Highways and Highway Transportation

by George R. Chatburn

At intersections there are two methods of procedure: The block and the rotary. The block requires a traffic officer who stops for a short time the traffic in one direction to allow the other to pass, then in the other. Even the short spaces of time between his whistle blasts are productive of much congestion. To alleviate this condition a movement about the center of the intersection in one direction has been devised. On the intersection of streets where there are small parks, monuments or safety zones the rotary method is most successful. The movement around is such as to leave the center of the intersection, the park or monument, on the left, thus avoiding all left-hand turns. In establishing one-way streets attempts are usually made to avoid left-hand turns whenever possible. The figures on [pp. 424] and [426] show sketch plans for rotary service. When there are street-car tracks or other local obstructions slight changes may have to be made. Note only two full passing places for vehicles, A, and as only a part of the traffic will want to cross congestion and danger are largely eliminated. There may be one, two, or more lines of traffic at B; depending on the width of the street. This scheme, according to Eno, is so practical that after it was put into use in New York in 1908, it was adopted the same year at Boston, by Paris in 1909, by Buenos Aires in 1910, and now is in use in many cities throughout the world.

Rotary scheme for traffic around a danger zone where streets meet at an acute angle. Right angle passing at A. One, two or more lines of traffic depending on width of street at B.

Taking Care of Opera House Traffic.

—Special arrangement must be made in large cities in front of opera houses and other places where there are large gatherings.[226] A most difficult problem occurs in New York city between 38th and 41st streets, where several large theaters, opera houses, and halls are located. Mr. Eno suggests that a numbered check be given to the owner of each vehicle with a duplicate to the driver on which are printed directions for lining up to be followed by the driver. As each vehicle comes along the line the number is flashed on a board continuously. Or, a roller blackboard could be used and as each number is rolled out of sight at the top a new number is written in at the bottom. As there might be several lines, at least one for each entrance, there would be several boards and the owner’s ticket would direct which one he is to watch.

Public Garages.

—As it was found necessary to go up into the air in large cities to accommodate the demands for room for offices, stores, and other businesses, so now some cities are preparing to build public garages of the sky-scraper type for its automobiles. If press items are correct Chicago is about to make a trial of the sky-scraping garage near the heart of the retail district for the accommodation of automobilists who wish to drive to business, leaving the streets where they now park their cars free for transient motor cars.

There is nothing particularly new in a sky-scraper garage. They have been used for private and for hire purposes for some time. The novelty lies in a municipality considering itself obligated to furnish parking places for automobiles. But why not? The public provides, now, roads for them to travel upon, and parking places upon the ground level. If extension to this space is made by piling one parking place on top of another instead of one beside another, what is the difference? It is presumed that a nominal fee would be charged and that outside parking places would be limited in time of occupation by any particular car.

The distinguishing feature of several-story garages is the manner in which the cars are taken to the upper floors—whether by elevator propelled from some outside source or whether they are driven up inclined planes by their own power. The press notice regarding the Chicago scheme indicates the car will be driven up to its stall in any one of the ten stories, and when ready to go home the driver will ascend to his car and drive it down the exit ramp and go on his way. It will be an interesting experiment. If it succeeds central garages will be built in even the smaller cities.

The elevator garages are quite common. The car is driven onto an elevator large enough to handle it and taken to any story desired, then driven off to its stall. A reverse operation brings it back down. The elevator will probably be run by electric power. The present cost of installing a bus elevator[227] is practically as follows: First cost, $7500; repairs and depreciation, per annum, $500; cost of current, $750; interest on investment at 6 per cent, $450; assuming one operator, salary $1200. Total yearly charge $2900. These figures are claimed to be very conservative, as some run as high as $5000. The possibility of a break of the moving machinery tying up the rolling stock will make a second elevator imperative, the annual charges would be, assuming no extra man to be required, $1700; making altogether an annual charge for elevators of $4600, and the total cost of the installment, $15,000.