | Street Car transportation |
318 | Recent Competition |
319 | Substitution of Buses for Street Cars |
320 | The Flat Fare (ref. 117, 124) |
321 | Defects in the Flat Fare Plan |
322 | The Zone Fare Scheme |
323 | Fare Registration |
324 | Different Classes of Service (ref. 124f2) |
325 | Bus Transportation |
326 | Taxicab Transportation (ref. 95) |
327 | Selling Safety |
328 | Financial Considerations |
329 | Agreement Upon a Plan |
330 | A Program |
331 | For a City or Town |
332 | For Intercity Highways (ref. 269) |
__________________________________________________________________ CALL NUMBER: HE5623 .M83 Copy 1 -- Request in: Jefferson or Adams Bldg General or Area Studies Reading Rms -- Status: Not Charged ========================================================= LIBRARY OF CONGRESS ONLINE CATALOG Library of Congress 101 Independence Ave., SE Washington, DC 20540 EMAIL: lconline@loc.gov |
Email (11JUL06) from Michael
J. P. Cunneen The posting of this
extremely far-sighted 1936 work on transport engineering is a valuable
public service. I have done extensive research into the subject of one-way
streets and "Mulligan" has been proved absolutely correct: they
drastically reduce accidents, especially pedestrian accidents (by about
50%), make more efficient use of roadway space, & reduce delays. He was
also quite correct that it would be a big challenge to convert traffic
engineers and policy makers generally to the advantages of one-way
streets.
"The advocacy of the
universal use of one-way streets is the most fundamental suggestion
embodied in this book (page 106)." More quotations... He further envisioned: one-way operation of
country roads and trunk line roads between the large population centers...(page
249) |